WO2011162022A1 - 変速機制御装置 - Google Patents
変速機制御装置 Download PDFInfo
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- WO2011162022A1 WO2011162022A1 PCT/JP2011/060218 JP2011060218W WO2011162022A1 WO 2011162022 A1 WO2011162022 A1 WO 2011162022A1 JP 2011060218 W JP2011060218 W JP 2011060218W WO 2011162022 A1 WO2011162022 A1 WO 2011162022A1
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- abnormality
- control device
- braking
- vehicle
- speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2260/00—Interaction of vehicle brake system with other systems
- B60T2260/04—Automatic transmission
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/406—Test-mode; Self-diagnosis
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/18—Propelling the vehicle
- B60Y2300/184—Preventing damage resulting from overload or excessive wear of the driveline
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/147—Control of torque converter lock-up clutches using electric control means during engine braking, e.g. to attenuate gear clunk when torque direction is changed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6618—Protecting CVTs against overload by limiting clutch capacity, e.g. torque fuse
Definitions
- the present invention relates to a transmission control device for a vehicle including a transmission.
- Patent Document 1 a braking control device that restricts the driving force of a driving source of a vehicle when an abnormality occurs in the braking device of the vehicle.
- the ratio of limiting the driving force of the driving source or the transmission of the vehicle according to the number of braking devices in which the abnormality has occurred is controlled.
- a pulley (drive pulley) connected to the drive source side rotates at the rotational speed of the drive source. Since the pulley (driven pulley) connected to the wheel side stops rotating, a large load may be applied to the belt that transmits torque from the drive pulley to the driven pulley.
- CVT continuously variable transmission
- the accelerator pedal is off and the engine speed is greater than or equal to the engine speed (hereinafter referred to as “idling engine speed”) for maintaining the operation of the engine
- the fuel consumption (hereinafter referred to as “fuel consumption”). ”) Is stopped (so-called fuel cut).
- the torque for rotating the internal combustion engine decreases when the lock-up clutch is released as described above, so that the rotational speed is maintained so as not to be lower than the idling rotational speed. It is necessary to use fuel. This shortens the fuel cut period and deteriorates fuel consumption.
- an object of the present invention is to provide a transmission control device that can reduce fuel consumption even when there is an abnormality in the braking control device.
- the present invention relates to a transmission that shifts and outputs an output of a vehicle drive source input via a torque converter having a direct coupling clutch, a braking device that brakes the vehicle, and a braking control that controls the braking device.
- a transmission control device for a vehicle having an abnormality detecting means for detecting an abnormality of the braking control device and a transmission gear ratio of the transmission based on a traveling speed of the vehicle and a predetermined control pattern
- the control unit opens the direct coupling clutch, compared to the case where the abnormality detection unit does not detect the abnormality,
- the control pattern is changed to another control pattern so that the number of revolutions input to the transmission is increased according to the traveling speed.
- the control means controls the transmission gear ratio based on the traveling speed of the vehicle and a predetermined control pattern (for example, a shift map).
- a predetermined control pattern for example, a shift map.
- the abnormality detection means detects an abnormality of the braking control device (for example, ABS)
- the direct coupling clutch for example, lockup clutch
- the control pattern is not detected for the abnormality of the braking control device.
- the control pattern is changed to another control pattern in which the rotational speed input to the transmission is increased according to the traveling speed.
- the direct clutch is opened and the rotational speed input to the transmission is large in order to avoid damage to the belt and engine stop.
- the rotational speed of the drive source is increased, and the fuel cut time can be kept longer.
- the vehicle includes an operation amount detection unit that detects an operation amount of an accelerator pedal of the vehicle, and the control unit opens the direct clutch when the abnormality detection unit detects an abnormality and the control unit detects the abnormality.
- the change to another control pattern is preferably performed when the operation amount detected by the operation amount detection means is equal to or less than a predetermined value.
- the direct clutch is released and separated. Changes to the control pattern are allowed.
- the another pattern is set so that the rotational speed of the drive source is equal to or higher than the fuel cut rotational speed that is capable of maintaining the operation even when the fuel supply to the drive source is stopped. It is preferable. As a result, when there is an abnormality in the braking control device and the pattern is changed to a different pattern, the drive source becomes more than the number of revolutions that can maintain the operation even if the fuel supply is stopped, that is, the fuel cut is performed, so that the fuel consumption can be reduced. .
- the figure which shows schematic structure of the braking control apparatus 60 of FIG. The figure (gearshift map) showing the relationship between the vehicle speed Vrr and the drive pulley rotation speed by the state of the braking control apparatus 60.
- (A) is a figure showing the time change of a drive pulley rotation speed and an engine speed when using a normal shift map and (b) using a shift map for ABS abnormality.
- FIG. 1 is a diagram showing a schematic configuration of a vehicle including a transmission control device according to the present embodiment.
- the vehicle is equipped with an internal combustion engine (engine) as a drive source.
- engine an internal combustion engine
- CVT continuously variable transmission
- the CVT 14 includes a drive pulley 14a connected to the main shaft MS, a driven pulley 14b connected to the countershaft CS, a metal belt 14c hung between them, and a hydraulic mechanism (see FIG.
- the output of the engine 12 input from the main shaft MS via the torque converter 16 and the forward clutch 20 is changed at a continuously variable transmission ratio.
- the gear ratio is a ratio obtained by dividing the input rotational speed by the output rotational speed.
- the torque converter 16 is a fluid torque converter that uses a fluid as a transmission medium for driving force, and includes a pump impeller 16a, a turbine runner 16b, a stator 16c, and a lock-up clutch 16d.
- the pump impeller 16a is rotated by the driving force of the engine 12, and the internal fluid output by the centrifugal force of the rotation flows into the turbine runner 16b.
- the stator 16c is disposed between the pump impeller 16a and the turbine runner 16b in order to control the flow of fluid. Further, the stator 16c includes a one-way clutch (not shown) so that it cannot rotate in the reverse direction, and can be fixed so that it cannot rotate.
- the lock-up clutch 16d is arranged so that the pump impeller 16a and the turbine runner 16b can be mechanically connected.
- the lockup clutch 16d When the lockup clutch 16d is engaged, the power transmission efficiency between the pump impeller 16a and the turbine runner 16b is 1.
- the lock-up clutch 16d When the lock-up clutch 16d is released, the power transmission efficiency between the pump impeller 16a and the turbine runner 16b is less than 1, and the energy corresponding to the reduced efficiency is converted into thermal energy.
- the lockup clutch 16d is fastened to prevent a decrease in transmission efficiency.
- the lock-up clutch 16d corresponds to the direct coupling clutch in the present invention.
- the output of the engine 12 shifted by the CVT 14 is input from the countershaft CS to the transfer 24 via the reduction gear 22 and is distributed to the front wheel side and the rear wheel side there.
- the output on the front wheel side is transmitted to the front wheels 30FL and 30FR via the front differential mechanism 26.
- the vehicle is configured as a four-wheel drive 4WD type vehicle that drives the front wheels 30FL, 30FR and the rear wheels 30RL, 30RR by shifting the output of the engine 12 with the CVT 14.
- a viscous coupling 36 is inserted on the propeller shaft 32.
- a large number of clutch plates are housed in a container and high-viscosity silicone oil (fluid) is sealed, and power is transmitted by a shearing force generated by a rotational difference generated between the plates. To do.
- an NDR sensor 40 is provided in the vicinity of the drive pulley to generate an output corresponding to the input rotational speed of the CVT 14, and an NDN sensor 42 is provided in the vicinity of the driven pulley to output in accordance with the output rotational speed of the CVT 14.
- Wheel speed sensors 44 are provided in the vicinity of the drive shafts (not shown) of the left and right front wheels 30FL, 30FR and the rear wheels 30RL, 30RR, respectively.
- the wheel speed sensors 44 are provided for the left and right front and rear wheels 30FL, 30FR, 30RL, 30RR.
- An output corresponding to the rotational speed (wheel speed) is generated.
- An accelerator opening sensor 46 is provided in the vicinity of an accelerator pedal (not shown) on the floor of the driver's seat of the vehicle to generate an output corresponding to the accelerator opening (accelerator pedal depression amount) AP and a brake pedal.
- a brake (BRK) switch 50 is provided near (not shown) and outputs an ON signal when the driver operates the brake pedal.
- the accelerator opening sensor 46 corresponds to the operation amount detection means in the present invention.
- the ECU 54 includes a CPU 54a that executes various arithmetic processes and a storage device (memory) 54b that includes a ROM and a RAM that store various arithmetic programs executed by the CPU 54a, various tables, arithmetic results, and the like. In addition to inputting various electric signals, the drive signal is output to the outside based on the calculation result.
- the ECU 54 controls the operation of the CVT 14.
- the CPU 54a of the ECU 54 functions as the control means 54a1 in the present invention.
- the hydraulic braking device 56 is provided so that the left and right front wheels 30FL and 30FR and the rear wheels 30RL and 30RR can be braked, and is controlled by the braking control device 60.
- FIG. 2 is a diagram showing a schematic configuration of the braking control device 60.
- the braking control device 60 functions as an ABS that controls braking of the vehicle and further prevents the wheels from being in a tire locked state.
- the braking control device 60 includes a braking control ECU 61 that controls braking.
- the braking control ECU 61 includes a braking control CPU 61a that executes various arithmetic processes, various arithmetic programs that are executed by the braking control CPU 61a, various tables, It has a storage device (brake control memory) 61b composed of a ROM and a RAM for storing calculation results, etc., and inputs various electric signals such as the output of the above sensor, and outputs a drive signal to the outside based on the calculation results To do.
- the braking control CPU 61a of the braking control ECU 61 functions as the abnormality detection means 61a1 in the present invention.
- the braking control device 60 can supply the hydraulic pressure from the oil tank O1 to the braking device 56 via the normally open type linear solenoid valve L1.
- the magnitude of the hydraulic pressure to be supplied is changed according to the magnitude of the current supplied to the linear solenoid valve L1.
- the braking device 56 generates braking force on the wheels (30FL, 30FR, 30RL, or 30RR) by supplying hydraulic pressure.
- the magnitude of the generated braking force is determined by the magnitude of the hydraulic pressure supplied to the braking device 56.
- the braking control device 60 can discharge the oil supplied to the braking device 56 to the oil tank O2 via the normally closed type linear solenoid valve L2.
- the oil discharged to the oil tank O2 is supplied to the oil tank O1 by operating the pump P by driving an electric motor (motor) M.
- the motor M is connected to the power source 72 via the contact Rp of the relay R.
- the relay R is excited (the current of the relay R is turned on), the contact Rp is contacted and the current is supplied from the power source 72, and the motor M is driven.
- the braking control ECU 61 receives output signals from the wheel speed sensors 44 of the front, rear, left and right wheels from the ECU 54. Based on this input signal, the braking control ECU 61 determines whether or not the wheel is in a tire locked state, and activates the ABS if the wheel is in a tire locked state.
- Whether the tire is locked or not is determined based on the difference between the average value of the maximum wheel speed and the second largest wheel speed from the four wheel speeds obtained by the wheel speed sensor 44, and each wheel speed is a predetermined value or more. Judgment by whether or not. When the average value is equal to or greater than a predetermined value, the tire is locked. When the average value is less than the predetermined value, the tire is not locked.
- a method other than the above may be used for determining the tire lock state.
- the braking control ECU 61 determines that the tire is locked, it operates the ABS as follows. First, current is supplied to the linear solenoid valves L1 and L2 to excite them. As a result, the linear solenoid valve L1 is closed and the linear solenoid valve L2 is opened, whereby the supply of hydraulic pressure from the oil tank O1 to the braking device 56 is stopped, and the oil is discharged to the oil tank O2 via the linear solenoid valve L2. The As a result, the hydraulic pressure supplied to the braking device 56 decreases.
- the braking control ECU 61 drives the motor M in order to return the oil discharged to the oil tank O2 to the oil tank O1. As described above, the current from the power source 72 is supplied to the motor M by exciting the relay R.
- the braking control ECU 61 stops the supply of current to the linear solenoid valves L1 and L2 when the hydraulic pressure is reduced and the four wheel speeds determine that the tire is not locked. As a result, the linear solenoid valve L1 is opened and the linear solenoid valve L2 is closed, so that the hydraulic pressure from the oil tank O1 is supplied to the braking device 56, and braking force is generated on the wheels.
- the braking control ECU 61 stops the motor M by stopping the current supply to the transistor Tr, demagnetizing the relay R (current off of the relay R), and opening the contact Rp.
- the abnormality detection unit 61a1 detects whether or not an abnormality has occurred in the ABS as follows.
- the abnormality detection means 61a1 measures the voltage Voff between the terminals of the motor M when the current of the relay R is off, measures the voltage Von between the terminals of the motor M when the current of the relay R is on, and the voltages Voff and Von It is determined whether or not the values are the same. If they are the same, the ABS is determined to be abnormal, and if they are different, the ABS is determined to be normal.
- the abnormality detection means 61a1 determines whether or not there is an abnormality such as a disconnection by determining whether or not the values of the voltage Von and the voltage Voff are the same.
- the abnormality detection unit 61a1 considers measurement errors and the like and treats the same difference as the same. This measurement error is determined in advance by experiments or the like and stored in the brake control memory 61b.
- the determination by the abnormality detection means 61a1 is operated every predetermined time in this embodiment, but may be operated every time a predetermined distance is traveled, or may be when the accelerator pedal is turned off. It is only necessary that an abnormality can be detected as soon as possible when an abnormality occurs in the ABS.
- the configuration of the braking control device 60 is not limited to that of the present embodiment.
- the braking force is weakened, and when the tire is not locked, the braking force is returned to the original state repeatedly. It only has to be possible.
- the abnormality detection means 61a1 of the present embodiment determines that the abnormality of the ABS is based on whether or not the values of the voltage Von and the voltage Voff are the same, assuming that the abnormal state is a state where the motor M does not operate properly due to disconnection. .
- the abnormal state and abnormality detection means 61a1 changes according to the configuration of the braking control device 60.
- the braking control device 60 weakens and restores the braking force. It may be possible to detect that the repetition cannot be controlled.
- the braking device 56 is operated in a state where there is an abnormality in the ABS, there is a high possibility that the tire will be locked.
- the rotation of the driven pulley 14b is stopped, but the drive pulley 14a is rotated by the engine 12, so that a large load is generated on the belt 14c connecting the drive pulley 14a and the driven pulley 14b.
- the control means 54a1 opens the lockup clutch 16d so as not to generate a load on the belt 14c when the accelerator pedal is off.
- the difference between the rotational speed NDN of the driven pulley 14b stopped in the tire locked state and the rotational speed of the engine 12 at this time (hereinafter referred to as "engine rotational speed") is converted into heat energy as described above.
- the torque converter 16 can absorb it.
- fuel cut rotational speed NFC This predetermined rotational speed, that is, the rotational speed at which the fuel cut is performed is hereinafter referred to as “fuel cut rotational speed NFC”.
- the fuel cut speed NFC is set to be higher than the idling speed so that the operation of the engine 12 can be maintained even when fuel is not supplied to the engine 12.
- the control means 54a1 releases the lockup clutch 16d when an abnormality occurs in the ABS when the accelerator pedal is off, and the rotational speed input to the CVT 14 (the rotational speed of the drive pulley 14a; hereinafter referred to as "drive pulley rotational speed"). ) Is changed to a control pattern (shift map) that increases, and the gear ratio of the CVT 14 is controlled.
- FIG. 3 shows an example of the relationship (shift map) between the vehicle speed Vrr and the drive pulley rotational speed.
- the horizontal axis is the vehicle speed Vrr, and the vertical axis is the drive pulley rotational speed.
- the control unit 54a1 changes the speed ratio so that the drive pulley rotational speed hardly changes with respect to the change in the vehicle speed Vrr. That is, the control means 54a1 controls the transmission ratio of the CVT 14 from the vehicle speed Vrr and the drive pulley rotational speed in accordance with the shift map as shown in FIG. If the vehicle speed (wheel rotation speed) Vrr and the drive pulley rotation speed are determined, the gear ratio between the drive pulley 14a and the wheel can be determined. A speed ratio obtained by removing a fixed speed ratio (for example, the speed ratio of the final gear) from the speed ratio is determined as the speed ratio of the transmission, and the control unit 54a1 controls the speed ratio of the CVT 14 so as to be the speed ratio.
- a fixed speed ratio for example, the speed ratio of the final gear
- the shift map for the ABS abnormality (solid line in FIG. 3) is a shift map in which the drive pulley rotational speed is increased (the transmission ratio is increased) compared to the normal shift map (broken line in FIG. 3).
- the lockup clutch 16d When the lockup clutch 16d is released, the transmission efficiency from the turbine runner 16b on the wheel side to the pump impeller 16a on the engine side decreases, so the gear ratio is increased by the shift map for abnormal ABS (solid line in FIG. 3).
- the rotational speed of the pump impeller 16a (same as the engine rotational speed) is increased.
- the shift map corresponds to the control pattern in the present invention. Further, when there is an abnormality in the ABS and the accelerator pedal is turned off, the shift map can be changed from the normal shift map (broken line in FIG. 3) to the shift map for ABS abnormality (solid line in FIG. 3). This corresponds to changing the control pattern in the present invention to another control pattern. Although omitted in FIG. 3, a shift map is prepared for each accelerator opening AP.
- FIG. 4 shows an example of changes over time in the engine speed and the drive pulley speed when the ABS is abnormal and the lockup clutch 16d is released when the accelerator pedal is off.
- FIG. 4A shows a time change when the normal shift map (broken line in FIG. 3) is used
- FIG. 4B shows a shift map when the ABS is abnormal (solid line in FIG. 3).
- the horizontal axis is time
- the vertical axis is the rotational speed.
- i represents the drive pulley rotational speed
- j represents the engine rotational speed.
- NFC on the vertical axis is the fuel cut speed NFC
- the control means 54a1 uses the fuel so that the engine speed becomes equal to or higher than the idling speed when the engine speed becomes less than the fuel cut speed NFC. By controlling to, the operation of the engine 12 is maintained.
- the lockup clutch 16d is released and the accelerator pedal is turned off, so that the engine 12 is rotated by the rotation of each wheel while the vehicle is running. Therefore, the engine speed is smaller than the drive pulley speed. Further, because the accelerator pedal is off, the vehicle speed gradually decreases as time passes. Therefore, the drive pulley rotational speed and the engine rotational speed also gradually decrease as time passes.
- fuel cut is performed before the time ta because the engine speed is equal to or higher than the fuel cut speed NFC. However, after the time ta, the engine speed is lower than the fuel cut speed NFC. Fuel is consumed.
- the control means 54a1 uses the shift map when there is an abnormality in the ABS, and the CVT 14 controls to increase the drive pulley rotational speed, so that the engine rotational speed becomes the time as shown in FIG. Even after ta, the fuel cut speed NFC is exceeded. Therefore, the fuel cut period can be lengthened, and deterioration of fuel consumption can be suppressed.
- the shift map (solid line in FIG. 3) when there is an abnormality in the ABS is set to be equal to or higher than the fuel cut speed NFC.
- FIG. 5 is a flowchart showing the procedure of the shift map switching process of the present invention executed by the CPU 54a.
- the control processing program shown in this flowchart is called and executed every predetermined time (for example, 10 msec).
- ABS abnormality determination is performed. Details of the ABS abnormality determination process will be described with reference to FIG.
- step ST101 of FIG. 6 the voltage Voff of the motor M when the current of the relay R is off is measured.
- step ST102 the voltage Von of the motor M when the current of the relay R is on is measured.
- step ST103 it is determined whether or not the values of the voltage Voff and the voltage Von measured in steps ST101 and ST102 are the same. In determining whether or not they are the same, as described above, the differences that can be regarded as the same considering the measurement error and the like are treated as the same.
- step ST103 When it is determined in step ST103 that the voltage Voff and the voltage Von are not the same (when the determination result in step ST103 is NO), the process proceeds to step ST104, where there is no abnormality in the ABS, and the voltage Voff and the voltage Von are Are determined to be the same (when the determination result of step ST103 is YES), the process proceeds to step ST105, where the ABS is in an abnormal state.
- steps ST104 and ST105 are completed, the process is terminated, and the process proceeds to step ST2 subsequent to step ST1 in FIG.
- step ST1 corresponds to the abnormality detection means 61a1 in the present invention.
- step ST2 it is determined whether or not there is an abnormality in the ABS.
- step ST1 when the step ST104 of FIG. 6 is processed, there is no abnormality in the ABS, and when the step ST105 is processed, there is an abnormality in the ABS.
- step ST2 When it is determined in step ST2 that there is an abnormality in the ABS (when the determination result in step ST2 is YES), the process proceeds to step ST3 to determine whether or not the accelerator pedal is off.
- the accelerator pedal depression amount detected by the accelerator opening sensor (operation amount detecting means) 46 is equal to or less than a predetermined value, it is determined that the accelerator pedal is off.
- This predetermined value is determined in consideration of the detection error of the accelerator pedal. This value is determined in advance by experiments or the like and stored in the memory 54b.
- the accelerator pedal When the vehicle is decelerated, the accelerator pedal is normally turned off. Therefore, by determining whether or not the accelerator pedal is turned off, it is possible to accurately determine when there is a possibility that the tire will be locked, and only when necessary. By opening up clutch 16d, fuel consumption can be prevented from deteriorating.
- step ST3 When it is determined in step ST3 that the accelerator pedal is off (when the determination result in step ST3 is YES), the process proceeds to step ST4 and the lockup clutch 16d is released.
- step ST5 the shift map is changed to the shift map for abnormal ABS which increases the rotational speed input to the CVT 14 from the normal shift map as described above.
- step ST2 When it is determined in step ST2 that there is no abnormality in the ABS (when the determination result in step ST2 is NO), or when it is determined in step ST3 that the accelerator pedal is not off (when the determination result in step ST3 is NO). Then, the process proceeds to step ST6 to switch to a normal shift map.
- step ST1 and ST2 when it is determined that the ABS is abnormal (steps ST1 and ST2) and when the accelerator pedal is off (step ST3), a lock-up clutch is used to prevent a large load from being generated on the belt 14c. 16d is released (step ST4), and the shift map is switched to the shift map for ABS abnormality in order to increase the rotational speed input to the CVT 14 (step ST5).
- ABS braking control device
- a continuously variable transmission (CVT) is used as the transmission, but an automatic stepped transmission may be used.
- the vehicle is a four-wheel drive vehicle, but may be a two-wheel drive vehicle.
- the present invention described above can effectively use energy because the amount of fuel consumption can be reduced in a vehicle equipped with a braking control device and a torque converter when an abnormality occurs in the braking control device.
Abstract
Description
Claims (3)
- 直結クラッチを備えるトルクコンバータを介して入力された車両の駆動源の出力を変速して出力する変速機と、当該車両の制動を行なう制動装置と、前記制動装置を制御する制動制御装置とを有する車両の変速機制御装置であって、
前記制動制御装置の異常を検知する異常検知手段と、
前記変速機の変速比を、当該車両の走行速度及び所定の制御パターンに基づいて制御する制御手段とを備え、
前記制御手段は、前記異常検知手段が異常を検知した場合には、前記直結クラッチを開放して、前記異常検知手段が異常を検知していない場合に比べて、前記走行速度に応じて前記変速機に入力される回転数が大きくなるように、前記制御パターンを別の制御パターンに変更することを特徴とする変速機制御装置。 - 請求項1に記載の変速機制御装置において、
前記車両は、当該車両のアクセルペダルの操作量を検出する操作量検出手段を備え、
前記制御手段は、前記異常検知手段が異常を検知した場合の、前記直結クラッチの開放及び前記別の制御パターンへの変更は、前記操作量検出手段によって検出された操作量が所定の値以下のときに行なうことを特徴とする変速機制御装置。 - 請求項1に記載の変速機制御装置において、
前記別のパターンは、前記駆動源の回転数が、当該駆動源への燃料供給を停止しても作動を維持できる回転数であるフューエルカット回転数以上になるように設定されることを特徴とする変速機制御装置。
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JP2016061255A (ja) * | 2014-09-19 | 2016-04-25 | いすゞ自動車株式会社 | スタータ保護装置 |
JP2016061254A (ja) * | 2014-09-19 | 2016-04-25 | いすゞ自動車株式会社 | スタータ保護装置 |
JP2016176495A (ja) * | 2015-03-19 | 2016-10-06 | 本田技研工業株式会社 | 変速機の制御装置 |
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JPH0521142U (ja) * | 1991-08-30 | 1993-03-19 | 日本電子機器株式会社 | 車両の制御装置 |
JPH07237471A (ja) * | 1994-02-28 | 1995-09-12 | Fujitsu Ten Ltd | 車両制御装置 |
WO2001032461A1 (fr) * | 1999-10-29 | 2001-05-10 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour le systeme d'entrainement d'un vehicule |
JP2005249207A (ja) * | 2005-04-04 | 2005-09-15 | Toyota Motor Corp | 車両用駆動制御装置 |
JP2010127398A (ja) * | 2008-11-27 | 2010-06-10 | Honda Motor Co Ltd | ロックアップクラッチ付きトルクコンバータの油圧制御装置 |
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JP2006035967A (ja) | 2004-07-26 | 2006-02-09 | Hitachi Ltd | 自動車の制動制御装置 |
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JPH0521142U (ja) * | 1991-08-30 | 1993-03-19 | 日本電子機器株式会社 | 車両の制御装置 |
JPH07237471A (ja) * | 1994-02-28 | 1995-09-12 | Fujitsu Ten Ltd | 車両制御装置 |
WO2001032461A1 (fr) * | 1999-10-29 | 2001-05-10 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour le systeme d'entrainement d'un vehicule |
JP2005249207A (ja) * | 2005-04-04 | 2005-09-15 | Toyota Motor Corp | 車両用駆動制御装置 |
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JP2016061255A (ja) * | 2014-09-19 | 2016-04-25 | いすゞ自動車株式会社 | スタータ保護装置 |
JP2016061254A (ja) * | 2014-09-19 | 2016-04-25 | いすゞ自動車株式会社 | スタータ保護装置 |
JP2016176495A (ja) * | 2015-03-19 | 2016-10-06 | 本田技研工業株式会社 | 変速機の制御装置 |
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