# US 5,343,779 A · Arrangement and process for operating a fail safe braking system in a continuously variable driving unit of a motor vehicle

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- Number: US 5,343,779 A
- Document ID: US5343779A
- Status: Granted
- Kind: A
- Application number: 07/778,846
- Filed: 1991-12-19
- Granted: 1994-09-06
- Earliest claimed: 1989-07-14
- Assignees: Zahnradfabrik Friedrichshafen AG
- Inventors: Heinrich Nikolaus; Robert Paton
- Web page: https://patentgrep.com/patent/US5343779A

## CPC

- F16H 61/12: Detecting malfunction or potential malfunction, e.g. fail safe (in control of hydrostatic gearing F16H61/4192) {; Circumventing or fixing failures}
- F16H 47/04: the mechanical gearing being of the type with members having orbital motion
- B60W 2050/143: {Alarm means}
- F16H 59/40: Output shaft speed
- F16H 59/42: Input shaft speed
- F16H 63/40: comprising signals other than signals for actuating the final output mechanisms
- F16H 2037/0886: {with switching means, e.g. to change ranges}
- F16H 2061/1208: {with diagnostic check cycles; Monitoring of failures}
- F16H 2061/1232: {Bringing the control into a predefined state, e.g. giving priority to particular actuators or gear ratios}
- F16H 2061/1264: {Hydraulic parts of the controller, e.g. a sticking valve or clogged channel}
- F16H 2061/1276: {the failing part is a friction device, e.g. clutches or brakes}
- Y10T 74/19163: with interrelated controls
- F16H: GEARING
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- Y10T: TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION

## Abstract

An arrangement and process for operating a continuously variable drive unit of a motor vehicle having an apparatus for control of the operation of the clutches (25, 26) in the mechanical transmission branch (19). Sensors (7, 9, 45) transmit the speed of the mechanical transmission branch (19), the hydrostatic transmission branch (17) and the transmission output shaft (10) to an electronic control device (3). The clutches (25, 26) are disconnected in the case of inadmissible speed ratios.

## Claims

### Claim 1

An arrangement for operating a continuously variable drive unit of a motor vehicle comprising:
a regulatable internal combustion engine (2);
a hydrostatic mechanical power-distribution transmission (6), with a continuously variable gear ratio, having a rotatable input shaft (18), connected to the engine, and a rotatable output shaft (10),
a mechanical branch (19) of the hydrostatic mechanical power-distribution transmission (6) being at least driven by said input shaft and having a plurality of gear ratios and a plurality of hydraulically actuated multi-disc clutches,
a hydrostatic branch (17) of the hydrostatic mechanical power-distribution transmission (6) having a primary unit (15) connected to said input shaft and a secondary unit (16) for a continuous change of a gear ratio, said secondary unit (16) being connected to said mechanical branch (19),
at least two coupling shafts (23, 24) each being connectable with the output shaft (10) of said transmission (6) via one of said plurality of hydraulically actuated multi-disc clutches (25, 26), and each of said at least two coupling shafts being coordinated with a gear ratio of said mechanical branch,
wherein a control device is connected with an input shaft sensor for sensing the speed of said input shaft and with an output shaft sensor for sensing the speed of said output shaft, and said control device (3) actuates a monitoring device (29), said plurality of multi-disc clutches (25, 26) and a brake of the motorvehicle (43) in accordance with the ratio of said sensed speeds, a pump (30) conveys pressurized fluid to actuation devices for said multi-disc clutches (25, 26) via a first line (32), a second line (33) branches off from said first line (32) and a third line (34) branches off from said second line (33), said third line (34) divides into parallel fourth and fifth lines (37, 38), and a sixth line (42) connects an actuation device of said brake (43) with said fourth and fifth lines (37, 38), said fourth line (37) contains a value (39), control by pressure in said second line (33), which controls the flow of pressurized fluid through said fourth line (37), and an electrically actuated valve (40), connected with the control device (3), controls the flow of pressurized fluid through said fifth line (38).

### Claim 2 (depends on 1)

An arrangement for operating a continuously variable drive unit of a motor vehicle according to claim 1, wherein said third line (34) has, sequential arrange therealong, a coil valve (35) and a spring-loaded accumulator (36) for receiving and storing the pressurized fluid.

### Claim 3 (depends on 1)

An arrangement for operating a continuously variable drive unit of a motor vehicle according to claim 1, wherein a drive sensor (7) senses the speed of said drive unit and transmits the sensed value to said control device (3).

### Claim 4 (depends on 1)

An arrangement for operating a continuously variable drive unit of a motor vehicle according to claim 1, wherein a secondary unit sensor (45) sense the speed of an output shaft of said secondary unit (16) and transmits the sensed value to said control device (3).

### Claim 5 (depends on 1)

An arrangement for operating a continuously variable drive unit of a motor vehicle according to claim 1, wherein each of said plurality of hydraulically actuated multi-disc clutches (25, 26), when engaged, engages a said coupling shaft (23, 24) with said output shaft (10).

### Claim 6

A process, for operating a continuously variable drive unit of a motor vehicle, comprising:
a regulatable internal combustion engine (2);
a hydrostatic mechanical power-distribution transmission (6), with a continuously variable gear ratio, having a rotatable input shaft (18), connected to the engine, and a rotatable output shaft (10),
a mechanical branch (19) of the hydrostatic mechanical power-distribution transmission (6) being at least driven by said input shaft and having a plurality of gear ratios and a plurality of hydraulically actuated multi-disc clutches,
a hydrostatic branch (17) of the hydrostatic mechanical power-distribution transmission (6) having a primary unit (15) connected to said input shaft and a secondary unit (16) for a continuous change of a gear ratio, said secondary unit (16) being connected to said mechanical branch (19),
at least two coupling shafts (23, 24) each being connectable with the output shaft (10) of said transmission (6) via one of said plurality of hydraulically actuated multi-disc clutches (25, 26) a pump, a first line for hydraulic fluid, and each of said at least two coupling shafts being coordinated with a gear ratio of said mechanical branch,
wherein a control device is connected with an input shaft sensor for sensing the speed of said input shaft and with an output shaft sensor for sensing the speed of said output shaft, and said control device (3) actuates a motoring device (29), said plurality of multi-disc clutches (25, 26) and a brake of the motorvehicle (43) in accordance with the ratio of said second speeds, said process comprising the steps of:
sensing the speed of at least one of the input shaft of said transmission and the output shaft of said transmission;
comparing a ratio of said sensed speeds with a predetermined ratio;
producing a warning signal when a predetermined deviation occurs between the ratio of said sensed speed and the predetermined ratio; and
disengaging said multi-disc clutches and engaging a brake to stop said motor vehicle when said predetermined deviation occurs.

### Claim 7 (depends on 5)

A process according to claim 5, further comprising the step of:
engaging said brake when a fluid pressure in said first line for actuating said hydraulically actuated multi-disc clutches falls below a predetermined pressure.

### Claim 8 (depends on 6)

A process according to claim 6, further comprising the steps of:
connecting, with a first clutch, said output shaft of said transmission with a coupling shaft of a desired gear ratio;
engaging, with a second clutch a coupling shaft of a next gear ratio, at a synchronous speed free of load and without interrupting a tractive force of said output shaft of said transmission;
adjusting a swash plate of said primary unit; and
disengaging said first clutch when a change of speed of said output shaft of said transmission is sensed.

### Claim 9 (depends on 7)

A process according to claim 7, further comprising the step of:
canceling the adjustment of said swash plate when a sensed speed of said output shaft of said transmission has not changed.

### Claim 10 (depends on 7)

A process according to claim 7, further comprising the step of:
adjusting said swash plate to minimize said deviation between said sensed speed and said predetermined ratio.