CN105190110A - 带式无级变速器的控制装置 - Google Patents

带式无级变速器的控制装置 Download PDF

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Publication number
CN105190110A
CN105190110A CN201480016466.9A CN201480016466A CN105190110A CN 105190110 A CN105190110 A CN 105190110A CN 201480016466 A CN201480016466 A CN 201480016466A CN 105190110 A CN105190110 A CN 105190110A
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China
Prior art keywords
oil pressure
torque
driving
wheel oil
belt wheel
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Granted
Application number
CN201480016466.9A
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English (en)
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CN105190110B (zh
Inventor
山中学
宫石广宣
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Nissan Motor Co Ltd
JATCO Ltd
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Nissan Motor Co Ltd
JATCO Ltd
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Publication of CN105190110A publication Critical patent/CN105190110A/zh
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/101—Infinitely variable gearings
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B60W10/188—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes hydraulic brakes
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    • B60W20/30—Control strategies involving selection of transmission gear ratio
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H59/68—Inputs being a function of gearing status
    • 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
    • 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
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    • F16H61/0202—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 characterised by the signals used the signals being electric
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    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
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    • F16H61/0262—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 characterised by the signals used the signals being hydraulic
    • F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
    • 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
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    • 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
    • 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
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    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
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Abstract

一种带式无级变速器CVT，其具备卷挂在初级带轮(42)和次级带轮(43)上的带(44)、控制向初级带轮(42)和次级带轮(43)的带轮油压的CVT控制单元(81)。CVT控制单元(81)判断对带式无级变速器CVT输入的输入扭矩方向是来自驱动源(发动机(1)、电动发电机(2))的驱动状态、还是来自左右前轮(6、6)的滑行状态。判定为滑行状态时，将相对于输入扭矩的带轮油压设定为比相对于判定为驱动状态时的输入扭矩的带轮油压高，抑制带的打滑。

Description

带式无级变速器的控制装置
技术领域
本发明涉及控制卷挂有带的初级带轮和次级带轮的带轮油压的带式无级变速器的控制装置。
背景技术
在带式无级变速器的控制装置中，已知有根据加速器开度和加速器开速度切换通常的油压－输入扭矩映像图(第1映像图)、和相对于输入扭矩降低油压的油压－输入扭矩映像图(第2映像图)的技术(例如参照专利文献1)。
但是，在上述现有装置中，希望通过加速操作从驱动源向带式无级变速器输入扭矩的驱动状态。因此，相对于从驱动轮向带式无级变速器输入扭矩的滑行状态下的输入扭矩的带轮油压控制不明，但当进行脚从加速器离开操作的条件判断时，在滑行状态下使用第2映像图控制带轮油压。在使用该第2映像图(油压降低映像图)的情况下，存在如下问题，例如，通过换挡操作从自动变速的D档变更为变速比固定在低档侧的L档的情况等，来自驱动轮的滑行侧扭矩变大，夹持带的带夹紧力不足，有时会产生带轮和带相对移动的带打滑。
专利文献1：(日本)特开2006－336796号公报
发明内容
本发明的目的在于提供一种在从驱动轮输入扭矩的滑行状态下，能够抑制导致带传递扭矩的损失的带的打滑的带式无级变速器的控制装置。
本发明的带式无级变速器的控制装置中，带式无级变速器具备与驱动源连接的初级带轮、与驱动轮连接的次级带轮、卷挂在所述初级带轮和所述次级带轮上的带、控制向所述初级带轮和所述次级带轮的带轮油压的带轮油压控制单元。
所述控制装置具有运转状态判断单元，其判断相对于所述带式无级变速器输入的输入扭矩方向是通过来自所述驱动源的输入扭矩驱动所述驱动轮的方向的驱动状态、还是通过来自所述驱动轮的输入扭矩带动所述驱动源旋转的方向的滑行状态。
所述带轮油压控制单元在判断为是所述滑行状态时，将相对于输入扭矩的带轮油压设定为比相对于判断为是所述驱动状态时的输入扭矩的带轮油压高。
因此，在判断为是通过来自驱动轮的输入扭矩带动驱动源旋转的方向的滑行状态时，在带轮油压控制单元中，相对于输入扭矩的带轮油压被设定为比相对于判断为是驱动状态时的输入扭矩的带轮油压高。即，在滑行状态下，例如当直接赋予相对于驱动状态下的输入扭矩的带轮油压时，来自驱动轮的输入扭矩增大的情况下，相对于应通过带朝向驱动源传递的传递扭矩，夹持带的带夹紧力不足，有时会产生带轮和带的相对移动造成的带打滑。
对此，在滑行状态下，通过设定为比相对于驱动状态的输入扭矩的带轮油压高的带轮油压，确保夹持带的带夹紧力，在来自驱动轮的输入扭矩增大的情况下也可抑制带打滑。由于抑制了该带打滑，带传递扭矩的损失减少，由此，在发动机车的情况下，确保发动机制动器的有效性，在电动车辆的情况下，确保高的再生发电效率。
其结果，在从驱动轮输入扭矩的滑行状态下，能够抑制导致带传递扭矩的损失的带的打滑。
附图说明
图1是表示搭载有应用了实施例1的控制装置的带式无级变速器的FF混合动力车辆的驱动系和控制系的整体系统图；
图2是表示由实施例1的CVT控制单元执行的输入扭矩方向的CVT油压控制处理的流程的流程图；
图3是表示CVT油压控制处理的驱动状态的判断时使用的驱动侧扭矩和带轮油压的驱动侧油压特性的驱动用映像图；
图4是表示CVT油压控制处理的滑行状态的判断时使用的滑行侧扭矩和带轮油压的滑行侧油压特性的滑行用映像图；
图5是表示在应用了实施例1的控制装置的FF混合动力车辆中，从踏下加速器操作经由脚从加速器离开操作而进行踏下制动器操作时的加速器开度、制动器、目标扭矩指令值(目标驱动扭矩指令值、目标制动扭矩指令值)、实际扭矩值(实际驱动扭矩值、实际制动扭矩值)的各特性的时间图。
具体实施方式
以下，基于附图所示的实施例1说明实现本发明的带式无级变速器的控制装置的优选方式。
实施例1
首先，对构成进行说明。
将实施例1的带式无级变速器CVT的控制装置的构成分为“混合驱动系构成”、“带轮油压控制系构成”、“混合电子控制系构成”、“基于CVT输入扭矩方向的带轮油压控制处理构成”进行说明。
[混合驱动系构成(图1)]
如图1所示，所述混合驱动系构成具备：发动机1(驱动源)、电动发电机2(驱动源)、前进后退切换机构3、带式无级变速机构4、终减速机构5、左右前轮6、6(驱动轮)。
所述发动机1具有通过节流阀开闭动作或燃料切断动作等进行输出扭矩或转速的控制的发动机控制促动器10。在该发动机1的发动机输出轴11与电动发电机2的电动机轴之间装有根据所选择的行驶模式来控制联接、释放的第一离合器12。
所述电动发电机2为三相交流的同步式旋转电机，在正的扭矩指令下的动力运转时，将自蓄电池22放电的电力通过变换器21变换为三相交流电力并施加，从而发挥电动机功能。另一方面，在负的扭矩指令下的再生时，通过从驱动轮6、6(或发动机1)输入的旋转能而进行发电，通过变换器21将三相交流电力变换成单相直流电力并向蓄电池22充电，由此发挥发电机功能。
所述前进后退切换机构3是将向带式无级变速机构4的输入旋转方向切换成前进行驶时的正转方向和后退行驶时的反转方向的机构。该前进后退切换机构3具有双小齿轮式行星齿轮30、前进离合器31、后退制动器32。此外，由前进后退切换机构3和带式无级变速机构4构成带式无级变速器CVT。
所述带式无级变速机构4具备通过带接触径的变化而使变速器输入轴40的输入转速和变速器输出轴41的输出转速之比即变速比无级地变化的无级变速功能。该带式无级变速机构4具有初级带轮42、次级带轮43和带44。所述初级带轮42由固定带轮42a和滑动带轮42b构成，滑动带轮42b通过被导入初级油压室45的初级油压进行滑动动作。所述次级带轮43由固定带轮43a和滑动带轮43b构成，滑动带轮43b通过被导入次级油压室46的次级油压进行滑动动作。所述带44被卷挂在初级带轮42的形成V形的滑轮面和次级带轮43的形成V形的滑轮面上。带44由两组层叠环和多个元件构成，该两组层叠环是将多个环状环从内向外重合而成，该多个元件由冲压板材形成，通过相对于两组层叠环的夹入而相互连接并设成环状。
所述终减速机构5是将来自带式无级变速机构4的变速器输出轴41的变速器输出旋转减速并赋予差动功能而向左右前轮6、6传递的机构。该终减速机构5夹装在变速器输出轴41、惰轮轴50和左右的驱动轴51、51上，具备：具有减速功能的第1齿轮52、第2齿轮53、第3齿轮54、第4齿轮55以及具有差动功能的差动齿轮56。
在所述左右前轮6、6上，作为液压制动装置设有通过制动液压对制动盘进行制动的车轮制动缸61、61。向该车轮制动缸61、61供给的制动液压通过设于来自将对制动踏板63的制动踏力变换为制动液压的主缸64的制动液压路径的中途的制动液压促动器62来形成。此外，制动液压促动器62还形成对左右后轮(RL、RR)的制动液压。
该FF混合动力车辆作为驱动形式不同的模式具有电动汽车模式(以下称为“EV模式”)、混合动力汽车模式(以下称为“HEV模式”)、驱动扭矩控制模式(以下称为“WSC模式”)。
所述“EV模式”是将第一离合器12设定为释放状态、将驱动源仅设为电动发电机2的模式，具有电动机驱动模式(电动机驱动运转)、发电机发电模式(发电机再生)。该“EV模式”例如在请求驱动力低、确保蓄电池SOC(蓄电池储存的电力)时选择。
所述“HEV模式”是将第一离合器12设为联接状态、将驱动源设为发动机1和电动发电机2的模式，具有电动机辅助模式(电动机驱动运转)、发动机发电模式(发电机再生)、减速再生发电模式(发电机再生)。该“HEV模式”例如在请求驱动力高时、或者蓄电池SOC不足时被选择。
所述“WSC模式”由于如液力变矩器那样地在驱动系不具有旋转差吸收元件，故而是使第二离合器(前进时为前进离合器31，后退时为后退制动器32)为滑动联接状态，控制第二离合器的扭矩传递容量的模式。第二离合器的扭矩传递容量按照经过第二离合器传递的驱动力达到表现为驾驶员对加速踏板的操作量的请求驱动力的方式来控制。该“WSC模式”像“HEV模式”选择状态下的起动时等那样，在发动机转速低于怠速转速的区域被选择。
[带轮油压控制系构成(图1)]
作为所述带轮油压控制系构成，如图1所示，具备形成被导入初级油压室45的初级油压Ppri和被导入次级油压室46的次级油压Psec这两种调压方式的变速油压控制单元7。
所述变速油压控制单元7具备油泵70、调节阀71、管路压电磁线圈72、管路压油路73、第一调压阀74、初级油压电磁线圈75、初级压油路76、第二调压阀77、次级油压电磁线圈78、次级压油路79。
所述调节阀71是从油泵70以排出压为原始压而调节管路压PL的阀。该调节阀71具有管路压电磁线圈72，根据来自CVT控制单元81的指令将由油泵70压送的油的压力调节成规定的管路压PL。
所述第一调压阀74是将通过调节阀71调节成的管路压PL作为原始压，形成导入初级油压室45的初级油压Ppri的阀。该第一调压阀74具有初级油压电磁线圈75，根据来自CVT控制单元81的指令对第一调压阀74的滑柱赋予动作信号压。
所述第二调压阀77是将通过调节阀71调节后的管路压PL作为原始压，形成导入次级油压室46的次级油压Psec的阀。该第二调压阀77具有次级油压电磁线圈78，根据来自CVT控制单元8的指令对第二调压阀77的滑柱赋予动作信号压。
[混合电子控制系构成(图1)]
如图1所示，所述混合电子控制系8具有混合控制模块80、CVT控制单元81、制动器控制单元82、电动机控制单元83、发动机控制单元84而构成。此外，混合控制模块80和各控制单元81、82、83、84经由相互可进行信息交换的CAN通信线90而连接。
所述混合控制模块80担负管理车辆整体的消耗能量，用于使车辆以最高效率行驶的综合控制功能，输入来自加速器开度传感器85、车速传感器86或制动器行程传感器87等的信息及经由CAN通信线输入必要信息。在该混合控制模块80中具有在驾驶员进行踏下加速器操作时计算目标驱动扭矩和实际驱动扭矩的驱动扭矩运算部、和在驾驶员进行踏下制动器操作时计算目标制动扭矩和实际制动扭矩的制动扭矩运算部。另外，具有协调再生控制部，其先决定目标制动扭矩中、可利用电动发电机2进行再生的最大限度的再生扭矩量，将从目标制动扭矩减去再生扭矩量而得到的余量作为液压扭矩量，通过再生制动扭矩和液压制动扭矩的总和而得到目标制动扭矩(目标减速度)。还具有在减速时利用电动发电机2进行再生的再生控制部。
所述CVT控制单元81从初级旋转传感器88、次级旋转传感器89等输入必要信息，进行管路压控制、变速油压控制、前进后退切换控制等带式无级变速器CVT的油压控制。管路压控制是通过将得到与变速器输入扭矩等对应的目标管路压的控制指令向管路压电磁线圈72输出而进行。变速油压控制通过将根据车速VSP或加速器开度APO等得到目标变速比的控制指令向初级油压电磁线圈75及次级油压电磁线圈78输出而进行。前进后退切换控制通过在被选择的档位为D档等前进行驶档位时将前进离合器31联接、在被选择的档位为R档时将后退制动器32联接而进行。
所述制动器控制单元82基于来自混合控制模块80的控制指令对制动液压促动器62输出驱动指令。另外，将通过监视利用制动液压促动器62产生的制动液压而得到的实际液压制动扭矩信息发送至混合控制模块80。
所述电动机控制单元83基于来自混合控制模块80的控制指令对变换器21输出目标动力运转指令(正扭矩指令)或目标再生指令(负扭矩指令)。另外，将通过检测电动机施加电流值等而得到的实际电动机驱动扭矩信息或实际发电机制动扭矩信息发送至混合控制模块80。
所述发动机控制单元84基于来自混合控制模块80的控制指令对发动机控制促动器10输出驱动指令。另外，将根据发动机1的转速或燃料喷射量等而得到的实际发动机驱动扭矩信息发送至混合控制模块80。
[CVT输入扭矩方向的带轮油压控制处理构成]
图2表示通过CVT控制单元81进行CVT输入扭矩方向的带轮油压控制处理的流程，图3表示驱动用映像图，图4表示滑行用映像图。以下，对表示CVT输入扭矩方向的带轮油压控制处理构成的图2的流程图的各步骤进行说明。此外，图2的流程图在每一规定的控制周期重复执行。
在步骤S1，从混合控制模块80(HCM)读取目标扭矩指令值和实际扭矩值，进入步骤S2。
在此，在EV模式或HEV模式下的驾驶员进行的踏下加速器操作时，将根据加速器开度APO和车速VSP计算的目标驱动扭矩作为驱动侧的目标扭矩指令值。另外，在EV模式下，将通过检测电动机驱动电流值等而得到的实际电动机驱动扭矩信息作为实际扭矩值，在HEV模式下，将向电动发电机2传递的实际扭矩值加上发动机1的实际驱动扭矩并作为驱动侧的实际扭矩值。
在EV模式或HEV模式下的驾驶员进行的踏下制动器操作时，在进行协调再生控制时，基于运算的目标再生扭矩，将向电动发电机2输出的目标再生指令值(负扭矩指令值)作为滑行侧的目标扭矩指令值。另外，将在协调再生控制中、通过检测电动机发电电流值等而获得的实际发电机制动扭矩信息作为滑行侧的实际扭矩值。
在步骤S1中读取目标扭矩指令值和实际扭矩值之后，在步骤S2中，判断是否为驱动状态。在为“是”(驱动状态)的情况下，进入步骤S3，在为“否”(驱动以外的状态)的情况下，进入步骤S6。
在此，所谓“驱动状态”是指对带式无级变速器CVT输入的输入扭矩方向为通过来自驱动源的输入扭矩而使驱动轮驱动的方向的状态。而且，例如，根据加速器开度APO和车速VSP而运算的目标驱动扭矩超过所设定的传动判断阈值时，判断为驱动状态。
在步骤S2中判断为驱动状态的判断之后，在步骤S3中，基于驱动侧的目标扭矩指令值和图3所示的驱动用映像图，运算驱动侧的目标扭矩对应带轮油压Ptd，进入步骤S4。
在此，基于图3所示的斜度Kd下的驱动侧油压特性D，将驱动侧的目标扭矩指令值作为驱动侧扭矩，运算目标扭矩对应带轮油压Ptd。
在步骤S3中运算驱动侧的目标扭矩对应带轮油压Ptd之后，在步骤S4中，基于驱动侧的实际扭矩值和图3所示的驱动用映像图，运算驱动侧的实际扭矩对应带轮油压Prd，进入步骤S5。
在此，基于图3所示的斜度Kd下的驱动侧油压特性D，将驱动侧的实际扭矩值作为驱动侧扭矩，运算实际扭矩对应带轮油压Prd。
在步骤S4中运算驱动侧的实际扭矩对应带轮油压Prd之后，在步骤S5中，通过高选择来选择在步骤S3中算出的驱动侧的目标扭矩对应带轮油压Ptd、和在步骤S4中算出的驱动侧的实际扭矩对应带轮油压Prd中较高一方的压力，将所选择的油压设定为驱动侧的带轮油压目标值Pd*，进入步骤S11。
在步骤S2中判断为是驱动以外的状态之后，在步骤S6中，判断是否是滑行状态。在为“是”(滑行状态)的情况下，进入步骤S7，在为“否”(滑行以外的状态)的情况下，进入步骤S10。
在此，所谓“滑行状态”是指对带式无级变速器CVT输入的输入扭矩方向为通过来自驱动轮的输入扭矩带动驱动源旋转的方向的状态。而且，例如实施协调再生控制时的目标再生扭矩超过所设定的滑行判断阈值时，判断为滑行状态。
在步骤S6中判断为是滑行状态之后，在步骤S7中，基于滑行侧的目标扭矩指令值和图4所示的滑行用映像图，运算滑行侧的目标扭矩对应带轮油压Ptc，进入步骤S8。
在此，基于图4所示的斜度Kc(＞Kd)下的滑行侧油压特性C，将滑行侧的目标扭矩指令值作为滑行侧扭矩，运算目标扭矩对应带轮油压Ptc。图4所示的斜度Kc比图3所示的斜度Kd大的情况，在滑行用映像图中，意思是与输入扭矩对应的带轮油压比驱动用映像图高。
在步骤S7中运算滑行侧的目标扭矩对应带轮油压Ptc之后，在步骤S8中，基于滑行侧的实际扭矩值和图4所示的滑行用映像图，运算滑行侧的实际扭矩对应带轮油压Prc，进入步骤S9。
在此，基于图4所示的斜度Kc(＞Kd)下的滑行侧油压特性C，将滑行侧的实际扭矩值作为滑行侧扭矩，运算实际扭矩对应带轮油压Prc。
在步骤S8中运算滑行侧的实际扭矩对应带轮油压Prc之后，在步骤S9中，通过高选择来选择在步骤S7中算出的滑行侧的目标扭矩对应带轮油压Ptc、和在步骤S8中算出的滑行侧的实际扭矩对应带轮油压Prc中较高一方的压力，将所选择的油压设定为滑行侧的带轮油压目标值Pc*，进入步骤S11。
在步骤S6中判断为是滑行以外的状态之后，在步骤S10中，基于目标扭矩指令值、实际扭矩值、图3中用虚线表示的低扭矩侧油压特性S运算目标扭矩对应带轮油压Pts和实际扭矩对应带轮油压Prs，通过高选择来选择较高一方的压力，将所选择的油压设定为低扭矩区域的带轮油压目标值Ps*，进入步骤S11。
在此，低扭矩用映像图特性S的斜度Ks是带打滑不成为问题的低扭矩区域，因此以降低带轮42、43和带44的摩擦力的方式将其设定为比驱动侧油压特性D的斜度Kd小。
在步骤S5或步骤S9或步骤S10中设定带轮油压目标值Pd*、Pc*、Ps*之后，在步骤S11中，将分别求得的带轮油压目标值Pd*、Pc*、Ps*作为最终的带轮油压目标值P*，运算确保带轮油压目标值P*的管路压指令值。而且，决定获得此时的目标变速比的初级油压Ppri和次级油压Psec的油压分配，基于油压分配的决定运算初级油压指令值和次级油压指令值，进入步骤S12。
在步骤S11中运算管路压指令值、初级油压指令值和次级油压指令值之后，在步骤S12中，将管路压指令值向管路压电磁线圈72输出，将初级油压指令值向初级油压电磁线圈75输出，将次级油压指令值向次级油压电磁线圈78输出并且结束。
接着，说明作用。
将实施例1的带式无级变速器CVT的控制装置的作用分为“CVT输入扭矩方向的带轮油压控制处理作用”、“带轮油压控制作用”进行说明。
[CVT输入扭矩方向的带轮油压控制处理作用]
对带式无级变速器CVT输入的输入扭矩方向为从驱动源(发动机1、电动发电机2)向驱动轮6、6的驱动状态时，在图2的流程图中，重复步骤S1→步骤S2→步骤S3→步骤S4→步骤S5→步骤S11→步骤S12→结束的流程。
即，在步骤S3、步骤S4、步骤S5中，基于目标扭矩指令值、实际扭矩值、图3中用实线表示的驱动侧油压特性D，运算目标扭矩对应带轮油压Ptd和实际扭矩对应带轮油压Prd，通过高选择来选择较高一方的压力，所选择的油压被设定为驱动侧的带轮油压目标值Pd*。
另一方面，对带式无级变速器CVT输入的输入扭矩方向为从驱动轮6、6向驱动源(发动机1、电动发电机2)的滑行状态时，在图2的流程图中，重复步骤S1→步骤S2→步骤S6→步骤S7→步骤S8→步骤S9→步骤S11→步骤S12→结束的流程。
即，在步骤S7、步骤S8、步骤S9中，基于目标扭矩指令值、实际扭矩值、图4中用实线表示的滑行侧油压特性C，运算目标扭矩对应带轮油压Ptd和实际扭矩对应带轮油压Prd，通过高选择来选择较高一方的压力，所选择的油压被设定为滑行侧的带轮油压目标值Pc*。
在此，假定驱动侧扭矩Td和滑行侧扭矩Tc的绝对值相同时，若对驱动侧的带轮油压Pd和滑行侧的带轮油压Pc进行比较，如图3及图4所示可知，成为Pd＜Pc的关系。
另外，若对带式无级变速器CVT输入的输入扭矩小，被判断为驱动状态或者滑行状态以外，则在图2的流程图中，重复步骤S1→步骤S2→步骤S6→步骤S10→步骤S11→步骤S12→结束的流程。
即，在步骤S10中，基于目标扭矩指令值、实际扭矩值、图3中用虚线表示的低扭矩侧油压特性S，运算目标扭矩对应带轮油压Pts和实际扭矩对应带轮油压Prs，通过高选择来选择较高一方的压力，所选择的油压被设定为低扭矩区域的带轮油压目标值Ps*。
[带轮油压控制作用]
图5表示在应用了实施例1的控制装置的FF混合动力车辆中，从踏下加速器操作开始经由脚从加速器离开操作而进行踏下制动器操作时的各特性。以下，基于图5对带轮油压控制作用进行说明。
表示若在时刻t1进行踏下加速器操作，目标扭矩指令值(目标驱动扭矩指令值)追随加速器开度的上升而上升的特性。与此相反，实际扭矩值(实际驱动扭矩值)表示从加速器开度的上升开始以响应滞后而与目标扭矩指令值一致的特性。
这样在踏下加速器操作的驱动状态下，基于目标驱动扭矩指令值、实际驱动扭矩值、图3中用实线表示的驱动侧油压特性D，运算目标扭矩对应带轮油压Ptd和实际扭矩对应带轮油压Prd。此时，通过高选择来选择较高一方的目标扭矩对应带轮油压Ptd，所选择的油压被设定为驱动侧的带轮油压目标值Pd*。
在此，带轮油压的油压响应性比电动机响应低，由此，为驱动状态时，若根据实际驱动扭矩指令值设定目标带轮油压P*，由于带轮油压的上升滞后，带夹紧力不足，带44会打滑。
对此，为驱动状态时，通过根据目标扭矩指令值设定驱动侧的带轮油压目标值Pd*，对于加速器踏板的踏下操作，响应不会滞后而是通过先进行来提高初级油压Ppri和次级油压Psec。此外，图5中E表示的区域表示带轮油压的先进区域。因此，加速器踏板被踏下的过渡区域时，早期就确保了带夹紧力，防止了带44的打滑。其结果是，将来自驱动源(发动机1、电动发电机2)的驱动扭矩，抑制扭矩传递损失而向左右前轮6、6传递，从而利用良好的驱动性能确保起动性或加速性。
在时刻t2进行脚从加速器离开操作时，在从脚从加速器离开操作到开始踏下制动器操作的时刻t2到时刻t3，目标扭矩指令值(目标驱动扭矩指令值)表示追随加速器开度的降低而降低的特性。与此相反，实际扭矩值(实际驱动扭矩值)表示从加速器开度的减小开始以响应滞后而逐渐地与目标扭矩指令值一致的特性。
这样在向带式无级变速器CVT输入的输入扭矩小的状态下，基于目标驱动扭矩指令值、实际驱动扭矩值、图3中用虚线表示的低扭矩侧油压特性S，运算目标扭矩对应带轮油压Pts和实际扭矩对应带轮油压Prs。此时，通过高选择来选择较高一方的实际扭矩对应带轮油压Prs，所选择的油压被设定为低扭矩区域的带轮油压目标值Ps*。
在此，从驱动状态向低扭矩状态过渡时，若根据目标驱动扭矩指令值设定目标带轮油压P*，带轮油压急剧降低，从而使带44打滑。
与此相反，从驱动状态向低扭矩状态过渡时，根据相对于目标驱动扭矩指令值具有响应滞后的实际驱动扭矩值而设定目标带轮油压P*。此外，图5中F表示的区域表示带轮油压的后部抽出区域。因此，随着实际驱动扭矩值的降低，初级油压Ppri和次级油压Psec逐渐降低，防止通过脚从加速器离开操作而向低扭矩状态过渡的过渡区域时带44的打滑。
若在时刻t3，通过踏下制动器操作进行协调再生控制，则目标扭矩指令值(向电动发电机2发送的目标再生扭矩指令值)表示协调再生控制开始时立即降低的特性。与此相反，实际扭矩值(实际再生扭矩值)表示从踏下制动器操作开始具有响应滞后而与目标再生扭矩指令值一致的特性。
这样在踏下制动器操作的滑行状态下，基于目标再生扭矩指令值、实际再生扭矩值、图4中实线表示的滑行侧油压特性C，运算目标扭矩对应带轮油压Ptc和实际扭矩对应带轮油压Prc。此时，通过高选择来选择较高一方的目标扭矩对应带轮油压Ptc，所选择的油压被设定为滑行侧的带轮油压目标值Pd*。
这样，滑行状态时，与驱动状态时相比，相对于输入扭矩形成大的带轮压，由此即使成为滑行状态也可确保夹持带44的带夹紧力。因此，滑行稳定状态时，即使输入扭矩增大，也可确保维持带夹持的夹紧力，防止带44的打滑。
另外，在滑行状态下的协调再生控制时，若由于控制开始而输出目标再生扭矩指令值，则因高的发电机响应性，电动发电机2立刻成为负的扭矩，将电动发电机2作为驱动系负荷，从左右前轮6、6向带式无级变速器CVT急剧输入较大的扭矩。
在此，若根据实际再生扭矩指令值设定带轮油压，有时在滑行状态开始的过渡区域，带44因带轮油压的上升滞后而打滑。对此，滑行状态时，通过根据目标再生扭矩指令值设定目标带轮油压P*，相对踏下制动器操作，响应不会延迟，而是通过先进行来提高初级油压Ppri和次级油压Psec。此外，图5中G表示的区域表示带轮油压的先进区域。因此，在滑行状态开始的过渡区域时，早期就确保了带夹紧力，防止了带44的打滑。
其结果是，协调再生控制时，通过将从左右前轮6、6输入的扭矩，抑制扭矩传递损失而向电动发电机2传递，从而提高了电动发电机2的再生发电效率。
接着，说明效果。
实施例1的带式无级变速器CVT的控制装置可获得下述列举的效果。
(1)一种带式无级变速器CVT的控制装置，该带式无级变速器CVT具备与驱动源(发动机1、电动发电机2)连接的初级带轮42、与驱动轮(左右前轮6、6)连接的次级带轮43、卷挂在所述初级带轮42和所述次级带轮43上的带44、控制向所述初级带轮42和所述次级带轮43供给的带轮油压的带轮油压控制单元(CVT控制单元81)，其中，
具有运转状态判断单元(图2的步骤S2、S6)，其判断对所述带式无级变速器CVT输入的输入扭矩方向是通过来自所述驱动源(发动机1、电动发电机2)的输入扭矩而驱动所述驱动轮(左右前轮6、6)的方向的驱动状态、还是通过来自所述驱动轮(左右前轮6、6)的输入扭矩而带动所述驱动源(发动机1、电动发电机2)旋转的方向的滑行状态，
所述带轮油压控制单元(图2)在判断为是所述滑行状态时，将相对于输入扭矩的带轮油压设定为比相对于判断为是所述驱动状态时的输入扭矩的带轮油压高。
因此，在扭矩从驱动轮(左右前轮6、6)输入的滑行状态下，能够抑制导致带传递扭矩的损失的带的打滑。
(2)具有：驱动用映像图表示相对于驱动侧扭矩的带轮油压的关系的基于驱动侧油压特性D的驱动用映像图(图3)；表示相对于滑行侧扭矩的带轮油压的关系的滑行侧油压特性C，使滑行侧油压特性C的斜度Kc比所述驱动侧油压特性D的斜度Kd大，在相同的输入扭矩的情况下，带轮油压比所述驱动用映像图高的滑行用映像图(图4)，
所述带轮油压控制单元(图2)在判断为是所述滑行状态时，使用所述滑行用图(图4)设定目标带轮油压Pc*。
因此，除了(1)的效果以外，通过使用驱动用映像图(图3)和滑行用映像图(图4)能够容易地进行在判断为是滑行状态时，将相对于输入扭矩的带轮油压设定为比相对于判断为是驱动状态时的输入扭矩的带轮油压高的带轮油压控制。
(3)所述带轮油压控制单元(图2)在判断为是所述滑行状态时，使用目标扭矩指令值下的滑行侧扭矩和所述滑行侧油压特性C运算滑行侧的目标扭矩对应带轮油压Ptc，使用实际扭矩值下的滑行侧扭矩和所述滑行侧油压特性C运算滑行侧的实际扭矩对应带轮油压Prc，通过选择所述目标扭矩对应带轮油压Ptc和所述实际扭矩对应带轮油压Prc中较高的一方而设定目标带轮油压Pc*。
因此，除了(2)的效果以外，基于踏下制动器操作的滑行过渡区域时，通过油压先进来抑制带44的打滑，从而能够确保有效的再生能量的回收和良好的制动性能。
(4)所述带轮油压控制单元(图2)在判断为是驱动状态时，使用目标扭矩指令值下的驱动侧扭矩和所述驱动侧油压特性D运算驱动侧的目标扭矩对应带轮油压Ptd，使用实际扭矩值下的驱动侧扭矩和所述驱动侧油压特性D运算驱动侧的实际扭矩对应带轮油压Prd，通过选择所述目标扭矩对应带轮油压Ptd和所述实际扭矩对应带轮油压Prd中较高的一方而设定目标带轮油压Pd*。
因此，除了(2)或(3)的效果以外，基于踏下加速器操作的驱动过渡区域时，通过油压先进来抑制带44的打滑，从而能够确保良好的驱动性能。
(5)所述驱动源具有电动发电机2，
所述运转状态判断单元(图2的步骤S6)在通过所述电动发电机2进行再生制动时，判断为是所述滑行状态。
因此，除了(1)～(4)的效果以外，通过电动发电机2进行再生制动的制动时或减速时，通过油压先进来抑制带44的打滑，从而能够确保高的再生发电效率。
以上，基于实施例1对本发明的带式无级变速器的控制装置进行了说明，但关于具体的构成，不限于该实施例1，只要不脱离权利要求的各权项的发明的要旨，则允许设计的变更或追加等。
在实施例1中，作为带轮油压控制单元，表示了使用驱动用映像图(图3)和滑行用映像图(图4)设定目标带轮油压的例子。但是，作为带轮油压控制单元，也可以是通过在驱动状态或滑行状态下使修正系数不同的修正运算来设定相对于输入扭矩的目标带轮油压那样的例子。
在实施例1中，作为带式无级变速器CVT的带，表示了由两组层叠环和多个元件构成的带44的例子。但是，作为带式无级变速器的带，也可以是链条带或其他带。
另外，可以替代实施例1的各映像图，而应用例如将正的输入扭矩作为驱动侧、将负的输入扭矩作为滑行侧的映像图。该情况下，也可以对所读取的目标扭矩指令值和实际扭矩值分别赋予正负符号。例如，在EV模式或HEV模式下的驾驶员踏下加速器操作时，将通过加速器开度APO和车速VSP运算的目标驱动扭矩赋予驱动侧、即正的符号并作为目标扭矩指令值。另外，在EV模式下，将通过电动机驱动电流值等的检测而获得的实际电动机驱动扭矩信息作为实际扭矩值，在HEV模式下，将向电动发电机2的实际扭矩值加上发动机1的实际驱动扭矩而赋予正的符号，作为驱动侧的实际扭矩值。
而且，EV模式或HEV模式下的驾驶员踏下制动器操作时，即进行协调再生控制时，基于所运算的目标再生扭矩而向电动发电机2输出的目标再生指令值赋予负的符号而作为滑行侧的目标扭矩指令值。另外，协调再生控制中，通过电动机发电电流值等的检测而获得的实际发电机制动扭矩信息赋予负的符号而作为滑行侧的实际扭矩值。
在形成为这种构成的情况下，对输入扭矩赋予正负符号的单元相当于运转状态判断单元。另外，设定与被赋予了正负符号的输入扭矩分别对应的目标带轮油压，判断为是滑行状态时，也可以将相对于输入扭矩的带轮油压设定为比相对于判断为是驱动状态时的输入扭矩的带轮油压高。
在实施例1中，表示了向搭载有带式无级变速器的FF混合动力车辆的应用例，但也可以应用于搭载有带式无级变速器的发动机车辆或搭载有带式无级变速器的电动汽车模式等。总之，只要是搭载有通过带轮油压进行变速控制的带式无级变速器的车辆即可应用。

Claims (5)

1.一种带式无级变速器的控制装置，其具备与驱动源连接的初级带轮、与驱动轮连接的次级带轮、卷挂在所述初级带轮和所述次级带轮上的带、控制向所述初级带轮和所述次级带轮的带轮油压的带轮油压控制单元，其中，
具有运转状态判断单元，其判断对所述带式无级变速器输入的输入扭矩方向是通过来自所述驱动源的输入扭矩驱动所述驱动轮的方向的驱动状态、还是通过来自所述驱动轮的输入扭矩带动所述驱动源旋转的方向的滑行状态，
所述带轮油压控制单元将判断为是所述滑行状态时，相对于输入扭矩的带轮油压设定为比相对于判断为是所述驱动状态时的输入扭矩的带轮油压高。
2.如权利要求1所述的带式无级变速器的控制装置，其中，具有：
驱动用映像图，其基于表示相对于驱动侧扭矩的带轮油压的关系的驱动侧油压特性；
滑行用映像图，其为表示相对于滑行侧扭矩的带轮油压的关系的滑行侧油压特性，在使滑行侧油压特性曲线的斜度比所述驱动侧油压特性大，在输入扭矩相同的情况下，相比所述驱动用映像图，使带轮油压增高，
所述带轮油压控制单元在判断为是所述滑行状态时，使用所述滑行用映像图设定目标带轮油压。
3.如权利要求2所述的带式无级变速器的控制装置，其中，
所述带轮油压控制单元在判断为是所述滑行状态时，使用基于目标扭矩指令值的滑行侧扭矩和所述滑行侧油压特性计算滑行侧的目标扭矩对应带轮油压，使用基于实际扭矩值的滑行侧扭矩和所述滑行侧油压特性计算滑行侧的实际扭矩对应带轮油压，通过选择所述目标扭矩对应带轮油压和所述实际扭矩对应带轮油压中较高的一方而设定目标带轮油压。
4.如权利要求2或3所述的带式无级变速器的控制装置，其中，
所述带轮油压控制单元在判断为是驱动状态时，使用基于目标扭矩指令值的驱动侧扭矩和所述驱动侧油压特性计算驱动侧的目标扭矩对应带轮油压，使用基于实际扭矩值的驱动侧扭矩和所述驱动侧油压特性计算驱动侧的实际扭矩对应带轮油压，通过选择所述目标扭矩对应带轮油压和所述实际扭矩对应带轮油压中较高的一方而设定目标带轮油压。
5.如权利要求1～4中任一项所述的带式无级变速器的控制装置，其中，
所述驱动源具有电动发电机，
所述运转状态判断单元在通过所述电动发电机进行再生制动时，判断为是所述滑行状态。
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JP2013127287A (ja) * 2011-12-19 2013-06-27 Nissan Motor Co Ltd Ｖベルト式無段変速機のベルト挟圧力制御装置
CN104797475A (zh) * 2012-11-16 2015-07-22 日产自动车株式会社 混合动力车辆的控制装置

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CN105518350B (zh) * 2013-09-13 2017-05-31 加特可株式会社 车辆的控制装置
CN112601684A (zh) * 2018-09-10 2021-04-02 加特可株式会社 自动变速器的油压控制装置及油压控制方法
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CN109322990B (zh) * 2018-11-13 2020-01-14 安徽江淮汽车集团股份有限公司 一种滑行工况扭矩控制方法

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