JP3861510B2 - Drive control device - Google Patents

Drive control device Download PDF

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Publication number
JP3861510B2
JP3861510B2 JP12310899A JP12310899A JP3861510B2 JP 3861510 B2 JP3861510 B2 JP 3861510B2 JP 12310899 A JP12310899 A JP 12310899A JP 12310899 A JP12310899 A JP 12310899A JP 3861510 B2 JP3861510 B2 JP 3861510B2
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Japan
Prior art keywords
input
transmission
speed
clutch
power source
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Expired - Fee Related
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JP12310899A
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Japanese (ja)
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JP2000314474A (en
Inventor
淳 田端
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トヨタ自動車株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/70Energy storage for electromobility
    • Y02T10/7072Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/72Electric energy management in electromobility

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a drive control device configured to be able to transmit power from a plurality of types of power sources to a transmission.
[0002]
[Prior art]
In recent years, hybrid vehicles using an engine and an electric motor as a driving force source have been proposed for the purpose of saving fuel for driving the engine, reducing noise due to engine rotation, and reducing exhaust gas generated by fuel combustion. ing. In addition to this, a so-called eco-run vehicle has been proposed in which an electric motor is provided on the output shaft of the engine and the engine is automatically stopped when the vehicle is stopped, while the engine can be automatically started by the electric motor when the vehicle starts. .
[0003]
In such a hybrid vehicle or an eco-run vehicle, the driving and stopping of the engine and the electric motor are controlled based on conditions such as the vehicle speed and the accelerator opening. By the way, as a transmission mounted on a vehicle, a stepped automatic transmission having a gear transmission mechanism and a friction engagement device such as a clutch or a brake is widely used. In the automatic transmission having such a configuration, the gear position is set by controlling the engagement / release of the friction engagement device.
[0004]
On the other hand, in a vehicle in which the automatic transmission is mounted on the hybrid vehicle or the eco-run vehicle, the input rotational speed of the transmission is changed at the time of shifting of the transmission for the purpose of reducing the shift shock of the transmission or shortening the shift time. It is known to control the rotational speed of the electric motor so that the motor is synchronized with the output rotational speed after shifting. Such a technique is described in, for example, JP-A-9-308011. In this publication, when an automatic transmission is downshifted, a motor generator is used to synchronize the input rotation speed of the automatic transmission with the output rotation speed in accordance with the speed ratio after the downshift. Control is performed to forcibly increase the rotational speed. When the motor / generator cannot be used, the input rotational speed of the automatic transmission is controlled by controlling the opening of the throttle valve of the engine.
[0005]
[Problems to be solved by the invention]
By the way, in the hybrid vehicle or the eco-run vehicle as described above, both the engine and the motor / generator are configured to be able to transmit power to the automatic transmission. Therefore, as described in the above publication, when the motor / generator is controlled so that the input rotation speed is synchronized with the output rotation speed after the shift, the automatic transmission input is performed. A power source other than the power source for forcibly increasing the rotational speed acts as a rotary inertia mass body on the input system of the transmission. As a result, the inertia of the input system increases during the constant speed shift, which may adversely affect the shift response of the automatic transmission.
[0006]
The present invention has been made against the background described above, and provides a drive control device capable of improving the responsiveness when controlling the input rotational speed of a transmission by a power source when shifting the transmission. The purpose is that.
[0007]
[Means for Solving the Problem and Action]
  In order to achieve the above object, the invention of claim 1, The first power source and the second power source, and the first power source and the second power sourceThe transmission to which the power from the power source is input and the frontNo.A drive control device having an input clutch for controlling a power transmission state between the power source of 1 and the transmission;A power transmission shaft to which the second power source is connected is provided, and the input clutch is provided between the power transmission shaft and the first power source, and the power transmission shaft and the speed change A fluid type power transmission device having a lock-up clutch is provided betweenBefore shifting the transmissionThe lock-up clutch is controlled to the released state or the semi-engaged state, andControlling the force clutch to the disengaged or half-engaged stateThe aboveBy controlling the rotational speed of the power source 2, the input rotational speed of the transmission is changed after shifting.InputSynchronize with the rotation speedStrangeIt has a speed control means.
[0008]
  According to the invention of claim 1, when shifting the transmissionThe lock-up clutch is controlled to the released state or the semi-engaged state, and thisThe input clutch between the first power source and the transmission, which is not involved in controlling the input rotation speed of the transmission, is controlled to the released state or the semi-engaged state. Therefore, when the input rotational speed of the transmission is controlled by the second power source, the first power source is less likely to act as a rotary inertia mass body.
[0009]
  According to a second aspect of the invention, in addition to the configuration of the first aspect, the shift control hand is provided.The stage includes means for controlling the input clutch and the lockup clutch to the engaged state after the control for synchronizing the input rotational speed of the transmission with the input rotational speed after the shift is completed.It is characterized by.
[0010]
  According to the invention of claim 2, the same effect as that of claim 1 is produced.After the control for synchronizing the input rotational speed of the transmission with the input rotational speed after the shift is completed, the input clutch and the lockup clutch are controlled to be engaged.
[0011]
  According to a third aspect of the present invention, in addition to the configuration of the first aspect, the second power source has an electric motor driven by the electric power of the battery, and the shift control means has a predetermined amount of charge of the battery. That's itIf the judgment is positiveMeans for controlling the input rotational speed of the transmission by controlling the rotational speed of the electric motor, and the amount of charge of the batteryIs negatively determined by determining whether or not is greater than or equal to the predetermined value,When the input rotational speed of the transmission cannot be controlled by the electric motor, the input clutch is controlled to be engaged, and the input rotational speed of the transmission is changed by the first power source after shifting. And a means for synchronizing with the input rotational speed.
[0012]
  According to the invention of claim 3, in addition to the effect similar to that of the invention of claim 1, the charge amount of the battery is a predetermined value.It is judged negatively by the judgment whether it is above,When the input rotational speed of the transmission cannot be controlled by the electric motor, the input rotational speed of the transmission is controlled by the first power source.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described based on a specific example shown in the drawings. FIG. 2 shows a hybrid vehicle power plant according to an embodiment of the present invention. That is, an electric motor (MG) 2 is connected to the output side of the internal combustion engine 1, and the internal combustion engine 1 and the electric motor 2 can function as a driving force source for running the vehicle. In short, the internal combustion engine 1 is a device that outputs power by burning fuel, and can adopt a gasoline engine, a diesel engine, an LPG engine, or the like. It may be a turbine type engine. In the following description, the internal combustion engine 1 is referred to as the engine 1.
[0016]
The engine 1 is configured to electrically control the opening of the electronic throttle valve 1A, the fuel injection amount, the ignition timing, and the like, and is provided with a starter 1B for starting the engine 1. An electronic control unit (E / G-ECU) 8 for controlling the engine 1 is provided. The electronic control unit 8 is constituted by a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and an input / output interface. Various electronic control devices are described below, but the configuration is almost the same. Then, in this electronic control unit 8, calculation is performed according to a program stored in advance based on input data such as accelerator opening, vehicle speed, shift signal, engine water temperature, etc., and a control signal is output based on the calculation result. It is configured.
[0017]
In addition, the motor 2 is a device that outputs torque when electric power is supplied, and can employ a DC motor or an AC motor, and further has a so-called power generation function such as a fixed permanent magnet type synchronous motor. A motor generator can be used. In the following description, the electric motor 2 is referred to as a motor / generator 2. In addition, a resolver 2 </ b> A for detecting the rotation speed and rotation angle of the motor / generator 2 is provided. Further, a battery 10 is connected to the motor / generator 2 via an inverter 9.
[0018]
An electronic control unit (MG-ECU) 11 is provided as a controller that controls the motor / generator 2. The calculation is performed based on the data input to the electronic control unit 11, the current and frequency supplied to the motor / generator 2, the electric power charged from the motor / generator 2 to the battery 10, and the motor / generator 2 functions as a generator. It is configured to control the regenerative braking torque and the like when it is applied. An automatic transmission 3 is provided on the output side of the motor / generator 2, and the automatic transmission 3 includes a torque converter (T / C) 4, a transmission mechanism 5, and a hydraulic control unit 7. .
[0019]
FIG. 3 is a skeleton diagram showing the power plant of the hybrid vehicle of the present invention. An input clutch 122 is disposed between the crankshaft 1C of the engine 1 and the power transmission shaft 121 to which the front cover 120 of the torque converter 4 is connected. The input clutch 122 has a function of controlling the power transmission state between the engine 1 and the power transmission shaft 121. In this embodiment, a known friction clutch is used as the input clutch 122. In other words, the input clutch 122 includes a cylinder, a piston, a return spring (all not shown), and the like. The input clutch 12 is configured such that engagement (full engagement), half-engagement (slip), and release of the input clutch 12 are controlled by hydraulic pressure acting on the piston. Further, a rotor (not shown) of the motor / generator 2 is attached to the power transmission shaft 121.
[0020]
The torque converter 4 is configured so that its operation is controlled by hydraulic pressure, a pump impeller 47 integrally coupled to the front cover 120, a turbine runner 61 attached to the input shaft 57 of the transmission mechanism 5, A stator 56 that changes the flow of oil inside the torque converter 4 and a lockup clutch 62 that switches the power transmission state between the front cover 120 and the input shaft 57 are provided.
[0021]
When the lock-up clutch 62 is released, the power transmission state by the fluid is entered, and when the lock-up clutch 63 is engaged, the mechanical power transmission state is entered. When the lockup clutch 62 is released, the torque transmitted from the pump impeller 47 to the turbine runner 61 can be amplified by the function of the stator 56.
[0022]
Further, a mechanical oil pump 6 is disposed between the torque converter 4 and the transmission mechanism 5. The rotating shaft of the mechanical oil pump 6 is connected to the pump impeller 47. Therefore, the mechanical oil pump 6 can be driven by the power of the engine 1 or the motor / generator 2. The mechanical oil pump 6 uses a hydraulic servomechanism to engage / semi-engage / release a friction engagement device (described later) such as an input clutch 122 and a clutch or brake for setting the gear position of the transmission mechanism 5. It has a function of generating a hydraulic source pressure that controls each state.
[0023]
On the other hand, the automatic transmission 3 shown in FIG. 3 is configured such that five forward speeds and one reverse speed can be set. That is, the automatic transmission 3 shown here includes a sub-transmission unit 81 and a main transmission unit 82 following the torque converter 4 and the oil pump 6. The sub-transmission unit 81 is a so-called overdrive unit and is constituted by a set of single pinion type planetary gear mechanisms 83, a carrier 84 is connected to the input shaft 57, and between the carrier 84 and the sun gear 85. A one-way clutch F0 and an integrated clutch C0 are arranged in parallel. The one-way clutch F0 is engaged when the sun gear 85 rotates forward relative to the carrier 84 (rotation in the rotation direction of the input shaft 57). A multi-plate brake B0 for selectively stopping the rotation of the sun gear 85 is provided. A ring gear 86 that is an output element of the auxiliary transmission unit 81 is connected to an intermediate shaft 87 that is an input element of the main transmission unit 82.
[0024]
Accordingly, the sub-transmission unit 81 rotates as a whole with the planetary gear mechanism 83 in a state where the integrated clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 87 rotates at the same speed as the input shaft 57. It becomes a low speed stage. In the state where the brake B0 is engaged and the rotation of the sun gear 85 is stopped, the ring gear 86 is increased in speed with respect to the input shaft 57, and is rotated in the forward direction, so that the high speed stage is achieved.
[0025]
On the other hand, the main transmission unit 82 includes three sets of planetary gear mechanisms 88, 89, and 90, and their rotating elements are connected as follows. That is, the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 are integrally connected to each other, and the ring gear 93 of the first planetary gear mechanism 88 and the carrier 94 of the second planetary gear mechanism 89 Three members of the third planetary gear mechanism 90 and the carrier 95 are connected, and an output shaft 96 is connected to the carrier 95. The output shaft 96 is connected to the wheel 96A via a power transmission device (not shown). Further, the ring gear 97 of the second planetary gear mechanism 89 is connected to the sun gear 98 of the third planetary gear mechanism 90.
[0026]
In the gear train of the main transmission unit 82, the reverse gear and the four forward gears can be set, and clutches and brakes for that are provided as follows. First, the clutch will be described. The first clutch C1 is provided between the ring gear 97 of the second planetary gear mechanism 89 and the sun gear 98 of the third planetary gear mechanism 90 and the intermediate shaft 87 which are connected to each other. A second clutch C2 is provided between the sun gear 91 of the first planetary gear mechanism 88 and the sun gear 92 of the second planetary gear mechanism 89 and the intermediate shaft 87.
[0027]
Next, the brake will be described. The first brake B1 is a band brake and is arranged to stop the rotation of the sun gears 91 and 89 of the first planetary gear mechanism 88 and the second planetary gear mechanism 89. A first one-way clutch F1 and a second brake B2 that is a multi-plate brake are arranged in series between the sun gears 91 and 89 (that is, a common sun gear shaft) and the transmission housing 20, and The one-way clutch F1 is engaged when the sun gears 91 and 89 try to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 57). A third brake B 3, which is a multi-plate brake, is provided between the carrier 99 of the first planetary gear mechanism 88 and the transmission housing 20.
[0028]
As a brake for stopping the rotation of the ring gear 100 of the third planetary gear mechanism 90, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2 are arranged in parallel between the transmission housing 20. The second one-way clutch F2 is engaged when the ring gear 100 is about to reversely rotate. Among the rotating members of the transmission units 81 and 82 described above, a turbine rotation number sensor 101 that detects the rotation number of the clutch C0 of the sub-transmission unit 81 and an output shaft rotation number sensor 102 that detects the rotation number of the output shaft 96 are provided. Is provided.
[0029]
In the automatic transmission 3 described above, the clutches and brakes are engaged / released as shown in the operation chart of FIG. 4 so that the first to fifth forward speeds and the first reverse speed are achieved. Can be set. That is, the automatic transmission 3 is a so-called stepped automatic transmission that can change its gear ratio stepwise. In FIG. 4, “O” means engaged, “blank” means released, “、” means engaged during engine braking, and “△” means engaged. It means not related to power transmission.
[0030]
On the other hand, as shown in FIG. 2, a shift lever 127 for setting a control range of the gear ratio of the automatic transmission 3 is provided, and the shift lever 127 and the hydraulic control unit 7 are mechanically coupled. FIG. 5 shows the shift position selected by operating the shift lever 127. That is, the P (parking) position, R (reverse) position, N (neutral) position, D (drive) position, 4 positions, 3 positions, 2 positions, and L positions can be selected.
[0031]
Here, the D position is a position for setting any one of the forward first speed to the fifth speed by the automatic transmission 3 based on the traveling state of the vehicle such as the vehicle speed and the accelerator opening, and the four positions are Any of the first to fourth speeds, 3 positions are either the first speed to the 3rd speed, 2 positions are the 1st speed or 2nd speed, and the L position is the position for setting the 1st speed. It is. The 3rd position to the L position are positions for setting the engine brake range, and are configured so that the engine brake is applied at the highest speed among the speeds that can be set in each position.
[0032]
In this embodiment, the gear ratio of the automatic transmission 3 can be controlled by an automatic transmission control state in which the automatic transmission control state can be automatically controlled based on a signal input to the electronic control device 12, and by manual operation. Possible manual shift control states can be switched to each other. FIG. 6 shows a sports mode switch 76, which is disposed, for example, near an instrument panel (not shown) or a console box (not shown). When the sport mode switch 76 is turned on, the manual shift control state is set, and when the sport mode switch 76 is turned off, the manual shift control state is released.
[0033]
FIG. 7 is a diagram illustrating an example of the arrangement positions of the downshift switch 78 and the upshift switch 80. The downshift switch 78 and the upshift switch 80 are for actually downshifting or upshifting the gear position of the automatic transmission 3 in the manual shift control state. Specifically, a downshift switch 78 is provided on the front side of the steering wheel 79, and an upshift switch 80 is provided on the back side of the steering wheel 79. In FIG. 7, for the sake of convenience, the downshift switch 78 and the upshift switch 80 are both displayed on the surface side of the steering wheel 79. When, for example, the D position is selected by the shift lever and the sports mode switch 76 is turned on, if the upshift switch is operated, the gear position of the transmission mechanism 5 is upshifted and the downshift switch 78 is operated. Then, the gear position of the transmission mechanism 5 is downshifted.
[0034]
Meanwhile, the hybrid vehicle shown in FIG. 2 is provided with an electric oil pump 110 different from the mechanical oil pump 6. In addition, an electric motor 110A for driving the electric oil pump 110 is provided, and a battery 110B is connected to the electric motor 110A via an inverter 110C. An electronic control unit (ECU) 110D is provided as a controller that controls inverter 110C and battery 110B. The electronic control unit 110D is configured mainly with a microcomputer, and is configured to perform calculation based on input data to control the motor 110A. The electric oil pump 110 is driven when the engine 1 is stopped or the like, and has the same function as that of the mechanical oil pump 6.
[0035]
That is, the mechanical oil pump 6 and the electric oil pump 110 are both hydraulic pressure sources for the automatic transmission 3 and the input clutch 122, and the hydraulic circuit for that purpose is configured as shown in FIG. That is, the oil stored in the oil pan 123 is pumped up by the mechanical oil pump 6 and the electric oil pump 110. A check ball mechanism 150 is provided between the mechanical oil pump 6 and the electric oil pump 110 and the primary regulator valve 124. Then, the hydraulic pressure of the pump having a high discharge pressure is supplied to the input port of the primary regulator valve 124 via the check ball mechanism 150. The primary regulator valve 124 adjusts the line pressure to a pressure corresponding to the throttle opening or the accelerator opening. A manual valve 125 and an input clutch control solenoid (linear solenoid) 126 are connected in parallel to the output port of the primary regulator valve 124.
[0036]
The manual valve 125 is operated by operating the shift lever 127. By the operation of the manual valve 125, the port connecting the manual valve 125 and the first clutch C1 and the second clutch C2 is opened and closed. On the other hand, the input clutch control solenoid 126 is provided in an oil passage connecting the input clutch 122 and the primary regulator valve 124, and the hydraulic pressure acting on the input clutch 126 is directly controlled by the function of the input clutch control solenoid 126. Is done. Therefore, it is not necessary to provide any special parts other than the input clutch control solenoid 126, and the manufacturing cost of the automatic transmission 3 can be reduced.
[0037]
On the other hand, as shown in FIG. 2, a motor / generator (MG) 128 is connected to a crankshaft 1 </ b> C of the engine 1 via a drive device 127. The motor / generator 128 has a function of transmitting power to the engine 1, a function of driving auxiliary equipment such as an air conditioner compressor, and a function of a generator driven by the power of the engine 1. The drive device 127 includes a planetary gear mechanism (not shown), a friction engagement device (not shown) that switches a torque transmission state by the planetary gear mechanism, a one-way clutch (not shown), and the like. (Not shown). The drive device 127 includes a clutch mechanism that connects / disconnects a power transmission path between the engine 1 and the motor / generator 128. The motor / generator 128 is electrically connected to a battery 130 via an inverter 129, and is provided with an electronic control unit (MG-ECU) 131 that controls the inverter 129 and the battery 130.
[0038]
FIG. 9 shows an integrated control unit (ECU) 104 that comprehensively controls the hybrid vehicle system. The various electronic control devices 8, 11, 12, 110D, 131 and the general control device 104 shown in FIG. 2 are connected to each other so as to be able to perform data communication with each other. The engine 1, the speed reducer of the drive device 127, the motor / generators 2, 128, the automatic transmission 3, the lockup clutch 62, the input clutch 122, and the like are controlled based on various data indicating the state of the vehicle. Is done.
[0039]
Specifically, various signals are input to the overall control device 104, and a calculation result based on the input signals is output as a control signal. The integrated control device 104 includes a signal from an ABS (anti-lock brake) computer, a signal from a vehicle stabilization control (VSC: trademark) computer, an engine speed NE, an engine water temperature, a signal from an ignition switch, a battery 19 A function detection signal of the motor / generator 2 including an SOC (State of Charge) is input. The function detection signal of the motor / generator 2 includes a temperature detection sensor signal for detecting the temperature of the motor / generator 2.
[0040]
In addition, the integrated control device 104 includes a headlight on / off signal, a defogger on / off signal, an air conditioner on / off signal, a vehicle speed (output shaft speed) signal, an automatic transmission (AT) oil temperature, a shift. Position sensor signal, side brake on / off signal, foot brake on / off signal, catalyst (exhaust purification catalyst) temperature, accelerator opening, signal from cam angle sensor, sports shift (sport mode switch 76 and downshift) Signal indicating the operation of the switch 78 and the upshift switch 80, a signal from the vehicle acceleration sensor, a signal from the driving force source brake force switch, a signal from the turbine rotational speed NT sensor, a signal from the resolver 2A, and the like.
[0041]
Examples of output signals include ignition signals, injection (fuel injection) signals, signals to the starter 1B, signals to the electronic control units 11 and 131 as controllers for controlling the motor generators 2 and 128, A control signal for the speed reducer or clutch mechanism of the driving device 127, a signal to the AT solenoid, a signal to the AT line pressure control solenoid, a signal to the ABS actuator, a control signal to the input clutch control solenoid 126, a control signal to the electronic throttle valve 1A , A signal to the sports mode indicator, a signal to the VSC actuator, a signal to the AT lockup control valve, a signal to the electronic control unit 110D that controls the electric oil pump 110, and the like.
[0042]
  Here, the correspondence between the configuration of the present invention and the configuration of the embodiment will be described. That is, the engine 1 corresponds to the first power source of the present invention, and the motor / generator 2 corresponds to the second power source and the electric motor of the present invention.The transmission mechanism 5The torque converter 4 corresponds to the transmission of the present invention, and the torque converter 4 corresponds to the fluid power transmission device of the present invention.
[0043]
Next, a control example of the hybrid vehicle having the above hardware configuration will be described based on the flowchart of FIG. First, input signals are processed by the various electronic control devices 8, 11, 12, 13, 110D and the general control device 104 (step S1). Then, based on the state of the vehicle, control is performed to travel using either the engine 1 or the motor / generator 2 as a power source. In this embodiment, a control mode for switching between driving and stopping of the engine 1 and the motor / generator 2 corresponding to each shift position selected by the shift lever 127, that is, a driving force source switching map is set in advance. ing.
[0044]
FIGS. 10 to 13 show an example of a driving force source switching map corresponding to each shift position, and an example of a shift map (shift diagram) for controlling the shift stage of the automatic transmission 3 at each shift position. Is shown comprehensively. In these driving force source switching maps, the vehicle state, specifically, the vehicle speed and the accelerator opening are parameters, and the engine driving region (driving region) and the motor / generator driving region are bounded by the state indicated by the solid line. And the shift point (shift line) of the automatic transmission 3 is set with the vehicle speed and the accelerator opening as parameters and the state indicated by the broken line as a boundary.
[0045]
First, the driving force source switching map of FIG. 10 corresponds to the D position, the 4 position, or the 3 position. That is, the motor / generator drive region is set in a region where the vehicle speed is V5 or less and is equal to or less than a predetermined accelerator opening, and the engine drive region is set in a region other than the motor / generator drive region. In this motor / generator drive region, the automatic transmission 3 is controlled to any one of the first to third speeds. Specifically, the first speed is set in the region of vehicle speed zero to vehicle speed V1, the second speed is set in the region of vehicle speed V1 to vehicle speed V3, and the third speed is set in the region of vehicle speed V3 to vehicle speed V5. The vehicle speed V3 is higher than the vehicle speed V1, and the vehicle speed V5 is higher than the vehicle speed V3. On the other hand, in the engine drive region, the automatic transmission AT is controlled to any one of the first speed to the fifth speed.
[0046]
Further, the driving force source switching map of FIG. 11 corresponds to two positions. In this driving force source switching map, the motor / generator is located in a region where the vehicle speed is V4 or lower and the predetermined accelerator opening is lower. A drive region is set, and an engine drive region is set in a region other than the motor / generator drive region. In this motor / generator drive region, the automatic transmission 3 is controlled to either the first speed or the second speed. Specifically, the first speed is set in the region from the vehicle speed zero to the vehicle speed V1, and the second speed is set in the region from the vehicle speed V1 to the vehicle speed V4. The vehicle speed V4 is higher than the vehicle speed V3 and lower than the vehicle speed V5. On the other hand, in the engine drive region, the automatic transmission 3 is controlled to either the first speed or the second speed.
[0047]
Furthermore, the driving force source switching map of FIG. 12 corresponds to the L position. In this driving force source switching map, the motor generator is located in a region where the vehicle speed is V2 or less and the accelerator is less than or equal to a predetermined accelerator opening. A drive region is set, and an engine drive region is set in a region other than the motor / generator drive region. In the motor / generator drive region and the engine drive region, the gear position of the automatic transmission 3 is fixed at the first speed.
[0048]
Furthermore, the driving force source switching map of FIG. 13 corresponds to the R position. In this driving force source switching map, the motor speed is switched to a region where the vehicle speed is V2 or less and the accelerator opening is equal to or less. A generator drive area is set, and an engine drive area is set in an area other than the motor / generator drive area.
[0049]
As described above, in the shift maps of FIGS. 10 to 13, a predetermined gear ratio, for example, a region where the second speed is set (vehicle speed) is different for each shift position, and the high-speed gear stage is set. When there is no more (in other words, in proportion to the increase in the minimum speed ratio that can be set), the region where the second speed is set becomes wider. Specifically, the region in which the second speed is set is wider in the shift map of FIG. 11 than in the shift map of FIG. By setting in this way, the motor / generator drive region can be increased as much as possible, and noise and exhaust gas can be reduced. The electronic control unit 12 stores a lockup clutch control map for controlling the state of the lockup clutch 62. This lockup clutch control map sets engagement / half-engagement (slip) / release of the lockup clutch 62 using the vehicle speed and the accelerator opening as parameters.
[0050]
In this way, the driving and stopping of the engine 1 and the motor / generator 2 are controlled based on the vehicle speed and the accelerator opening, and the power is transmitted to the wheels 96A so that the vehicle travels. When the vehicle decelerates, the power input from the wheels 96A is transmitted to the power transmission shaft 121 via the automatic transmission 3, and the motor / generator 2 functions as a generator by this power to generate the generated power. The battery 10 can be charged. In this embodiment, the engine 1 that is stopped can be started by the starter motor 1 </ b> B, the input clutch 122 can be engaged, and the engine 1 can be started by the power of the motor / generator 2.
[0051]
  Following step S1, it is determined whether or not a state in which constant speed shift control should be performed has occurred (step S2). Here, the constant speed shift control means that the engine 1 or the motor / generator 2 changes the input rotational speed of the automatic transmission 3 after the gear shift of the automatic transmission 3.InputThis control is forcibly synchronized with the rotational speed. This constant speed shift control is performed for the purpose of shortening the shift time of the automatic transmission 3. Therefore, for example, when the downshift switch 78 is turned on in order to increase the engine braking force in a coasting state where the accelerator pedal is closed, that is, a so-called coast state, a positive determination is made in step S2. Proceed to step S3. If a negative determination is made in step S2, the process returns as it is.
[0052]
  In step S3, it is determined whether the amount of charge (SOC) of the battery 10 is equal to or greater than a predetermined value Lo%. That is, in step S3, when the automatic transmission 3 is downshifted, the motor / generator 2 turns on the automatic transmission 3.ForceAfter changing speedInputIt is determined whether or not the minimum electric power necessary for synchronizing with the rotational speed remains in the battery 10.
[0053]
If a negative determination is made in step S3, it is difficult to perform the constant speed shift control by the control of the motor / generator 2, and therefore the constant speed shift control is performed by the engine 1 as follows. First, the lockup clutch 62 is controlled to a half-engaged state or a released state (step S4), and the input clutch 122 is controlled to an engaged state (step S5). Next, the opening of the electronic throttle valve 1A of the engine 1 is increased, and the engine speed is forcibly increased to the synchronous speed after the downshift of the automatic transmission 3 (step S6).
[0054]
Then, it is determined whether or not the downshift of the automatic transmission 3 has been completed (step S7). Whether or not the downshift of the automatic transmission 3 has ended is determined by measuring whether or not the turbine rotation speed has reached the synchronous rotation speed after the downshift, or the elapsed time since the start of the downshift, using a timer, It can be determined by whether or not a predetermined time estimated to end the downshift has elapsed. If a negative determination is made in step S7, steps S6 and S7 are repeated. If a positive determination is made in step S7, the lockup clutch 62 is controlled to be engaged (step S8), and the process returns. In step S8, the lockup clutch 62 may be switched to a state in which the lockup clutch 62 is controlled by the above-described lockup clutch control map.
[0055]
  On the other hand, if the determination in step S3 is affirmative, the constant speed shift control of the automatic transmission 3 by the motor / generator 2 is performed as follows. First, the lockup clutch 62 is controlled to a half-engaged state or a released state (step S9), and the input clutch 122 is controlled to a half-engaged state or a released state (step S10). Next, by increasing the rotational speed of the motor / generator 2, the input rotational speed of the automatic transmission 3 is forcibly increased.InputControl is performed to synchronize with the rotational speed (step S11).
[0056]
Then, it is determined whether or not the downshift of the automatic transmission 3 has been completed (step S12). The determination in step S12 is performed in the same manner as in step S7. If a negative determination is made in step S12, steps S11 and S12 are repeated. If a positive determination is made in step S12, the input clutch 122 is controlled to be engaged (step S13). In step S13, the power of the motor / generator 128 is transmitted to the engine 1 to increase the engine speed to the synchronous speed after the downshift, thereby suppressing the shock caused by the engagement of the input clutch 122. You can also. Next, the lock-up clutch 62 is controlled to be engaged (step S14), and the process returns.
[0057]
FIG. 14 shows an example of a time chart corresponding to the constant speed shift control. In this time chart, before the constant speed shift determination is established, the hydraulic pressure of the lockup clutch 62 is controlled to the high pressure P2, the lockup clutch 62 is controlled to be engaged, and the input clutch 122 is released. Further, the input rotational speed of the automatic transmission 3 is controlled to a constant low rotational speed. When a constant speed shift (downshift) determination is established at time t1, control is performed to gradually lower the hydraulic pressure of the lockup clutch 62 in order to control the lockup clutch 62 to a half-engaged state or a released state. .
[0058]
Next, a shift control signal is output at time t2, a command for increasing the rotation speed of the motor / generator 2 is output at time t3, and the input rotation speed Ni of the automatic transmission 3 starts to increase. Here, when controlling the lock-up clutch 62 to the released state, the hydraulic pressure of the lock-up clutch 62 is controlled to a constant low pressure P0 after time t3. Further, when controlling the lockup clutch 62 to the half-engaged state, the hydraulic pressure of the lockup clutch 62 is controlled to a hydraulic pressure P1 higher than the hydraulic pressure P0 after time t2.
[0059]
Then, it is determined whether or not the shift of the automatic transmission 3 has been completed at time t4, and the hydraulic pressure of the input clutch 122 has started to increase. Next, at time t5, when the input rotational speed of the automatic transmission 3 reaches the synchronous rotational speed after the downshift, the downshift end determination is established, and then the hydraulic pressure of the input clutch 122 is controlled to a predetermined high pressure. The input clutch 122 is engaged. On the other hand, when the lockup clutch 62 is released, control is performed to increase the hydraulic pressure of the lockup clutch 62 from time t6. If the lock-up clutch 62 is half-engaged, the control hydraulic pressure of the lock-up clutch 62 starts to increase at a time later than time t6. After time t7, the control hydraulic pressure of the lockup clutch 62 is controlled to P2, and the lockup clutch 62 is controlled to be engaged.
[0060]
  Here, the correspondence between the functional means shown in the flowchart of FIG. 1 and the configuration of the present invention will be described. Steps S1 to S14 correspond to the shift control means of the present invention. As described above, according to this embodiment, when the automatic transmission 3 is downshifted based on the operation of the downshift switch 78, the motor / generator 2 reduces the input rotational speed of the automatic transmission 3 after downshifting.InputThe input clutch 122 is controlled to a half-engaged state or a released state before forcibly synchronizing with the rotation speed. For this reason, when the input rotational speed of the automatic transmission 3 is increased, the engine 1 is less likely to act as a rotary inertia mass body, so that the input system of the automatic transmission 3 (the power transmission shaft 121, the torque converter 4, the input shaft) 57) The inertia becomes as small as possible. Therefore, the responsiveness of the constant speed shift control is improved, and the time required for the downshift can be shortened. In addition, since the motor / generator 2 has its rotational speed controlled by the current value, the rotational speed can be controlled relatively easily due to its characteristics. Therefore, compared to the case where the engine 1 controls the input rotational speed, the control of the input rotational speed by the motor / generator 2 is superior in responsiveness.
[0061]
Further, when the charge amount of the battery 10 is equal to or less than the predetermined value Lo%, the engine 1 performs constant speed shift control. Therefore, even if the input speed of the automatic transmission 3 cannot be increased by the motor / generator 2, the constant speed shift control of the automatic transmission 3 can be performed. Further, before the input rotational speed of the automatic transmission 3 is increased, the lock-up clutch 62 is half-engaged or released to switch the torque converter 4 to a power transmission state using fluid. Therefore, torque fluctuation during gear shifting, in particular, torque fluctuation when the electronic throttle valve 1A of the engine 1 is opened is difficult to be transmitted to the automatic transmission 3, and shift shock can be suppressed. When constant speed shift control is performed as described above when the vehicle is in a coast state, the lock-up clutch 62 is engaged after the shift is completed and switched to a mechanical power transmission state. Increases engine braking power.
[0062]
In step S3 of the flowchart of FIG. 1, the temperature of the motor / generator 3 is determined by a temperature detection sensor or the like. If the temperature is equal to or lower than a predetermined value, the process proceeds to step S9, and the temperature exceeds the predetermined value. In such a case, it is also possible to employ control that proceeds to step S4. That is, the set rotational speed of the motor / generator 2 may be restricted by the temperature. Therefore, by adopting this control, even when the rotation speed of the motor / generator 2 cannot be increased to a predetermined value or more due to an abnormality or failure based on the temperature of the motor / generator 2, the engine 1 controls the constant speed shift. Can be done.
[0063]
Further, the friction clutch used for the input clutch 122 includes a dry clutch and a wet clutch. The dry clutch and the wet clutch include a single plate clutch and a multi-plate clutch. Furthermore, the input clutch 122 may be an electromagnetic clutch instead of the friction clutch. Furthermore, in the present invention, a fluid coupling having no function of amplifying torque can be used as the fluid type power transmission device.
[0064]
In the above-described embodiment, the hybrid vehicle is described in which both the engine 1 and the motor / generator 2 can function as a driving force source of the vehicle. However, while the engine functions as a driving force source of the vehicle, The present invention can be applied to a vehicle in which a motor / generator is not used as a driving force source of the vehicle. For example, the present invention can also be applied to a vehicle in which a motor / generator is used as a power source (starting device) when starting an engine. As a specific example of such a vehicle, the engine can be automatically stopped based on a predetermined engine stop condition, and the engine / generator can be controlled to start based on a predetermined engine start condition. There are so-called eco-run cars. The present invention can also be applied to a vehicle using an engine as a driving force source and a motor / generator as a power source for an auxiliary device such as a compressor for an air conditioner.
[0065]
【The invention's effect】
  As described above, according to the first aspect of the present invention, the input rotational speed of the transmission is changed after the shift by the second power source when the transmission is shifted.InputBefore performing control to forcibly synchronize with the rotation speedThe lock-up clutch is controlled to a half-engaged state or a released state, and the input clutch is half-engaged.It can be controlled to an engaged state or a released state. For this reason, the first power source that is not involved in controlling the input rotational speed of the transmission is less likely to act as a rotary inertia mass body on the input system of the transmission. Therefore, the inertia of the input system of the transmission becomes as small as possible, and the shift response of the transmission is improved.
[0066]
  According to the invention of claim 2, the same effect as that of claim 1 can be obtained.After the control for synchronizing the input rotational speed of the transmission with the input rotational speed after the shift is completed, the input clutch and the lock-up clutch can be controlled to be engaged.
[0067]
  According to the invention of claim 3The invention of claim 1In addition to obtaining the same effect, the first power source forcibly controls the input rotational speed of the transmission even in a situation where the rotational speed of the motor cannot be controlled due to insufficient battery power.RukoYou can.
[Brief description of the drawings]
FIG. 1 is a flowchart for explaining an example of control executed by a control device of the present invention.
FIG. 2 is a block diagram schematically showing an example of a power train and a control system targeted in the present invention.
FIG. 3 is a skeleton diagram that embodies the power plant shown in FIG. 2;
4 is a chart showing engagement / release of clutches and brakes for setting each gear position of the automatic transmission of FIG. 3; FIG.
5 is a conceptual diagram showing a shift position selected by operating a shift lever that controls the automatic transmission shown in FIG. 2. FIG.
6 is a conceptual diagram showing a sport mode switch for setting / releasing a state in which the gear position of the automatic transmission shown in FIG. 2 can be changed by manual operation.
7 is a diagram showing an example of a switch provided on a steering wheel in order to downshift or upshift an automatic transmission when the sport mode switch shown in FIG. 6 is on. FIG.
FIG. 8 is a diagram showing a main part of a hydraulic circuit of the automatic transmission.
FIG. 9 is a diagram showing input / output signals in the integrated control apparatus according to an example of the present invention.
FIG. 10 is a map generally showing a control mode for controlling driving and stopping of the engine and motor / generator of the hybrid vehicle shown in FIG. 2 and a shift diagram for controlling a shift stage of the automatic transmission.
FIG. 11 is a map generally showing a control mode for controlling driving and stopping of the engine and motor / generator of the hybrid vehicle shown in FIG. 2 and a shift diagram for controlling a shift stage of the automatic transmission.
12 is a map that collectively shows a control mode for controlling driving and stopping of the engine and motor / generator of the hybrid vehicle shown in FIG. 2 and a shift diagram for controlling the shift stage of the automatic transmission. FIG.
13 is a map generally showing a control mode for controlling driving / stopping of the engine and motor / generator of the hybrid vehicle shown in FIG. 2 and a shift diagram for controlling a shift stage of the automatic transmission. FIG.
FIG. 14 is an example of a time chart corresponding to the control shown in FIG. 1;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Motor generator, 3 ... Automatic transmission, 4 ... Fluid type power transmission device, 10 ... Battery, 62 ... Lock-up clutch, 122 ... Input clutch

Claims (3)

  1. A first power source and a second power source, the first power source and the second and transmission power is input power source, before SL between the first power source and the transmission In a drive control device having an input clutch for controlling a power transmission state,
    A power transmission shaft to which the second power source is connected is provided, and the input clutch is provided between the power transmission shaft and the first power source, and the power transmission shaft and the speed change A fluid type power transmission device having a lock-up clutch is provided between the machine and
    Upon shifting of the transmission, and controls the pre SL lock-up clutch disengaged or half-engaged state, and to together by controlling the entering-force clutch disengaged or half-engaged state, said second power source of by controlling the rotation speed, the transmission drive control apparatus characterized by comprising a speed change control means Ru synchronize input speed to the input rotation speed after the shift of.
  2. The shift control hand stage, after the control of synchronizing the input speed of the transmission input rotation speed after shifting is complete, and this comprises means for controlling the input clutch and the lockup clutch in the engaged state The drive control apparatus according to claim 1.
  3. The second power source has an electric motor driven by battery power,
    The shift control means includes
    If the charge amount is affirmative determination is made in whether the judgment der than a predetermined value Luca of the battery, means for controlling the input speed of the transmission by controlling the rotational speed of the electric motor ,
    If the negative charge is determined by determining whether or not the charge amount of the battery is equal to or greater than the predetermined value, and the input rotational speed of the transmission cannot be controlled by the electric motor, the input clutch is engaged. 2. The drive control device according to claim 1, further comprising means for controlling to a state and synchronizing the input rotational speed of the transmission with the input rotational speed after shifting by the first power source. .
JP12310899A 1999-04-28 1999-04-28 Drive control device Expired - Fee Related JP3861510B2 (en)

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Application Number Priority Date Filing Date Title
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JP3861510B2 true JP3861510B2 (en) 2006-12-20

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Publication number Priority date Publication date Assignee Title
JP4552355B2 (en) * 2001-05-18 2010-09-29 トヨタ自動車株式会社 Vehicle drive control device
JP4562195B2 (en) * 2006-09-20 2010-10-13 三菱ふそうトラック・バス株式会社 Shift control device for hybrid electric vehicle
JP4743218B2 (en) * 2008-03-03 2011-08-10 日産自動車株式会社 Clutch control device for hybrid vehicle
JP5566582B2 (en) * 2008-07-30 2014-08-06 日産自動車株式会社 Control device for hybrid vehicle
JP5338712B2 (en) * 2010-02-24 2013-11-13 トヨタ自動車株式会社 Drive control device
JP5716620B2 (en) * 2011-09-21 2015-05-13 トヨタ自動車株式会社 Drive device for hybrid vehicle
JP6095387B2 (en) * 2013-01-31 2017-03-15 アイシン精機株式会社 Hybrid vehicle drive device
JP5985435B2 (en) * 2013-05-07 2016-09-06 本田技研工業株式会社 Automatic transmission
JP2015215063A (en) * 2014-05-12 2015-12-03 トヨタ自動車株式会社 Transmission control device of vehicle automatic transmission
CN107985301B (en) * 2017-11-22 2020-01-24 吉利汽车研究院(宁波)有限公司 Gear shifting system and gear shifting method based on hybrid power system

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