WO2011108114A1 - 動力伝達装置 - Google Patents
動力伝達装置 Download PDFInfo
- Publication number
- WO2011108114A1 WO2011108114A1 PCT/JP2010/053664 JP2010053664W WO2011108114A1 WO 2011108114 A1 WO2011108114 A1 WO 2011108114A1 JP 2010053664 W JP2010053664 W JP 2010053664W WO 2011108114 A1 WO2011108114 A1 WO 2011108114A1
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- WIPO (PCT)
- Prior art keywords
- shift
- transmission unit
- continuously variable
- control
- variable transmission
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- 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
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/105—Infinitely variable gearings of electric type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
- B60W10/115—Stepped gearings with planetary gears
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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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
- F16H61/04—Smoothing ratio shift
- F16H61/08—Timing control
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
- F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a technical field of a power transmission device that is mounted on a vehicle such as an automobile and includes a continuously variable transmission unit and a stepped transmission unit.
- a power transmission device including a first transmission unit and a second transmission unit
- the first transmission unit and the second transmission unit are shifted in parallel
- the first motor and the second electric motor are arranged so that the shifting of one of the first transmission unit and the second transmission unit is completed during the shifting of one of the first transmission unit and the second transmission unit when the direction of change of the transmission ratio of the second transmission unit is opposite to each other.
- An apparatus has been proposed in which a first transmission unit and a second transmission unit are controlled by an electric motor (see Patent Document 1).
- a control device for a vehicle power transmission device including a first transmission unit, a second transmission unit, and an electric motor coupled to a rotating element of the first transmission unit or the second transmission unit
- the first transmission unit And the second transmission unit are shifted at the same time, and the first transmission unit and the second transmission unit are changed by the electric motor when the change ratios of the first transmission unit and the second transmission unit are opposite to each other.
- An apparatus is proposed in which the start time of at least one of the inertia phases is controlled (see Patent Document 2).
- the shift end timings of the first shift and the second shift unit are different from each other.
- the first transmission unit and the second transmission unit are a continuously variable transmission unit and a stepped transmission unit, respectively, for example, when the shift of the continuously variable transmission unit is completed during the shift of the stepped transmission unit, the drive There is a technical problem that drivability may decrease due to force fluctuations. Alternatively, there is a technical problem that the time required for shifting may become long when the shifting of the stepped transmission unit is completed during the shifting of the continuously variable transmission unit.
- the present invention has been made in view of the above problems, for example, and an object of the present invention is to provide a power transmission device that can suppress a decrease in drivability and can suppress a time required for shifting. .
- a power transmission device is a power transmission device that is mounted on a vehicle and includes a continuously variable transmission unit and a stepped transmission unit, the continuously variable transmission unit and the stepped transmission unit.
- Control related to the shift of the continuously variable transmission unit so that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized on condition that a shift request to each of the units is detected at the same time
- Control means for starting the first speed change control and the second speed change control which is control related to the speed change of the stepped speed change portion.
- the power transmission device is mounted on a vehicle such as an automobile.
- the power transmission device includes a continuously variable transmission including, for example, an electric CVT (Continuously Variable Transmission), and a stepped transmission including, for example, a mechanical transmission.
- a continuously variable transmission including, for example, an electric CVT (Continuously Variable Transmission)
- a stepped transmission including, for example, a mechanical transmission.
- control means including a memory, a processor, and the like is configured so that each of the continuously variable transmission unit and the stepped transmission unit is provided on the condition that a shift request to the continuously variable transmission unit and the stepped transmission unit is detected at the same time.
- First shift control which is control related to the shift of the continuously variable transmission unit
- second shift control which is control related to the shift of the stepped transmission unit
- Detecting a shift request to each of the continuously variable transmission unit and the stepped transmission unit at the same time means that a shift request to the continuously variable transmission unit is detected and a shift request to the stepped transmission unit is detected.
- the shift request to the continuously variable transmission unit and the shift request to the stepped transmission unit may be detected within a period that is considered to be “match” in practice. May mean.
- “To ensure that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized” means that the shift end timing of the continuously variable transmission unit and the shift end timing of the stepped transmission unit “match”. It is not limited, and it also means that the difference between the shift end timing of the continuously variable transmission unit and the shift end timing of the stepped transmission unit is within a period (for example, within 0.2 seconds) that is regarded as “match” in practice. You can do it.
- a first shift control that is a control related to the shift of the continuously variable transmission unit and a control that is related to the shift of the stepped transmission unit so that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized.
- Start two-shift control means that the first shift control is started and the second shift control is started so that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized. This means that the timing is set, and the first shift control and the second shift control are started at the set timing, respectively.
- the shift end timing of each of the continuously variable transmission unit and the stepped transmission unit is determined.
- the first shift control which is control related to the shift of the continuously variable transmission unit
- the second shift control which is control related to the shift of the stepped transmission unit
- the control means performs the first shift control and the second shift control so that shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized. A difference between a time point at which at least one of the first shift control and the second shift control is actually started and a time point at which the at least one control is scheduled to start. When this occurs, the shift rate of the continuously variable transmission unit is changed at the start of or during the inertia phase of the shift of the stepped transmission unit.
- the control unit changes the shift rate of the continuously variable transmission unit at the start of or during the inertia phase of the shift of the stepped transmission unit.
- the “shift rate” means an amount per unit time for controlling the shift unit for shifting (that is, a control amount per unit time). Therefore, “changing the speed change rate” means increasing or decreasing the control amount per unit time.
- the synchronization accuracy of the shift end timing of each of the continuously variable transmission unit and the stepped transmission unit can be improved, which is very advantageous in practice.
- the control means calculates a first shift time that is a time required for the first shift control and a second shift time that is a time required for the second shift control. According to the difference between the calculated first shift time and the calculated second shift time so that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized with each other. Thus, the first shift control and the second shift control are started.
- the calculation means including a memory, a processor, and the like calculates the first shift time that is the time required for the first shift control and the second shift time that is the time required for the second shift control. To do.
- the control means controls the first shift control according to the difference between the calculated first shift time and the calculated second shift time so that the shift end timings of the continuously variable transmission unit and the stepped transmission unit are synchronized. And the second shift control is started.
- the shift end timings of the continuously variable transmission unit and the stepped transmission unit can be synchronized relatively easily, which is very advantageous in practice.
- the continuously variable transmission unit includes a differential mechanism including a plurality of rotating elements, a first electric motor connected to one rotating element among the plurality of rotating elements, A second electric motor connected to another rotating element among the plurality of rotating elements.
- the continuously variable transmission includes, for example, a differential mechanism including a plurality of rotating elements such as a planetary gear mechanism, a first electric motor connected to one rotating element among the plurality of rotating elements, and a plurality of And a second electric motor connected to another rotating element among the rotating elements. That is, the continuously variable transmission unit has an electric CVT.
- one rotating element is, for example, a sun gear
- the other rotating element is, for example, a ring gear
- the continuously variable transmission unit and the stepped transmission unit are connected in series with each other between a power source of the vehicle and an output shaft of the vehicle.
- the change width of the transmission ratio of the entire power transmission device can be made relatively large.
- FIG. 1 is a skeleton diagram illustrating the configuration of the power transmission device according to the present embodiment. Since the power transmission device is configured symmetrically with respect to its axis, the lower side is omitted in the skeleton diagram of FIG.
- a power transmission device 1 has a common shaft center in a transmission case 14 (hereinafter referred to as “case 14” as appropriate) as a non-rotating member attached to a vehicle body of a vehicle on which the power transmission device 1 is mounted.
- a transmission case 14 As an input rotating member that is arranged above and is connected directly to the engine (ENG) 10 that is the main power source or indirectly through a pulsation absorbing damper (that is, a vibration damping device) (not shown).
- a transmission member is connected to the continuously variable transmission 21.
- the power transmission device 1 includes a continuously variable transmission unit 21 and a stepped transmission unit 22 provided in series.
- the power transmission device 1 is suitably used for, for example, an FR (Front-engine Rear-drive) type vehicle that is vertically placed in the longitudinal direction of the vehicle.
- the power transmission device 1 is provided in a power transmission path from the engine 10 to the pair of drive wheels 16, and the power output from the engine 10 is converted into a differential gear device (that is, a terminal gear) that constitutes a part of the power transmission path.
- the reduction gear 15 (see FIG. 5) and a pair of axles and the like are sequentially transmitted to the pair of drive wheels 16.
- the engine 10 is a main power source for driving the vehicle, and is composed of, for example, an internal combustion engine such as a gasoline engine or a diesel engine, an external combustion engine, or the like. As shown in FIG. 1, in the power transmission device 1, the engine 10 is directly connected to a continuously variable transmission 21.
- directly connected means that they are connected without using a hydraulic power transmission device such as a torque converter or a fluid coupling.
- the connection via the pulsation absorbing damper described above is “directly connected”. included.
- the continuously variable transmission 21 includes a planetary gear mechanism 24, a first electric motor M1, and a second electric motor M2.
- the planetary gear mechanism 24 includes a sun gear S0, a pinion gear, a carrier CA0 that supports the pinion gear so that it can rotate and revolve, and a ring gear R0.
- the first motor M1 is provided such that its rotor rotates integrally with the sun gear S0 of the planetary gear mechanism 24.
- the second electric motor M2 is provided such that its rotor rotates integrally with the ring gear R0 of the planetary gear mechanism 24.
- the stators of the first electric motor M1 and the second electric motor M2 are connected to the case 14, respectively.
- the second electric motor M ⁇ b> 2 may be provided in any portion constituting the power transmission path from the transmission member 102 to the drive wheel 16.
- the first electric motor M1 is an electric motor having at least a generator (power generation) function for generating a reaction force
- the second electric motor M2 is a motor (electric motor) function for outputting a driving force as a driving force source for traveling.
- Is an electric motor having at least The first electric motor M1 and the second electric motor M2 are preferably so-called motor generators that also have a power generation function.
- the “planetary gear mechanism 24”, “sun gear S0”, and “ring gear R0” according to the present embodiment are the “differential mechanism”, “one rotating element”, and “other rotating element” according to the present invention, respectively. It is an example.
- the carrier CA0 is connected to the input shaft 101, that is, the engine 10, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the transmission member 102.
- the sun gear S0, the carrier CA0, and the ring gear R0 can rotate relative to each other. For this reason, regardless of the rotational speed of the engine 10, the rotational speed of the transmission member 102 continuously changes, that is, a continuously variable transmission state is established.
- the stepped transmission unit 22 includes planetary gear mechanisms 25 and 26.
- the planetary gear mechanism 25 includes a sun gear S1, a pinion gear, a carrier CA1 that supports the pinion gear so that it can rotate and revolve, and a ring gear R1.
- the planetary gear mechanism 26 includes a sun gear S2, a pinion gear, a carrier CA2 that supports the pinion gear so that it can rotate and revolve, and a ring gear R2.
- the sun gear S1 is selectively connected to the transmission member 102 via the third clutch C3 and is selectively connected to the case 14 via the first brake.
- the carrier CA1 and the ring gear R2 that are integrally connected to each other are selectively connected to the transmission member 102 via the second clutch C2, and are selectively connected to the case 14 via the second brake B2.
- the carrier CA1 and the ring gear R2 that are integrally connected to each other are further selectively connected to the case 14 via the one-way clutch F1 depending on the rotation direction.
- the sun gear S2 is selectively coupled to the transmission member 102 via the first clutch C1.
- the ring gear R1 and the carrier CA2 that are integrally connected to each other are connected to the output shaft 103.
- the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are hydraulic friction engagement devices that are engagement elements often used in a known vehicle transmission.
- This is a wet multi-plate type engaging device in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator.
- the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1 By selectively engaging the two brakes B2 and the one-way clutch F1, any one of the first speed gear ratio (that is, the first gear) to the fourth gear ratio (that is, the fourth gear), Alternatively, a reverse gear stage (ie, reverse gear stage) is selectively established, and a predetermined gear ratio (ie, input shaft rotational speed / output shaft rotational speed) is obtained for each gear stage.
- a reverse gear stage ie, reverse gear stage
- a predetermined gear ratio ie, input shaft rotational speed / output shaft rotational speed
- the first transmission gear stage in which the gear ratio is, for example, “3.20” due to the engagement of the first clutch C1, the second brake B2 (only during engine braking) and the one-way clutch F1. Is established.
- a second transmission gear stage with a gear ratio of, for example, “1.72” is established.
- a third transmission gear stage with a gear ratio of, for example, “1.00” is established.
- the fourth speed gear stage with a gear ratio of, for example, “0.67” is established.
- a reverse gear stage with a gear ratio of, for example, “2.04” is established.
- FIG. 3 is a collinear diagram that can represent on a straight line the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages.
- the collinear diagram of FIG. 3 shows the relative relationship of the gear ratios of the planetary gear mechanisms 24, 25, and 26 in the horizontal axis direction, and shows the relative rotational speed in the vertical axis direction.
- the horizontal line X1 indicates zero rotation speed
- the horizontal line X2 indicates rotation speed “1.0”, that is, the rotation speed of the transmission member 102.
- the seven vertical lines are, in order from the left, sun gear S0, carrier CA0, ring gear R0, sun gear S2, carrier CA2 and ring gear R1 connected to each other, ring gear R2 and carrier CA1 connected to each other, and sun gear S1. It shows a relative rotational speed ratio.
- the interval between the vertical lines is determined according to the gear ratio of the planetary gear mechanisms 24, 25 and 26, respectively. That is, as shown in FIG. 3, for each planetary gear mechanism 24, 25 and 26, when the distance between the sun gear and the carrier is 1.000, the distance between the carrier and the ring gear corresponds to ⁇ . .
- the carrier CA0 of the planetary gear mechanism 24 is connected to the input shaft 101, the sun gear S0 is connected to the first electric motor M1, and the ring gear R0 is connected to the second electric motor M2 and to the transmission member 102.
- the sun gear S2 of the planetary gear mechanism 26 is selectively coupled to the transmission member 102 via the first clutch C1.
- the ring gear R 1 of the planetary gear mechanism 25 and the carrier CA 1 of the planetary gear mechanism 26 that are integrally connected to each other are connected to the output shaft 103.
- the ring gear R2 of the planetary gear mechanism 26 and the carrier CA1 of the planetary gear mechanism 25 that are integrally connected to each other are selectively connected to the transmission member 102 via the second clutch C2, and the second brake B2 and It is selectively connected to the case 14 via the one-way clutch F1.
- the sun gear S1 of the planetary gear mechanism 25 is selectively connected to the transmission member 102 via the third clutch C3 and is selectively connected to the case 14 via the first brake B1.
- FIG. 4 shows a signal input to an electronic control unit (ECU) 30 that is a control device for controlling the power transmission device 1 according to the present embodiment and a signal output from the electronic control device 30.
- the electronic control unit 30 includes a so-called microcomputer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like, and has a temporary storage function of the RAM.
- drive control such as hybrid drive control for the engine 10, the first electric motor M1 and the second electric motor M2, and the shift control for the stepped transmission unit 22 by performing signal processing in accordance with a program stored in advance in the ROM while being used It is.
- the electronic control unit 30 includes a signal indicating when the battery is limited, a signal indicating the engine water temperature, a signal indicating the shift position, a fail signal related to the stepped transmission unit 22, and the first electric motor M1.
- a signal indicating the rotational speed of the second electric motor M2 a signal indicating the engine rotational speed, a signal indicating the battery temperature, a signal for instructing the M mode (manual shift running mode), and a signal indicating the operation of the air conditioner ,
- a signal indicating the catalyst temperature, an accelerator opening signal indicating the amount of operation of the accelerator pedal, Angular vibration, signal indicating snow mode setting, acceleration signal indicating vehicle longitudinal acceleration, signal indicating auto-cruise traveling, signal indicating turbine speed, signal indicating vehicle weight, fail signal for continuously variable transmission 21, Etc. are supplied respectively.
- the electronic control unit 30 commands the drive signal to the throttle actuator that operates the throttle valve opening, the signal for adjusting the boost pressure, the signal for operating the electric air conditioner, and the ignition timing of the engine 10.
- the signal to be displayed is used to control the hydraulic actuator of the hydraulic friction engagement device of the stepped transmission 22.
- a command signal for operating an electromagnetic valve included in the hydraulic control circuit 35 see FIG. 5
- a signal for operating an electric hydraulic pump that is a hydraulic source of the hydraulic control circuit 35 a signal for driving an electric heater, cruise control control Signals to the computer are output.
- FIG. 5 is a functional block diagram for explaining a control method of the power transmission device 1, that is, a main part of a control function by the electronic control device 30.
- Hybrid control means 32 executes hybrid drive control for controlling engine 10, first electric motor M1, and second electric motor M2, respectively.
- the hybrid control means 32 controls the opening / closing of an electronic throttle valve by a throttle actuator for throttle control, for example, and controls the fuel injection amount and injection timing by the fuel injection device for fuel injection control via the engine control device 31.
- the ignition timing is controlled by an ignition device such as an igniter for controlling the ignition timing.
- the hybrid control means 32 also functions as a continuously variable transmission control means.
- the hybrid control means 32 appropriately applies the reaction force resulting from the distribution of the driving force between the engine 10 and the second electric motor M2 and the power generation by the first electric motor M1 while operating the engine 10 in an efficient operating range. To change the gear ratio of the continuously variable transmission unit 21 continuously.
- the hybrid control means 32 also considers the gear stage of the stepped transmission unit 22 during the shift of the continuously variable transmission unit 21 for the purpose of improving the power performance and fuel consumption. Specifically, for example, the hybrid control means 32 determines a target value of the total gear ratio of the power transmission device 1 so that the engine 10 operates along an optimum fuel consumption rate curve (so-called fuel consumption map) of the engine 10. Then, the gear ratio of the continuously variable transmission unit 21 is controlled in consideration of the gear position of the stepped transmission unit 22 so that the target value is obtained.
- the hybrid control means 32 supplies the electric energy generated by the first electric motor M1 to the power storage device 12 and the second electric motor M2 via the inverter 11. That is, the main part of the power of the engine 10 is mechanically transmitted to the transmission member 102, but a part of the power of the engine 10 is converted into electric energy by the first electric motor M1.
- the converted electric energy is supplied to the second electric motor M ⁇ b> 2 via the inverter 11, the output of the second electric motor M ⁇ b> 2 is transmitted to the transmission member 102.
- the hybrid control means 32 can drive the vehicle by the differential action of the continuously variable transmission 21 regardless of whether the engine 10 is stopped or in an idle state.
- the hybrid control means 32 sets the rotation speed of the first electric motor M1 to a negative rotation speed and improves the engine rotation speed as required by the differential action of the continuously variable transmission unit 21 in order to improve fuel efficiency. It can be maintained at zero or nearly zero.
- the hybrid control means 32 supplies electric energy from at least one of the first electric motor M1 and the power storage device 12 to the second electric motor M2 and drives the second electric motor M2 to drive wheels 16 even during engine running. By applying the torque, so-called torque assist for assisting the power of the engine 10 is possible.
- the hybrid control means 32 controls the rotational speed of the first electric motor M1 and / or the rotational speed of the second electric motor M2 by the differential action of the continuously variable transmission 21 regardless of whether the vehicle is stopped or traveling.
- the rotational speed of the engine 10 can be maintained substantially constant or controlled to an arbitrary rotational speed.
- the stepped transmission control means 33 executes automatic shift control of the stepped transmission unit 22. For example, based on a predetermined shift map (so-called shift map), automatic shift control of the stepped transmission unit 22 is executed so that the shift stage specified by the shift map can be obtained.
- a predetermined shift map so-called shift map
- the stepped transmission control means 33 is, for example, a hydraulic type involved in the shift of the first clutch C1 or the like so that the specified shift stage is achieved according to the engagement operation table shown in FIG. A command for engaging and / or releasing the friction engagement device is output to the hydraulic control circuit 35 directly or indirectly.
- the hydraulic control circuit 35 releases, for example, the release-side hydraulic friction engagement device involved in the shift and the engagement-side hydraulic friction engagement involved in the shift in accordance with a command from the stepped transmission control means 33.
- the gears of the stepped transmission unit 22 are executed by engaging the device.
- the shift switching device 41 is provided, for example, next to the driver's seat and includes a shift lever 42 that is operated to artificially select a plurality of types of shift positions.
- the shift lever 42 has a parking position “P (parking)” in which the power transmission path in the power transmission device 1 is blocked and the output shaft 103 is locked, a reverse travel position “R (reverse)” for reverse travel, Manual operation is performed to the neutral position “N (neutral)”, the automatic transmission travel position “D (drive)”, or the forward manual transmission travel position “M (manual)” where the power transmission path in the power transmission device 1 is interrupted. It is provided as follows.
- the shift of the continuously variable transmission unit and the shift of the stepped transmission unit are performed at the same time. If the following matters are known. That is, when the shift start timing of the continuously variable transmission unit is faster than the shift start timing of the stepped transmission unit, a drive amount level difference occurs (time chart relating to the “AT output torque” at the second level from the top of FIG. 6). (Refer to the data related to “Waiting for constant pressure” in 0 to 0.2 seconds).
- FIG. 6 is an example of a time chart when the shift start timing of the continuously variable transmission unit is changed when there is no battery limitation.
- battery restriction means that the power that can be input and output from the power storage device is limited due to the state of the power storage device such as the remaining amount of power stored in the power storage device and the temperature of the power storage device. Means that.
- “waiting for constant pressure” means that shifting of the continuously variable transmission is started while waiting for constant pressure of the stepped transmission.
- “At the start of the torque phase” means that the shift of the continuously variable transmission unit is started at the start of the torque phase of the stepped transmission unit (at 0.2 seconds in FIG. 6).
- “At the start of the inertia phase” means that the shift of the continuously variable transmission unit is started at the start of the inertia phase of the stepped transmission unit (0.4 sec in FIG. 6).
- “During the inertia phase” means that the shift of the continuously variable transmission unit is started during the inertia phase of the stepped transmission unit (a period of 0.4 to 0.8 seconds in FIG. 6).
- FIG. 7 is a conceptual diagram showing an example of a temporal change in the rotation speed of the first electric motor during the speed change of the continuously variable transmission unit.
- a solid line “a” indicates a temporal change in the rotational speed of the first electric motor when the shift of the continuously variable transmission unit is completed before the shift of the stepped transmission unit.
- a dotted line b indicates a temporal change in the rotational speed of the first electric motor when the end timings of the shifting of the continuously variable transmission unit and the stepped transmission unit are the same.
- the above-described simultaneous shift control provided in the electronic control unit 30 in order to suppress the occurrence of the technical problem caused by the difference between the shift end timing of the continuously variable transmission unit and the shift end timing of the stepped transmission unit.
- the means 34 is configured to control the stepless transmission unit 21 and the stepped transmission unit 22 so that the end timing of the shift of the stepless transmission unit 21 and the end timing of the shift of the stepped transmission unit 22 are synchronized.
- the hybrid control means 32 and the stepped transmission control means 33 are controlled so as to start the control, respectively. As a result, it is possible to avoid a sudden change in the rotational speed of the first electric motor M1 as indicated by a dotted line b in FIG.
- the hybrid control means 32 includes a shift state determination means 321 and a shift time calculation means 322.
- the stepped transmission control unit 33 includes a simultaneous shift determination unit 331, a shift state determination unit 332, and a shift time calculation unit 333.
- the shift state determination means 321 determines the shift state of the continuously variable transmission unit 21 (that is, the current state of the continuously variable transmission unit 21).
- the shift time calculation means 322 calculates a shift time which is a time required until the shift state of the continuously variable transmission unit 21 becomes the requested shift state when a shift request is made to the continuously variable transmission unit 21.
- the simultaneous shift determination means 331 determines whether or not the signal output from the shift switching device 41 or the signal output from the hybrid control means 32 requests simultaneous shift of the continuously variable transmission unit 21 and the stepped transmission unit 22. judge.
- the shift state determination means 332 determines the shift state of the stepped transmission unit 22 (that is, the current state of the stepped transmission unit 22).
- the shift time calculation means 333 calculates a shift time that is a time required until the shift state of the stepped transmission unit 22 becomes the requested shift state when a shift request is made to the stepped transmission unit 22.
- the “shift time calculation means 322 and 333” according to the present embodiment is an example of the “calculation means” according to the present invention.
- the shift time calculating means 322 determines the shift of the continuously variable transmission section 21.
- the shift time calculation means 333 calculates the shift time of the stepped transmission unit 22.
- the simultaneous shift control means 34 starts shifting of each of the continuously variable transmission unit 21 and the stepped transmission unit 22 according to the result of comparing the shift time of the continuously variable transmission unit 21 and the shift time of the stepped transmission unit 22. Determine the timing. Subsequently, the simultaneous transmission control unit 34 controls the hybrid control unit 32 and the stepped transmission control unit 33 so as to start shifting of the continuously variable transmission unit 21 and the stepped transmission unit 22 at the determined timing, respectively. To do.
- the simultaneous shift control means 34 determines that the stepped speed change unit 21 has a stepped speed after the stepped speed change unit 22 is started when the speed change time of the stepped speed change unit 22 is longer than the speed change time of the stepped speed change unit 22.
- Each of the continuously variable transmission unit 21 and the stepped transmission unit 22 is shifted so that the shift of the continuously variable transmission unit 21 is started after the difference between the transmission time of the transmission unit 22 and the transmission time of the continuously variable transmission unit 21 has elapsed. Determine when to start.
- the simultaneous speed change control means 34 when the speed change time of the stepped speed change unit 22 is longer than the speed change time of the stepless speed change part 21, the speed change of the stepless speed change part 21 is started, Timing for starting shifting of the continuously variable transmission unit 21 and the stepped transmission unit 22 so that the shifting of the stepped transmission unit 22 is started after the difference between the transmission time and the shifting time of the continuously variable transmission unit 21 has elapsed. To decide.
- the simultaneous shift control means 34 controls the continuously variable transmission unit 21 so that the end timing of the shift of the continuously variable transmission unit 21 and the end timing of the shift of the stepped transmission unit 22 are synchronized.
- the hybrid control means 32 and the stepped transmission control means 33 can be controlled to start the control related to the stepped transmission unit 22, respectively.
- the end timing of the shift of the continuously variable transmission unit 21 and the end timing of the shift of the stepped transmission unit 22 are determined. Even when the timing for starting the shift of each of the continuously variable transmission unit 21 and the stepped transmission unit 22 is determined so as to synchronize with each other, the continuously variable transmission unit 21 and the stepped transmission are changed when there is no calculation error. A shift occurs between the timing at which each of the gears 22 starts to shift and the timing at which each of the continuously variable transmission 21 and the stepped transmission 22 is actually started, and the shifting of the continuously variable transmission 21 ends.
- the timing and the end timing of the shift of the stepped transmission unit 22 may be different from each other.
- the end timing of the shift of the continuously variable transmission unit 21 and the end timing of the shift of the stepped transmission unit 22 are synchronized due to the variation in the shift of at least one of the continuously variable transmission unit 21 and the stepped transmission unit 22.
- the shift end timing of the continuously variable transmission unit 21 and the stepped transmission unit 22 may be different from each other.
- the simultaneous shift control unit 34 changes the shift rate of the continuously variable transmission unit 21 at the start or during the inertia phase of the shift of the stepped transmission unit 22 ( Alternatively, the hybrid control means 32 is controlled so as to correct.
- the shift control means 34 controls the hybrid control means 32 so as to change the shift rate of the continuously variable transmission 21 during the inertia phase of the shift of the stepped transmission 22 as indicated by the solid line a in FIG. Thereby, the end timing of the shift of the continuously variable transmission unit 21 and the end timing of the shift of the stepped transmission unit 22 can be synchronized.
- FIG. 8 is a conceptual diagram showing another example of a temporal change in the number of revolutions of the first motor during the speed change of the continuously variable transmission unit.
- a solid line a indicates a temporal change in the rotational speed of the first motor when the rate of the rotational speed of the first motor is changed during the inertia phase of the shift of the stepped transmission unit 22.
- a dotted line b indicates a temporal change in the rotation speed of the first motor when the rotation speed rate of the first motor is not changed.
- the simultaneous shift determining means 331 determines whether or not there is a request for simultaneous shift based on the signal output from the shift switching device 41 or the signal output from the hybrid control means 32 (step). S101). When it is determined that there is no simultaneous shift request (step S101: No), the electronic control unit 30 ends the process.
- step S101 when it is determined that there is a request for simultaneous shift (step S101: Yes), the shift time calculation means 333 calculates a shift time (T_at) related to the stepped transmission unit 22 (step S102). In parallel with the processing of step S102, the shift time calculation means 322 calculates the shift time (T_ths) related to the continuously variable transmission 21 (step S103).
- the simultaneous shift control means 34 determines whether or not the shift time (T_at) related to the stepped transmission unit 22 is longer than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S104). When it is determined that the shift time (T_at) related to the stepped transmission unit 22 is longer than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S104: Yes), the simultaneous shift control unit 34 The stepped transmission control means 33 is controlled so as to start the 22 shift (step S105).
- the simultaneous shift control means 34 continuously shifts after the time (T_at ⁇ T_ths) obtained by subtracting the shift time (T_ths) associated with the continuously variable transmission 21 from the shift time (T_at) associated with the stepped transmission 22.
- the hybrid control means 32 is controlled so as to start shifting of the part 21 (step S106).
- step S104 when it is determined that the shift time (T_at) related to the stepped transmission unit 22 is shorter than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S104: No), the simultaneous shift control means 34 Controls the hybrid machine control means 32 to start shifting of the continuously variable transmission unit 21 (step S107).
- the simultaneous shift control means 34 after the elapse of time (T_ths-T_at) obtained by subtracting the shift time (T_at) related to the stepped transmission 22 from the shift time (T_ths) related to the continuously variable transmission 21
- the stepped transmission control means 33 is controlled so as to start the shift of the part 22 (step S108).
- shift time (T_at) related to the stepped transmission unit 22 and the shift time (T_ths) related to the continuously variable transmission unit 21 may be included in either case.
- Second Embodiment A second embodiment of the power transmission device of the present invention will be described with reference to the flowchart of FIG.
- the second embodiment is the same as the configuration of the first embodiment except that the simultaneous shift control process executed by the electronic control device is different. Therefore, in the second embodiment, the description overlapping with that of the first embodiment is omitted, and common portions on the drawing are denoted by the same reference numerals, and only fundamentally different points are described with reference to FIG. explain.
- the simultaneous transmission control unit 34 is before the start of the inertia phase of the transmission of the stepped transmission unit 22.
- the hybrid control means 32 is controlled so as to shift the continuously variable transmission 21. Thereby, the delay of the blowing up of the engine 10 can be prevented. Further, it is possible to prevent a delay in the shift end timing of the continuously variable transmission unit 21.
- the simultaneous shift determination means 331 determines whether there is a request for simultaneous shift based on a signal output from the shift switching device 41 or a signal output from the hybrid control means 32 (step). S201). If it is determined that there is no simultaneous shift request (step S201: No), the electronic control unit 30 ends the process.
- step S201 when it is determined that there is a request for simultaneous shift (step S201: Yes), the simultaneous shift control unit 34 controls the stepped transmission control unit 33 so as to start shifting of the stepped transmission unit 22 ( Step S202).
- step S203 the simultaneous shift control means 34 determines whether or not the shift control related to the continuously variable transmission unit 21 is on standby (step S203).
- step S203: No When it is determined that the shift control related to the continuously variable transmission unit 21 is not in standby (step S203: No), the simultaneous shift control unit 34 causes the hybrid machine control unit 32 to start shifting of the continuously variable transmission unit 21. Control (step S206). On the other hand, when it is determined that the shift control related to the continuously variable transmission unit 21 is on standby (step S203: Yes), the simultaneous shift control unit 34 determines whether the inertia phase of the shift of the stepped transmission unit 22 has started. Is determined (step S204).
- step S204: Yes When it is determined that the inertia phase of the shift of the stepped transmission unit 22 has started (step S204: Yes), the simultaneous transmission control unit 34 causes the hybrid machine control unit 32 to start shifting of the continuously variable transmission unit 21. Control is performed (step S205). On the other hand, when it is determined that the inertia phase of the shift of the stepped transmission unit 22 has not been started (step S204: No), the electronic control unit 30 once ends the process.
- a third embodiment of the power transmission device of the present invention will be described with reference to FIGS. 11 and 12.
- the third embodiment is the same as the configuration of the first embodiment except that the simultaneous shift control process executed by the electronic control unit is different. Accordingly, the description of the third embodiment that is the same as that of the first embodiment is omitted, and common portions in the drawings are denoted by the same reference numerals, and only the points that are basically different are shown in FIGS. 11 and 12. The description will be given with reference.
- the shift of the continuously variable transmission unit and the shift of the stepped transmission unit are executed at the same time. If there is a battery limit, the following matters are known.
- the shift of the stepped transmission unit is completed before the shift of the continuously variable transmission unit, the shift of the continuously variable transmission unit is hindered, so that the shift period becomes relatively long and a driving force level difference occurs (see FIG. 11)
- FIG. 11 Refer to the data relating to “at the start of torque phase”, “at the start of inertia phase” and “during the inertia phase” after 0.8 seconds in the time chart related to “AT output torque” of 11).
- FIG. 11 is an example of a time chart when the shift start timing of the continuously variable transmission unit is changed when there is a battery limitation.
- the meanings of “waiting for constant pressure”, “at the start of torque phase”, “at the start of inertia phase” and “during inertia phase” are the same as in FIG.
- the simultaneous transmission control unit 34 ends the shift control related to the stepped transmission unit 22.
- the hybrid control unit 32 and the stepped transmission control unit 33 are controlled so that the shift control related to the continuously variable transmission unit 21 ends.
- the simultaneous shift determination means 331 determines whether there is a request for simultaneous shift based on the signal output from the shift switching device 41 or the signal output from the hybrid control means 32 (step). S301). When it is determined that there is no request for simultaneous shifting (step S301: No), the electronic control unit 30 ends the process.
- step S301: Yes when it is determined that there is a request for simultaneous shifting (step S301: Yes), the simultaneous shifting control means 34 determines whether or not there is a battery limit (step S302). If it is determined that there is no battery limit (step S302: No), the electronic control unit 30 ends the process. On the other hand, when it is determined that there is a battery limit (step S302: Yes), the shift time calculation unit 333 calculates the shift time (T_at) related to the stepped transmission unit 22 (step S303). In parallel with the process of step S303, the shift time calculation means 322 calculates the shift time (T_ths) related to the continuously variable transmission 21 (step S304).
- the simultaneous shift control means 34 determines whether or not the shift time (T_at) related to the stepped transmission unit 22 is longer than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S305). When it is determined that the shift time (T_at) related to the stepped transmission unit 22 is longer than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S305: Yes), the simultaneous shift control unit 34 The hybrid control means 32 and the stepped transmission control means 33 are respectively controlled so as to start shifting of the 21 and stepped transmission unit 22 (step S306).
- step S305 when it is determined that the shift time (T_at) related to the stepped transmission unit 22 is shorter than the shift time (T_ths) related to the continuously variable transmission unit 21 (step S305: No), the simultaneous shift control unit 34 Controls the hybrid machine control means 32 to start shifting of the continuously variable transmission unit 21 (step S307).
- the simultaneous shift control means 34 after the elapse of time (T_ths-T_at) obtained by subtracting the shift time (T_at) related to the stepped transmission 22 from the shift time (T_ths) related to the continuously variable transmission 21
- the stepped transmission control means 33 is controlled so as to start shifting of the part 22 (step S308).
- shift time (T_at) related to the stepped transmission unit 22 and the shift time (T_ths) related to the continuously variable transmission unit 21 may be included in either case.
- SYMBOLS 1 Power transmission device, 10 ... Engine, 11 ... Inverter, 12 ... Power storage device, 21 ... Continuously variable transmission unit, 22 ... Stepped transmission unit, 24, 25, 26 ... Planetary gear mechanism, 30 ... Electronic control unit, 31 ... Engine control means, 32 ... hybrid control device, 33 ... stepped transmission control means, 34 ... simultaneous transmission control means, 35 ... hydraulic control circuit, 41 ... shift switching device
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Abstract
Description
本発明に係る動力伝達装置の第1実施形態を、図1乃至図9を参照して説明する。
本発明の動力伝達装置に係る第2実施形態を、図10のフローチャートを参照して説明する。第2実施形態では、電子制御装置が実行する同時変速制御処理が異なる以外は、第1実施形態の構成と同様である。よって、第2実施形態について、第1実施形態と重複する説明を省略すると共に、図面上における共通箇所には同一符号を付して示し、基本的に異なる点についてのみ、図10を参照して説明する。
本発明の動力伝達装置に係る第3実施形態を、図11及び図12を参照して説明する。第3実施形態では、電子制御装置が実行する同時変速制御処理が異なる以外は、第1実施形態の構成と同様である。よって、第3実施形態について、第1実施形態と重複する説明を省略すると共に、図面上における共通箇所には同一符号を付して示し、基本的に異なる点についてのみ、図11及び図12を参照して説明する。
Claims (5)
- 車両に搭載され、無段変速部と有段変速部とを備える動力伝達装置であって、
前記無段変速部及び前記有段変速部各々への変速要求が同時期に検知されたことを条件に、前記無段変速部及び前記有段変速部各々の変速終了タイミングが同期するように、前記無段変速部の変速に係る制御である第1変速制御と、前記有段変速部の変速に係る制御である第2変速制御とを夫々開始する制御手段を備える
ことを特徴とする動力伝達装置。 - 前記制御手段は、前記無段変速部及び前記有段変速部各々の変速終了タイミングが同期するように、前記第1変速制御及び前記第2変速制御を開始する場合であって、前記第1変速制御及び前記第2変速制御のうち少なくとも一方の制御が実際に開始された時点と、前記少なくとも一方の制御の開始が予定された時点との間にずれが生じた場合、前記有段変速部の変速のイナーシャ相開始時又はイナーシャ相中に前記無段変速部の変速レートを変更することを特徴とする請求項1に記載の動力伝達装置。
- 前記制御手段は、
前記第1変速制御にかかる時間である第1変速時間と、前記第2変速制御にかかる時間である第2変速時間とを演算する演算手段を含み、
前記無段変速部及び前記有段変速部各々の変速終了タイミングが同期するように、前記演算された第1変速時間と前記演算された第2変速時間との差分に応じて、前記第1変速制御及び前記第2変速制御を夫々開始する
ことを特徴とする請求項1に記載の動力伝達装置。 - 前記無段変速部は、
複数の回転要素を含む差動機構と、
前記複数の回転要素のうち一の回転要素に接続された第1電動機と、
前記複数の回転要素のうち他の回転要素に接続された第2電動機と
を有することを特徴とする請求項1に記載の動力伝達装置。 - 前記無段変速部及び前記有段変速部は、前記車両の動力源と前記車両の出力軸との間に、互いに直列に接続されていることを特徴とする請求項1に記載の動力伝達装置。
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JP2012502949A JP5534001B2 (ja) | 2010-03-05 | 2010-03-05 | 動力伝達装置 |
US13/574,917 US8892319B2 (en) | 2010-03-05 | 2010-03-05 | Power transmitting apparatus |
PCT/JP2010/053664 WO2011108114A1 (ja) | 2010-03-05 | 2010-03-05 | 動力伝達装置 |
CN201080065205.8A CN102792067B (zh) | 2010-03-05 | 2010-03-05 | 动力传递装置 |
DE112010005354T DE112010005354T5 (de) | 2010-03-05 | 2010-03-05 | Kraftübertragungsvorrichtung |
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PCT/JP2010/053664 WO2011108114A1 (ja) | 2010-03-05 | 2010-03-05 | 動力伝達装置 |
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US (1) | US8892319B2 (ja) |
JP (1) | JP5534001B2 (ja) |
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JP2017197159A (ja) * | 2016-04-30 | 2017-11-02 | トヨタ自動車株式会社 | 車両の変速制御装置 |
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EP3126714B1 (en) * | 2014-04-03 | 2020-05-06 | Toyota Jidosha Kabushiki Kaisha | Control system for vehicle |
CN106415081B (zh) * | 2014-06-16 | 2018-12-11 | 沃尔沃卡车集团 | 用于控制车辆变速器的促动器的方法 |
JP6531946B2 (ja) * | 2015-10-09 | 2019-06-19 | 日立オートモティブシステムズ株式会社 | 電動車両の制御装置、電動車両の制御システム及び電動車両の制御方法 |
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- 2010-03-05 DE DE112010005354T patent/DE112010005354T5/de not_active Ceased
- 2010-03-05 WO PCT/JP2010/053664 patent/WO2011108114A1/ja active Application Filing
- 2010-03-05 JP JP2012502949A patent/JP5534001B2/ja active Active
- 2010-03-05 US US13/574,917 patent/US8892319B2/en active Active
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008230367A (ja) * | 2007-03-19 | 2008-10-02 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
JP2009067120A (ja) * | 2007-09-11 | 2009-04-02 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2017198330A (ja) * | 2016-04-30 | 2017-11-02 | トヨタ自動車株式会社 | 車両の変速制御装置 |
JP2017197159A (ja) * | 2016-04-30 | 2017-11-02 | トヨタ自動車株式会社 | 車両の変速制御装置 |
Also Published As
Publication number | Publication date |
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US20120323456A1 (en) | 2012-12-20 |
US8892319B2 (en) | 2014-11-18 |
CN102792067B (zh) | 2014-12-10 |
JPWO2011108114A1 (ja) | 2013-06-20 |
CN102792067A (zh) | 2012-11-21 |
DE112010005354T5 (de) | 2012-12-13 |
JP5534001B2 (ja) | 2014-06-25 |
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