WO2012096340A1 - 無段変速装置 - Google Patents
無段変速装置 Download PDFInfo
- Publication number
- WO2012096340A1 WO2012096340A1 PCT/JP2012/050474 JP2012050474W WO2012096340A1 WO 2012096340 A1 WO2012096340 A1 WO 2012096340A1 JP 2012050474 W JP2012050474 W JP 2012050474W WO 2012096340 A1 WO2012096340 A1 WO 2012096340A1
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- WIPO (PCT)
- Prior art keywords
- continuously variable
- variable transmission
- input
- learning
- speed
- Prior art date
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/664—Friction gearings
- F16H61/6648—Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
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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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/40—Output shaft speed
Definitions
- the present invention is an improvement of a continuously variable transmission incorporating a toroidal continuously variable transmission used as an automatic transmission for a vehicle, an automatic transmission for a construction machine, or an automatic transmission for a generator used in an aircraft or the like. About.
- Toroidal continuously variable transmissions used as automatic transmissions for automobiles have been published in many publications such as Japanese Patent Application Laid-Open No. 2001-317601 and Hirohisa Tanaka “Toroidal CVT” Corona Corporation (July 13, 2000). Are well known and implemented in part.
- Such a toroidal-type continuously variable transmission is composed of an input-side disk and an output-side disk whose axial side surfaces facing each other are toroidal curved surfaces, and a plurality of power rollers sandwiched between these disks. . During operation, the rotation of the input side disk is transmitted to the output side disk via these power rollers.
- Each of these power rollers is rotatably supported by a support member such as a trunnion, and these support members are respectively centered on pivots that are twisted with respect to the central axes of the input side and output side disks. Oscillating displacement is supported freely.
- the support member is displaced in the axial direction of the pivot by a hydraulic actuator.
- the supply and discharge of pressure oil to and from the actuator is controlled by a control valve. At the same time, the movement of the support member is fed back to the control valve.
- the rotation state of the output shaft can be converted into forward rotation and reverse rotation with the input shaft rotated in one direction with the stop state interposed therebetween.
- the speed ratio of the toroidal type continuously variable transmission near this value (geared neutral point, GN value) that can realize the stop state of the output shaft. Even if the ratio changes slightly, the state of power transmitted to the output shaft changes greatly. For this reason, it is necessary to perform the gear ratio control of the toroidal type continuously variable transmission with high accuracy.
- the shift lever when the vehicle is stopped, the shift lever is moved from a non-traveling state such as P range (parking position) or N range (neutral position) to D range (normal forward position), L range (high drive forward position) or R range.
- a non-traveling state such as P range (parking position) or N range (neutral position)
- D range normal forward position
- L range high drive forward position
- R range low range
- the driving force (which is greater than expected) Creep force) may be transmitted, and the vehicle may start to move or a driving force in the direction opposite to the driver's intention may be transmitted.
- the number of parts incorporated in the toroidal-type continuously variable transmission is large, and the dimensional accuracy and assembly accuracy of many of these parts affect the gear ratio of the toroidal-type continuously variable transmission. For this reason, it is conceivable that individual differences occur in the gear ratio of the toroidal type continuously variable transmission that can realize a state where the gear ratio is infinite obtained by design calculation. In addition, it is conceivable that the speed ratio of the toroidal-type continuously variable transmission capable of realizing an infinite speed ratio may change its characteristics due to changes in components over time (slight plastic deformation), etc. .
- Japanese Patent Application Laid-Open No. 2004-308553 discloses a stepping motor step position in which the output shaft can be stopped while the input shaft is rotated on the condition that the shift lever is selected in the non-traveling state. It is described that the controller has a function of learning. Specifically, on the condition that the shift lever is selected in the non-running state, the rotational speed of the input side disk and the rotational speed of the output side disk constituting the toroidal type continuously variable transmission are respectively measured by rotation sensors. To detect. The controller is based on an actual speed ratio (rotation speed of the input side disk / rotation speed of the output side disk) determined from the rotational speeds of the input side and output side disks and the speed ratio of the planetary gear type transmission.
- the rotational speed of the output shaft in the non-running state is obtained.
- the step position (driving amount) of the stepping motor is adjusted so that the rotational speed of the output shaft is zero, and the gear ratio of the toroidal continuously variable transmission is adjusted.
- the step position when the rotational speed of the output shaft becomes zero is learned and stored in the memory of the controller, and the learning control is completed.
- the gear ratio control of the toroidal type continuously variable transmission is performed based on the adjusted step position (learned value).
- the gear ratio control can be performed with high accuracy without being affected by individual differences in the components of the toroidal-type continuously variable transmission or changes over time.
- the rotational speed of the engine fluctuates, and the rotation states of the input side and output side disks used for learning the step position If becomes unstable, the step position may not be accurately learned. For example, a state where the driver is continuously depressing and releasing the accelerator pedal (depressing the accelerator pedal), a state where the amount of depression of the accelerator pedal is changed (increase or decrease), or the accelerator In the state immediately after the pedal is released, the engine speed fluctuates even if the shift lever is selected to the non-traveling state.
- the gear ratio control may start with the stepping motor step position deviating from the proper position for stopping the output shaft, which not only impairs the gear change feeling but also the worst case.
- the vehicle starts to move in the direction opposite to the selection position of the shift lever.
- it is necessary to provide a separate fail-safe mechanism.
- the step position of the stepping motor in such a continuously variable transmission is not as long as backup control is not performed when the engine speed becomes unstable. It is difficult to ensure sufficient reliability of the learning value for
- JP 2001-317601 A JP 2003-307266 A JP 2004-308553 A
- the present invention is a continuously variable transmission incorporating a toroidal type continuously variable transmission, and the reliability of a learned value related to the position of an adjustment member serving as a reference for transmission ratio control of the toroidal type continuously variable transmission. It aims at realizing the structure which can secure the property.
- the continuously variable transmission of the present invention includes an input shaft, an output shaft, a toroidal continuously variable transmission, a gear-type differential unit, and a controller.
- the output of the engine is input to the input shaft.
- the power transmitted to the input shaft is transmitted to the output shaft through the toroidal continuously variable transmission and the gear-type differential unit.
- the toroidal-type continuously variable transmission includes an input-side disk that is rotationally driven by the input shaft, an output-side disk that is concentrically supported by the input-side disk and that is freely rotatable relative to the input-side disk; A plurality of power rollers sandwiched between the input side and output side disks, a plurality of support members rotatably supporting these power rollers, and the input side disks are displaced by displacing these support members An actuator for changing the transmission ratio between the output side disk and the output side disk, a control unit having an adjusting member for controlling the displacement direction and the displacement amount of the actuator in order to set the transmission ratio to a desired value, and the input side disk An input side rotation sensor for detecting the rotation speed of the output side disk and an output side rotation sensor for detecting the rotation speed of the output side disk Equipped with a.
- the gear-type differential unit includes a plurality of gears, a first input unit that is rotationally driven by the input shaft together with the input side disc, and a second input unit connected to the output side disc. The rotation corresponding to the speed difference between the first and second input parts is taken out and transmitted to the output shaft.
- the controller is for controlling a change in the gear ratio of the toroidal-type continuously variable transmission, and includes an engine control unit (ECU), By adjusting the gear ratio of the toroidal continuously variable transmission and changing the relative displacement speeds of the plurality of gears, the rotation state of the output shaft is maintained while the input shaft is rotated in one direction.
- a second gear ratio of the toroidal-type continuously variable transmission is calculated based on the rotational speed of the input-side disk determined by the input-side rotation sensor and the rotational speed of the output-side disk determined by the output-side rotation sensor.
- the transmission gear ratio of the toroidal type continuously variable transmission is adjusted to a state where the rotational speed of the output shaft becomes zero, and the adjustment member in this state is adjusted.
- a third function for performing learning control that learns and stores the position as a position where the output shaft can be stopped while the input shaft is rotated.
- the controller determines whether or not the engine speed is unstable. If it is determined that it is unstable, the learning control by the third function is prohibited from being executed.
- the learning permission condition for executing the learning control by the third function includes that the rotational speed of the engine does not fluctuate beyond a fluctuation amount that can normally occur during idling.
- the engine speed is set to a value higher than the target idle speed set by the controller in the learning permission condition for executing the learning control by the third function. It is included that it is lower than the set upper limit rotational speed.
- the learning permission condition for executing the learning control by the third function includes that the opening degree of the accelerator device is 0%.
- the learning permission condition for executing the learning control by the third function includes that the opening degree of the accelerator device is 0%
- the learning permission condition includes a state where the opening degree of the accelerator device is 0%.
- a predetermined time required until the engine speed is stabilized at the idle speed after the opening degree of the accelerator device is operated to 0% is included.
- the adjusting member in the state where the engine speed that affects the rotational speeds of the input side and output side disks for calculating the transmission ratio of the toroidal type continuously variable transmission is unstable, the adjusting member It can prevent effectively that the learning regarding a position will be performed. For this reason, the position of the adjusting member that can realize an infinite gear ratio regardless of the detection timing deviation by the rotation sensor for detecting the rotational speed of the input side and output side disks, the detection cycle by the controller, etc. Can be learned accurately. As a result, the reliability of the learned value relating to the position of the adjusting member, which is obtained based on the third function of the controller, can be ensured.
- the learning permission condition for executing the learning control by the third function of the controller is that the opening of the accelerator device is 0%, and the engine rotation is performed after the accelerator device is operated to 0%.
- the engine rotation speed is 0% despite the accelerator opening being 0%, as in the state immediately after the accelerator pedal is released. It is possible to effectively prevent the learning control from being executed in a state where the number is still fluctuating (decreasing), and the reliability of the learning value relating to the position of the adjusting member can be further improved.
- FIG. 1 is a block diagram of a continuously variable transmission that shows a first example of an embodiment of the present invention.
- FIG. 2 is a hydraulic circuit diagram showing a mechanism for adjusting the gear ratio of the toroidal type continuously variable transmission incorporated in the continuously variable transmission of the first example of the embodiment of the present invention.
- FIG. 3 is a flowchart showing an operation which is a feature of the first example of the embodiment of the present invention.
- FIG. 4 shows the engine speed (rotation speed), the accelerator opening / closing state, and the set upper limit speed (rotation speed) for explaining the learning state related to the step position of the first example of the embodiment of the present invention. It is a figure which shows a relationship.
- FIG. 5 is a flowchart showing an operation which is a feature of the second example of the embodiment of the present invention.
- FIG. 6 is a flowchart showing an operation which is a feature of the third example of the embodiment of the present invention.
- FIG. 1 to 4 show a first example of an embodiment of the present invention.
- a thick arrow indicates a power transmission path
- a solid line indicates a hydraulic circuit
- a broken line indicates an electric circuit.
- the continuously variable transmission of this example basically has an input shaft 3, an output shaft 14, a toroidal continuously variable transmission 4, and a gear type differential unit (planetary gear type) as in the conventional device.
- a controller 11 for controlling the gear ratio of the toroidal-type continuously variable transmission 4.
- the toroidal continuously variable transmission 4 basically includes an input side disk 6, an output side disk 8, a plurality of power rollers 7, and a plurality of support members (not shown) such as trunnions. , An actuator 19, a control unit (control valve device) 20, an input side rotation sensor 9, and an output side rotation sensor 10.
- the support member can rotatably support each of the power rollers 7 and can be freely oscillated and displaced about the pivot on which the support member is supported. At the same time, the support member can be displaced in the axial direction of the pivot.
- other well-known members such as a carriage, are also employable.
- the input side disk 6 is rotationally driven by the input shaft 3 together with the first input portion of the planetary gear type transmission 12. More specifically, the output of the engine 1 is input to the input shaft 3 via the damper 2, and the power transmitted to the input shaft 3 is a hydraulic pressure that constitutes the toroidal continuously variable transmission 4. It is transmitted from the device 5 to the input side disk 6.
- the output side disk 8 is supported concentrically with the input side disk 6 so as to be rotatable relative to the input side disk 6 and connected to the second input portion of the planetary gear type transmission 12. Yes.
- Each of the power rollers 7 is rotatably supported by the trunnion as the support member, and is sandwiched between the input side disk 6 and the output side disk 8.
- the power transmitted to the input side disk 6 is transmitted to the output side disk 8 via the power roller 7.
- the rotational speed of the input side disk 6 is measured by the input side rotational sensor 9, and the rotational speed of the output side disk 8 is measured by the output side rotational sensor 10, and is input to the controller 11, and the input side disk 6 and the output side disk are measured.
- the gear ratio between the disks 8 is calculated.
- the actuator 19 displaces the trunnion (not shown) in the axial direction of the pivot (not shown) based on the supply / discharge state of the pressure oil, so that the input side disk 6 and the output side The gear ratio with the disk 8 is changed.
- the control valve device 20 as a control unit controls the displacement direction and the displacement amount of the actuator 19 in order to set the transmission ratio between the input side disk 6 and the output side disk 8 to a desired value.
- the adjustment member stepping motor 24
- it is constituted by a loading pressure control electromagnetic on-off valve 25, a mode switching control electromagnetic on-off valve 26, and a control valve device (control valve 21) whose operation state can be switched by these. .
- the adjustment member means a member that is driven based on a control signal from the controller 11 and changes (adjusts) the switching state of the control valve 21 that constitutes the control unit.
- the adjustment member is a stepping motor. 24 is used, but a servo motor may be used as an adjustment member.
- the planetary gear type transmission 12 which is a gear type differential unit, is configured by combining a plurality of gears. By being driven to rotate by the input shaft 3, the power transmitted to the input shaft 3 is directly transmitted. And a second input to which the power transmitted to the input shaft 3 is transmitted via the toroidal continuously variable transmission 4. A part. Then, the differential component (rotation corresponding to the speed difference between the first and second input portions) of the constituent members of the planetary gear type transmission 12 is extracted to the output shaft 14 via the clutch device 13.
- one planetary gear type transmission can be used alone, regardless of whether it is a single pinion type or a double pinion type, or a plurality of planetary gear type transmissions can be combined. It can also be used.
- the output shaft rotation sensor 17 detects the rotation speed of the output shaft 14 and provides a fail-safe for determining whether the input side rotation sensor 9 and the output side rotation sensor 10 are defective. It is possible.
- the oil pump 18 is driven by the power extracted from the damper 2, and the pressure oil discharged from the oil pump 18 is controlled by a control unit for controlling the displacement amount of the pressing device 5 and the actuator 19 (see FIG. 2).
- a control valve device 20 can be fed freely.
- a control valve 21 constituting the control valve device 20 controls supply and discharge of hydraulic pressure to and from the actuator 19.
- the hydraulic pressure in a pair of hydraulic chambers 22a and 22b (see FIG. 2) provided in the actuator 19 is detected by a hydraulic sensor 23 (shown as a pair of hydraulic sensors 23a and 23b in FIG. 2).
- the detection signal is input to the controller 11.
- the controller 11 calculates a torque (passing torque) that passes through the toroidal-type continuously variable transmission 4 based on a signal from the hydraulic sensor 23 (hydraulic sensors 23a and 23b).
- control valve device 20 includes a stepping motor 24 that is a drive member (adjustment member) of the control valve 21, a loading pressure control electromagnetic switching valve 25, and a mode switching control electromagnetic switching valve 26 (FIG. 2).
- the operating state can be switched by the low-speed clutch solenoid valve 27 and the high-speed clutch solenoid valve 28) shown in FIG.
- the stepping motor 24, the loading pressure control electromagnetic on-off valve 25, and the mode switching control electromagnetic on-off valve 26 are all switched in their operating states based on a control signal from the controller 11.
- the controller 11 is constituted by a microcomputer such as an engine control unit (ECU), and in addition to signals from the input side rotation sensor 9, output side rotation sensor 10, output shaft rotation sensor 17 and hydraulic pressure sensor 23, an oil temperature sensor 29.
- a position signal of the position switch 30, a detection signal of the accelerator sensor 31, a signal of the brake switch 32, and the like are input.
- the oil temperature sensor 29 detects the temperature of the lubricating oil (traction oil) in the casing that houses the continuously variable transmission.
- the position switch 30 emits a signal indicating an operation position (selection position) of a shift lever (operation lever) provided in the driver's seat for switching the manual hydraulic pressure switching valve 33 (see FIG. 2).
- the accelerator sensor 31 is for detecting the opening degree of the accelerator pedal.
- the brake switch 32 detects that the brake pedal has been depressed, and issues a signal indicating that.
- the controller 11 Based on the signals from the switches and sensors as described above, the controller 11 sends control signals to the stepping motor 24, the loading pressure control electromagnetic on-off valve 25, and the mode switching control electromagnetic on-off valve 26. In addition, a control signal for controlling the engine 1 is sent. Then, the transmission ratio between the input shaft 3 and the output shaft 14 is controlled, or the torque (passing torque) applied to the output shaft 14 through the toroidal continuously variable transmission 4 when stopped or traveling at a low speed. To control.
- FIG. 2 shows a hydraulic circuit for controlling such a continuously variable transmission.
- the pressure oil sucked from the oil reservoir 34 and discharged by the oil pump 18 can be adjusted to a predetermined pressure by the pressure regulating valves 35a and 35b.
- the adjustment pressure by the pressure regulating valve 35a for adjusting the hydraulic pressure sent to the manual hydraulic pressure switching valve 33 side can be adjusted based on the opening / closing of the electromagnetic pressure regulating valve 25 for loading pressure control. Yes.
- the pressure oil whose pressure is adjusted by the pressure regulating valves 35 a and 35 b can be sent to the actuator 19 via the control valve 21.
- This pressure oil is fed into the hydraulic chamber of the low speed clutch 15 or the high speed clutch 16 constituting the clutch device 13 via the manual hydraulic pressure switching valve 33 and the low speed clutch electromagnetic valve 27 or the high speed clutch electromagnetic valve 28. It is free.
- the low speed clutch 15 is connected when realizing a low speed mode in which the reduction gear ratio is increased (including an infinite gear ratio), and is disconnected when realizing a high speed mode in which the reduction gear ratio is reduced.
- the high speed clutch 16 is disconnected when realizing the low speed mode and is connected when realizing the high speed mode.
- the pressure oil supply / discharge states to the low speed clutch 15 and the high speed clutch 16 are respectively detected by the hydraulic pressure sensors 23 c and 23 d, and detection signals are input to the controller 11.
- This controller 11 basically has (1) By adjusting the gear ratio of the toroidal-type continuously variable transmission 4 and changing the relative displacement speeds of a plurality of gears constituting the gear-type transmission 12 as a differential unit, the input shaft 3 A first function for converting the rotation state of the output shaft 14 into the normal rotation and the reverse rotation with the stop state sandwiched in a state rotated in the direction; (2) The transmission ratio (input) of the toroidal continuously variable transmission 4 is determined based on the rotational speed of the input side disk 6 obtained by the input side rotational sensor 9 and the rotational speed of the output side disk 8 obtained by the output side rotational sensor 10.
- the controller 11 determines whether or not the rotational speed (rotation speed) of the engine 1 is unstable. Learning control, that is, learning control related to the step position of the stepping motor 24 is prohibited. Such functions of the controller 11 will be described with reference to the flowchart of FIG. The operation shown in this flowchart is automatically repeated (start ⁇ each step ⁇ end ⁇ start ⁇ %) From when the ignition switch is turned on until it is turned off. In other words, when learning control has never been executed (immediately after turning on the ignition switch), while learning control is being executed (step position is being adjusted), and after learning control has been completed (output shaft) 14), the operation shown in this flowchart is repeated.
- step 1 the controller 11 determines whether or not the traveling speed of the vehicle is zero. This determination is made based on a signal from the output shaft rotation sensor 17 or a speed sensor (not shown). Then, unless the traveling speed of the vehicle is zero, the process does not proceed to the next step 2 but proceeds to step 6 described later.
- the process proceeds to the subsequent step 2 to determine whether or not the non-driving state is selected. This determination is made based on a signal from the position switch 30. Based on the signal from the position switch 30, when the operation position of the shift lever provided in the driver's seat is the P range or the N range, it is determined that the non-driving state is selected, and otherwise It is determined that the non-running state is not selected. Then, unless the non-running state is selected, the process does not proceed to the next step 3 but proceeds to step 6 described later.
- the process proceeds to the next step 3 to determine whether or not the accelerator pedal is in a fully closed state. This determination is performed based on a signal from the accelerator sensor 31. Based on the signal from the accelerator sensor 31, when the opening degree of the accelerator pedal is 0%, it is determined that the accelerator pedal is fully closed, and in other cases, it is determined that the accelerator pedal is not fully closed. Then, unless the accelerator pedal is fully closed, the process does not proceed to the next step 4 but proceeds to step 6 described later. In such step 3, only when the accelerator opening is not 0% (the accelerator pedal is depressed) is excluded from the subject of the learning control relating to the step position.
- the amount of depression of the accelerator pedal is not limited. Even when the amount of depression is constant and the engine 1 does not change (are unlikely) to change (range B in FIG. 4), it is excluded from the subject of learning control related to the step position. However, the state in which the rotational speed of the engine 1 is decreasing (range C in FIG. 4) despite the accelerator opening being 0% just after the accelerator pedal is released is the subject of learning control. Is not excluded.
- step 3 If it is determined in step 3 that the accelerator pedal is fully closed, the process proceeds to the subsequent step 4 where the engine speed (rotation speed) fluctuates beyond the amount of fluctuation that can normally occur during idling. Determine whether or not. Specifically, it is determined that the rotational speed of the engine 1 does not fluctuate beyond a fluctuation amount that can normally occur during idling, unless both conditions 1 and 2 described later are satisfied.
- Condition 1 The engine speed fluctuates beyond the fluctuation range of the specified idle speed
- Condition 2 The fluctuating frequency of the engine speed is not less than a specified value (the fluctuation cycle is not more than a specified value)
- condition 1 for example, when the specified idle speed which is a catalog value different for each engine is 800 to 850 min ⁇ 1 , the speed of the engine 1 is a fluctuation range 50 min which is a difference between the maximum speed and the minimum speed. Judge whether it is fluctuating over -1 .
- the specified value which is a tuning value, is set to 2 Hz, for example, according to the temperature of the traction oil at that time and the model of the engine obtained by the oil temperature sensor 29, and the rotational speed of the engine 1 It is determined whether or not the fluctuation frequency is 2 Hz or more.
- the specified value is determined from the viewpoint of whether or not it is easily affected by a shift in the detection timing of the rotation sensors 9 and 10 and a control cycle.
- step 4 when the engine speed such as the range C shown in FIG.
- step 3 that cannot be excluded from the learning control target in step 3 fluctuates beyond the fluctuation amount that can normally occur during idling, In the case where the fluctuation frequency of the engine speed is likely to be affected by a shift in detection timing, a control cycle, or the like, it is excluded from the target of learning control.
- step 4 If it is determined in step 4 that the rotational speed of the engine 1 does not vary beyond the amount of fluctuation that can normally occur during idling, then in step 5 a step for realizing an infinite gear ratio state
- the learning control regarding the position is permitted and the learning control is executed.
- the transmission ratio of the toroidal-type continuously variable transmission 4 is set to a transmission ratio (geared neutral transmission ratio) ⁇ ⁇ (threshold) that makes the rotation speed of the output shaft 14 zero. Adjust to range.
- This geared neutral gear ratio is obtained by calculation based on the gear ratios of the gears constituting the planetary gear type transmission 12, and has a value of about 1.306, for example. For this reason, ⁇ 0.01 is set as the threshold, and the transmission ratio of the toroidal type continuously variable transmission 4 is adjusted within the range of 1.306 ⁇ 0.01.
- the stepping motor 24 is not driven to a specific step position (predetermined learning value), but the gear ratio of the toroidal continuously variable transmission 4 is in the range of 1.306 ⁇ 0.01.
- the step position of the stepping motor 24 in the entered state is set as a reference value for speed ratio control. Therefore, while the learning control is being executed, the REAL indicating the current step position of the stepping motor 24 is displayed.
- the actual adjustment of the gear ratio of the toroidal type continuously variable transmission 4 includes detection signals from the input side rotation sensor 9 and the output side rotation sensor 10 (the rotation speed N ID of the input side disk 6 and the rotation speed of the output side disk 8).
- N OD observing the transmission ratio of the toroidal type continuously variable transmission 4 calculated based on the second function of the controller 11
- the number of steps of the stepping motor 24 is counted in relation to the direction in which the stepping motor 24 is driven. For example, when the stepping motor 24 is driven to the Low side for one step, a value (GN) indicating the step position (number of steps) of the stepping motor 24 being learned.
- step 4 determines whether the rotational speed of the engine 1 has fluctuated beyond the amount of fluctuation that can normally occur during idling.
- the learning permission conditions in steps 1 to 3 described above are used.
- the learning value related to the step position of the stepping motor 24 that is a reference for the transmission ratio control of the toroidal continuously variable transmission 4. Can be ensured. That is, in the case of this example, in step 3, the case where the accelerator pedal that is likely to change the rotation speed of the engine 1 is stepped on is excluded from the subject of the learning control related to the step position, and the subsequent step 4 Thus, for example, immediately after the accelerator pedal is released, even when the accelerator opening is 0%, the rotation speed of the engine 1 fluctuates beyond a fluctuation amount that can normally occur during idling. Exclude from learning control.
- FIG. 5 shows a second example of the embodiment of the present invention.
- the feature of this example is that the condition (learning permission condition) for determining whether or not the rotational speed of the engine 1 (see FIG. 1) is stable is different from that in the first example of the embodiment. It is in the point. About another structure and an effect, it is the same as that of the 1st example of this embodiment.
- step 1 the controller 11 (see FIG. 1) determines whether or not the traveling speed of the vehicle is 0. Whether or not the state is selected is determined, and in step 3, it is determined whether or not the accelerator pedal is in a fully closed state, which is the same as the first example of the embodiment. Similarly, in each step, unless the respective conditions are satisfied, the process proceeds to step 6 without proceeding to the next step.
- step 3 when the accelerator pedal is fully closed in step 3, the process proceeds to the subsequent step 4, where the rotational speed of the engine 1 is set to a value higher than the target idle rotational speed set by the controller 11.
- Setting upper limit speed ⁇ ENG GN target idle speed (TRGET IDLE) + X ⁇ .
- target idle speed is the engine speed set by the controller (based on a map or the like) according to the engine coolant temperature, the intake air temperature, the auxiliary machine rotation state, and the like. During warm-up operation, the value is set higher than during normal operation.
- the set upper limit rotational speed (ENG GN) as target idle speed (TRGET) can be determined as appropriate based on engine characteristics and the like (tuning value).
- the value of X is a little less than the target idle speed, which is reached after a relatively short time has elapsed from the high speed state immediately after the start of the engine, for example, passing in the process where the engine speed converges to the target idle speed.
- a value suitable for a high degree of rotation can be set. Specifically, in the case of a general ordinary passenger car, a value of about 300 to 500 min ⁇ 1 can be set.
- step 4 it is determined whether or not the rotational speed of the engine 1 is lower than the target idle rotational speed +400 min ⁇ 1 . This determination is based on the input side rotation sensor 9 (when the rotation of the crankshaft of the engine 1 is transmitted to the input shaft 3 and the input side disk 6 as it is) or the engine speed (rotation speed) on the tachometer in the driver's seat. This is based on a signal for display. Then, unless the rotational speed of the engine 1 is lower than the target idle rotational speed +400 min ⁇ 1 , the process proceeds to step 6 described later without proceeding to the next step 5. In such step 4, the engine speed and the set upper limit speed (ENG As shown in FIG. 4 showing the relationship with GN), the range C (state immediately after the accelerator pedal is released) that could not be excluded from the learning control target in step 3 is excluded from the learning control target. .
- ENG As shown in FIG. 4 showing the relationship with GN
- step 4 If it is determined in step 4 that the rotational speed of the engine 1 is lower than the set upper limit rotational speed, then in step 5, learning control relating to the step position for realizing the state of infinite gear ratio is permitted. Then, learning control is executed.
- the specific learning control method is the same as in the first example of the embodiment described above.
- step 6 learning control relating to the step position for realizing the state of infinite gear ratio is prohibited. To do. Then, the process proceeds to the end and returns to the start.
- step 3 the case where the accelerator pedal having a high possibility of fluctuation of the engine 1 is depressed is excluded from the learning control target related to the step position, and in the subsequent step 4. For example, immediately after the accelerator pedal is released, the case where the rotation speed of the engine 1 is equal to or higher than the set upper limit rotation speed even though the accelerator opening is 0% is excluded from the learning control target related to the step position.
- the reliability of the learning value related to the step position of the stepping motor 24 is ensured.
- FIG. 6 shows a third example of the embodiment of the present invention.
- the controller 11 (see FIG. 1) is provided with a timer function so that the accelerator pedal is fully closed for a predetermined time required for the engine speed to stabilize at the idle speed. This is because the execution of learning control is permitted only when Except for the learning permission condition for determining the engine speed in step 4, other configurations and operational effects are the same as those in the first example of the embodiment.
- Step 5 the determination of step 5 is repeated.
- the learning control is also permitted and the learning control is executed.
- the process proceeds to the end and returns to the start. Also in the case of this example, if it is determined that the learning permission conditions of Steps 1 to 3 are not satisfied, learning control related to the step position for realizing the state where the gear ratio is infinite is prohibited in Step 8. To do. Then, the process proceeds to the end and returns to the start.
- the continuously variable transmission incorporating the toroidal type continuously variable transmission of the present invention is not only an automatic transmission for automobiles, but also other automatic transmissions for vehicles, automatic transmissions for construction machinery, aircraft (fixed wing machines, rotary blades) It can be widely applied to automatic transmissions for generators used in aircraft, airships, etc.
Abstract
Description
前記トロイダル型無段変速機の変速比を調節して、前記複数の歯車の相対的変位速度を変化させることにより、前記入力軸を一方向に回転させた状態のまま、前記出力軸の回転状態を、停止状態を挟んで正転および逆転に変換する第一の機能と、
前記入力側回転センサにより求められる前記入力側ディスクの回転速度と、前記出力側回転センサにより求められる前記出力側ディスクの回転速度とにより、前記トロイダル型無段変速機の変速比を算出する第二の機能と、
所定の学習許可条件が満たされていることを条件に、前記出力軸の回転速度が0となる状態に、前記トロイダル型無段変速機の変速比を調節し、この状態での前記調整部材の位置を、前記入力軸を回転させたまま前記出力軸を停止させられる位置として学習し記憶する、学習制御を行う第三の機能とを有するものである。
図1~図4は、本発明の実施の形態の第1例を示している。なお、図1のブロック図において、太矢印は動力の伝達経路を、実線は油圧回路を、破線は電気回路を、それぞれ示している。本例の無段変速装置は、従来の装置と同様に、基本的には、入力軸3と、出力軸14と、トロイダル型無段変速機4と、歯車式の差動ユニット(遊星歯車式変速機)12と、トロイダル型無段変速機4の変速比を制御するための制御器11を備える。
(1)トロイダル型無段変速機4の変速比を調節して、差動ユニットである歯車式変速機12を構成する複数の歯車の相対的変位速度を変化させることにより、入力軸3を一方向に回転させた状態のまま出力軸14の回転状態を、停止状態を挟んで、正転および逆転に変換する、第一の機能、
(2)入力側回転センサ9により求められる入力側ディスク6の回転速度と、出力側回転センサ10により求められる出力側ディスク8の回転速度とにより、トロイダル型無段変速機4の変速比(入力側ディスク6の回転速度/出力側ディスク8の回転速度)を算出する、第二の機能、および、
(3)所定の学習許可条件が満たされていることを条件に、出力軸14の回転速度が0(ゼロ)となる状態に、トロイダル型無段変速機4の変速比を調節し、この状態での制御ユニットを構成する調整部材の位置(たとえばステッピングモータ24のステップ位置)を、入力軸3を回転させたまま出力軸14を停止させられる位置として学習し記憶する、学習制御を行う、第三の機能、
を備える。
条件2:エンジン回転数の変動周波数が規定値以上(変動周期が規定値以下)であること
図5は、本発明の実施の形態の第2例を示している。なお、本例の特徴は、エンジン1(図1参照)の回転数が安定しているか否かを判定するための条件(学習許可条件)を、実施の形態の第1例の場合とは異ならせた点にある。その他の構成および作用効果については、この実施の形態の第1例と同様である。
図6は、本発明の実施の形態の第3例を示している。なお、本例の特徴は、制御器11(図1参照)にタイマー機能を持たせて、アクセルペダルが全閉の状態が、エンジン回転数がアイドル回転数に安定するのに要する所定時間継続している場合に限り、学習制御の実行を許可する点にある。ステップ4におけるエンジン回転数判定の学習許可条件を除き、その他の構成および作用効果については、実施の形態の第1例の場合と同様である。
2 ダンパ
3 入力軸
4 トロイダル型無段変速機
5 押圧装置
6 入力側ディスク
7 パワーローラ
8 出力側ディスク
9 入力側回転センサ
10 出力側回転センサ
11 制御器
12 遊星歯車式変速機
13 クラッチ装置
14 出力軸
15 低速用クラッチ
16 高速用クラッチ
17 出力軸回転センサ
18 オイルポンプ
19 アクチュエータ
20 制御弁装置
21 制御弁
22a、22b 油圧室
23、23a~23d 油圧センサ
24 ステッピングモータ
25 ローディング圧制御用電磁開閉弁
26 モード切換制御用電磁開閉弁
27 低速用クラッチ用電磁弁
28 高速用クラッチ用電磁弁
29 油温センサ
30 ポジションスイッチ
31 アクセルセンサ
32 ブレーキスイッチ
33 手動油圧切換弁
34 油溜
35a、35b 調整弁
Claims (7)
- 入力軸と、出力軸と、トロイダル型無段変速機と、歯車式の差動ユニットと、制御器とを備え、
前記入力軸は、エンジンの出力が入力されるものであり、
前記トロイダル型無段変速機は、前記入力軸により回転駆動される入力側ディスクと、この入力側ディスクと同心に、かつ、この入力側ディスクに対する相対回転を自在として支持された出力側ディスクと、これらの入力側および出力側ディスクの間に挟持された複数個のパワーローラと、これらのパワーローラを回転自在に支持した複数個の支持部材と、これらの支持部材を変位させて前記入力側ディスクと前記出力側ディスクとの間の変速比を変えるアクチュエータと、この変速比を所望値にするために、このアクチュエータの変位方向および変位量を制御する調整部材を有する制御ユニットと、前記入力側ディスクの回転速度を検出するための入力側回転センサと、前記出力側ディスクの回転速度を検出するための出力側回転センサとを備え、
前記歯車式の差動ユニットは、複数の歯車により構成され、前記入力側ディスクとともに前記入力軸により回転駆動される第一の入力部と、前記出力側ディスクに接続された第二の入力部とを備え、これらの第一および第二の入力部の間の速度差に応じた回転を取り出して、前記出力軸に伝達するものであり、
前記制御器は、前記トロイダル型無段変速機の変速比の変更を制御するためのものであって、
前記トロイダル型無段変速機の変速比を調節して、前記複数の歯車の相対的変位速度を変化させることにより、前記入力軸を一方向に回転させた状態のまま、前記出力軸の回転状態を、停止状態を挟んで正転および逆転に変換する第一の機能と、
前記入力側回転センサにより求められる前記入力側ディスクの回転速度と、前記出力側回転センサにより求められる前記出力側ディスクの回転速度とにより、前記トロイダル型無段変速機の変速比を算出する第二の機能と、
所定の学習許可条件が満たされていることを条件に、前記出力軸の回転速度が0となる状態に、前記トロイダル型無段変速機の変速比を調節し、この状態での前記調整部材の位置を、前記入力軸を回転させたまま前記出力軸を停止させられる位置として学習し記憶する、学習制御を行う第三の機能とを有するものであり、
前記第三の機能による学習制御を実行するための学習許可条件として、前記制御器により、前記エンジンの回転数が不安定であるか否かを判定し、不安定であると判定した場合には、第三の機能による前記学習制御が実行されることを禁止する、
無段変速装置。 - 前記第三の機能による学習制御を実行するための学習許可条件に、前記エンジンの回転数がアイドリング時に通常生じ得る変動量を超えて変動していないことが含まれる、請求項1に記載の無段変速装置。
- 前記第三の機能による学習制御を実行するための学習許可条件に、前記エンジンの回転数が前記制御器により設定される目標アイドル回転数よりも高い値に設定された設定上限回転数よりも低いことが含まれる、請求項1に記載した無段変速装置。
- 前記第三の機能による学習制御を実行するための学習許可条件に、アクセル装置の開度が0%であることが含まれる、請求項1に記載の無段変速装置。
- 前記第三の機能による学習制御を実行するための学習許可条件に、アクセル装置の開度が0%の状態で、このアクセル装置の開度が0%に操作されてからエンジン回転数がアイドル回転数に安定するまでに要する所定時間経過したことが含まれる、請求項4に記載の無段変速装置。
- 前記第三の機能による学習制御を実行するための学習許可条件に、前記エンジンの回転数がアイドリング時に通常生じ得る変動量を超えて変動していないことが含まれる、請求項4に記載の無段変速装置。
- 前記第三の機能による学習制御を実行するための学習許可条件に、前記エンジンの回転数が前記制御器により設定される目標アイドル回転数よりも高い値に設定された設定上限回転数よりも低いことが含まれる、請求項4に記載した無段変速装置。
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BR112013017780A BR112013017780A2 (pt) | 2011-01-14 | 2012-01-12 | transmissão continuamente variável |
CN201280004214.5A CN103270347B (zh) | 2011-01-14 | 2012-01-12 | 无级变速装置 |
JP2012552754A JP5560349B2 (ja) | 2011-01-14 | 2012-01-12 | 無段変速装置 |
US13/977,989 US9121501B2 (en) | 2011-01-14 | 2012-01-12 | Continuously variable transmission device |
EP12734217.8A EP2664823A1 (en) | 2011-01-14 | 2012-01-12 | Continuously variable transmission device |
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US20150096355A1 (en) * | 2013-10-09 | 2015-04-09 | Aisan Kogyo Kabushiki Kaisha | Failure determination devices for fuel vapor processing systems |
US10094436B2 (en) * | 2015-11-10 | 2018-10-09 | Hyundai Motor Company | Method of controlling damper clutch through learning |
JP6907960B2 (ja) * | 2018-01-29 | 2021-07-21 | トヨタ自動車株式会社 | 車両用動力伝達装置の制御装置 |
CN109237017B (zh) * | 2018-11-23 | 2023-08-18 | 山东上汽汽车变速器有限公司 | 一种cvt液压控制系统 |
JP6708292B1 (ja) * | 2019-08-30 | 2020-06-10 | トヨタ自動車株式会社 | 内燃機関の状態判定装置、内燃機関の状態判定システム、データ解析装置、および内燃機関の制御装置 |
CN114754132B (zh) * | 2022-03-14 | 2024-04-02 | 第一拖拉机股份有限公司 | 一种液压机械无级变速拖拉机的控制方法 |
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