WO2014136364A1 - Dispositif de commande de changement de rapport de véhicule - Google Patents

Dispositif de commande de changement de rapport de véhicule Download PDF

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Publication number
WO2014136364A1
WO2014136364A1 PCT/JP2013/085061 JP2013085061W WO2014136364A1 WO 2014136364 A1 WO2014136364 A1 WO 2014136364A1 JP 2013085061 W JP2013085061 W JP 2013085061W WO 2014136364 A1 WO2014136364 A1 WO 2014136364A1
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WO
WIPO (PCT)
Prior art keywords
transmission
torque
upper limit
shift
clutch
Prior art date
Application number
PCT/JP2013/085061
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English (en)
Japanese (ja)
Inventor
良平 豊田
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2015504140A priority Critical patent/JPWO2014136364A1/ja
Publication of WO2014136364A1 publication Critical patent/WO2014136364A1/fr

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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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • 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
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 shift control apparatus for a vehicle that shifts by engaging and releasing an engagement clutch by driving an actuator in accordance with shift control of a transmission provided in a drive system.
  • a transmission control device for a vehicle in which a transmission provided in a drive transmission system includes an engagement clutch as a fastening element that is engaged / released in association with a shift (see, for example, Patent Document 1).
  • a transmission having a shift stage in which the engagement clutch is engaged and the friction clutch is released, and conversely, a transmission stage in which the engagement clutch is released and the friction clutch is engaged is provided.
  • the motor generator as the prime mover is controlled at the rotational speed to increase the transmission input rotational speed, thereby engaging the input clutch at the timing at which the input rotational speed is synchronized with the output rotational speed. It is disclosed to engage and disengage the clutch.
  • the present invention has been made paying attention to the above problem, and an object of the present invention is to provide a vehicle shift control device capable of suppressing the occurrence of a shift shock and a decrease in durability of the transmission due to a defective release of the engagement clutch. .
  • a transmission provided in a drive transmission system from a prime mover to a drive wheel includes an engagement clutch and a friction clutch as fastening elements, and controls a shift of the transmission. Is a shift transmission torque upper limit value that is lower than the upper limit value during steady running with respect to the transmission torque of the friction clutch at the time of shifting that releases the engagement clutch while the accelerator is depressed and that engages the friction clutch.
  • An upper limit limiting unit that executes an upper limit limiting process for setting the above is provided.
  • the upper limit value limiting unit has a transmission torque at the time of shift that is lower than the upper limit value at the time of steady running. Set the upper limit. Therefore, when the friction clutch is controlled in the engagement direction in a state in which the engagement clutch is defectively released, the transmission torque is limited to the transmission torque upper limit during shifting, and the transmission torque is increased to the upper limit during steady driving. Compared with the case of making it, the slip of a friction clutch becomes easy. For this reason, even in the accelerator depression state, it is possible to suppress the vehicle longitudinal acceleration change due to the double engagement of the gears of the transmission, thereby suppressing the occurrence of a shift shock and a decrease in the durability of the transmission. Can do.
  • FIG. 1 is an overall system configuration diagram showing a drive system configuration and a control system configuration of an electric vehicle to which a vehicle shift control device of Embodiment 1 is applied.
  • FIG. 3 is a control block diagram illustrating a detailed configuration of a shift control system of the vehicle shift control device according to the first embodiment.
  • FIG. 3 is a shift map diagram illustrating an example of an up shift line and a down shift line of an automatic transmission used for shift control executed by a shift controller in the vehicle shift control apparatus of the first embodiment. It is explanatory drawing of the engagement clutch as a fastening element provided in the drive system of the transmission control apparatus of the vehicle of Embodiment 1, Comprising: It is sectional drawing of the principal part.
  • FIG. 1 is an overall system configuration diagram showing a drive system configuration and a control system configuration of an electric vehicle to which a vehicle shift control device of Embodiment 1 is applied.
  • FIG. 3 is a control block diagram illustrating a detailed configuration of a shift control system of the vehicle shift control device according to the
  • FIG. 4B is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as an engagement element provided in the drive system of the transmission control apparatus for a vehicle according to Embodiment 1; Shows the state.
  • FIG. 4A is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as a fastening element provided in the drive system of the transmission control apparatus for a vehicle according to the first embodiment, showing the way of synchronization.
  • FIG. 4B is a plan view looking down from above in FIG. 4A for illustrating the operation of an engagement clutch as a fastening element provided in the drive system of the transmission control apparatus for a vehicle according to the first embodiment, showing the end of synchronization. ing.
  • 3 is a flowchart showing a process flow of a configuration for executing an upper limit limiting process executed by a shift controller of the vehicle shift control apparatus of the first embodiment.
  • 5 is a time chart showing an example of an operation of a comparative example for explaining a problem to be solved by the transmission control apparatus for a vehicle according to the first embodiment.
  • 3 is a time chart illustrating an operation example of the transmission control apparatus for a vehicle according to the first embodiment.
  • 6 is a flowchart showing a process flow of a configuration for executing an upper limit limiting process executed by a shift controller of a vehicle shift control apparatus of a second embodiment.
  • 6 is a time chart illustrating an operation example of the vehicle transmission control apparatus according to the second embodiment. It is a system block diagram which shows the drive system structure of the hybrid vehicle to which the transmission control apparatus of the vehicle of other embodiment is applied.
  • FIG. 1 is an overall system diagram showing the configuration of a drive system and a control system of an electric vehicle (an example of a vehicle) to which the vehicle shift control device of Embodiment 1 is applied.
  • the drive system configuration and control system configuration will be described below with reference to FIG.
  • the drive system configuration of the electric vehicle includes a motor generator (prime mover) MG, an automatic transmission 3, and drive wheels 14.
  • the motor generator MG is used as a drive motor during power running, and is used as a generator during regeneration, and its motor shaft is connected to the transmission input shaft 6 of the automatic transmission 3.
  • the automatic transmission 3 is a constantly meshing stepped transmission that transmits power by one of two gear pairs having different gear ratios, and has a high gear stage (high speed stage) with a small reduction ratio and a low gear stage with a large reduction ratio ( Two-speed transmission having a low speed).
  • the automatic transmission 3 includes a low-side transmission mechanism 8 that realizes a low gear stage and a high-side transmission mechanism 9 that realizes a high gear stage.
  • the transmission input shaft 6 and the transmission output shaft 7 are arranged in parallel.
  • the low-side transmission mechanism 8 is for selecting a low-side transmission path, and is disposed on the transmission output shaft 7.
  • the low-side transmission mechanism 8 is configured to engage / disengage the gear 81 with respect to the transmission output shaft 7 so that the low-speed gear pair 80 (gear 81, gear 82) is drivingly coupled between the transmission input / output shafts 6 and 7.
  • the engagement clutch 83 is configured to release.
  • the low speed gear pair 80 includes a gear 81 rotatably supported on the transmission output shaft 7 and a gear 82 that meshes with the gear 81 and rotates together with the transmission input shaft 6.
  • the high-side transmission mechanism 9 is for selecting a high-side transmission path, and is disposed on the transmission input shaft 6.
  • the high-side transmission mechanism 9 is configured to engage / release the gear 91 with respect to the transmission input shaft 6 so that the high-speed gear pair 90 (gear 91, gear 92) is drivingly coupled between the transmission input / output shafts 6 and 7. It is comprised by the friction clutch 93 which performs.
  • the high speed gear pair 90 includes a gear 91 rotatably supported on the transmission input shaft 6 and a gear 92 that meshes with the gear 91 and rotates together with the transmission output shaft 7.
  • a gear 11 is fixed to the transmission output shaft 7, and a differential gear device 13 is drivingly coupled to the transmission output shaft 7 through a final drive gear set including the gear 11 and a gear 12 meshing with the gear 11. Yes.
  • the motor power of the motor generator MG that has reached the transmission output shaft 7 passes through the final drive gear set (gears 11 and 12) and the differential gear unit 13 and the left and right drive wheels 14 (in FIG. 1, one drive wheel is shown). Only shown).
  • FIG. 2 shows a detailed configuration of the shift control system of the electric vehicle
  • FIG. 3 shows an example of a shift map used in the shift control. The detailed configuration of the shift control system will be described below with reference to FIGS.
  • the shift control system of the electric vehicle control system includes an engagement clutch 83, a friction clutch 93, a motor generator MG, a shift controller 21, and a motor controller 28.
  • the engagement clutch 83 and the friction clutch 93 are configured to perform shift control of upshift / downshift according to a command from the shift controller 21.
  • the motor generator MG is configured to control the motor torque responsiveness by a command to the motor controller 28 from the shift controller 21 (or the integrated controller 30 (see FIG. 1) that inputs shift information from the shift controller 21).
  • Each controller 21, 28, 30 is configured by an electronic circuit device that inputs an electrical signal and outputs a control signal based on the electrical signal.
  • the engagement clutch 83 is a clutch by synchro meshing engagement, and as shown in FIG. 1, a clutch gear 84 provided on the gear 81, a clutch hub 85 coupled to the transmission output shaft 7, and a coupling sleeve 86. 2 is driven by the electric actuator 41 shown in FIG. 2 between the engagement position with the clutch gear 84 (see FIG. 1) and the disengagement position, whereby the engagement clutch 83 is engaged. / Opened.
  • the shift controller 21 reads the value of the sleeve position sensor 27 and applies a current to the electric actuator 41 so as to be in the engagement position or the release position of the sleeve position (for example, a position servo system by PID control). It has.
  • the coupling sleeve 86 is supported so as to be movable in the axial direction which is the left-right direction in FIG. 4A while maintaining a state where it is engaged with a spline portion (not shown) formed on the outer periphery of the clutch hub 85 (see FIG. 1). Has been.
  • the axial movement of the coupling sleeve 86 is achieved by driving the electric actuator 41 (see FIG. 2).
  • a spline portion 84 a that can mesh with a spline portion 86 a formed on the inner periphery of the coupling sleeve 86 is formed on the outer periphery of the clutch gear 84. Further, a synchronizer ring 87 is attached to the outer periphery of the tapered cone portion 84b in the clutch gear 84 so as to be movable in the axial direction.
  • the synchronizer ring 87 has a spline portion 87 a that can be engaged with the spline portion 86 a of the coupling sleeve 86 on the outer periphery. Further, the synchronizer ring 87 is configured to be relatively movable in the rotational direction with respect to the key 88 provided on the coupling sleeve 86 by a gap formed by the key groove 87c (see FIG. 4B and the like).
  • both chamfer portions 87b and 86b come into contact as shown in FIG. 4C, and the synchronizer ring 87 further pushes the cone portion 84b to generate a friction torque.
  • the synchronizer ring 87 and the coupling sleeve 86 are synchronized with the clutch gear 84.
  • the synchronization mechanism is provided between the gear 81 and the clutch hub 85, and moves relative to the input side and the output side of the engagement clutch 83 as the coupling sleeve 86 moves in the axial direction.
  • the input side and the output side are rotated synchronously by the frictional force generated. That is, the clutch gear 84, the coupling sleeve 86, and the synchronizer ring 87 constitute a synchronization mechanism.
  • the friction clutch 93 includes a driven plate 94 that rotates together with the gear 91 and a drive plate 95 that rotates together with the transmission input shaft 6. And the friction clutch 93 is fastened / released by driving the slider 96 which gives pressing force to both plates 94 and 95 with the electric actuator 42 shown in FIG.
  • the transmission torque capacity of the friction clutch 93 has a variable structure determined by the position of the slider 96.
  • the slider 96 is a screw mechanism that holds the position when the input of the electric actuator 42 is 0 (zero).
  • the speed change controller 21 reads a value of the slider position sensor 26 and supplies a position servo controller 52 (for example, a position servo system based on PID control) that supplies a current to the electric actuator 42 so as to obtain a slider position where a desired transmission torque capacity can be obtained.
  • the friction clutch 93 rotates integrally with the transmission input shaft 6 shown in FIG. 1 to drive-couple the gear 91 to the transmission input shaft 6 when the clutch friction is engaged, and to disengage the gear 91 and the transmission when the clutch is released. The drive connection of the input shaft 6 is disconnected.
  • the motor generator MG is subjected to power running control or regenerative control by a motor controller 28 that receives a command output from the integrated controller 30 (see FIG. 1). That is, when the motor controller 28 inputs a motor torque command, the motor generator MG is subjected to power running control. When motor controller 28 inputs a regenerative torque command, motor generator MG is regeneratively controlled. In addition, control for changing the response (time constant) of the motor torque to the accelerator opening is performed.
  • the motor controller 28 receives a motor rotation speed Nmo from a motor rotation speed sensor 29 provided in the motor generator MG.
  • the shift controller 21 receives information from the vehicle speed sensor 22, the accelerator opening sensor 23, the brake stroke sensor 24, the front / rear G sensor 25, and the like, and uses the shift map shown in FIG. (Shift, downshift).
  • the shift controller 21 disengages the engagement clutch 83 and engages the friction clutch 93 during the upshift from the low gear stage to the high gear stage, and engages the engagement clutch 83 during the downshift from the high gear stage to the low gear stage.
  • the friction clutch 93 is released.
  • the shift controller 21 executes the upper limit limiting process at the time of an upshift in the accelerator depression state, that is, at a shift at which the engagement clutch 83 is released and the friction clutch 93 is engaged.
  • the upper limit value limiting process executes an upper limit value limiting process for limiting the upper limit value of the transmission torque Tcl2 in the friction clutch 93 and the upper limit value of the motor torque Tmo that is the transmission input torque.
  • the upper limit value limiting process will be described below.
  • FIG. 5 is a flowchart showing the flow of the upper limit value limiting process in the shift control apparatus of the first embodiment.
  • This upper limit limiting process is started when an upshift (hereinafter referred to as drive upshift) determination in the accelerator depression state is made.
  • This drive-up shift is performed when the vehicle speed or the required motor torque (driver required torque Tac) crosses the shift line from the low gear stage side to the high gear stage side when the required motor torque is positive (powering side) in FIG. Shift determination is performed.
  • the first step S101 it is determined whether or not the engagement clutch 83 that is released at the time of upshifting is before being released. End processing (END). The release of the engagement clutch 83 is determined based on the output of the sleeve position sensor 27.
  • step S102 that proceeds when the engagement clutch 83 is not released, the driver request torque Tac is calculated, and the process proceeds to the next step S103.
  • the driver request torque Tac is calculated based on the accelerator opening APO and the transmission input rotation speed as is well known. For example, the higher the accelerator opening APO, the higher the torque is set, and the lower the rotation, the higher the torque is set based on the torque characteristics of the motor generator MG.
  • step S103 the torque corresponding to the variation in the transmission torque Tcl2 of the friction clutch 93 (clutch variation torque dTcl2) and the torque corresponding to the variation in the motor generator MG (motor variation torque dTmo) are calculated, and then the process proceeds to step S104.
  • the clutch variation torque dTcl2 is a variation of the actual transmission torque Tcl2 with respect to the command signal to the electric actuator 42 in the friction clutch 93, and is obtained based on an actual measurement value, a simulation, or the like in advance.
  • motor variation torque dTmo is also a variation in motor torque Tmo with respect to a command value in motor generator MG, and is calculated based on a variation characteristic stored in advance. Further, as shown in FIG. 7 described later, the clutch variation torque dTcl2 is set to a value larger than the motor variation torque dTmo.
  • step S104 the transmission-time transmission torque upper limit value Tcl2max used during the shift is set, and then the process proceeds to step S105.
  • the transmission-time transmission torque upper limit value Tcl2max is obtained by performing an operation of adding the clutch variation torque dTcl2 to the driver request torque Tac as shown in the following equation (1).
  • the driver request torque Tac is a converted motor torque value after the upshift.
  • Tcl2max Tac + dTcl2 (1)
  • the transmission torque upper limit value Tcl2max during shifting is a value smaller than the upper limit value Tnolim during steady running of the friction clutch 93.
  • the upper limit value Tnolim during steady running is a value that can transmit torque without slipping even when the motor torque Tmo rises to the maximum value (upper limit value Tlimmo during steady running that can be output by the motor generator MG). This is the value when fully engaged. Therefore, the upper limit value Tnolim during steady running of the friction clutch 93 is set to a value larger than the maximum value of the driver request torque Tac.
  • the driver required torque Tac during the shift from the low gear stage to the high gear stage is a value smaller than the maximum value. Therefore, a relationship of Tcl2max ⁇ Tnolim is established.
  • step S105 subsequent to step S104, after the shift input torque upper limit value Tmomax is set, the process proceeds to step S106.
  • the input torque upper limit value Tmomax at the time of shifting is obtained by performing an operation of adding a motor variation torque dTmo, which is a torque equivalent to a motor torque variation, to the driver request torque Tac.
  • the driver request torque Tac is a converted motor torque value after the upshift.
  • Tmomax Tac + dTmo (2)
  • the input torque upper limit value Tmomax at the time of shifting is smaller than the upper limit value Tlimmo during steady running of the motor torque Tmo. That is, since the motor torque Tmo after the shift to the high gear stage is smaller than the motor torque Tmo at the low gear stage, the driver request torque Tac, which is the motor torque conversion value, is larger than the maximum value of the motor torque Tmo. Small value. Therefore, a relationship of Tmomax ⁇ Tlimmo is established.
  • step S106 it is determined whether or not the transmission torque Tcl2 of the engagement-side friction clutch 93 has reached the shift transmission torque upper limit value Tcl2max. If the transmission torque upper limit value Tcl2max has been reached, step S107 is performed. Proceed to On the other hand, if the transmission torque Tcl2 does not reach the transmission transmission torque upper limit value Tcl2max, the process returns to step S101 to calculate the driver request torque Tac, each variation torque dTcl2, dTmo, and each upper limit value Tcl2max, Tmomax. repeat.
  • step S107 that proceeds when the transmission torque Tcl2 reaches the transmission-time transmission torque upper limit value Tcl2max, a failure determination threshold in which an elapsed time tn from when the transmission torque Tcl2 reaches the transmission-time transmission torque upper limit value Tcl2max is set in advance. It is determined whether or not tlim is exceeded. If the elapsed time tn does not exceed the failure determination threshold tlim, the process returns to step S101, and the processing of steps S101 to S106 is repeated. If the elapsed time tn exceeds the failure determination threshold tlim, the process proceeds to step S108. It is determined that a failure has occurred.
  • FIG. 6 is a time chart showing an example of the operation of the comparative example at the time of the upshift from the low gear stage to the high gear stage in the accelerator depression state.
  • This comparative example is an operation example when the upper limit limiting process is not performed in the above-described electric vehicle.
  • the time chart of FIG. 6 before the time point t01, the automatic transmission 3 is in the low gear stage, the engagement clutch 83 is engaged, and the friction clutch 93 is released. Further, it is assumed that at time t01, the driver depresses an accelerator pedal (not shown).
  • the friction clutch 93 starts gear transmission in the slip engagement state from time t02 after gear backlashing is performed at time t01 to t02.
  • the transmission torque Tcl1 of the engagement clutch 83 decreases.
  • the transmission torque Tcl1 of the engagement clutch 83 corresponds to a difference dTmo-cl2 between the motor torque Tmo corresponding to the transmission input torque and the transmission torque Tcl2 in the friction clutch 93.
  • the transmission controller 21 controls the engagement clutch 83 to be released at time t03 as the transmission torque Tcl1 of the engagement clutch 83 decreases. That is, driving of the electric actuator 41 to the open side is started.
  • the engagement clutch 83 is normally released at time t04 by driving the electric actuator 41, but in the operation example of this time chart, the engagement state is maintained for some reason.
  • the first embodiment is intended to suppress the occurrence of a shift shock due to the double gear engagement state of the automatic transmission 3 and the decrease in durability of the automatic transmission 3.
  • FIG. 7 shows an operation example when a drive up shift, which is an up shift from the low gear stage to the high gear stage, is performed in the accelerator depression state, similarly to the comparative example shown in FIG.
  • the gear is in the low gear stage, the engagement clutch 83 is engaged, and the friction clutch 93 is released.
  • the driver depresses an accelerator pedal (not shown), and motor generator MG is controlled to a power running state.
  • the operation toward the engagement side of the friction clutch 93 is started.
  • the backlash of the friction clutch 93 is executed from the time t11 to the time t12. That is, the two plates 94 and 95 are relatively moved by a backlash between the driven plate 94 and the drive plate 95 of the friction clutch 93. During this time, torque transmission is not performed.
  • the engagement clutch 83 may not be released for some reason at the time t14 when the release operation is completed.
  • the transmission torque Tcl2 of the friction clutch 93 is controlled to increase at an inclination indicated by a one-dot chain line in the figure, but as indicated by a solid line in the figure due to torque variation. The rise may be delayed.
  • the transmission torque Tcl1 of the engagement clutch 83 at time t13 is too high, and there is a possibility that the engagement cannot be released by the driving force of the electric actuator 41.
  • the shift G is increased as described in the comparative example.
  • the shift controller 21 starts the upper limit limiting process based on the shift determination at the time t11. That is, the transmission transmission torque upper limit value Tcl2max and the transmission input torque upper limit value Tmomax are set based on the processing of steps S102 to S105 in the processing shown in the flowchart of FIG. Therefore, in the example shown in this time chart, the increase in the motor torque Tmo is limited by the shift input torque upper limit value Tmomax after the time t15.
  • the measurement of the failure determination timer is started at time t18 when the transmission torque Tcl2 of the friction clutch 93 reaches the transmission transmission torque upper limit value Tcl2max. If the engagement clutch 83 is not disengaged even at the time t18b when the failure determination threshold tlim has elapsed from the start of the timer measurement, a failure occurrence determination is made.
  • the transmission torque tcl2 of the friction clutch 93 is limited to the transmission-time transmission torque upper limit value Tcl2max after the time t19.
  • the vehicle shift control device of Embodiment 1 is An automatic transmission 3 provided in a drive transmission system from a motor generator MG as a prime mover to the drive wheels 14 and performing a plurality of speed changes by fastening and releasing fastening elements (83, 93) by driving electric actuators 41, 42.
  • a shift control apparatus for a vehicle comprising:
  • the automatic transmission 3 includes an engagement clutch 83 as a fastening element, and a friction clutch 93 that is fastened or released when the engagement clutch 83 is released or fastened.
  • the shift controller 21 lowers the transmission torque Tcl2 of the friction clutch 93 lower than the upper limit value Tnolim during steady running at the time of drive-up shift in which the engagement clutch 83 is released while the accelerator is depressed and the friction clutch 93 is engaged.
  • An upper limit value limiting unit (a configuration for executing the process of the flowchart of FIG. 5) that executes an upper limit value limiting process for setting the transmission-time transmission torque upper limit value Tcl2max is provided.
  • the transmission torque Tcl2 of the friction clutch 93 is limited to the transmission transmission torque upper limit value Tcl2max that is lower than the upper limit value Tnolim during steady running.
  • the vehicle shift control apparatus of the first embodiment is The upper limit value limiting unit (configuration that executes the process of the flowchart of FIG. 5) performs steady running with respect to the input torque of the automatic transmission 3 in addition to the setting of the transmission torque upper limit value Tcl2max at the time of execution of the upper limit value limiting process.
  • a shift input torque upper limit value Tmomax that is lower than the upper limit value is set. Therefore, it is possible to suppress the input torque (motor torque Tmo) from deviating from the shift transmission torque upper limit value Tcl2max when the shift control is advanced without the engagement clutch 83 being released.
  • the vehicle shift control device of Embodiment 1 is A sleeve position sensor 27 serving as a release detecting means for detecting the release state of the engagement clutch 83;
  • the transmission controller 21 does not release the engagement clutch 83 even if the failure determination threshold tlim as a preset set time elapses.
  • a failure determination unit (configuration for executing the processing of steps S107 and S108) for performing failure determination. If the disengagement operation is not performed even though the control for disengaging the engagement clutch 83 is executed, fail-safe control associated with the occurrence of various troubles such as continuation of the shift control can be performed by performing the trouble occurrence determination.
  • the vehicle shift control apparatus of the first embodiment is
  • the transmission torque upper limit value Tcl2max is a value obtained by adding a clutch variation torque dTcl2 that is a torque variation of the transmission torque Tcl2 of the friction clutch 93 to the driver request torque Tac. Therefore, when there is variation in the transmission torque Tcl2 of the friction clutch 93, the time for reaching the transmission torque upper limit value Tcl2max during shifting is changed. Therefore, by adding the clutch variation torque dTcl2 to the transmission torque upper limit value Tcl2max at the time of shifting, it is possible to suppress the earlier arrival time, and to suppress erroneous determination that determines that the engagement clutch 83 is performing a disengagement operation but is malfunctioning. .
  • the torque variation may limit the transmission torque Tcl2 less than the driver request torque Tac.
  • the limit is a value obtained by adding the clutch variation torque dTcl2 to the driver request torque Tac, the driver request torque Tac can be output even if there is this variation, which gives the above-mentioned strange feeling. Can not be.
  • the shift control device for a vehicle is The shift input torque upper limit value Tmomax is characterized in that a motor variation torque dTmo that is equivalent to the torque variation of the motor generator MG as the prime mover is added to the driver request torque Tac. If the motor variation torque dTmo is not added to the shift input torque upper limit value Tmomax, the torque variation may limit the motor torque Tmo that is less than the driver request torque Tac. In this case, since the output torque Tout of the automatic transmission 3 is less than the driver request torque Tac, there is a possibility of giving the driver a feeling of insufficient acceleration.
  • the motor torque Tmo is limited by setting the value obtained by adding the motor variation torque dTmo to the driver request torque Tac as the shift input torque upper limit value Tmomax. For this reason, even if there is this variation, the driver request torque Tac can be output, and the above-mentioned feeling of strangeness can be prevented. Further, when an input torque (motor torque Tmo) corresponding to the driver request torque Tac corresponding to the driver's accelerator pedal operation is input to the automatic transmission 3, the input torque (motor torque Tmo) and the transmission torque of the friction clutch 93 are transmitted.
  • the difference dTmo-cl2 (transmission torque Tcl1 of the engagement clutch 83) from Tcl2 is the difference between the two torques dTmo and dTcl2 corresponding to the variation at the maximum. As a result, the release of the engagement clutch 83 can be more reliably promoted.
  • the vehicle shift control device of Embodiment 1 is The engagement clutch 83 generates a frictional force in accordance with the movement of the electric actuator 41 by the pressing force, and synchronously rotates the input side and the output side (clutch gear 84 (cone portion 84b), coupling sleeve 86, synchronizer). A ring 87) is provided. That is, in the present invention, when the engagement clutch 83 is released, torque control is executed by the upper limit value limiting process. Therefore, since the engagement clutch 83 includes a synchronization mechanism, the input / output rotation speed of the engagement clutch 83 can be synchronized and smooth without performing the rotation speed control even during such torque control. An opening operation can be performed.
  • the vehicle shift control apparatus of the first embodiment is A motor generator MG is provided as a prime mover,
  • the control target of the input torque during the upper limit limiting process is the output torque (Tmo) of the motor generator MG.
  • Tmo the output torque of the motor generator MG.
  • FIG. 8 is a flowchart showing the flow of the upper limit limiting process in the vehicle shift control apparatus of the second embodiment.
  • the second embodiment is an example in which only the transmission-time transmission torque upper limit value Tcl2max is set as the transmission torque Tcl2 of the friction clutch 93 during the upper-limit value limiting process. Therefore, the setting of the shifting input torque upper limit value Tmomax in step S105 shown in the first embodiment is omitted.
  • FIG. 9 shows an operation example at the time of drive-up gear shift similar to that shown in the time chart of FIG. 7 described in the first embodiment.
  • the gear is in the low gear stage, the engagement clutch 83 is engaged, and the friction clutch 93 is released.
  • the driver has depressed an accelerator pedal (not shown), and motor generator MG is controlled to a power running state.
  • the shift controller 21 starts the upper limit limiting process based on the shift determination at the time t21, and the shift transmission torque upper limit Tcl2max is set based on the processes of steps S102 to S104.
  • the engagement clutch 83 With the driving of the electric actuator 41, the engagement clutch 83 normally completes the disengagement operation near the time point t24, as indicated by the dotted line. In this operation example, the time point t24 has passed. Is also maintained in a fastened state.
  • the transmission transmission torque upper limit value Tcl2max is set. Therefore, the increase in the transmission torque Tcl2 of the friction clutch 93 reaches the transmission torque upper limit value Tcl2max at the time of t25, and thereafter is maintained at the transmission transmission torque upper limit value Tcl2max.
  • the output torque Tout of the automatic transmission 3 continues to decrease as shown by the dotted line in the figure when the transmission torque Tcl2 of the friction clutch 93 is not limited, whereas in the second embodiment, after the time t25. Increase gradually.
  • the transmission control apparatus for a vehicle according to the present invention can also be applied to a hybrid vehicle including an engine and a motor generator as a prime mover, and an engine vehicle including only an engine as a prime mover. Therefore, in the embodiment, the motor generator is shown as the prime mover subject to torque control.
  • the present invention is not limited to this, and the engine can be the subject of control.
  • the drive system shown in the first embodiment includes an engine 1, a power generation motor generator MG 1, and a power distribution device. 2 may be added.
  • the power distribution device 2 is constituted by a single pinion type planetary gear having a ring gear RG, a sun gear SG, and a carrier PC that supports the pinion PG.
  • the ring gear RG is meshed with a gear 92 fixed to the transmission output shaft 7.
  • An engine output shaft 4 is connected to the carrier PC.
  • a motor output shaft 5 of a power generator motor generator MG1 is connected to the sun gear SG.
  • the power distribution device 2 determines the ring gear RG (the gear 92 of the high-speed gear pair 90) when the rotational speed of the power generator motor generator MG1 (sun gear SG) and the rotational speed of the engine 1 (carrier PC) are determined.
  • the drive motor generator MG2 is driven using the power generated by the power generation motor generator MG1, and is output from the transmission input shaft 6 to the transmission output shaft 7 via the automatic transmission 3. Further, the output torque from the power distribution device 2 and the output torque from the automatic transmission 3 are combined by the transmission output shaft 7.
  • the power generation motor generator MG1 is mainly used for power generation as a generator, but may be used as a drive motor depending on a traveling situation.
  • an automatic transmission that performs a two-speed shift between a high gear stage and a low gear stage is shown as the transmission.
  • the transmission may be a transmission having three or more stages as long as the transmission has a plurality of shift stages.
  • the electric actuator is shown as the actuator for fastening the fastening element.
  • the actuator is not limited to electric, and other actuators such as those driven by hydraulic pressure can be used.
  • the coupling sleeve in the engagement clutch, the coupling sleeve is always meshed with the clutch hub input from the motor (motor) side, and the clutch gear on the transmission output shaft side is brought into the meshing position and the non-meshing position. Although described as moving, this meshing state can be reversed.
  • the coupling sleeve may always mesh with the clutch gear on the transmission output shaft side and move to the meshing position and the non-meshing position with respect to the clutch hub input from the prime mover side.
  • each upper limit value is variable according to the driver request drive torque
  • the present invention is not limited to this, and may be variable according to the vehicle speed or may be a constant value.
  • the sleeve position sensor is shown as the opening detection means, but the present invention is not limited to this.
  • the position of a member other than the coupling sleeve may be detected as long as it detects the position of a member that moves along with fastening / release by driving an electric actuator.
  • the rotational speed on the output side can be obtained from the detection value of the vehicle speed sensor.
  • the rotational speed on the input side can be obtained from the motor rotational speed detected by the motor rotational speed sensor.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un dispositif de commande de changement de rapport de véhicule, apte à supprimer les réductions de la durabilité de transmission et de supprimer le choc de changement de rapport dû au désaccouplement inapproprié d'un embrayage d'accouplement. Une transmission automatique (3) est placée dans le système de transmission d'entraînement pour établir une transmission d'un moteur-générateur (MG) aux roues motrices (14) et est caractérisée en ce qu'elle comporte un embrayage d'accouplement (83) et un embrayage à friction (93) en tant qu'éléments d'accouplement, et en ce que l'unité de commande de changement de rapport (21) servant à commander le changement de rapport de la transmission automatique (3) comporte une unité de limitation à limite supérieure qui exécute un processus de limitation à limite supérieure (le processus des étapes S101-S104) qui, pendant un changement de rapport dans lequel l'embrayage à friction (93) est accouplé tandis que l'embrayage d'accouplement (83) est désaccouplé dans un état dans lequel l'accélérateur est enfoncé, fixe la limite supérieure de couple de transmission de temps de changement de rapport (Tc12max) à une valeur inférieure à la limite supérieure de temps de marche normale (Tnolim) pour la transmission de couple de l'embrayage à friction (93).
PCT/JP2013/085061 2013-03-06 2013-12-27 Dispositif de commande de changement de rapport de véhicule WO2014136364A1 (fr)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017193195A (ja) * 2016-04-18 2017-10-26 トヨタ自動車株式会社 ハイブリッド車両
KR101836689B1 (ko) 2016-09-01 2018-03-09 현대자동차주식회사 차량의 변속기 제어방법
EP3659842A4 (fr) * 2017-07-27 2020-06-03 Jing-Jin Electric Technologies Co., Ltd Ensemble d'entraînement de véhicule transversal

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JP2004019788A (ja) * 2002-06-17 2004-01-22 Toyota Motor Corp 自動変速機の変速制御装置および変速制御方法
JP2004301143A (ja) * 2003-03-28 2004-10-28 Suzuki Motor Corp 車両の変速制御装置
JP2004308841A (ja) * 2003-04-09 2004-11-04 Nissan Motor Co Ltd 多段式自動変速機の変速制御装置
JP2010159722A (ja) * 2009-01-09 2010-07-22 Honda Motor Co Ltd エンジントルクの制御装置

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Publication number Priority date Publication date Assignee Title
JP2004019788A (ja) * 2002-06-17 2004-01-22 Toyota Motor Corp 自動変速機の変速制御装置および変速制御方法
JP2004301143A (ja) * 2003-03-28 2004-10-28 Suzuki Motor Corp 車両の変速制御装置
JP2004308841A (ja) * 2003-04-09 2004-11-04 Nissan Motor Co Ltd 多段式自動変速機の変速制御装置
JP2010159722A (ja) * 2009-01-09 2010-07-22 Honda Motor Co Ltd エンジントルクの制御装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017193195A (ja) * 2016-04-18 2017-10-26 トヨタ自動車株式会社 ハイブリッド車両
KR101836689B1 (ko) 2016-09-01 2018-03-09 현대자동차주식회사 차량의 변속기 제어방법
EP3659842A4 (fr) * 2017-07-27 2020-06-03 Jing-Jin Electric Technologies Co., Ltd Ensemble d'entraînement de véhicule transversal
US11162562B2 (en) 2017-07-27 2021-11-02 Jing-Jin Electric Technologies Co., Ltd. Transversely-placed vehicle driving assembly

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