CN106438981B - The control device of vehicle - Google Patents
The control device of vehicle Download PDFInfo
- Publication number
- CN106438981B CN106438981B CN201610632791.9A CN201610632791A CN106438981B CN 106438981 B CN106438981 B CN 106438981B CN 201610632791 A CN201610632791 A CN 201610632791A CN 106438981 B CN106438981 B CN 106438981B
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- Prior art keywords
- clutch
- oiling
- gear
- buncher
- vehicle
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- 238000003825 pressing Methods 0.000 description 4
- 230000005540 biological transmission Effects 0.000 description 3
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Classifications
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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
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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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
-
- 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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present invention relates to the control device of vehicle, above-mentioned vehicle possesses：Power source；Buncher；Clutch, by via the power transfer path connection/disconnection of buncher；And mechanical type oil pump, working oil is supplied to buncher and clutch by power source drive, in the control device of above-mentioned vehicle, power source stops and continues to meet the termination condition of inertia traveling after inertia traveling and make power source start again under the discrete state of clutch, become the gear ratio of buncher and turn to target change gear ratio, clutch is set to be engaged after pre-oiling, the control device of above-mentioned vehicle has：Time calculating part, calculates in buncher with predetermined speed change speed the necessary shifting time being set to from current gear ratio needed for target change gear ratio；And Engagement Control portion, necessary shifting time become clutch pre-oiling needed for the pre-oiling time below in the case of start clutch pre-oiling.
Description
Technical field
The present invention relates to the control device of vehicle.
Background technology
In the car, it is known that possess the band starting tooth of electric hydraulic pump as the hydraulic pressure supply source in the stopping of engine
The belt CVT (following, WCVT) of wheel.In addition, make engine stop in the vehicle for possessing WCVT and carry out the so-called of inertia traveling
In free-running, the clutch separation between WCVT and driving wheel.Fuel economy thereby, it is possible to make vehicle improves.
Following technology is disclosed in Japanese Unexamined Patent Publication 2014-097773：A kind of vehicle, possesses：Arranged on buncher with
Clutch between driving wheel；The motor combined with driving wheel；And the hydraulic pressure of hydraulic pressure is supplied to buncher and clutch
Pump, in above-mentioned vehicle, in the deceleration regeneration of regenerative torque is applied to driving wheel by motor, by clutch from engagement
When state switches to discrete state, clutch is set to slip state and the gear ratio of buncher is set to lowest transmission ratio
Or after highest gear ratio, by clutch separation.
In the above art, when vehicle recovers from free-running to usual traveling, speed change is carried out to buncher
After control, engage the clutch in discrete state.In this case, it is necessary to be supplied from mechanical type oil pump (MOP) to nothing
Level speed changer carry out speed Control needed for hydraulic pressure with by the clearance control of clutch into clutch will become engagement state it
Hydraulic pressure needed for preceding state, the mechanical type oil pump are driven by the power from engine to discharge working oil.Control
State before will becoming engagement state into clutch refers to, makes the gap between clutch plunger and friction plate narrow to clutch
Device will not become engagement state degree, in other words will not be transmitted in clutch torque degree predetermined width and become
Holding state.
The content of the invention
But in the vehicle after just from free-running to usual traveling recovering, start to rise again in engine
Dynamic state, therefore the rotating speed of MOP is low, the delivery flow of the working oil from MOP is small.Accordingly, with respect to progress variable speed
The speed Control of device and to clutch will become engagement state before state control needed for working oil flow, sometimes
From the supply flow rate deficiency of the working oil of MOP discharges.
The present invention provides the control device of vehicle, when vehicle recovers from free-running to usual traveling, can suppress from
The deficiency of the supply flow rate of the working oil of mechanical type oil pump discharge.
The controller of vehicle of the present invention is characterized in that above-mentioned vehicle possesses：Power source；Buncher, to from upper
The driving force for stating power source input carries out speed change and exports；Clutch, by engaging above-mentioned power source and driving or separating
The power transfer path via above-mentioned buncher between wheel connects or cut-out；And mechanical type oil pump, by above-mentioned power source
Driving, supplies working oil, in the control device of above-mentioned vehicle, in above-mentioned clutch to above-mentioned buncher and above-mentioned clutch
Above-mentioned power source stops and continues to meet the end bar of above-mentioned inertia traveling during inertia traveling in the state of device separation
In the case of part, electronic control unit makes above-mentioned power source start again, becomes the gear ratio of above-mentioned buncher and turns to mesh
Gear ratio is marked, above-mentioned clutch is engaged after pre-oiling is performed, above-mentioned electronic control unit is calculated above-mentioned stepless successively
The necessary shifting time turned to needed for above-mentioned target change gear ratio is become from current gear ratio with predetermined speed change speed in speed changer,
When the more newest necessary shifting time of above-mentioned electronic control unit is with the pre-oiling needed for the pre-oiling of above-mentioned clutch is performed
Between, in the case where above-mentioned newest necessary shifting time became below the above-mentioned pre-oiling time, start the pre- of above-mentioned clutch
It is oil-filled.
According to said structure, can make lingeringly to start the pre-oiling of clutch in time, therefore just from certainly
In vehicle after being recovered by operating, it can be reduced by the way that the rotating speed of mechanical type oil pump is relatively low from mechanical type oil pump
The necessary flow of working oil in a period of supply flow rate is less, can suppress the supply of the working oil from mechanical type oil pump discharge
The deficiency of flow.
Brief description of the drawings
Hereinafter reference will be made to the drawings description the embodiment of the present invention feature, advantage and technical and industrial meaning,
The same reference numbers in the drawings refer to identical component, wherein：
Fig. 1 be shown schematically in one embodiment of the present invention as object vehicle skeleton diagram.
Fig. 2 is the Function Block Diagram of an example for the controller of vehicle for representing one embodiment of the present invention.
Fig. 3 is the hydraulic circuit diagram of an example for the hydraulic control device for representing one embodiment of the present invention.
Fig. 4 is the flow chart controlled for illustrating the free-running of one embodiment of the present invention.
Fig. 5 is the figure of an example for the speed change mapping for representing one embodiment of the present invention.
Fig. 6 be represent one embodiment of the present invention slave free-running traveling recover when vehicle-state change when
Sequence figure.
The sequence diagram of the change of vehicle-state when Fig. 7 is the slave free-running traveling recovery for representing the prior art.
Embodiment
Hereinafter, referring to the drawings, embodiments of the present invention are illustrated.In addition, in all attached drawings of following embodiment,
Identical reference numeral is marked to identical or corresponding part.In addition, the present invention is not to be limited by embodiments described below
Fixed.
First, the vehicle of the control object as controller of vehicle of embodiments of the present invention is illustrated.Fig. 1 is to represent
In the present embodiment as object vehicle an example skeleton diagram.
As shown in Figure 1, vehicle Ve, which possesses engine 1, is used as power source.Engine 1 corresponds to engine speed Ne and exports
Predetermined power.From the power that engine 1 exports via as the fluid torque-converter 2 of fluid transmission means, input shaft 3, advance
Retreat switching mechanism 4, variable v-belt drive (CVT) 5 or gear row 6, output shaft 7, idler gear mechanism 8, differential gearing 9 and
Drive shaft 10 and transmitted to driving wheel 11.It is used as and is used for engine 1 from 11 separated clutch of driving wheel in the downstream of CVT5
Device and be equipped with second clutch C2.By separating second clutch C2, torque can not be transmitted between CVT5 and output shaft 7
Mode is cut off, and not only engine 1 is separated from driving wheel 11, but also CVT5 is also separated from driving wheel 11.
Specifically, fluid torque-converter 2 possesses：The pump impeller 2a being connected with engine 1；The turbine configured in opposite directions with pump impeller 2a
2b；And guide wheel 2c of the configuration between pump impeller 2a and turbine 2b.The inside of fluid torque-converter 2 is filled by the oil as working fluid
It is full.Pump impeller 2a and the bent axle 1a of engine 1 are rotated integrally.Input shaft 3 is connected with a manner of rotating integrally in turbine 2b.Fluid power
Torque-converters 2 possesses lock-up clutch, and pump impeller 2a and turbine 2b is rotated integrally under its engagement state, from hair under its discrete state
The power that motivation 1 exports is transmitted via working fluid to turbine 2b.In addition, guide wheel 2c is held in shell via one-way clutch
The fixed parts such as body.
In addition, the mechanical type oil pump as mechanical type oil pump is connected with via with transmission mechanisms such as mechanisms in pump impeller 2a
(MOP)41.MOP41 is connected via pump impeller 2a with bent axle 1a, is driven by engine 1.In addition, MOP41 and pump impeller 2a can also
Formed in a manner of rotating integrally.
Input shaft 3 is connected with forward-reverse switching mechanism 4.Moved being transmitted to driving wheel 11 as what engine 1 was exported
During the motor torque of power, the direction that forward-reverse switching mechanism 4 will act on the torque of driving wheel 11 switches to direction of advance
And direction of retreat.Forward-reverse switching mechanism 4 is made of differential attachment, in the example depicted in figure 1, by the row of double-pinion type
Star gear mechanism is formed.The forward-reverse switching mechanism 4 possesses：Sun gear 4S；It is configured on the circle concentric with sun gear 4S
Gear ring 4R；The the first pinion gear 4P engaged with sun gear 4S1；With the first pinion gear 4P1And the second pinion gear of gear ring 4R engagements
4P2；And by each pinion gear 4P1、4P2Being kept into being capable of rotation and the planet carrier 4C that can revolve round the sun.In sun gear 4S to rotate integrally
Mode be connected with the drive gears 61 of gear row 6.Planet carrier 4C is connected with input shaft 3 in a manner of rotating integrally.
Equipped with the first clutch C1 for making sun gear 4S and planet carrier 4C optionally rotate integrally.By making the first clutch
Device C1 is engaged, and forward-reverse switching mechanism 4 is overall to be rotated integrally.Moreover, equipped with by gear ring 4R with optionally can not be rotating
The brake B1 that mode is fixed.First clutch C1 and brake B1 is fluid pressure type.
For example, when engaging first clutch C1 and separating brake B1, sun gear 4S and planet carrier 4C integrally revolves
Turn.That is, input shaft 3 is rotated integrally with drive gear 61.In addition, working as separates first clutch C1 and engages brake B1
When, sun gear 4S is rotated in the reverse direction with planet carrier 4C.That is, input shaft 3 is rotated in the reverse direction with drive gear 61.
In vehicle Ve, it is stepless that the conduct that the driving force inputted from engine 1 is carried out speed change and exported is equipped with side by side
The CVT5 of speed changer and the gear row 6 as step speed change portion.As the power transfer path between input shaft 3 and output shaft 7,
Side by side formed with the power transfer path (following, first path) via CVT5 and the power transfer path via gear row 6
(following, the second path).
CVT5 possesses：The driving wheel 51 rotated integrally with input shaft 3 with input shaft rotating speed Nin；Rotated integrally with countershaft 54
Driven wheel 52；And hang around band 53 on the V grooves formed on a pair of of belt wheel 51,52.Input shaft 3 is used as main shaft.
Driving wheel 51 possesses：With the integrated fixed pulley 51a of input shaft 3；It can be moved in the axial direction on input shaft 3
Dynamic mobile belt wheel 51b；And apply the main hydraulic cylinder 51c of thrust to mobile belt wheel 51b.The pulley face of fixed pulley 51a and shifting
The pulley face of movable belt pulley 51b is opposite and forms the V grooves of driving wheel 51.Main hydraulic cylinder 51c is configured at the back side of mobile belt wheel 51b
Side.Pass through hydraulic pressure (primary pressure) P in main hydraulic cylinder 51cinAnd producing makes what mobile belt wheel 51b was moved to fixed pulley 51a sides
Thrust.
Driven wheel 52 possesses：With the integrated fixed pulley 52a of countershaft 54；It can be moved in the axial direction on countershaft 54
Mobile belt wheel 52b；And apply the secondary hydraulic cylinder 52c of thrust to mobile belt wheel 52b.The pulley face of fixed pulley 52a and movement
The pulley face of belt wheel 52b is opposite and forms the V grooves of driven wheel 52.Secondary hydraulic cylinder 52c is configured at the rear side of mobile belt wheel 52b.
Pass through hydraulic pressure (secondary pressure) P in secondary hydraulic cylinder 52coutAnd producing makes mobile belt wheel 52b be pushed away to what fixed pulley 52a sides were moved
Power.
The change gear of CVT5 makes connecting around hanging diameter change for band 53 by changing the V well widths of each wheel 51,52
Change continuously.When the maximum that can take the change gear of CVT5 is set to γ max, can take the change gear of CVT5 most
When small value is set to γ min, (gear is most with minimum change gear min in maximum change gear max (gear is minimum) for change gear
It is high) between continuously change.
Second clutch C2 is fluid pressure type, is rubbed with the engagement key element of second clutch C2 each other by hydraulic actuator
The mode of engagement is formed.Second clutch C2 is arranged between countershaft 54 and output shaft 7, and CVT5 is optionally divided from output shaft 7
From.For example, when being fully engaged second clutch C2, so as to the mode of passing power connects between CVT5 and output shaft 7,
Countershaft 54 is rotated integrally with output shaft 7.That is, the rotating speed Nout1 and second of the driven wheel 52 of the upstream side of second clutch C2 from
The output rotating speed Nout2 of the output shaft 7 in the downstream of clutch C2 is consistent (Nout1=Nout2).On the other hand, when making second
When clutch C2 is separated, can not be cut off in a manner of passing power between countershaft 54 and output shaft 7, engine 1 and CVT5 from
Driving wheel 11 separates.
Output gear 7a and driven gear 63 are installed in a manner of rotating integrally in output shaft 7.Output gear 7a is with making
For the middle driven gear 8a engagements of the idler gear mechanism 8 of reducing gear.The idler drive gear 8b of idler gear mechanism 8 with
The gear ring 9a engagements of differential gearing 9.Differential gearing 9 be connected with via the drive shaft 10,10 of left and right left and right driving wheel 11,
11。
Gear row 6 include drive gear 61, the idler gear rotated integrally with the sun gear 4S of forward-reverse switching mechanism 4
Mechanism 62, the driven gear 63 rotated integrally with output shaft 7.Gear row 6 are reducing gears, and the gear ratio of gear row 6 (is driven
Than) it is set as the predetermined value bigger than the maximum change gear max of CVT5.The gear ratio of gear row 6 is fixed gear ratio.Vehicle Ve
Can be from engine 1 via gear row 6 and to 11 passing power of driving wheel in starting.Gear row 6 are sent out as starting gear
Wave function.
Drive gear 61 is engaged with the middle driven gear 62a of idler gear mechanism 62.During idler gear mechanism 62 includes
Between driven gear 62a, jackshaft 62b, the idler drive gear 62c engaged with driven gear 63.In jackshaft 62b with integral rotation
The mode turned is provided with middle driven gear 62a.Jackshaft 62b and 7 configured in parallel of input shaft 3 and output shaft.Midway drive tooth
Wheel 62c is configured to rotate against relative to jackshaft 62b.
Being equipped between jackshaft 62b and idler drive gear 62c selects jackshaft 62b and idler drive gear 62c
Engagement type engagement device (dog-clutch) S1 rotated integrally to property.Dog-clutch S1 possesses engagement type a pair of engaging
Key element 64a, 64b and the sleeve 64c that can be moved along the axis direction of dog-clutch S1.First engagement key element 64a is with
The bushing that countershaft 62b splines are fitted together to.First engagement key element 64a and jackshaft 62b is rotated integrally.Second engagement key element 64b is with
Between drive gear 62c connected in a manner of rotating integrally.That is, the second engagement key element 64b is rotated against relative to jackshaft 62b.
Dog-clutch S1 is fluid pressure type, and by hydraulic actuator, sleeve 64c is moved in the axial direction.Pass through the inner circumferential in sleeve 64c
The spline tooth that face is formed is engaged with the spline tooth formed in the outer circumferential surface of each engagement key element 64a, 64b, and dog-clutch S1 becomes
Engagement state.By engaging dog-clutch S1, (the second path) is so as to pass between drive gear 61 and driven gear 63
The mode of graduating power connects.By releasing engaging for the second engagement key element 64b and sleeve 64c, dog-clutch S1, which becomes, to be separated
State.By the way that dog-clutch S1 is set to discrete state, (the second path) is with nothing between drive gear 61 and driven gear 63
The mode of method passing power is cut off.
Fig. 2 is the Function Block Diagram for the controller of vehicle for schematically showing an embodiment.Controller of vehicle by
The electronic control unit (ECU) 100 of vehicle Ve is controlled to form.ECU100 is with central processing unit (CPU), random access memory
The microcomputer of device (RAM) etc. is formed for main body.ECU100 using the data being transfused to and the data prestored come into
Row computing, and its operation result is exported as command signal.
The signal from various sensors 31~38 is inputted to ECU100.Vehicle speed sensor 31 detects vehicle velocity V.Input shaft turns
Fast sensor 32 detects rotating speed (input shaft rotating speed) Nin of input shaft 3.It is defeated since input shaft 3 and turbine 2b rotate integrally
Enter rotating speed (secondary speed) Nt that shaft speed transducer 32 detects turbine 2b.Input shaft rotating speed Nin is consistent with secondary speed Nt.The
Rotating speed (the first output rotating speed) Nout1 of one output shaft speed sensor 33 detection countershaft 54.Second output shaft revolution speed sensing
Device 34 detects rotating speed (the second output rotating speed) Nout2 of output shaft 7.(upstream side) is the first output before second clutch C2
(downstream) is the second output rotating speed Nout2 behind rotating speed Nout1, second clutch C2.Engine speed sensor 35
Detect rotating speed (engine speed) Ne of bent axle 1a.Accelerator opening sensor 36 detects the operation of accelerator pedal (not shown)
Amount.Brake stroke sensor 37 detects the operating quantity of brake pedal (not shown).Gear position sensor 38, which detects gear level, (does not scheme
Show) position.
ECU100 possesses travel control unit 101, recovery control unit 102, calculating part 103, gear ratio configuration part 104, speed change
Control unit 105 and determination unit 106.
Vehicle Ve setting controls are the either mode in multiple driving modes by travel control unit 101.As driving mode
An example have free-running.Free-running refers to, makes to separate as the second clutch C2 of engine separation clutch and makes hair
Motivation 1 is automatically stopped to make the driving mode of vehicle Ve inertia travelings.Travel control unit 101 is set up in predetermined execution condition
In the case of perform free-running control, make vehicle Ve from usually travel to free-running shift.In addition, travel control unit 101 to
1 output instruction signal of engine and control fuel feed, air inflow, fuel injection and ignition timing etc..
The recovery condition predetermined in free-running of recovery control unit 102 performs in the case of setting up to be recovered from free-running
Into the control (recovering control) usually travelled.By reverting to usual traveling from free-running, can be exported with engine 1
Power is travelled.
Calculating part 103 as time calculating part is according to dependent on belt wheel travel speed and as the time change of gear ratio
The predetermined speed change speed of rate, the gear ratio for calculating CVT5 successively turn to target shift speed from current actual change gear act changes
Than the necessary shifting time needed for γ tgt.Thus, calculating part 103 updates newest necessary shifting time successively.Calculating part 103
Such as by the way that the output rotating speed Nout1 of input shaft rotating speed Nin divided by first are calculated the speed change of CVT5 in the rotation of CVT5
Than γ (=Nin/Nout1).
Gear ratio configuration part 104 as gear ratio setup unit is according to the predetermined speed change set corresponding to vehicle Ve
Mapping, sets the change gear of CVT5.In addition, the detailed content mapped for the speed change in an embodiment, is chatted later
State.
Speed Control portion 105 carries out becoming the gear ratio of CVT5 to turn to make the second clutch after target speed change ratio gamma tgt
The control of device C2 engagements.In addition, speed Control portion 105 controls CVT5 to 200 output hydraulic pressure command signal of hydraulic control device
Gear shifting operation, each engagement device such as first clutch C1 action.Speed Control portion 105 carries out second clutch C2 as follows
So-called clearance control, that is, pre-oiling：Make the gap between clutch plunger and friction plate narrow to clutch will not become engage
The predetermined width of the degree (degree that torque in other words will not be transmitted in clutch) of state.Pre-oiling is also referred to as clogged.
Whether 106 Predicated execution condition of determination unit, recovery condition are set up.In speed Control portion 105 based on determination unit 106
In the case of judging and controlling the action of each engagement device, speed Control portion 105 and determination unit 106 are sent out as Engagement Control portion
Wave function.In addition, determination unit 106 record portion (not shown) so as to the mode read is stored with based on vehicle key element and true
Time (pre-oiling time T_c2) needed for the pre-oiling of fixed second clutch C2.Make certainly moreover, determination unit 106 judges to be used as
Perform whether condition is set up by the free-running of the condition of operation start.
Hydraulic control device 200 is to each hydraulic cylinder 51c, 52c of CVT5, each engagement device, that is, first clutch C1,
Each hydraulic actuator of two clutch C2, brake B1 and dog-clutch S1 supply hydraulic pressure.ECU100 is by controlling hydraulic pressure
Control, the speed change control of CVT5 of control device 200 and execution switching power transfer path between first path and the second path
Control make, being switched to various driving modes etc..
Fig. 3 is the hydraulic circuit diagram for an example for representing hydraulic control device 200.Hydraulic control device 200 possesses by starting
The MOP41 of the driving of machine 1 and the electric hydraulic pump 43 driven by motor 42 are used as hydraulic pressure supply source.It is electrically connected with motor 42
Storage battery (not shown).Each suction of pump 41,43 is stored in the oil of food tray and is discharged to the first oil circuit 201.From electric hydraulic pump 43
The oil of discharge is supplied via the second oil circuit 202 to the first oil circuit 201.First oil circuit 201 and the second oil circuit 202 are via non-return valve
And connect.In the case where the hydraulic pressure of the first oil circuit 201 is higher than the hydraulic pressure of the second oil circuit 202, non-return valve is closed.In the first oil circuit
In the case that 201 hydraulic pressure is lower than the hydraulic pressure of the second oil circuit 202, non-return valve is opened.For example, in free-running, engine 1 stops
MOP41 can not be only driven, therefore oil supply is supplied into the first oil circuit 201 by driving electric hydraulic pump 43.
Hydraulic control device 200 possesses：The hydraulic pressure of first oil circuit 201 is adjusted to the first loine pressure PL1The first pressure regulation
Valve 211；The oil discharged from the first pressure regulator valve 211 is adjusted to the second loine pressure PL2The second pressure regulator valve 212；By the first pipeline
Pressure PL1Predetermined adjusting, which is adjusted to, as first pressing presses PMThe first pressure reducing valve (regulating valve) 213；By the first loine pressure PL1Make
Primary pressure P is adjusted to for first pressinginThe second pressure reducing valve (gear ratio control valve) 214；And by the first loine pressure PL1As first pressing
It is adjusted to secondary pressure PoutThe 3rd pressure reducing valve (cramping force control valve) 215.In addition, based on defeated from linear solenoid valve (not shown)
The control pressure gone out controls the first pressure regulator valve 211 so that produces the first loine pressure P corresponding to transport conditionL1.In addition, by
Second pressure regulator valve 212 is adjusted to the second loine pressure PL2Oil supplied to fluid torque-converter 2.It should be discharged from the second pressure regulator valve 212
Oil to the lubricating systems such as the mutual engaging piece of gear supply.
The first pressure reducing valve 213 be connected with via the 3rd oil circuit 203 multiple linear solenoid valve SL1, SL2, SL3, SLP,
SLS.Linear solenoid valve SL1, SL2, SL3, SLP, SLS are separately controlled excitation, non-excitation and electric current by ECU100, and are adjusted
It is made into hydraulic pressure corresponding with hydraulic pressure command signal.
Linear solenoid valve SL1 will be adjusted and be pressed PMIt is adjusted to first clutch pressure P corresponding with hydraulic pressure command signalC1, and to
First clutch C1 is supplied.Linear solenoid valve SL2 will be adjusted and be pressed PMIt is adjusted to second clutch corresponding with hydraulic pressure command signal
Press PC2, and supplied to second clutch C2.Linear solenoid valve SL3 via switching valve 206 and with dog-clutch S1 and brake
B1 connections.Linear solenoid valve SL3 will adjust pressure PM and be adjusted to corresponding with hydraulic pressure command signal supply hydraulic pressure Pbs, and to claw type from
Clutch S1 and brake B1 supplies.
In the second pressure reducing valve 214 main hydraulic cylinder 51c is connected with via the 4th oil circuit 204.Second pressure reducing valve 214 and the 4th
Oil circuit 204 forms the gear ratio control loop of CVT5.Second pressure reducing valve 214 is the valve for controlling the change gear of CVT5.The
Two pressure reducing valves 214 control the oil mass (hydraulic pressure) supplied to main hydraulic cylinder 51c.Second pressure reducing valve 214 is by the first loine pressure PL1Make
P is pressed to primary for first pressinginPressure regulation is carried out, and is supplied to main hydraulic cylinder 51c.Second pressure reducing valve 214 is based on from linear solenoid valve SLP
The signal pressure P of inputSLPAnd P is pressed to primaryinCarry out pressure regulation.ECU100 is referred to by controlling to the linear solenoid valve SLP hydraulic pressure exported
Make signal and adjust primary pressure Pin.Primary pressure PinChange, thus the V well widths of driving wheel 51 change.
Speed Control portion 105 is by controlling primary pressure PinAnd control the change gear of CVT5.Specifically, for example, dropping
In shelves control, speed Control portion 105 makes primary pressure PinReduce, and the V well widths of driving wheel 51 is continuously broadened.Downshifting
When, the change gear of CVT5 continuously becomes larger.In downshift, speed Control portion 105 is so that oily from second in main hydraulic cylinder 51c
The mode of the oil discharge outlet discharge of pressure reducing valve 214 is controlled, and makes primary pressure PinReduce.In addition, performed in free-running
In target change gear ratio control, speed Control portion 105 presses primary in a manner of the change gear of CVT5 is become target change gear ratio
PinCarry out pressure regulation.On the other hand, make in free-running in the case that gear ratio maintains, speed Control portion 105 is to utilize second
The mode that pressure reducing valve 214 closes the 4th oil circuit 204 is controlled, and makes primary pressure PinMaintain into predetermined value.
In the 3rd pressure reducing valve 215 secondary hydraulic cylinder 52c is connected with via the 5th oil circuit 205.3rd pressure reducing valve 215 and the 5th
Oil circuit 205 forms the clamping force control loop of CVT5.Specifically, for example, working as signal pressure PSLSWhen becoming higher, the 3rd pressure reducing valve 215
So that the secondary pressure P of secondary hydraulic cylinder 52coutThe mode of increase is acted.
Then, the free-running control of one embodiment of the present invention is illustrated.Fig. 4 is an example for representing free-running control
Flow chart.ECU100 performs the control flow shown in Fig. 4 in the state of vehicle Ve is controlled into usual transport condition.Logical
Under normal transport condition, second clutch C2 is set to engage and vehicle Ve is advanced with the power of engine 1 and travel.
In step ST1, ECU100 is carried out usually when driving based on from accelerator opening sensor 36 in vehicle Ve
Signal judges whether accelerator is closing.In addition, accelerator refers to return to driver by foot to close (accelerator closing)
Situation about being left from accelerator pedal etc. does not depress the state of accelerator pedal.Add in the case where accelerator opening is zero (0)
Fast device is closed.In the case of being to close in accelerator (step ST1 is "Yes"), shifted to step ST2, ECU100 is based on to make by oneself
The signal of dynamic device stroke sensor 37 judges whether brake is closing.In addition, brake is to close (brake closing)
Refer to the state that situation about leaving foot from brake pedal back to driver etc. does not depress brake pedal.In actuator travel
Amount is brake closing in the case of zero (0).
That is, in step ST1, ST2, ECU100 judges that the free-running as the condition for starting free-running performs bar
Whether part is set up.Here, it is to carry out the usual closing of accelerator when driving and brake pass in vehicle Ve that free-running, which performs condition,
Situation about closing.Therefore, ECU100 in the case where being determined as that accelerator is not turned off (step ST1 is "No"), be judged to braking
In the case that device is not turned off (step ST2 is "No"), terminate the control program.That is, ECU100 does not make vehicle Ve to free-running
State shifts and continues usual transport condition.When being determined as that accelerator is to close (step ST1 is "Yes") and brake to be also
When closing (step ST2 is "Yes"), ECU100 is shifted to step ST3.This is because free-running performs condition in vehicle Ve
Set up.
In step ST3, ECU100 carries out the separation control of second clutch C2 and makes after second clutch C2 separates,
Shifted to step ST4.In step ST4, ECU100 detects the change gear of CVT5.Here, step ST3 and step ST4's is suitable
Sequence does not limit, and substantially can perform step ST3 and step ST4 at the same time, step ST3 can also be performed after step ST4 is performed.
After the change gear of CVT5 is detected, shifted to step ST5, ECU100 makes fuel stop to the supply inside engine 1
And it is automatically stopped engine 1.The control of these steps ST3~ST5 starts to control for free-running.Here, in free-running
Start in control, ECU100 detects the change gear of CVT5 before engine 1 is stopped.This is because make the second clutch
Device C2 is separated and made after engine 1 stops, and the rotation of each wheel 51,52 of CVT5 stops, therefore can not detect the speed change of CVT5
Compare γ.Afterwards, shifted to step ST6.
In step ST6, ECU100 maintains the change gear of CVT5 into the gear ratio detected in step ST4.
In this case, the change gear of CVT5 is fixed into change gear when free-running starts.When vehicle Ve carries out free-running,
ECU100 make it is each wheel 51,52 V well widths maintain into free-running start when V well widths.Thus, the thrust of driving wheel 51 with
The ratio between thrust of driven wheel 52 (belt wheel thrust ratio) is maintained.ECU100 will not be changed with the V well widths of each wheel 51,52
Mode controls primary pressure PinP is pressed with secondaryoutHydraulic pressure ratio (hydro-cushion).Thus, the change gear of CVT5 is maintained in freedom
Change gear during operation start.In this condition, the rotation of CVT5 stops, even therefore the liquid before starting than free-running
The hydraulic pressure forced down, also can by it is each wheel 51,52 V well widths maintain into free-running start when state.In addition, step ST6
It can also be performed at the same time with step ST5.
Afterwards, shifted to step ST7, ECU100 detection vehicle velocity Vs.Afterwards, shifted to step ST8.
In step ST8, ECU100 judges to revert to condition (the free-running recovery bar usually travelled from free-running
Part) whether set up.Recover condition as free-running, including accelerator is the situation of unlatching (accelerator unlatching), brake is
Open the situation of (brake unlatching).Refer to here, accelerator is opened, driver depresses accelerator pedal and accelerator opening ratio
Zero big state.Brake, which is opened, to be referred to, driver depresses brake pedal and brake legpower, actuator travel amount are bigger than zero
State.
In the case where being determined as that free-running recovers condition establishment (step ST8 is "Yes"), ECU100 turns to step ST9
Move.In addition, recovering condition as free-running, consumption electric power, the charged state of storage battery (SOC), speed changer can also be included
Oil temperature etc..These free-runnings for becoming system requirements recover instruction.On the other hand, it is invalid in free-running recovery condition
In the case of (step ST8 is "No"), ECU100 is back to step ST7 and the processing of step ST7, ST8 repeatedly.
When being shifted to step ST9, ECU100 calculates target speed change ratio gamma tgt when free-running is recovered.Specifically,
The speed change mapping that ECU100 is represented based on the relation between vehicle velocity V and input shaft rotating speed Nin, calculates when free-running is recovered
Target speed change ratio gamma tgt.Fig. 5 is illustrated in by the one of speed change mapping.
As shown in figure 5, based on vehicle velocity V and input shaft rotating speed Nin are mapped as the speed change of parameter, the speed change of CVT5 is determined
Compare γ.CVT5 is based on speed change and maps and carry out speed change.Here, the change gear of CVT5 when being started using free-running becomes as minimum
Speed than γ min in case of illustrate.When vehicle Ve carries out free-running, the change gear of CVT5 maintains to become into minimum
Speed is than γ min.Vehicle velocity V when free-running is recovered2Vehicle velocity V when starting than free-running1It is low.Moreover, when free-running is recovered
When vehicle velocity V2The increased speed of gear ratio than needing to make CVT5 (in Figure 5, is, for example, vehicle velocity V3) it is low when, in free-running
Need to carry out CVT5 speed Control, specifically downshift control during recovery.By performing downshift control to CVT5, CVT5's
Minimum change gear min when change gear is since free-running changes to target speed change ratio gamma tgt.
, can be in definite target input shaft rotating speed as the definite method of the target speed change ratio gamma tgt carried out by ECU100
After Ntgt, by vehicle velocity V when being set up based on target input shaft rotating speed Ntgt and recovery condition2Gear ratio be determined as target change
Speed is than γ tgt.Target input shaft rotating speed Ntgt becomes the value bigger than the desired speed of generation engine misses, NV penalties.
For example, target input shaft rotating speed Ntgt is confirmed as sliding the input shaft rotating speed on line.Slide line to refer to, usually adding when driving
Fast device aperture is zero (ACC=0%) shift cable in the case of.Vehicle velocity V when free-running is recovered2Under, with minimum gear ratio
The corresponding input shaft rotating speeds of γ min are lower than sliding the target input shaft rotating speed Ntgt on line.This is because when free-running is recovered
Vehicle velocity V2Than the lower limit vehicle velocity V that traveling can be slided with minimum change gear min3Small (V2＜ V3).When free-running is recovered
Downshift control is performed, and input shaft rotating speed Nin is risen to the target input shaft rotating speed Ntgt slided on line.ECU100 is by making
Oil in main hydraulic cylinder 51c discharges and makes primary pressure PinReduce, so that the V well widths of driving wheel 51 broaden.Thereby, it is possible to make
The change gear of CVT5 increases to target speed change ratio gamma tgt.
Then, when being shifted to the step ST10 shown in Fig. 4, ECU100 makes engine 1 start again.Afterwards, to step
ST11 is shifted, and ECU100 calculates current gear ratio (actual gear ratio) γ act.Since each wheel 51,52 of CVT5 is in rotation,
Therefore the detection of ECU100 can be based on the input shaft rotating speed Nin detected successively detected value and the first output rotating speed Nout1
Value, calculates actual change gear act successively.In addition, ECU100 performs the belt wheel speed Control to CVT5.That is, ECU100 is controlled
The thrust of driving wheel 51 and driven wheel 52 and change respective V well widths, the actual change for making CVT5 be calculated from calculating part 103
Speed starts the change of gear ratio than the target speed change ratio gamma tgt set by γ act to ECU100.Afterwards, shifted to step ST12.
In step ST12, calculating part 103 is calculated is changed to target shift speed as change gear from actual change gear act
Than the shifting time needed for γ tgt, the belt wheel shifting time T_sft of i.e. necessary shifting time.In an embodiment, as
The belt wheel speed change speed of predetermined speed change speed is set to the belt wheel speed change speed determined from the viewpoint of noise vibration (NV)
In the range of upper limit value.In addition, belt wheel speed change speed is not necessarily defined to the speed.
Then, shifted to step ST13, ECU100 compares calculated belt wheel shifting time T_sft and second clutch C2
Pre-oiling from starting to time (pre-oiling time) T_c2 finished.It is being determined as that belt wheel shifting time T_sft compares preliminary filling
In the case that oily time T_c2 is big (step ST13 is "No"), ECU100 back to step ST11 and make the speed Control of CVT5 after
It is continuous.
Be determined as belt wheel shifting time T_sft be below pre-oiling time T_c2 in the case of (step ST13 is
"Yes"), ECU100 is shifted to step ST14.In step ST14, travel control unit 101 starts preliminary filling to second clutch C2
Oil.Thus, supply working oil from MOP41 to second clutch C2 and perform pre-oiling.
In step ST13, step ST11~ST13 is repeated in ECU100, until being determined as belt wheel shifting time T_sft
Untill below pre-oiling time T_c2.During this period, the pre-oiling of second clutch C2 is not started, therefore will can work
The necessary flow-reduction amount corresponding with the flow of the working oil needed for pre-oiling of oil, can suppress the work from MOP41 discharges
The deficiency of the supply flow rate of oil.
Afterwards, shifted to step ST15, ECU100 judge to start after pre-oiling to second clutch C2 when passing through
Between whether be more than pre-oiling time T_c2.(the step ST15 during being determined as that the elapsed time is less than pre-oiling time T_c2
For "No"), ECU100 continues the pre-oiling to second clutch C2.It is being judged as that the elapsed time is more than pre-oiling time T_c2
In the case of (step ST15 is "Yes"), ECU100 to step ST16 shift.At the moment, second clutch C2 is in will be into
For the state before engagement state.
In step ST16, ECU100 engages second clutch C2.By performing step ST16, second clutch C2 connects
Close, and engine 1 is driven, therefore free-running state terminates.In other words, when performing step ST16, control is recovered
Finish.That is, recover to refer to that when vehicle Ve carries out free-running ECU100 makes engine 1 start again and makes the from free-running
Two clutch C2 are engaged.By reverting to usual traveling from free-running, the control EP (end of program).In addition, in above-mentioned freedom
In operating control, can also substitute makes second clutch C2 separate or engage, and makes first clutch C1 separation or engagement.
Fig. 6 is the sequence diagram in the case of the execution free-running control of an embodiment.Fig. 7 is holding for the prior art
Sequence diagram in the case of free-running of having gone control.Fig. 6 and Fig. 7 represents to make free fortune from the vehicle Ve into free-running
T0 (being step ST9 in Fig. 4) to the time t4 that second clutch C2 has just been fully engaged (is in Fig. 4 at the time of turning to recover instruction
Step ST16) after.
As shown in fig. 6, recover instruction in the free-running such as time t0, the unlatching of unlatching, accelerator when detection brake
When, ECU100 performs engine starting control, engine 1 is started again.In engine starting control, pass through starter etc.
And make 1 crank rotation of engine.Thus, engine speed Ne starts from scratch increase.In addition, when engine 1 starts again,
MOP41 also begins to drive, therefore the delivery flow (MOP delivery flows) of the working oil of MOP41 is with synchronous with engine speed Ne
Mode start to increase.
When performing engine starting control and CVT5 and starting rotation, in time t1, driving wheel 51 and driven wheel 52 are at the same time
Start to rotate.Therefore, in time t1, the outputs of secondary speed Nt (=input shaft rotating speed Nin) and first rotating speed Nout1 at the same time from
Zero begins to ramp up.
Afterwards, shifted in time t2, engine 1 from by starter etc. and rotating state to free standing condition.Self-support shape
State refers to, the burning progress in each cylinder of engine 1 and engine 1 support oneself burning so as to rotating shape of supporting oneself
State.Engine speed Ne at this time becomes self-support rotating speed.In addition, engine speed Ne and secondary speed Nt (=input shaft rotating speeds
Nin identical rotating speed and increase) are become.In figure 6, the line of engine speed Ne later time t2 and secondary speed Nt (=
Input shaft rotating speed Nin) line recorded by identical line.
When engine 1 becomes free standing condition, supplied and lighted a fire to start output engine torque by fuel, and sent out
Motivation rotating speed Ne is begun to ramp up.Therefore, in time t2, the primary of each wheel 51,52 is made in a manner of the band 53 of CVT5 will not slide
Press PinAnd secondary pressure PoutRise.At the same time, MOP delivery flows also increase, and make the first loine pressure P of the first oil circuit 201L1
(being loine pressure in Fig. 6) increases.
In addition, from time t2, ECU100 starts the downshift control of CVT5.In downshift controls, make primary pressure PinReduce,
And make secondary pressure PoutIncrease.Thus, the V well widths of driving wheel 51 broaden, and the V well widths of driven wheel 52 narrow.Separately
Outside, the necessary flow increase of working oil is corresponding to the flow (speed change flow) for the working oil that the downshift for performing to CVT5 controls
Amount.In this case, MOP delivery flows are relative to necessary flow, it is possible to deficiency and insufficient flow L1Corresponding amount.Separately
Outside, detailed content is described below, the insufficient flow L shown in Fig. 60For the insufficient flow in the case of the present invention is not carried out.
By starting the control that downshifts, the actual change gear act of CVT5 starts to increase to target speed change ratio gamma tgt.It is adjoint
In this, input shaft rotating speed Nin is begun to ramp up to target input shaft rotating speed Ntgt.In time t4, when the change gear of CVT5 reaches
During target speed change ratio gamma tgt, downshift control finishes.
In addition, during time t2~t4, CVT5 is in downshift, therefore the actual change gear act of CVT5 connects
Increase continuously.Time, i.e. untill the change gear of the CVT5 becomes target speed change ratio gamma tgt from actual change gear act
Belt wheel shifting time T_sft becomes the time t31 of below pre-oiling time T_c2, starts pre-oiling (Fig. 4 of second clutch C2
In, it is step ST14).
That is, maintenance is made into the second clutch of predetermined hydraulic pressure by controlling linear solenoid valve SL2 in time t31, ECU100
Press PC2Increase, starts the pre-oiling of second clutch C2.Thus, supplied to the hydraulic actuator for the second clutch C2 being kept completely separate
To hydraulic pressure, the second clutch pressure P as reducing and engage the mutual gap of key element (interval) is added toC2.Therefore, working oil
Necessary flow also not only increases amount corresponding with speed change flow, but also increases the flow needed for the pre-oiling with second clutch C2
(pre-oiling flow) is measured accordingly.At the moment, MOP41 continues driving than the speed change time started t2 long since driving
Time t31, therefore with driving time and MOP delivery flows increase.Therefore, with insufficient flow L0Compare, phase can be reduced
For the insufficient flow of necessary flow.
In time t4, when the change gear of CVT5 becomes target speed change ratio gamma tgt, the first output rotating speed Nout1 with
Second output rotating speed Nout2 is synchronous.Therefore, in time t4, ECU100 makes second clutch press PC2Increase and second clutch
Amount needed for C2 engagements is measured accordingly, is fully engaged second clutch C2.By doing so, recover in time t4, free-running
Control finishes.Thus, it is recovered from free-running to what is usually travelled.
Become target speed change ratio gamma tgt in time t4, CVT5, but continue what the downshift of CVT5 was controlled after time t4
In the case of, the necessary flow of working oil becomes total flow of flow and speed change flow needed for leakage, lubrication etc..
On the other hand, in the conventional free-running control shown in Fig. 7, the free-running with an above-mentioned embodiment
Control is different, and in time t2, speed Control portion 105 starts the downshift control of CVT5, and starts the preliminary filling of second clutch C2
Oil.Thus, at the time of time t2, it is necessary to leakage, lubrication in use working oil necessary flow, for perform downshift control
Flow (pre-oiling flow) needed for the flow (speed change flow) and the pre-oiling of second clutch C2 of the working oil of system is corresponding
Amount total flow.
But at the time of engine 1 becomes free standing condition (time t2), MOP41 start driving and at MOP delivery flows
In from 0 increased way.Therefore, MOP delivery flows are smaller than the necessary flow of working oil, therefore insufficient flow becomes larger.In Fig. 7
In, carved at the beginning of speed Control, insufficient flow L0Become maximum.Moreover, at the time of the time t32 that pre-oiling finishes
Untill, MOP delivery flows continue than the state of necessary flow much less.In contrast, in the feelings of the embodiment shown in Fig. 6
Under condition, by the beginning of the pre-oiling of second clutch C2 is postponed as far as possible in speed Control and the time below into
OK, the insufficient flow L of the necessary flow relative to working oil can compared with the past be made1With conventional insufficient flow L0Compared to drop
It is low.
It is as described above, according to an embodiment of the present invention, at the time of vehicle Ve is recovered from free-running, make
The pre-oiling of second clutch C2 is with the scope for being engaged without influencing of second clutch C2, the preferably gear ratio of CVT5
γ becomes slow at the time of the downshift control of the mode that is finished at the time of target speed change ratio gamma tgt than starting CVT5, so as to
Start the pre-oiling of second clutch C2 in the state of increase MOP delivery flows as far as possible, therefore can reduce relative to work
The insufficient flow of the necessary flow of oil.
In addition, in the state of the art, when the necessary flow of working oil becomes larger, it is necessary to drive electric hydraulic pump 43
It is dynamic and oil supply is supplied into the first oil circuit 201, thus become larger with insufficient flow correspondingly need the high capacity of electric hydraulic pump 43,
Maximization.In contrast, in an above-mentioned embodiment, the insufficient flow of MOP delivery flows can be reduced, therefore can be pressed down
The high capacity of electric hydraulic pump 43 processed, maximization.Moreover, in the state of the art, in order not to make the deficiency of working oil
Flow increases, it is necessary to avoid target speed change ratio gamma tgt and the difference of actual change gear act from becoming larger.In this case, in order to reduce
The difference of target speed change ratio gamma tgt and actual change gear act, it is therefore desirable to by the speed of the lower limit recovered from free-running
It is set to larger speed.In contrast, in an above-mentioned embodiment, the insufficient flow of MOP delivery flows can be reduced, because
This can increase from free-running recover when target speed change ratio gamma tgt and actual change gear act difference.Therefore, it is possible to drop
The lower limit of the speed of the low recovery condition recovered as vehicle Ve from free-running, can suppress the evil of fuel economy
Change.
More than, specifically illustrate one embodiment of the present invention, but the present invention is not limited to an above-mentioned embodiment,
It can carry out the various modifications of the technological thought based on the present invention.For example, the numerical value enumerated in an above-mentioned embodiment is only
It is but example, can also be as needed using numerical value unlike this.
Claims (1)
1. a kind of control device of vehicle, the vehicle possess：
Power source；
Buncher, carries out speed change to the driving force inputted from the power source and exports；
Clutch, by engaging the power via the buncher between the power source and driving wheel or separating
Bang path connects or cut-out；And
Mechanical type oil pump, by the power source drive, working oil is supplied to the buncher and the clutch,
The control device of the vehicle is characterized in that,
The power source stops and meets during continuing inertia traveling described used in the state of the clutch separation
Property traveling termination condition in the case of, electronic control unit makes the power source start again, makes the buncher
Gear ratio, which becomes, turns to target change gear ratio, the clutch is engaged after pre-oiling is performed,
The electronic control unit calculates in the buncher with predetermined speed change speed from current gear ratio successively
Become the necessary shifting time turned to needed for the target change gear ratio,
Preliminary filling needed for the pre-oiling of the more newest necessary shifting time of the electronic control unit and the execution clutch
The oily time, in the case where the newest necessary shifting time is below the pre-oiling time, starts the clutch
Pre-oiling.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2015156379A JP6187548B2 (en) | 2015-08-06 | 2015-08-06 | Vehicle control device |
| JP2015-156379 | 2015-08-06 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106438981A CN106438981A (en) | 2017-02-22 |
| CN106438981B true CN106438981B (en) | 2018-05-01 |
Family
ID=58048442
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610632791.9A Expired - Fee Related CN106438981B (en) | 2015-08-06 | 2016-08-04 | The control device of vehicle |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP6187548B2 (en) |
| CN (1) | CN106438981B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111492158B (en) * | 2017-12-28 | 2021-08-10 | 日产自动车株式会社 | Method for controlling power transmission device and power transmission device |
| JP2019120305A (en) * | 2017-12-28 | 2019-07-22 | ジヤトコ株式会社 | Power transmission device |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4085946B2 (en) * | 2003-09-26 | 2008-05-14 | アイシン精機株式会社 | Automatic transmission and hydraulic control device for automatic transmission |
| JP2006200422A (en) * | 2005-01-20 | 2006-08-03 | Jatco Ltd | Control unit of automatic transmission |
| JP5526005B2 (en) * | 2010-11-25 | 2014-06-18 | ジヤトコ株式会社 | Coast stop vehicle and coast stop vehicle control method |
| JP6052775B2 (en) * | 2012-11-16 | 2016-12-27 | 日産自動車株式会社 | Control device for hybrid vehicle |
| JP6098303B2 (en) * | 2013-03-29 | 2017-03-22 | アイシン・エィ・ダブリュ株式会社 | Control device for continuously variable transmission |
| EP2988032B1 (en) * | 2013-04-16 | 2018-07-18 | Toyota Jidosha Kabushiki Kaisha | Control device for vehicle transmission |
| BR112014028008A2 (en) * | 2013-04-16 | 2017-06-27 | Toyota Motor Co Ltd | controller for vehicular transmission |
-
2015
- 2015-08-06 JP JP2015156379A patent/JP6187548B2/en not_active Expired - Fee Related
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2016
- 2016-08-04 CN CN201610632791.9A patent/CN106438981B/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP2017036744A (en) | 2017-02-16 |
| JP6187548B2 (en) | 2017-08-30 |
| CN106438981A (en) | 2017-02-22 |
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