WO2011111280A1 - 自動変速機の油圧制御装置 - Google Patents
自動変速機の油圧制御装置 Download PDFInfo
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- WO2011111280A1 WO2011111280A1 PCT/JP2010/073490 JP2010073490W WO2011111280A1 WO 2011111280 A1 WO2011111280 A1 WO 2011111280A1 JP 2010073490 W JP2010073490 W JP 2010073490W WO 2011111280 A1 WO2011111280 A1 WO 2011111280A1
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- valve
- pressure
- clutch
- hydraulic
- engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
- F16H2061/0034—Accumulators for fluid pressure supply; Control thereof
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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
- F16H2312/00—Driving activities
- F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
Definitions
- the present invention relates to a hydraulic control device for an automatic transmission in a vehicle that performs idling stop.
- the automatic transmission has a plurality of clutches and brakes (hereinafter simply referred to as clutches) that operate by pressing the friction plates hydraulically in the gear train, and a plurality of shift stages are realized by a combination of engagement and release.
- clutches a plurality of clutches and brakes
- a low clutch LOW / C
- a high clutch HGH / C
- the low clutch is engaged at the first forward speed
- the low clutch is released at the high third speed
- the high clutch is engaged. It is like that.
- the clutch has a hydraulic chamber and a piston that is stroked by the hydraulic pressure supplied to the hydraulic chamber, and the operation process includes the stroke filling stage until the piston contacts the friction plate, and the actual piston friction.
- an engine is provided with an idling stop function that automatically stops the engine and then restarts the engine when a predetermined condition is met.
- the above-mentioned clutch is engaged and released using hydraulic pressure from a mechanical oil pump driven by engine power, but the mechanical oil pump is also stopped during idling stop engine stop. The required oil pressure cannot be obtained immediately upon restart.
- the conventional hydraulic control device requires an additional pump mechanism and a motor for driving the pump, in addition to the mechanical oil pump. This increases the size and cost of the automatic transmission.
- an object of the present invention is to provide a hydraulic control device for an automatic transmission that can obtain a good re-start response at an idling stop while eliminating the need for an electric oil pump. .
- the hydraulic control device for an automatic transmission includes a hydraulic pressure applied to a clutch that is engaged when the automatic transmission starts in a vehicle that stops an engine under a predetermined stop condition and restarts the engine under a predetermined start condition.
- a pressure accumulating means connected to the supply path via an electromagnetic shut-off valve; a pressure-holding means for holding the operating hydraulic pressure of the clutch at a predetermined value; and a control means for controlling the electromagnetic shut-off valve.
- the pressure accumulating means is shut off from the hydraulic pressure supply path when the engine is stopped, and the hydraulic pressure in the hydraulic pressure supply path is held at a predetermined value by the pressure holding means, and the hydraulic oil filled in the pressure accumulating means is supplied to the hydraulic pressure supply path when the engine restarts It was configured to discharge by an electromagnetic shut-off valve.
- the operating oil pressure maintained at a predetermined value by the pressure holding means is applied to the clutch by the pressure accumulating means by the electromagnetic shut-off valve. Since the hydraulic pressure is supplied while the shelf pressure is controlled by controlling the discharge hydraulic pressure, torque transmission can be started early with high response performance without shock, and the vehicle is started.
- FIG. 1 is a diagram showing a drive system of a vehicle according to an embodiment.
- the automatic transmission 2 is connected to the output shaft of the engine 1, and the automatic transmission 2 includes a torque converter 3, a transmission mechanism unit 4, and a hydraulic control valve unit 5.
- the output of the automatic transmission 2 is transmitted from the drive shaft 6 to the drive wheels 8 and 9 via the differential gear 7.
- the engine 1 is connected to an unillustrated throttle valve, fuel injection valve, and an engine control unit (ECU) 10 for controlling ignition timing, etc.
- the automatic transmission 2 is connected to a target gear stage and a clutch for realizing the target gear stage.
- An automatic transmission control unit (ATCU) 16 is connected to control the hydraulic pressure and the like.
- the vehicle electronic control unit 20 is connected to the engine control unit 10 and the automatic transmission control unit 16.
- the engine control unit 10 receives an engine output shaft speed (rotational speed) from the engine speed sensor 12 and an accelerator pedal position from the accelerator pedal sensor 14.
- the automatic transmission control unit 16 receives the shift lever position from the shift lever sensor 18 and the engine speed and accelerator opening via the engine control unit 10.
- Signals from the brake switch 22 and the vehicle speed sensor 24 are input to the vehicle electronic control unit 20, the accelerator opening is set via the engine control unit 10, and the shift lever position is set via the automatic transmission control unit 16.
- a control command is issued to the engine control unit 10 and the automatic transmission control unit 16 in order to perform integrated control of the engine 1 and the automatic transmission 2 based on the respective driving states of the vehicle.
- vehicle speed 0
- the shift lever is in the N (neutral) position or the P (parking) position
- the accelerator opening is 0 (the accelerator pedal is depressed).
- Automatic stop condition of the engine 1 when the vehicle is stopped the shift lever is in the D (drive) position, the accelerator opening is 0, and the brake is on (the brake pedal is depressed).
- the restart condition of the engine 1 is a state in which the automatic stop condition is no longer satisfied.
- the vehicle electronic control unit 20 In response to the establishment of the automatic stop condition and the establishment of the restart condition, the vehicle electronic control unit 20 outputs an engine stop command and an engine restart command to the engine control unit 10, respectively.
- the engine 1 is stopped and restarted based on the command.
- the engine stop command and the engine restart command are also output to the automatic transmission control unit 16, and the automatic transmission control unit 16 performs idling stop control described later on the automatic transmission 2.
- Fig. 2 shows the hydraulic circuit related to idling stop.
- the output of the oil pump 30 driven by the rotation of the output shaft of the engine 1 is made a line pressure by the regulator valve 32 and is inputted to the input port P of the manual valve 35 through the line pressure oil passage 33.
- the D range port D of the manual valve 35 is connected to a hydraulic chamber of a low clutch (LOW / C) 50 that is fastened at the first forward speed through the control valve 37 and the one-way valve 39 in order.
- LOW / C low clutch
- the control valve 37 controls the hydraulic pressure (clutch pressure) to the low clutch 50 in accordance with a command from the automatic transmission control unit 16 by controlling the pilot pressure generated from the line pressure by the pilot valve 36 by the solenoid 38 to obtain a driving pressure. And output to the clutch pressure oil passage 34.
- the D range port D is also connected to another clutch system that is fastened at a high speed
- the R range port R is connected to a clutch system that is fastened at a reverse speed, but is not shown.
- An accumulator 40 is connected to the line pressure oil passage 33 to the input port of the manual valve 35 via an electromagnetic shut-off valve 42.
- the electromagnetic shut-off valve 42 communicates the accumulator 40 with the line pressure oil passage 33 in the off (OFF) state, shuts off in the on (ON) state, and is duty controlled.
- the electromagnetic shut-off valve 42 While traveling in the D range, the electromagnetic shut-off valve 42 is kept in the OFF state, and the accumulator 40 communicates with the line pressure oil passage 33, so that the hydraulic oil is filled to maintain the accumulator pressure corresponding to the line pressure. It is in a state.
- a three-way electromagnetic switching valve 44 is provided in parallel with the one-way valve 39.
- the three-way electromagnetic switching valve 44 communicates the low clutch 50 side of the one valve 39 with the control valve 37 side of the one valve in the off (OFF) state, and the pressure retaining valve on the low clutch 50 side of the one valve in the on (ON) state. 46. During normal traveling, the three-way electromagnetic switching valve 44 is in an off state.
- the pressure holding valve 46 is drained while the hydraulic pressure input through the three-way electromagnetic switching valve 44 is higher than a predetermined value, and holds the hydraulic pressure when the hydraulic pressure is lowered to the predetermined value.
- the idling stop control of the automatic transmission 2 by the automatic transmission control unit 16 is performed as follows.
- FIG. 3 is a flowchart showing the flow of idling stop control.
- step 100 it is checked whether there is a command to stop the engine from the vehicle electronic control unit 20.
- Step 101 If there is a command to stop the engine, in Step 101, the electromagnetic shut-off valve 42 is turned on. As a result, the accumulator 40 holds hydraulic oil having an accumulator pressure.
- step 102 it is checked whether the shift lever is in the D range position.
- step 103 the D range flag is set to 1 and the three-way electromagnetic switching valve 44 is turned on.
- the low clutch 50 is disconnected from the control valve 37 side and communicated with the pressure holding valve 46.
- the pressure holding valve 46 holds the oil pressure on the low clutch 50 side at a predetermined value.
- the predetermined value of the hydraulic pressure held by the pressure holding valve 46 is a value corresponding to a state in which the friction plate of the low clutch 50 is not fastened but there is no clearance that needs to be stroked, in other words, torque transmission control. It is set to the previous value.
- step 105 After the three-way electromagnetic switching valve 44 is turned on, the process proceeds to step 105.
- step 104 the D range flag is set to 0 while the three-way electromagnetic switching valve 44 is kept off in step 104, and the process proceeds to step 105.
- the state of the D range flag and the state of the three-way electromagnetic switching valve 44 once set do not change even when the shift lever is operated while the engine is stopped.
- step 105 it is checked whether there is a command to restart the engine from the vehicle electronic control unit 20.
- step 105 is repeated.
- the engine control unit 10 starts cranking by the engine restart command and starts the engine 1.
- step 106 it is checked again whether or not the shift lever is in the D range position. This is because the shift lever may be operated while the engine is stopped.
- step 107 If it is the D range position, it is checked in step 107 whether the D range flag is 1.
- step 108 the accelerator opening by the accelerator pedal sensor 14 is read via the engine control unit 10.
- step 109 the electromagnetic shut-off valve 42 is duty-controlled while the three-way electromagnetic switching valve 44 is on, and the hydraulic oil is discharged from the accumulator 40.
- the ON duty ratio is set to be large when the accelerator opening is small, and the ON duty ratio is set to decrease as the accelerator opening becomes large.
- the low clutch 50 is at a clutch pressure corresponding to a state in which the three-way electromagnetic switching valve 44 is on and communicates with the pressure holding valve 46 to finish the stroke. Therefore, the release of the hydraulic oil from the accumulator 40 causes the low clutch 50 to immediately start pressing the friction plate and enter the torque transmission control state.
- step 110 the engine speed is read via the engine control unit 10, and it is checked whether or not the engine speed is equal to or higher than a predetermined speed Nk indicating a complete explosion of the restarted engine. While the engine speed is less than Nk, the routine returns to step 108 and the duty control of the electromagnetic shut-off valve 42 based on the accelerator opening is continued.
- step 111 both the three-way electromagnetic switching valve 44 and the electromagnetic cutoff valve 42 are turned off, and the idling stop response control is ended.
- the low clutch 50 is disconnected from the pressure holding valve 46 and connected to the control valve 37 when the three-way electromagnetic switching valve 44 is turned off. Thus, a normal control pressure is supplied. Further, the accumulator 40 is filled with the line pressure by maintaining the electromagnetic shut-off valve 42 in the OFF state.
- step 106 If it is determined in step 106 that the shift lever is not in the D range position, the routine proceeds to step 112 where the D range flag is set to 0 and the three-way electromagnetic switching valve 44 is turned off.
- step 113 it is checked whether or not the shift lever is in the R range position.
- the electromagnetic shut-off valve 42 When the shift lever is in the R range position, the electromagnetic shut-off valve 42 is turned off in step 114, and then the control is terminated. When the electromagnetic shut-off valve 42 is turned off, the accumulator 40 that has been shut off from the line pressure oil passage 33 returns to the communication state with the line pressure oil passage 33.
- step 113 if the shift lever is not in the R range position in the check of step 113, it is in the N range or P range position and it is unknown whether it will be operated to the D range or the R range in the future.
- the valve 42 remains on and the process returns to step 106.
- step 107 if the D range flag is 0 in the check in step 107, the process proceeds to step 114.
- the D range flag When the D range flag is 0, it indicates that the shift lever has been operated from a position other than the D range to the D range position while the engine is stopped. Since the three-way electromagnetic switching valve 44 is not turned on, the low clutch 50 is connected to the control valve 37. The hydraulic oil of the low clutch 50 is drained through the control valve 37.
- step 114 since the electromagnetic shut-off valve 42 is turned off, the hydraulic oil from the accumulator 40 is discharged at once to the line pressure oil passage 33.
- FIG. 5 is a time chart showing an operation process when restarting from a state where the engine is stopped at the D range position by the above-described control.
- the electromagnetic shut-off valve 42 is repeatedly turned on and off by duty control.
- the accelerator opening is 0, the on-duty is large, so that the hydraulic oil in the accumulator 40 is released at a slow speed.
- the oil pump 30 When the engine speed reaches a predetermined engine speed Nk indicating complete explosion, the oil pump 30 generates oil pressure and the line pressure becomes a normal value. Therefore, at the time t1, the electromagnetic shut-off valve 42 is duty controlled. Is stopped and turned off, and the accumulator 40 and the line pressure oil passage 33 are always in communication. As a result, the accumulator 40 that has been in a discharge state until now is in a filling state from the line pressure oil passage 33 and the filling amount increases.
- the three-way electromagnetic switching valve 44 is also turned off, and the line pressure is supplied to the low clutch 50 via the control valve 37.
- the clutch pressure cannot be made a steady pressure unless the conventional normal control oil pressure of the comparative example waits until later time t2, whereas the clutch pressure can be made a steady pressure at time t1,
- the clutch pressure can be controlled by the control valve 37.
- the low clutch 50 corresponds to a clutch that is fastened when starting in the invention
- the line pressure oil passage 33 corresponds to a hydraulic pressure supply passage.
- the one-way valve 39, the three-way electromagnetic switching valve 44, and the pressure-holding valve 46 constitute a pressure-holding means, and in particular, the three-way electromagnetic switching valve 44 corresponds to the switching valve.
- the accumulator 40 corresponds to the pressure accumulating means.
- the functional part of the automatic transmission control unit 16 that executes the processing of steps 100 to 114 in the flowchart of FIG. 3 constitutes a control means.
- the present embodiment is configured as described above, and is a low clutch that is engaged when the automatic transmission 2 starts in a vehicle that stops the engine 1 under a predetermined stop condition and restarts the engine 1 under a predetermined start condition.
- the accumulator 40 is connected to the line pressure oil passage 33 that forms the oil pressure supply passage to the motor 50 via the electromagnetic shut-off valve 42, while the operating oil pressure of the low clutch 50 is held at a predetermined value using the pressure holding valve 46 and the like.
- the accumulator 40 is cut off from the line pressure oil passage 33 when the engine 1 is stopped, and the hydraulic oil filled in the accumulator 40 is discharged to the line pressure oil passage 33 when the engine 1 is restarted.
- the accumulator 40 since the predetermined value held as the holding pressure is the value immediately before torque transmission control in the low clutch 50 and the stroke is already packed, the accumulator 40 needs to have a capacity for the stroke packing. In addition, it has the advantage of being small in size and small in size (effect of claim 2).
- the electromagnetic shut-off valve 42 is duty-controlled particularly according to the accelerator opening, so that torque transmission control according to the accelerator opening can be performed from the beginning of engine restart. Effect of item 3).
- the predetermined value of the hydraulic pressure of the low clutch 50 is held only when the D range is selected, particularly when the engine 1 is stopped, so that the low clutch 50 need not be engaged when the engine is restarted outside the D range. In this case, the complete release can be secured promptly (effect of claim 4).
- a specific configuration for maintaining the operating hydraulic pressure of the low clutch 50 at a predetermined value while the engine is stopped is provided between the low clutch 50 and the control valve 37, and a one-way valve 39 that allows flow only in the direction of the low clutch 50, A pressure holding valve 46 that holds the hydraulic pressure exceeding the value reduced to the predetermined value, and a three-way electromagnetic switching valve 44 that switches and connects the low clutch 50 side of the one valve 39 to the control valve 37 side or the pressure holding valve 46 of the one valve 39.
- the one-way valve 39 communicates the low clutch 50 side of the one-way valve 39 to the control valve 37 side, and the D range is selected during idle stop. In this case, the low clutch 50 side of the one-side valve 39 is communicated with the pressure-holding valve 46, so that the clutch pressure can be maintained at a predetermined value with ease. The effect of 5).
- the vehicle electronic control unit 20 determines engine stop and engine restart, the idling stop response control in the automatic transmission 2 is performed by the automatic transmission control unit 16, and the automatic transmission control unit 16
- the information on the engine speed and the accelerator opening is obtained through the engine control unit 10.
- the present invention is not limited to this, and the automatic transmission control unit 16 may directly input each information, or conversely, The automatic transmission control unit 16 may input the position of the shift lever via the vehicle electronic control unit 20.
- vehicle electronic control unit 20 and the automatic transmission control unit 16 may be integrated, and the acquisition route of each information is not limited.
- the throttle opening by the throttle sensor of the engine may be used as the accelerator opening by the accelerator pedal sensor.
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Abstract
Description
2…自動変速機
10…エンジン制御ユニット
12…エンジン回転数センサ
14…アクセルペダルセンサ
16…自動変速機制御ユニット
18…シフトレバーセンサ
20…車両電子制御ユニット
22…ブレーキスイッチ
30…オイルポンプ
32…レギュレータバルブ
33…ライン圧油路
34…クラッチ圧油路
35…マニュアルバルブ
36…パイロット弁
37…制御バルブ
38…ソレノイド
39…一方弁
40…アキュムレータ
42…電磁遮断弁
44…3方電磁切換弁
46…保圧弁
50…ロウクラッチ
Claims (5)
- 所定の停止条件下でエンジンを停止させ、所定の始動条件下でエンジンを再始動させる車両において、
自動変速機の発進時に締結されるクラッチへの油圧供給路に電磁遮断弁を介して接続された蓄圧手段と、
前記クラッチの作動油圧を所定値に保持する保圧手段と、
前記電磁遮断弁を制御する制御手段とを有して、
該制御手段は、エンジンの停止時に前記蓄圧手段を前記油圧供給路から遮断し、前記保圧手段により前記油圧供給路の油圧を所定値に保持して、
エンジンの再始動時に、前記蓄圧手段に充填された作動油を前記油圧供給路に電磁遮断弁により放出するように構成したことを特徴とする自動変速機の油圧制御装置。 - 前記保圧手段が保持するクラッチの前記作動油圧の所定値は、前記クラッチにおけるトルク伝達制御直前の値であることを特徴とする請求項1に記載の自動変速機の油圧制御装置。
- 前記制御手段は、蓄圧手段の作動油の前記放出に際して、前記車両のアクセル開度に応じて前記電磁遮断弁をデューティ制御することを特徴とする請求項1または2に記載の自動変速機の油圧制御装置。
- 前記保圧手段は、エンジンの停止時にDレンジが選択されているときのみ前記クラッチの作動油圧を前記所定値に保持することを特徴とする請求項1から3のいずれか1に記載の自動変速機の油圧制御装置。
- 前記保圧手段は、
前記クラッチと該クラッチへの作動油圧を調整する制御バルブとの間に設けられ、クラッチ方向へのみ流通を許す一方弁と、
前記所定値で保持する保圧弁と、
前記一方弁の前記クラッチ側を一方弁の前記制御バルブ側または前記保圧弁に切換え接続する切換弁とからなり、
該切換弁は、Dレンジが選択されている通常走行時のとき前記一方弁のクラッチ側を前記制御バルブ側に連通させ、アイドルストップ中でDレンジが選択されているときは前記一方弁のクラッチ側を前記保圧弁に連通させることを特徴とする請求項4に記載の自動変速機の油圧制御装置。
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP10847507.0A EP2546552B1 (en) | 2010-03-11 | 2010-12-27 | Hydraulic control device for automatic transmission |
KR1020127023582A KR101404379B1 (ko) | 2010-03-11 | 2010-12-27 | 자동 변속기의 유압 제어 장치 |
CN201080063566.9A CN102762898B (zh) | 2010-03-11 | 2010-12-27 | 自动变速器的油压控制装置 |
US13/576,840 US8585549B2 (en) | 2010-03-11 | 2010-12-27 | Hydraulic control device for automatic transmission |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-054127 | 2010-03-11 | ||
JP2010054127A JP5323748B2 (ja) | 2010-03-11 | 2010-03-11 | 自動変速機の油圧制御装置 |
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Publication Number | Publication Date |
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WO2011111280A1 true WO2011111280A1 (ja) | 2011-09-15 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2010/073490 WO2011111280A1 (ja) | 2010-03-11 | 2010-12-27 | 自動変速機の油圧制御装置 |
Country Status (6)
Country | Link |
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US (1) | US8585549B2 (ja) |
EP (1) | EP2546552B1 (ja) |
JP (1) | JP5323748B2 (ja) |
KR (1) | KR101404379B1 (ja) |
CN (1) | CN102762898B (ja) |
WO (1) | WO2011111280A1 (ja) |
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JP6133193B2 (ja) * | 2013-10-30 | 2017-05-24 | 本田技研工業株式会社 | 車両用の油圧供給装置 |
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- 2010-12-27 CN CN201080063566.9A patent/CN102762898B/zh not_active Expired - Fee Related
- 2010-12-27 KR KR1020127023582A patent/KR101404379B1/ko active IP Right Grant
- 2010-12-27 EP EP10847507.0A patent/EP2546552B1/en not_active Not-in-force
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Also Published As
Publication number | Publication date |
---|---|
JP5323748B2 (ja) | 2013-10-23 |
US20120309591A1 (en) | 2012-12-06 |
US8585549B2 (en) | 2013-11-19 |
CN102762898B (zh) | 2015-01-21 |
CN102762898A (zh) | 2012-10-31 |
KR101404379B1 (ko) | 2014-06-10 |
KR20120117928A (ko) | 2012-10-24 |
JP2011185414A (ja) | 2011-09-22 |
EP2546552B1 (en) | 2017-08-09 |
EP2546552A1 (en) | 2013-01-16 |
EP2546552A4 (en) | 2016-05-25 |
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