WO2012174969A1 - Self-protection system of automotive transmission system and control method thereof - Google Patents
Self-protection system of automotive transmission system and control method thereof Download PDFInfo
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- WO2012174969A1 WO2012174969A1 PCT/CN2012/076007 CN2012076007W WO2012174969A1 WO 2012174969 A1 WO2012174969 A1 WO 2012174969A1 CN 2012076007 W CN2012076007 W CN 2012076007W WO 2012174969 A1 WO2012174969 A1 WO 2012174969A1
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 70
- 238000000034 method Methods 0.000 title claims abstract description 26
- 238000004364 calculation method Methods 0.000 claims abstract description 39
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 17
- 239000010959 steel Substances 0.000 claims abstract description 17
- 239000002184 metal Substances 0.000 claims description 17
- 239000003638 chemical reducing agent Substances 0.000 claims description 5
- 230000001681 protective effect Effects 0.000 claims description 3
- 238000004891 communication Methods 0.000 abstract description 5
- 238000005516 engineering process Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 6
- 238000012544 monitoring process Methods 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000005856 abnormality Effects 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000007788 liquid Substances 0.000 description 1
- 238000005461 lubrication Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000012827 research and development Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/1846—Preventing of breakage of drive line components, e.g. parts of the gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
- B60W10/023—Fluid clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/107—Infinitely variable gearings with endless flexible members
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/038—Limiting the input power, torque or speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
- F16H61/66272—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members characterised by means for controlling the torque transmitting capability of the gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
- B60W2050/0044—In digital systems
- B60W2050/0045—In digital systems using databus protocols
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1022—Input torque
-
- 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
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
Definitions
- the invention belongs to the field of self-protection control technology of Continuously Variable Transmission (CVT), and particularly relates to a self-protection system of a vehicle shifting system and a control method thereof.
- CVT Continuously Variable Transmission
- CVT is considered to be a key technology.
- the rapid development of global technology has enabled new electronic technologies and automatic control technologies to be continuously adopted in CVTs.
- the metal belt type continuously variable transmission is a belt-driven transmission that transmits power by friction, and its speed ratio is adjusted by automatically changing the diameters of the driving pulley and the driven pulley. Its gear ratio can be continuously changed between the minimum and maximum values, resulting in a very smooth shifting effect.
- the continuously variable transmission control will be integrated with the engine control.
- different driving modes such as sports, comfort and cruise control, are provided to give the user a full range of "driving pleasure".
- the self-protection control function of the stepless speed change system must also be verified and passed the test requirements under various complicated and demanding conditions to ensure the high reliability and safety of the core shifting function of the continuously variable transmission.
- the object of the present invention is to provide a self-protection system for a vehicle shifting system and a control method thereof for preventing a sudden shift of the working oil pressure of the shifting system, a situation in which the engine torque is out of control, and the shifting system generates a shift abnormality or a steel strip.
- the slipping fault provides reliable and safe protection for the normal operation of the continuously variable transmission system, ensuring that the metal belt type continuously variable transmission can work normally.
- the self-protection system of the automobile shifting system and the control method thereof relate to three main controllers: a Transmission Control Unit (TCU) and an engine management system (Engine Management) System, referred to as EMS) and Instrument Cluster Module (ICM).
- the transmission control unit (TCU) is the main controller, which is mainly responsible for the realization of the transmission's own functions such as shift control and self-protection control; EMS performs torque output control according to the torque protection request issued by it; the instrument panel module ICM is based on The transmitted gearbox indicator requests a gearbox indicator control.
- the self-protection system and the control method thereof for the automobile shifting system of the present invention perform comprehensive safety monitoring of the shifting system by the communication of the three controllers in the respective normal operation modes and the operation of the transmission control unit TCU shifting system self-protection control program, Real-time protection and timely alarms to prevent gear shifting or shifting of the belt.
- the self-protection system and the control method thereof of the automobile shifting system of the invention can be fully applied to the mass production of the metal belt type continuously variable transmission.
- the self-protection system of the automobile shifting system comprises a gearbox control unit TCU, an engine management system EMS, a dashboard module ICM and a CAN bus, wherein
- the transmission control unit TCU is a main controller for performing shift control and self-protection control of the transmission;
- the engine management system EMS is configured to perform torque output control according to a torque protection request from a transmission control unit TCU;
- the instrument panel module ICM is used to perform gearbox indicator control according to a gearbox indicator signal sent by the transmission control unit TCU;
- the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM are communicatively connected via a CAN bus.
- the automobile shifting system is a metal belt type continuously variable transmission system.
- the transmission control unit TCU inputs signals according to various steps of the accelerator pedal, the brake pedal, the two-axis rotational speed, the one-axis rotational speed, the gear position handle, the one-axis pressure, and the two-axis pressure, and cooperates with the control system in the hydraulic system.
- the two-axis main pressure control circuit and the one-axis ratio control circuit control the hydraulic pressure in the main and driven pulley cylinders to realize the axial movement of the main and driven working pulleys.
- the power output of the engine is transmitted to the active working pulley of the shifting system via the forward/reverse clutch composed of the torque converter and the planetary gear train, and the power is transmitted to the driven working pulley through the V-shaped metal belt.
- the main and driven working pulleys respectively move axially during the shifting process to change the working radius of the metal belt, thereby realizing the change of the speed ratio.
- the invention also provides a control method for the self-protection system applied to the above-mentioned automobile shifting system, and the shifting system self-protection control in the gearbox control unit TCU has three protection modes: one-axis clamping protection calculation, two-axis The clamp protection calculation and the steel belt slip protection increase the protection level in turn.
- the one-axis clamping protection calculation mode is the active pulley side clamping pressure protection control, which adopts the following steps:
- Step 1 Calculate the input signal and characteristic parameters by the torque output and speed ratio in the engine torque management, and calculate the required clamping pressure on the active pulley side;
- Step 2 Compare the required clamping pressure with the actual one-shaft oil pressure
- Step 3 Calculate the additional protective oil pressure
- Step 4 Increase the clamping pressure of one shaft by increasing the pressure on the driven pulley side.
- the two-axis clamping protection calculation mode is a driven pulley side clamping pressure protection control, which adopts the following steps:
- Step A Calculate the required clamping pressure on the driven pulley side at the next moment by the target torque calculation, the speed ratio calculation, the one-axis clamp protection calculation and the characteristic parameters in the engine torque management;
- Step B The protection torque calculation calculates the maximum allowable input request torque of the transmission system at the current time according to input signals and characteristic parameters such as one-axis speed, two-axis oil pressure, and engine speed;
- Step C Control of the requested torque is completed by the torque arbitration and torque output of the engine management system EMS.
- the steel belt slip protection mode is a pulley transmission failure protection control, which adopts the following steps: Step a: determining the current working condition slip degree by the speed ratio calculation, the transmission request torque, and the engine torque signal;
- Step b Perform power cut or limp home operation, and light the gearbox indicator to warn the fault. Further, in step b, through the CAN bus, the gearbox control unit TCU issues a gearbox indicator light up request, and the gearbox alarm light on the instrument panel module ICM controls the gearbox indicator to illuminate the fault.
- the belt shifting system is the core part.
- the shifting process when the main and driven working pulleys move axially respectively, the working radius of the metal strip is changed, thereby realizing the change of the speed ratio.
- the axial movement of the pulley is realized by controlling the hydraulic pressure in the main and driven pulley cylinders by the CVT electro-hydraulic control system according to various system input signals. Therefore, the safety monitoring, self-protection and precise control of the oil pressure in the master-slave working pulley cylinder are the core of the shifting system algorithm.
- the realization of the control method of the self-protection system of the metal belt type continuously variable transmission system of the present invention is mainly accomplished by communication and cooperation between the three parts of the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM.
- the self-protection control of the shifting system in the present invention is mainly divided into three protection modes: one-axis nip protection calculation, two-axis nip protection calculation, and steel belt slip protection, and the protection levels are sequentially increased.
- the one-axis clamp protection calculation mode is the active pulley side clamping pressure protection control. Through engine torque, speed Calculate the required clamping pressure on the active pulley side by comparing the input signal and characteristic parameters, compare it with the actual one-shaft oil pressure, calculate the additional protection oil pressure, and increase the main pressure (the driven pulley side pressure) ) Increase the clamping pressure of one axis.
- the two-axis clamping protection calculation mode is the driven pulley side clamping pressure protection control. Through the engine target torque, speed ratio calculation, one-axis clamp protection calculation result and characteristic parameters, the required clamping pressure on the driven pulley side at the next moment is calculated. The protection torque is calculated to obtain the maximum allowable input request torque of the transmission system at the current time, and the torque request is completed by the engine torque management control to realize the two-axis clamping protection.
- the steel belt slip protection mode is the pulley drive failure protection control.
- the metal strip is the key component for the torque transfer of the main and driven pulleys.
- the belt will slip on the main and driven working pulleys. In severe cases, the steel belt or the pulley side will be permanently damaged, and eventually the power will not be transmitted.
- Steel belt slip protection determines the current working condition slip degree by means of speed ratio calculation, gearbox request torque, engine torque and other signals, performs necessary power cut or trip home operation, lights the gearbox indicator light, and provides fault warning for driving. Cautious driving and timely handling.
- FIG. 1 is a working principle diagram of a vehicle shifting system and an electro-hydraulic control system according to the present invention
- FIG. 2 is a control schematic diagram of a self-protection system of a vehicle shifting system of the present invention
- FIG. 3 is a software flow diagram of a control module of a self-protection system of a vehicle shifting system of the present invention. detailed description
- FIG. 1 is a working principle diagram of a self-protection system and an electro-hydraulic control system of a vehicle shifting system according to the present invention.
- the power output of the engine 7 is transmitted to the active working pulley 29 of the shifting system via the torque converter 5 and the forward clutch 3/reverse clutch 2 composed of the planetary gear train, through the V-shaped metal belt 27
- the power is transmitted to the driven work pulley 25, and then transmitted to the wheels 23 via the intermediate speed reducer, the final drive, and the differential 22.
- the belt shifting system is the core part.
- the active working pulley 29 and the driven working pulley 25 are respectively moved axially, the working radius of the metal strip is changed, thereby realizing the change of the speed ratio.
- the axial movement amount of the pulley is based on the system input signals of the accelerator pedal 9, the brake pedal 10, the two-axis rotational speed 26, the one-axis rotational speed 1, the gear position handle 18, the one-axis pressure 21, and the two-axis pressure 20, through the gearbox.
- the shaft main pressure control circuit 15 and a shaft speed ratio control circuit 16 are implemented to control the hydraulic pressure in the primary pulley cylinder 28 and the driven pulley cylinder 24.
- the shifting combination of the forward/reverse clutch in the transmission is based on the input signals of one-shaft rotational speed 1, turbine rotational speed 4, gear position handle 18, etc., through the transmission control unit TCU and the forward/reverse clutch hydraulic control circuit 14 to the forward clutch. 3/ Liquid pressure control in the reverse clutch 2 is achieved.
- the engine management system EMS 8, the transmission control unit TCU 17, and the instrument panel module ICM11 communicate via the CAN bus 12.
- the transmission control unit TCU is the main controller, which is mainly responsible for the realization of the gearbox's own functions such as shift control and self-protection control; the engine management system EMS performs torque output control according to the torque protection request issued by it; the instrument panel module ICM is based on The gearbox indicator that it sends out requests a gearbox indicator control.
- FIG. 2 is a control schematic diagram of the self-protection system of the automobile shifting system of the present invention, which is mainly completed by communication and cooperative work between the transmission control unit TCU, the engine management system EMS and the instrument panel module ICM.
- Transmission Control Unit The self-protection control of the shifting system in the TCU can be divided into three protection modes: one-axis clamping protection calculation 37, two-axis clamping protection calculation 38 and steel belt slip protection 36, and the protection levels are sequentially increased.
- the three protection modes and the functional modules of the engine management system EMS and the instrument cluster module ICM are described below.
- the calculation mode of one-axis clamping protection is the active pulley side clamping pressure protection control. Calculate the required clamping pressure on the active pulley side by calculating the 40 input signal and characteristic parameters from the torque output 33 and the speed ratio in the engine torque management 32, and compare the required clamping pressure with the actual one-shaft oil pressure to calculate An additional protective oil pressure is applied to increase the one-axis clamping pressure by raising the main pressure (the driven pulley side pressure).
- the calculation mode of the two-axis clamping protection is the clamping pressure protection control of the driven pulley side.
- the protection torque calculation 39 calculates the maximum allowable input request torque of the transmission system at the current time according to the input signal and characteristic parameters of the one-axis rotational speed, the two-axis hydraulic pressure, the engine rotational speed, etc., and completes the requested torque through the EMS torque arbitration 35 and the torque output 33. control. Ensure that the shifting system has sufficient clamping pressure at all times to achieve reliable transmission of engine torque.
- the steel belt slip protection mode is the belt drive failure protection control.
- the metal belt is the key component for torque transmission of the main and driven pulleys.
- the slip protection the current working condition danger level is judged by the speed ratio calculation, the transmission request torque, the engine torque and other signals, and the necessary power cut or the home operation is performed.
- FIG. 3 is a software flow diagram of a control module of a self-protection system of a vehicle shifting system of the present invention. As shown in Figure 3, after the program starts, the current one-axis oil pressure, two-axis oil pressure, one-axis speed, two-axis speed, engine torque and other signals are read. After calculating the CVT speed ratio of the continuously variable transmission, the first step is entered.
- One protection mode One-axis clamp protection calculation, judging whether to perform two-axis oil pressure correction by "one shaft clamping too low?"
- the program enters the second protection mode: Two-axis clamp protection calculation, based on the protection torque calculation result, the "two-axis clamp is too low?" judgment, whether to determine the torque limit through the engine.
- the program enters the third protection mode according to the "Torsion-Restricted Steel Belt Slip?”: Steel belt slip protection, performing fault handling to prevent the steel belt from slipping, and then performing the gearbox indicator request to complete the fault warning processing.
- the control method of the self-protection system of the automobile shifting system of the invention can not only monitor in real time whether the required pressure in the main and driven pulley cylinders is too low, whether the steel belt slips under special working conditions, and can also perform one-axis and two-axis in real time. Pinch protection control and steel belt slip protection control.
- the control method of the self-protection system of the automobile shifting system of the present invention successfully realizes the self-protection function and the safety monitoring function of the automobile shifting system, and can be completely applied to mass production of the metal belt type continuously variable transmission product.
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- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
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Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
UAA201309145A UA106941C2 (en) | 2011-06-20 | 2012-05-24 | AUTOMOBILE TRANSMISSION SYSTEM AND METHOD OF MANAGING IT |
BR112013019704A BR112013019704A2 (en) | 2011-06-20 | 2012-05-24 | self-protection system for automotive transmission system and control method for it |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201110165094.4 | 2011-06-20 | ||
CN201110165094A CN102320295A (en) | 2011-06-20 | 2011-06-20 | Self-protection system of car speed control system and control method thereof |
Publications (1)
Publication Number | Publication Date |
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WO2012174969A1 true WO2012174969A1 (en) | 2012-12-27 |
Family
ID=45448185
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/CN2012/076007 WO2012174969A1 (en) | 2011-06-20 | 2012-05-24 | Self-protection system of automotive transmission system and control method thereof |
Country Status (4)
Country | Link |
---|---|
CN (1) | CN102320295A (en) |
BR (1) | BR112013019704A2 (en) |
UA (1) | UA106941C2 (en) |
WO (1) | WO2012174969A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN113071473A (en) * | 2021-03-22 | 2021-07-06 | 江铃汽车股份有限公司 | Coordinated control method for EPB mode and AMT gearbox of truck engine |
CN114776800A (en) * | 2022-04-15 | 2022-07-22 | 江铃汽车股份有限公司 | Gearbox gear shifting control method and system |
CN115467970A (en) * | 2022-09-21 | 2022-12-13 | 山推(德州)工程机械有限公司 | Monitoring method and system for engineering machinery electric control gearbox |
Families Citing this family (5)
Publication number | Priority date | Publication date | Assignee | Title |
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CN102320295A (en) * | 2011-06-20 | 2012-01-18 | 奇瑞汽车股份有限公司 | Self-protection system of car speed control system and control method thereof |
US10385967B2 (en) | 2015-11-09 | 2019-08-20 | GM Global Technology Operations LLC | Method and apparatus to control a continuously variable transmission |
BE1026305B1 (en) * | 2018-05-25 | 2019-12-23 | Punch Powertrain Nv | A powertrain for a vehicle and method for driving a powertrain in a vehicle |
CN111059243B (en) * | 2019-12-18 | 2023-10-27 | 浙江吉利汽车研究院有限公司 | Hybrid power transmission and vehicle |
CN112693313A (en) * | 2021-02-04 | 2021-04-23 | 江铃汽车股份有限公司 | Control method for emergency trailer with double-clutch automatic gearbox |
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- 2011-06-20 CN CN201110165094A patent/CN102320295A/en active Pending
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2012
- 2012-05-24 UA UAA201309145A patent/UA106941C2/en unknown
- 2012-05-24 BR BR112013019704A patent/BR112013019704A2/en not_active Application Discontinuation
- 2012-05-24 WO PCT/CN2012/076007 patent/WO2012174969A1/en active Application Filing
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CN2611210Y (en) * | 2002-12-06 | 2004-04-14 | 东风汽车公司 | Mixed power type electric motor vehicle integrated control system for whole vehicle |
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Also Published As
Publication number | Publication date |
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BR112013019704A2 (en) | 2017-03-21 |
CN102320295A (en) | 2012-01-18 |
UA106941C2 (en) | 2014-10-27 |
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