WO2014156337A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- WO2014156337A1 WO2014156337A1 PCT/JP2014/052988 JP2014052988W WO2014156337A1 WO 2014156337 A1 WO2014156337 A1 WO 2014156337A1 JP 2014052988 W JP2014052988 W JP 2014052988W WO 2014156337 A1 WO2014156337 A1 WO 2014156337A1
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- range
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
- F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
- F02N11/0833—Vehicle conditions
-
- 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
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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
- F16H61/0025—Supply of control fluid; Pumps therefore
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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
- F16H61/66254—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 controlling of shifting being influenced by a signal derived from the engine and the main coupling
- F16H61/66259—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 controlling of shifting being influenced by a signal derived from the engine and the main coupling using electrical or electronical sensing or control means
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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
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
- B60W2710/065—Idle condition
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
- F02N2200/0802—Transmission state, e.g. gear ratio or neutral state
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/004—Venting trapped air from hydraulic systems
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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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to a vehicle that is driven by an internal combustion engine and includes an oil pump that is driven by the internal combustion engine and a belt-type continuously variable transmission that is controlled using hydraulic oil pressurized by the oil pump.
- the present invention relates to a control device.
- Patent Document 1 discloses a vehicle control device that includes an oil pump driven by an internal combustion engine and a belt-type continuously variable transmission that is controlled using hydraulic oil pressurized by the oil pump. There is shown a control device that performs a so-called idling stop that automatically stops the engine when is established (for example, when the vehicle speed is approximately “0” and the brake pedal is depressed).
- the engine is restarted (early restart) even if the predetermined condition is satisfied. ) Is performed. If the idling stop duration time becomes longer, the rise of the working hydraulic pressure at the end of the idling stop (engine restart) may be delayed, and the start performance may be sluggish. Trouble is prevented.
- the hydraulic oil filled in the hydraulic chamber (piston chamber) for driving the pulley of the continuously variable transmission leaks out during idling stop, so that the belt when the engine is restarted.
- a set time is set according to the hydraulic oil temperature. This is because the leakage amount of the hydraulic oil changes depending on the hydraulic oil temperature.
- the present invention has been made paying attention to this point, and idling stop (automatic engine stop) due to air being mixed into the hydraulic chamber for driving the pulley of the continuously variable transmission while the vehicle is left. It is an object of the present invention to provide a vehicle control device that can avoid the occurrence of rattling at the time of subsequent restart.
- the present invention provides an internal combustion engine (1), an oil pump (71) driven by the engine and pressurizing hydraulic oil, and a belt supplied with hydraulic oil pressurized by the oil pump.
- a vehicle control device comprising a continuously variable transmission (4), hydraulic control for performing shift control by controlling operating hydraulic pressure supplied to a drive pulley (25) and a driven pulley (27) of the continuously variable transmission Means, an idling stop control means for automatically stopping the engine when a predetermined condition is satisfied, and a shift history of the continuously variable transmission (4) after the ignition switch of the vehicle is turned on is stored. Shift history storage means, and the predetermined condition is established on condition that the shift history includes a predetermined shift history.
- the shift history of the continuously variable transmission after the ignition switch of the vehicle is turned on is stored, and the predetermined condition for executing the automatic stop of the engine is that the shift history includes the predetermined shift history This is established on the condition that the engine is automatically stopped.
- the stored shift history does not include the predetermined shift history, the engine automatic stop is not performed even if other execution conditions are satisfied. Therefore, by setting the predetermined shift history to a history in which air mixed in the hydraulic chamber is discharged, it is possible to prevent the engine from being automatically stopped in a state where air is mixed, and to restart after the engine is automatically stopped. It is possible to avoid starting and shaking at times.
- the predetermined speed change history includes the speed change from the speed change ratio in the first speed change ratio range (RR5) to the speed change ratio in the second speed change ratio range (RR1), and the speed change ratio in the second speed ratio range (RR1). It is desirable that a history of shifts from 1 to the gear ratio within the first gear ratio range (RR5) be performed.
- the predetermined speed change history includes the speed change from the speed change ratio within the first speed change ratio range to the speed change ratio within the second speed change ratio range, and the speed change ratio within the second speed change ratio range to the first speed change ratio range. It is set to a history of shifting up to the internal gear ratio. For example, if the second gear ratio range is a range on the higher speed side (smaller gear ratio side) than the first gear ratio range, the hydraulic chamber volume of the movable pulley half of the drive pulley is the same as that in the first gear ratio range. Since the direction is smaller than that in the second speed ratio range, the mixed air can be discharged by performing a shift from the speed ratio in the second speed ratio range to the speed ratio in the first speed ratio range.
- the gear ratio in the first gear ratio range is changed to the second gear ratio range.
- the mixed air can be discharged by shifting to the internal gear ratio. Therefore, if there is a history of the reciprocating speed change operation in which both speed changes are performed, the air in the hydraulic chambers of both the drive pulley and the driven pulley can be reliably discharged.
- the predetermined speed change history includes a speed change from the speed change ratio in the third speed ratio range (RR4) to a speed change ratio in the fourth speed ratio range (RR2), and a speed change ratio in the fourth speed ratio range (RR2).
- a history that includes a plurality of histories that have been shifted to a gear ratio within the third gear ratio range (RR4).
- the predetermined speed change history includes the speed change from the speed change ratio in the third speed ratio range to the speed change ratio in the fourth speed ratio range, and the speed change ratio in the fourth speed ratio range to the third speed ratio range. It is set to a history including a plurality of histories that have been shifted to the inner gear ratio.
- the predetermined speed change history includes the speed change from the speed change ratio in the fifth speed ratio range (RR5) to the speed change ratio in the sixth speed ratio range (RR1), and the speed change ratio in the sixth speed ratio range (RR1).
- RR5 the speed change ratio within the fifth gear ratio range
- RR4 the gear ratio within the seventh gear ratio range
- the fifth speed ratio range (RR5) is a speed ratio range in which the vehicle can start
- the seventh speed ratio range (RR4) and the eighth speed ratio range (RR2) are the fifth speed change range.
- the predetermined speed change history includes the speed change from the speed change ratio in the fifth speed ratio range to the speed change ratio in the sixth speed ratio range, and the speed change ratio in the sixth speed ratio range to the fifth speed ratio range.
- From the first history in which the speed change up to the internal speed ratio has been performed, or from the speed ratio within the seventh speed ratio range to the speed ratio within the eighth speed ratio range, and from the speed ratio within the eighth speed ratio range A second history including a plurality of histories of shifting up to the gear ratio within the seventh gear ratio range is set, the fifth gear ratio range is set to a gear ratio range where the vehicle can start, and the seventh gear ratio range is set.
- the eighth gear ratio range is set to a gear ratio between the fifth gear ratio range and the sixth gear ratio range.
- the history of a single reciprocating speed change operation with a relatively large speed ratio change range or a plurality of reciprocating speed change operations with a relatively small speed ratio change width is set as a predetermined speed change history. It becomes possible to perform condition determination corresponding to various subsequent vehicle running conditions, and it is possible to advance the time when the predetermined condition for executing the automatic engine stop is executed within a range in which start and play can be avoided.
- the drive pulley and the driven pulley are each composed of a fixed pulley half (25a, 27a) and a movable pulley half (25b, 27b), and the hydraulic chamber (25c, 27b) of the movable pulley half (25b, 27b).
- the hydraulic oil is supplied to the hydraulic chamber 27c), and the hydraulic oil flows into the hydraulic chamber and flows out of the hydraulic chamber into the hydraulic chamber (25c, 27c), It is desirable to carry out via the communication oil path (42, 45) which connects the oil path (43, 46) provided in the rotating shaft (24, 26) of the movable pulley half.
- the inflow of the hydraulic oil into the hydraulic chamber and the outflow of the hydraulic oil from the hydraulic chamber communicate with the hydraulic chamber and the oil passage provided in the rotary shaft of the movable pulley half. Is done through.
- the movable pulley half rotates, air having a lower density than the hydraulic oil is drawn toward the rotating shaft (due to the centrifugal force acting toward the counter rotating shaft acting on the hydraulic oil having a higher density). Can be reliably discharged via
- the shift history storage means preferably stores the shift history every time the ignition switch is turned on.
- the shift history is stored every time the ignition switch is turned on.
- the oil pump is no longer discharged, air mixing occurs, and the start is also a cause of rattling. Therefore, by storing the shift history and checking the stored history each time the ignition switch is turned on, it is possible to reliably avoid starting and rattling at restart after automatic engine stop.
- FIG. 6 It is a figure which shows the structure of the vehicle drive system containing the belt-type continuously variable transmission concerning one Embodiment of this invention. It is a hydraulic circuit diagram for demonstrating the structure of the hydraulic control apparatus shown in FIG. It is a figure for demonstrating the inflow / outflow path
- FIG. 1 is a diagram showing a configuration of a vehicle drive system including a belt type continuously variable transmission according to an embodiment of the present invention.
- the driving force of an internal combustion engine (hereinafter referred to as “engine”) 1 includes a torque converter 2, a forward / reverse switching mechanism 3, a belt-type continuously variable transmission (hereinafter referred to as “CVT”) 4, a reduction gear train 5, and It is transmitted to the drive wheel 7 through the differential gear 6.
- engine internal combustion engine
- CVT belt-type continuously variable transmission
- the torque converter 2 includes a pump 12 connected to the crankshaft 11 of the engine 1, a turbine 14 connected to the input shaft 13 of the CVT 4, a stator 16 fixed to the casing 15, and the crankshaft 11 as the input shaft 13.
- a lockup clutch 17 that is directly connected is provided. When the lockup clutch 17 is not engaged, the rotational speed of the crankshaft 11 is reduced, and the torque of the crankshaft 11 is amplified and transmitted to the input shaft 13.
- the forward / reverse switching mechanism 3 uses a planetary gear mechanism, and includes a sun gear 18 fixed to the input shaft 13, a plurality of pinions 20 supported by the planetary carrier 19 and meshing with the sun gear 18, and a ring gear 21 meshing with the pinion 20.
- the ring gear 21 is configured to be connectable to the input shaft 13 via the forward clutch 22, and the planetary carrier 19 is configured to be connectable to the casing 15 via the reverse brake 23.
- the input shaft 13 is directly connected to the pulley drive shaft 24 integral with the ring gear 21, and the pulley drive shaft 24 rotates in the same direction as the input shaft 13.
- the reverse brake 23 is engaged, the planetary carrier 19 is restrained by the casing 15, and the pulley drive shaft 24 is decelerated with respect to the rotational speed of the input shaft 13 and rotates in the reverse direction.
- the CVT 4 includes a drive pulley 25 supported by the pulley drive shaft 24, a driven pulley 27 supported by the output shaft 26, and a metal belt 28 wound around the drive pulley 25 and the driven pulley 27.
- the drive pulley 25 includes a fixed pulley half 25a fixed to the pulley drive shaft 24, a movable pulley half 25b supported on the pulley drive shaft 24 so as to be axially slidable and relatively non-rotatable, and two cylinder chambers 25c. And.
- the movable pulley half 25b is biased toward the fixed pulley half 25a by the hydraulic pressure supplied to the cylinder chamber 25c.
- the driven pulley 27 includes a fixed pulley half 27a fixed to the output shaft 26, a movable pulley half 27b supported on the output shaft 26 so as to be axially slidable and relatively non-rotatable, and one cylinder chamber 27c. I have.
- the movable pulley half 27b is urged toward the fixed pulley half 27a by the hydraulic pressure supplied to the cylinder chamber 27c.
- a bias spring for biasing the movable pulley half 27b toward the fixed pulley half 27a is disposed inside the cylinder chamber 27c.
- the first control hydraulic pressure PDR is applied to the cylinder chamber 25c of the drive pulley 25 and the second control hydraulic pressure PDN is applied to the cylinder chamber 27c of the driven pulley 27 to reduce the first control hydraulic pressure PDR.
- the movable pulley half 25b moves away from the fixed pulley half 25a and the effective diameter of the pulley decreases, while the second control hydraulic pressure PDN is increased so that the movable pulley half 27b of the driven pulley 27 becomes the fixed pulley half 27a.
- the effective diameter of the pulley increases.
- the gear ratio RATIO of the CVT 4 increases (changes in the direction of the low-speed traveling gear ratio). Note that the gear ratio RATIO changes in the same manner even if only one of the decrease in the first control hydraulic pressure PDR and the increase in the second control hydraulic pressure PDN is performed.
- the gear ratio RATIO decreases (changes in the speed ratio for high speed travel). Note that even if only one of the increase in the first control hydraulic pressure PDR and the decrease in the second control hydraulic pressure PDN is performed, the gear ratio RATIO also changes.
- the first reduction gear 29 provided on the output shaft 26 meshes with the second reduction gear 31 provided on the reduction shaft 30, and the final drive gear 32 provided on the reduction shaft 30 meshes with the final driven gear 33 of the differential gear 6.
- Drive wheels 7 are connected to left and right axles 34 extending from the differential gear 6.
- the first and second control hydraulic pressures PDR and PDN supplied to the cylinder chambers 25c and 27c of the CVT 4 and the hydraulic pressure for controlling the driving of the forward clutch 22, the reverse brake 23, and the lockup clutch 17 are controlled by the hydraulic control device 40. Is controlled by an electronic control unit (hereinafter referred to as “ECU”) 50 for speed change control.
- ECU electronice control unit
- the ECU 50 includes an engine speed sensor 59 that detects the engine speed NE, an input shaft speed sensor 60 that detects the speed NT of the input shaft 13, and a pulley drive shaft speed that detects the speed NDR of the pulley drive shaft 24.
- Sensor 61 output shaft rotational speed sensor 62 for detecting rotational speed NDN of output shaft 26, accelerator sensor 63 for detecting accelerator pedal operation amount AP of the vehicle, brake switch 64 for detecting depression of brake pedal, the vehicle Detection signals from a vehicle speed sensor 65 that detects a traveling speed (vehicle speed) VP, a driven pulley control hydraulic sensor 66 that detects a second control hydraulic pressure PDN, a hydraulic oil temperature sensor 67 that detects a hydraulic oil temperature TOIL, and various sensors (not shown).
- the ECU 50 controls the first and second control hydraulic pressures PDR and PDN according to the detected vehicle travel speed VP, accelerator pedal operation amount AP, engine speed NE, and the like, as well as the forward clutch 22, the reverse brake 23, And the drive control of the lockup clutch 17 is performed.
- the engine 1 includes a well-known fuel injection valve, spark plug, and throttle valve, and its operation is controlled by an ECU 51 for engine control.
- the ECU 51 is communicably connected to the ECU 50 via a data bus (not shown), and the ECUs 50 and 51 can transmit / receive data necessary for control to / from each other.
- the throttle valve is configured to be drivable by the actuator 8, and the throttle valve opening TH is controlled by the ECU 51 so as to coincide with the target opening THCMD calculated according to the accelerator pedal operation amount AP.
- the ECU 51 controls the intake air amount of the engine 1 by changing the opening of the throttle valve in accordance with the accelerator pedal operation amount AP, and controls the engine speed NE and the intake pressure PBA detected by a sensor (not shown). Fuel injection amount control and ignition timing control are performed in accordance with engine operating parameters. Further, when a predetermined idling stop execution condition is satisfied, the engine 1 is automatically stopped (hereinafter referred to as “idling stop”).
- the predetermined idling stop execution condition is, for example, that the vehicle speed VP is equal to or lower than a predetermined vehicle speed, the accelerator pedal is not depressed (the accelerator pedal operation amount AP is “0”), and the brake pedal is depressed ( When the brake switch 64 is turned on), the remaining charge amount of the battery is equal to or greater than a predetermined amount, the engine cooling water temperature TW is equal to or higher than the predetermined water temperature, and the engine 1 has been warmed up. To establish.
- FIG. 2 is a hydraulic circuit diagram for explaining the configuration of the hydraulic control device 40.
- the hydraulic control device 40 includes an oil pump 71 driven by the engine 1, and the oil pump 71 pumps up the hydraulic oil stored in the reservoir 72 and passes through a PH control valve (PH REG VLV) 73. Pressurized hydraulic fluid is supplied to the cylinder chambers 25c and 27c, the forward clutch 22, the reverse brake 23, and the lockup clutch 17 of the CVT 4 described above.
- PH REG VLV PH REG VLV
- the PH control valve 73 is connected to the cylinder chamber 25c of the drive pulley of the CVT 4 and the cylinder chamber 27c of the driven pulley through an oil passage 74 and regulator valves (DR REG VLV, DN REG VLV) 75, 76, and oil It is connected to a CR valve (CR VLV) 78 via a passage 77 and further connected to a TC regulator valve 87 via an oil passage 86 to supply a predetermined line pressure PH to each valve.
- the regulator valves 75 and 76 are connected to the cylinder chambers 25c and 27c via oil passages 43 and 46, respectively.
- the CR valve 78 reduces the PH pressure to generate a CR pressure (control pressure), and the first to fourth linear solenoid valves (LS-DR, LS-DN, LS-CPC, LS- LC) 80, 81, 82, 91.
- the first and second linear solenoid valves 80, 81 cause the output pressure controlled by the ECU 50 to act on the regulator valves 75, 76, and the operating hydraulic pressure supplied to the cylinder chambers 25c, 27c is the first and second control hydraulic pressure PDR. , PDN is adjusted.
- the oil passage 79 is connected to an accumulator 93 via an oil passage 92, and a brake interlocking solenoid valve 94 is provided in the oil passage 92.
- the brake interlock solenoid valve 94 is controlled by the ECU 50 to close when the brake pedal is depressed and to open when the brake pedal is released.
- the accumulator 93 is filled with hydraulic oil during the operation of the engine 1. Therefore, when the brake pedal is depressed and idling stop is performed, the brake interlock solenoid valve 94 is closed, and the brake pedal is released and the engine 1 is restarted. Oil is discharged into the oil passage 79.
- the CR pressure output from the CR valve 78 is also supplied to the CR shift valve (CR SFT VLV) 84 via the oil passage 83, and the pressure chamber of the forward clutch 22 and the reverse brake via the manual valve (MAN VLV) 85. 23 pressure chambers are supplied.
- the manual valve 85 supplies the output pressure of the CR shift valve 84 to the pressure chambers of the forward clutch 22 and the reverse brake 23 according to the position of a shift lever (not shown) operated by the driver.
- the output pressure of the third linear solenoid valve 82 controlled by the ECU 50 is supplied to the CR shift valve 84, and the engagement / release of the forward clutch 22 and the reverse brake 23 is controlled.
- the output pressure of the PH control valve 73 is supplied to the TC regulator valve (TC REG VLV) 87 via the oil passage 86, and the output pressure of the TC regulator valve 87 is LC shifted via the LC control valve (LC CTL VLV) 88. Supplied to valve (LC SFT VLV) 89.
- the output pressure of the LC shift valve 89 is supplied to the pressure chamber 17a of the lockup clutch 17 and to the pressure chamber 17b on the back side of the pressure chamber 17a.
- the lockup clutch 17 When hydraulic oil is supplied to the pressure chamber 17a through the LC shift valve 89 and discharged from the pressure chamber 17b, the lockup clutch 17 is engaged, while hydraulic oil is supplied to the pressure chamber 17b and from the pressure chamber 17a. When discharged, the lockup clutch 17 is released.
- the slip amount of the lockup clutch 17 is determined by the amount of hydraulic oil supplied to the pressure chambers 17a and 17b.
- the output pressure of the fourth linear solenoid valve 91 controlled by the ECU 50 is supplied to the LC control valve 88, and the slip amount (engagement degree) of the lockup clutch 17 is controlled.
- the above-described driven pulley control hydraulic pressure sensor 66 is provided between the regulator valve 76 and the cylinder chamber 27c, and the hydraulic oil temperature sensor 67 is provided in the reservoir 72.
- FIG. 3 is a diagram for explaining the inflow / outflow path of the hydraulic oil in the cylinder chambers 25c and 27c of the drive pulley 25 and the driven pulley 27.
- the cylinder chamber 25 c of the drive pulley 25 is defined by the movable pulley half 25 b, the casing 41, and the pulley drive shaft 24, and passes through the pulley drive shaft 24 through the communication oil passage 42.
- the oil passage 43 is connected to the regulator valve 75.
- the cylinder chamber 27 c of the driven pulley 27 is defined by the movable pulley half 27 b, the casing 44, and the output shaft 26, and is connected to an oil passage 46 that passes through the output shaft 26 via the communication oil passage 45.
- the oil passage 46 is connected to a regulator valve 76.
- FIG. 4A and 4B are views for explaining the state of air mixed in the cylinder chamber.
- FIG. 4A corresponds to the state in which the drive pulley 25 and the driven pulley 27 are stopped.
- 4 (b) corresponds to the rotating state. In the stopped state, the mixed air indicated by the ellipse is dispersed in the cylinder chamber, but in the state where the pulley is rotating, the radius of the drive shaft 24 or the output shaft 26 is larger for the hydraulic oil having a density higher than that of the air. Since centrifugal force toward the outside in the direction acts greatly, air having a density lower than that of the hydraulic oil is drawn toward the drive shaft 24 or the output shaft 26 side.
- the cylinder chamber 25c of the drive pulley 25 increases from a state where the gear ratio RATIO is relatively small.
- the cylinder chamber 27c of the driven pulley 27 can be reduced from a state in which the gear ratio RATIO is relatively large, so that the mixed air can be discharged through the communication oil passage 42 or 45.
- the communication oil passage 42 is connected to the regulator valve 75 via the oil passage 43, and the air discharged from the cylinder chamber 25 c is finally discharged from the leak hole X 1 of the regulator valve 75. Similarly, the air discharged from the cylinder chamber 27 c is finally discharged from the leak hole X 2 of the regulator valve 76 through the communication oil passage 45 and the oil passage 46.
- 4 (a) and 4 (b) are shown for explanation, and the mixed air is not actually a large bubble as shown by an ellipse.
- FIGS. 5A and 5B are diagrams showing the relationship between the volume VDR of the cylinder chamber 25c and the volume VDN of the cylinder chamber 27c, and the speed ratio RATIO.
- the gear ratio RATIO changes from the gear ratio value R1 to R4
- the volume VDR of the cylinder chamber 25c of the drive pulley decreases from the volume value VR1 to VR4, so that the hydraulic oil (and air) corresponding to the difference (VR1-VR4)
- the volume VDN of the cylinder chamber 27c of the driven pulley increases from the volume value VN1 to VN4, and hydraulic oil flows in.
- the gear ratio RATIO is decreased (to a higher speed gear ratio) (hereinafter referred to as “high speed direction gear shift operation”) and the gear ratio. It is necessary to perform both a speed change operation (to be referred to as a “low speed direction speed change operation” hereinafter) that increases RATIO (to a lower speed side gear ratio).
- VLP1 shown in FIG. 5A indicates the total oil passage volume of the communication oil passage 42 and the oil passage 43.
- the air in the cylinder chamber 25c is used. Since the air cannot be discharged from the leak hole X1, a low speed direction shifting operation is required for air discharge so as to secure a discharge amount larger than the oil passage volume VLP1.
- VLP2 shown in FIG. 5B indicates the total oil passage volume of the communication oil passage 45 and the oil passage 46.
- the discharge amount from the cylinder chamber 27c is smaller than the oil passage volume VLP2, the air in the cylinder chamber 27c. Can not be discharged from the leak hole X2, a high speed direction shifting operation is required for air discharge so as to secure a discharge amount larger than the oil passage volume VP2.
- the gear ratio RATIO changes from the gear ratio value R4 to R1.
- the large-amplitude reciprocating speed change operation including the high speed direction speed change operation and the low speed direction speed change operation from the gear ratio R1 to R4 is performed once, the air mixed in the cylinder chambers 25c and 27c can be surely discharged. it can.
- the air discharge is not completed once, but all the air can be discharged by performing a plurality of times (for example, three times).
- the shift history of the CVT 4 is stored, and the stored shift history is the above-described one large amplitude reciprocating shift operation or a plurality of small amplitude reciprocating operations.
- the speed change operation it is determined that the discharge of the mixed air is completed. Then, after the engine 1 is started, the idling stop is not performed until the completion of the mixed air discharge is determined, so that the start-up slack at the restart after the idling stop is avoided.
- the accumulator 93 accumulates the hydraulic oil at the hydraulic pressure during engine operation, and supplies the accumulated hydraulic oil to the forward clutch 22 when the brake pedal is released. If air is mixed in 27 / c, the hydraulic oil accumulated in the accumulator 93 is used to compensate for the reduced pressure caused by the mixed air, and the engagement of the forward clutch 22 is slightly delayed and the start of the vehicle is sluggish. Is considered to occur.
- FIG. 6 is a flowchart of a process for performing determination (hereinafter referred to as “air removal completion determination”) that the discharge of air mixed in the cylinder chamber described above has been completed. This process is executed every predetermined time by the ECU 50 after the ignition switch of the vehicle is turned on.
- step S10 it is determined whether or not the air bleeding completion flag FNOAIR is “1”. Since the air bleeding completion flag FNOAIR is “0” immediately after the ignition switch is turned on, the answer to step S10 is initially negative (NO), and the gear ratio RATIO of CVT4 is acquired and stored in step S11. More specifically, as will be described later, it is determined whether the speed ratio RATIO is included in a predetermined speed ratio range RR1 to RR5, and the determination result (speed history) is stored every time this process is executed.
- the gear ratio RATIO is calculated as a ratio (NDR / NDN) between the output shaft rotational speed NDN and the pulley drive shaft rotational speed NDR.
- step S12 a first shift history determination process is executed based on the stored shift history.
- the large-amplitude reciprocal shift operation flag FLGUD is set to “1”.
- the large-amplitude reciprocal shift operation flag FLGUD is maintained at “0”.
- the reciprocating speed change operation between the speed ratio in the fifth range RR5 and the speed ratio in the first range RR1 shown in FIG. 7A is defined as a large amplitude reciprocating speed change operation.
- step S13 a second shift history determination process is executed.
- the small amplitude reciprocating shift operation described above is performed a predetermined number N0 times (for example, 3 times)
- the small amplitude reciprocating shift operation flag FSLUD is set to “1”.
- the small-amplitude reciprocal shift operation is not detected or when the number of operations is less than N0, the small-amplitude reciprocal shift operation flag FSLUD is maintained at “0”.
- the reciprocating speed change operation between the speed ratio in the fourth range RR4 and the speed ratio in the second range RR2 shown in FIG. 7B is defined as a small amplitude reciprocating speed change operation.
- step S14 it is determined whether or not the large-amplitude reciprocating shift operation flag FLGUD is "1". If the answer is affirmative (YES), it is determined that air bleeding has been completed and the air bleeding completion flag FNOAIR. Is set to "1" (step S17). When the air bleeding completion flag FNOAIR is set to “1”, the answer to step S10 becomes affirmative (YES), and thereafter the air bleeding completion determination is not substantially performed, and the ignition switch is turned off and then turned on. Steps S11 to S17 are executed.
- step S15 When the answer to step S14 is negative (NO), it is determined whether or not the small amplitude reciprocating shift operation flag FSLUD is “1” (step S15). When the answer is affirmative (YES), It is determined that air bleeding has been completed, and the process proceeds to step S17. If the answer to step S15 is negative (NO), the air bleeding completion flag FNOAIR is maintained at “0” (step S16).
- FIGS. 7 (a) to 7 (e) are time charts for specifically explaining the first and second shift history determination processes described above.
- the change pattern of ratio RATIO is shown.
- R1 to R4 shown on the vertical axis in this figure are the first to fourth boundary gear ratios that define the gear ratio ranges RR1 to RR5. For example, “0.5” “1.0” “1.5” and Set to “2.0”. Since the operation examples shown in FIGS. 7A to 7E show the initial state immediately after the ignition switch is turned on, the speed ratio RATIO does not change from the state in the fifth range RR5 in all the operation examples. It is shown.
- a change from the fourth range RR4 to the second range RR2 is detected at time t11
- a change from the fifth range RR5 to the first range RR1 is detected at time t12
- a time t13 is detected in FIG. 5
- a change from the second range RR2 to the fourth range RR4 is detected, and the first small-amplitude reciprocating shift operation is detected.
- a change from the first range RR1 to the fifth range RR5 is detected, and one large-amplitude reciprocating shift operation is detected. Therefore, at time t14, the large amplitude reciprocating shift operation flag FLGUD is set to “1”, and the air bleeding completion flag FNOAIR is also set to “1”.
- a change from the fourth range RR4 to the second range RR2 is detected at time t21, and a change from the second range RR2 to the fourth range RR4 is detected at time t22.
- the small-amplitude reciprocating speed change operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t23, a change from the second range RR2 to the fourth range RR4 is detected at time t24, and the second small amplitude reciprocating speed change operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t31, and a change from the second range RR2 to the fourth range RR4 is detected at time t32.
- the small-amplitude reciprocating speed change operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t33, and a change from the fifth range RR5 to the first range RR1 is detected at time t34.
- time t35 a change from the second range RR2 to the fourth range RR4 is detected, and the second small-amplitude reciprocating shift operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t41, a change from the fifth range RR5 to the first range RR1 is detected at time t42, and a time t43.
- a change from the second range RR2 to the fourth range RR4 is detected, and the first small-amplitude reciprocating shift operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t44
- a change from the second range RR2 to the fourth range RR4 is detected at time t45, and the second small amplitude reciprocating shift operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t51, and a change from the second range RR2 to the fourth range RR4 is detected at time t52.
- the small-amplitude reciprocating speed change operation is detected.
- a change from the fourth range RR4 to the second range RR2 is detected at time t53, a change from the second range RR2 to the fourth range RR4 is detected at time t54, and the second small amplitude reciprocating shift operation is detected.
- the range RR1 to RR5 to which the gear ratio RATIO belongs is stored as the shift history, but actually the gear ratio RATIO moves the boundary gear ratios R1 to R4 from the upper side to the lower side or from the lower side to the upper side. If a crossing, that is, a range change of the gear ratio RATIO is detected and the range change is stored as a shift history, it is possible to determine a large-amplitude reciprocal shift operation and a small-amplitude reciprocal shift operation.
- FIG. 8 is a flowchart of processing for determining a predetermined idling stop execution condition. This process is executed by the ECU 51 every predetermined time.
- step S21 it is determined whether or not the brake-on flag FBRKON is “1”.
- the brake-on flag FBRKON is set to “1” when the brake pedal of the vehicle is depressed. If the answer to step S21 is affirmative (YES), it is determined whether or not the accelerator pedal operation amount AP is “0” (step S22). If the answer is affirmative (YES), the vehicle speed VP is determined. Is less than or equal to a predetermined vehicle speed VPTH (step S23).
- step S24 it is determined whether or not the other condition determination flag FOTRC is “1” (step S24).
- the other condition determination flag FOTRC indicates that, for example, the engine coolant temperature TW is equal to or higher than a predetermined temperature and the engine 1 has been warmed up, and the remaining charge amount of the battery that supplies power to the starter motor of the engine 1 is equal to or higher than the predetermined amount It is set to “1” when a condition such as is satisfied.
- step S24 If the answer to step S24 is affirmative (YES), it is determined whether or not an air bleeding completion flag FNOAIR is “1” (step S25). If the answer to any of steps S21 to S25 is negative (NO), it is determined that the predetermined idling stop execution condition is not satisfied, the idling stop execution flag FISOK is set to “0” (step S27), and idling is performed. Do not stop.
- step S25 If the answer to step S25 is affirmative (YES), it is determined that a predetermined idling stop execution condition is satisfied, and an idling stop execution flag FISOK is set to “1” (step S26). Therefore, idling stop is executed.
- the shift history of the CVT 4 after the ignition switch of the vehicle is turned on is stored, and the predetermined idling stop execution condition is a large-amplitude reciprocal shift operation with one shift history or three times. Is established on condition that the air bleeding completion flag FNOAIR is “1”, and idling stop is executed. In other words, when the stored shift history does not include one large-amplitude reciprocal shift operation and three small-amplitude reciprocal shift operations, all the answers in steps S21 to S24 in FIG. ) And idling stop is not performed even if other execution conditions are satisfied.
- the air mixed in the cylinder chambers 25c and 27c of the CVT 4 is discharged, so the idling stop is performed in a state where the air is mixed. It is possible to prevent the start-up and rattling at the time of restart after idling stop.
- the inflow of hydraulic oil into the cylinder chamber 25c of the drive pulley 25 and the outflow of hydraulic oil from the cylinder chamber 25c are provided in the cylinder chamber 25c and a pulley drive shaft 24 that is a rotating shaft of the movable pulley half 25b. This is performed through a communication oil passage 42 that communicates with the oil passage 43.
- the movable pulley half 25c rotates, the air whose density is smaller than that of the working oil is drawn toward the pulley drive shaft 24, so that the air mixed in the cylinder chamber 25c is surely discharged through the communication oil passage 42 and the oil passage 43. can do.
- the hydraulic control device 40 and the ECU 50 constitute hydraulic control means
- the ECUs 50 and 51 constitute idling stop control means
- the ECU 51 constitutes shift history storage means.
- the cylinder chambers 25c and 27c correspond to hydraulic chambers.
- the present invention is not limited to the embodiment described above, and various modifications can be made.
- the first shift history determination process and the second shift history determination process are executed in parallel, but only one of them is executed, and the air bleeding completion flag is based on the determination result.
- FNOAIR may be set.
- the five speed ratio ranges RR1 to RR5 are set and the shift history is stored.
- the present invention is not limited to this, and more speed ratio ranges are set. It may be.
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Abstract
Description
図1は本発明の一実施形態にかかるベルト式無段変速機を含む車両駆動系の構成を示す図である。図1において、内燃機関(以下「エンジン」という)1の駆動力は、トルクコンバータ2、前後進切換機構3、ベルト式無段変速機(以下「CVT」という)4、減速ギヤ列5、及びディファレンシャルギヤ6を介して駆動輪7に伝達される。
油圧制御装置40は、エンジン1により駆動されるオイルポンプ71を備えており、オイルポンプ71は、リザーバ72に貯留された作動油を汲み上げて、PH制御バルブ(PH REG VLV)73を介して、上述したCVT4のシリンダ室25c,27c、フォワードクラッチ22、リバースブレーキ23、及びロックアップクラッチ17へ加圧された作動油を供給する。
なお、図4(a)及び(b)は説明のために示すものであり、実際には混入空気が楕円で図示したように大きな気泡となっているわけではない。
変速比RATIOが変速比値R1からR4まで変化すると、ドライブプーリのシリンダ室25cの容積VDRは、容積値VR1からVR4まで減少するため、差分(VR1-VR4)に相当する作動油(及び空気)が排出される一方、ドリブンプーリのシリンダ室27cの容積VDNは、容積値VN1からVN4まで増加し、作動油が流入する。また変速比RATIOが変速比値R4からR1まで変化すると、ドリブンプーリのシリンダ室27cの容積VDNは、容積値VN4からVN1まで減少するため、差分(VN4-VN1)に相当する作動油(及び空気)が排出される一方、ドライブプーリのシリンダ室25cの容積VDRは、容積値VR4からVR1まで増加し、作動油が流入する。
ステップS15の答が否定(NO)であるときは、エア抜き完了フラグFNOAIRを「0」に維持する(ステップS16)。
ステップS21では、ブレーキオンフラグFBRKONが「1」であるか否かを判別する。ブレーキオンフラグFBRKONは、当該車両のブレーキペダルが踏み込まれているとき「1」に設定される。ステップS21の答が肯定(YES)であるときは、アクセルペダル操作量APが「0」であるか否かを判別し(ステップS22)、その答が肯定(YES)であるときは、車速VPが所定車速VPTH以下であるか否かを判別する(ステップS23)。
また上述した実施形態では、5つの変速比範囲RR1~RR5を設定して、変速履歴の記憶を行うようにしたが、これに限るものではなく、より多くの変速比範囲を設定して行うようにしてもよい。
4 無段変速機
25c,27c シリンダ室(油圧室)
40 油圧制御装置(油圧制御手段)
50 変速制御用電子制御ユニット(油圧制御手段、アイドリングストップ制御手段、変速履歴記憶手段)
51 エンジン制御用電子制御ユニット(アイドリングストップ制御手段)
61 プーリ駆動軸回転速度センサ(変速履歴記憶手段)
62 出力軸回転速度センサ(変速履歴記憶手段)
71 オイルポンプ
Claims (6)
- 内燃機関と、該機関により駆動され、作動油を加圧するオイルポンプと、該オイルポンプにより加圧された作動油が供給されるベルト式無段変速機とを備える車両の制御装置において、
前記無段変速機のドライブプーリ及びドリブンプーリに供給する作動油圧を制御することにより変速制御を行う油圧制御手段と、
所定の条件が成立したときに、前記機関を自動停止させるアイドリングストップ制御手段と、
前記車両のイグニッションスイッチがオンされた後における、前記無段変速機の変速履歴を記憶する変速履歴記憶手段とを備え、
前記所定の条件は、前記変速履歴が所定変速履歴を含むことを条件として成立することを特徴とする車両の制御装置。 - 前記所定変速履歴は、第1変速比範囲内の変速比から第2変速比範囲内の変速比までの変速、及び前記第2変速比範囲内の変速比から前記第1変速比範囲内の変速比までの変速が行われた履歴である請求項1の制御装置。
- 前記所定変速履歴は、第3変速比範囲内の変速比から第4変速比範囲内の変速比までの変速、及び前記第4変速比範囲内の変速比から前記第3変速比範囲内の変速比までの変速が行われた履歴を複数含む履歴である請求項1の制御装置。
- 前記所定変速履歴は、第5変速比範囲内の変速比から第6変速比範囲内の変速比までの変速、及び前記第6変速比範囲内の変速比から前記第5変速比範囲内の変速比までの変速が行われた第1履歴と、第7変速比範囲内の変速比から第8変速比範囲内の変速比までの変速、及び前記第8変速比範囲内の変速比から前記第7変速比範囲内の変速比までの変速が行われた履歴を複数含む第2履歴の何れか一方であり、
前記第5変速比範囲は前記車両が発進可能な変速比範囲であり、前記第7変速比範囲及び前記第8変速比範囲は前記第5変速比範囲と前記第6変速比範囲の間の変速比範囲である請求項1の制御装置。 - 前記ドライブプーリ及び前記ドリブンプーリは、それぞれ固定プーリ半体及び可動プーリ半体から構成され、前記可動プーリ半体の油圧室に前記作動油が供給されるように構成されており、前記油圧室への前記作動油の流入及び前記油圧室からの前記作動油の流出は、前記油圧室と、前記可動プーリ半体の回転軸内に設けられた油路とを連通する連通油路を介して行われる請求項1から4の何れか1項の制御装置。
- 前記変速履歴記憶手段は、前記イグニッションスイッチがオンされる毎に前記変速履歴の記憶を行う請求項1から5の何れか1項の制御装置。
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JPH11343893A (ja) * | 1998-05-29 | 1999-12-14 | Toyota Motor Corp | 車両のエンジン自動停止システムの制御装置 |
JP2012031955A (ja) * | 2010-07-30 | 2012-02-16 | Toyota Motor Corp | 自動変速機の油圧制御装置 |
JP2013024249A (ja) * | 2011-07-14 | 2013-02-04 | Honda Motor Co Ltd | 車両の制御装置 |
JP2013036609A (ja) * | 2011-07-14 | 2013-02-21 | Honda Motor Co Ltd | 車両の制御装置 |
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US20150203090A1 (en) | 2015-07-23 |
JPWO2014156337A1 (ja) | 2017-02-16 |
US9150211B2 (en) | 2015-10-06 |
CN104379911A (zh) | 2015-02-25 |
JP5627822B1 (ja) | 2014-11-19 |
CN104379911B (zh) | 2017-02-22 |
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