公开(公告)号：US08762011B2

公开(公告)日：2014-06-24

申请号：US13415026

申请日：2012-03-08

Applicant: Kazuki Ishida ,  Hiroyasu Tanaka ,  Yusuke Kimura ,  Tetsuya Izumi ,  Akito Suzuki ,  Takashi Eguchi ,  Hironori Miyaishi

Inventor： Kazuki Ishida ,  Hiroyasu Tanaka ,  Yusuke Kimura ,  Tetsuya Izumi ,  Akito Suzuki ,  Takashi Eguchi ,  Hironori Miyaishi

IPC: F16H61/662 ,  F16H61/70 ,  F16H37/02

CPC classification number: F16H61/66259 ,  F16H37/022 ,  F16H2312/14 ,  Y10T477/6203 ,  Y10T477/62427

Abstract: A control apparatus for a vehicle equipped with continuously-variable transmission includes a drive source; a continuously-variable transmitting mechanism including a primary pulley, a secondary pulley and a power transferring member; a friction engagement element provided between the drive source and the continuously-variable transmitting mechanism; and a vehicle-stop LOW shift control section including a vehicle-stop judging section configured to judge if the vehicle is in a stopped state. A power-transferring state of the friction engagement element is controlled by an engaging-force control. The vehicle-stop LOW shift control section starts a vehicle-stop LOW shift control to shift a pulley ratio of the continuously-variable transmitting mechanism toward LOW side when the vehicle-stop judging section determines that the vehicle is stopped under a power-transferring state where the friction engagement element is in an engaged state and the pulley ratio is not in a LOWEST region.

Abstract translation: 一种配备无级变速器的车辆的控制装置，包括驱动源; 一个连续可变的传动机构，包括一个初级皮带轮，一个副皮带轮和一个动力传递部件; 设置在所述驱动源和所述无级变速传动机构之间的摩擦接合元件; 以及车辆停车LOW变速控制部，其包括被配置为判断车辆是否处于停止状态的车辆停止判断部。 摩擦接合元件的动力传递状态通过接合力控制来控制。 车辆停车低速变速控制部，在车辆停车判断部判定为在动力输送状态下停车的情况下，开始车辆低档变速控制，将无级变速器的变速比变换为低侧 其中摩擦接合元件处于接合状态，并且滑轮比不在最低区域。

公开(公告)号：US08096906B2

公开(公告)日：2012-01-17

申请号：US11955868

申请日：2007-12-13

Applicant: Takuichiro Inoue ,  Hiroki Iwasa ,  Hiroyasu Tanaka ,  Yoshihisa Kodama

Inventor： Takuichiro Inoue ,  Hiroki Iwasa ,  Hiroyasu Tanaka ,  Yoshihisa Kodama

IPC: F16H61/00

CPC classification number: F16H61/66272 ,  F16H2059/683 ,  F16H2061/66218 ,  Y10T477/6237 ,  Y10T477/624 ,  Y10T477/62427 ,  Y10T477/6243

Abstract: When a vehicle decelerates rapidly, a lower limit secondary pulley pressure (Plmt) is calculated on the basis of a primary pulley rotation speed (Npri) detected by a primary pulley rotation sensor. When a deceleration speed (Gdata) is greater than a predetermined deceleration speed (G1) and a secondary pulley pressure (Psec) detected by a secondary pulley pressure sensor is lower than the lower limit secondary pulley pressure (Plmt), it is determined that slippage is about to occur in a V-belt 4 on a primary pulley side in particular, and therefore speed ratio fixing control is performed.

Abstract translation: 当车辆快速减速时，基于由主带轮旋转传感器检测到的主带轮转速（Npri）来计算下限次级带轮压力（Plmt）。 当减速速度（Gdata）大于预定的减速度（G1）并且由次级带轮压力传感器检测到的次级皮带轮压力（Psec）低于下限次级皮带轮压力（Plmt）时，确定滑移 特别是在主带轮侧的V形皮带4中将发生，因此执行速度比定影控制。

公开(公告)号：US20120010785A1

公开(公告)日：2012-01-12

申请号：US13257552

申请日：2010-02-09

Applicant: Osamu Kanai ,  Takahiko Tsutsumi ,  Ichiro Kitaori

Inventor： Osamu Kanai ,  Takahiko Tsutsumi ,  Ichiro Kitaori

IPC: F16H63/34

CPC classification number: F16H63/483 ,  B60L8/003 ,  B60L11/005 ,  B60L11/123 ,  B60L11/14 ,  B60L11/1887 ,  B60L15/2081 ,  B60L2220/18 ,  B60L2250/16 ,  F16H61/32 ,  F16H63/3466 ,  F16H2061/326 ,  Y02T10/6217 ,  Y02T10/645 ,  Y02T10/7022 ,  Y02T10/7077 ,  Y02T10/7083 ,  Y02T10/72 ,  Y02T10/7275 ,  Y02T90/34 ,  Y10T74/20098 ,  Y10T74/2014 ,  Y10T74/20612 ,  Y10T74/20642 ,  Y10T74/20684 ,  Y10T477/62427 ,  Y10T477/656 ,  Y10T477/6935

Abstract: An HV-ECU performs a program including the steps of: determining whether or not the HV-ECU is in an auto-P execution state; determining whether or not a predetermined time period Tb has elapsed since an auto-P was requested; and permitting determination of the shifting operation if the HV-ECU is in the auto-P execution state and if it is determined that the predetermined time period Tb has elapsed since the auto-P was requested.

Abstract translation: HV-ECU执行程序，包括以下步骤：确定HV-ECU是否处于自动执行状态; 确定自请求自动P后是否经过了预定时间段Tb; 并且如果HV-ECU处于自动执行状态，并且如果自从请求自动P之后确定已经经过了预定时间段Tb，则允许确定换档操作。

公开(公告)号：US20110313632A1

公开(公告)日：2011-12-22

申请号：US13162654

申请日：2011-06-17

Applicant: Kazutaka Yoshimizu

Inventor： Kazutaka Yoshimizu

IPC: F16H61/14

CPC classification number: F16H61/12 ,  F16H61/143 ,  F16H2059/465 ,  Y10T477/62427 ,  Y10T477/635 ,  Y10T477/653 ,  Y10T477/6937

Abstract: A control unit (200) executes fail-safe control that forcibly releases a lockup clutch (15) by activating a fail-safe valve (112), abnormality diagnosis control that determines whether a solenoid valve (DSU) is suffering from a solenoid ON abnormality when the vehicle has started with the fail-safe control executed, and reproduction control that simulatively reproduces, when the vehicle has started without the fail-safe control executed, a condition coinciding with the condition for allowing execution of the abnormality diagnosis control.

Abstract translation: 控制单元（200）执行通过启动故障安全阀（112）强制地释放锁止离合器（15）的故障保护控制，确定电磁阀（DSU）是否遭受螺线管接通异常的异常诊断控制 当车辆已经开始执行故障保护控制时，并且当在没有执行故障安全控制的情况下启动车辆时模拟再现的再现控制与允许执行异常诊断控制的条件一致的条件。

公开(公告)号：US07789780B2

公开(公告)日：2010-09-07

申请号：US11950937

申请日：2007-12-05

Applicant: Hiroki Iwasa ,  Yoshihisa Kodama

Inventor： Hiroki Iwasa ,  Yoshihisa Kodama

IPC: F16H61/00 ,  F16H61/664 ,  F16H63/00

CPC classification number: F16H59/70 ,  F16H61/66272 ,  F16H2059/704 ,  F16H2061/6605 ,  Y10T477/624 ,  Y10T477/6242 ,  Y10T477/62427

Abstract: During Low return control, in which a speed ratio determined by a contact radius of a V-belt (4) with a non-rotating primary pulley (2) and a non-rotating secondary pulley (3) is shifted toward lowest speed ratio while the vehicle is stationary, an estimated speed ratio (ic) is calculated on the basis of a secondary pulley pressure (Psec). When a start request is issued to the vehicle while Low return control is underway, a primary pulley pressure (Ppri) and the secondary pulley pressure (Psec) are controlled on the basis of the estimated speed ratio (ic).

Abstract translation: 在低转速控制中，由具有非旋转主滑轮（2）和非旋转次级滑轮（3）的V形皮带（4）的接触半径确定的速度比朝向最低速比移动， 车辆是静止的，基于次级滑轮压力（Psec）计算估计速比（ic）。 当低速返回控制正在进行时向车辆发出启动请求时，基于估计的速比（ic）来控制初级皮带轮压力（Ppri）和辅助皮带轮压力（Psec）。

公开(公告)号：US20100184544A1

公开(公告)日：2010-07-22

申请号：US12602974

申请日：2008-08-25

Applicant: Yusuke Ogata ,  Ryoji Habuchi ,  Toshihiro Aoyama

Inventor： Yusuke Ogata ,  Ryoji Habuchi ,  Toshihiro Aoyama

IPC: F16H9/12 ,  F16H61/30

CPC classification number: F16H61/66272 ,  F16H61/0021 ,  F16H2061/66286 ,  Y10T477/62427 ,  Y10T477/6243

Abstract: In a hydraulic control system for a transmission, line pressure Pl is adjusted in accordance with a second solenoid pressure Psls if the ratio of a first sheave pressure Pin with respect to a second solenoid pressure Psls is equal to or less than the gain α. If not so, the line pressure Pl is adjusted in accordance with the first sheave pressure Pin. Consequently, the gain η of the first sheave pressure Pin with respect to a first solenoid pressure Pslp at a first sheave pressure adjustment valve 16 and the gain α of a second sheave pressure Pout with respect to the second solenoid pressure Psls at a second sheave pressure adjustment valve 17 can be individually set while the line pressure Pl can be suppressed to the substantially requisite minimum in the entire control region.

Abstract translation: 在用于变速器的液压控制系统中，如果第一滑轮压力Pin相对于第二螺线管压力Psls的比率等于或小于增益α，则根据第二螺线管压力Psls调节管路压力P1。 如果不是这样，则根据第一滑轮压力Pin调节管路压力P1。 因此， 第一滑轮压力Pin相对于第一滑轮压力调节阀16处的第一螺线管压力Pslp和第二滑轮压力调节阀17处的第二滑轮压力Pout相对于第二螺线管压力Psls的增益α可以是 在整个控制区域中，能够将管路压力P1抑制到实质上必要的最小值。

公开(公告)号：US20090264231A1

公开(公告)日：2009-10-22

申请号：US12420130

申请日：2009-04-08

Applicant: Yusuke Ogata ,  Yoshinobu Soga

Inventor： Yusuke Ogata ,  Yoshinobu Soga

IPC: F16H61/662

CPC classification number: F16H61/12 ,  F16H61/14 ,  F16H61/66259 ,  F16H2061/122 ,  F16H2061/1264 ,  Y10T477/62427

Abstract: A hydraulic control system of a vehicle power train having a belt-type continuously variable transmission, and a hydraulic lock-up clutch, includes: a line pressure control valve; first and second control valves; first, second and third electromagnetic valves; and a fail-safe valve. The fail-safe valve is switched to a fail position in which a line pressure is supplied to one of a drive pulley and a driven pulley when a rapid deceleration state is likely to occur in the belt-type continuously variable transmission, the fail-safe valve is switched to a normal position in which a hydraulic pressure output from the first control valve is supplied to the one of the drive pulley and the driven pulley during times other than the above, and the fail-safe valve is switched by a combination of a hydraulic pressure controlled by the second electromagnetic valve and a hydraulic pressure controlled by the third electromagnetic valve.

Abstract translation: 具有带式无级变速器的车辆动力传动系的液压控制系统和液压锁止离合器包括：管路压力控制阀; 第一和第二控制阀; 第一，第二和第三电磁阀; 和故障安全阀。 在带式无级变速器中可能发生快速减速状态时，故障安全阀切换到故障位置，在该故障位置向行驶皮带轮和从动皮带轮中的一个提供线路压力，故障安全 阀门切换到正常位置，在正常位置，在第二控制阀输出的液压压力在上述以外的时间段内供给到驱动皮带轮和从动皮带轮中的一个，并且故障安全阀通过 由第二电磁阀控制的液压和由第三电磁阀控制的液压。

公开(公告)号：US20090064655A1

公开(公告)日：2009-03-12

申请号：US12087514

申请日：2006-12-21

Applicant: Shane Regunath

Inventor： Shane Regunath

IPC: F01D17/10 ,  F02C9/28 ,  G05B19/05 ,  G05B9/03 ,  F15B20/00

CPC classification number: G05B9/02 ,  Y10T477/40 ,  Y10T477/62427 ,  Y10T477/6432 ,  Y10T477/693742 ,  Y10T477/69387

Abstract: Interruption in supervisory position control signals can cause problems with respect to actuators which upon loss of such control signals for the actuator will generally slew to a fixed idle position. In such circumstances a machine such as a gas turbine engine in which an actuator is associated will not sustain performance even though there is continued local power supply to the actuator. By utilising a local controller which stores actuator response profiles for certain machine status stages through perturbation or marginal activation of the actuator an appropriate actuator response profile can be chosen and therefore sustaining control signals presented to the actuator to maintain machine operation.

Abstract translation: 在监控位置控制信号中的中断可能导致执行器出现问题，在致动器的这种控制信号丢失时，一般会转动到固定的空转位置。 在这种情况下，即使向致动器继续本地供电，诸如与其相关联的致动器的燃气涡轮发动机等机器也不会维持性能。 通过利用本地控制器，其通过致动器的扰动或边缘激活来存储用于某些机器状态级的致动器响应曲线，可以选择适当的致动器响应曲线，并且因此将维持控制信号呈现给致动器以维持机器操作。

公开(公告)号：US20080220935A1

公开(公告)日：2008-09-11

申请号：US12072136

申请日：2008-02-21

Applicant: Roshan Willeke ,  Eric Muller

Inventor： Roshan Willeke ,  Eric Muller

IPC: F16H61/662 ,  F16H61/00 ,  B60K17/06

CPC classification number: F16H61/66259 ,  F16H61/12 ,  F16H61/66272 ,  F16H63/3483 ,  F16H63/3491 ,  F16H2061/6608 ,  F16H2061/661 ,  Y10T477/624 ,  Y10T477/6242 ,  Y10T477/62427 ,  Y10T477/62429

Abstract: A hydraulic system for controlling a belt-driven conical-pulley transmission of a motor vehicle, wherein the transmission has a variably adjustable transmission ratio. The hydraulic system includes a first valve arrangement to control a contact pressure in the belt-driven conical-pulley transmission, a second valve arrangement to control the transmission ratio of the belt-driven conical-pulley transmission, and a hydraulic energy source to supply the hydraulic system with hydraulic energy. In order to provide an improved hydraulic system, the system includes a third valve arrangement for controlling a forward clutch and a reverse clutch.

Abstract translation: 一种用于控制机动车辆的皮带驱动的锥形皮带轮传动装置的液压系统，其中所述变速器具有可变的可调传动比。 液压系统包括用于控制皮带驱动的锥形皮带轮传动装置中的接触压力的第一阀装置，用于控制皮带驱动锥形滑轮传动装置的传动比的第二阀装置和用于提供皮带驱动锥形滑轮传动装置的液压能量源 液压系统具有液压能。 为了提供改进的液压系统，该系统包括用于控制前进离合器和倒档离合器的第三阀装置。

公开(公告)号：US20080153636A1

公开(公告)日：2008-06-26

申请号：US11955868

申请日：2007-12-13

Applicant: Takuichiro Inoue ,  Hiroki Iwasa ,  Hiroyasu Tanaka ,  Yoshihisa Kodama

Inventor： Takuichiro Inoue ,  Hiroki Iwasa ,  Hiroyasu Tanaka ,  Yoshihisa Kodama

IPC: F16H61/662 ,  F16H59/36

CPC classification number: F16H61/66272 ,  F16H2059/683 ,  F16H2061/66218 ,  Y10T477/6237 ,  Y10T477/624 ,  Y10T477/62427 ,  Y10T477/6243

Abstract: When a vehicle decelerates rapidly, a lower limit secondary pulley pressure (Plmt) is calculated on the basis of a primary pulley rotation speed (Npri) detected by a primary pulley rotation sensor. When a deceleration speed (Gdata) is greater than a predetermined deceleration speed (G1) and a secondary pulley pressure (Psec) detected by a secondary pulley pressure sensor is lower than the lower limit secondary pulley pressure (Plmt), it is determined that slippage is about to occur in a V-belt 4 on a primary pulley side in particular, and therefore speed ratio fixing control is performed.

Abstract translation: 当车辆快速减速时，基于由主带轮旋转传感器检测到的主带轮转速（Npri）来计算下限次级带轮压力（Plmt）。 当减速速度（Gdata）大于预定减速度（G 1）并且由次级带轮压力传感器检测到的次级带轮压力（Psec）低于下限次级带轮压力（Plmt）时，确定 特别是在主带轮侧的V型皮带4中将发生滑动，因此进行速度比定影控制。