专利快速检索-快速检索全球专利，免费商用专利数据库-IPRDB

1. 发明专利

JP2004183715A Control device for vehicular automatic transmission 有权
公开(公告)号：JP2004183715A
公开(公告)日：2004-07-02
申请号：JP2002349253
申请日：2002-11-29
申请人： Aisin Aw Co Ltd , Toyota Motor Corp , アイシン・エィ・ダブリュ株式会社 , トヨタ自動車株式会社
发明人： IWATA AKIHITO , ASAYAMA HIROKI , OKASAKA KAZUOMI , HANEBUCHI RYOJI , TANIGUCHI KOJI , KOJIMA SEI , TOYODA SHINYA
IPC分类号： F16H9/00 , F16H37/02 , F16H59/16 , F16H59/26 , F16H59/54 , F16H59/74 , F16H61/12 , F16H63/06 , F16H63/50
摘要： PROBLEM TO BE SOLVED: To prevent a shock caused by fluctuations in clutch engagement pressure and belt pinch pressure accompanying performing a foreign matter removing control of a linear solenoid valve.
SOLUTION: The foreign matter removing control M to eliminate foreign matter is performed by forcibly moving a linear solenoid valve SLT spool by a foreign matter removing means. The control is performed in the stopped state of a vehicle and before starting neutral control. At this timing, the engagement pressure of an input clutch is a first engagement pressure P
C1 based on line pressure, therefore, even in the case that SLT pressure (control pressure) P
SLT is fluctuated by the foreign matter removing control M, the engagement pressure of the input clutch may not be fluctuate. Therefore, shock accompanying fluctuation in the engagement pressure of the clutch may not occur.
COPYRIGHT: (C)2004,JPO&NCIPI

2. 发明专利

JP2014202317A 油圧制御装置审中-公开
标题翻译：液压控制装置
公开(公告)号：JP2014202317A
公开(公告)日：2014-10-27
申请号：JP2013080651
申请日：2013-04-08
申请人：トヨタ自動車株式会社 , Toyota Motor Corp
发明人： HORIIKE KENTA , YUASA MEGUMI , KOJIMA SEI , NITANI HIROMITSU
IPC分类号： F16H61/02 , F16H61/662
CPC分类号： B60W10/023 , B60W10/04 , F16H59/72 , F16H61/0267 , F16H61/14 , F16H2061/062 , Y10T477/633 , Y10T477/6347
摘要：【課題】クラッチ係合ショックおよび作動油量の消費を抑制でき、且つトルク伝達不良を抑制できる油圧制御装置を提供する。【解決手段】この油圧制御装置1は、エンジン10の回転動力を作動油を介して伝達するトルクコンバータ20と、作動油圧により係合・解放可能な走行用摩擦係合要素C1,B1を用いてトルクコンバータ20から伝達された回転動力の回転方向を切り換える前後進切換機構30と、同じ制御油圧PSLTでトルクコンバータ20内の作動油量および前後進切換機構30の作動油圧を制御するリニアソレノイドバルブSLTとを備える。リニアソレノイドバルブSLTは、エンジン10の始動時において、トルクコンバータ20内の作動油量が不足している場合は、トルクコンバータ20内の作動油量が不足していない場合と比べて、制御油圧PSLTを増加させる。【選択図】図1
摘要翻译：要解决的问题：提供一种能够抑制离合器接合冲击和消耗液压油量并且能够抑制扭矩传递故障的液压控制装置。解决方案：液压控制装置1包括：扭矩转换器20，用于传递旋转发动机10通过液压油的动力; 用于通过使用能够通过液压油压力接合/释放的用于行驶的摩擦接合元件C1和B1来切换从变矩器20传递的旋转动力的旋转方向的前进/后退切换机构30; 以及用于以相同的控制油压PSLT控制变矩器20中的液压油量和前后切换机构30的液压油压的线性电磁阀SLT。在发动机10的启动时，当变矩器20中的液压油量不足时，线性电磁阀SLT与液力变矩器20中的液压油量不足的情况相比增大了控制油压PSLT 。

3. 发明专利

JP2013181623A Control device for continuously variable transmission 审中-公开
标题翻译：用于连续变速传动的控制装置
公开(公告)号：JP2013181623A
公开(公告)日：2013-09-12
申请号：JP2012046580
申请日：2012-03-02
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： SHIMOSATO YUYA , KOJIMA SEI , HINO AKIRA
IPC分类号： F16H61/04 , F16H61/66 , F16H61/662
CPC分类号： Y02T10/76
摘要： PROBLEM TO BE SOLVED: To provide a control device for a continuously variable transmission that can suppress the generation of shock in speed change more than conventional ones, in a vehicle with a CVT.SOLUTION: A control device for a continuously variable transmission includes a driving source, the continuously variable transmission and a shift means. When the shift means is in a traveling position, a gear ratio is controlled steplessly. When the shift means is in a sequential shift position, the gear ratio is gradually controlled. In changing gears, engine torque is increased. A belt clamping force is set based on the engine torque. When changing speed, the belt clamping force set based on the engine torque in the sequential shift position is set to be smaller than a belt clamping force set based on the engine torque in the traveling position (STEP S4, STEP S7).
摘要翻译：要解决的问题：提供一种用于无级变速器的控制装置，其能够在具有CVT的车辆中抑制速度变化中的冲击的产生。解决方案：用于无级变速器的控制装置包括驾驶源，无级变速器和换档装置。当换档装置处于行驶位置时，齿轮比被无级地控制。当换挡装置处于顺序换挡位置时，齿轮比逐渐被控制。变速时，发动机扭矩增加。基于发动机扭矩设定皮带夹紧力。当改变速度时，基于顺序换档位置中的发动机扭矩设定的皮带夹紧力被设定为小于基于行驶位置中的发动机转矩设定的皮带夹紧力（步骤S4，步骤S7）。

4. 发明专利

JP2013181408A Control device for vehicle 审中-公开
标题翻译：车辆控制装置
公开(公告)号：JP2013181408A
公开(公告)日：2013-09-12
申请号：JP2012043939
申请日：2012-02-29
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： MATSUBARA WATARU , KOJIMA SEI , HINO AKIRA
IPC分类号： F02D29/02 , F02D17/00 , F16H9/18 , F16H61/02
摘要： PROBLEM TO BE SOLVED: To miniaturize an electric oil pump in a control device for a vehicle on which a continuously variable transmission capable of mechanically locking a primary pulley at the time of the maximum gear ratio is mounted and which can perform idle stop control.SOLUTION: A primary pulley of a continuously variable transmission is locked to the maximum gear ratio and idle stop control is performed (permitted) only when belt slip is suppressed by only supplying hydraulic pressure to a secondary pulley during engine restart. The idle stop control is not performed (electric oil pump stop) when it is necessary to supply hydraulic pressure to both the primary pulley and the secondary pulley. Such control eliminates the necessity for making the discharge flow rate of the electric oil pump secure the hydraulic pressure of both the primary pulley and the secondary pulley. Consequently, the electric oil pump can be miniaturized.
摘要翻译：要解决的问题：为了使安装有最大变速比时能够机械锁定初级带轮的无级变速器的车辆用控制装置中的电动油泵小型化，能够进行怠速停止控制。：无级变速器的主滑轮被锁定到最大齿轮比，并且仅当在发动机重起期间仅通过向次级滑轮提供液压来抑制皮带打滑时，执行怠速停止控制（允许）。当需要向初级带轮和次级带轮提供液压时，不执行怠速停止控制（电动油泵停止）。这样的控制消除了使电动油泵的排出流量保持主滑轮和副皮带轮两者的液压的必要性。因此，电动油泵可以小型化。

5. 发明专利

JP2013117242A Vehicle hydraulic control device 有权
标题翻译：车辆液压控制装置
公开(公告)号：JP2013117242A
公开(公告)日：2013-06-13
申请号：JP2011263930
申请日：2011-12-01
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： YOKOTA KYOHEI , TOYODA SHINYA , TANAKA NAOTO , KUWATA YUKINORI , KOJIMA SEI , FUJIWARA HIRONARI
IPC分类号： F16H61/14
摘要： PROBLEM TO BE SOLVED: To provide a vehicle hydraulic control device that sets a line pressure suitably while suppressing the deterioration of fuel cost during engagement control of a lockup clutch.SOLUTION: Either of a first line pressure Pdecided according to a supply pressure to a continuously variable transmission 18 and a second line pressure Pdecided according to an engagement pressure of the lockup clutch 14l, whichever is larger, is set as a line pressure, and the engagement pressure of the lockup clutch 14l is controlled on the basis of the set line pressure during engagement control of the lockup clutch 14l. Accordingly, setting the line pressure to be larger than needed can be prevented.
摘要翻译：要解决的问题：提供一种车辆液压控制装置，其适当地设定线路压力，同时抑制锁止离合器的接合控制期间的燃料成本的劣化。
解决方案：根据对无级变速器18的供给压力和第二管路压力P L1 根据锁止离合器14l的接合压力（以较大者为准）确定的L2 被设定为线路压力，并且基于接合期间的设定线路压力来控制锁止离合器141的接合压力锁止离合器14l的控制。因此，可以防止将管路压力设定为大于所需要的压力。版权所有（C）2013，JPO＆INPIT

6. 发明专利

JP2010261518A Control device for vehicle provided with belt-type continuously variable transmission 审中-公开
标题翻译：带有带式连续可变变速器的车辆控制装置
公开(公告)号：JP2010261518A
公开(公告)日：2010-11-18
申请号：JP2009113283
申请日：2009-05-08
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： KOJIMA SEI
IPC分类号： F16H61/02 , F16H59/40 , F16H59/42 , F16H59/54 , F16H59/70 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To provide a control device for a vehicle provided with a belt-type continuously variable transmission, preventing a driver from feeling uncomfortable caused by drawing feeling.
SOLUTION: When deceleration is started by putting on a brake, hydraulic pressure higher than a belt clamping force, required in an area where a belt does not slip, is output, the belt clamping force is gradually reduced according as the vehicle stops, and a change in a longitudinal G value immediately before performing a lock-up OFF state from a lock-up ON state is eliminated, thereby suppressing the drawing feeling.
COPYRIGHT: (C)2011,JPO&INPIT
摘要翻译：要解决的问题：提供一种具有带式无级变速器的车辆的控制装置，防止驾驶员因牵引感而感到不适。
解决方案：当输入制动器减速开始时，输出比皮带不滑动区域要求的高于皮带夹紧力的液压压力，随着车辆停止，皮带夹紧力逐渐减小，并且消除了在从锁定ON状态执行锁定OFF状态之前的纵向G值的变化，从而抑制了绘制感。版权所有（C）2011，JPO＆INPIT

7. 发明专利

JP2009250401A Vehicle control device and vehicle control method 审中-公开
标题翻译：车辆控制装置和车辆控制方法
公开(公告)号：JP2009250401A
公开(公告)日：2009-10-29
申请号：JP2008101798
申请日：2008-04-09
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： KOJIMA SEI
IPC分类号： F16H61/02 , F16H9/00 , F16H59/08 , F16H59/18 , F16H59/44 , F16H59/54 , F16H59/66 , F16H61/16 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To provide a vehicle control device and a vehicle control method capable of appropriately controlling prohibition and permission of neutral control on an uphill road even if vehicle conditions change.
SOLUTION: The vehicle control device executing neutral control is provided with a G sensor 442 for detecting road surface gradient, and a control part 1000 executing control making the neutral control effective when conditions where output of the G sensor 442 gets in a neutral control execution zone are satisfied. The control part 1000 changes degree of easiness for satisfying an N control start condition based on magnitude of fluctuation of output of the G sensor 442 when an input clutch C1 changes from a release state to an engagement state according to transition of a vehicle condition changing from the condition where the N control start condition is satisfied to a condition where the N control start condition is not satisfied.
COPYRIGHT: (C)2010,JPO&INPIT
摘要翻译：要解决的问题：即使车辆状况改变，也能够提供一种车辆控制装置和车辆控制方法，其能够适当地控制在上坡路上的中立控制的禁止和允许。执行中立控制的车辆控制装置设置有用于检测路面坡度的G传感器442，以及控制部1000执行控制，使得中间控制有效，当G传感器442的输出处于中立状态时控制执行区满足。当输入离合器C1从释放状态变化到接合状态时，控制部1000根据车辆状态的变化而改变为基于G传感器442的输出的波动的大小的大小来改变满足N控制开始条件的容易程度将N控制开始条件满足到N控制开始条件不满足的条件。版权所有（C）2010，JPO＆INPIT

8. 发明专利

JP2008095907A Speed change control device for vehicular continuously variable transmission 审中-公开
标题翻译：用于车辆连续可变变速器的变速控制装置
公开(公告)号：JP2008095907A
公开(公告)日：2008-04-24
申请号：JP2006280736
申请日：2006-10-13
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： KOJIMA SEI , TAMURA TADASHI
IPC分类号： F16H61/02 , F16H9/00 , F16H59/70 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To provide a speed change control device for a vehicular continuously variable transmission capable of inhibiting overshoot of actual value when speed change ratio of the continuously variable transmission is changed to speed increase side from the maximum speed change ratio. SOLUTION: Since DS1 speed change Duty output by a speed change control means 152 for feedback control is made larger than DS1 speed change Duty (=D 1 ) for retaining the maximum speed change ratio γmax by a determined value ΔD in a stepped manner by an operation quantity change means 166 when speed change ratio γ is changed from the maximum speed change ratio γmax to the speed increase side in speed change of the continuously variable transmission 18 to achieve target input shaft rotation speed N IN *, DS1 speed change Duty can be set to a value (=D 2 ) for starting upshift of DS1 speed change Duty and over shoot of the actual input shaft rotation speed N IN can be suppressed even if DS1 speed change Duty (=D 1 ) before that is set to a value smaller than DS1 speed change Duty (=D 2 ) in the maximum speed increase side capable of retaining the maximum speed change ratio γmax. COPYRIGHT: (C)2008,JPO&INPIT
摘要翻译：解决的问题：提供一种用于在无级变速器的变速比从最大变速比变化到速度增加侧时能够抑制实际值的过冲的车辆用无级变速器的变速控制装置。解决方案：由于DS1速度变化，用于反馈控制的变速控制装置152的占空比输出大于DS1变速倍数（= D 1 ），用于将最大变速比γmax保持为当变速比γ从无级变速器18的变速中的最大变速比γmax变化到速度增加侧时，由操作量变更单元166以阶梯式确定的值ΔD，以实现目标输入轴转速 N IN *，DS1变速倍率可设定为DS1变速开始升档的值（= D 2 ）实际输入轴转速的占空比和过拍即使DS1的速度变化Duty（= D 1 ），速度N IN 也可以被抑制，之前设置为小于DS1速度变化的值（= D 2 ）在最大速度增加侧能够保持最大速度变化率γmax。版权所有（C）2008，JPO＆INPIT

9. 发明专利

JP2007177833A Shift controller of continuously variable transmission for vehicle 审中-公开
标题翻译：用于车辆的连续变速器变速器控制器
公开(公告)号：JP2007177833A
公开(公告)日：2007-07-12
申请号：JP2005375192
申请日：2005-12-27
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： KOJIMA SEI , TAMURA TADASHI , TOYODA SHINYA
IPC分类号： F16H61/02 , F16H59/38 , F16H59/44 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To increase a reduction gear ratio to the maximum one while preventing a belt from slipping when the target reduction gear ratio of a reduction gear control is the maximum reduction gear ratio in a shift controller of a continuously variable transmission in which, when a vehicle speed is less than a predetermined vehicle speed, the ratio of the hydraulic pressure in a primary pulley side hydraulic cylinder to the hydraulic pressure in a secondary pulley side hydraulic cylinder is made equal to the predetermined maximum reduction gear ratio. SOLUTION: When a thrust ratio τ when a closing control for a hydraulic pressure control circuit 100 is performed is the value allowing the maximum reduction gear ratio γ max and the target reduction gear ratio γ* of the reduction gear control is the maximum reduction gear ratio γ max , the closing control is continued by a reduction gear control continuously control means 168 for low vehicle speed even if an actual vehicle speed V is equal to or higher than a predetermined vehicle speed V'. Consequently, even if the transmission belt 48 is not returned to the position where the maximum reduction gear ratio γ max is established and the vehicle is stopped, the reduction gear ratio γ is allowed to reach the maximum reduction gear ratio γ max while preventing the belt from slipping by the closing control when the vehicle is started. COPYRIGHT: (C)2007,JPO&INPIT
摘要翻译：要解决的问题：为了在减速齿轮控制的目标减速比是无级变速器的换档控制器中的最大减速比时防止皮带滑动，将减速比增大到最大值其中，当车速小于预定车速时，将初级带轮侧液压缸中的液压与次级带轮侧液压缸中的液压的比率设定为等于预定的最大减速比。解决方案：当执行用于液压控制电路100的关闭控制的推力比τ是允许最大减速比γ max 和目标减速比γ*的值减速装置控制是最大减速比γ max ，即使实际车速V等于或更高，也通过用于低车速的减速控制连续控制装置168继续关闭控制比预定车速V'。因此，即使传动皮带48没有返回到建立最大减速比γ max 并且车辆停止的位置，允许减速比γ达到最大减速齿轮比率γ max ，同时防止当起动车辆时由关闭控制带引起皮带滑动。版权所有（C）2007，JPO＆INPIT

10. 发明专利

JP2007046620A Hydraulic controller for vehicular continuously variable transmission 有权
标题翻译：液压控制器用于车辆连续可变传动
公开(公告)号：JP2007046620A
公开(公告)日：2007-02-22
申请号：JP2005228692
申请日：2005-08-05
申请人： Toyota Motor Corp , トヨタ自動車株式会社
发明人： OGATA YUSUKE , SOGA YOSHINOBU , KOJIMA SEI , HANEBUCHI RYOJI
IPC分类号： F16H59/40 , F16H59/42 , F16H61/12 , F16H61/66 , F16H61/662
摘要： PROBLEM TO BE SOLVED: To control a primary sheave pressure PPRI and a thrust ratio τ so as to obtain a suitable speed ratio γ regardless of difference in traveling conditions when it is impossible to feedback-control the primary sheave pressure PPRI in accordance with the speed ratio γ.
SOLUTION: An output hydraulic pressure PDSU of a solenoid valve DSU for controlling a lock-up engagement pressure is introduced into a thrust ratio control valve 66, and a thrust ratio control pressure PST for controlling the primary sheave pressure PPRI can be controlled by an output hydraulic pressure PDSU, and thereby the thrust ratio τ (=PSEC/PPRI) can be always controlled to be the suitable speed ratio γ regardless of whether the state is in the driving state or the driven state, or a size of a safety factor, or the difference in the traveling conditions such as a vehicle speed.
COPYRIGHT: (C)2007,JPO&INPIT
摘要翻译：要解决的问题：为了控制初级滑轮压力PPRI和推力比τ，以便无法根据行驶条件的差异来获得合适的速比γ，当不可能按照相应的方式反馈控制主滑轮压力PPRI 速度比γ。解决方案：用于控制锁定接合压力的电磁阀DSU的输出液压PDSU被引入推力比控制阀66中，并且可以控制用于控制初级滑轮压力PPRI的推力比控制压力PST 通过输出液压PDSU，由此无论状态是处于驱动状态还是驱动状态，推力比τ（= PSEC / PPRI）都可以总是被控制为适当的速比γ，安全系数，或车速等行驶条件的差异。版权所有（C）2007，JPO＆INPIT

你已经成功收藏专利！

检索式保存成功!

IPRDB

热门服务

关于我们

友情链接

联系方式