| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 1 | 混合动力车辆的动力传递装置 | CN201710228831.8 | 2017-04-10 | CN107298016A | 2017-10-27 | 富田诚; 大岛啓次郎; 堀哲雄; 武内智哉 |
| 一种混合动力车辆的动力传递装置，具备行星齿轮机构、齿轮、驻车锁止机构和阻力施加装置。行星齿轮机构包括第一旋转要素、第二旋转要素和第三旋转要素。齿轮以从第三旋转要素向旋转电机及驱动轮进行动力传递的方式而介于第三旋转要素、旋转电机及驱动轮之间。驻车锁止机构包括驻车齿轮和驻车啮合部件。阻力施加装置包括阻力施加部件。阻力施加部件被构成为，通过相对于驻车齿轮或第三旋转要素而接触从而向驻车齿轮或第三旋转要素给予旋转阻力。阻力施加装置被构成为以如下方式对阻力实施部件进行操作，即，在驻车啮合部件的爪部和驻车齿轮相啮合的状态下，与驻车啮合部件的爪部和驻车齿轮未相啮合的状态相比，增大向第三旋转要素施加的旋转阻力。 | ||||||
| 2 | 动力传递装置 | CN201280077511.2 | 2012-12-06 | CN104853969B | 2017-06-20 | 北畠弘达; 铃木阳介; 岩濑雄二 |
| 本发明具备：行星齿轮机构；与行星齿轮机构的太阳轮连接的第一旋转机；与行星齿轮机构的行星轮架连接的发动机及单向离合器；与行星齿轮机构的齿圈连接的第二旋转机及驱动轮；及与齿圈连接的驻车装置，当发出释放驻车装置的指令时(步骤S10‑是)，使第一旋转机正转(步骤S30)并释放驻车装置(步骤S40)。在上坡路(步骤S20‑是)上发出释放驻车装置的指令的情况下，可以使第一旋转机正转并释放驻车装置。 | ||||||
| 3 | 驾驶辅助装置 | CN201610605660.1 | 2016-07-28 | CN106394554A | 2017-02-15 | 奥田裕宇二; 衣笠荣信; 村田浩树 |
| 本发明涉及驾驶辅助装置，包括：障碍物检测部，检测在本车辆的前方存在的障碍物；碰撞避免辅助控制部，在有本车辆与上述障碍物碰撞的可能性的情况下，运算用于避免该碰撞的第一目标转向操纵控制量；车道检测部，构成为检测本车辆正在行驶的车道；车道脱离避免辅助控制部，构成为基于表示本车辆正从上述车道脱离的程度的脱离量，运算用于维持本车辆沿着上述车道行驶的第二目标转向操纵控制量；以及调停控制部，构成为根据上述第一目标转向操纵控制量以及上述第二目标转向操纵控制量，以上述第一目标转向操纵控制量比上述第二目标转向操纵控制量作出贡献高的方式决定转向轮的控制量，基于所决定的上述转向轮的控制量控制上述转向轮。 | ||||||
| 4 | 混合动力车辆用驱动装置的控制装置 | CN201510306488.5 | 2015-06-05 | CN105292102A | 2016-02-03 | 堀哲雄 |
| 本发明提供一种控制装置，其为混合动力车辆用驱动装置的控制装置，所述混合动力车辆用驱动装置实现与蓄电池的状态无关的适当的发动机启动。由于在使车辆停止且通过换档切换装置(58)而阻止了驻车锁止齿轮(82)的旋转的状态下发动机(12)被启动的情况下，通过第一启动方式而使发动机(12)启动，其中，所述第一启动方式为，在使制动器(BK1)卡合了的状态下通过从第二电动机(MG2)的输出转矩(2)被输出的转矩而使发动机(12)的转速(NE)上升的方式，因此即使在冷态等的蓄电池(48)的输出降低的状态下，也能够适当地使所述发动机(12)启动。即，能够提供一种实现与蓄电池(48)的状态无关的适当的发动机启动的混合动力车辆用驱动装置(10)的电子控制装置(30)。 | ||||||
| 5 | 混合动力车辆用驱动装置的控制装置 | CN201510229579.3 | 2015-05-07 | CN105083272A | 2015-11-25 | 西川幸延; 森田吉则; 加藤真吾 |
| 本发明提供一种对因驻车锁止的解除造成的装置的耐久性的下降进行抑制的混合动力车辆用驱动装置的控制装置。由于其为在由换档切换装置(58)实施的驻车锁止齿轮(82)的旋转的阻止被解除时，在离合器(CL2)被卡合了的状态下解除驻车锁止齿轮(82)的旋转的阻止的装置，因此能够通过使因驻车锁止的解除而产生的冲击转矩向第一行星齿轮装置(14)、发动机(12)、以及第一电动机(MG1)等传递，从而缓和向第二电动机(MG2)传递的冲击转矩。即，能够提供对因驻车锁止的解除造成的耐久性下降进行抑制的驱动装置(10)的电子控制装置(30)。 | ||||||
| 6 | 动力传递装置 | CN201280077511.2 | 2012-12-06 | CN104853969A | 2015-08-19 | 北畠弘达; 铃木阳介; 岩濑雄二 |
| 本发明具备：行星齿轮机构；与行星齿轮机构的太阳轮连接的第一旋转机；与行星齿轮机构的行星轮架连接的发动机及单向离合器；与行星齿轮机构的齿圈连接的第二旋转机及驱动轮；及与齿圈连接的驻车装置，当发出释放驻车装置的指令时(步骤S10-是)，使第一旋转机正转(步骤S30)并释放驻车装置(步骤S40)。在上坡路(步骤S20-是)上发出释放驻车装置的指令的情况下，可以使第一旋转机正转并释放驻车装置。 | ||||||
| 7 | 车辆控制装置 | CN201410213274.9 | 2014-05-20 | CN104176024B | 2017-04-12 | 小池正树; 赤峰宏平; 石川尚; 渡边伸一郎 |
| 本发明提供一种能够可靠地进行变速器向停车挡的切换的车辆控制装置。该车辆控制装置具备：线控换挡装置(100)，其根据基于电信号的要求而切换搭载在车辆上的变速器(132)的变速挡；接受部(82)，其接受变速器向停车挡的切换要求；检测部(137)，其对确定了变速器向停车挡的切换的情况进行检测；以及制动装置(7)，其在接受部接受了变速器向停车挡的切换要求的情况下，在从接受了该切换要求的时刻起到检测部检测出向停车挡切换的切换确定为止的期间产生制动力。 | ||||||
| 8 | 纯电动汽车自动驻车控制方法 | CN201410497840.3 | 2014-09-25 | CN104260712A | 2015-01-07 | 柯南极; 朱波; 曹琛; 王可峰 |
| 本发明公开一种纯电动汽车自动驻车控制方法，它通过整车控制器VCU接收汽车的各种信号，进行不同工况下的逻辑判断后，控制液压制动系统、电机控制器MCU、驻车棘爪驱动装置、仪表信息显示和P档开关灯显示。所述的控制方法分为位于上坡时的控制方式，位于下坡时的控制方式，位于平路时的控制方式和位于停车时的控制方式。本发明可使车辆在坡道上或在路口等绿灯时，自动对四轮施加合适的制动力，并通过驻车棘爪锁止变速器。车辆起步时，在合适的时间控制释放制动力及解除变速器锁止，从而实现自动驻车功能，避免交通安全事故发生。在满足功能需求的同时，减轻整车重量，降低车辆制造成本。 | ||||||
| 9 | 车辆控制装置 | CN201410213274.9 | 2014-05-20 | CN104176024A | 2014-12-03 | 小池正树; 赤峰宏平; 石川尚; 渡边伸一郎 |
| 本发明提供一种能够可靠地进行变速器向停车挡的切换的车辆控制装置。该车辆控制装置具备：线控换挡装置(100)，其根据基于电信号的要求而切换搭载在车辆上的变速器(132)的变速挡；接受部(82)，其接受变速器向停车挡的切换要求；检测部(137)，其对确定了变速器向停车挡的切换的情况进行检测；以及制动装置(7)，其在接受部接受了变速器向停车挡的切换要求的情况下，在从接受了该切换要求的时刻起到检测部检测出向停车挡切换的切换确定为止的期间产生制动力。 | ||||||
| 10 | 係合機構の制御装置 | JP2016050693 | 2016-03-15 | JP2017166536A | 2017-09-21 | 橋本 洋人; 村上 新; 木村 浩章; 大野 智仁 |
| 【課題】原動機の回転をロックするロック機能と、動力伝達経路へ過大なトルクが作用することを適切に抑制することができるリミット機能とを備えた係合機構の制御装置を提供する。 【解決手段】係合歯を互いに噛み合わせるようにアクチュエータ26により固定部材24cもしくは回転部材24dに推力Faを作用させた状態で、かつ第1モータ2により固定部材24cと回転部材24dとが軸線の方向で離隔するように固定部材24cと回転部材24dとに第1モータ2のトルクを作用させ、固定部材24cと回転部材24dとの相対的な軸線の方向への移動量βと、回転部材24dの回転量αとに基づいて歯面の傾斜角度θを推定し、その傾斜角度θに基づいて歯面の摩擦係数μを推定し、その摩擦係数μに応じてアクチュエータの推力Faを制御する。 【選択図】図1 |
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| 11 | 車両用伝動装置 | JP2014559667 | 2014-01-27 | JPWO2014119515A1 | 2017-01-26 | 糟谷 悟; 悟 糟谷; 昌士 鬼頭; 祐一 関; 誠 岩中 |
| 制御部は、機械式オイルポンプの停止中にあってシフトレバーがPレンジから非パーキングレンジに選択操作された際(S9)、車両の傾斜が所定傾斜角度よりも小さいことを判定した場合には(S10のno)、電動オイルポンプが発生する油圧に基づき解除油圧を油圧アクチュエータに供給するように制御し(S12)、車両の傾斜が所定傾斜角度よりも大きいことを判定した場合には(S10のyes)、機械式オイルポンプを駆動し(S14,S15)、機械式オイルポンプが発生する油圧から生成した解除油圧を油圧アクチュエータに供給するように制御する(S16)。これにより、車両の傾斜が所定傾斜角度よりも小さい場合は機械式オイルポンプの駆動を不要として燃費(電費)向上を図り、車両の傾斜が所定傾斜角度よりも大きい場合は機械式オイルポンプにより油圧供給を行うので電動オイルポンプの大型化を不要とする。 | ||||||
| 12 | CONTROL DEVICE AND CONTROL METHOD FOR VEHICLE | EP17160592.6 | 2017-03-13 | EP3219531A1 | 2017-09-20 | HASHIMOTO, Hiroto; MURAKAMI, Akira; KIMURA, Hiroaki; ONO, Tomohito |
A control device for a vehicle (Ve) is provided. The control device includes an electronic control unit (28) that is configured to: exert the torque of an input member on a fixed member (24c) and a rotating member (24d) such that the fixed member (24c) and the rotating member (24d) are separated from each other, when the thrust (Fa) is exerted for making the engagement teeth (24a, 24b) mesh with each other; estimate an inclination angle (θ) of tooth surfaces based on a relative movement amount (β) between the fixed member (24c) and the rotating member (24d), and a relative rotational amount (α) between the fixed member (24c) and the rotating member (24d); estimate a frictional coefficient (µ) of the tooth surfaces based on the inclination angle (θ); and control the thrust (Fa) of the actuator (26) according to the frictional coefficient (µ).
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| 13 | POWER TRANSMISSION DEVICE | EP12889590.1 | 2012-12-06 | EP2930078A1 | 2015-10-14 | KITABATAKE, Hirotatsu; SUZUKI, Yosuke; IWASE, Yuji |
A planetary gear mechanism, a first rotary machine connected to a sun gear of the planetary gear mechanism, an engine and a one-way clutch connected to a carrier of the planetary gear mechanism, a second rotary machine and a drive wheel connected to a ring gear of the planetary gear mechanism, and a parking device connected to the ring gear are provided; the first rotary machine is positively rotated (step S30) and the parking device is disengaged (step S40) when a command to disengage the parking device is received (step S10-Y). It is also possible to positively rotate the first rotary machine and disengage the parking device when the command to disengage the parking device is received on a climbing road (step S20-Y). |
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| 14 | POWER TRANSMISSION DEVICE | EP12889590.1 | 2012-12-06 | EP2930078B1 | 2018-11-14 | KITABATAKE, Hirotatsu; SUZUKI, Yosuke; IWASE, Yuji |
| A planetary gear mechanism, a first rotary machine connected to a sun gear of the planetary gear mechanism, an engine and a one-way clutch connected to a carrier of the planetary gear mechanism, a second rotary machine and a drive wheel connected to a ring gear of the planetary gear mechanism, and a parking device connected to the ring gear are provided; the first rotary machine is positively rotated (step S30) and the parking device is disengaged (step S40) when a command to disengage the parking device is received (step S10-Y). It is also possible to positively rotate the first rotary machine and disengage the parking device when the command to disengage the parking device is received on a climbing road (step S20-Y). | ||||||
| 15 | TRANSMISSION SYSTEM FOR HYBRID ELECTRIC VEHICLE | EP17166293.5 | 2017-04-12 | EP3231652A1 | 2017-10-18 | TOMITA, Makoto; OSHIMA, Keijiro; HORI, Tetsuo; TAKEUCHI, Tomoya |
A transmission system for a hybrid electric vehicle includes a planetary gear mechanism (10), a gear (25), a parking lock mechanism (80), and a resistance imposing device (100, 200, 300, 500). A parking meshing member (87) of the parking lock mechanism (80) acts so as to switch between a first state where a claw (87a) is in mesh with a parking gear (86) and a second state where the claw (87a) is out of mesh with the parking gear (86). The resistance imposing device (100, 200, 300, 500) includes a resistance imposing member (102, 202, 302, 506) configured to impose a rotational resistance on the parking gear (86) or a third rotating element (13) of the planetary gear by coming in contact with the parking gear (86) or the third rotating element (13). The resistance imposing device (100, 200, 300, 500) is configured to operate the resistance imposing member (102, 202, 302, 506) such that a larger rotational resistance is imposed on the parking gear (86) or the third rotating element (13) in the first state than in the second state.
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| 16 | POWER TRANSMISSION DEVICE | EP12889590 | 2012-12-06 | EP2930078A4 | 2016-07-13 | KITABATAKE HIROTATSU; SUZUKI YOSUKE; IWASE YUJI |
| A planetary gear mechanism, a first rotary machine connected to a sun gear of the planetary gear mechanism, an engine and a one-way clutch connected to a carrier of the planetary gear mechanism, a second rotary machine and a drive wheel connected to a ring gear of the planetary gear mechanism, and a parking device connected to the ring gear are provided; the first rotary machine is positively rotated (step S30) and the parking device is disengaged (step S40) when a command to disengage the parking device is received (step S10-Y). It is also possible to positively rotate the first rotary machine and disengage the parking device when the command to disengage the parking device is received on a climbing road (step S20-Y). | ||||||
| 17 | Dual-clutch transmission parking brake disengaging method of a vehicle | US15268573 | 2016-09-17 | US10053098B2 | 2018-08-21 | Andreas Feiner; Alexander Hoffmann; Thomas John |
| A method for disengaging a parking lock of a dual-clutch transmission of a motor vehicle with at least one drive unit is provided. The method includes, upon detection of an absolute value of a road inclination along a longitudinal axis of the motor vehicle exceeding a predetermined threshold and upon actuation of a selector lever for disengaging the parking lock prior to disengagement of the parking lock, issuing a torque request to the drive unit and closing a power-shifting clutch of the dual-clutch transmission with an engaged gear in a sub-transmission to which the power-shifting clutch is allocated. A torque transferred by the power-shifting clutch as a consequence of closing the power-shifting clutch and the torque request to the drive unit is a relief torque. The torque request to the drive unit and the closed power-shifting clutch are selected to counteract a torque, supported by a parking lock pawl, applying with an engaged parking lock by drive wheels on an output side at the transmission. | ||||||
| 18 | VEHICLE PARK MECHANISM ACTUATION | US15365042 | 2016-11-30 | US20180148057A1 | 2018-05-31 | Hafiz Shafeek KHAFAGY; Mark Douglas MALONE |
| A vehicle includes an engine and a vehicle park mechanism. The vehicle further includes a controller configured initiate an auto-stop of the engine in response to an auto-stop condition. The controller is further configured to actuate the vehicle park mechanism in response to a driver exit condition and the engine being auto-stopped. | ||||||
| 19 | Control device and control method for vehicle | US15457286 | 2017-03-13 | US09963148B2 | 2018-05-08 | Hiroto Hashimoto; Akira Murakami; Hiroaki Kimura; Tomohito Ono |
| A control device for a vehicle is provided. The control device includes an electronic control unit that is configured to: exert the torque of an input member on a fixed member and a rotating member such that the fixed member and the rotating member are separated from each other, when the thrust is exerted for making the engagement teeth mesh with each other; estimate an inclination angle of tooth surfaces based on a relative movement amount between the fixed member and the rotating member, and a relative rotational amount between the fixed member and the rotating member; estimate a frictional coefficient of the tooth surfaces based on the inclination angle; and control the thrust of the actuator according to the frictional coefficient. | ||||||
| 20 | CONTROL DEVICE AND CONTROL METHOD FOR VEHICLE | US15457286 | 2017-03-13 | US20170267246A1 | 2017-09-21 | Hiroto HASHIMOTO; Akira MURAKAMI; Hiroaki KIMURA; Tomohito ONO |
| A control device for a vehicle is provided. The control device includes an electronic control unit that is configured to: exert the torque of an input member on a fixed member and a rotating member such that the fixed member and the rotating member are separated from each other, when the thrust is exerted for making the engagement teeth mesh with each other; estimate an inclination angle of tooth surfaces based on a relative movement amount between the fixed member and the rotating member, and a relative rotational amount between the fixed member and the rotating member; estimate a frictional coefficient of the tooth surfaces based on the inclination angle; and control the thrust of the actuator according to the frictional coefficient. | ||||||
