公开(公告)号：US20040116243A1

公开(公告)日：2004-06-17

申请号：US10728754

申请日：2003-12-08

Applicant: Hitachi, Ltd. ,  Hitachi Engineering Co., Ltd.

Inventor： Masahiko Ibamoto ,  Hiroyuki Sakamoto ,  Hiroshi Kuroiwa

IPC: B60K001/02

CPC classification number: F16H3/126 ,  B60W2510/1065 ,  B60Y2400/608 ,  F16H3/725 ,  F16H61/0403 ,  F16H61/0437 ,  F16H61/688 ,  F16H2003/0818 ,  F16H2003/0931 ,  F16H2061/0422 ,  F16H2061/0433 ,  F16H2306/14 ,  F16H2306/48 ,  F16H2306/50 ,  Y10T74/19014 ,  Y10T74/19019 ,  Y10T74/19233 ,  Y10T74/1926 ,  Y10T74/19284 ,  Y10T477/23 ,  Y10T477/26

Abstract: In a counter shaft type transmission equipped with a pair of transmission gear trains, the input shaft of the first gear train is connected with the engine and that of the second gear train is connected with the engine via a motor, the torque of the first gear train is shifted onto the second gear train for a while by means of the motor, and gear change in the first gear train is accomplished during the time. By setting the gear ratio of the second gear train to a half-position of gear ratio of the first gear train, motor capacity and battery capacity can be reduced and, because no clutch is needed, an economic transmission can be realized. Besides, by active transmission by means of the motor, torque transfer transmission becomes possible for both up-shift and down-shift. Furthermore, jump shift that has not been available in a prior art becomes possible and, since continuous ratio can be achieved, drivability of an automobile improves.

Abstract translation: 在配备有一对传动齿轮系的副轴式变速器中，第一齿轮系的输入轴与发动机连接，第二齿轮系的输入轴经由电动机与发动机连接，第一齿轮的转矩 列车通过电动机转移到第二齿轮系上一段时间，并且在此期间完成第一齿轮系的变速。 通过将第二齿轮系的齿轮比设定为第一齿轮系的齿轮比的半档位，可以减小电机容量和电池容量，并且由于不需要离合器，可以实现经济的传动。 此外，通过借助于电动机的主动传动，扭矩传递变速器对于上移和下移都是可能的。 此外，在现有技术中不可用的跳跃变为可能，并且由于可以实现连续比，汽车的驾驶性能提高。

公开(公告)号：US20020189397A1

公开(公告)日：2002-12-19

申请号：US10084385

申请日：2002-02-28

Applicant: Hitachi, Ltd.

Inventor： Hiroshi Sakamoto ,  Toshimichi Minowa ,  Takashi Okada ,  Mitsuo Kayano ,  Tatsuya Ochi ,  Hiroshi Kuroiwa ,  Masahiko Ibamoto

IPC: B60K001/00 ,  F16H037/06

CPC classification number: B60K6/38 ,  B60K1/02 ,  B60K6/442 ,  B60K6/48 ,  B60K6/547 ,  B60K2006/541 ,  B60W10/02 ,  B60W10/06 ,  B60W10/10 ,  B60W10/11 ,  B60W10/113 ,  B60W30/1819 ,  B60W30/19 ,  B60Y2400/428 ,  F16H3/006 ,  F16H3/089 ,  F16H3/093 ,  F16H3/126 ,  F16H61/688 ,  F16H2061/0422 ,  F16H2061/0433 ,  F16H2200/0052 ,  F16H2306/44 ,  F16H2306/52 ,  Y02T10/6221 ,  Y02T10/6234 ,  Y10T74/19014 ,  Y10T74/19051 ,  Y10T74/19056 ,  Y10T74/19223 ,  Y10T477/26 ,  Y10T477/27

Abstract: In a power transmission apparatus for use in an automobile, including a gear-type transmission and plural numbers of motors, the gear-type transmission 100 comprises: a first input shaft 23, onto which the motive power is transmitted from an engine 1 through a first friction clutch 25; a second input shaft 24, onto which the motive power is transmitted from an engine 1 through a second friction clutch 26; and plural numbers of gear trains between the first input shaft 23 and an output shaft 27, and between the second input shaft 24 and the output shaft 27. Onto the first input shaft 23 and the second input shaft 24 are connected a first motor 29 and a second motor 30, so that the motive power is transmitted from the above two (2) motors through the plural numbers of gear trains up to the output shaft 27. Therefore, it is possible to make the maximum torque of the motors small, which is required when changing claw clutches provided on the gear trains.

Abstract translation: 在用于汽车的动力传递装置中，包括齿轮式变速器和多个电动机，齿轮式变速器100包括：第一输入轴23，动力从发动机1通过其传递到其上 第一摩擦离合器25; 第二输入轴24，动力通过第二摩擦离合器26从发动机1传递到其上; 以及在第一输入轴23和输出轴27之间以及第二输入轴24和输出轴27之间的多个齿轮系。在第一输入轴23和第二输入轴24上连接有第一马达29和 第二电动机30，使得动力从上述两（2）个电动机通过多个齿轮系传递到输出轴27.因此，可以使电动机的最大转矩变小，这样 在更换齿轮系上提供的爪式离合器时需要。

公开(公告)号：US20030069103A1

公开(公告)日：2003-04-10

申请号：US10106109

申请日：2002-03-27

Applicant: Hitachi, Ltd.

Inventor： Masahiko Ibamoto ,  Hiroshi Kuroiwa

IPC: F16H061/04

CPC classification number: F16H61/0403 ,  B60L15/20 ,  B60L50/16 ,  B60L2210/40 ,  B60L2240/12 ,  B60L2240/421 ,  B60L2240/423 ,  B60L2240/441 ,  B60L2240/443 ,  B60L2240/486 ,  B60L2240/507 ,  B60W2510/1065 ,  F16H3/006 ,  F16H3/126 ,  F16H61/688 ,  F16H2061/0433 ,  F16H2061/0444 ,  F16H2306/14 ,  F16H2306/44 ,  F16H2306/48 ,  F16H2306/52 ,  Y02T10/645 ,  Y02T10/70 ,  Y02T10/7077 ,  Y02T10/7241 ,  Y02T10/7275 ,  Y10T74/19051 ,  Y10T74/19251

Abstract: When conducting power-on shift by a clutch-to-clutch in an automatic transmission, friction control is unstable, and theoretically, torque transition is impossible when gear is downshifted. Also, so-called skip shift, i.e., the transmission between the transmission gears on the same clutch shaft cannot be done. Conducting active transmission by means of a motor enables up-shift and/or down-shift and also a torque transit transmission, as well as, enables the skip shift, as a practical application thereof. The torque of a first input shaft is transferred to a second input shaft, contemporarily, by means the motor, and during this, gears of the first input shaft are exchanged.

Abstract translation: 当在自动变速器中通过离合器离合器进行上电换档时，摩擦控制不稳定，理论上，当齿轮减速时，扭矩转换是不可能的。 此外，所谓的跳跃换档，即不能在相同的离合器轴上的变速齿轮之间的变速。 作为其实际应用，通过电动机进行主动传动使得能够进行上移和/或下移以及转矩传递传输，以及实现跳跃移动。 第一输入轴的扭矩通过电机同时传递到第二输入轴，在此期间，第一输入轴的齿轮被更换。

公开(公告)号：US20040014558A1

公开(公告)日：2004-01-22

申请号：US10423926

申请日：2003-04-28

Applicant: Hitachi, Ltd. ,  Hitachi Car Engineering Co., Ltd.

Inventor： Masahiko Ibamoto ,  Kazuhiko Sato ,  Hiroshi Kuroiwa ,  Makoto Shioya

IPC: F16H059/60 ,  F16H059/62

CPC classification number: F16H61/66254 ,  F16H2061/0015 ,  Y10S477/901 ,  Y10T477/624 ,  Y10T477/6242 ,  Y10T477/65

Abstract: The improved CVT control apparatus for a vehicle is disclosed. By using the CVT control apparatus, it becomes possible that the drive feeling is constant independently of a running state, the vehicle is accelerated as the driver's intention if accelerated due to the actuation of an accelerator pedal, and the run of the vehicle is performed so as to improve the fuel consumption rate if the acceleration is not required. By always calculating a correct driving torque, the transmission gear ratio is calculated to obtain the target driving torque set based on the amount of actuation of an accelerator pedal, and the obtained target driving torque is corrected by the gradient of a road obtained from the calculated driving torque. Further, the gear ratio which aims at the improvement of acceleration and the gear ratio which aims at the improvement of the rate of fuel consumption are weighted and combined with each other, and the optimum gear ratio is obtained by using fuzzy inference.

Abstract translation: 公开了一种用于车辆的改进的CVT控制装置。 通过使用CVT控制装置，驱动感觉可以与行驶状态无关，车辆由于加速踏板的致动而被加速而被加速，并且车辆的行驶被执行 以提高不需要加速度的燃油消耗率。 通过总是计算正确的驱动转矩，计算传动比，以获得基于加速器踏板的致动量设定的目标驱动扭矩，并且通过从计算出的道路获得的道路的坡度来校正所获得的目标驱动扭矩 驱动扭矩。 此外，为了提高燃料消耗率而提高加速度和齿轮比的齿轮比被加权并且相互组合，并且通过使用模糊推理获得最佳齿轮比。