Control device for vehicle

Patent metadata

Field	Value
Publication number	US-2016131256-A1
Application number	US-201314897413-A
Country	US
Kind code	A1
Filing date	Jun 12, 2013
Priority date	Jun 12, 2013
Publication date	May 12, 2016
Grant date	—

Abstract

A control device for vehicle is includes: transmission mechanism capable of setting fixed transmission gear ratio; continuously variable transmission provided in parallel with transmission mechanism; and path switching mechanism for selectively blocking torque transmission path that includes transmission mechanism and that is configured to dampen vibration. Control device for vehicle includes clutch mechanism wherein continuously variable transmission and transmission mechanism capable of setting constant transmission gear ratio are arranged in parallel between input shaft and output shaft, that selectively connects torque transmission path stretching from internal combustion engine to drive wheels via transmission mechanism in manner capable of transmitting torque, and wherein one clutch and other clutch are arranged in series and other clutch is arranged on relatively downstream side, and is configured to engage either one of one clutch and other clutch in case where torque is transmitted from internal combustion engine to drive wheels via continuously variable transmission.

First claim

1 .- 10 . (canceled)

11 . A control device for a vehicle, the vehicle including:
an input shaft to which torque output by an internal combustion engine is transmitted; an output shaft for outputting the torque to drive wheels; a continuously variable transmission; a transmission mechanism; and a clutch mechanism, the continuously variable transmission, the transmission mechanism, and the clutch mechanism being provided between the input shaft and the output shaft, the clutch mechanism being configured to selectively switch between a first transmission path and a second transmission path, the first transmission path transmitting the torque from the internal combustion engine to the drive wheels via the continuously variable transmission, and the second transmission path transmitting the torque from the internal combustion engine to the drive wheels via the transmission mechanism, the clutch mechanism including one clutch and the other clutch, the other clutch being provided in series with respect to the one clutch, the other clutch being provided closer to the output shaft side than the one clutch, the clutch mechanism configured such that transmission of the torque to the drive wheels via the transmission mechanism is blocked in the case where at least either one of the one clutch and the other clutch is disengaged, the control device comprising an electronic control unit configured to engage either one of the one clutch and the other clutch in accordance with an operation state of the vehicle in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission.

12 . The control device according to claim 11 wherein
the electronic control unit is configured to engage either one of the one clutch and the other clutch in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission and a speed of the internal combustion engine is at most equal to a specified speed.

13 . The control device according to claim 11 wherein
the electronic control unit is configured to engage either one of the one clutch and the other clutch in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission and output torque of the internal combustion engine is at least equal to specified torque.

14 . The control device according to claim 11 wherein
the electronic control unit is configured to engage either one of the one clutch and the other clutch in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission and a throttle opening degree is at least equal to a specified throttle opening degree.

15 . The control device according to claim 11 wherein
the electronic control unit is configured to engage either one of the one clutch and the other clutch in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission and a transmission gear ratio by the continuously variable transmission is at most equal to a specified transmission gear ratio.

16 . The control device according to claim 11 wherein
the electronic control unit is configured to engage either one of the one clutch and the other clutch in the case where the torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission and a vehicle speed is at most equal to a specified vehicle speed.

17 . The control device according to claim 11 wherein
the transmission mechanism includes a speed reduction mechanism that has a gear train, and
a transmission gear ratio by the transmission mechanism is higher than a maximum transmission gear ratio that can be set by the continuously variable transmission.

18 . The control device according to claim 11 wherein
the vehicle further includes a forward/reverse travel switching mechanism for switching a rotational direction of the torque that is input from the input shaft in a transmission path that includes the transmission mechanism between the input shaft and the output shaft, and
the forward/reverse travel switching mechanism includes a planetary gear unit that has plural rotation elements.

19 . The control device according to claim 18 wherein
the transmission mechanism includes a counter shaft that is provided in parallel with the input shaft and the output shaft,
the forward/reverse travel switching mechanism is arranged on either one rotational shaft of the input shaft, the counter shaft, and the output shaft, and
either one of the one clutch and the other clutch is configured to be arranged on the rotational shaft, on which the forward/reverse travel switching mechanism is arranged, and selectively couple a rotation element that integrally rotates with the rotational shaft and the other rotation element among the plural rotation elements.

20 . The control device according to claim 11 wherein
the one clutch includes a friction clutch, and
the other clutch includes a meshing-type clutch.

21 . The control device according to claim 11 wherein
the clutch to be engaged is the other clutch.

Assignees

• Toyota Motor Co Ltd

Inventors

• Toyoda Mitsuhiro
• Nakada Hirofumi
• Yoshida Michio
• Inoue Daisuke
• Ayabe Atsushi
• Kimura Motonori
• Hino Akira
• Kondo Hiroki
• Matsuo Kenji
• Shimazu Takuro

Classifications

• F16H59/44

  dependent on machine speed {, e.g. the vehicle speed} (F16H59/46 takes precedence) · CPC title

• F16H57/0006

  Vibration-damping or noise reducing means specially adapted for gearings (devices for varying tension of belts, ropes or chains with damping means F16H7/0829; toothed members with construction providing vibration damping F16H55/14; reducing vibrations or noise of the gearbox casing F16H57/028; suppression of vibrations or noise of gear selectors F16H59/0208; control of hydrostatic fluid gearing preventing or reducing vibrations or noise F16H61/4183) · CPC title

• F16H59/70

  dependent on the ratio established · CPC title

• F16H37/022 Primary

  the toothed gearing having orbital motion · CPC title

• F16H61/702 Primary

  using electric or electrohydraulic control means · CPC title