Automobile and control apparatus, and power train system of automobile

• US 20050137058A1
• Filed: 11/24/2004
• Published: 06/23/2005
• Est. Priority Date: 11/27/2003
• Status: Active Grant

• Current Assignee: Hitachi, Ltd.
• Original Assignee: Hitachi, Ltd.
• Inventors: Ozaki, Naoyuki, Fujimoto, Kinya, Kuroiwa, Hiroshi, Matsumura, Tetsuo
• Granted Patent: US 7,575,084 B2
• Time in Patent Office: Days
• US Class Current: 477/166
• CPC Class Codes: B60K 28/165 acting on elements of the vehicle drive train other than the propulsion unit and brakes, e.g. transmission, clutch, differential acting on brakes B60T8/17
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/11 Stepped gearings
• CPC Class Codes: B60W 2520/26 Wheel slip
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/18172 Preventing, or responsive to skidding of wheels
• CPC Class Codes: F16H 2059/506 Wheel slip
• CPC Class Codes: F16H 2061/023 Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
• CPC Class Codes: F16H 2061/0239 Selecting ratios for preventing or cancelling wheel slip
• CPC Class Codes: F16H 2200/0047 the gear ratios comprising five forward speeds
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/12 with means for synchronisation not incorporated in the clutches
• CPC Class Codes: F16H 61/0059 Braking of gear output shaft using simultaneous engagement of friction devices applied for different gear ratios
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: F16H 61/684 without interruption of drive
• CPC Class Codes: F16H 63/50 Signals to an engine or motor

Abstract

[Subject]To avoid wheel slip with high response and keep down worsening of exhaust irrespective of the engine performance. [Means of Solving the Problems]

To be equipped with gear type transmission comprising the first torque transfer path between the input and output shafts formed by mesh type clutches 19, 20 and 21 and second torque transfer path between the input and output shafts formed by transfer torque variable systems 203 and 204, and actuators 27 and 205 for selecting the torque transfer path, wherein, when wheel slips while the automobile is driving using the first torque transfer path, the actuators 27 and 205 are so controlled that at least part of the torque being transferred via the first torque transfer path is transferred via the second torque transfer path.

Claims

1. An automobile, equipped with a gear type transmission comprising a torque transfer path between the input and output shafts formed by mesh type clutches and another torque transfer path between the input and output shafts formed by transfer torque variable systems, which is traction-controlled by the transfer torque variable systems.

2. A control apparatus of an automobile, controlling a gear type transmission comprising the first torque transfer path between the input and output shafts formed by mesh type clutches and second torque transfer path between the input and output shafts formed by transfer torque variable systems, which when slip of wheel is sensed while the automobile is driving using the first torque transfer path, traction-controls the automobile by so controlling the transfer torque variable systems that at least part of the torque being transferred via the first torque transfer path is transferred.

3. A control apparatus of an automobile according to claim 2, wherein the control apparatus also controls the drive power source for supplying torque to the input shaft of the gear type transmission and further controls the power source, while part of the torque being transferred via the first torque transfer path is transferred via the second torque transfer path, so as to generate torque in accordance with driver'"'"'s request.

4. A control apparatus of an automobile according to claim 2 that performs traction control upon driver'"'"'s request for acceleration and under non-shifting control.

5. A control apparatus of an automobile according to claim 2 that when a wheel slip ratio greater than a specified value is sensed and a slip ratio variation greater than a specified value continues at a start of the automobile, controls the gear type transmission so as to prohibit a start with the 1st gear and make a start with the 2nd gear.

6. A control apparatus of an automobile according to claim 5 that when a wheel slip ratio greater than a specified value is still sensed and a slip ratio variation greater than a specified value continues even after the above start with the 2nd gear is selected, control the gear type transmission so as to prohibit the start with the 2nd gear and make a start with the torque variable clutch.

7. A power train system of an automobile equipped with a gear type transmission comprising the first torque transfer path between the input and output shafts formed by mesh type clutches and second torque transfer path between the input and output shafts formed by transfer torque variable systems and an actuator for selecting the above torque transfer path, wherein when slip of wheel is sensed while the automobile is driving using the first torque transfer path, the actuator is so controlled that at least part of the torque being transferred via the first torque transfer path is transferred via the second torque transfer path.

8. A power train system of an automobile according to claim 7, wherein the actuator is controlled upon driver'"'"'s request for acceleration and under non-shifting control.

9. A power train system of an automobile according to claim 7, wherein when a wheel slip ratio greater than a specified value is sensed and a slip ratio variation greater than a specified value continues at a start of the automobile, the actuator is so controlled as to prohibit a start with the 1st gear and make a start with the 2nd gear.

10. A power train system of an automobile according to claim 9, wherein when a wheel slip ratio greater than a specified value is still sensed and a slip ratio variation greater than a specified value continues even after the above start with the 2nd gear is selected, the actuator is so controlled as to prohibit the start with the 2nd gear and make a start with the torque variable clutch.