JP2012250581A - Control device of vehicle, vehicle, control method of vehicle, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately transmit the shift up timing to a driver by few kinds of parameters.SOLUTION: A control device 1 of the vehicle has an accelerator opening control part 10 that is mounted in the vehicle that has a manual transmission, and performs adjustment of the accelerator opening so that an actual acceleration may approach the target acceleration when the actual acceleration exceeds the target acceleration, and set beforehand corresponding to the vehicle speed of the vehicle. The accelerator opening control device 10 is composed to control to reduce the target acceleration when the rotation speed of the engine of the vehicle exceeds a prescribed value.

Description

  The present invention relates to a vehicle control device, a vehicle, a vehicle control method, and a program.

  In addition to the performance of the automobile itself, the fuel efficiency of the automobile depends largely on how the driver drives. In particular, in manual transmission vehicles, gear change timing (referred to as shift timing) is left to the driver's operation compared to automatic transmission vehicles, and the difference in fuel efficiency depends on the shift timing. growing.

  Thus, for example, Patent Document 1 discloses a device that notifies the driver of shift timing effective for fuel saving.

JP 2006-103393 A

  In the apparatus of the above-mentioned patent document 1, in order to calculate shift timing effective for fuel saving, various parameters relating to the vehicle are required. As this parameter, for example, engine rotation speed, vehicle speed, engine load, and the like are required. Furthermore, it is necessary to calculate data such as gear ratio and vehicle mass based on these parameters. For this reason, in a vehicle having the device of Patent Document 1, various sensors are required.

  In addition, in order to calculate the data described above, it is necessary to store data such as horsepower of the vehicle engine. As described above, there is a first problem that it is not preferable from the viewpoint of cost and man-hours to install various sensors and perform data calculation processing and specification data storage for each of a large number of vehicle types. In particular, in a truck having a large number of vehicle types, and the total weight of the vehicle body varies greatly depending on the load of cargo, the number of sensor types and the number of specification data are enormous, and the first problem becomes more prominent.

  Further, in the apparatus of Patent Document 1, the shift timing is displayed on a monitor, or the driver is notified by voice. At this time, it is not unlikely that the driver who is gazing forward will miss the display on the monitor or miss the sound that informs the shift timing due to ambient noise. For this reason, there is a second problem that shift timing effective for fuel saving is not accurately transmitted to the driver.

  The present invention has been made under such a background, and calculates a shift timing capable of saving fuel consumption with a small number of parameters, and can accurately transmit the calculated shift timing to the driver. It is an object to provide a control device, a vehicle, a vehicle control method, and a program.

  One aspect of the present invention is a viewpoint as a vehicle control device. The vehicle control device of the present invention is mounted on a vehicle having a manual transmission, and when the actual acceleration exceeds the target acceleration set in advance corresponding to the vehicle speed of the vehicle, the actual acceleration approaches the target acceleration. The control device of the vehicle further includes a control means for adjusting the accelerator opening, and the control means controls the target acceleration to be lowered when the rotational speed of the engine of the vehicle exceeds a predetermined value.

  At this time, the control means can be configured not to adjust the accelerator opening when a predetermined operation or control in the vehicle is being performed.

  Another aspect of the present invention is a viewpoint as a vehicle. The vehicle of the present invention includes the vehicle control device of the present invention.

  Still another aspect of the present invention is a viewpoint as a vehicle control method. The vehicle control method according to the present invention is mounted on a vehicle having a manual transmission, and when the actual acceleration exceeds a preset target acceleration corresponding to the vehicle speed of the vehicle, the actual acceleration approaches the target acceleration. A control step of adjusting the accelerator opening at a time, wherein the control step includes a step of controlling the target acceleration to be lowered when the rotational speed of the engine of the vehicle exceeds a predetermined value. It is what you have.

  Still another aspect of the present invention is a viewpoint as a program. The program of the present invention is installed in a computer having a manual transmission on a computer, and when the actual acceleration exceeds a preset target acceleration corresponding to the vehicle speed of the vehicle, the actual acceleration approaches the target acceleration. This is a program for realizing a vehicle control function for adjusting the accelerator opening, and the control function is a function of controlling the target acceleration to be lowered when the rotational speed of the engine of the vehicle exceeds a predetermined value.

  According to the present invention, it is possible to calculate a shift timing that can save fuel consumption with a small number of parameters, and to accurately transmit the calculated shift timing to the driver.

It is a block block diagram of the control apparatus of the vehicle of embodiment of this invention. It is a figure which shows an example of the relationship between the vehicle speed memorize | stored in the target acceleration memory | storage part of FIG. 1, and a target acceleration. It is a figure which shows an example of the relationship between the engine speed memorize | stored in the target acceleration correction | amendment part of FIG. 1, and a gain. It is a flowchart which shows the operation | movement of the accelerator opening calculation part of FIG. It is a figure which shows the control result by the control apparatus of FIG. 1, and is a figure which shows the relationship between a vehicle speed, an acceleration, and an engine speed.

(Overview)
The control device 1 according to the embodiment of the present invention is mounted on a vehicle having a manual transmission. The control device 1 shown in FIG. 1 basically has an accelerator opening so that when the actual acceleration exceeds the target acceleration set in advance corresponding to the vehicle speed of the vehicle, the actual acceleration approaches the target acceleration. Make adjustments. At this time, the control device 1 performs control so as to lower the target acceleration when the rotational speed of the engine of the vehicle exceeds a predetermined value. According to this, the driver performs driving that increases the vehicle speed while maintaining a high engine rotation speed with a large gear ratio, which is said to be so-called “pulling at low”. Can be made to not.

  Further, the control device 1 performs control so as to lower the target acceleration, so that the vehicle being accelerated behaves as if the acceleration suddenly drops. The driver can experience such behavior and know the arrival of the shift timing with certainty.

  Further, the control device 1 is capable of operating a direction indicator of the vehicle, constant speed traveling by a function of automatically traveling at a constant speed called auto-cruising, or controlling ABS (Anti lock Breaking System) (that is, detecting slip). When it is being performed, it is determined that the control of the accelerator opening is inappropriate, and the control of the accelerator opening is not performed.

(Constitution)
The control device 1 is a computer, and includes a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), a microprocessor (microcomputer), a DSP (Digital Signal Processor), and the like. And an I / O (Input / Output) port. The program executed by the control device 1 can be stored in advance in a non-volatile memory inside the control device 1 and installed in the control device 1 that is a computer in advance. When the control device 1 executes the program, the functions of the accelerator opening calculation unit (control means in the claims) 10, the acceleration comparison unit 11, the acceleration calculation unit 12, the target acceleration correction unit 13, and the target acceleration storage unit 14 are realized. Is done.

  The accelerator opening calculation unit 10 includes accelerator pedal operation information such as an accelerator pedal depression amount output from an unillustrated accelerator pedal sensor, difference information between a target acceleration output from the acceleration comparison unit 11 and an actual acceleration, Open the accelerator according to the accelerator control release information such as the operation of the direction indicator switch (not shown), the operation of the auto cruise switch or the ABS control, and the ON / OFF information of the accelerator control by the operation of the accelerator control switch (not shown). A degree control instruction is given to an engine ECU (Electric Control Unit) 15. The engine ECU 15 controls an engine (not shown) based on an accelerator opening control instruction.

  Here, the accelerator control release information will be described. For example, the situation in which the direction indicator is operated is a situation in which the driver requests a large acceleration from the vehicle, such as a lane change for overtaking. Under such circumstances, it is better to ignore the target acceleration and accelerate the vehicle at the acceleration required by the driver. In addition, since acceleration and deceleration are not performed during the period when auto-cruise is working, it is preferable to ignore the target acceleration and drive the vehicle as required by auto-cruise. Further, when the ABS or the like detects a slip of the wheel, it is necessary to increase the engine speed for slipping out. Therefore, it is preferable to ignore the target acceleration and set the accelerator opening as requested by the driver. Thus, the information indicating whether or not the operation or control for releasing the accelerator control is being performed is the accelerator control release information.

  The acceleration comparison unit 11 compares the corrected target acceleration output from the target acceleration correction unit 13 with the actual acceleration calculated by the acceleration calculation unit 12, and transmits information on the difference to the accelerator opening calculation unit 10. To do.

  The acceleration calculation unit 12 calculates vehicle acceleration by differentiating vehicle speed information output from a vehicle speed sensor (not shown). The acceleration information calculated by the acceleration calculation unit 12 is transmitted to the acceleration comparison unit 11.

  The target acceleration correction unit 13 corrects a predetermined target acceleration with respect to the vehicle speed stored in the target acceleration storage unit 14 by a gain predetermined with respect to the engine rotation speed. The target acceleration correction unit 13 has a memory for storing a gain determined in advance with respect to the engine rotation speed, and this memory stores the stored contents even when the power of the control device 1 is OFF. Can be held. In addition, this memory can utilize a part of non-volatile memory which the control apparatus 1 which is a computer has.

  The target acceleration storage unit 14 is a memory for storing a target acceleration that is predetermined with respect to the vehicle speed, and can retain the stored contents even when the power supply of the control device 1 is OFF. Note that the target acceleration is determined by the vehicle manufacturer side by performing a test run or simulation for each vehicle type, and this value is stored in the memory of the target acceleration storage unit 12 as the target acceleration. In addition, this memory can utilize a part of non-volatile memory which the control apparatus 1 which is a computer has.

(Operation)
Next, operation | movement of the control apparatus 1 is demonstrated with reference to FIGS.

  The acceleration comparison unit 11 compares the actual acceleration information output from the acceleration calculation unit 13 with the corrected target acceleration transmitted from the target acceleration correction unit 13, and indicates information indicating how much the difference is. This is transmitted to the accelerator opening calculation unit 10.

  The basic control of the accelerator opening calculation unit 10 is to detect the accelerator opening required by the driver from the accelerator pedal operation information and to instruct the engine ECU 15 of the accelerator opening. At this time, if the accelerator control is in the ON state (that is, an accelerator control switch (not shown) is in the ON state), the accelerator opening calculation unit 10 calculates the actual acceleration information output from the acceleration comparison unit 11 and the target acceleration. Control is performed so that the difference on the plus side (that is, the amount by which the actual acceleration exceeds the target acceleration) is eliminated. Further, the accelerator opening calculation unit 10 performs the operation detected from the accelerator pedal operation information when these operations or controls are performed in accordance with the direction indicator operation, the auto cruise operation, or the ABS control information. The accelerator opening requested by the user is output as it is to the engine ECU 15 as an accelerator opening control instruction.

  Further, the accelerator opening calculation unit 10 keeps the accelerator opening requested by the driver detected from the accelerator pedal operation information as it is even when the accelerator control is in an OFF state (that is, an accelerator control switch (not shown) is OFF). It outputs to engine ECU15 as an accelerator opening control instruction.

  As shown in FIG. 2, target acceleration information corresponding to the vehicle speed is stored in advance in the target acceleration storage unit 14. As shown in FIG. 2, since the target acceleration requires a relatively large acceleration when the vehicle starts, the target acceleration is set larger as the vehicle speed is lower. The target acceleration is conservatively set so as not to suddenly accelerate on the assumption that the vehicle travels with low fuel consumption.

  Further, as shown in FIG. 3, the target acceleration correction unit 13 stores in advance gain information corresponding to the engine rotation speed. As shown in FIG. 3, the gain is set so as to rapidly decrease when the engine speed exceeds a predetermined value (in the vicinity of 1600 rpm (round per minutes) in FIG. 3). The target acceleration correction unit 13 transmits the corrected target acceleration obtained by multiplying the target acceleration stored in the target acceleration storage unit 14 by a gain according to the engine rotation speed to the acceleration comparison unit 11. That is, the target acceleration correction unit 13 performs control so as to reduce the target acceleration stored in the target acceleration storage unit 14 when the rotational speed of the engine exceeds a predetermined value.

  Here, the operation of the accelerator opening calculation unit 10 will be described with reference to the flowchart of FIG. When the key switch of the vehicle is in the ON state, the function of the accelerator opening calculation unit 10 is realized in the control device 1 that is a computer. Furthermore, the START condition is satisfied when the accelerator control of the control device 1 is also in the ON state. Note that the processing from START to END in the flowchart of FIG. 4 is processing for one cycle. If the above-mentioned START conditions are satisfied, the processing is repeatedly executed.

  Step S1: The accelerator opening calculation unit 10 acquires accelerator pedal operation information and proceeds to the procedure of Step S2.

  Step S2: The accelerator opening calculation unit 10 calculates the required accelerator opening based on the acquired accelerator pedal operation information, and proceeds to the procedure of step S3. As a method for calculating the required opening degree of the accelerator based on the operation information of the accelerator pedal, there is a method using a table in which the required opening degree of the accelerator corresponding to the depression amount of the accelerator pedal is recorded.

  Step S3: The accelerator opening calculation unit 10 acquires difference information between the corrected target acceleration and the actual acceleration transmitted from the acceleration comparison unit 11, and proceeds to the procedure of step S4. When the gain in the target acceleration correction unit 13 is “1”, the corrected target acceleration is the target acceleration itself stored in the target acceleration storage unit 14.

  Step S4: The accelerator opening calculation unit 10 determines whether or not the difference information transmitted from the acceleration comparison unit 11 is positive. If it is determined in step S4 that the difference information is positive, the procedure proceeds to step S5. On the other hand, if it is determined in step S4 that the difference information is equal to or less than zero, the procedure proceeds to step S8.

  Step S5: The accelerator opening calculation unit 10 determines whether or not there is information corresponding to releasing the accelerator control. Here, the information corresponding to releasing the accelerator control is information on the operation of the direction indicator, the operation of the auto cruise, or the control of the ABS as described above. If it is determined in step S5 that there is no information corresponding to releasing the accelerator control, the procedure proceeds to step S6. On the other hand, if it is determined in step S5 that there is information corresponding to releasing the accelerator control, the procedure proceeds to step S8.

  Step S6: The accelerator opening calculation unit 10 sets the instruction opening in the accelerator control instruction to the engine ECU 15 to be less than the required opening, and proceeds to the procedure of step S7.

  Step S7: The accelerator opening calculation unit 10 determines whether or not the difference information transmitted from the acceleration comparison unit 11 is equal to or less than zero. If it is determined in step S7 that the difference information is equal to or less than zero, the processing for one cycle is terminated (END). On the other hand, if it is determined in step S7 that the difference information is not less than or equal to zero (ie, plus), the procedure proceeds to step S9.

  Step S8: The accelerator opening calculation unit 10 leaves the instruction opening in the accelerator control instruction to the engine ECU 15 as the required opening, and ends the processing for one cycle (END).

  Step S9: The accelerator opening calculation unit 10 further reduces the instruction opening in the accelerator control instruction to the engine ECU 15, and returns to the procedure of step S7.

  Next, FIG. 5 shows the relationship between the vehicle speed, the acceleration, and the engine rotation speed when the vehicle travels under the control of the control device 1. In FIG. 5, the target acceleration 20 is indicated by a thick solid line, the gain 21 is indicated by a broken line, the corrected target acceleration (that is, target acceleration × gain) 22 is indicated by a thin solid line, and the engine speed 23 is indicated by a one-dot chain line. Further, times t1 to t6 are indicated by vertical broken lines.

  In the example of FIG. 5, at the time t1, the engine rotation speed 23 (one-dot chain line) suddenly rises from around 10 km / h. At this time, the driver performs an operation of greatly depressing the accelerator pedal in order to accelerate the vehicle. Subsequently, at time t2, the gain 21 (dashed line) suddenly falls, and the corrected target acceleration 22 (thin solid line) also suddenly falls. This is due to the fact that the gain 21 suddenly decreases because the engine rotation speed reaches around 1600 rpm shown in FIG. That is, the target acceleration correction unit 13 performs control so as to reduce the target acceleration stored in the target acceleration storage unit 14 when the rotational speed of the engine exceeds a predetermined value.

  Eventually, at time t3, the rate of decrease of the gain 21 curve becomes gentle. This is due to the fact that the gain 21 is in a flat state due to the engine speed exceeding 2000 rpm shown in FIG. In FIG. 5, the gain 21 and the corrected target acceleration 22 change in substantially the same way.

  As shown in FIG. 4, when the corrected target acceleration 22 from time t2 to time t3 is compared with the corrected target acceleration 22 after time t3, the corrected target acceleration 22 after time t3 is calculated at time t2. To the target acceleration 22 after the correction from time t3 to time t3, and after time t3, it is almost flat. When increasing rates A1 and B1 of the engine rotation speed indicated by the inclination of the arrow at this time are compared, A1> B1. The amount of depression of the accelerator pedal of the driver at this time is assumed to be constant from time t1 to time t3.

  At a time t3 when the rate of increase in engine speed changes from A1 to B1, the driver feels that the feeling of acceleration suddenly falls off at the time t3. The driver can feel that the acceleration feeling suddenly disappears, and thereby can know the arrival of the shift timing.

  Therefore, the driver performs an upshifting operation at time t4. At this time, since the driver releases the accelerator pedal, the engine speed decreases. As a result, the gain 21 once returns to “1”, and thus the corrected target acceleration 22 once converges to the target acceleration 20. When the upshifting is completed at time t4, the driver depresses the accelerator pedal again, so the engine rotation speed also starts increasing again. At this time, the driver performs an operation of greatly depressing the accelerator pedal.

  Subsequently, at time t5, the curve of the gain 21 suddenly falls and the curve of the corrected target acceleration 22 also suddenly falls. This is due to the fact that the gain 21 suddenly decreases because the engine rotation speed reaches around 1600 rpm shown in FIG. Eventually, at time t6, the rate of decrease of the gain 21 curve becomes gentle. This is due to the fact that the gain 21 is in a flat state due to the engine speed exceeding 2000 rpm shown in FIG. In FIG. 5, the gain 21 and the corrected target acceleration 22 change in substantially the same way.

  As shown in FIG. 5, when the corrected target acceleration 22 from time t5 to time t6 is compared with the corrected target acceleration 22 after time t6, the corrected target acceleration 22 after time t6 is the time t5. To the target acceleration 22 after the correction from time t6 to t6, and after time t6, it is almost flat. When the engine speed increasing rates A2 and B2 at this time are compared, A2> B2. The amount of depression of the accelerator pedal by the driver at this time is assumed to be constant from time t4 to time t6.

  At the time t6 when the rate of increase of the engine speed changes from A2 to B2, the driver feels that the feeling of acceleration suddenly falls off at the time t6. The driver can feel that the acceleration feeling suddenly disappears, and thereby can know the arrival of the shift timing. Since the subsequent description is the same as described above, the description is omitted.

  In this way, a shift-up operation from the low gear to the top gear is performed. Note that, when the gear ratio is small, the change in the vehicle speed due to the change in the accelerator opening becomes dull, so the change in the increase rate of the engine speed is also small.

(effect)
The control device 1 is mounted on a vehicle having a manual transmission, and when the actual acceleration exceeds a preset target acceleration corresponding to the vehicle speed of the vehicle, the accelerator opening is set so that the actual acceleration approaches the target acceleration. Since the target acceleration stored in the target acceleration storage unit 14 is set on the premise that the vehicle travels with low fuel consumption, the accelerator opening calculation unit 10 is provided. According to this control, for example, even when the driver performs a wavy accelerator pedal operation or an excessive accelerator pedal operation, a wavy acceleration change or excessive sudden acceleration can be suppressed, and fuel consumption can be kept low.

  Moreover, the control mentioned above by the control apparatus 1 is performed based on the acceleration calculated from the vehicle speed. Therefore, it is not necessary to install various sensors, and data calculation processing and specification data storage are not necessary. According to this, the first problem described above can be solved.

  Furthermore, the control device 1 can perform control so as to lower the target acceleration when the rotational speed of the engine of the vehicle exceeds a predetermined value, using the gain shown in FIG. It is possible to prevent the driver from driving to increase the vehicle speed while maintaining a high engine rotation speed with a high gear ratio, which is said to be `` pulling at low ''. . This also makes it possible to reduce the fuel consumption when the vehicle starts or shifts.

  Further, since the control device 1 can control the target acceleration to be lowered when the rotational speed of the engine of the vehicle exceeds a predetermined value, the target acceleration is adjusted in accordance with the shift timing at which the rotational speed of the engine is increased. Be lowered. Thereby, according to control of the control apparatus 1, as shown at the time t3 and t6 of FIG. 5, a driver | operator can be notified of a shift timing by bodily sensation. As a result, there is no possibility that the driver who is gazing forward will miss the display on the monitor or miss the voice that informs the shift timing due to ambient noise, and the second problem described above can be solved. Further, according to this, the driver can surely recognize the optimum shift timing for saving the fuel consumption, and this can also reduce the fuel consumption.

  Furthermore, the control device 1 can prevent the accelerator opening from being adjusted when a predetermined operation or control is being performed on the vehicle, as in the “No” process of step S5 in FIG. 4. Here, the predetermined operation or control includes a direction indicator operation, an auto cruise operation, an ABS control, or the like. When these operations or controls are being performed, the accelerator opening required by the driver detected from the accelerator pedal operation information is output as it is to the engine ECU 15 as an accelerator opening control instruction, thereby improving drivability. Can be.

  For example, the situation where the direction indicator is operated is a situation where the driver is requesting a large acceleration from the vehicle, such as a lane change for overtaking. Under such circumstances, the vehicle can be accelerated at an acceleration as required by the driver while ignoring the target acceleration. Further, during the period when the auto cruise is working, neither acceleration nor deceleration is performed, so that the vehicle can be driven as required by the auto cruise while ignoring the target acceleration. Further, when the ABS or the like detects a slip of the wheel, it is necessary to increase the engine rotation speed in order to escape from the slip. Therefore, the accelerator opening degree as required by the driver can be obtained by ignoring the target acceleration.

(Other embodiments)
In the flowchart of FIG. 4, the accelerator opening calculation unit 10 determines “is the difference positive?” In step S4 and “is the difference zero or less?” In step S7, and the target acceleration transmitted from the acceleration comparison unit 11 Control switching was performed with the point where the difference from the actual acceleration is zero as the boundary point. On the other hand, when the difference goes up and down across the boundary points, in order to prevent frequent switching of the control, for example, “difference is +0.5?” In step S4, and “difference” in step S7. May be provided with a hysteresis (hysteresis) at the boundary point.

  Further, in the accelerator control by the control device 1, a certain period may be provided from when the engine rotation speed rises until the accelerator control is started. According to this, at the rise of the engine rotation speed, the accelerator control has not yet been started, and the drivability of the rise of the engine rotation speed can be made as requested by the driver. As a result, the situation in which the driver feels uncomfortable with the drivability of acceleration can be alleviated.

  Further, the program executed by the control device 1 has been described as being installed in the control device 1 in advance. However, a removable medium in which the program is recorded (a program is stored) is attached to a drive or the like (not shown). The program read from the removable medium is stored in a non-volatile memory inside the control device 1, or the program transmitted via a wired or wireless transmission medium is received by a communication unit (not shown). By storing it in a nonvolatile memory inside the control device 1, it can be installed in the control device 1 which is a computer.

  The program executed by the computer may be a program that is processed in time series in the order described in this specification, or in parallel or at a necessary timing such as when a call is made. It may be a program for processing.

  The embodiments of the present invention are not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Control apparatus, 10 ... Accelerator opening calculation part (control means), 11 ... Acceleration comparison part, 12 ... Acceleration calculation part, 13 ... Target acceleration correction part, 14 ... Target acceleration memory | storage part

Claims (5)

When the actual acceleration exceeds the target acceleration set in advance corresponding to the vehicle speed of the vehicle mounted on a vehicle having a manual transmission, the accelerator opening is adjusted so that the actual acceleration approaches the target acceleration. A control device for a vehicle having control means for performing,
The control means controls to lower the target acceleration when the rotational speed of the engine of the vehicle exceeds a predetermined value;
A control apparatus for a vehicle. The vehicle control device according to claim 1,
The control means does not adjust the accelerator opening when a predetermined operation or control in the vehicle is performed.
A control apparatus for a vehicle.   A vehicle comprising the vehicle control device according to claim 1. Control that is installed in a vehicle having a manual transmission and adjusts the accelerator opening so that the actual acceleration approaches the target acceleration when the actual acceleration exceeds the preset target acceleration corresponding to the vehicle speed A vehicle control method having steps,
The process of the control step includes a step of controlling to lower the target acceleration when the rotational speed of the engine of the vehicle exceeds a predetermined value.
A method for controlling a vehicle. On the computer,
A vehicle that is mounted on a vehicle having a manual transmission and adjusts the accelerator opening so that the actual acceleration approaches the target acceleration when the actual acceleration exceeds a preset target acceleration corresponding to the vehicle speed. A program for realizing the control function of
The control function is a function of controlling the target acceleration to be lowered when the rotational speed of the engine of the vehicle exceeds a predetermined value.
A program characterized by that.

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