CN1916446A - Lockup control device - Google Patents
Lockup control device Download PDFInfo
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- CN1916446A CN1916446A CN 200610138976 CN200610138976A CN1916446A CN 1916446 A CN1916446 A CN 1916446A CN 200610138976 CN200610138976 CN 200610138976 CN 200610138976 A CN200610138976 A CN 200610138976A CN 1916446 A CN1916446 A CN 1916446A
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Abstract
Excellent fuel consumption and drivability are achieved by properly controlling the lockup-canceling timing in a vehicle with an automatic transmission equipped with a torque converter having lockup features. In conventional technology, the lockup got cancelled when it was determined that the vehicle speed was lower than lockup-canceling vehicle speed B used when the accelerator was OFF at the same time the brakes were OFF. In the present invention (embodiment), however, delay timer A is activated after the accelerator is released (OFF) to set lockup-canceling vehicle speed A, which is slower than lockup-canceling vehicle speed B and which is used when the brake is activated (ON), so that the lockup will not be cancelled until the vehicle speed reaches vehicle speed A and the lockup period can be ensured for a longer period of time.
Description
Technical field
The present invention relates to a kind of lock controller and controlling method thereof, relate in particular to the technology that a kind of outfit has relevant controlling device in the automatic transmission of torque-converters of lockout feature, described control gear can be according to drive condition conversion locking-unlocking characteristic.
Background technique
Described in open No.JP (A) H6-307535 of the Japanese laid-open patent of being quoted and JP (A) H11-159608, for the vehicle that is equiped with the automatic transmission that is equipped with the torque-converters that has lockout feature, by under different condition, wait and other throttle such as driving at a predetermined velocity, the locking torque-converters attempts to improve fuel consumption.
In addition, in open No.JP (A) 2001-330127 of the Japanese laid-open patent of quoting a kind of vehicle that is equipped with stepless speed variator as automatic transmission is disclosed also.
Yet, when vehicle slides, attempt prolonging the fuel cut-off time by the realization lock state usually, thereby keep constant engine speed and make the latch-release speed of a motor vehicle low as far as possible.
When this locking took place during coast period, it felt the driver to seem that motor has been applied in braking; But when at brake actuating but not unclamp and driver when stepping on wittingly on brake petal, this engine braking sensation does not make us not well so concerning the driver.
Therefore, compare when unclamping with braking, the latch-release car speed can be set in low speed of a motor vehicle side when brake actuating.
Yet, when in automatic transmission in being higher than but be lower than under the situation about locking under the speed of a motor vehicle corresponding to the latch-release speed of a motor vehicle of braking releasing orientation that vehicle is exercised with steady state or when quickening corresponding to the latch-release speed of a motor vehicle of brake actuating state, if the driver transforms to brake petal (throttle unclamps and brake actuating) with the position of leg from gas pedal, state has experienced throttle releasing orientation and braking releasing orientation when the driver changes the leg position, thereby causes locking to be disengaged.
Therefore, this will cause the problem that the fuel cut-off time shortens and specific fuel consumption degenerates.
It also brings other problem, even because recover lock state by detecting the brake actuating state after locking is disengaged owing to the delay that takes place between two states, can not avoid the shortening of fuel cut-off time; The fluctuation of the engine speed that takes place owing to returning lock state causes the vehicle drive performance of difference.
In addition, when being to be higher than but be lower than when becoming under the situation of startup vehicle deceleration corresponding to braking under the speed of a motor vehicle of the latch-release speed of a motor vehicle of braking releasing orientation corresponding to the latch-release speed of a motor vehicle of brake actuating state, if the driver changes to gas pedal (braking is unclamped and the throttle startup) with the position of leg from brake petal, then can cause the similar problem relevant, because lock state is disengaged when the driver changes the position of leg with fuel consumption and steerability.
Summary of the invention
In view of these problems that conventional art brings, the objective of the invention is to improve the specific fuel consumption and the steerability of vehicle simultaneously by suitably setting the latch-release speed of a motor vehicle according to drive condition.
To achieve these goals, the present invention relates to a kind of lock controller that is used to be equiped with the vehicle of the automatic transmission that is equipped with the torque-converters that has lockout feature, the latch-release speed of a motor vehicle when wherein, unclamping with brake actuating corresponding to throttle is set to and is lower than the latch-release speed of a motor vehicle when unclamping corresponding to throttle and braking both; Wherein the present invention so structure make and be to detect under the lock state in the scheduled time slot of throttle starting state (ON) after the state-transition of releasing orientation (OFF), the latch-release speed of a motor vehicle when the latch-release speed of a motor vehicle is set to unclamp (OFF) and brake actuating (ON) corresponding to throttle.
In addition, the present invention so structure makes following time of lock state when being in throttle and unclamping (OFF) and brake actuating (ON), in a scheduled time slot that detects after the state that (OFF) state is unclamped in braking changes, the latch-release speed of a motor vehicle when the latch-release speed of a motor vehicle is set to unclamp (OFF) and brake actuating (ON) corresponding to throttle.
A kind of like this structure makes and can keep lock state during any handover operation and lock state can not be disengaged, because detect under the lock state when throttle starts (ON) in the scheduled time slot after throttle unclamps the conversion of (OFF) state, perhaps detect under the lock state when brake actuating (ON) in one section scheduled time slot after the conversion of (OFF) state is unclamped in braking, the latch-release speed of a motor vehicle can not be transformed into the latch-release speed of a motor vehicle when unclamping (OFF) corresponding to throttle and braking both.
By this mode, keep lock state also to obtain the steerability of fuel consumption and vehicle preferably.
Description of drawings
Fig. 1 is the system block diagram that one embodiment of the invention is shown.
Fig. 2 is the system block diagram of automatic transmission side.
Fig. 3 is the flow chart that drives the program of delay timer when unclamping throttle (OFF) and stepping on braking (ON) under lock state.
Fig. 4 drives the flow chart of the program of delay timer B when being take-off the brake under lock state (OFF) and startup throttle (ON).
Fig. 5 is to use timer value A and B to switch the flow chart of the control program of the latch-release speed of a motor vehicle.
Fig. 6 is the time diagram that shows the deceleration regime when unclamping (OFF) and brake actuating (ON) corresponding to throttle under the lock state.
Fig. 7 is the time diagram that shows the acceleration mode when (OFF) and throttle startup (ON) are unclamped in braking down corresponding to lock state.
Specific embodiment
Provide the detailed description of the embodiment of the invention below with reference to accompanying drawing.Same or analogous reference character will be used in reference to for same or analogous those parts in the accompanying drawing.
Provide a preferred embodiment of the present invention referring to accompanying drawing.Fig. 1 illustrates one of the present invention
Embodiment's system block diagram.
The electronically controlled throttle valve 2 of motor 1 gas handling system is connected in stepper motor (or actuating motor) 3, and this motor is as the throttle valve drive device, and this motor 3 is driven by the signal from control unit 10.
Each cylinder of motor 1 is provided with fuel injection valve 4, and fuel injection valve 4 is driven by the signal of control unit 10.
Here, control unit 10 is mainly determined target throttle valve based on accelerator open degree APO by means of the built-in miniature computer, and makes it reach target throttle valve by the aperture of motor 3 control electronically controlled throttle valves 2.
Stepless speed variator (continuous variable transmission) (CVT) 6 is connected in the output terminal of motor 1 as automatic transmission via the torque-converters 5 that is equipped with locking framework.
Fig. 2 is the system block diagram of automatic transmission side.
Stepless speed variator (CVT) 6 has: be connected in the driving pulley 22 of engine output shaft via the torque-converters 5 that is equipped with locking framework 5a, the effective diameter of its input shaft 21 1 sides can change continuously; Secondary pulley 24, the effective diameter of its output shaft 23 1 sides (differential side) can change continuously; These belt wheels 22 of cross-over connection and 24 be with 25; Master end cylinder 26, it acts on driving pulley 22 to enlarge pulley diameters when receiving principal pressure (velocity variations pressure); Secondary side cylinder 27, it acts on secondary pulley 24 to enlarge pulley diameters when receiving loine pressure (linepressure).
The loine pressure that is input to secondary side cylinder 27 results from from oil pump (not shown) source hydraulic pressure by means of loine pressure modulating valve 28, and loine pressure modulating valve 28 has pressure-reducing function.
In addition, the principal pressure that is input to master end cylinder 26 results from loine pressure by means of speed control valve 29, and described speed control valve has pressure-reducing function.Therefore, though principal pressure always is lower than loine pressure, the compression area of master end cylinder 26 is set to the compression area greater than secondary side cylinder 27, makes by controlling principal pressure the ratio (principal pressure/loine pressure) of loine pressure to be changed the belt wheel ratio, can continuously change gear ratio.
Loine pressure control valve 28 and speed control valve 29 are taken charge of control (duty-controlled) by described control unit 10.Thus, control unit 10 passes through built-in miniature computer control loine pressure control valve 28 and speed control valve 29 according to various input signals, so that pilot line pressure and principal pressure (gear ratio).
In other words, the target loine pressure is calculated with reference to default chart according to throttle opening TVO (or gas pedal aperture APO).This loine pressure is controlled to realize the target loine pressure by taking charge of pilot line pressure controlled valve 28.In addition, target change gear ratio is calculated with reference to the speed change chart according to gas pedal aperture APO and car speed VSP.Speed control valve 29 is taken charge of control so that realize this target change gear ratio, and principal pressure is controlled so that control gear ratio with respect to the ratio of loine pressure.
In the above-mentioned torque-converters 5 that is equipped with locking framework, locking framework 5a locks according to car speed VSP that is detected by vehicle speed sensor 18 and the gas pedal aperture APO that detected by accelerator open degree sensor 14, but is being disengaged when car speed drops to lock when being lower than predetermined critical between deceleration period.
Consider the different feeling that the driver experienced when applying engine braking-depend on whether the driver applies braking, corresponding to throttle under the situation about connecting in Idle Switch 15 unclamp (OFF) and under the situation that brake switch 17 is connected the latch-release speed of a motor vehicle during brake actuating (ON), being lower than corresponding to throttle of setting unclamped (OFF) and brake the latch-release speed of a motor vehicle when unclamping (OFF) under the situation that brake switch 17 disconnects.
Yet, as previously mentioned, this feature self causes not good specific fuel consumption and relatively poor driving, because at the locked and vehicle of speed changer to be higher than the latch-release speed of a motor vehicle that is given for the brake actuating state but be lower than when being driven under the speed of a motor vehicle of the latch-release speed of a motor vehicle that is given for the braking releasing orientation, when brake actuating (ON) and throttle unclamp (OFF) or when braking is unclamped (OFF) and throttle and started (ON),, the speed of a motor vehicle will be disengaged if being confirmed as reaching the latch-release speed of a motor vehicle then locking.
Therefore, the invention provides a kind of structure, it is unclamping (OFF) and braking when being activated (ON) or when braking when unclamping (OFF) and throttle and being activated (ON) when throttle under blocked situation of speed changer, the latch-release speed of a motor vehicle when throttle being unclamped (OFF) and brake actuating (ON) is kept a scheduled time slot, prevents to lock during handoff procedure to be disengaged.
The flow chart of the process of Fig. 3 display driver delay timer, be used to prevent locked at speed changer and after the switching that takes place when throttle being unclamped (OFF) and starting braking (ON) locking immediately remove.
At step S1, the car speed VSP, the ON/OFF state of brake switch 17 and the vehicle deceleration DVSP that calculates according to car speed that read the ON/OFF state of Idle Switch 15, detect by vehicle speed sensor 18.
At step S2, judge whether Idle Switch 15 is ON.
When Idle Switch 15 was defined as ON, program forwarded step S3 to and judges whether brake switch 17 is ON.
If brake switch 17 is defined as OFF in step S3, then whether be ON to program if entering step S4 and judging when Idle Switch 15 was last time checked.
Last time be OFF if in step S4, judge Idle Switch 15, perhaps in other words, after switching to OFF, ON makes immediately at throttle if judge, then program enters step S5, and switch to brake actuating (brake switch is ON) the required time corresponding to unclamp (OFF) (Idle Switch is ON) from throttle, in other words, the position of driver's leg from gas pedal be transformed into the required time of brake petal learning value TA be set in delay timer A.
At step S6, judge the time FCD that begins fuel-cut after whether above-mentioned learning value TA satisfies greater than fuel-cut condition under deceleration regime.
If judge TA 〉=FCD in step S6, then program enters step S7, and timer A is reset to FCD.Carry out this process and be for fear of under the still blocked situation of speed changer and when beginning to cut off fuel oil, owing to engine braking is crossed the important place and applied the discomfort sensation that causes.
At step S6, after judging TA＜FCD or the value of timer A in step S7, be transformed into FCD, then program enters into step S8, and judges that whether vehicle deceleration DVSP is greater than foundation vehicle velocity V SP preset threshold G1.
If S8 determines DVSP 〉=G1 in step, then program enters step S9, and the value zero clearing of timer A.
If S8 determines DVSP＜G1 in step, then program enters into step S10, and (ON is OFF) with as the last circuit value of judging at step S4 to store state corresponding to this circuit Idle Switch 15.
So, for next time and subsequent each time circulation, if Idle Switch 15 is judged as ON, program enters step S11 and above-mentioned timer A value successively decreases 1, if determined DVSP 〉=G1 before timer A value becomes 0, program enters step S9 and the zero clearing of timer A value.
The flow chart of the process of Fig. 4 display driver delay timer, be used to prevent locked at speed changer and after the switching that takes place when braking being unclamped (OFF) and starting throttle (ON) locking immediately remove.
At step S21, the car speed VSP, the ON/OFF state of brake switch 17 and the vehicle deceleration DVSP that calculates according to car speed that read the ON/OFF state of Idle Switch 15, detect by vehicle speed sensor 18.
At step S22, judge whether Idle Switch 15 is ON.
When Idle Switch 15 was defined as ON, program forwarded step S23 to and judges whether brake switch 17 is ON.
If brake switch 17 is defined as OFF in step S23, then whether when judging brake switch 17 last time checked be OFF to program if entering step S24.
Last time be ON if in step S24, judge brake switch 17, perhaps in other words, make immediately after ON switches to OFF if judge in braking, then program enters step S25, and switch to the throttle startup required time of (ON) (Idle Switch is converted to OFF from ON) corresponding to unclamp (OFF) (brake switch is converted to OFF from ON) from braking, in other words, the position of driver's leg from brake petal be transformed into the required time of gas pedal learning value TB be set in delay timer B.
At step S26, judge that whether vehicle deceleration DVSP is greater than the critical value G2 that sets according to vehicle velocity V SP.
If determine DVSP 〉=G2 in step S26, then the program value that enters step S27 and timer B is cleared.
If determine DVSP＜G2 in step S26, program enters into step S28, and (ON is OFF) with as the last circuit value of judging at step S24 to store state corresponding to this circuit brake switch 17.
So, for next time and subsequent each time circulation, if before step S24 judges brake switch 17, once be OFF, program enters step S29 and above-mentioned timer B value successively decreases 1, program enters step S26 then, if and before the value of timer B becomes 0, determine DVSP 〉=G2, program enters step S27 and the zero clearing of timer B value.
Fig. 5 shows the flow chart that uses aforesaid timer value A and B to switch the control program of the latch-release speed of a motor vehicle.
Among the step S31, read the ON/OFF state of ON/OFF state, the brake switch 17 of Idle Switch 15, the car speed VSP that detects by vehicle speed sensor 18 and timer value A and the B that in aforementioned program, establishes.
Among the step S32, judge whether Idle Switch 15 is ON.
If judge that in step S32 Idle Switch 15 is ON, the then program value that enters into step S33 and judge timer A zero clearing whether.
Be cleared if judge timer A value in step S33, then whether program enters into step S34 and judges the zero clearing of timer B value.
Be cleared if judge timer B value in step S34, then program enters into step S35 and judges whether brake switch 17 is ON.
Be not O if in step S33 or step S34, judge timer value A or B, if judge in step S35 that perhaps brake switch 17 is ON; Then program enters into step S36, and judges whether car speed VSP has been lower than the latch-release speed of a motor vehicle A when unclamping (OFF) and brake actuating (ON) corresponding to throttle, and enters step S38 and export the latch-release signal when VSP≤A.
In other words, the delay operation that the latch-release speed of a motor vehicle unclamps under (OFF)/brake actuating (ON) state at throttle, utilize back off timer A is operated or starts up to brake petal when gas pedal is unclamped (OFF) and is held in the speed of a motor vehicle and sets to such an extent that be lower than the latch-release speed of a motor vehicle A of the speed of a motor vehicle when being given for braking and unclamping (OFF), except when vehicle deceleration is when big (timer A value will be cleared in the case).
In addition, the delay operation that car speed utilizes back off timer B is operated or starts (ON) up to brake petal when brake petal unclamps (OFF) and is held in aforementioned latch-release speed of a motor vehicle A, except when vehicle deceleration is when big (timer B value will be cleared in the case).In this case, when throttle was activated (ON) and Idle Switch 15 and switches to OFF, the output of latch-release instruction was terminated.
A kind of like this process makes can be during described pedal conversion process, car speed is maintained latch-release speed of a motor vehicle A corresponding to brake actuating (ON) state, and need not to convert to the latch-release speed of a motor vehicle B that unclamps (OFF) state corresponding to braking, make lock state guaranteed up to car speed drop to be lower than aforementioned latch-release speed of a motor vehicle A till, thereby can keep good fuel consumption and cornering ability.
In addition, when vehicle noticeable deceleration during described pedal conversion process, if car speed maintains latch-release speed A, engine braking will be by too heavy applying, so by car speed being switched to latch-release speed of a motor vehicle B, the engine braking amount that is applied can be able to suitable control.
On the other hand, if judge that at step S35 brake switch 17 is OFF, perhaps in other words, throttle and braking both released (OFF) and timer value A and B both are cleared; Program enters into step S37, and judges whether car speed VSP has dropped to be lower than corresponding to throttle and unclamp (OFF) and the latch-release speed of a motor vehicle B of braking when unclamping (OFF), and if VSP≤B, program enters into step S38 and exports the latch-release signal.
In other words, when throttle unclamps (OFF)/braking when unclamping (OFF), by means of when setting to such an extent that be higher than locking contact speed of a motor vehicle B corresponding to the locking of brake actuating (ON) state contact speed of a motor vehicle A, unlocking, need not to start braking and just can suitably control and can not cause excessive engine braking vehicle by unclamping throttle (OFF) simply.Especially, for stepless speed variator, speed is slow more, shift into the low speed gear side to the big more degree of gear and engine braking becomes strong more, so less and braking is when unclamping (OFF) when driver's deceleration demand, by before reaching latch-release speed of a motor vehicle B, unlocking, engine braking can be maintained at proper level.
In addition, timer value A and B must be cleared so that under the latch-release speed of a motor vehicle B latch-release takes place, but at least when unclamping throttle (throttle OFF) when carrying out prior to engine braking, latch-release just postpones to be set in one a spot of period in the timer, if and vehicle deceleration is big, timer value A and B will be by zero clearing and locking are removed ground without a doubt immediately forcibly.
Fig. 6 is presented at when speed changer is in the lock state under the speed of a motor vehicle that is lower than latch-release speed of a motor vehicle B, state when being engaged in deceleration by unclamping throttle (OFF) and starting braking (ON), thereby the latch-release speed of a motor vehicle B that sets when judging car speed and be lower than throttle released (OFF), in conventional art, and lock state is disengaged.
On the contrary, in the present invention (embodiment), be activated to set latch-release speed of a motor vehicle A at throttle released (OFF) back delay timer A, make that locking can not be disengaged before car speed reaches described speed of a motor vehicle A, and guaranteed between a lockup period than long duration.
Though aforesaid explanation does not relate to second kind of conventional method, by switch to the latch-release speed of a motor vehicle when starting braking (ON), speed changer is locked again after locking is disengaged in the method; Also is shortened locking time at interval, and the fluctuation of speed that causes of locking causes steerability to reduce again.
Fig. 7 has shown that the state braking down that is higher than the speed operation of latch-release speed of a motor vehicle A to be lower than latch-release speed of a motor vehicle B in the speed of a motor vehicle under the situation of brake actuating (ON) unclamps (OFF)/throttle startup (ON) state, thereby judge the latch-release speed of a motor vehicle B that sets when car speed is lower than braking released (OFF), in conventional art, and lock state is disengaged, and causes engine speed to rise.
On the contrary, in the present invention (embodiment), unclamp in braking (OFF) afterwards delay timer B be activated to set latch-release speed of a motor vehicle A, make that starting (ON) latch-release instruction afterwards at throttle can not be issued, locking can not be disengaged and lock state will be kept, thereby prevents the engine speed rising and keep good steerability energy and favourable fuel consumption.
As implied above, the invention provides and a kind ofly guarantee that suitable locking time is at interval and keep the means of excellent fuel consumption and cornering ability.
In addition, for aforesaid specific embodiment, device knows that the driver unclamps throttle (OFF) and startup braking (ON) needed time and driver's take-off the brake (OFF) and starts the required time of throttle (ON), and with this period of knowing of switching delay of the latch-release speed of a motor vehicle, so that provide optimal control corresponding to each driver.
In addition, in the aforesaid specific embodiment, between the lock releasing speed of a motor vehicle, switch and when vehicle deceleration is big, be cleared required retard time, and when throttle unclamps (OFF) and brake actuating (ON), set to such an extent that be shorter than from fuel cut condition and satisfy to the time that fuel cut-off begins, so that be suppressed at the generation of the uncomfortable feeling that produces when applying engine braking between time delay.
Conclusion
Though specific embodiment is by diagram and described, ordinary skill will be understood that, any specific embodiment in order to realize that identical purpose scheme shows in can replacement figure.The application is intended to cover any adaptability revision of the present invention or variation.Therefore, clearly the present invention is only limited by claim or its equivalent.
Claims (37)
1. speed change lockout controller comprises:
Variable-speed controller, wherein when breaking away from throttle starting state or brake actuating state, described controller is suitable for time-delay one scheduled time slot before the vehicle critical velocity that will be used to remove the converter lock state becomes second critical velocity from first critical velocity, and wherein said first critical velocity is lower than described second critical velocity.
2. speed changer as claimed in claim 1 locking controller, wherein, described scheduled time slot is first period and be second period when breaking away from the brake actuating state when breaking away from the throttle starting state.
3. speed changer locking controller as claimed in claim 2, wherein said first period is to be transformed into the learning value of brake actuating state corresponding to the driver from the throttle starting state, and described second period is the learning value of driver from the brake actuating state exchange to the throttle starting state.
4. speed changer as claimed in claim 1 locking controller, wherein said first critical velocity are used for that throttle unclamps and the state of brake actuating, and described second critical velocity is used for throttle and unclamps and brake the state that unclamps.
5. speed changer locking controller as claimed in claim 1, if wherein retardation is greater than the retardation threshold value, the time-delay of described scheduled time slot is cleared, and described vehicle critical velocity is changed into second critical velocity.
6. motor and speed variator system comprise:
Motor;
Automatic transmission; With
Controller, wherein when the state-transition that detects from the throttle starting state to the throttle releasing orientation, described controller is suitable for time-delay one scheduled time slot before the vehicle critical velocity of the lock state that will be used to remove automatic transmission is changed into second critical velocity from first critical velocity.
7. motor as claimed in claim 6 and speed variator system, wherein said first critical velocity is lower than second critical velocity.
8. motor as claimed in claim 6 and speed variator system, wherein said first critical velocity are used for that throttle unclamps and the state of brake actuating, unclamp and brake the state that unclamps and described second critical velocity is used for throttle.
9. motor as claimed in claim 6 and speed variator system, wherein said automatic transmission are stepless speed variator (CVT).
10. motor as claimed in claim 6 and speed variator system, wherein said scheduled time slot are the driver is transformed into the brake actuating state from the throttle starting state learning value.
11. motor as claimed in claim 6 and speed variator system, if wherein retardation is greater than the retardation threshold value, the time-delay of described scheduled time slot is cleared, and described vehicle critical velocity is changed into second critical velocity.
12. motor as claimed in claim 6 and speed variator system, if wherein the fuel cut-off time less than the acquiescence scheduled time slot, the time-delay of described scheduled time slot is set to the fuel cut-off time.
13. motor and speed variator system comprise:
Motor;
Automatic transmission; With
Controller, wherein when the state-transition that detects from the brake actuating state to the braking releasing orientation, described controller is suitable for time-delay one scheduled time slot before the vehicle critical velocity of the lock state that will be used to remove automatic transmission is changed into second critical velocity from first critical velocity.
14. motor as claimed in claim 13 and speed variator system, wherein said first critical velocity is lower than second critical velocity.
15. motor as claimed in claim 13 and speed variator system, wherein said first critical velocity are used for that throttle unclamps and the state of brake actuating, unclamp and brake the state that unclamps and described second critical velocity is used for throttle.
16. motor as claimed in claim 13 and speed variator system, wherein said automatic transmission are stepless speed variator (CVT).
17. motor as claimed in claim 13 and speed variator system, wherein said scheduled time slot are the learning value of driver from the brake actuating state exchange to the throttle starting state.
18. motor as claimed in claim 13 and speed variator system, if wherein retardation is greater than the retardation threshold value, the time-delay of described scheduled time slot is cleared, and described vehicle critical velocity is changed into second critical velocity.
19. a vehicle comprises:
The motor that is connected with automatic transmission; With
Controller, wherein this controller is connected in motor and automatic transmission, and wherein when detecting the state-transition that breaks away from throttle starting state or disengaging brake actuating state, this controller be suitable for will remove critical velocity from first remove critical velocity change to second remove critical velocity before time-delay one scheduled time slot, the lock state of automatic transmission is disengaged under described releasing critical velocity.
20. vehicle as claimed in claim 19, wherein said scheduled time slot are first period and be second period when breaking away from the brake actuating state when breaking away from the throttle starting state.
21. vehicle as claimed in claim 20, wherein said first period is to be transformed into the learning value of brake actuating state corresponding to the driver from the throttle starting state, and described second period is the learning value of driver from the brake actuating state exchange to the throttle starting state.
22. vehicle as claimed in claim 19, wherein said first critical velocity is lower than described second critical velocity; And described first critical velocity is used for that throttle unclamps and the state of brake actuating, unclamps and brakes the state that unclamps and described second critical velocity is used for throttle.
23. vehicle as claimed in claim 19, if wherein retardation is greater than the retardation threshold value, the time-delay of described scheduled time slot is cleared, and described contact critical velocity is changed into the second releasing critical velocity.
24. the method for maneuvering engine and speed variator system comprises:
Detecting the state that breaks away from the throttle starting state or break away from the brake actuating state changes; And
Time-delay one scheduled time slot before speed change latch-release critical velocity is changed to the second speed change latch-release critical velocity from the first speed change latch-release critical velocity.
25. method as claimed in claim 24 wherein also is included at a scheduled time slot that speed change latch-release critical velocity was delayed time before the first latch-release critical velocity changes to the second latch-release critical velocity and selects first scheduled time slot when breaking away from the throttle starting state and select second scheduled time slot when breaking away from the brake actuating state.
26. method as claimed in claim 25, wherein said first period is to be transformed into the learning value of brake actuating state corresponding to the driver from the throttle starting state, and described second period is the learning value of driver from the brake actuating state exchange to the throttle starting state.
27. method as claimed in claim 24, the wherein said first speed change latch-release critical velocity is lower than the described second speed change latch-release critical velocity; And the described first speed change latch-release critical velocity is used for that throttle unclamps and the state of brake actuating, unclamps and brakes the state that unclamps and the described second speed change latch-release critical velocity is used for throttle.
28. method as claimed in claim 24 wherein also comprises:, and described speed change latch-release critical velocity changed into the second speed change latch-release critical velocity if retardation greater than the retardation threshold value, is cancelled the time-delay of described scheduled time slot.
29. a method of handling lockout controller comprises:
The state of detection from the throttle starting state to the throttle releasing orientation changes; And
Time-delay one scheduled time slot before critical velocity is changed to second critical velocity from first critical velocity, the lock state of automatic transmission is disengaged under described critical velocity.
30. method as claimed in claim 29, wherein said scheduled time slot are the learning value that is transformed into the brake actuating state corresponding to the driver from the throttle starting state.
31. method as claimed in claim 29, wherein said first critical velocity is lower than described second critical velocity, and described first critical velocity is used for that throttle unclamps and the state of brake actuating, unclamps and brakes the state that unclamps and described second critical velocity is used for throttle.
32. method as claimed in claim 29 also comprises:, and described critical velocity is changed into second critical velocity if retardation greater than the retardation threshold value, is cancelled the time-delay of described scheduled time slot.
33. method as claimed in claim 29, if wherein the fuel cut-off time less than the acquiescence scheduled time slot, described scheduled time slot is set to the fuel cut-off time.
34. a method of handling lockout controller comprises:
The state of detection from the brake actuating state to the braking releasing orientation changes; And
Time-delay one scheduled time slot before critical velocity is changed to second critical velocity from first critical velocity, the lock state of automatic transmission is disengaged under described critical velocity.
35. method as claimed in claim 34, wherein said scheduled time slot are the learning value that is transformed into the brake actuating state corresponding to the driver from the throttle starting state.
36. method as claimed in claim 34, wherein said first critical velocity is lower than described second critical velocity, and described first critical velocity is used for that throttle unclamps and the state of brake actuating, unclamps and brakes the state that unclamps and described second critical velocity is used for throttle.
37. method as claimed in claim 34 wherein also comprises:, and described critical velocity is changed into second critical velocity if retardation greater than the retardation threshold value, is cancelled the time-delay of described scheduled time slot.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2005227648 | 2005-08-05 | ||
| JP227648/05 | 2005-08-05 | ||
| JP200242/06 | 2006-07-24 |
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| CN1916446A true CN1916446A (en) | 2007-02-21 |
| CN100578045C CN100578045C (en) | 2010-01-06 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200610138976A Active CN100578045C (en) | 2005-08-05 | 2006-08-07 | Gear shifting locking control device, combination system of engine and speed changer and operation method |
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| Country | Link |
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| CN (1) | CN100578045C (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101482175A (en) * | 2007-12-21 | 2009-07-15 | 加特可株式会社 | Lock-up clutch control device for automatic transmission and control method thereof |
| CN104169147A (en) * | 2012-03-14 | 2014-11-26 | 卡特彼勒公司 | Control system having powertrain lock |
| CN105121765A (en) * | 2013-03-15 | 2015-12-02 | 麦格纳覆盖件有限公司 | Proactive safety methods, devices and systems, and safety methods and devices for blocking operation of latches for occupant ingress and egress closure panels |
| CN106773651A (en) * | 2016-12-31 | 2017-05-31 | 深圳市优必选科技有限公司 | Steering engine critical point locking method and device |
-
2006
- 2006-08-07 CN CN200610138976A patent/CN100578045C/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101482175A (en) * | 2007-12-21 | 2009-07-15 | 加特可株式会社 | Lock-up clutch control device for automatic transmission and control method thereof |
| CN104169147A (en) * | 2012-03-14 | 2014-11-26 | 卡特彼勒公司 | Control system having powertrain lock |
| CN105121765A (en) * | 2013-03-15 | 2015-12-02 | 麦格纳覆盖件有限公司 | Proactive safety methods, devices and systems, and safety methods and devices for blocking operation of latches for occupant ingress and egress closure panels |
| CN106773651A (en) * | 2016-12-31 | 2017-05-31 | 深圳市优必选科技有限公司 | Steering engine critical point locking method and device |
| CN106773651B (en) * | 2016-12-31 | 2020-01-17 | 深圳市优必选科技有限公司 | Steering engine critical point locking method and device |
Also Published As
| Publication number | Publication date |
|---|---|
| CN100578045C (en) | 2010-01-06 |
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