EP2913505A1 - Antriebsvorrichtung für ein fahrzeug - Google Patents

Antriebsvorrichtung für ein fahrzeug Download PDF

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Publication number
EP2913505A1
EP2913505A1 EP13849221.0A EP13849221A EP2913505A1 EP 2913505 A1 EP2913505 A1 EP 2913505A1 EP 13849221 A EP13849221 A EP 13849221A EP 2913505 A1 EP2913505 A1 EP 2913505A1
Authority
EP
European Patent Office
Prior art keywords
engine
torque
rotation speed
clutch
start timing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13849221.0A
Other languages
English (en)
French (fr)
Other versions
EP2913505A4 (de
Inventor
Daisuke Tamaru
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Aisin Corp
Original Assignee
Aisin Seiki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Aisin Seiki Co Ltd filed Critical Aisin Seiki Co Ltd
Publication of EP2913505A1 publication Critical patent/EP2913505A1/de
Publication of EP2913505A4 publication Critical patent/EP2913505A4/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed

Definitions

  • This invention relates to a vehicular drive apparatus which controls a vehicle starting operation for a vehicle equipped with a manual clutch.
  • MT manual transmission
  • a manual clutch In an automobile which is equipped with a manual transmission (hereinafter referred to as "MT") and a manual clutch, at the start of the vehicle, an operator of the vehicle depresses the clutch pedal to be in a clutch disconnected state to shift the MT to a first speed stage. Then the operator depresses the acceleration pedal to increase the engine rotation speed and at the same time releases the clutch pedal gradually to be in a clutch connected state thereby transmitting an engine torque to vehicle wheels.
  • the operator of the vehicle coordinates the depression operation of the acceleration pedal, in other words, an engine outputting (engine rotation speed) and the releasing operation of the clutch pedal, in other words, clutch engagement (engine load) so that a smooth vehicle start can be achieved.
  • a technology in which an excess increase of the engine rotation speed at the time of starting can be minimized in a vehicle having the MT and the clutch.
  • the decreasing amount of the torque is calculated based on the engine rotation speed and the vehicle speed and the engine is controlled by a torque obtained by subtracting the decreased torque from the required engine torque based on the acceleration operation of the operator of the vehicle to thereby preventing an excess engine rotation speed increase.
  • Patent Literature 1 PCT/JP2007-522378 A
  • the present invention was made in consideration with the above problems and the object of the invention is to provide a vehicular drive apparatus for a vehicle equipped with the manual clutch, which can prevent an excess increase of the engine rotation speed and also prevent an unnecessary drop of the engine rotation speed at the time of starting of the vehicle.
  • the vehicular drive apparatus associated with the invention of claim 1 to solve the problems includes an engine outputting an engine torque to an output shaft, an engine operating means operated for variably outputting the engine torque from the engine, an input shaft which rotates in association with a rotation of a drive wheel of a vehicle, a clutch provided between the output shaft and the input shaft for controlling a clutch transmitting torque therebetween to be variable, a clutch operating means for operating the clutch to control the clutch transmitting torque to be variable, a clutch transmitting torque obtaining means for obtaining the clutch transmitting torque which is generated by the clutch, a required engine torque calculating means for calculating a required engine torque which is a required torque from the engine based on an operating amount of the acceleration pedal, a start timing engine torque calculating means for calculating a start timing engine torque based on the clutch transmitting torque obtained by the clutch transmitting torque obtaining means and an engine control means for executing a torque-down control by controlling the engine so that the engine torque becomes the start timing engine torque when a clutch difference rotation speed which is a difference rotation speed between
  • the invention of claim 2 is characterized in that in claim 1, the vehicular drive apparatus further comprises an engine rotation speed decrease torque calculating means for calculating an engine rotation speed decrease torque which is a minus value torque necessary for decreasing the engine rotation speed, wherein the start timing engine torque calculating means calculates the start timing engine torque adding the engine rotation speed decrease torque.
  • the invention of claim 3 is characterized in that in claim 1 or 2, the vehicular drive apparatus further comprises a load obtaining means for obtaining a load acting on the engine and a maintaining torque calculating means for calculating a maintaining torque which is a torque necessary for maintaining the engine rotation speed other than the clutch transmitting torque and the engine rotation speed decrease torque based on the load, wherein the start timing engine torque calculating means calculates the start timing engine torque adding the maintaining torque.
  • the invention of claim 4 is characterized in that in any one of claims 1 through 3, the engine control means controls the engine so that the engine torque becomes the required engine torque when the required engine torque is equal to or less than the start timing engine torque.
  • the vehicular drive apparatus further comprises a corrected start timing engine torque calculating means for calculating a corrected start timing engine torque so that the influence of the start timing engine torque becomes more than an influence of the required engine torque, as the engine rotation speed becomes closer to a first defined rotation speed from a second defined rotation speed based on the required engine torque and the start timing engine torque when the engine rotation speed is less than the first defined rotation speed and is equal to or more than the second defined rotation speed which is slower than the first defined rotation speed, wherein the engine control means controls the engine to execute a limited torque-down control so that the engine torque becomes the corrected start timing engine torque when the engine rotation speed is less than the first defined rotation speed and is equal to or more than the second defined rotation speed.
  • the invention of claim 6 is characterized in that in any one of claims 1 through 5, the clutch transmitting torque obtaining means includes a clutch operating amount detecting means for detecting an operating amount of the clutch operating means.
  • the invention of claim 7 is characterized in that in any one of claims 2 through 6, wherein the engine rotation speed decrease torque calculating means calculates the engine rotation speed decrease torque to be zero when a current engine rotation speed is slower than a target engine rotation speed which is a rotation speed of the engine to be a target upon decreasing the engine rotation speed and calculates an absolute value of the engine rotation speed decrease torque such that the faster the current engine rotation speed is than the target engine rotation speed, the larger the absolute value of the engine rotation speed decrease torque becomes.
  • the invention of claim 8 is characterized in that in any one of claims 1 through 7, the vehicular drive apparatus further includes a vehicle speed detecting means for detecting a vehicle speed of the vehicle and the engine control means executes the normal control when the vehicle speed detected by the vehicle speed detecting means is faster than a predetermined speed.
  • the start timing engine torque calculating means calculates the start timing engine torque based on the clutch transmitting torque.
  • the engine control means controls the engine so that the engine torque becomes the start timing engine torque when the clutch is under half clutch state where the clutch difference rotation speed is equal to or more than a defined difference rotation speed, and the engine rotation speed is equal to or more than a first defined rotation speed.
  • the engine upon the start of the vehicle under the half clutch state, the engine is controlled so that the engine torque becomes the start timing engine torque calculated according to the clutch transmitting torque when the engine rotation speed is equal to or more than the first defined rotation speed. Accordingly, the start timing engine torque is decreased before the increase of the engine rotation speed which is caused by the decrease of the clutch transmitting torque when the engine rotation speed is equal to or more than the first defined rotation speed. This can prevent the excess increase of the engine rotation speed.
  • the start timing engine torque decrease by the control and the clutch transmitting torque decrease by the operation by the operator are performed at the same time, it is possible to quickly reflect the result of the clutch transmitting torque decrease on the start timing engine torque thereby to prevent an unnecessary drop of the engine rotation speed. In other words, according to the invention the excess engine rotation speed increase can be prevented and unnecessary drop of the engine rotation speed can be prevented.
  • the engine rotation speed decrease torque calculating means calculates the engine rotation speed decrease torque. Further, the start timing engine torque calculating means calculates the start timing engine torque by adding the engine rotation speed decrease torque.
  • the start timing engine torque smaller by the engine rotation speed decrease torque which decreases the engine rotation speed under the torque-down control operation is calculated. Accordingly, the engine rotation speed can be decreased when the engine rotation speed is equal to or more than the first defined rotation speed thereby to further surely prevent an excess increase of the engine rotation speed.
  • the maintaining torque calculating means calculates the maintaining torque based on the load acting on the engine and the start timing engine torque calculating means calculates the start timing engine torque by adding the maintaining torque.
  • the engine control means controls the engine so that the engine torque becomes the required engine torque when the required engine torque is equal to or less than the start timing engine torque.
  • the engine when the required engine torque is equal to or less than the start timing engine torque, the engine is controlled to output the required engine torque which reflects the intension of the operator of the vehicle.
  • the engine torque is not deviated from the intension of the operator of the vehicle to prevent the unpleasant feeling of the operator and at the same time an unnecessary increase of the engine rotation speed.
  • the corrected start timing engine torque calculating means calculates the corrected start timing engine torque so that the influence of the start timing engine torque becomes more than an influence of the required engine torque, as the engine rotation speed becomes closer to the first defined rotation speed from the first defined rotation speed based on the required engine torque and the start timing engine torque when the engine rotation speed is less than the first defined rotation speed and is equal to or more than the second defined rotation speed.
  • the engine control means controls the engine to execute a limited torque-down control so that the engine torque becomes the corrected start timing engine torque.
  • the clutch transmitting torque obtaining means includes a clutch operating amount detecting means which detects the operating amount of the clutch operating means. Therefore, the operating amount of the clutch operating means can be obtained by using a simple structure.
  • the engine rotation speed decrease torque calculating means calculates engine rotation speed decrease torque to be zero (0) when the current engine rotation speed is slower than the target engine rotation speed.
  • the engine rotation speed decrease torque calculating means calculates the absolute value of the engine rotation speed decrease torque such that the faster the current engine rotation speed than the target engine rotation speed is, the larger the absolute value of the engine rotation speed decrease torque becomes. Therefore, the more the current engine rotation speed increases to deviate from the target engine rotation speed, the larger the absolute value of the engine rotation speed decrease torque is calculated.
  • the engine rotation speed which becomes faster than the target engine rotation speed can be surely decreased to the target engine rotation speed to thereby prevent the excess increase of the engine rotation speed.
  • the engine control means executes the normal control when the vehicle speed detected by the vehicle speed detecting means is faster than the predetermined speed.
  • the torque-down control or the limited torque-down control is not executed. Therefore, even when the driver of the vehicle had operated the clutch to be the half clutch state after the start of the vehicle, the torque-down control or the limited torque-down control is not executed to give no uncomfortable feeling to the driver of the vehicle.
  • Fig. 1 illustrates an structure of the vehicular drive apparatus 1 equipped with an engine 2.
  • the bold lines indicate mechanical connection between the devices and arrows by broken lines indicate signal lines for controlling.
  • the vehicle is equipped with the engine 2, a clutch 3, a manual transmission 4 and a differential device 17, in series in this order of arrangement.
  • the differential device 17 is connected to drive wheels 18R and 18L of the vehicle.
  • the drive wheels 18R and 18L indicate either front, rear or front/rear wheels of the vehicle.
  • the vehicle includes an acceleration pedal 51, a clutch pedal 53 and a brake pedal 56.
  • the acceleration pedal 51 is operated to variably change the engine torque Te outputted from the engine 2.
  • the acceleration pedal 51 is provided with an acceleration sensor 52 which detects the acceleration opening degree Ac which corresponds to an operating amount of the acceleration pedal 51.
  • the clutch pedal 53 operates the clutch 3 to be in a disconnected state and in a connected state and is operated to variably change the clutch transmitting torque, which will be explained later.
  • the vehicle further includes a master cylinder 55 which generates a hydraulic pressure corresponding to the operating amount of the clutch pedal 53.
  • the master cylinder 55 is provided with a clutch sensor 54 which detects a stroke of the master cylinder 55.
  • the brake pedal 56 is provided with a brake sensor 57 which detects an operating amount of the brake pedal 56.
  • the vehicle includes a brake master cylinder (not shown) which generates a hydraulic pressure responding to the operating amount of the brake pedal 56 and a brake device 19 which applies the wheels of the vehicle with a braking force according to the master pressure generated by the brake master cylinder.
  • the engine 2 is such as a gasoline engine or a diesel engine using hydrocarbon system fuel, such as gasoline or light oil.
  • the engine 2 includes an output shaft 21, a throttle valve 22, an engine rotation speed sensor 23, an oil temperature sensor 25 and a fuel injection device 28.
  • the output shaft 21 is rotated unitary with a crank shaft which is rotatably driven by a piston.
  • the engine 2 outputs the engine torque Te to the output shaft 21.
  • an ignition device (not shown) is provided on a cylinder head of the engine 2 for igniting an air-fuel mixture gas in the cylinder.
  • the throttle valve 22 is provided in a pathway which supplies the cylinder of the engine 2 with the air.
  • the throttle valve 22 is used for adjusting the supplied air amount in the cylinder of the engine 2.
  • the fuel injection device 28 is provided at a pathway which supplies inside of the engine 2 with the air or at the cylinder head of the engine 2.
  • the fuel injection device 28 is used for injecting the fuel such as gasoline or the light oil.
  • the engine rotation speed sensor 23 is provided in the vicinity of the output shaft 21.
  • the engine rotation speed sensor 23 detects the engine rotation speed Ne which corresponds to the rotation speed of the output shaft 21 and outputs the detected signal to a control portion 10.
  • the oil temperature sensor 25 detects the oil temperature "t" of the engine oil used for lubricating the engine 2. The detected signal is outputted to the control portion 10. It is noted here that in this embodiment, the output shaft 21 of the engine 2 is connected to a flywheel 31 which is an input member of the clutch 3 which will be explained later.
  • the output shaft 21 or a shaft or a gear rotated in association with the output shaft 21 is connected to a generator 26 and a compressor 27a of an air-conditioner 27.
  • the generator 26 generates the electric power necessary for the vehicle.
  • the cutch 3 is provided between the output shaft 21 of the engine 2 and a transmission input shaft 41 of the manual transmission 4 which will be explained later.
  • the clutch 3 is a manually operated type clutch which connects or disconnects the output shaft 21 and the transmission input shaft 41 by the operation of the clutch pedal 53 by an operator of the vehicle and at the same time variably changes the clutch transmitting torque Tc (See Fig. 2 ) between the output shaft 21 and the transmission input shaft 41.
  • the clutch 3 includes the flywheel 31, a clutch disc 32, a clutch cover 33, a diaphragm spring 34, a pressure plate 35, a clutch shaft 36, a release bearing 37 and a slave cylinder 38.
  • the flywheel 31 is of a disc plate shape and is connected to the output shaft 21.
  • the clutch shaft 36 is connected to the transmission input shaft 41.
  • the clutch disc 32 is of a disc plate shape and is provided with a friction material 32a at the outer peripheral surfaces of both sides of the clutch disc 32.
  • the clutch disc 32 faces with the flywheel 31 and is in spline connection with the clutch shaft 36 at the tip end thereof allowing slidable movement in an axial direction but restricting rotation relative to the clutch shaft 36.
  • the clutch cover 33 is formed by a flattened cylindrical shaped cylindrical portion 33a and a plate portion 33b extending in a rotation center direction from one end of the cylindrical portion 33a. The other end of the cylindrical portion 33a is connected to the flywheel 31. Therefore, the clutch cover 33 is rotated together with the flywheel 31.
  • the pressure plate 35 is of a disc shape having a hole at the center thereof. The pressure plate 35 is provided at the opposite side of the flywheel 31 and facing to the cutch disc 32 and is slidably movable in an axial direction.
  • the clutch shaft 36 is inserted into the pressure plate 35 at the central portion thereof.
  • the diaphragm spring 34 is formed by a ring shaped ring portion 34a and a plurality of plate spring portions 34b which is extending toward inside from an inner peripheral brim of the ring portion 34a.
  • the plate spring portions 34b are gradually inclined towards the inside so as to be positioned on the plate portion 33b side.
  • the plate spring portions 34b are elastically deformable in an axis line direction.
  • the diaphragm spring 34 is disposed between the pressure plate 35 and the plate portion 33b of the clutch cover 33 under being compressed state in an axial direction.
  • the ring portion 34a is in contact with the pressure plate 35.
  • the center portion of the plate spring portion 34b is connected to the inner peripheral brim of the plate portion 33b.
  • the clutch shaft 36 is inserted into the central portion of the diaphragm spring 34.
  • the release bearing 37 is attached on a housing (not shown) of the clutch 3.
  • the clutch shaft 36 is inserted into the central portion of the release bearing 37 and is slidably movable in an axial direction.
  • the release bearing is provided with a first member 37a and a second member 37b which are oppositely provided and relatively rotatable.
  • the first member 37a is in contact with the tip end of the plate portion 33b.
  • the slave cylinder 38 includes a push rod 38a which advances and retreats by the hydraulic pressure.
  • the tip end of the push rod 38a is in contact with the second member 37b of the release bearing 37.
  • the slave cylinder 38 and the master cylinder 55 are connected with each other by a hydraulic pressure conduit 58.
  • the clutch 3 As shown in Fig. 2 , as the clutch stroke which corresponds to the stroke of the master cylinder 55 increases, the clutch transmitting torque Tc which is transmitted by the clutch 3 from the output shaft 21 to the transmission input shaft 41 becomes small and when the biasing force above becomes zero, the clutch transmitting torque Tc becomes zero and the clutch 3 become in fully disconnected state.
  • the clutch 3 according to the embodiment is a normally closed type clutch, in which the clutch 3 is in connected state when the clutch pedal 53 is not depressed.
  • the manual transmission 4 is a stepped stage transmission wherein a plurality of speed stages respectively having different gear ratios is selectively shifted over between the transmission input shaft 41 and a transmission output shaft 42.
  • a plurality of idle gears (not shown) which is idly rotatable relative to the axis and a plurality of fixed gears (not shown) engaging with the idle gears, whose idle rotation relative to the axis is restricted, are attached to either one of the transmission input shaft 41 and the transmission output shaft 42.
  • the manual transmission 4 is provided with a select mechanism wherein one of the plurality of idle gears is selected and the selected gear is restricted relative rotation to the shaft on which the selected gear is fitted.
  • the transmission input shaft 41 is rotated in association with the drive wheels 18R and 18L.
  • the manual transmission 4 is provided with a shift operation mechanism (not shown) in which the operation of the shift lever 45 by the operator of the vehicle is converted into a force for operating the select mechanism.
  • a transmission input shaft rotation speed sensor 43 is provided in the vicinity of the transmission input shaft 41 for detecting the rotation speed of the transmission input shaft 41 (transmission input shaft rotation speed Ni).
  • the transmission input shaft rotation speed Ni (clutch rotation speed Nc) detected by the transmission input shaft rotation speed sensor 43 is outputted to the control portion 10.
  • a transmission output shaft rotation speed sensor 46 is provided in the vicinity of the transmission output shaft 42 for detecting the rotation speed of the transmission output shaft 42 (transmission output shaft rotation speed No).
  • the transmission output shaft rotation speed No detected by the transmission output shaft rotation speed sensor 46 is outputted to the control portion 10.
  • the control portion 10 controls the vehicle as a whole and has a memory portion which is formed by a CPU, RAM, ROM and a memory device formed by a nonvolatile memory (these are not shown).
  • the CPU executes the programs corresponding to the flowcharts indicated in Figs. 4 , 5 , 7 and 9 .
  • the RAM memorizes temporarily the variables which are necessary for executing the programs.
  • the memory portion memorizes the above programs, mapping data shown in Figs.2 , 6 and 8 .
  • the control portion 10 calculates the required engine torque Ter which corresponds to the engine torque required by an operator of the vehicle based on the acceleration opening degree Ac detected by the acceleration sensor 52 according to the operation of the acceleration pedal 51 by the operator of the vehicle. Then based on the required engine torque Ter, the control portion 10 adjusts the opening degree S of the throttle valve 22 to adjust the suction amount of the air and the fuel injection amount of the fuel injection device 28, and further controls the ignition device.
  • the supply amount of the air-fuel mixture including the fuel is adjusted and the engine torque Te outputted from the engine 2 is adjusted to be the required engine torque Ter and at the same time the engine rotation speed Ne is adjusted. It is noted here that when the acceleration pedal 51 is not depressed (acceleration opening degree Ac is zero), the engine rotation speed Ne is kept to be the idle rotation speed (for example 700 r.p.m.).
  • the control portion 10 calculates the clutch transmitting torque Tc that is the amount that the clutch can transmit to the transmission input shaft 41 from the output shaft 21 by referencing the clutch stroke Cl detected by the clutch sensor 54 to the clutch transmitting torque mapping data which represents the relationship between the clutch stroke Cl and the clutch transmitting torque Tc illustrated in Fig. 2 .
  • the control portion 10 calculates the vehicle speed V based on the transmission output shaft rotation speed No detected by the transmission output shaft rotation speed sensor 46.
  • the control portion 10 calculates the clutch difference rotation speed ⁇ c which corresponds to the difference rotation speed of the clutch 3by subtracting the transmission input shaft rotation speed Ni detected by the transmission input shaft rotation speed sensor 43 from the engine rotation speed Ne detected by the engine rotation speed sensor 23.
  • the clutch difference rotation speed ⁇ c is the difference rotation speed of the clutch 3, i.e., the difference rotation speed between the output shaft 21 and the transmission input shaft 41.
  • the vehicular drive apparatus 1 is a structure which includes the engine 2, clutch 3, manual transmission 4, control portion 10, clutch pedal 53, clutch sensor 54, master cylinder 55, acceleration pedal 51, acceleration sensor 52, brake pedal 56, brake sensor 57 and hydraulic pressure conduit 58.
  • the torque-down control is a control where the engine torque Te as shown with a bold line in Fig. 3 is decreased ("1" in Fig. 3 ) in comparison with the engine torque Te (torque illustrated with a dot chain line in Fig. 3 ) according to the required engine torque Ter calculated based on the operation of the acceleration pedal 51 by the operator of the vehicle.
  • a sudden increase of the engine rotation speed due to a half clutch operation can be prevented.
  • control portion 10 under the starting state of the vehicle, different from the other states of the vehicle, calculates the start timing engine torque Tes1 based on the formula (1) below.
  • the control portion 10 controls the engine 2 so that the engine torque Te becomes the stat timing engine torque Tes1.
  • Tes ⁇ 1 Tc + Ten + Tk
  • the engine rotation speed decrease torque Ten means a minus (negative) torque which is necessary to decrease the rotation speed of the engine 2 to the target engine rotation speed Net.
  • the maintaining torque Tk means a torque necessary to maintain the target engine rotation speed Net other than the clutch transmitting torque Tc and the engine rotation speed decrease torque Ten, while the torque-down control and the limited torque-down control which will be explained later are executed. This torque is calculated based on a load or the like by an auxiliary machine connected to the output shaft 21 of the engine 2.
  • the start timing engine torque Tes1 is also decreased as the decrease of the clutch transmitting torque Tc.
  • the clutch transmitting torque Tc decreases, the start timing engine torque Tes1 decreases before the rising of the engine rotation speed Ne (1 in Fig. 3 ).
  • unnecessary increase of the engine rotation speed Ne can be prevented. This will be explained further in detail according to the flowchart shown in Fig. 4 .
  • the clutch/engine cooperative control is explained hereinafter using the flowchart in Fig. 4 .
  • the clutch/engine cooperative control starts and the program goes to the step S11.
  • step S11 when the control portion 10 judges that the brake pedal 56 is not depressed and the brake device 19 does not generate the braking force (Brake OFF) (S11; YES) based on the detection signal from the brake sensor 57, the control portion 10 advances the program to the step S12. On the other hand, when the control portion 10 judges that the brake pedal 56 is depressed and the brake device 19 generates the braking force (Brake ON), (S11; NO), the control portion 10 advances the program to the step S18.
  • step S12 when the control portion 10 judges that the clutch transmitting torque Tc is not zero (clutch 3 is not completely disconnected) based on the detection signal from the clutch sensor 54 (S12; YES), the control portion 10 advances the program to the step S13. On the other hand, when the control portion 10 judges that the clutch transmitting torque Tc is zero (clutch 3 is completely disconnected) (S12; NO), the control portion 10 advances the program to the step S18.
  • step S13 when the control portion 10 judges that the vehicle speed V is equal to or less than a predetermined speed (such as for example, 20 km/h) (S13; YES), the control portion 10 advances the program to the step S14 and the control portion 10 judges that the vehicle speed V is faster than the predetermined speed (S13; NO), the control portion 10 advances the program to the step S18.
  • a predetermined speed such as for example, 20 km/h
  • step S14 when the control portion 10 judges that the clutch difference rotation speed ⁇ c is equal to or more than a first defined difference rotation speed A (for example, 500 r.p.m.) based on the detection signal outputted from the engine rotation speed sensor 23 and the transmission input shaft rotation speed sensor 43 (S14; YES), the control portion 10 advances the program to the step S15. Further, when the control portion 10 judges that the clutch difference rotation speed ⁇ c is less than the defined difference rotation speed A (S14; NO), the control portion 10 advances the program to the step S18.
  • a first defined difference rotation speed A for example, 500 r.p.m.
  • the control portion 10 judges that the engine rotation speed Ne is equal to or more than a first defined rotation speed N1 (for example 2500rpm)
  • the control portion 10 advances the program to the step S16.
  • the control portion 10 judges that the engine rotation speed Ne is less than the first defined rotation speed N1 and equal to or more than the second defined rotation speed N2
  • the control portion 10 advances the program to the step S17.
  • the control portion judges that the engine rotation speed Ne is less than the second defined rotation speed N2
  • the program goes to the step S18. It is noted here that the second defined rotation speed N2 is set to be slower than the first defined rotation speed N1.
  • step S16 the control portion 10 executes the torque-down control.
  • This torque-down control will be explained with reference to the flowchart shown in Fig. 5 .
  • the program returns to the step S11.
  • step S17 the control portion 10 executes the limited torque-down control.
  • This limited torque-down control will be explained with reference to the flowchart shown in Fig. 9 .
  • the program returns to the step S11.
  • the control portion 10 finishes either one of the controls of the torque-down control and the limited torque-down control which has been started. Then the control portion 10 executes the normal engine control. In other words, the control portion 10 controls the engine 2 so that the engine torque Te becomes the required engine torque Ter calculated based on the operation of the acceleration pedal 51 by the operator of the vehicle. After the process of the step S18 finished, the program returns to the step S11.
  • the torque-down control will be explained hereinafter with reference to the flowchart in Fig. 5 .
  • the program goes to the step S16-1.
  • the control portion 10 calculates the clutch transmitting torque Tc by referencing the clutch stroke Cl detected by the clutch sensor 54 to the clutch transmitting torque mapping data shown in Fig. 2 . After the process of the step S16-1 finished, the program goes to the step S16-2.
  • the control portion 10 calculates the engine rotation speed decrease torque Ten. More specifically, the control portion 10 calculate the engine rotation speed decrease torque Ten by referencing the engine difference rotation speed which is obtained by subtracting the current engine rotation speed Ne from the target engine rotation speed Net to the engine rotation speed decrease torque calculating data as shown in Fig. 6 . It is noted that in this embodiment, the target engine rotation speed Net is set to be the first defined rotation speed N1.
  • the engine rotation speed decrease torque Ten is set to be zero (0).
  • the larger the absolute value obtained by subtracting the engine rotation speed decrease torque Ten from the target engine rotation speed Net is, i.e., the faster the current engine rotation speed Ne is than the target engine rotation speed Net, the larger the absolute value of the engine rotation speed decrease torque Ten is set.
  • the control portion 10 calculates the maintaining torque Tk.
  • the maintaining torque Tk means a torque necessary for maintaining the target engine rotation speed Net other than the clutch transmitting torque Tc and the engine rotation speed decrease torque Ten.
  • the calculation of the maintaining torque is explained using the flowchart of the maintaining torque calculation process as shown in Fig. 7 .
  • the program goes to the step S31.
  • the control portion 10 calculates the engine friction torque Tef based on the current oil temperature "t" and the current engine rotation speed Ne. After the process of the step S31, the program goes to the step S32.
  • the control portion 10 calculates the auxiliary machine torque Ta.
  • the auxiliary machine torque Ta is a torque necessary for driving an auxiliary machine which is connected to the output shaft 21 of the engine 2 and is represents the total torque of the friction torque and the inertia torque of the auxiliary machine.
  • a method for calculating a compressor auxiliary machine torque Tac of a compressor 27a of an air-conditioner 27 will be explained hereinafter as an example of an auxiliary machine.
  • the control portion 10 calculates the compressor auxiliary machine torque Tac by referencing the current engine rotation speed Ne to the "compressor auxiliary machine torque calculating data" shown in Fig. 8 which represents the relationship between the engine rotation speed and the compressor auxiliary machine torque.
  • the compressor auxiliary machine torque Tac is set to be greater as the engine rotation speed Ne becomes faster. Further, the compressor auxiliary machine torque Tac is largely set where the air-conditioner is ON, as compared to the case where the air-conditioner is OFF.
  • the compressor auxiliary machine torque Tac is calculated by performing a linear interpolation on the compressor auxiliary machine torques corresponding to the engine rotation speeds neighboring to the current engine rotation speed Ne at both sides thereof, when the current engine rotation speed Ne is between the engine rotation speeds defined in the compressor auxiliary machine torque calculating data indicated in Fig. 8 .
  • the control portion 10 calculates a generator auxiliary torque Tag of the generator 26 which is another example of the auxiliary machines and an auxiliary machine torque of the auxiliary machine connected to the output shaft 21 of the engine 2.
  • the control portion 10 calculates the auxiliary machine torque Ta by summing up the compressor auxiliary machine torque Tac and the generator auxiliary machine torque Tag and so on. After the process of the step S32, the program goes to the step S33.
  • the control portion 10 calculates the adjusting torque " ⁇ ".
  • the adjusting torque ⁇ is a necessary torque other than the engine friction torque Tef and the auxiliary machine torque Ta and is calculated based on the information regarding the engine rotation speed Ne and the like.
  • the control portion 10 calculates the maintaining torque Tk based on the following formula (2).
  • Tk Tef + Ta + T ⁇
  • the control portion 10 calculates the start timing engine torque Tes1 based on the formula (1) above. After the process of the step S116-4, the program goes to the step S16-5.
  • step S16-5 when the control portion 10 judges that the start timing engine torque Tes1 is smaller than the required engine torque Ter (S16-5; YES), the program goes to the step S16-6 and when the control portion 10 judges that the start timing engine torque Tes1 is equal to or more than the required engine torque Ter (S16-5; NO), the program goes to the step S16-7.
  • the control portion 10 controls the throttle valve 22, fuel injection device 28 and the ignition device so that the engine torque Te which the engine 2 generates becomes the start timing engine torque Tes1 calculated at the step S16-4.
  • the program returns to the step S11 in Fig. 4 .
  • the control portion 10 controls the throttle valve 22, fuel injection device 28 and the ignition device so that the engine torque Te which the engine 2 generates becomes the required engine torque Ter.
  • the program returns to the step S11 in Fig.4 .
  • the limited torque-down control will be explained hereinafter with reference to the flowchart shown in Fig. 9 .
  • the program goes to the step S17-1.
  • the control portion 10 calculates the start timing engine torque Tes1. It is noted that the method for calculating the start timing engine torque Tes1 is the same as the method described in the steps S16-1 through S16-4 of the torque-down control indicated in Fig. 5 . After the process of the step S17-1, the program goes to the step S17-2.
  • the control portion 10 corrects the start timing engine torque Tes1 based on the current engine torque Ne.
  • the detail thereof will be explained hereinafter.
  • step S17-3 when the control portion 10 judges that the corrected start timing engine torque Tes2 is smaller than the required engine torque Ter (S17-3; YES), the program goes to the step S17-4 and when the control portion 10 judges that the corrected start timing engine torque Tes2 is equal to or more than the required engine torque Ter (S17-3; NO), the program goes to the step S17-5.
  • the control portion 10 controls the throttle valve 22, fuel injection device 28 and the ignition device so that the engine torque Te which the engine 2 generates becomes the corrected start timing engine torque Tes2 calculated at the step S17-2.
  • the program returns to the step S11 in Fig. 4 .
  • the control portion 10 controls the throttle valve 22, fuel injection device 28 and the ignition device so that the engine torque Te which the engine 2 generates becomes the required engine torque Ter.
  • the program returns to the step S11 in Fig. 4 .
  • the judgment at the step S12 in Fig. 4 is "YES"
  • the clutch difference rotation speed ⁇ c is equal to or more than the defined difference rotation speed A (for example, 500 r.p.m.)
  • the judgment at the step S14 is "YES”.
  • the engine rotation speed Ne is less than the second defined rotation speed N2 (for example, 2000 r.p.m.)
  • the program goes to the step S18 based on the judgment at the step S14to execute normal control.
  • the program goes to the step S17 and the limited torque-down control starts. Then, under the limited torque-down control, when the corrected start timing engine torque Tes2 is judged to be larger than the required engine torque Ter (S17-3 in Fig. 9 ; YES), the engine 2 is controlled so that the engine torque becomes the corrected start timing engine torque Tes2.
  • the program goes to the step S16 to start the limited torque-down control.
  • the start timing engine torque Tes1 is judged to be larger than the required engine torque Ter (S16-5 in Fig. 5 : YES)
  • the engine 2 is controlled so that the engine torque becomes the start timing engine torque Tes1.
  • the program goes to the step S17 by the judgment at the step S14 in Fig. 14 to start the limited torque-down control.
  • the corrected start timing engine torque Tes2 is judged to be larger than the required engine torque Ter (S17-3 in Fig. 9 : YES)
  • the engine 2 is controlled so that the engine torque Te becomes the corrected start timing engine torque Tes2.
  • the control portion 10 calculates the start timing engine torque Tes1 based on the clutch transmitting torque Tc at the step S16-4 in Fig. 5 . Further, the control portion 10 (engine control means) controls the engine 2 so that the engine torque Te agrees with the start timing engine torque Tes1 at the step S16-6 in Fig. 5 , when the clutch difference rotation speed ⁇ c is judged to be equal to or more than the defined difference rotation speed A, at which the clutch 3 is in the half clutch state (S14 in Fig. 4 : judged to be YES) and the engine rotation speed Ne is judged to be equal to or more than the first defined rotation speed N1 (by the judgment at the step S15 to proceed to the step S16).
  • the engine 2 is controlled to output the start timing engine torque Tes1 which is calculated corresponding to the clutch transmitting torque Tc when the engine rotation speed Ne becomes equal to or more than the first defined rotation speed N1.
  • the start timing engine torque Tes1 also decreases. Therefore, the start timing engine torque Tes1 decreases before the rising of the engine rotation speed Ne due to the decrease of the clutch transmitting torque when the engine rotation speed Ne is equal to or more than the first defined rotation speed N1. This can prevent the excess rising of the engine rotation speed Ne.
  • control portion 10 calculates the engine rotation speed decrease torque Ten at the step S16-2 in Fig. 5 .
  • the control portion 10 calculates the start timing engine rotation speed Tes1 by adding the engine rotation speed decrease torque Ten according to the formula (1) above at the step S16-4 in Fig. 5 .
  • start timing engine torque Tes1 is calculated to have a value smaller by the engine rotation speed decrease torque Ten which decreases the engine rotation speed Ne at the torque-down control. Therefore when the engine rotation speed Ne is equal to or more than the first defined rotation speed N1, the engine rotation speed Ne can be decreased to surely prevent the excess rising of the engine rotation speed Ne.
  • control portion 10 (maintaining torque calculating means) calculates the maintaining torque Tk based on the load acting on the engine 2 in the maintaining torque calculating process shown in Fig. 7 . Then, the control portion 10 (start timing engine torque calculating means) calculates the start timing engine torque Tes1 by adding the maintaining torque Tk at the step S16-4 in Fig. 5 .
  • the start timing engine torque Tes1 is calculated by adding the decrease of the load when, for instance, the auxiliary machine driven by the engine 2 is stopped to decrease the load on the engine 2. This can surely prevent the excess rising of the engine rotation speed Ne.
  • control portion 10 controls the engine 2 so that the engine torque Te becomes the required engine torque Ter when the required engine torque Ter is equal to or less than the start timing engine torque Tes1 or Tes2 (S16-5 in Fig. 5 or S17-3 in Fig. 9 : NO).
  • the engine 2 is controlled to output the required engine torque Ter which reflects the intention of the operator of the vehicle.
  • This control can prevent the operator of the vehicle from having an unpleasant feeling because the engine torque Te and the intention of the operator do not deviate from each other. At the same time excess rising of the engine rotation speed Ne can be prevented.
  • control portion 10 calculates the corrected start timing engine torque Tes2 which receives more influence from the start timing engine torque Tes1than the required engine torque Ter, as the more the engine rotation speed Ne approximates closer to the first defined rotation speed N1from the second defined rotation speed N2 at the step S17-2 in Fig. 9 based on the required engine torque Ter and the start timing engine torque Tes1, when the engine rotation speed Ne is judged to be less than the first defined rotation speed N1 and equal to or more than the second defined rotation speed N2 (Judgment to proceed to the step S17 at the step S15 in Fig. 4 ).
  • the control portion 10 executes the limited torque-down control so that the engine 2 outputs the corrected start timing engine torque Tes2.
  • the engine control is transferred from the normal control to the torque-down control via the limited torque-down control where the influence of the torque-down control is gradually increasing. This can prevent the sudden change of the engine torque Te to thereby prevent the operator from feeling unpleasantly.
  • the clutch stroke Cl which corresponds to the operating amount of the clutch pedal 53 is detected by the clutch sensor 54 (clutch transmitting torque obtaining means).
  • the control portion 10 obtains the clutch transmitting torque Tc by referencing the clutch stroke Cl to the clutch transmitting torque mapping data shown in Fig. 2 .
  • the clutch transmitting torque Tc can be surely obtained with a simple structure and a simple method.
  • control portion 10 calculates the engine rotation speed decrease torque to be zero (0) at the step S16-2 in Fig. 5 , when the current engine rotation speed Ne is slower than the target engine rotation speed Net.
  • the excess drop of the engine rotation speed Ne can be avoided to prevent the operator of the vehicle from feeling uncomfortable and also to prevent generation of an engine stall.
  • control portion 10 calculates the absolute value of the engine rotation speed decrease torque Ten such a manner that the faster the current engine rotation speed Ne is than the target engine rotation speed Net, the larger the absolute value of the engine rotation speed decrease torque Ten becomes. This means that the calculation is made in such a manner that the more the current engine rotation speed Ne increases to deviate from the target engine rotation speed Net, the larger the absolute value of the engine rotation speed decrease torque Ten becomes. Accordingly, the engine rotation speed Ne which becomes faster than the target engine rotation speed Net can be surely decreased to the target engine rotation speed Net to prevent excess rising of the engine rotation speed Ne.
  • the control portion 10 executes the normal control at the step S18. Therefore, if the operator of the vehicle should perform a half clutch operation while the vehicle is running with a vehicle speed V faster than the predetermined speed after the vehicle start, the execution of the torque-down control and the limited torque-down control can be prevented. Therefore, giving an unpleasant feeling to the operator of the vehicle can be prevented.
  • the control portion 10 calculates the engine rotation speed decrease torque Ten by the following method instead of using the engine rotation speed decrease torque calculating data.
  • the control portion 10 calculates the engine rotation speed change ⁇ e which is the change of the engine rotation speed Ne per unit time. More specifically, the time Tn necessary for decreasing the engine rotation speed to the target engine rotation speed Net from the current engine rotation speed Ne is calculated. This time Tn can be calculated based on the engine friction torque Tef.
  • control portion 10 calculates the engine rotation speed change ⁇ e by dividing the value obtained by subtracting the current engine rotation speed Ne from the target engine rotation speed Net by the necessary time Tn.
  • control portion calculates the engine rotation speed decrease torque Ten based on the following formula (10).
  • Ten le ⁇ ⁇ e
  • the engine inertia le is a moment of inertia of a rotation member of the engine 2.
  • Such rotation member of the engine 2 includes crank shaft, con-rod, piston, output shaft 21, flywheel 31, clutch cover 33, pressure plate 35 and diaphragm spring 34.
  • the engine inertia le is predetermined in advance.
  • the target engine rotation speed Net is set to be the first defined rotation speed N1.
  • the target engine rotation speed Net may be set to be the second defined rotation speed N2 or to be a rotation speed other than these defined rotation speeds.
  • operating force of the clutch pedal 53 is transmitted to the release bearing through the master cylinder 55, hydraulic pressure conduit 58 and slave cylinder 38.
  • the operation force of the clutch pedal 53 may be transmitted to the release bearing 37 through the mechanical elements such as wire, rod and gears.
  • the corrected start timing engine torque Tes2 is calculated by proportionally distributing the required engine torque Ter and the start timing engine torque Tes1 according to the proportional ratio calculated using the rotation difference between the current engine rotation speed and the first defined rotation speed N1 and the rotation difference between the current engine rotation speed and the second defined rotation speed N2 based on the formula (5) above.
  • the corrected stat timing engine torque Tes2 may be calculated so that the closer the engine rotation speed Ne approximates to the first defined rotation speed N 1 from the second defined rotation speed N2, the more the engine rotation speed Ne receives influence from the start timing engine torque Tes1 than from the required engine torque Ter.
  • the clutch transmitting torque Tc is calculated by referencing the clutch stroke Cl detected by the clutch sensor 54 to the clutch torque transmitting torque mapping data which represent the relationship between the clutch stroke Cl and the clutch transmitting torque Tc as shown in Fig. 2 .
  • the clutch transmitting torque Tc is presumed based on the change amount of the clutch stroke Cl per unit time and then the required engine torque Ter is presumed thereby.
  • the clutch transmitting torque Tc is calculated based on the detection signal from the clutch sensor 54.
  • the clutch transmitting torque Tc may be calculated based on the information such as, the engine inertia, the engine friction torque, the rotation speed of the transmission input shaft 41 at the time the engagement starts, the current rotation speed of the transmission input shaft 41 and a time elapsed from the start of the engagement.
  • the clutch sensor 54 detects the stroke amount of the master cylinder 55.
  • the clutch sensor 54 may be a sensor which detects the operating amount of the clutch pedal 53, master pressure of the master cylinder 55, the stroke or the hydraulic pressure of the slave cylinder 38 or the stroke amount of the release bearing 37.
  • the control portion 10 calculates the vehicle speed V based on the transmission output shaft rotation speed No detected by the transmission output shaft rotation speed sensor 46.
  • the control portion 10 may calculate the vehicle speed V based on the vehicle wheel rotation speed which is detected by the vehicle wheel speed sensor which detects the wheel rotation speed of the vehicle, or a sensor which detects the rotation speed of an axis rotating in association with the vehicle wheel.
  • an oil temperature of the lubrication oil lubricating the engine 2 is detected by the oil temperature sensor 25.
  • the oil temperature may be presumed based on the detection signal from the water temperature sensor which detects the water temperature of cooling water circulating through the engine 2.
  • the clutch operating member for transmitting the operating force of the operator of the vehicle to the clutch 3 includes is the clutch pedal 53.
  • the clutch operating member is not limited to the clutch pedal 53, but a clutch lever may be used as the clutch operating member.
  • acceleration pedal 51 for adjusting the acceleration opening degree Ac for example, acceleration grip for adjusting the acceleration opening degree Ac may be used.
  • the vehicular drive apparatus according to the embodiment can be apparently used for a motor cycle or other vehicles.
  • a single unit control portion 10 controls the engine 2 and at the same time executes the clutch/engine cooperative control as shown in Fig. 4 .
  • an engine control portion controls the engine 2 and the control portion 10 connected to the engine control portion through a communication means such as CAN (Controller Area Network) executes the clutch/engine cooperative control.
  • CAN Controller Area Network
  • the vehicle includes a manual transmission 4.
  • the technical idea of this invention can be applied to a vehicle which does not includes a manual transmission but includes an input shaft which is rotatable in association with the rotation of the drive wheels 18R and 18L and connected to the clutch disc 32.
  • the invention is applied to the timing of the start of the vehicle, but the invention is applicable to the driving under a very slow vehicle speed situation where an excess dropping of the engine rotation speed is prevented by using the half-clutch operation to appropriately slide the clutch where the vehicle is running in a heavy traffic jam or the vehicle is under garage parking.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Hybrid Electric Vehicles (AREA)
EP13849221.0A 2012-10-25 2013-09-24 Antriebsvorrichtung für ein fahrzeug Withdrawn EP2913505A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012235364A JP5849929B2 (ja) 2012-10-25 2012-10-25 車両用駆動装置
PCT/JP2013/075759 WO2014065062A1 (ja) 2012-10-25 2013-09-24 車両用駆動装置

Publications (2)

Publication Number Publication Date
EP2913505A1 true EP2913505A1 (de) 2015-09-02
EP2913505A4 EP2913505A4 (de) 2016-04-20

Family

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EP13849221.0A Withdrawn EP2913505A4 (de) 2012-10-25 2013-09-24 Antriebsvorrichtung für ein fahrzeug

Country Status (6)

Country Link
EP (1) EP2913505A4 (de)
JP (1) JP5849929B2 (de)
CN (1) CN104736823A (de)
BR (1) BR112015008382A2 (de)
IN (1) IN2015DN03777A (de)
WO (1) WO2014065062A1 (de)

Cited By (2)

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EP3715609A4 (de) * 2017-11-22 2020-12-16 Nissan Motor Co., Ltd. Verbrennungsmotorsteuerungsverfahren und verbrennungsmotorsteuerungsvorrichtung
EP3715610A4 (de) * 2017-11-22 2020-12-16 Nissan Motor Co., Ltd. Verbrennungsmotorsteuerungsverfahren und verbrennungsmotorsteuerungsvorrichtung

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6070500B2 (ja) * 2013-10-04 2017-02-01 トヨタ自動車株式会社 内燃機関の制御装置
CN114060507B (zh) * 2021-11-15 2023-03-24 安徽江淮汽车集团股份有限公司 一种自动变速箱的起步控制方法及装置

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US6561948B2 (en) * 2000-12-13 2003-05-13 Eaton Corporation Control for transmission system utilizing centrifugal clutch
DE10105321A1 (de) * 2001-02-02 2002-08-08 Daimler Chrysler Ag Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
EP1428716A3 (de) * 2002-12-12 2008-10-15 Toyota Jidosha Kabushiki Kaisha Vorrichtung zur Steuerung der Leistung eines Verbrennungsmotors und der Kuppung
JP4360221B2 (ja) * 2004-02-06 2009-11-11 いすゞ自動車株式会社 車両用動力伝達装置の制御装置
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JP2007112258A (ja) * 2005-10-19 2007-05-10 Nissan Motor Co Ltd ハイブリッド駆動装置のエンジン始動制御装置
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JP4876908B2 (ja) 2006-12-26 2012-02-15 アイシン精機株式会社 自動車の発進制御装置
DE102007023857B4 (de) * 2007-05-23 2018-06-21 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Reduzierung des Motormoments in Kraftfahrzeugen
JP5510702B2 (ja) * 2009-07-07 2014-06-04 アイシン・エィ・ダブリュ株式会社 ハイブリッド駆動装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3715609A4 (de) * 2017-11-22 2020-12-16 Nissan Motor Co., Ltd. Verbrennungsmotorsteuerungsverfahren und verbrennungsmotorsteuerungsvorrichtung
EP3715610A4 (de) * 2017-11-22 2020-12-16 Nissan Motor Co., Ltd. Verbrennungsmotorsteuerungsverfahren und verbrennungsmotorsteuerungsvorrichtung
US11041451B2 (en) 2017-11-22 2021-06-22 Nissan Motor Co., Ltd. Internal combustion engine control method and internal combustion engine control device
US11378024B2 (en) 2017-11-22 2022-07-05 Nissan Motor Co., Ltd. Internal combustion engine control method and internal combustion engine control device

Also Published As

Publication number Publication date
JP5849929B2 (ja) 2016-02-03
EP2913505A4 (de) 2016-04-20
WO2014065062A1 (ja) 2014-05-01
CN104736823A (zh) 2015-06-24
BR112015008382A2 (pt) 2017-07-04
JP2014084814A (ja) 2014-05-12
IN2015DN03777A (de) 2015-10-02

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