WO1986005747A1 - Starting control apparatus for automatic speed change gears - Google Patents

Starting control apparatus for automatic speed change gears Download PDF

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Publication number
WO1986005747A1
WO1986005747A1 PCT/JP1986/000151 JP8600151W WO8605747A1 WO 1986005747 A1 WO1986005747 A1 WO 1986005747A1 JP 8600151 W JP8600151 W JP 8600151W WO 8605747 A1 WO8605747 A1 WO 8605747A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
engine
speed
target
rotation speed
Prior art date
Application number
PCT/JP1986/000151
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
Toshiaki Tateno
Shigeki Fukushima
Tomoyuki Iwamoto
Original Assignee
Mitsubishi Jidosha Kogyo Kabushiki Kaisha
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
Priority claimed from JP1985044892U external-priority patent/JPH062827Y2/ja
Priority claimed from JP60074502A external-priority patent/JPS61232932A/ja
Priority claimed from JP60076638A external-priority patent/JPS61235239A/ja
Priority claimed from JP1985108258U external-priority patent/JPS6216855U/ja
Priority claimed from JP1985150071U external-priority patent/JPH0512097Y2/ja
Priority claimed from JP1985150070U external-priority patent/JPH062830Y2/ja
Application filed by Mitsubishi Jidosha Kogyo Kabushiki Kaisha filed Critical Mitsubishi Jidosha Kogyo Kabushiki Kaisha
Priority to DE3690165A priority Critical patent/DE3690165C2/de
Priority to GB8628252A priority patent/GB2190454B/en
Publication of WO1986005747A1 publication Critical patent/WO1986005747A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/56—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the main clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/022—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H2059/003—Detecting or using driving style of a driver, e.g. for adapting shift schedules
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H2059/006—Overriding automatic control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H2059/082—Range selector apparatus with different modes
    • F16H2059/084—Economy mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H2059/082—Range selector apparatus with different modes
    • F16H2059/085—Power mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/682—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings with interruption of drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements

Definitions

  • Kikko is controlled by electronically controlling the stroke of a friction clutch interposed between the engine and the transmission via an actuator.
  • the transmission position of the automatic transmission is electronically controlled via gear position switching means.
  • the present invention also relates to a duty control circuit of an automatic transmission for outputting a pulse signal to a solenoid valve for operating a clutch actuator of a vehicle.
  • the clutch unit used in the automatic transmission is operated by a fluid guided from a high-pressure fluid source, and the supply of the fluid is controlled by a solenoid valve. .
  • a duty control circuit is connected to such a solenoid valve.
  • the solenoid valve opens and closes in accordance with the duty ratio of the pulse output from this circuit, and the amount of operation of the clutch actuator can be controlled to increase or decrease.
  • the clutch can gradually suppress its joining state. That is, it is desirable to finely adjust the displacement position in the direction of contact with the clutch when the vehicle starts and shifts.
  • noise signals having different duty ratios are oscillated using a plurality of oscillation circuits arranged in parallel. In some cases, a pulse signal with a desired duty ratio is selected in a timely manner. Disclosure of the invention
  • a start control device of an automatic transmission that can smoothly and automatically achieve a shift operation by electronic control using a conventional drive system as it is.
  • the porpose is to do .
  • a start control device for an automatic transmission includes an engine control means for controlling an increase and a decrease in the number of revolutions of an engine, and a clutch connected to an output ⁇ of the engine. ,
  • An operation control means for controlling the operation of the actuator unit and the shift position switching means, and a target engine corresponding to an accelerator depression amount from the operation state detecting means.
  • Output of rotation speed ⁇ ⁇ Engine rotation speed output means The start determination means for determining whether or not to operate the shift position switching means at the start position based on a signal from the rotation state detection means, and when the start determination means determines the start position, The engine pseudo signal voltage obtained based on the target engine speed and the current engine speed detected by the operating state detecting means is controlled by the engine control. By outputting to the means, the current engine The engine rotation speed increasing means for increasing the rotation speed to the target engine rotation speed, and the clutch in response to a signal from the engine rotation speed increasing means. It moves from the shut-off state to the kneading state.
  • the clutch moving means that outputs a signal to the operation control means, and the engine speed by the engine speed increasing means
  • the clutch connection determination means and the clutch connection determination means When the above clutch position detecting means detects that the clutch is completely connected, the above engine outputs a signal for stepwise decomposing the accelerator pseudo signal voltage.
  • the present invention is characterized in that an access signal pseudo signal voltage output to control means is provided.
  • the clutch is operated by means of an operation control means, and is operated via a clutch actuator, which transmits the driving force from the engine to the parallel-type gear transmission or A cut-off is made.
  • the operation control means controls the operating characteristics of the clutch actuator to transmit the driving force with less shifting, but is interlocked with the operation of the clutch.
  • the shift position switching means is actuated by the operation control means, and the optimal shift state is automatically selected. It's crazy. This shift operation is performed based on the driver's intention and the traveling conditions of the vehicle set in advance.
  • the engine rotation speed increasing means sets the engine rotation speed when the engine rotation speed approaches the target engine rotation speed in accordance with the accelerator depression amount. Unnecessary increase in the number is eliminated, and the synchronous rotation determination means determines the synchronous rotation between the engine rotation speed and the clutch rotation speed at the point where the engine rotation speed peaks.
  • the clutch connection determination means achieves an ideal clutch connection state according to the synchronization state, so that the start can be performed smoothly even if it is a fine start. I am doing it. Note that the accelerator pseudo signal voltage is gradually released in steps at the end of departure to prevent a sudden change in engine rotation by the accelerator pseudo signal voltage step release means. To go
  • the number of duty ratios that change step by step is regulated by the number of timer circuits and the like. It is almost difficult to further increase the number of pulse signals with different duty ratios.
  • the external components forming each oscillation circuit are liable to include errors between components and differences in temperature characteristics, and are liable to vary in duty ratio.
  • Another object of Taikiki is to provide a duty control circuit in an automatic transmission that can divide the stepwise change of the duty ratio more finely than before. It is in .
  • the invention An oscillator to be generated, and a counter for outputting the number of counts by repeating the zero from the reference pulse at each set count cycle.
  • a control unit that outputs a duty ratio constant signal so that the solenoid valve for operating the clutch actuator of the automatic transmission is opened and closed at a predetermined duty ratio in a timely manner.
  • a comparator that outputs a pulse width signal each time the number of counts exceeds the number of duty cycles, and an electromagnetic wave determined by the control unit.
  • a logic circuit that outputs a pulse signal having a duty ratio corresponding to the pulse width signal to the solenoid valve while receiving the valve operation signal is employed.
  • FIG. 1 is a schematic configuration diagram of an automatic transmission according to a first embodiment of the present invention
  • FIG. 2 is a conceptual diagram showing an example of the shift pattern
  • FIGS. (b) its D p les emissions di- and D epsilon les down di sheet oice Ma Tsu grayed La off to an example of a flop representing, respectively Re its, Fig. 4 for the de-menu Te I rate determination of their
  • a graph representing an example of the map Fig. 5 to Fig. 9 (a), (b), (c), (d), (e), (f), (g), (h) are the control programs.
  • Fig. 10 is a flowchart showing an example of the change over time of the engine speed and the clutch speed during the gear shift
  • Fig. 10 is a flowchart showing an example of the change over time of the engine speed and the clutch speed during the gear shift
  • Fig. 10 is a flowchart showing an example of the change over time of the engine speed and the clutch speed during the gear shift
  • FIG. 14 is a graph showing the relationship between the degree of rotation and the target engine speed corresponding to the degree of opening of the rear accelerator according to the modification of the first embodiment.
  • FIG. 15 is a graph showing the relationship between the engine rotation speed and a voltage value that gives the number of tillage when no load is applied, and
  • FIG. 18 is a graph showing the second embodiment of the present invention.
  • Schematic diagram of an automatic transmission FIG. 1 is a conceptual diagram showing an example of the shift pattern, and FIG.
  • FIGS. 18 is a graph showing an example of the shift characteristic between the Dp range and the DE range.
  • FIGS. 19 (a) and (b) to FIGS. 22 (a), (b) and (c) are flow charts showing an example of the control program, and FIG. 23 is the engine during the speed change. A graph showing the range of the rate of change of the engine rotation speed.
  • FIGS. 24 (a), (b) and (c) are flow charts showing an example of a control program in the third embodiment.
  • Fig. 25 is a graph showing an example of a target clutch stroke corresponding to the accelerator opening and a map for determining the target engine speed.
  • Fig. 28 (a), (b), and (c) are flow charts showing an example of the control program in the fourth embodiment, and Fig.
  • Fig. 28 is a schematic configuration diagram of a duty control circuit as another embodiment of the invention
  • Fig. 29 is a waveform for explaining the operation of the above-mentioned circuit. Each figure is shown. Best mode for carrying out the invention
  • this automatic transmission is a diesel engine (hereinafter referred to as a diesel engine).
  • a diesel engine hereinafter referred to as a diesel engine
  • ⁇ 3 ⁇ 4 simply referred to as an engine
  • U The torque of 13 is received via a mechanical friction clutch (hereinafter simply abbreviated simply as a clutch) 15 It is mounted over the gear type transmission 17.
  • the engine 11 is provided with a fuel injection pump (hereinafter simply referred to as an injection pump) 21 having an input shaft 13 that rotates at a rotation speed of the output ⁇ 13.
  • An electromagnetic actuator 25 is connected to the contact opening 23 of the injection pump 21, and the engine 11 is connected to the input shaft 19.
  • An engine rotation sensor 27 for generating a rotation speed signal of the output No. 13 is provided.
  • the clutch 15 presses the clutch plate 31 against the flywheel 29 by a well-known clamping means (not shown), and presses the clutch plate.
  • the clamping means operates in the release direction, and the clutch 15 changes from the connection state to the cutoff state.
  • the clutch 15 has a clutch stroke detecting a cut-off state or a connection state of the clutch ⁇ based on a clutch stroke ⁇ -clamp amount.
  • a clutch sensor 37 may be used instead.
  • the input speed 33 of the gear-type transmission 17 is provided with a rotation speed of this input speed 33 (hereinafter, referred to as a clutch rotation speed).
  • a service 41 is provided.
  • An air passage 43 is connected to the air cylinder 33, and is constructed via a check valve 45 in a pair of air tanks 47, 49 serving as a high-pressure air source. .
  • a solenoid valve 51 As an opening / closing means for controlling the supply duty of the operating air, and a duct for opening the inside of the cylinder 33 to the atmosphere.
  • a solenoid valve 53 that is open when energized and that is controlled by a valve, and a solenoid valve (not shown) that is closed when energized and that opens the air inside the air cylinder 33 only when the vehicle is running.
  • a solenoid valve (not shown) that is closed when energized and that opens the air inside the air cylinder 33 only when the vehicle is running.
  • Gear transmissions that achieve each gear stage 17 In order to switch the gear position, the driver operates the change lever 81 to a shift position corresponding to a shift pattern as shown in FIG. 2, for example.
  • the gear shift unit S5 as gear position switching means is operated based on the speed change signal obtained by switching the gear position selection switch 83, and the shift is performed.
  • the gear position is switched to a target gear position corresponding to the pattern, and the gear position is displayed on the gear position indicator 87.
  • R indicates the reverse gear
  • N and neutral 1, 2, 3, 4, and 5 indicate the respective designated gears, D P and D.
  • Ri tail shows any automatic change speed of up to 2-speed or et al 7-speed, D P, optimal gear determination process to Yo Li 2-speed to 7 speed below to select the D E-les-down di Is automatically determined based on the driving conditions of the vehicle.
  • the third diagram showing respective speed change region of the Oh Ru D E in Pas follower full automatic transmission Dandea Ru D P and E co Roh Mi over the automatic shift stage (a), rather ⁇ shown in (b)
  • the shift range is different between upshift and downshift, and the shift timing of the 2nd to 7th speeds must be changed to cope with a heavy load on the vehicle.
  • the P range is set to the high-speed side.
  • the gear shift unit 85 has a plurality of solenoid valves (only one is shown in FIG. 1) which is operated by an operation signal from the control unit 71. 73, and high-pressure operating air is supplied from an air tank 47 (43) via the solenoid valve 73, and a select fork (not shown) of the gear type transmission 17 is provided.
  • a pair of power cylinders (not shown) for activating the shift fork and the shift fork.
  • Each of the power cylinders is operated in accordance with an operation signal supplied to the solenoid valve 73.
  • the gear is operated so as to change the engagement mode of the gear type transmission 17 in the order of the select and the shift.
  • a gear position switch 75 as a gear position sensor for detecting each gear position is attached to the gear wheel unit 85, and these gear position switches 75 are provided.
  • These gear position signals are output to the control unit 71.
  • the output ⁇ 77 of the gear type transmission 17 is provided with a vehicle speed sensor 73 for generating a vehicle speed signal, and the accelerator pedal 81 further has a voltage change resistance corresponding to the amount of depression.
  • An AXD load sensor 85 is provided which generates the value as a value, converts it into a digital signal by the AZD converter 83, and outputs the digital signal.
  • the brake pedal 83 is provided with a brake sensor 87 for outputting a high-level pre-gray signal when the brake pedal 83 is depressed.
  • a starter 89 is attached to the engine 11 to fit the ring gear on the outer periphery of the flywheel 23 in a timely manner and start the engine 11.
  • the starter relay 91 is a control 1: Connected to Runut 71.
  • Reference numeral 33 in the figure denotes a micro computer which is attached to the vehicle separately from the control unit 71 and performs various control of the vehicle.
  • the microcomputer 93 gives an actuation signal to the electromagnetic actuator 25 of the injection pump 21 to increase or decrease the fuel.
  • the output shaft 13 of the engine 11 It controls the increase or decrease of the number of rotations (hereinafter referred to as engine speed). That is, the engine speed is increased or decreased according to the output signal as the engine speed increase / decrease signal from the control unit 71.
  • Control unit 71 is a micro computer for exclusive use of automatic transmission, and it is a micro processor (hereinafter referred to as CPU) 95 And the memory 37 and an interface 93 as an input signal processing circuit.
  • the input board 101 of the interface face 99 includes the above-described variable speed selection switch 83, brake sensor 87, and accelerator load sensor. 85, engine rotation sensor 27, clutch rotation speed sensor 41, gear position switch 75, vehicle speed seven sensor 79, and clutch touch sensor 37 ( It is used when detecting the closed or connected state of the clutch 15 in place of the clutch stroke sensor 35) and the clutch stroke sensor. S 35, air sensors 57, 59, and slope start assist switch 1Q3 and 1st speed start switch to be described later. Each output signal is input from the switch # 05.
  • the hill start switch 103 is used to activate a system ( ⁇ below, which is called AUS) to prevent the vehicle from moving backward when the vehicle starts moving uphill.
  • AUS a system
  • the vehicle is controlled while the air supply to the air master 109 of the wheel brake 107 is controlled via a solenoid valve (hereinafter referred to as MVQ) 111.
  • MVQ solenoid valve
  • the output port 113 is composed of the above-mentioned micro-gon computer 33, the starter relay 31, the solenoid valves 53, 55, 73, 111 and the power. Output signals can be sent to these valves by connecting them to the valve 51, respectively.
  • reference numeral 115 denotes a lamp which is lit upon receiving an output from a driving circuit (not shown) when the air pressure of the air tanks 47 and 43 does not reach the set value.
  • the cleaning lamp 117 is a lighting lamp that is illuminated by receiving power when the wear amount of the clutch 15 exceeds a specified value. Is
  • the memory 37 has a read-only ROM for writing programs and data, which are shown as a flowchart in FIGS. 5 to 9, and a read / write ROM. It consists of RAM and. That is, In ROM ', besides the above program, the duty factor ⁇ of the solenoid valve 53 corresponding to the value of the accelerator load signal is mapped in advance as shown in Fig. 4. It is stored, and the corresponding value is read out by referring to this map as appropriate.
  • the above-mentioned shift position selection switch 83 outputs a select signal and a shift signal as a shift signal, and the shift position corresponding to a combination of a pair of these two signals is output.
  • the gear position is output to each solenoid valve 73 of the unit 85, and the gear position is adjusted to the target shift speed corresponding to the shift signal.
  • the gear position signal from the gear position switch 75 is output when the shift is completed, and all the gear position signals corresponding to the select signal and the shift signal are output. It is used to judge whether or not the connection has been made, and to signal whether the connection is normal or abnormal.
  • R ⁇ ⁇ is based on the signals of vehicle speed, accelerator load, and engine rotation.
  • a shift map as shown in FIGS. 3 (a) and 3 (b) for setting the optimal gear position is also stored.
  • step S1 when the program is started, clearing and memory such as memory are performed at the content opening unit 71.
  • the switch 15 When the switch 15 is connected at the correct pressure and in the correct state, the clutch 15 is cut to some extent from this position, and the driving wheel of the vehicle shifts from the rotating state to the stopped state.
  • the start processing step S2
  • step S3 After the start process is completed, input the vehicle speed signal and the clutch rotation speed signal. If the value of the vehicle speed signal exceeds 4 km / h, the gear shift process (Step S3) is determined.If the speed signal value is 4 km / h or less in Step S4, it is determined whether the gear position is N.
  • Step S5 If the gear position is N, turn off the not-shown Re V pilot lamp for reverse display (step S8) and start the vehicle (step S7). If the gear position is other than N, it is determined in step S8 whether the clutch rotation speed Nc is equal to or less than a specified value. If the clutch rotation speed N CL is less than or equal to the predetermined value, the Re 7 pipe lamp is turned off and the vehicle is not started, and the clutch rotation speed N CL is the specified value. If the vehicle speed exceeds S4, it is assumed that the vehicle speed exceeds S4 ka / h, and the speed change process is performed.
  • FIG. 6 (a) in the starting process shown in (b) (scan STEP S2) is input a signal E down di emissions rotational speed New epsilon, stopping its value is e emissions di emissions 11 region
  • step S9 the engine 11 is stopped, and if the engine 11 is stopped, the starting condition of the clutch 15 is checked by the wear state of the clutch 15, the presence or absence of a load, etc. Adjust the L L point accordingly.
  • Step S10 It is determined whether or not (Step S10), that is, if the flag HFLG is 1, it is determined that the LE point correction has been performed at the start.
  • step S17 it is checked whether the air in the main air tank 47 and the emergency air tank 49 has reached the specified pressure. Click (Step S18). If the air has reached the specified pressure, the air lighting lamp 115 is turned off (step S19) and the start process is completed. If the air has not reached the specified pressure, the air lamp 115 is turned on (step S20), and the change lever 81 is set to a position other than N. Investigate whether or not it has been decided by N (step S21).
  • step S15 it is determined whether or not the air in the main tank 47 has reached the specified pressure (step S22)> ⁇ If the pressure has not reached the constant pressure, it is determined whether or not the air in the emergency air tank 49 has reached the prescribed pressure (step S23). If the pressure in the emergency air tank 49 has not reached the specified pressure, the air-lighting lamp 115 is turned on in step S24 to inform the driver of the situation. It informs that the air in the air tank 47 and the emergency air tank 43 is below a constant pressure, and also changes the position and gear of the lever 81.
  • step S25 the gear position of the gear-type transmission 17 should be determined in step S25, for example, in advance, for example, it should be set to 2nd gear). If the air in the emergency air tank 49 has reached a predetermined pressure, the air-warning lamp U5 is turned off (step S28). After the solenoid valve 55 of the air tank 43 is turned on (step S27), the position of the change lever S1 and the gear position are the same. It is determined whether it is 1 e or not (step S25).
  • step S28 it is determined whether or not the position of the gear lever 81 is the same as the gear position (step S25). If the position of the change lever 81 is different from the gear position, it is determined whether or not the clutch 15 is interrupted (step S23). If the clutch 15 is interrupted, the clutch 15 is clicked. The air pressure of the latch 15 is held at the present level (step S30), and a signal for adjusting the gear position to the position of the change lever 81 is output (step S31). It is determined again whether the air pressure in the main air tank 47 is a specified value.
  • step S32 If the clutch 15 is connected, a clutch cutoff signal is output in step S32, and then it is checked again whether the air pressure in the main air tank 47 is constant. to decide .
  • the position of the change lever 81 is the same as the gear position, it is determined whether or not the gear position is at the N position of the neutral (step S33). ), If it is determined that the position is Ni, the solenoid valve 55 is turned off (step S34), and the operation is extended to the main starting routine. If it is determined that the gear position is other than, it is determined whether or not the engine 11 is stopped (step S35), and if the engine 11 is stopped, the clutch is determined.
  • the solenoid valve 55 is turned off and the operation returns to the main starting routine. If the engine 11 is not stopped, the solenoid valve 55 is stopped. Turn off the main 'Soak in 10 tin'.
  • step S37 it is determined whether the gear position is at the N position as shown in Fig. 6 (a) (step S37), and the gear position is at the N position. If oN the re-record over for possible scan data over data is whether or not the value of (the scan STEP S38) again e emissions di emissions rotation number ⁇ ⁇ is Ru Oh to stop the region of the handle down di emissions 11 judgment and, in the case of formic ya position is not in the ⁇ position OFF the re-record over for possible scan data over data (scan STEP S39) again e emissions di down the value of the rotation number ⁇ ⁇ a picture down di It is determined whether or not the vehicle is within the stop area of step 11.
  • step S7 After the start-up process is completed, the vehicle speed signal and the clutch rotation speed signal are read, and if they are below the specified value, the process proceeds to the kissing process (step S7).
  • step S40 the clutch 15 is cut off (step S40), and a relay for outputting an access pseudo signal voltage (not shown) is provided.
  • step S41 the voltage corresponding to the idle to rotate the engine 11 and the ring is set as the pseudo signal voltage V for electromagnetic actuation.
  • step S43 the exhaust brake release relay (not shown)
  • step S44 the counters (steps S45 and S46).
  • Step-up S47 you determine Taka not go down times the rotational speed N E Gae emissions be sampled prevent rotation error emissions di emissions. That is, if the flag ENSTFLG is 1,
  • the gear signal is then read as to whether or not the gear position is N by the select signal.
  • Step S48 This is a problem when the gear position is N.
  • Step S54 the relay for the access pseudo signal voltage output
  • the flag is set to 0 F F (step S55), and it is determined again whether the flag ENSTFLG- is 1 or not. If the gear position is other than N ⁇
  • the AUS routine (step S57) is sufficiently sized when the clutch rotation speed N is 500 rpni or less (step S58). If the brake is pulled (Step S53), turn on the MVQUI (Step S80) and let the not-shown beeper (not shown) sound for 0.5 ⁇ (Step S80). (Step S81) This is a process for making the wheel brake 107 vibrate. If the clutch rotation speed N CL exceeds 500 rpm and the side brake has not been sufficiently pulled, return to the main flow.
  • the clutch 15 shown in Fig. 7 (g) is moved to the CLE LE routine (steps S82 to S65) which is moved to just before the LE point.
  • the CLLE routine determines whether or not the clutch 15 is connected to the LE point and the flag LEFLG is clear (step S83). If the flag LEFLG is not clear, return to the main flow because the clutch 15 is connected to the LE point. If the flag LEFLG is clear, set the flag LEFLG to 1 with the switch 15 connected to the LE point (step S84). (Step S85):
  • Step S86 When the CLLE routine is completed, the flag ONFLG, which started connecting the clutch 15 when starting downhill, becomes clear. (Step S86), and if Flag 0 NFLG is not clear, it is determined whether the accelerator opening is 10% or more (Step S86). stearyl-up S87), Flag ONFLG is in if you are Tsu Do phrase Li ⁇ to determine whether or not the click rats or switch the rotational speed N CL is also low Ri by the first parent value (scan tape Tsu If the accelerator opening is 10% or more, it is determined whether the clutch rotation speed N CL is lower than the second specified value, which is larger than the first specified value.
  • Step S89 If the value is lower than the second specified value, the flag ONFLG is cleared (Step S70), and the opening degree of the accelerator is lower than 10%. In this case, it is determined whether or not the clutch rotation speed N CL is lower than the first specified value and lower than the third specified value (step S71). If low You The Clear the grayed ONFLG (scan STEP S70). Click La Tsu Chi rotational speed N CL is when high Ri by the first and third prescribed value off rather ⁇ shown in Figure No. 7 (c) Determine whether the flag ONFLG is clear (step S72) If the flag 0 NFLG is clear, the vehicle will go downhill when the NFLG goes down.
  • step S73 It is determined whether or not the count NCNT for the time lag after starting operation is 80 (step S73), and the count NCNT becomes 80. If it is the Ca c a te NCNT to 0 (scan STEP S74) click latches revolution speed N c's variation delta N CL determines whether 20 Ganmaro5iota more (scan Te Tsu Step S75) If the power counter NCNT is not 80, the power counter N Count CNT once (Step S78) to clear flag 0 NFLG.
  • the change amount of the clutch rotation speed N CL ⁇ ⁇ ⁇ ; begins to connect click rats when switch rotational speed N c's variation ⁇ N CL is not low even Ri by 20 RpiB the Flag ONFLG click Ru Li tomorrow a.
  • step S78 Set the flag ONFLG to 1. After setting the flag ONFLG to 1, it is determined whether or not the accelerator opening is 10% or less (step S73). If the accelerator opening is 10% or less, the accelerator is opened. Se le pseudo signal voltage V AC Gaa I dollar-phase and those of voltage and force out the name Ru 1 ball Lumpur door (scan STEP S80), the transition to click La Tsu Chi de-menu Te I signal output you later If the accelerator opening exceeds 10%, the operation shifts to the clutch duty signal output described later.
  • Step S81 If click latches rotational speed N CL is Tsu also Do low Repetitive by the specified value, or mosquito window down mosquitoes once the data NCNT window down doors and cce Lumpur is after The Clear the Flag in opening it is determined whether more than 10% (Step-up S81), off the error down di emissions rotational speed N epsilon Bee click point when MizunotoSusumu of the vehicle in case of more than 10% pick painting La It is determined whether or not the PFLG is clear (step S82). If the accelerator opening does not exceed 10%, the engine starts when the flag PFLG and the vehicle start.
  • Times ⁇ - ⁇ ⁇ is The Clear each current cce le opening phase equivalent voltage V A is the Oh Ru Flag VFLG at 50 percent at the time of celebrating the peak point (scan STEP S83, S84), and set the put that ⁇ click cell le pseudo signal voltage V AC output Timing of for mosquitoes c te VCNT at the time of the start of the vehicle to 10 (the scan STEP S85) click latches 15 the eyes ⁇ scan collected by filtration over click to LE point (scan STEP S88), change amount delta New epsilon of e emissions di emissions rotation number N epsilon you described later you determine whether 40Rp D above process (See ® in Figs.
  • step S87 If the flag PFLG is clear, go to the V AC MAKE 1 routine (step S87) and if the flag PFLG is not clear. Then, it is determined whether or not the flag VFLG is clear (step S88). If the flag VFLG is clear, the process proceeds to the process for determining whether or not the accelerator opening is 10% or less, as described below (Figs. 7 () and (d)). 1 reference), Flag VFLG is the Clear and Do One when they a have the you later cce le pseudo signal voltage current cce le opening degree phase V AC equivalent voltage V a in - The process shifts to the replacement with the difference voltage ⁇ (see ⁇ in Figs. 7 (b) and (e)).
  • the V AC MA ⁇ ⁇ 1 routine determines whether or not the power VCNT is 10 (step S83), and If the counter VCNT is not 10, count the counter VCNT once (step S30) and return to the main window. Counter VCNT reaches 10 If while creating calculates the targets et emissions di emissions rpm-out based on Gen'a click cell opening angle voltage V A (stearyl-up S91), the voltage value V of cce le pseudo signal voltage output .
  • a click cell pseudo signal voltage V AC is determined whether 51 (A b worth $ voltage 1 ball le g) or less or under an AD value (scan STEP S38), ⁇ click cell Le in the case of 51 or less mosquitoes c te VCNT pseudo signal voltage V AC as a 51 AD value in the 0 return to full b over the main Lee emissions (scan STEP S37, S98).
  • the access pseudo signal voltage VAC exceeds 51 in the AD value, it is determined whether or not the access pseudo signal voltage VAC is 153 or more in the AD value (corresponding to 3 volts) (step).
  • V AC is the case of the 153 or more AD value ⁇ Ru the a click cell pseudo signal voltage V AC to the full b over the to that (scan STEP S100) mosquitoes co and c down main Lee down the data VCNT to 0 to 153 in AD value.
  • ⁇ ty ac ⁇ (goal-et-down di emissions rotation number one current-et-down di down speed) ⁇ t
  • V Ac V AO + t
  • V AC MAKE 1 As shown in the routine, the accelerator pseudo signal voltage V AC is determined to determine the engine speed.
  • the fine movement control process is performed in accordance with the accelerator opening determined by the driver's operation of the accelerator pedal 81.
  • the target engine speed used for the target engine is preset, and the engine speed ⁇ ⁇ due to the connection of the clutch 15 is set to the target engine speed. Select a value that adds a constant that allows for the decrease.
  • the voltage corresponding to the (target engine speed + ⁇ ) is output as the pseudo-acoustic signal voltage V AC, and down-di-down rotation number ⁇ ⁇ rather than line by raising the.
  • the clutch 15 may be gradually connected to each other by the duty control.
  • V AC MA ⁇ ⁇ 1 a routine (scan STEP S87) is to force out of the click rats Chideyu over te I signal corresponding to the cce le pseudo signal voltage V AC when you exit (scan tape Tsu flop S101), d down di down the rotational speed N e, it is determined whether or not the Tsu is 30 r pm under Ri by Bee-click point (scan tape Tsu-flops S102), it and 1 ENSTFLG If you do not have Tsu is under It returns to the processing (step S47) of whether or not it has been performed.
  • step S107 a process for determining whether the accelerator opening is 50% or more, which is a start state switching function, is performed (step S107); the accelerator opening is 50% or more.
  • the accelerator differential voltage ⁇ is defined as the difference between the current accelerator opening equivalent voltage V A and the accelerator pseudo signal voltage V AC (step S108), and the vehicle is started.
  • the process of replacing the access pseudo signal voltage VAC with VA- ⁇ is usually the control process. If the accelerator opening is lower than 50%, the flag VFLG is cleared (step S1'10), and it is determined whether the accelerator opening is 10% or less.
  • step S111 Judgment is made in step S111 shown in FIG.
  • the processing for judging whether or not the accelerator opening is 10% or less is the fine movement control processing. If it is determined in step S88 that the flag VFLG has been cleared by determining whether or not the flag VFLG has been cleared, the accelerator opening is increased by 10%. Judge whether or not: If the accelerator opening is 10% or less, calculate the target stroke of the clutch 15 and calculate the target engine speed (step S112, S113), the variation ⁇ N E of d emissions di emissions rotational speed N E for each 50Bsec determines whether 40 Ganmarobeta more (scan STEP S114) ⁇ Incidentally, click La Tsu Chi 15 described above The target stroke of the Two
  • step S117 After returning to the flowchart and outputting the clutch duty signal, it is determined whether or not the clutch 15 has been connected (step S117). If 15 is not connected, the processing returns to the above-mentioned processing of setting the flag ENSTFLG to 1. If the clutch 15 is connected, turn off the exhaust brake release relay and set the access dummy signal voltage V AC release timing. Steps S118 and S119). Ru enter the next cce le pseudo signal voltage V V AC stage release released stepwise AC a routine (scan STEP S120). Ru This scan STEP S i20 ⁇ S127 whether et al V AC stage cancellation Le one ing Chi Ngaa click cell pseudo signal voltage stage release function and Tsu Do Tei.
  • the V AC stage release routine reads the access load signal voltage V A when the connection of the clutch 15 is completed, and Click cell Le voltage V A c only 1/8 fixed time difference of the pseudo signal raised ⁇ click Le pseudo signal voltage V AC, and Return Repetitive operations this latest cce le opening angle voltage V a or et latest cce le pseudo value, minus the signal voltage V AC corresponds to the a b dollars rotation latest cce le opening phase equivalent signal V a or et et emissions di emissions 11 It is smaller than 1/8 of the value obtained by subtracting the accelerator opening equivalent voltage V A applied to the electromagnetic actuator 25 at the position of the control rack 23. At this point, the pseudo access signal is released and the flow returns to the main flow.
  • step S1228 for calculating the amount of wear of the clutch 15 is performed.
  • a clutch duty signal is output (step S133), and it is determined whether or not the access opening is 10% or more (step S142).
  • step S133 when not exceeding 10% Ri ⁇ processing you a Flag ENSTFLG described above in a 51 ⁇ click cell Le pseudo signal voltage V AC in AD value 1 (scan STEP S134 ), in the case cce le opening is on 10% J3 ⁇ 4 after V AC mAKE 2 a routine (scan STEP S135), returns to the process of one of the blanking lag ENSTFLG described above .
  • V Ac MAKE 2 a routine mosquitoes window down bets VCN -T 50 where (scan STEP S 2 80) to V AC MAKE 1 Le one inch current cce of emission Le opening angle voltage VA Moves to the process of calculating the target engine speed based on the count (Step S91). If the count VCNT is other than 50, the count VCNT is counted once. And follow the main flow.
  • V AC MAKE 2 a routine is fine movement ' ⁇ click of this cell Le coagulation similar signal voltage output function and Do Tsu in per cent Li, mosquito window down V AC MAKE 1 in a call to set the door VCNT to 50 Le over Output timing is longer than the pseudo pseudo signal voltage specified by the pin.
  • Step S139 how, in the case d down di down the rotational speed N e at the time of starting of the vehicle is one above times the 400 ⁇ is e down-di-down rotation number ⁇ ⁇ Judgment is made as to whether it is 400 mm or less (Step S139), and if it exceeds 400 rpm, the flag ⁇ ⁇ F-LG is cleared, and if it is 400 rpm or less, the clutch is A process of outputting an off-duty signal, setting NEFLG to 1 (steps S140 and S141), and determining whether the accelerator opening is 10% or more (step S). Go to 2).
  • the processing to determine whether or not the flag NEFLG is 1 described above is the engine speed determination function, and the lower limit is 400 rpm. .
  • step SU3 it is determined whether or not the target is the cut-strap ⁇ -cut; the target value is determined (step SU3). If the clutch stroke is larger than the target value, output the clutch duty signal and output the signal (Step S144). Stroke the latch plate 31 to the flywheel 29 side, and proceed to the process of determining whether the accelerator opening is 10% or more as described above. . If the clutch stroke is smaller than the target value, it is determined whether the accelerator opening is 10% or more (Step S145), and 10% or more. In the case of, the clutch off duty signal is output (step S148) and the clutch of the clutch 15 is output.
  • the plate 31 is moved to the opposite side to the flywheel 23, and the process proceeds to the above-described process of determining whether the accelerator opening is 10% or more. %,
  • the clutch off-duty signal is output when the engine speed N ⁇ described above is 410 rpa or less, and the clutch 15 is output. Stroke the clutch plate 31 on the opposite side to the flywheel 23 to determine whether the above-mentioned accelerator opening is 10% or more: Move to. If the clutch stroke and the target value become equal, the air cylinder 33 for the clutch 15 kneading is left as it is. (Step S147)
  • the processing shifts to the processing for determining whether or not the access opening is 10% or more.
  • Step S117 Move to the process of performing ;: .
  • the process of outputting the clutch ON signal at this time is the clutch connection function for normal start.
  • the absolute value is 30 rpa the Flag NEFLG if Ru exceeded Tei is 1, d down di down times rotation number N E at the time of immediate Chi vehicle MizunotoSusumu it is determined whether or not Tsu falls below the 400r pa ( scan STEP S151), Flag NEFLG is 1 Do Tsu E down di down the rotational speed N E in the case Ru Tei it is determined whether or not the 410 rp road below (Step Tsu-flops S152), the following 410rpa In this case, a clutch off duty signal is output (step S153), and the process proceeds to the above-described process of determining whether or not the flag STFLG is 1; If the number exceeds the limit, the flag NEFLG is cleared (step S154).
  • Flag NEFLG is 1 Do Tsu is to have no case to We down-di-down rotation number N ⁇ it is determined whether or not the following 400rpu (scan STEP S155), that have Tsu Do the 400 rpn below In this case, a clutch off duty signal is output (step S158), and the clutch plate 31 of the clutch 15 is connected to the opposite side of the flywheel 29. After the stroke, the flag NESTFLG is set to 1 (step S157). The processing shifts to the above-described process of determining whether the flag NESTFLG is 1 or not. Clears the flag NEFLG (step S154).
  • the processing for determining whether or not the flag NEFLG is 1 as described above is the engine speed determination function.
  • the lower limit value is 400 rpm for the engine speed. .
  • Variation delta N epsilon is - 5 does not exceed the rpa, ie, in the case where E down di emissions rotational speed N E is not reduced sharply and Outputs a click latches re du over Te I signal click rats
  • the switch 15 is gradually connected (step S181), and the processing shifts to the processing for determining whether or not the flag ENSTFLG is 1 as described above.
  • Et emissions di emissions rotational speed N epsilon variation delta New E per SOiasec is - 5
  • the Flag XFLG and The Clear (Step S182)
  • the air cylinder 33 for the clutch 15 connection is left as it is (Step S183), and the flag ENSTFLG described above is 1 or not.
  • step S168 determine whether the flag YFLG is 1 or not (step S168). FLG is determined whether or not the amount of change ⁇ N E is 30 r piB following the case Ru Tei Tsu Do 1 (scan STEP S187), click in the case Flag YFLG is not Tsu Do 1 Latch 15
  • the air cylinder 33 for connection is operated as it is (step S183), and the processing shifts to the above-described processing for determining whether the flag ENSTFLG is 1 or not. .
  • Step S163 the processing shifts to the processing for judging whether or not the flag ENSTFLG is 1 as described above.
  • the amount of change delta New epsilon is exceeds the 30 rp iB is to force out the click latches off de-menu Te I signal interrupts the click latches 15 early (Step-up S 170) Then, the processing shifts to the processing for determining whether or not the flag ENSTFLG is 1 as described above.
  • an engine speed calculation routine as shown in FIG. 8 is executed at an appropriate position in the above-mentioned flow.
  • an engine stop (hereinafter referred to as “engine”) is performed by an oil plunger gauge switch (not shown). It is determined whether or not it is determined to be “abbreviated as“ stop ”” (step S173), and in the case of an stalled state, the process proceeds to a process of performing initial settings before starting.
  • step S174 it is determined whether or not the vehicle is in the process of starting, and if the vehicle is not starting, that is, if the vehicle is running normally, it is determined whether or not the accelerator opening is 10% or more (Ste S175). If the accelerator opening is 10% or more and the vehicle is starting, it is determined whether the engine speed NE is 250 E or less (step S178), and if it is 250 rpB or less. In step S177, it is determined whether the vehicle speed is equal to or lower than a specified value.
  • step S183 it is determined whether or not the brake is to be applied. Is checked, and if YES is found in the wheel drive 107, then it is checked whether or not the flag SSFLG is 1 (step S184). -If the flag SSFLG, which indicates that the wheel brake 107 is faulty and the brake pedal 83 is being depressed, is 1, the chip breaks.
  • step S187 It is determined whether the position of the range lever 81 is the automatic gear position of the Dp range or the DE range (step S187). Shift to judgment of flag ENSTFLG and maintain the current gear position.
  • the position is D P Ji E down di Le Bas one 81, when not such a D E les down di-, one or Chiwe down di Le bar when the re Ma nu A les-down di specified gear stage
  • step S188 It is determined whether or not the position 81 is the same as the gear position (step S188), and if YES, the process proceeds to the determination of the flag ENSTFLG. If NO, the change is performed. After setting the position of lever 81 as the target shift speed (step S183), the shift operation is performed as described later.
  • step S185 when stepping on, sets flag SSFLG to 1 (step S188), and then performs the same processing as when flag SSFLG is 1 described above. If brake pedal 89 is not depressed and wheel brake 107 has no malfunction, clear the flag again and change the chain after clearing the SSFLG. It is determined whether or not the position of the lever 81 is the same as the gear position (steps S190 and S191).
  • step S192 and S193 If the gear is N, no synchronization problem will occur when the clutch 15 is connected.Therefore, the solenoid valve 55 for air tank switching is turned off as it is, and then the clutch is connected. Confirm (steps S194, S195). After that, it is checked whether the flag GFLG indicating that the accelerator pseudo signal voltage V Ac was output at the time of shifting is 1 or not, and if it is not output, the clutch is immediately output.
  • a Flag ENSTFLG will examine whether or not the 1, off La time grayed ENSTFLG is 1, one or Ri d at the time of the vehicle speed decreases down di down the rotational speed N e Gae emissions be sampled prevent the rotational speed of the lower times oFF the re-record over for V AC to co and Ru off the click latches 15 when that has Tsu (scan STEP S201 ⁇ S203), sheet oice to jar good of the above-mentioned after their maps After clearing the switching memory MAPM0DE and the flag LEFLG, return to the main flow.
  • Step S204 If the synchronization is YES, connect the clutch 15 immediately as described above. On the other hand, in the case of NO, it is checked whether the clutch 15 has been cut off (step S205), and when the clutch 15 is connected, the above-mentioned condition is not changed.
  • step S205 it is checked whether the clutch 15 has been cut off
  • step S208 check whether the accelerator opening is 10% or more (step S208). If YES, the rear accelerator pedal 81 is turned off.
  • Step S207 and S208 When the vehicle is not depressed, the vehicle shifts to the start process on condition that the clutch rotation speed NCL is equal to or less than the specified value and the vehicle speed is equal to or less than the specified value (steps S207 and S208). ).
  • the accelerator opening exceeds 10%, it is assumed that there is a will to run and the CLLE routine is left without moving to the start process. (Step S62) is executed.
  • step S131 when it is determined whether or not the position of the change lever 81 and the gear position are the same (step S131), it is more likely that the change is NO if they are different.
  • position of the down-di-les bar one 81 Ru are examined D P Le emissions di- or DE LES down di der Luca (scan tape class tap S 2 U).
  • Dp range or the DE range is selected here, one of a plurality of shift maps in which the optimal gear position according to the operating condition is set in advance is selected.
  • Select Step S212). That is, the contents of the shift map switching memory MAPM0DE are checked. If the contents of the shift map switching memory MAPM0DE are 0, that is, if the shift map is not yet selected, an exhaust blade (not shown) is provided.
  • step S213 and if the exhaust brake is not used, select the first shift map.
  • the shift map switching memory MAP MODE is set to 1 (steps S214, 'S215).
  • the brake pedal 83 is further activated in step S218. 4,3 Check if it is depressed or not, and if the brake pedal 89 is depressed, select the second shift map and select the second shift map. While the memory for switching the switch MAPM0DE is set to 2 (steps S217 and S218), if not, select the third shift map to switch the shift map. Set liAPMODE to 3 (steps S219 and S220). If a shift map has already been selected in the currently executed shift processing, the shift to that shift map is performed. This is because, once a shift process is started and a shift map is selected, the same shift map is always maintained until the shift process is completed.
  • the target shift speed is determined from the selected shift map, and it is determined whether the current gear position is the same as the target shift speed.
  • Steps S221 and S222 if the current gear position is the same as the target speed change stage, the operation shifts to the above-mentioned flag ENSTFLG that maintains the current gear position. If the current gear position is different from the target gear position, it is determined whether the target gear position is above or below the current gear position, that is, whether or not a shift-up should be performed. A judgment is made (step S223). In the case where shift-up is to be performed, the gearshift operation must be performed only when the position of the control rack 23 of the injection pump 21 is equal to or higher than the specified value. Keeps the current gear position without performing the gear change operation (step S224). This is the engine 11 This is to prevent a shift-up without sufficient horsepower.
  • step S228 determines whether the gear is in the forward range of the manual range
  • step S229 It is checked whether the gear is in the forward range of the manual range
  • step S231 determines whether or not a shift-up is performed.
  • step S232 cut off the clutch 15.
  • V 3 Set to x and output for a fixed time (for example, 0.09 seconds) (see Fig. 11). This is not set to once drop a cce le pseudo signal V AC, also Ru Nodea was Tsu FIG relief shift tio click between this reducing stepwise. Then, Tsu off the click latches 15, when the cce le pseudo signal voltage V AC and third actuating Note Li voltage V 3 and this was both outputs A click cell pseudo signal voltage V AC The flag GFLG representing 1 is set to 1 and the process returns to the main flow (steps S243 to S245).
  • step S246 After executing the NEAIDL routine, execute the air check-tin (step S246), then check to see if the clutch 15 has actually been cut (step If the gear is off, a gear change signal that matches the gear position with the target gear is output to the solenoid valve 73 to perform gear shifting (step S248). If the switch 15 is not cut off, a signal to cut off the clutch 15 is output (step S249), and then the control is shifted to the first position of the speed change process.
  • shea oice A Tsu case-flops at an unsupported, one or Li Shi oice Dow D P-les-down di certain stomach stearyl-up S250 in the case down Ru der-out all the the DE-les-down di- or et al.
  • the sheet examines if oice Dow down or, if Oh Ru in sheet oice Dow down that put the D P Le emissions di- or D E Le emissions di is also set to the current gear position or al i paragraphs Set the gears as the target gear (step S251), and shift the gears in the manual range. If it is down-down, the position of the change lever 81 is set as the target gear (step S252).
  • step S253 it is determined whether or not shift down can be performed without rotation of the engine 11 without overrunning (step S253), and the overrun is determined. If there is a possibility that the vehicle may be overrun, the driver is warned of an overrun by a buzzer (step S254), and the driver starts the gear shifting process without performing the gear shifting operation. After the OFF the buzzer when not the O over bar one run-, ⁇ click cell Le pseudo signal voltage limiter Ri NEHOLD Lou Ji on to come and V AC is Tei gastric output by examining the Flag GFLG To cut off the clutch 15 (steps S255 to S257).
  • NEHOLD a routine voltage you corresponds to the above-described NEAIDL a routine and cce le pseudo signal voltage third actuating Note Li R 3 in no-load current error emissions di emissions rotational speed New epsilon for output Ri same Dare and Oh, except and this is the value V 3 is write or read (scan sTEP S258), and gradually drop the cce le pseudo signal V AC, click latches Cut 15 (see Fig. 12 0S).
  • step S281 the gear shifting operation is performed after executing the above-described air-tight routine (steps S253, S260, S246).
  • step S281 the shift down speed is less than 5th and the vehicle speed is higher than the specified speed.
  • a constant C for example, a predetermined value determined in advance according to the shift state
  • NCL current clutch rotational speed
  • Multiply by 1.5 and set the target clutch rotation speed to the temporary value (steps S282 and S263).
  • Step S264 check whether this target clutch rotation speed is 2300 rpn or more, which is the upper limit rotation speed. If it is 2300 mm or more, target 2300 rpa.
  • Latch rotation speed (Step S265): If it is smaller than 2300 rpa, it is used as the target clutch rotation speed.
  • the solenoid valve 73 is turned on to release the gear Pi engagement, and after the gear position is in the N state, the clutch 0N signal is output and the axial false signal signal is output.
  • the pressure V a c set to Yo La click latches rotational speed N CL is that Do and the objectives click latches rotational speed to a predetermined value (scan STEP S288 ⁇ S270).
  • step S228 If NO in the above-mentioned judgment (step S228) as to whether or not the position of the change lever 81 is at the forward stage of the manual range, H: It is checked whether or not the position of the flange repeller 61 is in the reverse gear (step S274). If the change lever 81 is in the reverse gear, it will be mistaken during forward running. 4 Because the S-rail, 181 is in reverse, turn on the Re? Pilot lamp and change gears with the target gear set to neutral. (Steps S275 and S276). Similarly, when the forward gear is selected by the change lever 81 and the gear position is set to R (step S223), similarly, the Re map pilot run is performed. Turn on the gear and set the gear to neutral.
  • step S277 the position of the change lever 81 is further set to N in step S277.
  • the change lever 61 has not been moved there for 1 second (step S278), it is assumed that the driver has selected N.
  • the neutral gear is used as the neutral gear.
  • the change lever 81 is located at N but has moved within 1 mm and has reached the position, the gear shift process is started at the beginning.
  • the position of the change is not ⁇ , that is, if change 81 is in an ambiguous position where none of the positions has been selected. Then, the position of the change lever 81 is regarded as the same as the position of the previous change lever 81 (step S273), and the process returns to the beginning of the speed change process.
  • the air cylinder 33 for operating the clutch 15 is driven by using the air pressure from the air tanks 47 and 43 provided in the vehicle.
  • hydraulic pressure as a control medium.
  • the speed change control procedure shown in the embodiment and the shift pattern etc. can be appropriately changed in small places as needed.
  • the invention can be applied to a vehicle equipped with a gasoline engine.
  • the driving system such as a general friction clutch or a gear-type transmission is used as it is, and an air motor mounted on the vehicle is used.
  • the power cylinder of the friction clutch actuating gear position switching means is operated to perform the gear shifting operation.
  • the control device has an engine speed increasing function, a start state switching function, a normal access pseudo signal voltage output function, a fine motion pseudo signal voltage output function, and a target clutch. It has a stroke setting function, a clutch kneading function, an engine speed judgment function, and an accelerator pseudo signal voltage step release function. The driver is able to A comfortable start can be performed without giving a start shock or the like.
  • FIG. 4 a second embodiment of the present invention will be described based on FIG. 4, FIGS. 10 to 12, and FIGS. Since the schematic configuration and control program of the second embodiment shown in FIG. 18 corresponding to FIG. 1 are almost the same as those of the first embodiment,
  • FIG. 1 The same reference numerals are given to the same members or portions as shown in FIG. 1 and the description of the configuration is omitted.
  • the point that the second embodiment is structurally different from the first embodiment shown in FIG. 1 is that the shift pattern of the first embodiment has the structure shown in FIG.
  • the structure of the second embodiment has the structure shown in FIG. 17, and FIGS. 3 (a) and (b) show an example of the shift map of the first embodiment.
  • the example of the shift map of the second embodiment is different from that of FIG. 18 in that it is the one shown in FIG. *
  • the air tank 471 is provided with an air sensor 57 that outputs an ON signal when the internal pressure becomes lower than a specified value.
  • R is shows the reverse stage
  • N is the New door Lal
  • 1, 2, 3 shows the specified gear of, respectively it
  • D P, D E is of a two-speed or et al 7 Hayama
  • An arbitrary automatic gear position is shown, and when the D P and D E ranges are selected, the second to seventh gears are automatically selected based on the driving conditions of the vehicle according to the optimum gear position determination process described later. To be determined.
  • step AO1 when the program force S is started, the control unit 71 starts the start process (step AO1). ), The vehicle speed signal is input after the start process is completed, and the vehicle speed signal is input in Step A02.
  • the gear shift process (step A04) is performed if the specified value is exceeded.
  • E down di emissions rotational speed N E and the start processing line Cormorants previous calculated error down di emissions rotational speed N E is defined value (e.g., A b dollars rotation) following in the case o i le Po down Judgment is made as to whether or not the pump is stopped. If it is stopped, the engine is regarded as stopped and restart processing is performed A 1, A2).
  • Step-up A3 If the O Lee Lupo emissions If no flop that has stopped and the E down di emissions rotational speed New epsilon exceeds a specified value to determine whether or not the start processing (Step-up A3), starting If it is not being processed, the xell load signal is compared with the specified value to judge whether the driver has the intention to start (Step # 4).
  • the starting process in ⁇ beauty ⁇ click cell Le load signal is compared with the error down di emissions rpm New 'epsilon and the first e emissions be sampled prevent rotation speed N EST1 in the case of more than the parent value (scan STEP A5), if e emissions di emissions rpm New epsilon force S first e emissions be sampled prevent rotation speed N est1 below performs start processing Tsu off the frictional click latches 15 (Step-up A8).
  • the 20 starting process shown in the figures is input a signal d emissions di emissions rotational speed New epsilon, determine new tooth or Ah Ru or not to stop region at the scan STEP ⁇ 8 of that value d emissions di emissions 11
  • the clutch kneading signal is output, the timing is reset, and the friction clutch 15 is connected at a normal pressure and in a normal state. ( Step 9, A10).
  • the friction clutch 15 is cut to some extent from this position, and the driving wheels of the vehicle are changed from a rotating state to a stopped state. Transition .
  • the LE point is corrected in accordance with the wear state of the fastening of the friction clutch 15 and the presence or absence of the load (Step A11).
  • the stroke of the clutch ⁇ 31 from the LE point to the time when the friction clutch 15 is completely connected is almost always constant, and the stroke is smooth regardless of the state of the vehicle.
  • the friction clutch 15 is connected to the steel.
  • a relay for starter is output (step A21).
  • the starter 89 can be started and the engine 11 can be applied. It is judged in step A22 whether or not the relay is started.
  • the relay for enabling the starter is set to 0FF (step A23), and the engine 11 is started. If does not start, it is determined again whether the position of the change lever 81 and the gear position are the same.
  • the relay for enabling the starter is turned off, a check is made to determine whether the air in the air tank 471 and the air in the sub tank have reached the specified pressure.
  • Step A24 if the specified pressure is not reached, 15 Turn on the lamp 115 (Step A25), repeat the judgment until the air reaches the parent constant pressure, and if the air reaches the specified pressure, the air Turns off the lamp 115 (Step A28) to complete the start-up process.
  • the vehicle speed signal is read, and if this is below the specified value, the vehicle enters the start process.
  • the CPU 35 outputs an ON signal to the cut valve 51 to cut off the friction clutch 15, and outputs the ON signal to the friction clutch. Cut switch 31 (step A27).
  • step A28 it is determined whether or not the position of the change lever 81 is the same as the gear position. If NO, the gear position is set to the target gear position. (Steps A29, A30). When the position of the change lever 81 and the gear position become the same, it is determined again whether the vehicle speed is lower than the specified value (step A31), and the vehicle speed is reduced.
  • step A34 it is determined whether or not the acceleration load signal value has exceeded a specified value (a voltage low enough for the driver to intend to start) (step A34). If it is determined that there is no intention to proceed, the above steps are repeated.
  • the process proceeds to the next step, where the access load signal value is detected, and the optimal duty ratio corresponding to this value is set to ⁇ reading a fourth diagram of maps or al and (Step-up A35, A36) a its, pulse signals of the optimal de-menu Te I rate a resulting et a is output to the solenoid valve 53, the frictional click Grab the latch 15 gradually (Step A37).
  • the CPU 35 outputs a selection signal to the line input port 101 so that the engine speed N £ can be input.
  • N signal based Dzu rather through ⁇ picture down di emissions rotational speed N epsilon of E are sequentially stored processing in the RAM in Note Li 37, et emissions di emissions rpm New epsilon and click La Tsu Chi rotational speed N
  • Fig. 10 which shows an example of a change in CL
  • arithmetic processing is performed to find the peak point, and the process proceeds to NO until the peak point is detected in step A38.
  • the solenoid valve 53 is held while it is still ON from this time (step A39).
  • the rotation of the output shaft 13 of the engine 11 is transmitted to the drive wheel side as the rotation of the input shaft 39 of the gear type transmission 17 via the friction clutch 15. It is the result of the decline that begins as it begins to occur.
  • the LEOFF routine (step A40) is executed.
  • the ⁇ LEOFF routine '' is a solenoid valve 53, a vehicle speed sensor 79, and an accelerator load sensor when it is necessary to make a slight movement while maintaining a half-clutch instead of a normal start.
  • the LEOFF routine first determines whether the vehicle speed is greater than the specified value (Step A41). However, if the vehicle speed is greater than the specified value, YES, it is determined that the vehicle is starting normally, and the LEOFF routine ends.
  • step A42 it is next determined whether or not the accelerator pedal 81 is depressed (step A42), and if YES, the LEOFF routine is similarly turned off.
  • the solenoid valve 53 is off-set until the valve reaches the LE point, and the friction clutch 15 is gradually cut off (step A43).
  • Step A44 a judgment was also made as to whether or not Accel Pedal 81 was stepped on (Step A44).
  • Step A45 the above-mentioned determination step for determining the position of the chess lever 61 and the gear position is repeated.
  • the friction clutch 15 is gradually operated in the direction of connecting or disconnecting according to the vehicle speed and the accelerator load. If you release the depression of Serupedaru 81 that may arise from the case of blocking both frictional click latches 15 in one stroke three click is eliminated, smooth fine movement of the vehicle is achieved 5 ⁇ r
  • the friction clutch 15 is connected from the half clutch state at the LE point to the clutch mate. but the error down di emissions rotational speed N epsilon when Bee click point after older than this gradual with increasing click La Tsu Chi rotational speed N CL corresponding to the rotation of the input ⁇ 39 of the gear transmission 17
  • the control is performed so that the rate of decrease of the engine speed NH falls within a predetermined range and the odd 5s shock is reduced.
  • e emissions di emissions rotation rate of decrease ⁇ ⁇ ⁇ is a child in the case was Tsu or-out large-Ri by IX d d down di emissions rotation rate of decrease ⁇ N E is the third set value ly 2 l (lx 2 l ⁇ Or not
  • Step A51 Here is the LEOFF routine for YES
  • the friction clutch 15 is gradually cut off by the off-duty.
  • Step A53 it is judged whether or not the error down di emissions times Utatehiku under constant ⁇ New E fourth set value ly (I y il ⁇ I y 2 I) below (scan STEP A54), the NO If this is the case, repeat the loop that cuts off the friction clutch 15.
  • e emissions di emissions rotation drop rate delta New E is iota chi 2 et emissions di emissions rotation drop rate at this point in the case of Oite YES in ⁇ above determination of whether stearyl class tap A501 ⁇ New e enters the territory region indicated by oblique lines almost 23 FIG. Therefore, the friction clutch 15 is connected in a half-clutch state without a starting shock, and without excessively prolonging the starting time. Since the condition for switching to the state has been established, the friction clutch 15 is held at the current position (step # 55).
  • the CPU 35 reads the vehicle speed signal, and if this exceeds the specified value, enters the speed-change process. As shown in FIGS. 22 (a), (b), and (c), first, a selection signal is given to input port 101 to check whether or not it is a brake failure. (Step A83) ⁇ There is a malfunction in the brake. In the case of YES, shift down one step at a time to stop the vehicle as described below. On the other hand, when the brake file is NO, the acceleration sensor is used to check whether or not the vehicle is in a state of sudden braking with a deceleration exceeding a certain value.
  • step A84 If (YES in step A84), the gear shift operation described later will result in a longer braking distance, so return to the main flow to temporarily block the gear shift operation. I do. However, if the friction clutch 15 is broken (step A85) even if the brakes are suddenly applied, it is determined that the gear is in the middle of shifting. The gear shifting operation is completed and the friction clutch 15 is kneaded, and as described above, even when a sudden brake operation has not been performed or during a sudden brake operation.
  • step A87 it is determined whether the position of the change lever 81 and the gear position are the same (step A87), and if YES, the main gear is determined. Return to the flow, and proceed to the next step with NO.
  • the change lever 81 is located at one of the target gears 1 ', 2 and 3, and the current gear position before the gear shift is D P. Then, it is determined whether or not the shift in the DE range corresponds to the shift down from here (Step A88).
  • Step A89 it is determined whether or not the rotation of the engine 11 can be shifted down without overrunning (Step A89), and in the case of NO, Proceed to the next step to alert the driver to an over-alonging buzzer (Step A70). It looks like a flow. If the above-mentioned judgment of overrun is YES, shift-down operation is performed only one step from the current gear position as follows. Operation concept of this shift-down operation As shown in FIG. 12, the electromagnetic actuator 25 is controlled via the output board 113 and the micro computer 93. Le rats outputs a control signal of the click 23, hall E down di emissions rotational speed New E during or state of its sul (stearyl class tap ⁇ 71).
  • a signal is output to the cut valve 51 via the output boat 113 for a predetermined period of time to turn off the friction clutch 15 (step A72).
  • Gear shift unit 8 Outputs a control signal to the multi-solenoid valve 73 of the S-, and performs downshifting to the gear position one stage below the gear position before shifting (Step A) 73).
  • ⁇ ⁇ preparative flop Tsu preparative Port [pi 3 and microstrip click b Co emission peak-menu E down to via data 33 to the electromagnetic ⁇ Cu Chi Yu et one motor 25 di emissions rotational speed N E.
  • the friction clutch 15 is kneaded with the optimum duty ratio ⁇ corresponding to the accelerator load signal, and the engine rotation speed ⁇ ⁇ and the clutch rotation speed the difference between N c Mr compared to pre Me set specified value for each gear position (scan Te Tsu 7 a 77 ⁇ A80), iN E - N C and I is less than a specified value or in the The connection operation of the friction clutch 15 at the utility rate ⁇ is repeated.
  • Their to I New epsilon - after N CL I was Tsu Do below the specified value click latches against ⁇ A signal is output to complete the connection of the friction clutch 15 with a predetermined time lag, and the above-mentioned axel pseudo signal is released to return to the main flow.
  • step A84 a shift-up operation is performed as shown below and the flow of the main flow is returned.
  • step A88 determines whether or not the shift is within the overrun, and if this is YES, the error occurs.
  • the emissions di emissions speed N e and Hall de the state of the or or (step-up A83)
  • gear position der to Tsu off the frictional click latches 15 (step-up A30) gear position
  • the result of the determination as to whether or not the vehicle is within the overrun is NO, a warning is issued by a warning buzzer (step A91).
  • the above operation is performed in the case where the result of the determination of the position of the lever I-81 in step A88 indicates that the gear is in the designated gear position of 1, 2, or 3. If the result of the determination of the position of the change lever 81 is the position of the automatic gear position of D P or D E , the following operation is performed. That is, the vehicle speed and the depression of the accelerator pedal 81 are detected, and it is determined whether the change lever 18i is in the Dp range or the DE range . and (scan sTEP A32 ⁇ A94), the optimum gear position are regarded as targets gear position that put on each record down di D P or D E from a preset Saretama-up Remind as in Figure 18 (Steps A95 and A98).
  • Step A37 it is determined whether the gear position is at the optimum gear position. In the case of 'YES', the flow returns to the main flow. In the case of NO, the flow shifts to the shift-up / non-shift step, and the same shifting operation as described above is performed.
  • Step A38 If the result of the determination of the position of the change lever 81 is the R gear, the CPU 35 determines whether the gear position matches the R gear as the target gear. (Step A38)-If YES is currently in reverse operation, return to the main flow. If NO is erroneous operation, repeat the same procedure as above. When the down rotational speed New epsilon in a b dollars rotation Ru together off the frictional click La Tsu Chi 15 (scan STEP ⁇ 93, ⁇ 100).
  • the result of the determination of the position of the change lever 61 is N-stage, it is determined whether or not the change lever 81 has moved within a predetermined time, that is, operation. It is determined whether or not the vehicle has just passed the N-stage during the shifting operation by the driver (step A103). If the result of this determination is YES, which is in the middle of a gear shifting operation, the position of the change lever 81 and the gear position are determined as described above, and the To the main flow, or to do a shift-up or shift-down An operation is performed as to whether or not the person is in the mouth.
  • N stages selected, by lowering the barking down di emissions rotation number N epsilon case of NO that have at A Lee drill in g rotating or, nu gear position Tsu off the frictional click latches 15 -After making it into a neutral state (steps # 104 to # 108), re-attach the friction clutch 15 to the main flow.
  • the drive system of a general friction clutch, gear type transmission, etc. is maintained, and the vehicle is equipped with air.
  • the air from the tank is used as a control medium to operate the friction clutch's actuator and the bar cylinder of the gear position switching means to perform the gear shifting operation.
  • a low-cost automatic transmission can be obtained without significantly improving the conventional vehicle production equipment.
  • the friction clutch is gradually cut off to reduce the shock. The smooth fine movement of both cars is realized.
  • FIGS. 7 (a) and 7 (b) The difference between the third embodiment and the first embodiment is that FIGS. 7 (a) and 7 (b)
  • the flow between steps S82 and S104 shown in Fig. 24 has been changed to the flow formed by steps A28 to A35 as shown in Fig. 24 (a).
  • the flow between steps SU3 and S147 shown in FIG. 7 (d) is changed to the flow shown in FIG. 24 (c).
  • Control that becomes ⁇ The flow of the boom column is the same as that of the first embodiment, as in the second embodiment. That is, the third embodiment is almost the same as the drawings used in the second embodiment, that is, FIG. 4, FIG. 10 to FIG. 12, and FIG. 18 to FIG.
  • FIGS. 21 (a) and 21 (b) of the second embodiment are replaced by FIGS. 24 (a) and 24 (b), and newly added to FIG. 24 (c).
  • Fig. 25 is added.
  • the difference between FIGS. 24 (a) and (b) and FIGS. 21 (a) and (b) is that steps A31 and A35 in FIG. It has been changed to the one shown in (a).
  • step A28 in FIG. 24 (a) the gear position where the target gear is reached is the gear position where the change lever 81 and the gear position are the same.
  • the shift signal is read to determine whether the vehicle is in a neutral state or not (Step A32). In the case of YES, the vehicle cannot start, and the friction clutch 15 is completely kneaded. in that door both, et emissions di emissions rotation releases the cce Ni Let 's that can Le operation pseudo signal voltage V AC (scan STEP A110), Chi e down di-les-bar 81 crab-menu After switching to a gear position other than Troll (Step A111), return to the first step of the starting flow.
  • Step All 2 it is determined whether or not the vehicle speed is equal to or higher than the specified value (Step All 2). ⁇ 63 Hold the connection state of the latch 15 (stroke of the latch plate 31) to the same state, release the pseudo signal voltage VAC, and release the AC signal to be described later. Proceed to the steps after the cell load signal is detected (Step A113).
  • the accelerator opening (the amount of stepping on the accelerator) is large according to the accelerator load signal. Judgment is made as to whether it is 80% or less as the specified value (Step A114), and if the accelerator opening exceeds 80%, the friction clutch is made as described above. Ji 15 by releasing the both pseudo signal voltage V AC and halls sul proceeds to ⁇ click cell Le load signal detected later stearyl-up.
  • the target clutch stroke and the target are set in advance according to the degree of opening of the vehicle.
  • the target engine speed is read from the map shown in Fig. 25 (Step All 5).
  • the clutch stroke refers to a state in which the clutch plate 3.1 moves from a completely kneaded state to a closed side stroke.
  • the obtained target stroke is compared with the actual target stroke (step A118), and if the two are the same. Then, the clutch plate 31 is held at the stroke position (step A117).
  • the solenoid valve 53 is duty-controlled to perform duty control. Activate the cylinder 33 and move the clutch plate 31 to the contact side so that it matches the target stroke (Step All 8) o Conversely, if the actual clutch stroke is less than the target clutch stroke, the solenoid valve 53 is turned off. Control to operate the cylinder 33 to move the clutch slope 31 to the cutoff side so that it matches the target clutch stroke (Step All 3) As a result, the clutch plate 31 is connected to the flywheel 29 in a half-clutch state suitable for achieving fine movement of the vehicle.
  • engine speed control is also performed by comparing the obtained target engine speed with the actual engine speed. (Step A120). In other words, when the target engine speed matches the actual engine speed, the engine speed takes precedence over the accelerator operation by the driver. that controls the solenoid ⁇ Cu Chi Yu er data (electronic governor) you Hall de actuation signal voltage V AC to 25 to its or or (scan STEP A121).
  • the voltage Vac is decreased to reduce the actual engine speed (step A122, A123), and conversely, the actual engine speed There eye Shimegie down di down when the rotation speed of the Ru Tei Tsu falls below the Raise the actual error down di down the rotational speed to increase the voltage V AC (stearyl Tsu-flops A 1 2 4, A 1 2 5 ).
  • the voltage V AC there-out Lee dollar voltage V A IDL following preparative a voltage V AC Gae down di emissions at the latter - Full Ru rotated full voltage V FULL more bets the trees, their respective decrease in the voltage V AC, does not carry out the increase.
  • step A114 determines whether the degree of opening of the accelerator (step A114) exceeds 80%, that is, if it is determined that the vehicle is starting to enter normal driving
  • step A35 the value of the acceleration load signal is detected (step A35), and the optimum duty ratio ct corresponding to this value is read from the map in FIG. 4 (step A35). (Tip A38).
  • step A37 and subsequent steps is the same as that of the second embodiment, and a description thereof will not be repeated.
  • the target clutch strike ⁇ and the target engine which are set in advance according to the accelerator opening are set.
  • the driver determines a certain accelerator opening degree. The vehicle can be finely moved smoothly at the desired speed.
  • step S82 and S82 in FIGS. 7 (a) and 7 (b) are used.
  • the flow between step S102 and that shown in FIGS. 28 (a) and (b) is changed, and the control program shown in FIG. 7 (d) is changed.
  • Steps S144, S146, and S147 in the ram were executed in step S143 to determine the magnitude of the comparison between the clutch ⁇ -clk and the target value.
  • the clutch control is performed by comparing the actual clutch rotation speed with the target value. It differs in that it is executed. That is, the third embodiment and the second embodiment Examples to that is different about the _ figures, FIG. 21 of the second embodiment
  • step A31 When the position of the change lever 81 becomes the same as the gear position, it is again determined whether the vehicle speed is lower than the specified value (step A31), and the vehicle speed exceeds the specified value.
  • Tei Ru NO after releasing the pseudo signal voltage V AC will be described later, the process proceeds to scan STEP of a click cell load signal detection. On the other hand, if this is not the case, the gear position that has reached the target gear position is read as a neutral or not by means of the gearshift (step A32), YES. If after releasing the pseudo signal voltage V AC, intends line the LE point correction again (Step-up A320, A 321) ', and if the gear position is NO other than neutral, connect the friction clutch 15 to the LE point (step A33).
  • step A130 when the accelerator load signal is lower than the specified value (a voltage low enough for the driver to indicate that the driver intends to start), that is, in this embodiment, the accelerator opening exceeds 10%. It is determined in step A130 whether or not there is no intention to start. If the determination is NO, the above steps are repeated. On the other hand, in the case of YES in which it is determined that there is a will to start, in the embodiment, it is determined whether or not the above-mentioned accelerator opening is below 50% (Step A 131). ), When the accelerator opening is between 10% and 50%, the clutch rotation is preset according to the accelerator opening when the vehicle speed is low. The target values of the numbers are read from the map shown in FIG. 27 by the steps shown in FIG.
  • step A133 the obtained target value and the actual clutch rotation speed are compared in step A133, and if they match, the friction clutch is left as it is. Hold Switch 15 (Step A134).
  • the solenoid valve 53 is off-duty controlled in step A135 to control the air cylinder 33.
  • the friction clutch 15 is gradually cut to reduce the pressing force of the clutch ⁇ 31 against the flywheel 29, and conversely, the actual clutch is disengaged. If the number of revolutions is below the target value, the solenoid valve 53 is duty-controlled to operate the air cylinder 33 (step Four
  • the friction clutch 15 is gradually connected to increase the pressure contact force of the flywheel 23 of the clutch plate 31.
  • the clutch receives the torque in a half-clutch state from the output of the I-engine rotating at a speed slightly higher than the speed that achieves the desired vehicle speed.
  • the rotation speed of the plate 31 follows the target value for achieving the desired vehicle speed, and the desired vehicle speed corresponding to the rotation speed of the clutch plate 31 is shown in FIG. 27. This is realized by the accelerator opening according to the steps. Therefore, for example, if the map is set so that the target value is 200 rpa at an accelerator opening of 20% and the target value is 300 mm at an accelerator opening of 30%, the vehicle speed can be increased.
  • the accelerator opening is set in the range of 10% to 50%, but this range is set variously according to engine output, vehicle characteristics, and the like. What you get. Further, it is of course possible to set the range of the opening degree of the accelerator in the entire range of 0% to 100%. However, when the engine speed is high, the half-clutch is not necessary. It is preferable to set the range as described above so that the clutch state is achieved and the life of the friction clutch is not shortened.
  • the actual engine speed is compared with the target value in step A137 to prevent engine stalling. If the actual engine speed is larger than the above target value by a certain positive value K, i.e. If the latch 31 slides appropriately and is in a half-clutch state, the actuator 31 (electronic governor) 25 for controlling the engine rotation is connected to the electronic control unit 25. Hold the operating signal voltage VAC as it is (Step A138). On the other hand, if the actual engine speed is larger than the target value by adding the value K, the voltage VAC is reduced to lower the engine speed (Steel).
  • the LEOFF routine is executed (step A141), and thereafter, whether the vehicle speed is greater than the specified value or not is determined. (Step AU2), if the vehicle speed is larger than the specified value (YES), the normal start flow is executed, while if the vehicle speed is NO (NO), the vehicle is reaccelerated. Judging the opening, if the accelerator opening is 50% or less, the above-mentioned fine movement and stalling prevention control is performed. Repeat.
  • step A143 The load signal value-is detected, and the optimum duty ratio corresponding to this value is read from the map shown in FIG. 4 in step A36.
  • step A38 and subsequent steps is the same as that of the second embodiment, and a description thereof will be omitted.
  • the target value is a preset target value corresponding to the accelerator opening.
  • the connection state of the friction clutch is automatically controlled so that the rotation speed of the tongue plate, that is, the target vehicle speed, is obtained, and the driver determines a certain accelerator opening. According to this, there is also an operation effect that the vehicle can be finely moved smoothly at a desired speed.
  • a duty control circuit (hereinafter simply referred to as a duty control circuit) of an automatic transmission according to another invention will be described with reference to an embodiment shown in FIGS. 28 and 23.
  • the circuit shown in Fig. 28 showing the main part of the embodiment is an automatic transmission component for switching and controlling the first and second solenoid valves 122, 123 for the clutch actuator 121 in the automatic transmission.
  • the clutch actuator 121 is, here, an air cylinder, and is supplied with a high-pressure fan from an air source 128 via a pipe 125. By breaking the clutch (not shown) and eliminating the gap, the clutch can be returned to the joint position.
  • the first and second solenoid valves 122 and 123 are both duty valves, and the first solenoid valve 122 is a clutch when the input signal changes from off to on. This is a normally open valve that switches the cutout 121 from the open to the closed state to the closed state.
  • the second solenoid valve 123 is used when the input signal changes from off to on. This is a normally closed valve that switches the state between the disconnected state and the air source 128 from the disconnected state.
  • the automatic transmission controller 124 includes a central processing unit (hereinafter simply referred to as a CPU) 127, a memory (not shown), an input / output boat (partially indicated as symbols 128 and 129), It has an input / output circuit (partially shown as a duty control circuit), which enables the operation of the engine (not shown) of the vehicle and the power transmission system.
  • the start, the start, and the speed change can be controlled in accordance with a predetermined control program.
  • the CPU 127 which is a duty control circuit, output ports 128 and 123, an oscillator 130, a counter 131, a comparator 132, a logic circuit 133, Regarding the solenoid valve drive circuit 134, 7: Described below.
  • the accelerator opening and engine The duty ratio is determined based on the rotation speed, and the duty constant corresponding to the duty ratio is output from the output boat 128 as a redundancy determination signal B. And outputs it to the comparator 132. Further, the CPU 127 selects a solenoid valve to be operated at the time of starting (duty-operating the first solenoid valve 122 and keeping the second solenoid valve 123 off), and sets each solenoid valve operation signal SI, Outputs S2 more properly than output port 128.
  • the counter 131 sequentially adds the reference pulses and, at the same time, performs 18 additions in one count cycle, that is, 18 times in one cycle T of the pulse signals S31 and S32.
  • the process of resetting the count A to zero is repeated.
  • Co-down f 'Pas-les-over data 132 Ri Oh in digital Turkey down carbonochloridate-les-over data, received the Ru de di data le signal Der de-menu Te I determine the number of signal and mosquito window down door signal, mosquito window down While pulse number A exceeds duty decision number B (where A> B), pulse width signal S4 is applied by ⁇ .
  • the logic circuit 133 is composed of two AND circuits 1331 and 1332, both of which receive the pulse width signal S4 at one terminal and the solenoid valve actuation signals SI, You will be contacted to receive S2.
  • the output terminal of the AND circuit 1331 is connected to the first solenoid valve 122 via the drive circuit 1441, and the output terminal of the other AND circuit 1332 is connected to the second solenoid valve 123 via the drive circuit 1442.
  • both drive circuits can amplify and output the pulse signals S31 and S32 of the duty ratio (and ZT) determined by the pulse width signal S4. That's fine.
  • the new datum determined on the basis of the accelerator opening etc. the number of decisions B (indicated as 128 in FIG. 23) and the comparator 132 Pulse width signal S 4
  • the signal is output to the drive circuit 1441 via the AND circuit 1331.
  • the drive circuit 1441 outputs a pulse signal S31 of 10 Hz with a duty ratio of ZT to the first solenoid valve 122.
  • the first solenoid valve 122 gradually reduces the air in the clutch heater 121 at a time ratio corresponding to the duty ratio / T, thereby decreasing the clutch. Gradually move in the half-clutch direction.
  • the duty ⁇ constant B is increased from 128 (for example, 10), and the pulse width ⁇ is reduced.
  • the CPC 127 outputs each control signal so that the duty constant ⁇ is decreased (for example, 126) and the pulse width ⁇ is increased.
  • the CPU 127 turns on both the solenoid valve operation signals SI and S2, and turns on both the solenoid valves 122 and 123. Even if both solenoid valves operate simultaneously due to the duty ratio based on the pulse width at this time, the air supply to the clutch actuator 121 increases. In order to achieve this, the shape of the air flow path has been previously determined.
  • the duty control circuit has a configuration in which the comparator outputs a kind of pulse width signal S4 in a timely manner. Instead, an oscillator, a counter, and a In this configuration, two different pulse width signals are output at all times, so that a plurality of solenoid valves (three * In addition, the pulse signals S31 and S32 are explained at 10 Hz, but this can be changed. The frequency may be a simplified frequency. Furthermore, the clutch actuator has been described as operating with air pressure, but hydraulic pressure or the like may be used.
  • the duty ratio of the pulse signal to be output to the solenoid valve can be more easily divided and output in multiple steps than in the past, and the fine adjustment of the joint position of the clutch is easy. It becomes. However, it is possible to prevent the duty ratio from being deviated due to a temperature change or a component error, and to obtain a highly accurate duty ratio.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Transmission Device (AREA)
PCT/JP1986/000151 1985-03-29 1986-03-28 Starting control apparatus for automatic speed change gears WO1986005747A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE3690165A DE3690165C2 (de) 1985-03-29 1986-03-28 Anfahrsteuervorrichtung für ein automatisches Getriebe
GB8628252A GB2190454B (en) 1985-03-29 1986-03-28 Starting control apparatus for automatic transmission system

Applications Claiming Priority (12)

Application Number Priority Date Filing Date Title
JP1985044892U JPH062827Y2 (ja) 1985-03-29 1985-03-29 車両の発進制御装置
JP60/44892U 1985-03-29
JP60074502A JPS61232932A (ja) 1985-04-10 1985-04-10 自動変速装置の変速制御方法
JP60/74502 1985-04-10
JP60/76638 1985-04-12
JP60076638A JPS61235239A (ja) 1985-04-12 1985-04-12 自動変速装置の変速制御方法
JP60/108258U 1985-07-16
JP1985108258U JPS6216855U (US08080257-20111220-C00005.png) 1985-07-16 1985-07-16
JP60/150070U 1985-09-30
JP1985150071U JPH0512097Y2 (US08080257-20111220-C00005.png) 1985-09-30 1985-09-30
JP60/150071U 1985-09-30
JP1985150070U JPH062830Y2 (ja) 1985-09-30 1985-09-30 車両の発進制御装置

Publications (1)

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WO1986005747A1 true WO1986005747A1 (en) 1986-10-09

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PCT/JP1986/000151 WO1986005747A1 (en) 1985-03-29 1986-03-28 Starting control apparatus for automatic speed change gears

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US (1) US4817776A (US08080257-20111220-C00005.png)
KR (1) KR890004516B1 (US08080257-20111220-C00005.png)
DE (2) DE3690165C2 (US08080257-20111220-C00005.png)
GB (1) GB2190454B (US08080257-20111220-C00005.png)
WO (1) WO1986005747A1 (US08080257-20111220-C00005.png)

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JP2646133B2 (ja) * 1989-04-12 1997-08-25 株式会社ゼクセル クラッチ制御用データの補正方法
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US5413012A (en) * 1993-09-07 1995-05-09 Eaton Corporation Variable synchronous window
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SE9804342L (sv) * 1998-12-16 1999-11-01 Scania Cv Ab Förfarande samt anordning för styrning av en förbränningsmotor
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DE10307377B4 (de) * 2003-02-21 2013-01-17 Daimler Ag Verfahren zum Ein- und Ausschalten der Brennkraftmaschine eines Fahrzeugs
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Also Published As

Publication number Publication date
GB2190454B (en) 1989-11-01
DE3690165C2 (de) 1996-04-18
GB2190454A (en) 1987-11-18
KR890004516B1 (en) 1989-11-10
DE3690165T1 (US08080257-20111220-C00005.png) 1987-06-04
KR860007108A (ko) 1986-10-08
GB8628252D0 (en) 1986-12-31
US4817776A (en) 1989-04-04

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