WO2013125040A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2013125040A1 WO2013125040A1 PCT/JP2012/054636 JP2012054636W WO2013125040A1 WO 2013125040 A1 WO2013125040 A1 WO 2013125040A1 JP 2012054636 W JP2012054636 W JP 2012054636W WO 2013125040 A1 WO2013125040 A1 WO 2013125040A1
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- WIPO (PCT)
- Prior art keywords
- clutch
- engine speed
- control
- idle
- engine
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/08—Introducing corrections for particular operating conditions for idling
- F02D41/083—Introducing corrections for particular operating conditions for idling taking into account engine load variation, e.g. air-conditionning
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1012—Engine speed gradient
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
Definitions
- the present invention relates to a vehicle control device including a manual transmission.
- Patent Documents 1 and 2 Conventionally, a vehicle including an engine, a manual transmission, and a clutch provided between the engine and the manual transmission is known (see, for example, Patent Documents 1 and 2).
- Patent Document 1 discloses a vehicle provided with a clutch pedal for a driver to operate a clutch state.
- the vehicle of Patent Document 1 when starting with the accelerator off, when the clutch is switched from the disengaged state to the engaged state by operating the clutch pedal, the engine rotation is based on the stroke position and the stroke speed of the clutch. It is configured to increase the number. Thereby, even if it is a vehicle provided with the clutch pedal, it is possible to omit the operation of the accelerator pedal at the time of start and perform a smooth start.
- Patent Document 2 discloses a vehicle that is not provided with a clutch pedal and is configured to automatically control the state of the clutch based on the amount of operation of the accelerator pedal.
- the vehicle of Patent Document 2 when the clutch is switched from the disconnected state to the engaged state, the engine is prevented from stalling after the clutch is moved at the first moving speed in order to shorten the time until the completion of the engagement. In order to achieve this, the clutch is moved at a second movement speed smaller than the first movement speed.
- the vehicle of Patent Document 2 is configured to correct the switching position of the moving speed of the clutch to the disconnected side when the amount of decrease in the engine speed is equal to or greater than a predetermined threshold when starting with the accelerator on. ing. Thereby, it is possible to prevent the impact at the time of clutch engagement and to improve the startability.
- Patent Document 1 since the conventional vehicle disclosed in Patent Document 1 is based on the assumption that the contact position (touch point) of the clutch is constant, for example, when the contact position of the clutch differs due to manufacturing variation (individual variation) When the contact position of the clutch changes due to aging, there is a problem that it is difficult to appropriately increase the engine speed.
- Patent Document 2 discloses a configuration for correcting the switching position of the moving speed of the clutch in a vehicle that automatically controls the state of the clutch irrespective of the operation of the driver. Since the state of the clutch depends on the operation of the driver, it is difficult to apply the configuration described in Patent Document 2 to a vehicle including a clutch pedal. Further, in a vehicle equipped with a clutch pedal, it is difficult to learn the engagement point of the clutch at the time of starting operation, and the necessity thereof is low. Therefore, how to perform the engagement point learning has not been sufficiently studied.
- the present invention has been made to solve the above-described problem, and an object of the present invention is to appropriately increase the engine speed when starting with the accelerator off in a vehicle having a clutch operation unit. It is providing the control apparatus of a simple vehicle.
- the present invention relates to a control device applied to a vehicle including an engine, a manual transmission, a clutch provided between the engine and the manual transmission, and a clutch operation unit for a driver to operate the state of the clutch. It is. Specifically, the vehicle control device according to the present invention increases the engine speed when the clutch is switched from the disengaged state to the engaged state by operating the clutch operation unit when starting with the accelerator off.
- the engine speed increase control to be started is configured to start at a predetermined start timing.
- the vehicle control device determines the start timing of the engine speed increase control at the time of starting at the next accelerator-off when the engine speed tends to decrease during a predetermined period before and after the start of the engine speed increase control. Configured to be faster.
- the predetermined period before and after the start of the engine speed increase control is a period including the start timing of the engine speed increase control, and is a preset period from the start to the start of the engine speed increase control. .
- the first threshold value is, for example, a preset rotational speed that is lower than the idle rotational speed.
- the start timing of the engine speed increase control at the next start with the accelerator off is set. It may be configured to be slow.
- the case where the engine rotational speed is not increasing is large includes the case where the engine rotational speed is increasing.
- the second threshold is, for example, a preset rotational speed that is higher than the idle rotational speed.
- the start timing of the engine speed increase control is advanced.
- the first correction amount may be larger than the second correction amount that delays the start timing of the engine speed increase control.
- the start timing of the engine speed increase control can be kept within an appropriate range.
- the vehicle control device may be configured to start the engine speed increase control when the engine speed decrease tendency is large before the engine speed increase control is started.
- the start timing of the engine speed increase control may be determined based on the stroke position of the clutch.
- the engine speed can be appropriately increased at the time of starting with the accelerator off in a vehicle having a clutch operation unit.
- FIG. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a schematic configuration of an engine mounted on the vehicle of FIG.
- FIG. 3 is a skeleton diagram showing a schematic configuration of the manual transmission mounted on the vehicle of FIG.
- FIG. 4 is a diagram schematically showing a shift pattern of the manual transmission mounted on the vehicle of FIG.
- FIG. 5 is a diagram showing a schematic configuration of a clutch device mounted on the vehicle of FIG. 6 is a block diagram showing the configuration of a control system such as an ECU mounted on the vehicle shown in FIG.
- FIG. 7 is a time chart showing a case where the start timing of the idle-up control is ideal when the vehicle of FIG. 1 starts with the accelerator off.
- FIG. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a schematic configuration of an engine mounted on the vehicle of FIG.
- FIG. 3 is
- FIG. 8 is a time chart showing a case where the start timing of the idle-up control is late when the vehicle of FIG. 1 starts off with the accelerator off.
- FIG. 9 is a time chart showing a case where the start timing of the idle up control is early when the vehicle of FIG. 1 starts off with the accelerator off.
- FIG. 10 is a flowchart showing an example of the idle-up process executed by the ECU of FIG.
- FIG. 11 is a flowchart illustrating an example of a correction process of the start timing of idle-up control executed by the ECU of FIG.
- FIG. 12 is a graph showing the relationship between the number of starts when the accelerator is off and the start timing of idle-up control.
- FIG. 13 is a time chart showing a case where the start timing of the idle-up control is late when the vehicle starts off with the accelerator off.
- FIG. 1 is a diagram showing a schematic configuration of a vehicle according to an embodiment of the present invention.
- the vehicle shown in FIG. 1 is an FR (front engine / rear drive) type vehicle, which is an engine 1, a manual transmission 2, a clutch device 3, a shift device 5, an accelerator pedal 6, and a clutch pedal, which are driving power sources. 7 etc.
- driving force (driving torque) generated by the engine 1 is input to the manual transmission 2 via the clutch device 3 from the crankshaft 15 that is the output shaft of the engine 1.
- the torque input to the manual transmission 2 is shifted by an appropriate transmission ratio by the manual transmission 2 and output from the output shaft 22 (see FIG. 3).
- the torque output from the output shaft 22 is transmitted to the left and right rear wheels (drive wheels) 44 and 44 via the propeller shaft 41, the differential gear 42, and the axles 43 and 43.
- each part of the vehicle will be described.
- FIG. 2 is a diagram showing a schematic configuration of the engine 1 mounted on the vehicle of FIG.
- the engine (internal combustion engine) 1 is, for example, a multi-cylinder gasoline engine and includes a piston 1b that forms a combustion chamber 1a and a crankshaft 15 that is an output shaft, as shown in FIG.
- the piston 1b is connected to the crankshaft 15 via a connecting rod 16.
- the reciprocating motion of the piston 1 b is converted into the rotational motion of the crankshaft 15 by the connecting rod 16.
- the crankshaft 15 is provided with a signal rotor 17.
- a plurality of protrusions 17 a are formed at equal intervals on the outer peripheral surface of the signal rotor 17.
- An engine speed sensor 124 is disposed near the side of the signal rotor 17.
- the engine speed sensor 124 is, for example, an electromagnetic pickup, and generates a pulse signal (output pulse) corresponding to the number of protrusions 17a passing through a position facing the engine speed sensor 124 when the crankshaft 15 rotates.
- a water temperature sensor 121 that detects the engine water temperature (cooling water temperature) is disposed in the cylinder block 1 c of the engine 1.
- a spark plug 103 is disposed in the combustion chamber 1 a of the engine 1.
- the ignition timing of the spark plug 103 is adjusted by the igniter 104.
- the igniter 104 is controlled by the ECU 8.
- An intake passage 11 and an exhaust passage 12 are connected to the combustion chamber 1a.
- An intake valve 13 is provided between the intake passage 11 and the combustion chamber 1a. By opening and closing the intake valve 13, the intake passage 11 and the combustion chamber 1a are communicated or blocked.
- An exhaust valve 14 is provided between the exhaust passage 12 and the combustion chamber 1a. By opening and closing the exhaust valve 14, the exhaust passage 12 and the combustion chamber 1a are communicated or blocked.
- the opening / closing drive of the intake valve 13 and the exhaust valve 14 is performed by the rotation of the intake camshaft and the exhaust camshaft (not shown) to which the rotation of the crankshaft 15 is transmitted.
- the intake passage 11 is provided with an air cleaner 107, an air flow meter 122, an intake air temperature sensor 123, an electronically controlled throttle valve 105 for adjusting the intake air amount of the engine 1, and the like.
- an O 2 sensor 126 that detects the oxygen concentration in the exhaust gas, a three-way catalyst 108, and the like are disposed.
- the throttle valve 105 is driven by a throttle motor 106. Thereby, the opening degree (throttle opening degree) of the throttle valve 105 is adjusted, and the intake air amount of the engine 1 is adjusted according to the throttle opening degree.
- the throttle opening is detected by a throttle opening sensor 125.
- the throttle motor 106 is driven and controlled by the ECU 8.
- an injector (fuel injection valve) 102 is disposed in the intake passage 11. Fuel of a predetermined pressure is supplied to the injector 102 from a fuel tank (not shown) by a fuel pump, and the fuel is injected into the intake passage 11 by the injector 102. The fuel injected by the injector 102 is mixed with intake air to form an air-fuel mixture, which is introduced into the combustion chamber 1a of the engine 1. The air-fuel mixture (fuel + air) introduced into the combustion chamber 1a is ignited by the spark plug 103 and burns and explodes. As the air-fuel mixture burns and explodes in the combustion chamber 1a, the piston 1b reciprocates and the crankshaft 15 is driven to rotate.
- FIG. 3 is a skeleton diagram showing a schematic configuration of the manual transmission 2 mounted on the vehicle of FIG.
- the manual transmission 2 is a well-known synchronous meshing manual transmission (for example, 6 forward speeds and 1 reverse speed), and an input shaft 21 is connected via a clutch device 3 as shown in FIG. It is connected to the crankshaft 15 of the engine 1.
- the output shaft 22 is connected to the propeller shaft 41 (see FIG. 1).
- the manual transmission 2 is used to transmit the driving torque from the engine 1 to the rear wheels 44 and 44 after shifting with a predetermined gear ratio.
- the manual transmission 2 includes six sets of forward gears 201 to 206 having different gear ratios (gear ratios), one set of reverse gears 207, and 1-2 shift synchromesh mechanisms 24A, and 3-4 shift syncs.
- a mesh mechanism 24B, a 5-6 shift synchromesh mechanism 24C, and the like are provided.
- the forward gears 201 to 206 each have a configuration in which drive gears 211 to 216 externally mounted on the input shaft 21 side and driven gears 221 to 226 externally mounted on the output shaft 22 side are combined.
- Drive gears 211 to 216 are engaged with driven gears 221 to 226, respectively.
- the first-speed and second-speed drive gears 211 and 212 are attached so as to rotate integrally with the input shaft 21.
- the third to sixth drive gears 213 to 216 are attached to the input shaft 21 via bearings (for example, cage and rollers) so as to be relatively rotatable.
- the 1st and 2nd driven gears 221 and 222 are attached to the output shaft 22 via bearings (for example, cage and rollers) so as to be relatively rotatable.
- the 3rd to 6th driven gears 223 to 226 are attached so as to rotate integrally with the output shaft 22.
- the reverse gear stage 207 includes a reverse drive gear 217, a reverse driven gear 227, a reverse idler gear 237, and the like.
- the synchromesh mechanisms 24A, 24B, and 24C have a known configuration, detailed description thereof is omitted.
- the synchromesh mechanisms 24A, 24B, and 24C have substantially the same configuration, and include a sleeve 241, a synchronizer ring, a clutch hub, and the like, although not shown in detail.
- the sleeve 241 is slid in the axial direction by a shift fork (not shown) of the manual transmission 2.
- the shift fork is operated so as to establish a gear position corresponding to the shift position selected and operated by the shift lever 501 (see FIG. 1) of the shift device 5.
- the shift lever 501 and the shift fork are mechanically connected by a cable, a link, or the like.
- the shift position selected by the shift lever 501 is detected by a shift position sensor 502 (see FIG. 1) provided in the manual transmission 2.
- the shift position sensor 502 may be provided in the vicinity of the shift lever 501.
- shift pattern (shift gate shape) of the shift gate that is arranged on the floor in the passenger compartment and guides the movement of the shift lever 501 of the shift device 5 will be described.
- FIG. 4 shows an outline of a shift pattern of the manual transmission 2 having six forward speeds and one reverse speed.
- the shift lever 501 is configured to perform a selection operation in the direction indicated by an arrow X in FIG. 4 and a shift operation in a direction indicated by an arrow Y perpendicular to the selection operation direction.
- the 1st-2nd speed select position P1, the 3rd-4th speed select position P2, the 5th-6th speed select position P3, and the reverse select position P4 are arranged in a line.
- the shift lever 501 can be moved to the 1st speed position 1st or the 2nd speed position 2nd by a shift operation (operation in the arrow Y direction) at the 1st speed-2nd speed select position P1.
- the shift lever 501 When the shift lever 501 is operated to the 1st speed position 1st, the sleeve 241 of the 1-2 shift synchromesh mechanism 24A of the manual transmission 2 operates to the 1st speed establishment side (right side in FIG. 3) to operate the first speed. The speed is established. Further, when the shift lever 501 is operated to the 2nd speed position 2nd, the sleeve 241 of the 1-2 speed synchromesh mechanism 24A is operated to the 2nd speed establishment side (left side in FIG. 3), and the 2nd speed is set. To establish.
- the shift lever 501 can be moved to the 3rd speed position 3rd or the 4th speed position 4th by a shift operation at the 3rd speed-4th gear select position P2.
- the shift lever 501 is operated to the 3rd speed position 3rd
- the sleeve 241 of the 3-4 shift synchromesh mechanism 24B of the manual transmission 2 is operated to the 3rd speed establishment side (the right side in FIG. 3) and the third The speed is established.
- the shift lever 501 is operated to the 4th speed position 4th
- the sleeve 241 of the 3-4 shift synchromesh mechanism 24B operates to the 4th speed establishment side (left side in FIG. 3), and the 4th speed stage is set. To establish.
- the shift lever 501 can be moved to the 5th speed position 5th or the 6th speed position 6th by a shift operation at the 5th-6th speed select position P3.
- the shift lever 501 is operated to the fifth speed position 5th
- the sleeve 241 of the 5-6 shift synchromesh mechanism 24C of the manual transmission 2 operates to the fifth speed establishment side (the right side in FIG. 3) and moves to the fifth speed position.
- the speed is established.
- the shift lever 501 is operated to the 6th speed position 6th
- the sleeve 241 of the 5-6 shift synchromesh mechanism 24C operates to the 6th speed establishment side (left side in FIG. 3), and the 6th speed stage is set. To establish.
- the shift lever 501 can be moved to the reverse position REV by a shift operation at the reverse select position P4.
- the synchromesh mechanisms 24A, 24B, 24C of the manual transmission 2 are in the neutral state (neutral state), and the reverse idler gear 237 of the manual transmission 2 is activated. As a result, the reverse gear is established.
- the 3rd-4th gear select position P2 is the neutral position.
- the synchromesh mechanisms 24A, 24B, 24C of the manual transmission 2 are in the neutral state, and the manual transmission 2 is torqued between the input shaft 21 and the output shaft 22. Neutral state with no transmission.
- FIG. 5 is a diagram showing a schematic configuration of the clutch device 3 mounted on the vehicle of FIG.
- the clutch device 3 includes a clutch mechanism 30 (also simply referred to as “clutch 30”) and a clutch operating device 300 that operates the clutch 30 in response to a depression operation of the clutch pedal 7.
- a clutch mechanism 30 also simply referred to as “clutch 30”
- a clutch operating device 300 that operates the clutch 30 in response to a depression operation of the clutch pedal 7.
- the clutch 30 is configured as a dry single-plate friction clutch, and is provided so as to be interposed between the crankshaft 15 and the input shaft 21 of the manual transmission 2. Note that a configuration other than the dry single plate type may be adopted as the configuration of the clutch 30.
- the clutch 30 includes a flywheel 31, a clutch disc 32, a pressure plate 33, a diaphragm spring 34, and a clutch cover 35.
- a flywheel 31 and a clutch cover 35 are attached to a crankshaft 15 as an input shaft of the clutch 30 so as to be integrally rotatable.
- a clutch disk 32 is spline-fitted to the input shaft 21 of the manual transmission 2 that is the output shaft of the clutch 30. Therefore, the clutch disk 32 can slide along the axial direction (left and right direction in FIG. 5) while rotating integrally with the input shaft 21.
- a pressure plate 33 is disposed between the clutch disk 32 and the clutch cover 35. The pressure plate 33 is urged toward the flywheel 31 by the outer peripheral portion of the diaphragm spring 34.
- the clutch operating device 300 includes a release bearing 301, a release fork 302, a clutch release cylinder 303, a clutch master cylinder 304, and the like.
- the release bearing 301 is slidably mounted along the axial direction of the input shaft 21.
- a release fork 302 is rotatably supported by a shaft 302a, and one end portion (the lower end portion in FIG. 5) is in contact with the release bearing 301.
- One end (the right end in FIG. 5) of the rod 303a of the clutch release cylinder 303 is connected to the other end (the upper end in FIG. 5) of the release fork 302.
- the clutch release cylinder 303 has a structure in which a piston 303c and the like are incorporated in a cylinder body 303b. The other end (the left end in FIG. 5) of the rod 303a is connected to the piston 303c.
- the clutch release cylinder 303 is connected to the clutch master cylinder 304 via a hydraulic pipe 305.
- the clutch master cylinder 304 has a configuration in which a piston 304c and the like are incorporated in a cylinder body 304b.
- One end (the left end in FIG. 5) of the rod 304a is connected to the piston 304c.
- the other end portion (the right end portion in FIG. 5) of the rod 304 a is connected to the intermediate portion of the pedal lever 71 of the clutch pedal 7.
- a reserve tank 304d for supplying clutch fluid (oil) as a working fluid into the cylinder body 304b is provided on the upper portion of the cylinder body 304b.
- the clutch master cylinder 304 is adapted to generate an oil pressure when the piston 304c moves in the cylinder body 304b by receiving an operation force generated by the driver depressing the clutch pedal 7.
- the hydraulic pressure generated by the clutch master cylinder 304 is transmitted to the clutch release cylinder 303 by the oil in the hydraulic pipe 305.
- the release fork 302 is operated according to the hydraulic pressure in the clutch release cylinder 303, so that the clutch 30 is engaged / released.
- the clutch master cylinder 304 is provided with a stroke sensor 304e for detecting the stroke position (clutch position) of the piston 304c (clutch 30).
- the ECU 8 includes a CPU 81, a ROM 82, a RAM 83, a backup RAM 84, an input interface 85, an output interface 86, and the like.
- the ROM 82 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
- the CPU 81 executes arithmetic processing based on various control programs and maps stored in the ROM 82.
- the RAM 83 is a memory that temporarily stores calculation results from the CPU 81 and data input from various sensors, switches, and the like.
- the backup RAM 84 is a non-volatile memory that stores data to be saved when the engine 1 is stopped.
- the CPU 81, ROM 82, RAM 83, and backup RAM 84 are connected to each other via a bus 87 and are connected to an input interface 85 and an output interface 86.
- the input interface 85 is connected with a stroke sensor 304e, a water temperature sensor 121, an air flow meter 122, an intake air temperature sensor 123, an engine speed sensor 124, a throttle opening sensor 125, an O 2 sensor 126, and the like. Further, the input interface 85 is provided in the vicinity of the accelerator pedal 6 (see FIG. 1) and detects an accelerator opening sensor 61 for detecting the amount of depression of the accelerator pedal 6 (accelerator opening) by the driver, and the axle 43 (see FIG. 1). 1), a wheel speed sensor 431 for detecting the speed of the vehicle, a shift position sensor 502 for detecting a shift position selected by a shift lever 501 (see FIG. 1) of the shift device 5, and the like are connected. ing.
- the output interface 86 is connected to an injector 102, an igniter 104 of a spark plug 103, a throttle motor 106 of a throttle valve 105, and the like.
- the ECU 8 includes vehicle drive control (fuel injection control) of the injector 102, ignition timing control of the spark plug 103, drive control of the throttle motor 106 of the throttle valve 105, and the like based on the outputs of the various sensors and various switches described above. Perform various controls.
- the ECU 8 increases the engine speed (engine speed) when the clutch 30 is switched from the disengaged state to the engaged state by operating the clutch pedal 7 when starting with the accelerator off.
- Number increase control is configured to start at a predetermined start timing. As a result, it is possible to omit the operation of the accelerator pedal 6 at the start and to perform a smooth start (running start). The starting operation when the accelerator is off will be described in detail below.
- the ECU 8 performs idle-up control when the stroke position of the clutch 30 has passed (exceeded) the idle-up control start position Ps when starting with the accelerator off.
- the ECU 8 increases the idle at the next start with the accelerator off if the engine speed falls below the first threshold Th1 during a predetermined period before and after the start of the idle up control.
- the control start timing is advanced, and when the engine speed rises above the second threshold Th2, the start timing of the idle up control at the time of start with the next accelerator off is delayed.
- the first threshold value Th1 and the second threshold value Th2 are preset rotational speeds, the first threshold value Th1 is a rotational speed lower than the idle rotational speed, and the second threshold value Th2 is a rotational speed higher than the idle rotational speed. It is.
- the predetermined period is a period including the start timing of the idle up control, and is a preset period from before the start of the idle up control to after the start.
- FIG. 7 to 9 are time charts when starting with the accelerator off. Specifically, FIG. 7 shows the case where the start timing of the idle up control is ideal, FIG. 8 shows the case where the start timing of the idle up control is late, and FIG. 9 shows the start timing of the idle up control. Indicates the case where is early.
- the start operation when the accelerator is off will be described with reference to FIGS. 7 to 9, the horizontal direction is the time axis, and the time advances from the left side to the right side.
- the start timing of the idle up control is late is when the start timing of the idle up control is slower than the ideal case, and when the start timing of the idle up control is early, the start of the idle up control is started. This is a case where the timing is earlier than the ideal case.
- the idle up control request flag is turned on.
- the target value of the engine speed is set to a higher speed (for example, 800 rpm) than the idle speed.
- the start timing of the idle up control is ideal, the idle up control is started in a state where the clutch 30 is not in contact (disconnected state).
- the engine speed increases from the second threshold value Th2 by the idle-up control.
- the clutch 30 comes into contact immediately after the engine speed reaches the target value.
- the clutch 30 is in the half-clutch state, the engine speed is dragged and lowered toward the rear wheels 44 and 44.
- the engine speed is 650 rpm.
- the transmission torque of the clutch 30 increases.
- the rotation of the engine 1 is transmitted to the rear wheels 44 and 44, whereby the vehicle starts.
- the start timing of the idle up control is determined at the next start-up operation with the accelerator off. It will be slower than this time. Specifically, the idle up control start position Ps is corrected by the second correction amount C2 on the joining side.
- the start timing of the idle up control is ideal, it is difficult to distinguish the start timing of the idle up control from the case where the start timing of the idle up control is early based on the engine speed. Because there is.
- the clutch 30 comes into contact before the idle up control is started. As a result, the clutch 30 enters the half-clutch state, so that the engine speed is dragged toward the rear wheels 44 and 44 and is lower than the first threshold Th1.
- the idle up control request flag is turned on.
- the target value of the engine speed is set to a higher speed (for example, 800 rpm) than the idle speed.
- the engine speed is, for example, 650 rpm by being dragged to the rear wheels 44 and 44 side.
- the transmission torque of the clutch 30 increases.
- the rotation of the engine 1 is transmitted to the rear wheels 44 and 44, whereby the vehicle starts.
- the case where the start timing of the idle up control is late is a case where the contact position is shifted to the cutting side with respect to the idle up control start position Ps as compared with the case where the start timing of the idle up control is ideal. .
- the start timing of the idle up control is determined at the next start-up operation with the accelerator off. It will be faster than this time. Specifically, the idle up control start position Ps is corrected to the cutting side by the first correction amount C1.
- the first correction amount C1 is set to be larger than the second correction amount C2.
- the idle up control request flag is turned on.
- the target value of the engine speed is set to a higher speed (for example, 800 rpm) than the idle speed.
- the engine speed increases from the second threshold value Th2 by the idle-up control.
- the clutch 30 comes into contact after the engine speed is maintained at the target value.
- the clutch 30 is in the half-clutch state, the engine speed is dragged and lowered toward the rear wheels 44 and 44.
- the engine speed is 650 rpm.
- the transmission torque of the clutch 30 increases.
- the rotation of the engine 1 is transmitted to the rear wheels 44 and 44, whereby the vehicle starts.
- the case where the start timing of the idle up control is early means that the contact position is shifted to the joining side with respect to the idle up control start position Ps as compared with the case where the start timing of the idle up control is ideal. is there.
- the start timing of the idle up control is determined at the next start-up operation with the accelerator off. It will be slower than this time. Specifically, the idle up control start position Ps is corrected by the second correction amount C2 on the joining side.
- FIG. 10 and FIG. 11 are flowcharts for explaining the processing procedure of the ECU 8 during the start-up operation with the accelerator off. Next, with reference to FIG. 10 and FIG. 11, a processing procedure of the ECU 8 in the start-up operation with the accelerator off will be described.
- the ECU 8 performs the idle-up process including the idle-up control and the correction process for the start-up timing of the idle-up control in parallel when starting with the accelerator off. That is, the start-up operation when the accelerator is off includes an idle-up process and a correction process.
- step S1 of FIG. 10 it is determined whether or not the vehicle speed is zero (the vehicle is stopped). If it is determined that the vehicle speed is zero, the process proceeds to step S2. On the other hand, if it is determined that the vehicle speed is not zero, step S1 is repeated. Whether or not the vehicle speed is zero is determined based on the detection result of the wheel speed sensor 431, for example.
- step S2 it is determined whether or not the accelerator is off. If it is determined that the accelerator is off, the process proceeds to step S3. On the other hand, if it is determined that the accelerator is not off, the process returns to step S1. Whether the accelerator is off is determined based on, for example, the detection result of the accelerator opening sensor 61, that is, the operation amount of the accelerator pedal 6, and the accelerator pedal 6 is not depressed (not operated). If so, go to Step S3.
- step S3 it is determined whether or not the clutch 30 has been moved to the coupling side.
- the process proceeds to step S4.
- the process returns to step S1.
- whether or not the clutch 30 has been moved to the engagement side is determined by whether or not the moving speed of the clutch 30 calculated from the detection result of the stroke sensor 304e has exceeded a preset value, for example.
- step S4 it is determined whether or not the stroke position of the clutch 30 detected by the stroke sensor 304e has passed the idle up control start position Ps.
- the process proceeds to step S5.
- step S4 is repeated. That is, it waits until the stroke position passes the idle up control start position Ps.
- step S5 idle up control is performed. For example, when the idle speed is 600 rpm, the target value of the engine speed is set to 800 rpm. Thereafter, the idle up process is terminated.
- Step S11 to S13 are the same as steps S1 to S3 described above, and thus the description thereof is omitted.
- step S14 in FIG. 11 monitoring of the engine speed is started.
- the engine speed is calculated based on the detection result of the engine speed sensor 124.
- step S15 it is determined whether or not the engine speed has decreased below the first threshold value Th1.
- step S17 it is determined that the engine speed has decreased below the first threshold Th1.
- step S16 it is determined that the engine speed is not lower than the first threshold Th1.
- step S16 it is determined whether or not the engine speed has risen above the second threshold value Th2. If it is determined that the engine speed has risen above the second threshold Th2, the process proceeds to step S18. On the other hand, if it is determined that the engine speed has not risen above the second threshold Th2, the process returns to step S15.
- step S15 When the engine speed is lower than the first threshold value Th1 (step S15: Yes), it is determined that the start timing of the idle up control is late, so in step S17, the idle up control start position Ps is determined. The cut amount is corrected by the first correction amount C1. Thereafter, the correction process of the start timing of the idle up control is ended. This correction is applied at the next start when the accelerator is off. Thereby, it is possible to advance the start timing of the idle up control at the time of starting at the next accelerator off.
- step S18 the idle up control is performed.
- the start position Ps is corrected to the joining side by the second correction amount C2.
- the second correction amount C2 is set to be smaller than the first correction amount C1.
- this correction is applied at the next start with the accelerator off. Thereby, it is possible to delay the start timing of the idle-up control at the time of starting with the next accelerator-off.
- the start timing of the next idle up control is advanced so that the start timing of the idle up control at the time of start with the accelerator off is set. It can be suppressed that it becomes too late. Thereby, since it can suppress that an engine speed falls more than needed, an engine speed can be raised appropriately at the time of start by accelerator-off.
- the start timing of the idle up control when the start timing of the idle up control is ideal and early, the start timing of the next idle up control is delayed, so that the start timing of the idle up control at the time of start with the accelerator off is set. It can suppress becoming too early. As a result, it is possible to suppress the engine speed from being jetted more than necessary, and therefore it is possible to appropriately increase the engine speed when starting with the accelerator off.
- the start timing of the idle up control is corrected.
- the engine speed can be appropriately increased, and the vehicle can be smoothly started with the accelerator off.
- the operation mode of the clutch pedal 7 is different for each driver, it can be corrected to the start timing of the idle-up control corresponding to each driver. That is, in the present embodiment, even if the vehicle includes the clutch pedal 7, the contact position (touch point) of the clutch 30 can be corrected (learned) appropriately.
- the start timing it is difficult to determine whether the start timing is early or ideal by determining the start timing of the idle up control based on the change in the engine speed.
- the correction amount C2 By making the correction amount C2 smaller than the first correction amount C1, as shown in FIG. 12, the start timing can be kept within an appropriate range.
- the present invention is not limited thereto, and the present invention may be applied to a control device for a 4WD type or FF type vehicle.
- the stroke position of the clutch 30 starts the idle up control.
- the idle-up control may be started immediately without waiting for passing through the position Ps. If comprised in this way, it can suppress that an engine speed falls more than needed.
- the start operation with the accelerator off may be performed only when the first speed is established in the manual transmission 2.
- the example in which the start timing of the idle-up control is delayed when the engine is started at the next accelerator-off when the engine speed rises higher than the second threshold Th2 is not limited to this.
- the start timing of the idle up control at the time of start with the next accelerator off may not be changed (maintained).
- the start timing of the idle up control at the time of starting at the next accelerator-off is advanced, and the engine speed is more than the second threshold Th2.
- the start-up timing of the idle up control is delayed at the next start when the accelerator is off, but this is not the only case. If the start-up timing of the idle-up control at the start of the vehicle is made earlier, and the engine speed is not decreasing significantly (including when the engine is increasing), the start-up of the idle-up control at the start of the next accelerator-off is started. The timing may be delayed.
- the tendency of the engine speed to decrease is large, the case where the engine speed has decreased below the first threshold Th1 is included, and when the tendency of the engine speed to decrease is not large, the engine speed is the second. The case where it rises above the threshold Th2 is included.
- the decreasing tendency of the engine speed is large, when the decreasing rate (change rate) of the engine rotating speed is below a predetermined threshold (the decreasing rate is an absolute value, the decreasing rate exceeds the predetermined threshold).
- the increase rate (change rate) of the engine speed exceeds a predetermined threshold value.
- the idle up control request flag and the idle up control start position Ps are stored in the backup RAM 84 of the ECU 8, and the first threshold Th1, the second threshold Th2, the first correction amount C1, and the second correction amount C2 are stored. It may be stored in the ROM 82 of the ECU 8.
- steps S1 and S11 of the present embodiment an example in which it is determined whether or not the vehicle speed is zero has been described.
- the present invention is not limited thereto, and it is determined whether or not the vehicle speed is substantially zero. May be.
- an example in which it is determined that the start timing of the idle up control is late when the engine speed is lower than the first threshold Th1 is not limited to this, but ISC (Idle Speed Control)
- ISC Inner Speed Control
- the feedback control it may be determined that the start timing of the idle up control is late. That is, the case where the ISC feedback control is activated is included when the tendency of the engine speed to decrease is large. Whether or not the ISC feedback control is activated can be determined based on, for example, the fuel injection amount of the injector 102, the ignition timing of the spark plug 103, the drive amount of the throttle motor 106 of the throttle valve 105, and the like.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
Description
図2は、図1の車両に搭載されるエンジン1の概略構成を示す図である。
図3は、図1の車両に搭載される手動変速機2の概略構成を示すスケルトン図である。
図5は、図1の車両に搭載されるクラッチ装置3の概略構成を示す図である。
上記構成の車両において、エンジン1等の各種制御は、ECU8によって行われる。ECU8は、図6に示すように、CPU81、ROM82、RAM83、バックアップRAM84、入力インターフェース85、出力インターフェース86等を備えている。
本実施形態によるECU8は、アクセルオフでの発進時に、クラッチ30のストローク位置がアイドルアップ制御開始位置Psを通過した(超えた)場合にアイドルアップ制御を行う。また、ECU8は、アクセルオフでの発進時において、アイドルアップ制御の開始前後の所定期間に、エンジン回転数が第1閾値Th1よりも低下した場合に、次回のアクセルオフでの発進時におけるアイドルアップ制御の開始タイミングを早くし、エンジン回転数が第2閾値Th2よりも上昇した場合に、次回のアクセルオフでの発進時におけるアイドルアップ制御の開始タイミングを遅くする。なお、第1閾値Th1および第2閾値Th2は予め設定された回転数であり、第1閾値Th1はアイドル回転数よりも低い回転数であり、第2閾値Th2はアイドル回転数よりも高い回転数である。また、所定期間は、アイドルアップ制御の開始タイミングを含む期間であって、アイドルアップ制御の開始前から開始後までの予め設定された期間である。
まず、アクセルオフでの発進動作の前には、ドライバによりクラッチペダル7が踏み込まれており、クラッチ30が切断状態にされている。また、エンジン1がアイドル回転数(例えば、600rpm)で運転されている。なお、この発進動作では、アクセルペダル6は踏み込まれていない状態のまま維持される。そして、ドライバによりクラッチペダル7の踏み込みが徐々に解除されると、クラッチ30が継合側に移動される。なお、このクラッチ30の継合側への移動が検出された場合には、ECU8がエンジン回転数の監視を開始する。
アクセルオフでの発進動作の前には、ドライバによりクラッチペダル7が踏み込まれており、クラッチ30が切断状態にされている。また、エンジン1がアイドル回転数(例えば、600rpm)で運転されている。なお、この発進動作では、アクセルペダル6は踏み込まれていない状態のまま維持される。そして、ドライバによりクラッチペダル7の踏み込みが徐々に解除されると、クラッチ30が継合側に移動される。なお、このクラッチ30の継合側への移動が検出された場合には、ECU8がエンジン回転数の監視を開始する。
アクセルオフでの発進動作の前には、ドライバによりクラッチペダル7が踏み込まれており、クラッチ30が切断状態にされている。また、エンジン1がアイドル回転数(例えば、600rpm)で運転されている。なお、この発進動作では、アクセルペダル6は踏み込まれていない状態のまま維持される。そして、ドライバによりクラッチペダル7の踏み込みが徐々に解除されると、クラッチ30が継合側に移動される。なお、このクラッチ30の継合側への移動が検出された場合には、ECU8がエンジン回転数の監視を開始する。
次に、図10を参照して、ECU8が実行するアイドルアップ処理について説明する。なお、以下の一連の動作は、繰り返し行われる。
次に、図11を参照して、ECU8が実行するアイドルアップ制御の開始タイミングの補正処理について説明する。なお、以下の一連の動作は、繰り返し行われる。また、ステップS11~S13は、上記したステップS1~S3と同様であるので、説明を省略する。
本実施形態では、上記のように、アイドルアップ制御の開始タイミングが遅い場合には、次回のアイドルアップ制御の開始タイミングを早くすることによって、アクセルオフでの発進時におけるアイドルアップ制御の開始タイミングが遅くなりすぎるのを抑制することができる。これにより、エンジン回転数が必要以上に低下するのを抑制することができるので、アクセルオフでの発進時にエンジン回転数を適切に上昇させることができる。
なお、今回開示した実施形態は、すべての点で例示であって、限定的な解釈の根拠となるものではない。したがって、本発明の技術的範囲は、上記した実施形態のみによって解釈されるものではなく、特許請求の範囲の記載に基づいて画定される。また、本発明の技術的範囲には、特許請求の範囲と均等の意味および範囲内でのすべての変更が含まれる。
2 手動変速機
7 クラッチペダル(クラッチ操作部)
8 ECU(車両の制御装置)
30 クラッチ機構(クラッチ)
Claims (7)
- エンジンと、手動変速機と、前記エンジンと前記手動変速機との間に設けられたクラッチと、前記クラッチの状態をドライバが操作するためのクラッチ操作部とを備える車両の制御装置であって、
アクセルオフでの発進時において、前記クラッチ操作部が操作されることにより前記クラッチが切断状態から継合状態に切り替えられるときに、エンジン回転数を上昇させるエンジン回転数上昇制御を所定の開始タイミングで開始するように構成されており、
エンジン回転数上昇制御の開始前後の所定期間に、エンジン回転数の低下傾向が大きい場合に、次回のアクセルオフでの発進時におけるエンジン回転数上昇制御の開始タイミングを早くするように構成されていることを特徴とする車両の制御装置。 - 請求項1に記載の車両の制御装置において、
前記エンジン回転数の低下傾向が大きい場合には、エンジン回転数が第1閾値よりも低下した場合が含まれることを特徴とする車両の制御装置。 - 請求項1または2に記載の車両の制御装置において、
エンジン回転数上昇制御の開始前後の所定期間に、エンジン回転数の低下傾向が大きくない場合に、次回のアクセルオフでの発進時におけるエンジン回転数上昇制御の開始タイミングを遅くするように構成されていることを特徴とする車両の制御装置。 - 請求項3に記載の車両の制御装置において、
前記エンジン回転数の低下傾向が大きくない場合には、エンジン回転数が第2閾値よりも上昇した場合が含まれることを特徴とする車両の制御装置。 - 請求項3または4に記載の車両の制御装置において、
エンジン回転数上昇制御の開始タイミングを早くする第1補正量は、エンジン回転数上昇制御の開始タイミングを遅くする第2補正量よりも大きいことを特徴とする車両の制御装置。 - 請求項1~5のいずれか1つに記載の車両の制御装置において、
エンジン回転数上昇制御の開始前に、エンジン回転数の低下傾向が大きい場合に、エンジン回転数上昇制御を開始するように構成されていることを特徴とする車両の制御装置。 - 請求項1~6のいずれか1つに記載の車両の制御装置において、
エンジン回転数上昇制御の開始タイミングは、前記クラッチのストローク位置に基づいて判断されることを特徴とする車両の制御装置。
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CN201280070550.XA CN104136754B (zh) | 2012-02-24 | 2012-02-24 | 车辆的控制装置 |
PCT/JP2012/054636 WO2013125040A1 (ja) | 2012-02-24 | 2012-02-24 | 車両の制御装置 |
JP2012532789A JP5273309B1 (ja) | 2012-02-24 | 2012-02-24 | 車両の制御装置 |
DE112012000039.0T DE112012000039B4 (de) | 2012-02-24 | 2012-02-24 | Steuergerät für ein Fahrzeug |
US13/581,575 US9051891B2 (en) | 2012-02-24 | 2012-02-24 | Control device for vehicle |
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JP6841248B2 (ja) * | 2018-02-13 | 2021-03-10 | トヨタ自動車株式会社 | 自動運転システム |
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2012
- 2012-02-24 WO PCT/JP2012/054636 patent/WO2013125040A1/ja active Application Filing
- 2012-02-24 DE DE112012000039.0T patent/DE112012000039B4/de not_active Expired - Fee Related
- 2012-02-24 JP JP2012532789A patent/JP5273309B1/ja not_active Expired - Fee Related
- 2012-02-24 CN CN201280070550.XA patent/CN104136754B/zh not_active Expired - Fee Related
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US20130225368A1 (en) | 2013-08-29 |
CN104136754A (zh) | 2014-11-05 |
US9051891B2 (en) | 2015-06-09 |
CN104136754B (zh) | 2016-10-26 |
JP5273309B1 (ja) | 2013-08-28 |
DE112012000039T5 (de) | 2013-12-12 |
JPWO2013125040A1 (ja) | 2015-07-30 |
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