WO2013132701A1 - トルクコンバータのロックアップ容量制御装置 - Google Patents
トルクコンバータのロックアップ容量制御装置 Download PDFInfo
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- WO2013132701A1 WO2013132701A1 PCT/JP2012/079727 JP2012079727W WO2013132701A1 WO 2013132701 A1 WO2013132701 A1 WO 2013132701A1 JP 2012079727 W JP2012079727 W JP 2012079727W WO 2013132701 A1 WO2013132701 A1 WO 2013132701A1
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- 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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D33/00—Rotary fluid couplings or clutches of the hydrokinetic type
- F16D33/18—Details
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- 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
- F16H45/00—Combinations of fluid gearings for conveying rotary motion with couplings or clutches
- F16H45/02—Combinations of fluid gearings for conveying rotary motion with couplings or clutches with mechanical clutches for bridging a fluid gearing of the hydrokinetic type
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/304—Signal inputs from the clutch
- F16D2500/30406—Clutch slip
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3082—Signal inputs from the transmission from the output shaft
- F16D2500/30825—Speed of the output shaft
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/508—Relating driving conditions
- F16D2500/5085—Coasting
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- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
- F16D2500/70402—Actuator parameters
- F16D2500/70406—Pressure
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- 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
- F16H2059/186—Coasting
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- 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
- F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
- F16H2059/465—Detecting slip, e.g. clutch slip ratio
- F16H2059/467—Detecting slip, e.g. clutch slip ratio of torque converter
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- 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
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
- F16H2061/145—Control of torque converter lock-up clutches using electric control means for controlling slip, e.g. approaching target slip value
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- 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
- F16H2342/00—Calibrating
- F16H2342/04—Calibrating engagement of friction elements
- F16H2342/044—Torque transmitting capability
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
Definitions
- the present invention relates to a lockup capacity control device for a vehicle torque converter.
- An object of the present invention is to provide a lock-up capacity control device for a torque converter that can more accurately control a lock-up capacity when shifting to a coasting state.
- the torque converter lock-up capacity control device of the present invention comprises: Lock-up capacity control means for controlling the lock-up capacity to a predetermined target capacity when transitioning from the driving state to the coasting state; When the lockup capacity control means controls the lockup capacity to the target capacity, a time during which the slip amount, which is the difference between the rotation speed of the input element and the rotation speed of the output element, is within a predetermined range A time measuring means for measuring Capacity learning means for learning and correcting the target capacity so that the time measured by the time measuring means becomes a predetermined target time.
- the target capacity is learned and corrected so that the time during which the slip amount is within the predetermined range becomes the predetermined target time, so that the lockup capacity can be controlled more accurately when the coasting state is entered. can do.
- FIG. 1 is a system diagram showing a power transmission system of a vehicle to which a lockup capacity control device of Embodiment 1 is applied.
- 3 is a flowchart illustrating a lockup capacity control process performed by a lockup capacity control unit according to the first embodiment.
- 7 is a flowchart showing target capacity learning control processing by a capacity learning unit and a time measuring unit according to the first to third embodiments.
- 6 is a flowchart illustrating a target time setting process by a capacity learning unit according to the first embodiment.
- 5 is a map showing a relational characteristic between a change rate of engine torque and a target time, which is used for a target time setting process in the first embodiment.
- FIG. 3 is a time chart showing a change over time in a target capacity and the like when shifting to a coasting state according to the first embodiment.
- FIG. 7 is an enlarged view in the vicinity of times t2 to t4 in FIG. 6 for showing that the time when the slip amount becomes substantially zero changes according to the target capacity.
- FIG. 7 is an enlarged view in the vicinity of times t2 to t4 in FIG. 6 to show that the time during which the slip amount becomes substantially zero changes according to the change rate of the engine torque.
- 10 is a flowchart illustrating a target time setting process performed by a capacity learning unit according to the second embodiment. It is a map showing the relationship characteristic of the vehicle speed and target time used for the setting process of the target time in Example 2.
- 10 is a flowchart illustrating a target time setting process performed by a capacity learning unit according to a third embodiment.
- 10 is a time chart showing a change over time in a target capacity and the like at the time of transition to a coast running state in Example 3;
- FIG. 13 is an enlarged view in the vicinity of times t6 to t7 in FIG. 12 for showing that the target time changes according to the rate of change of the engine torque.
- FIG. 1 is a system configuration diagram showing a vehicle power train (power transmission system) together with a control system.
- the power train includes an engine 1 as a prime mover, an automatic transmission 2 as a transmission mechanism (transmission), and a torque converter 3 that drives and couples them.
- the engine 1 includes a throttle valve 5 whose opening degree is adjusted according to the depression amount (accelerator opening degree) of the accelerator pedal 4, and an air amount corresponding to the throttle opening degree TVO and the engine speed Ne is supplied to the air cleaner 6. After inhalation.
- the engine 1 includes an injector group 7 and an ignition device 8 provided for each cylinder.
- the rotation from the engine 1 is input to the automatic transmission 2 through the torque converter 3.
- the torque converter 3 is a fluid coupling capable of amplifying torque, and the rotation of an input element (pump impeller) driven by the engine 1 is converted into an output element (turbine runner) while increasing torque and absorbing torque fluctuation via an internal working fluid. ) (Converter state), and this turbine rotation is directed to the automatic transmission 2.
- the automatic transmission 2 determines the selected shift speed by a combination of ON and OFF of the shift solenoids 15 and 16 in the control valve 13, shifts the input rotation at a gear ratio corresponding to the selected shift speed, and outputs this shift power.
- the vehicle travels by transmitting from the shaft 14 to the drive wheel 18.
- the torque converter 3 incorporates a lock-up clutch as a lock-up mechanism for mechanically coupling the input / output elements to limit the relative rotation between them (including a lock-up state with zero relative rotation).
- the lock-up clutch has a fastening pressure (lock-up pressure) determined by a drive duty command D of the lock-up solenoid 17 in the control valve 13, and connects the input / output elements of the torque converter 3. It is possible to limit the relative rotation.
- the lockup pressure determines the engagement capacity (lockup capacity TLU) of the lockup clutch.
- the lockup clutch fastens an input element (pump impeller) on the engine 1 side of the torque converter 3 and an output element (turbine runner) on the automatic transmission 2 side so that torque can be transmitted according to the lockup capacity TLU.
- lockup capacity TLU When the lockup capacity TLU is determined to be zero, an unconnected state (converter state) in which the input / output elements are not coupled is established. On the other hand, when the lock-up capacity TLU is given, a fastening state (lock-up state) is established in which the input / output elements are coupled. Note that the fastening state is based on the magnitude relationship between the transmission torque between the input / output elements and the lockup capacity TLU, and the input / output elements are coupled so that relative rotation does not occur (complete lockup), and the input / output elements Any one of slip fastening (slip lock-up) coupled while relatively rotating between the two.
- the engine controller 9 controls the operating state of the engine 1.
- the engine controller 9 receives a signal Q from the intake air amount sensor 11 that detects the engine intake air amount Q and a signal I from the idle switch 12 that is turned on when the accelerator pedal 4 is released. Based on the input information, the engine controller 9 injects a predetermined amount of fuel from the injector group 7 into the combustion chamber (predetermined cylinder) of the engine 1 and, at the predetermined timing, the spark plug of the predetermined cylinder via the ignition device 8. Ignite. Further, the engine controller 9 performs fuel cut to stop fuel injection (fuel supply) from the injector group 7 when the accelerator pedal is released when the driver removes his / her foot from the accelerator pedal 4.
- the fuel supply is stopped during coast driving (driving with the throttle opening being zero in this embodiment) to prevent waste of fuel consumption, and the fuel consumption rate is reduced.
- the start of fuel cut is performed, for example, after a predetermined cut-in delay time has elapsed after the throttle valve 5 is fully closed during traveling.
- the cut-in delay time is generally a predetermined time required for all the air in the pipe between the fully closed throttle valve 5 and the combustion chamber of the engine 1 to be taken into the combustion chamber of the engine 1.
- the rotating element (turbine runner) on the wheel 18 side rotated by the wheel 18 rotating during coasting and the rotating element (pump impeller) on the engine 1 side are mechanically connected by a lock-up mechanism.
- lockup slip lockup
- fuel cut recovery is performed to reinject a predetermined amount of fuel from the injector group 7 to a predetermined cylinder, and fuel supply is resumed. This prevents engine stall.
- the transmission controller 21 controls the ON and OFF of the shift solenoids 15 and 16 and the drive duty command D of the lockup solenoid 17.
- the transmission controller 21 includes a signal I from the idle switch 12, a signal TVO from the throttle opening sensor 22 that detects the throttle opening TVO of the throttle valve 5, and an input rotational speed (that is, engine rotational speed) of the torque converter 3.
- Ne for detecting the signal Ne from the impeller rotation sensor 23, the signal Nt from the turbine rotation sensor 24 for detecting the output rotation speed (ie, the turbine rotation speed Nt) of the torque converter 3, and the rotation speed of the transmission output shaft 14.
- a signal No. from the transmission output rotation sensor 25 for detecting No. is input.
- the transmission controller 21 Based on these input information, the transmission controller 21 performs shift control of the automatic transmission 2 by a known calculation as follows. That is, based on the planned shift map from the vehicle speed VSP obtained from the transmission output rotational speed No and the throttle opening TVO, a shift stage suitable for the current vehicle operating state is retrieved, and the shift to this preferred shift stage is performed.
- the shift solenoids 15 and 16 are switched ON and OFF so that the above is performed.
- the transmission controller 21 constitutes a lockup capacity control device that controls the lockup capacity TLU according to the vehicle operating state.
- the lockup capacity TLU is controlled so as to be in a complete lockup state under a traveling state that does not require a torque increasing action and a torque fluctuation absorbing action (for example, constant speed driving traveling at a high vehicle speed).
- the lockup capacity TLU is controlled so that the rotation of the transmission output shaft 14 is transmitted to the engine 1 in order to prevent engine stall so as to be in the slip lockup state.
- the lock-up in the latter case is called coast-up lock-up.
- bidirectional communication is possible, and coordinated control for executing fuel cut or fuel cut recovery for the engine 1 is performed in accordance with the engagement and release of the lockup clutch.
- coordinated control for executing fuel cut or fuel cut recovery for the engine 1 is performed in accordance with the engagement and release of the lockup clutch.
- a transmission controller 21 (hereinafter referred to as a control device 21) as a lock-up capacity control device includes a lock-up capacity control unit that controls the lock-up capacity TLU to a predetermined target capacity TLU *, and a drive state to a coasting state.
- the throttle opening TVO is positive
- the engine torque (torque generated on the output shaft of the engine 1) Te is positive
- the output element is driven to rotate from the input element to the output element.
- a state where torque is transmitted is referred to as a drive traveling state
- a state where the throttle opening TVO is zero is referred to as a coast traveling state.
- FIG. 2 is a flowchart showing a procedure of calculation processing executed by the lockup capacity control unit when the driving state is shifted to the coasting state.
- This calculation process is executed as a timer interrupt process at predetermined intervals.
- step S1 based on the throttle opening TVO and the like, it is determined whether or not the drive travel state has shifted to the coast travel state. That is, when the throttle opening TVO becomes zero, it is determined that the vehicle has shifted to the coast driving state. If it is determined that the vehicle has shifted to the coasting state, the process proceeds to step S2, and if it is determined that the vehicle has not shifted to the coasting state, the current control flow ends.
- step S2 TLU1 is output as a command value (target capacity TLU *) of the lockup capacity TLU before the fuel cut is executed. Thereafter, the process proceeds to step S3. In step S3, it is determined whether fuel cut has been executed. If not executed, the process returns to step S2 to output TLU1, and if executed, the process proceeds to step S4. In step S4, TLU2 is output as a command value (target capacity TLU *) of the lockup capacity TLU after the fuel cut is executed, and the current control flow is terminated.
- FIG. 3 is a flowchart showing a procedure of arithmetic processing (learning control of the target capacity TLU1 before the fuel cut is executed) executed by the capacity learning unit and the time measuring unit. This calculation process is executed as a timer interrupt process at predetermined intervals.
- the capacity learning unit executes steps S11 and S16 to S19, and the time measuring unit executes steps S12 to S15.
- step S11 it is determined whether or not the target capacity TLU1 before the fuel cut is executed is commanded. If it is determined that TLU1 is being commanded, the process proceeds to step S12. If it is determined that TLU1 is not being commanded, the current control flow is terminated.
- steps S12 to S15 a time Ts during which the slip amount ⁇ N is within a predetermined range is measured.
- the slip amount ⁇ N is within a predetermined range is set within a range (
- steps S12 to S15 will be described in detail.
- step S12 it is determined whether or not the absolute value
- step S13 the time Ts (timer) is counted up. Thereafter, the process proceeds to step S14.
- step S14 it is determined whether or not the absolute value
- step S15 the counting up of time Ts (timer) is ended (stopped). Thereafter, the process proceeds to step S16.
- steps S16 to S19 it is determined whether or not the counted up time (measurement time) Ts matches a predetermined target time T *, and if Ts does not match T *, a fuel cut is executed.
- the target capacity TLU1 before being corrected is corrected so that the measurement time Ts coincides with the target time T *. Therefore, by repeating correction (learning correction) of the target capacity TLU1 for each cycle of this control flow, the measurement time Ts finally matches the target time T *.
- the target time T * is set as a predetermined time (Tlim2 ⁇ T * ⁇ Tlim1) between the upper limit value Tlim1 and the lower limit value Tlim2 so as to have a predetermined width. Steps S16 to S19 will be specifically described below.
- step S16 it is determined whether or not the measurement time Ts is greater than the upper limit value Tlim1 of the target time T *. If it is larger than the upper limit value Tlim1, the process proceeds to step S17, and if it is less than the upper limit value Tlim1, the process proceeds to step S18.
- step S17 the target capacity TLU1 is corrected to decrease. For example, a predetermined value is subtracted from TLU1. Thereafter, the process proceeds to step S18.
- step S18 it is determined whether or not the measurement time Ts is less than the lower limit value Tlim2 of the target time T *.
- step S19 If it is less than the lower limit value Tlim2, the process proceeds to step S19, and if it is greater than or equal to the lower limit value Tlim2, the current control flow is terminated.
- step S19 the target capacity TLU1 is increased and corrected. For example, a predetermined value is added to TLU1. Thereafter, the current control flow is terminated.
- FIG. 4 is a flowchart showing a procedure of calculation processing (setting of target time T *) executed in the capacity learning unit. This calculation process is executed as a timer interrupt process at predetermined intervals independently of the control process of FIG.
- step S21 as in step S1, it is determined based on the throttle opening TVO or the like whether or not the drive travel state has shifted to the coast travel state. If it is determined that the vehicle has shifted to the coast driving state, the process proceeds to step S22. If it is determined that the vehicle has not shifted to the coast driving state, the current control flow ends. In step S22, it is determined whether or not the engine torque Te is zero.
- the engine torque Te can be estimated from, for example, a map of the fuel injection amount and the intake air amount (note that Te can take a negative value due to friction of the engine 1 or the like). If Te is zero, the process proceeds to step S23, and if Te is not zero (if it has not decreased to zero), the current control flow is terminated. In step S23, after detecting the Te change rate (decrease rate or decrease gradient) ⁇ Te (when Te becomes zero), the process proceeds to step S24.
- the change rate ⁇ Te can be detected by, for example, the difference between the Te value in the previous control cycle (which may be a plurality of immediately preceding cycles) and the Te value (zero) in the current control cycle.
- step S24 after calculating the upper limit value Tlim1 and the lower limit value Tlim2 of the target time T * according to the change rate ⁇ Te, the current control flow is terminated.
- FIG. 5 is a map showing the relationship between the rate of change ⁇ Te and the upper limit value Tlim1 and lower limit value Tlim2 of the target time T *.
- the upper limit value Tlim1 is set larger than the lower limit value Tlim2 by a predetermined amount. Further, the upper limit value Tlim1 and the lower limit value Tlim2 are set to be smaller as the change rate ⁇ Te is larger.
- the upper limit value Tlim1 and the lower limit value Tlim2 decrease relatively rapidly as the change rate ⁇ Te increases, whereas the change rate ⁇ Te is In a large range that is greater than or equal to a predetermined value, the upper limit value Tlim1 and the lower limit value Tlim2 are set to decrease relatively slowly as the change rate ⁇ Te increases.
- the upper limit value Tlim1 is appropriately set by experiment or the like, for example, at the maximum time at which the lock-up fastening shock at the time of Te decrease becomes an acceptable level.
- the lower limit value Tlim2 is appropriately set by experiment or the like at the minimum time when it can be determined that the stroke of the lockup clutch has not returned to the released side (the response level that allows the lockup clutch to be engaged in the slip state is acceptable).
- the upper limit value Tlim1 and the lower limit value Tlim2 are calculated based on the detected change rate ⁇ Te with reference to the preset map.
- FIG. 6 shows the throttle opening TVO, engine torque Te, engine speed Ne (rotation speed of the input element), and turbine speed Nt when the control device 21 according to the first embodiment shifts from the drive travel state to the coast travel state. (Rotational speed of output element) and time change of lockup target capacity TLU * are shown.
- TLU1 time change of lockup target capacity
- throttle opening TVO is maintained at a predetermined value
- engine torque Te is a positive predetermined value.
- the engine speed Ne is kept higher than the turbine speed Nt.
- the lockup clutch is slip-controlled, and the target capacity TLU * is kept at a predetermined value higher than that in the transient state (after time t1).
- the driver removes his / her foot from the accelerator pedal 4, the throttle valve 5 is fully closed (the throttle opening TVO becomes zero), and the drive travel state shifts to the coast travel state.
- the engine torque Te begins to decrease gradually.
- the lock-up clutch is slip-controlled, and the target capacity TLU * is set so as to gradually decrease toward the target capacity TLU1 before the fuel cut. That is, in the first embodiment, the target capacity TLU * is set not to decrease to TLU1 immediately after time t1, but to gradually decrease over a certain period of time by filtering after time t1. As the engine torque Te decreases, the engine speed Ne begins to gradually decrease toward the idle speed, while the turbine speed Nt (corresponding to the vehicle speed VSP) is maintained at the same value as before time t1. Therefore, the differential rotation between Ne and Nt (the slip amount ⁇ N of the lockup clutch) gradually decreases.
- the excess amount decreases as Te decreases, and the excess amount becomes zero at time t20. That is, since the target capacity TLU1 before the fuel cut is set to an excessive value, the engine torque Te (positive value) decreases to the lockup capacity TLU1 at a relatively early time t20, and the magnitude of the slip amount ⁇ N Becomes substantially zero (below the minute predetermined value N1). Therefore, in the flowchart of FIG. 3, the process proceeds from step S11 to step S12 to step S13, and the time Ts starts counting up.
- the flow in FIG. 3 repeats steps S13 ⁇ S14 ⁇ S13, and the time Ts is continuously counted up. To do. At time t3, the engine torque Te becomes zero, and after time t3, the engine torque Te turns negative. That is, a negative torque Te is generated on the output shaft of the engine 1. When the torque Te is equal to or less than the lockup capacity TLU, the slip amount ⁇ N is substantially zero.
- the engine torque Te (negative value) increases to the lockup capacity TLU1 and exceeds the lockup capacity TLU1 at a relatively late time t40.
- of the slip amount becomes a predetermined value N1 or more in this way, the flow proceeds to steps S13 ⁇ S14 ⁇ S15 in the flowchart of FIG. 3, and the count-up of the time Ts is completed.
- the fuel cut is executed, and the lockup target capacity TLU * is set to the value TLU2 after the fuel cut.
- the coast lock-up state is established, and the slip amount ⁇ N is maintained at a predetermined value.
- the target capacity TLU1 before the fuel cut is excessive, the measured time Ts0 exceeds the upper limit value Tlim1 of the target time T *. Therefore, in the flowchart of FIG. 3, the flow proceeds from step S15 ⁇ S16 ⁇ S17 ⁇ S18 ⁇ end, and correction is performed to decrease the target capacity TLU1 before the fuel cut by a predetermined amount.
- FIG. 7 is an enlarged view of the vicinity of times t2 to t4 in FIG. 6, and shows a time chart of a time zone in which the engine torque Te is near zero.
- Te when shifting to the coast running state (before fuel cut-in), Te changes from positive to negative.
- Te when shifting to the coast running state (before fuel cut-in), Te changes from positive to negative.
- Te when shifting to the coast running state (before fuel cut-in), Te changes from positive to negative.
- Te is in the vicinity of zero and
- the target capacity TLU1 is excessive, the time Ts when the slip amount ⁇ N becomes substantially zero is a relatively long time Ts0 between time t20 and t40.
- the time Ts when the slip amount ⁇ N is substantially zero is a relatively short time from time t22 to t42.
- the target time T * is composed of an upper limit value Tlim1 and a lower limit value Tlim2 smaller than the upper limit value Tlim1.
- the target time T * is set as a value having a predetermined width between the upper limit value Tlim1 and the lower limit value Tlim2.
- the time Ts when the slip amount becomes substantially zero is controlled so as to be positioned between the upper limit value Tlim1 and the lower limit value Tlim2.
- the target capacity TLU1 is corrected to decrease by a predetermined amount as described above. Get smaller.
- the target capacity TLU1 that is corrected to decrease by the predetermined amount is used for control. If the target capacity TLU1 is still excessive at this time, the target capacity TLU1 is similarly corrected to decrease by a predetermined amount. Therefore, as long as the target capacity TLU1 is excessive, the length of the measured time Ts gradually decreases from Ts0 each time the transition to the coasting state is repeated.
- the flow proceeds to steps S15 ⁇ S16 ⁇ S18 in the flowchart of FIG. Disappear. Further, when the measurement time Ts falls below the lower limit value Tlim2 of the target time T * during the transition to a certain coast driving state, the flow proceeds to steps S15 ⁇ S16 ⁇ S18 ⁇ S19 in the flowchart of FIG. 3, and the lockup capacity TLU1 Is corrected to increase by a predetermined amount.
- the time Ts when the magnitude of the slip amount ⁇ N is less than the predetermined value N1 is finally a predetermined target time T * between the lower limit value Tlim2 and the upper limit value Tlim1.
- the target capacity TLU1 is corrected by learning.
- the target capacity TLU1 is set to an appropriate value smaller than the initial value (which was excessive), and the time from the time t2 to the time t4 is set as the time Ts when the slip amount ⁇ N becomes substantially zero.
- This measurement time Ts is shorter than the measurement time Ts0 (time t20 to t40) before learning of TLU1.
- Patent Document 1 When shifting from the drive running state to the coast running state, there is known a method for setting the lock-up capacity to the minimum capacity corresponding to the standby pressure necessary for setting the lock-up capacity immediately before the start of fastening by feedforward control for a predetermined period.
- Patent Document 1 it has not been disclosed how to set the lockup capacity to the minimum capacity corresponding to the standby pressure, and there is room for improvement. Specifically, the following problems may occur. (1) If the preset lockup capacity is excessive due to individual variation or the like, a shock due to transient engagement when the engine torque is reduced or a shock due to fuel cut-in in the lockup engagement state occurs.
- the control device 21 of the first embodiment states that “the time Ts during which the slip amount ⁇ N of the lockup clutch is within a predetermined range (substantially zero) when the vehicle shifts from the drive travel state to the coast travel state, Focusing on the correlation between the two (Ts and TLU), which changes according to the lockup capacity TLU, the learning and correction of the lockup target capacity TLU1 is performed based on this time Ts.
- the target capacity TLU1 is adjusted in the direction in which the time Ts coincides with the predetermined target time T *.
- the target capacity TLU1 has a time Ts when the slip amount ⁇ N becomes substantially zero. Capacity that matches the target time T * (ie, shock due to transient engagement when the engine torque drops, shock due to fuel cut-in in the lock-up engagement state, or lock-up clutch not engaged during fuel cut-in) Therefore, the above-mentioned inconvenience can be solved.
- the target time T * includes an upper limit value Tlim1 and a lower limit value Tlim2, and is set to have a predetermined width. Therefore, it is possible to suppress a situation in which the target capacity TLU * (TLU1) is frequently corrected, and to make the target capacity TLU * (TLU1) within a predetermined range that does not become excessively large or small (for example, a shock at the time of transient engagement) Learning correction can be performed so that the response of the slip control during the coasting is within an allowable range.
- the capacity learning unit decreases the target time T * as the decrease rate ⁇ Te of the engine torque Te when shifting to the coast driving state is larger. That is, even if the lock-up capacity TLU1 is the same, the time when
- FIG. 8 is an enlarged view of the vicinity of times t2 to t4 in FIG. 6, and shows a time chart of a time zone in which Te is near zero. As shown in FIG.
- the target time T * is set according to the rate of decrease in Te when shifting to the coast running state.
- the time Ts (steps S12 to S15 in FIG. 3) measured by the time measuring unit when shifting to the coast driving state is the target time T * set by the capacity learning unit (steps S22 to S22 in FIG. 4).
- S24 (steps S16 to S19 in FIG. 3).
- the capacity learning unit sets the target time T * (upper limit value Tlim1 and lower limit value Tlim2) according to the change rate (decrease rate) ⁇ Te of the engine torque Te according to the map of FIG. Therefore, when shifting to the coast running state, even if the Te decrease rate is different, the lockup target capacity TLU1 can be appropriately corrected using the time Ts.
- the target time T * is set based on the Te decrease rate when “Te (positive value) becomes substantially zero” as the Te decrease rate when “transitioning to the coast driving state”. To do. In this way, the target time T * is determined by looking at the Te decrease rate when the torque is low such that the differential rotation of the lock-up clutch becomes substantially zero, that is, the Te decrease rate that most reflects the effect on the time Ts. It can be set more appropriately. Note that the target time T * may be set based on, for example, the Te decrease rate when the slip amount ⁇ N becomes approximately zero, without being limited to the Te decrease rate when Te becomes approximately zero.
- the target time T * is set so that both the upper limit value Tlim1 and the lower limit value Tlim2 become smaller as the Te decrease rate becomes larger (so that the width of the target time T * is substantially the same).
- the target time T * is set so that only the upper limit value Tlim1 decreases as the Te decrease rate increases (so that the target time T * width decreases). It is good.
- both the upper limit value Tlim1 and the lower limit value Tlim2 of the target time T * are set using a map set in advance for each Te decrease rate. The upper limit value Tlim1 and the lower limit value Tlim2 of the target time T * may be corrected by calculation according to the decrease rate of Te.
- An input element (pump impeller) on the prime mover side and an output element on the transmission side according to the lockup capacity TLU are connected to the torque converter 3 that drives and couples the prime mover (engine 1) and the transmission (automatic transmission 2).
- a lockup capacity control device (transmission controller 21) for the torque converter 3 that includes a lockup mechanism for fastening the (turbine runner) and controls the lockup capacity TLU according to an operating state, and that is configured to coast from a drive running state.
- Lock-up capacity control means (lock-up capacity control unit) for controlling the lock-up capacity TLU to a predetermined target capacity TLU * (TLU1) when shifting to the running state, and the lock-up capacity TLU as the target capacity TLU * (TLU1 ),
- the slip amount ⁇ N that is the difference between the rotational speed of the input element (engine rotational speed Ne) and the rotational speed of the output element (turbine rotational speed Nt) is predetermined.
- Time measuring means (time measuring unit) for measuring the time Ts within the range ( ⁇ N ⁇ ⁇ N1), and the target capacity TLU * (TLU1 so that the time Ts measured by the time measuring means becomes the predetermined target time T *. ) Is learned and corrected (capacity learning unit).
- the target time T * is composed of a target time upper limit value Tlim1 and a target time lower limit value Tlim2 smaller than the target time upper limit value Tlim1.
- the target time T * having a predetermined width can suppress a situation in which the target capacity TLU * (TLU1) is frequently corrected, and the target capacity TLU * (TLU1) is not excessively or too small. Learning correction can be performed within a predetermined range.
- the capacity learning means decreases the target time T * as the decrease rate ⁇ Te of the driving force (engine torque Te) of the prime mover when shifting to the coast running state is larger. Therefore, at each transition to the coast running state, even if the Te decrease rate is different, the target capacity TLU * (TLU1) can be appropriately corrected.
- FIG. 9 is a flowchart showing a procedure of calculation processing (setting of target time T *) executed in the capacity learning unit. This calculation process is executed as a timer interrupt process at predetermined intervals independently of the control process of FIG.
- step S31 it is determined whether or not the drive travel state has shifted to the coast travel state. That is, when the throttle opening TVO becomes zero, it is determined that the vehicle has shifted to the coast driving state.
- step S32 If it is determined that the vehicle has shifted to the coasting state, the process proceeds to step S32. If it is determined that the vehicle has not shifted to the coasting state, the current control flow ends. In step S32, the vehicle speed VSP at that time is detected, and the process proceeds to step S33. In step S33, the upper limit value Tlim1 and the lower limit value Tlim2 of the target time T * are calculated according to the detected vehicle speed VSP, and then the current control flow is terminated.
- FIG. 10 is a map showing the relationship between the vehicle speed VSP and the upper limit value Tlim1 and lower limit value Tlim2 of the target time T *. This relational characteristic is the same as that obtained by replacing the torque change rate ⁇ Te in the map of FIG.
- step S33 the upper limit value Tlim1 and the lower limit value Tlim2 are calculated based on the vehicle speed VSP with reference to this map.
- the target time T * is calculated using the vehicle speed VSP, and when the vehicle enters the coasting state with higher accuracy than setting the target time T * based on Te.
- the lock-up target capacity TLU1 can be learned and corrected. That is, when the vehicle speed VSP at the time of transition from the drive travel state to the coast travel state is large, it is considered that the travel resistance is large and the engine torque Te in the drive travel state is also large. Therefore, if the vehicle speed VSP at the time of shifting to the coast running state is large, it can be determined that the Te decrease rate is also large.
- the target time T * can be set more accurately by using the vehicle speed VSP at the “transition time to the coast driving state” as the vehicle speed VSP at the time of “transitioning to the coast driving state”. Can do. Note that the vehicle speed VSP at any point in time from the drive running state to the coast running state until the coast lockup (until fuel cut is executed) is used, not only at the time of transition to the coast running state. Also good.
- the target time T * is set such that both the upper limit value Tlim1 and the lower limit value Tlim2 become smaller as the vehicle speed VSP at the time of transition to the coasting state increases, but this is not limitative.
- the target time T * may be set so that only the upper limit value Tlim1 decreases as the vehicle speed VSP increases (so that the width of the target time T * decreases).
- both the upper limit value Tlim1 and the lower limit value Tlim2 of the target time T * are set using a map set in advance for each vehicle speed VSP.
- the upper limit value Tlim1 and lower limit value Tlim2 of the target time T * may be corrected by calculation according to VSP.
- the control device 21 of the second embodiment has the following effects.
- the capacity learning means decreases the target time T * as the vehicle speed VSP when the vehicle shifts to the coasting state increases. Therefore, even when the rate of decrease in Te is different when shifting to the coast running state, the target capacity TLU * (TLU1) can be appropriately corrected.
- the lockup capacity control device 21 of the third embodiment measures a time Tt when the engine torque Te is within a predetermined range when the coasting state is shifted to, and sets the measured time Tt as a target time T *. To do. Since other configurations are the same as those of the first embodiment, the description thereof is omitted.
- FIG. 11 is a flowchart showing a procedure of calculation processing (setting of target time T *) executed by the capacity learning unit. This calculation process is executed as a timer interrupt process at predetermined intervals independently of the control process of FIG. In step S41, as in step S21, it is determined whether or not the drive travel state has shifted to the coast travel state.
- step S42 If it is determined that the vehicle has shifted to the coasting state, the process proceeds to step S42. If it is determined that the vehicle has not shifted to the coasting state, the current control flow ends. In steps S42 to S45, a time Tt during which the size of Te is within a predetermined range (
- step S43 If
- step S46 the target time upper limit value Tlim1 is calculated by adding the predetermined time ⁇ to the timer Tt, and the target time lower limit value Tlim2 is calculated by subtracting the predetermined time ⁇ from the timer Tt.
- the “target time T *” has a width ( ⁇ ⁇ ) to the extent that the measured time Tt can be determined to be the target time, as in the first and second embodiments.
- FIG. 12 is a time chart similar to FIG. 6 by the control device 21 of the third embodiment.
- An alternate long and short dash line indicates that TLU learning has not progressed and the TLU has become excessive, and a solid line indicates that TLU learning has progressed.
- the time Ts when the magnitude of the slip amount ⁇ N falls below the predetermined value N1 is from time t20 to time t40 as in the first embodiment (step S11 in FIG. 3). ⁇ S15).
- the flow proceeds from step S41 to S42 to S43, and the timer Tt starts counting up.
- the magnitude of the engine torque Te (increasing on the negative side) becomes equal to or greater than the predetermined value Te1. Therefore, in the flowchart of FIG. 11, the flow proceeds from step S43 to S44 to S45, and the count-up of the timer Tt is completed. That is, the time Tt from time t6 to time t7 is measured.
- the value obtained by adding the predetermined time ⁇ to the measurement time Tt is set as the upper limit value Tlim1 of the target time T *, and the value obtained by subtracting the predetermined time ⁇ from the measurement time Tt is set as the lower limit value Tlim2 of the target time T * .
- TLU1 is excessive, the measurement time Ts (time t20 to t40) exceeds the upper limit value Tlim1 (time t6 to t7 + ⁇ ) of the target time T * set as described above. Therefore, at the time of shifting to the coast running state, correction is performed to decrease TLU1 by a predetermined amount (steps S16 to S17 in FIG. 3).
- the time Tt is measured (steps S41 to S45 in FIG. 11), and the target time T * (the upper limit value Tlim1 and the lower limit value Tlim2) is based on this measurement time Tt.
- Is set (step S46 in FIG. 11) and if the measurement time Ts (steps S11 to S15 in FIG. 3) is outside the range of the target time T *, correction is performed to decrease or increase TLU1 (in FIG. 3). Steps S16 to S19). Thereby, TLU1 is learned and corrected so that the measurement time Ts finally falls within the range of the target time T *.
- the target time T * can be set to an appropriate value while omitting the man-hours adapted in the experiment or the like. That is, TLU1 is measured such that Te is within a predetermined range (
- the lockup capacity TLU1 from the drive running state to the coasting running state until the coast lockup (until the fuel cut is executed) is Te1, that is, the capacity where the fastening shock is within the allowable range It will be possible to correct learning.
- ⁇ Te1) changes in accordance with the rate of change (decrease rate) of Te. It is possible to set an appropriate target time T * without taking man-hours to adapt the target time T * by experiment or the like. That is, as shown in FIG. 8, even if the lock-up capacity is the same, the larger the Te decrease rate, the shorter the time Ts. Therefore, the target time T * is assumed to be constant regardless of the Te decrease rate. Then, the lockup capacity TLU1 is corrected inappropriately.
- ⁇ Te1) is set as the target time T *.
- FIG. 13 is an enlarged view of the vicinity of times t6 to t7 in FIG. 12, and shows a time chart of a time zone in which Te is near zero.
- the rate of decrease in Te is small, the time Tt when the Te size falls below the predetermined value Te1 is a relatively long time from time t6 ** to t7 **.
- time Tt is a relatively short time from time t6 * to t7 *. That is, the time Tt becomes shorter as the Te decrease rate is larger.
- the target time T * (the upper limit value Tlim1 and the lower limit value Tlim2) is set to be smaller as the decrease rate ⁇ Te is larger.
- Te decrease rate ⁇ Te when “transitioning to the coast driving state”, in this third embodiment as well as in the first embodiment, “when Te becomes substantially zero (
- the control device 21 of the third embodiment appropriately sets the lockup target capacity TLU1 by setting an appropriate target time T * regardless of variations in the Te decrease rate. It can be corrected. Furthermore, as in Examples 1 and 2, the target time T * should be set appropriately without experimenting to set the target time T * for each Te decrease rate or vehicle speed VSP (setting a map). Is possible.
- the control device 21 of the third embodiment has the following effects.
- the present invention has been described based on the first to third embodiments. However, the present invention is not limited to these embodiments, and other configurations are also included in the present invention.
- an engine is used as a prime mover.
- the present invention is not limited thereto, and a motor may be included, for example.
- the automatic transmission is not limited to a stepped transmission, and may be a continuously variable transmission.
- the throttle opening becomes zero
- the drive travel state shifts to the coast travel state.
- the present invention is not limited to this, and when the accelerator opening becomes zero, the drive It may be determined that the traveling state has shifted to the coasting traveling state.
- the fuel cut-in is performed after a predetermined cut-in delay time has elapsed.
- the present invention is not limited to this, and the fuel cut-in may be performed when other conditions are satisfied.
- the present invention is applied to a slip lock-up state during coasting, but the present invention is not limited thereto, and the present invention may be applied to a complete lock-up state during coasting.
- the case where the drive state is shifted from the slip lock-up state to the coast state is shown.
- the present invention is not limited to this, and the case where the drive state is shifted from the complete lock-up state to the coast state. The invention may be applied.
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Abstract
Description
ドライブ走行状態からコースト走行状態へ移行した際に、前記ロックアップ容量を所定の目標容量に制御するロックアップ容量制御手段と、
前記ロックアップ容量制御手段が前記ロックアップ容量を前記目標容量に制御しているとき、前記入力要素の回転数と前記出力要素の回転数の差であるスリップ量が所定範囲内となっている時間を計測する計時手段と、
前記計時手段により計測された時間が所定の目標時間となるように前記目標容量を学習補正する容量学習手段と、を備える。
実施例1のロックアップ容量制御装置は、車両の動力伝達系におけるトルクコンバータに設けられたロックアップ機構に適用される。まず、構成を説明する。図1は、車両のパワートレーン(動力伝達系)を制御系と共に示すシステム構成図である。パワートレーンは、原動機としてのエンジン1と、変速機構(トランスミッション)としての自動変速機2と、これらの間を駆動結合するトルクコンバータ3とを有する。エンジン1は、アクセルペダル4の踏み込み量(アクセル開度)に応じて開度が調整されるスロットルバルブ5を具え、そのスロットル開度TVO及びエンジン回転数Neに応じた空気量を、エアクリーナ6を経て吸入する。またエンジン1は、気筒毎に設けたインジェクタ群7及び点火装置8を備える。エンジン1からの回転はトルクコンバータ3を経て自動変速機2に入力される。トルクコンバータ3は、トルク増幅可能な流体継手であって、エンジン1により駆動される入力要素(ポンプインペラ)の回転を、内部作動流体を介してトルク増大及びトルク変動吸収下に出力要素(タービンランナ)に伝達し(コンバータ状態)、このタービン回転を自動変速機2に向かわせる。自動変速機2は、コントロールバルブ13内におけるシフトソレノイド15,16のON,OFFの組み合わせにより選択変速段を決定され、選択変速段に応じたギヤ比で入力回転を変速し、この変速動力を出力軸14から駆動車輪18に伝達することで車両を走行させる。
先ずステップS1で、スロットル開度TVO等に基づき、ドライブ走行状態からコースト走行状態へ移行したか否かを判断する。つまり、スロットル開度TVOがゼロになったとき、コースト走行状態へ移行したと判断する。コースト走行状態へ移行したと判断するとステップS2へ移行し、コースト走行状態へ移行していないと判断すると今回の制御フローを終了する。
ステップS2では、フューエルカットが実行される前のロックアップ容量TLUの指令値(目標容量TLU*)としてTLU1を出力する。その後、ステップS3へ移行する。
ステップS3では、フューエルカットが実行されたか否かを判断する。実行されていなければステップS2に戻ってTLU1を出力し、実行されていればステップS4へ移行する。
ステップS4では、フューエルカットが実行された後のロックアップ容量TLUの指令値(目標容量TLU*)としてTLU2を出力し、今回の制御フローを終了する。
先ずステップS11で、フューエルカットが実行される前の目標容量TLU1が指令されているか否かを判断する。TLU1を指令中であると判断するとステップS12へ移行し、TLU1を指令中でないと判断すると今回の制御フローを終了する。
ステップS12~S15では、スリップ量ΔNが所定範囲内となっている時間Tsを計測する。ここで、「スリップ量ΔNが所定範囲内」とは、センサノイズを考慮して、スリップ量ΔNが実質的にゼロであると判断できる範囲内(│ΔN│<N1)に設定する。以下、ステップS12~S15を具体的に説明する。
ステップS12では、スリップ量の絶対値│ΔN│が、スリップが実質的に発生していないと判断できる微小な所定値N1(>0)未満であるか否かを判定する。N1未満であればステップS13へ移行し、N1以上であればステップS11へ戻る。
ステップS13では、時間Ts(タイマ)をカウントアップする。その後、ステップS14へ移行する。
ステップS14では、スリップ量の絶対値│ΔN│が所定値N1以上であるか否かを判定する。所定値N1以上であればステップS15へ移行し、所定値N1未満であればステップS13へ戻る。
ステップS15では、時間Ts(タイマ)のカウントアップを終了(ストップ)する。その後、ステップS16へ移行する。
ステップS16~S19では、カウントアップした時間(計測時間)Tsが所定の目標時間T*と一致するか否かを判定すると共に、TsがT*と一致していない場合には、フューエルカットが実行される前の目標容量TLU1を、計測時間Tsが目標時間T*と一致する方向に補正する。
よって、本制御フローの周期ごとに目標容量TLU1の補正を繰り返す(学習補正する)ことで、最終的に計測時間Tsが目標時間T*と一致するようになる。本実施例1では、目標時間T*は所定の幅を有するように、上限値Tlim1と下限値Tlim2との間の所定時間(Tlim2≦T*≦Tlim1)として設定されている。以下、ステップS16~S19を具体的に説明する。
ステップS16では、計測時間Tsが目標時間T*の上限値Tlim1より大きいか否かを判定する。上限値Tlim1より大きければステップS17へ移行し、上限値Tlim1以下であればステップS18へ移行する。
ステップS17では、目標容量TLU1を減少補正する。例えば、TLU1から所定値を減算する。その後、ステップS18へ移行する。
ステップS18では、計測時間Tsが目標時間T*の下限値Tlim2未満であるか否かを判定する。下限値Tlim2未満であればステップS19へ移行し、下限値Tlim2以上であれば今回の制御フローを終了する。
ステップS19では、目標容量TLU1を増大補正する。例えば、TLU1に所定値を加算する。その後、今回の制御フローを終了する。
先ずステップS21で、ステップS1と同様、スロットル開度TVO等に基づき、ドライブ走行状態からコースト走行状態へ移行したか否かを判断する。コースト走行状態へ移行したと判断するとステップS22へ移行し、コースト走行状態へ移行していないと判断すると今回の制御フローを終了する。
ステップS22では、エンジントルクTeがゼロであるか否かを判断する。エンジントルクTeは、例えば、燃料噴射量及び吸入空気量のマップから推定することができる(なお、Teはエンジン1のフリクション等により負値をとりうる)。TeがゼロであればステップS23へ移行し、Teがゼロでなければ(ゼロまで低下していなければ)今回の制御フローを終了する。
ステップS23では、(Teがゼロとなったときの)Teの変化率(低下率ないし減少勾配)ΔTeを検知した後、ステップS24へ移行する。変化率ΔTeは、例えば、前回の制御周期(直前の複数の周期でもよい)におけるTeの値と今回の制御周期におけるTeの値(ゼロ)との差分により検知することができる。
ステップS24では、変化率ΔTeに応じて、目標時間T*の上限値Tlim1及び下限値Tlim2をそれぞれ算出した後、今回の制御フローを終了する。
次に、上記制御処理に基づく作用について説明する。図6~図8は、実施例1の制御装置21の作用を説明するためのタイムチャートである。図6は、実施例1の制御装置21による、ドライブ走行状態からコースト走行状態へ移行した際のスロットル開度TVO、エンジントルクTe、エンジン回転数Ne(入力要素の回転数)、タービン回転数Nt(出力要素の回転数)、及びロックアップ目標容量TLU*の時間変化を示す。フューエルカット実行前のロックアップ目標容量TLU*(=TLU1)の学習が進んでおらずTLU1が過大な状態を一点鎖線で示し、TLU1の学習が進んだ状態を実線で示す。なお、以下では、実際のロックアップ容量TLUは目標容量TLU*と一致して制御されるものとして話を進める。
時刻t1以前は、スロットル開度TVOは所定値に保たれており、エンジントルクTeは正の所定値である。ドライブ走行状態であり、エンジン回転数Neはタービン回転数Ntよりも高い値に保たれている。ロックアップクラッチはスリップ制御されており、目標容量TLU*は過渡状態(時刻t1以降)よりも高い所定値に保たれている。
時刻t1で、運転者がアクセルペダル4から足を離してスロットルバルブ5が全閉し(スロットル開度TVOがゼロになり)、ドライブ走行状態からコースト走行状態へ移行する。エンジントルクTeが徐々に低下し始める。ロックアップクラッチはスリップ制御され、目標容量TLU*はフューエルカット前の目標容量TLU1に向けて徐々に低下するように設定される。すなわち本実施例1では、目標容量TLU*は時刻t1の直後にTLU1にまで低下するのではなく、時刻t1以後、フィルタ処理により、ある程度の時間をかけて徐々に低下するように設定される。エンジントルクTeの低下に伴い、エンジン回転数Neはアイドル回転数に向けて徐々に低下し始める一方、タービン回転数Nt(車速VSPに相当)は時刻t1以前と同様の値に保たれる。よって、NeとNtの差回転(ロックアップクラッチのスリップ量ΔN)が徐々に減少する。
時刻t20までは、エンジン1の出力トルクTe(正値)がロックアップ容量TLU1を超過し、この超過分によるスリップ量ΔN(=Ne-Nt)が発生する。Teの減少に応じて上記超過分も減少し、時刻t20で上記超過分がゼロになる。すなわち、フューエルカット前の目標容量TLU1が過大な値に設定されているため、比較的早い時刻t20で、エンジントルクTe(正値)がロックアップ容量TLU1にまで減少し、スリップ量ΔNの大きさが略ゼロとなる(微小な所定値N1を下回る)。よって、図3のフローチャートで、ステップS11→S12→S13へ進む流れとなり、時間Tsのカウントアップを開始する。時刻t20以後、エンジントルクTeの大きさがロックアップ容量TLU1の大きさを下回るため、ロックアップクラッチが締結し、スリップ量ΔNが略ゼロになる。よって、スリップ量ΔNの大きさ(ΔNの絶対値)が再び所定値N1以上となる時刻t40まで、図3のフローチャートで、ステップS13→S14→S13を繰り返す流れとなり、時間Tsのカウントアップを継続する。
時刻t3でエンジントルクTeがゼロとなり、時刻t3以後、エンジントルクTeが負に転じる。すなわち、エンジン1の出力軸には負のトルクTeが発生する。このトルクTeがロックアップ容量TLU以下の状態では、スリップ量ΔNが略ゼロである。
フューエルカット前の目標容量TLU1が過大な値に設定されているため、比較的遅い時刻t40で、エンジントルクTe(負値)の大きさがロックアップ容量TLU1まで増大し、ロックアップ容量TLU1を超過して、この超過分によるスリップ量ΔN(=Nt-Ne)が発生する。すなわち、ロックアップクラッチがスリップ状態となり、スリップ量の絶対値│ΔN│が略ゼロから増加する。このようにスリップ量の絶対値│ΔN│が微小な所定値N1以上となると、図3のフローチャートで、ステップS13→S14→S15へ進む流れとなり、時間Tsのカウントアップを終了する。
すなわち、ロックアップクラッチが締結し、スリップ量ΔNが略ゼロになる時間Tsとして、時刻t20から時刻t40までの時間Ts0(=t40-t20)が計測される。
スロットルバルブ5が全閉した時刻t1から所定のカットインディレー時間が経過する時刻t5で、フューエルカットが実行され、ロックアップ目標容量TLU*がフューエルカット後の値TLU2に設定される。時刻t5以後、コースト時ロックアップ状態となり、スリップ量ΔNが所定値に維持される。
以上のとおり、フューエルカット前の目標容量TLU1が過大であるため、計測された時間Ts0は目標時間T*の上限値Tlim1を越える。よって、図3のフローチャートで、ステップS15→S16→S17→S18→エンドへ進む流れとなり、フューエルカット前の目標容量TLU1を所定量だけ減少する補正を行う。
(1)個体バラツキ等により、予め設定されたロックアップ容量が過大だった場合は、エンジントルク低下時の過渡締結によるショックや、ロックアップ締結状態でのフューエルカットインによるショックが発生する。
(2)個体バラツキ等により、予め設定されたロックアップ容量が過小だった場合は、ロックアップクラッチのストロークが戻ってしまい、フューエルカットイン時にロックアップクラッチをスリップ状態に制御するレスポンスが遅くなり、ロックアップ外れが発生し、フューエルカットが中止される。
これに対し、実施例1の制御装置21は、「車両がドライブ走行状態からコースト走行状態へ移行した際に、ロックアップクラッチのスリップ量ΔNが所定範囲内(略ゼロ)となる時間Tsが、ロックアップ容量TLUに応じて変化する」という両者(TsとTLU)の相関に着目し、この時間Tsに基づきロックアップ目標容量TLU1を学習補正する。すなわち、コースト走行状態へ移行する度に、時間Tsが所定の目標時間T*と一致する方向に目標容量TLU1を調整する。これにより、コースト走行状態へ移行した際のロックアップ目標容量TLU1が個体バラツキ等により過大であったり過小であったりしても、この目標容量TLU1を、スリップ量ΔNが略ゼロとなる時間Tsが所定の目標時間T*と一致する容量(すなわちエンジントルク低下時の過渡締結によるショックや、ロックアップ締結状態でのフューエルカットインによるショックを抑制したり、フューエルカットイン時にロックアップクラッチが締結されずにフューエルカットが中止される等の事態を抑制したりすることができる適正な容量)に補正し、上記不都合を解消することができる。
(1)原動機(エンジン1)と変速機(自動変速機2)とを駆動結合するトルクコンバータ3に、ロックアップ容量TLUに応じて原動機側の入力要素(ポンプインペラ)と変速機側の出力要素(タービンランナ)とを締結するロックアップ機構を設け、運転状態に応じてロックアップ容量TLUを制御するトルクコンバータ3のロックアップ容量制御装置(変速機コントローラ21)であって、ドライブ走行状態からコースト走行状態へ移行した際に、ロックアップ容量TLUを所定の目標容量TLU*(TLU1)に制御するロックアップ容量制御手段(ロックアップ容量制御部)と、ロックアップ容量TLUを目標容量TLU*(TLU1)に制御しているとき、入力要素の回転数(エンジン回転数Ne)と出力要素の回転数(タービン回転数Nt)の差であるスリップ量ΔNが所定範囲内(│ΔN│<N1)となっている時間Tsを計測する計時手段(計時部)と、計時手段により計測された時間Tsが所定の目標時間T*となるように目標容量TLU*(TLU1)を学習補正する容量学習手段(容量学習部)とを備えることとした。
よって、目標容量TLU*(TLU1)を学習補正することで、コースト走行状態へ移行した際のロックアップ容量TLUをより正確に制御することができる。したがって、過渡状態におけるショックの発生等をより確実に抑制して乗り心地性能を向上できる等の効果を有する。
このように、目標時間T*が所定の幅を有することで、目標容量TLU*(TLU1)の補正が頻繁に行われる事態を抑制できるとともに、目標容量TLU*(TLU1)を過大ないし過小にならない所定範囲内に学習補正することができる。
よって、コースト走行状態への各移行時に、Teの低下率が相違していても、目標容量TLU*(TLU1)の補正を適切に行うことができる。
実施例2のロックアップ容量制御装置21は、コースト走行状態へ移行した際の車速VSPが大きいほど、目標時間T*を小さくする。他の構成は実施例1と同様であるため、説明を省略する。図9は、容量学習部にて実行される演算処理(目標時間T*の設定)の手順を示すフローチャートである。この演算処理は、図3の制御処理とは独立して所定時間毎のタイマ割り込み処理として実行される。
ステップS31では、ドライブ走行状態からコースト走行状態へ移行したか否かを判断する。つまり、スロットル開度TVOがゼロになったとき、コースト走行状態へ移行したと判断する。コースト走行状態へ移行したと判断するとステップS32へ移行し、コースト走行状態へ移行していないと判断すると今回の制御フローを終了する。
ステップS32では、そのときの車速VSPを検知して、ステップS33へ移行する。
ステップS33では、検知した車速VSPに応じて、目標時間T*の上限値Tlim1及び下限値Tlim2をそれぞれ算出した後、今回の制御フローを終了する。
図10は、車速VSPと目標時間T*の上限値Tlim1及び下限値Tlim2との関係特性を示すマップである。この関係特性は、図5のマップにおけるトルク変化率ΔTeを車速VSPに置き換えたものと同様であり、車速VSPが大きいほど上限値Tlim1及び下限値Tlim2が小さくなるように設定されている。ステップS33では、このマップを参照して、車速VSPに基づき上限値Tlim1及び下限値Tlim2を算出する。
(4)容量学習手段(容量学習部)は、コースト走行状態へ移行した際の車速VSPが大きいほど、目標時間T*を小さくする。 よって、コースト走行状態へ移行した際に、Teの低下率が相違していても、目標容量TLU*(TLU1)の補正を適切に行うことができる。
実施例3のロックアップ容量制御装置21は、コースト走行状態へ移行した際にエンジントルクTeが所定範囲内となっている時間Ttを計測し、この計測された時間Ttを目標時間T*として設定する。他の構成は実施例1と同様であるため、説明を省略する。図11は、容量学習部にて実行される演算処理(目標時間T*の設定)の手順を示すフローチャートである。この演算処理は、図3の制御処理とは独立して所定時間毎のタイマ割り込み処理として実行される。
ステップS41では、ステップS21と同様、ドライブ走行状態からコースト走行状態へ移行したか否かを判断する。コースト走行状態へ移行したと判断するとステップS42へ移行し、コースト走行状態へ移行していないと判断すると今回の制御フローを終了する。
ステップS42~S45では、Teの大きさが所定範囲内(│Te│<Te1)となっている時間Ttを計測する。
ステップS42では、Teの絶対値│Te│が所定値Te1(>0)未満であるか否かを判断する。所定値Te1は、TeがTe1となったときにロックアップクラッチが締結しても(スリップ量ΔNが略ゼロとなっても)、そのときの締結ショックが許容できるレベルとなるような値に設定する。│Te│がTe1未満であればステップS43へ移行し、Te1以上であればステップS42を繰り返す。
ステップS43では、タイマTtをカウントアップする。その後、ステップS44へ移行する。
ステップS44では、Teの絶対値│Te│が所定値Te1以上であるか否かを判断する。Te1以上であればステップS45へ移行し、Te1未満であればステップS43へ戻る。
ステップS45では、タイマTtをストップする。その後、ステップS46へ移行する。
ステップS46では、タイマTtに所定時間αを加算して目標時間の上限値Tlim1を算出すると共に、タイマTtから所定時間αを減算して目標時間の下限値Tlim2を算出した後、今回の制御フローを終了する。すなわち、「目標時間T*」は、実施例1,2と同様、実質的に、計測した時間Ttが目標時間であると判断できる程度に幅(±α)をもっている。
次に、上記制御処理に基づく作用について説明する。図12及び図13は、本実施例3の制御装置21の作用を説明するためのタイムチャートである。図12は、実施例3の制御装置21による、図6と同様のタイムチャートである。一点鎖線でTLUの学習が進んでおらずTLUが過大な状態を示し、実線でTLUの学習が進んだ状態を示す。
フューエルカット前のロックアップ容量TLU1が過大な状態では、スリップ量ΔNの大きさが所定値N1を下回る時間Tsが、実施例1と同様、時刻t20から時刻t40までとなる(図3のステップS11~S15)。
時刻t20より後の時刻t6で、(正の側で減少する)エンジントルクTeの大きさが所定値Te1を下回る。よって、図11のフローチャートで、ステップS41→S42→S43へ進む流れとなり、タイマTtのカウントアップを開始する。時刻t6後、時刻t40より前の時刻t7で、(負の側で増大する)エンジントルクTeの大きさが所定値Te1以上となる。よって、図11のフローチャートで、ステップS43→S44→S45へ進む流れとなり、タイマTtのカウントアップを終了する。すなわち、時刻t6から時刻t7までの時間Ttが計測される。計測時間Ttに所定時間αを加算した値が目標時間T*の上限値Tlim1として設定されると共に、計測時間Ttから所定時間αを減算した値が目標時間T*の下限値Tlim2として設定される。TLU1が過大な状態では、計測時間Ts(時刻t20~t40)は、上記のように設定された目標時間T*の上限値Tlim1(時刻t6~t7+α)を越える。よって、このコースト走行状態への移行時には、TLU1を所定量だけ減少する補正を行う(図3のステップS16~S17)。
ドライブ走行状態からコースト走行状態への移行が繰り返されるたびに、時間Ttが計測され(図11のステップS41~S45)、この計測時間Ttに基づき目標時間T*(上限値Tlim1と下限値Tlim2)が設定される(図11のステップS46)と共に、計測時間Ts(図3のステップS11~S15)がこの目標時間T*の範囲外であればTLU1を減少又は増大する補正を行う(図3のステップS16~S19)。これにより、最終的に計測時間Tsが目標時間T*の範囲内となるように、TLU1が学習補正される。
(5)コースト走行状態へ移行する際に原動機の駆動力(エンジントルクTe)が所定範囲内(│Te│<Te1)となっている時間Ttを計測する第2の計時手段(図11のステップS41~S45)を備え、容量学習手段(容量学習部)は、第2の計時手段により計測された時間Ttを目標時間T*として設定する(図11のステップS46)。
よって、コースト走行状態へ移行した際に、Teの低下率が相違していても、目標容量TLU*(TLU1)の補正を適切かつ簡便に行うことができる。
以上、本願発明を実施例1~3に基づいて説明してきたが、これら実施例に限らず、他の構成であっても本発明に含まれる。
例えば、実施例では、原動機としてエンジンを用いたが、これに限らず、例えばモータを含んでもよい。また、自動変速機は、有段変速機に限らず、無段変速機であってもよい。
実施例では、スロットル開度がゼロとなったときに、ドライブ走行状態からコースト走行状態へ移行したと判断することとしたが、これに限らず、アクセル開度がゼロとなったときに、ドライブ走行状態からコースト走行状態へ移行したと判断することとしてもよい。
実施例では、所定のカットインディレー時間経過後にフューエルカットインを行うこととしたが、これに限らず、他の条件が成立したときにフューエルカットインを行うこととしてもよい。
実施例では、コースト走行時にスリップロックアップ状態とするものに本発明を適用したが、これに限らず、コースト走行時に完全ロックアップ状態とするものに本発明を適用することとしてもよい。また、実施例では、スリップロックアップ状態のドライブ走行状態からコースト走行状態へ移行する場合を示したが、これに限らず、完全ロックアップ状態のドライブ走行状態からコースト走行状態へ移行する場合に本発明を適用することとしてもよい。
Claims (7)
- 原動機と変速機とを駆動結合するトルクコンバータに、ロックアップ容量に応じて前記原動機側の入力要素と前記変速機側の出力要素とを締結するロックアップ機構を設け、運転状態に応じて前記ロックアップ容量を制御するトルクコンバータのロックアップ容量制御装置であって、
ドライブ走行状態からコースト走行状態へ移行した際に、前記ロックアップ容量を所定の目標容量に制御するロックアップ容量制御手段と、
前記ロックアップ容量制御手段が前記ロックアップ容量を前記目標容量に制御しているとき、前記入力要素の回転数と前記出力要素の回転数の差であるスリップ量が所定範囲内となっている時間を計測する計時手段と、
前記計時手段により計測された時間が所定の目標時間となるように前記目標容量を学習補正する容量学習手段と、を備えるトルクコンバータのロックアップ容量制御装置。 - 請求項1に記載のトルクコンバータのロックアップ容量制御装置において、
前記目標時間は、目標時間上限値と、該目標時間上限値よりも小さい目標時間下限値と、からなるトルクコンバータのロックアップ容量制御装置。 - 請求項1または2に記載のトルクコンバータのロックアップ容量制御装置において、
前記容量学習手段は、前記コースト走行状態へ移行した際の前記原動機の駆動力の低下率が大きいほど、前記目標時間を小さくする、トルクコンバータのロックアップ容量制御装置。 - 請求項1または2に記載のトルクコンバータのロックアップ容量制御装置において、
前記容量学習手段は、前記コースト走行状態へ移行した際の車速が大きいほど、前記目標時間を小さくする、トルクコンバータのロックアップ容量制御装置。 - 請求項1または2に記載のトルクコンバータのロックアップ容量制御装置において、
前記コースト走行状態へ移行した際に前記原動機の駆動力が所定範囲内となっている時間を計測する第2の計時手段を備え、
前記容量学習手段は、前記第2の計時手段により計測された時間を前記目標時間として設定する、トルクコンバータのロックアップ容量制御装置。 - 請求項1に記載のトルクコンバータのロックアップ容量制御装置において、
前記スリップ量の前記所定範囲は、スリップ量が実質的にゼロであるとみなされる微小範囲に設定される、トルクコンバータのロックアップ容量制御装置。 - 請求項5に記載のトルクコンバータのロックアップ容量制御装置において、
前記駆動力の前記所定範囲は、ゼロ近傍の微小範囲に設定される、トルクコンバータのロックアップ容量制御装置。
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KR1020147022128A KR101600737B1 (ko) | 2012-03-05 | 2012-11-16 | 토크 컨버터의 로크업 용량 제어 장치 |
CN201280071213.2A CN104160182B (zh) | 2012-03-05 | 2012-11-16 | 液力变矩器的锁止容量控制装置 |
JP2014503418A JP5740041B2 (ja) | 2012-03-05 | 2012-11-16 | トルクコンバータのロックアップ容量制御装置 |
US14/382,109 US9447872B2 (en) | 2012-03-05 | 2012-11-16 | Device for controlling lock-up capacity of torque converter |
EP12870720.5A EP2824368A4 (en) | 2012-03-05 | 2012-11-16 | Device for controlling lock-up capacity of torque converter |
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DE102016200849A1 (de) * | 2016-01-21 | 2017-07-27 | Zf Friedrichshafen Ag | Verfahren zum Betreiben eines Antriebsstrangs |
KR101846659B1 (ko) * | 2016-04-20 | 2018-04-09 | 현대자동차주식회사 | 자동변속기용 록업클러치 제어방법 |
US9739371B1 (en) * | 2016-06-14 | 2017-08-22 | Allison Transmission, Inc. | Torque converter lockup clutch slip control |
GB201711664D0 (en) * | 2017-07-20 | 2017-09-06 | Raicam Clutch Ltd | Vehicle clutch control systems |
US10466201B2 (en) * | 2018-02-01 | 2019-11-05 | FPG Industries Ohio, Inc. | Complex impedance moisture sensor and sensing method |
US20200166126A1 (en) * | 2018-11-27 | 2020-05-28 | GM Global Technology Operations LLC | Real time supervised machine learning torque converter model |
US20230160354A1 (en) * | 2020-04-08 | 2023-05-25 | Nissan Motor Co., Ltd. | Control method and control device for internal combustion engine for vehicle |
EP4307559A1 (en) | 2022-07-15 | 2024-01-17 | Sociéte Anonyme Belge de Constructions Aéronautiques, S.A.B.C.A. | Electromechanical actuator fail operational sensing system based on two angular sensors |
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JPWO2013132701A1 (ja) | 2015-07-30 |
CN104160182A (zh) | 2014-11-19 |
EP2824368A1 (en) | 2015-01-14 |
US20150032349A1 (en) | 2015-01-29 |
EP2824368A4 (en) | 2017-03-29 |
KR20140119727A (ko) | 2014-10-10 |
JP5740041B2 (ja) | 2015-06-24 |
CN104160182B (zh) | 2016-03-23 |
US9447872B2 (en) | 2016-09-20 |
KR101600737B1 (ko) | 2016-03-07 |
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