WO2017082040A1 - Dispositif de commande pour véhicule et procédé de commande pour véhicule - Google Patents

Dispositif de commande pour véhicule et procédé de commande pour véhicule Download PDF

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Publication number
WO2017082040A1
WO2017082040A1 PCT/JP2016/081564 JP2016081564W WO2017082040A1 WO 2017082040 A1 WO2017082040 A1 WO 2017082040A1 JP 2016081564 W JP2016081564 W JP 2016081564W WO 2017082040 A1 WO2017082040 A1 WO 2017082040A1
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WO
WIPO (PCT)
Prior art keywords
drive source
vehicle
control
vehicle control
control device
Prior art date
Application number
PCT/JP2016/081564
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English (en)
Japanese (ja)
Inventor
義祐 西廣
中崎　勝啓
小林　直樹
太田　雄介
伸太郎 大塩
Original Assignee
ジヤトコ株式会社
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Publication date
Application filed by ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Publication of WO2017082040A1 publication Critical patent/WO2017082040A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • 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
    • F16H59/74—Inputs being a function of engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • 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
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor

Definitions

  • the present invention relates to a vehicle control device and a vehicle control method.
  • JP2013-213557A discloses a vehicle control device that executes driving source stop control during traveling by stopping the engine and releasing the clutch when the accelerator pedal is not depressed.
  • the engine is stopped, so that oil is not discharged from the oil pump driven by the engine, and the hydraulic circuit is not filled with oil.
  • a pilot pressure and a feedback pressure are supplied to a hydraulic control valve that controls the hydraulic pressure supplied to the clutch.
  • the spool is moved by the force generated by these differential pressures, and the hydraulic pressure supplied to the clutch is controlled. Therefore, when the hydraulic circuit is not filled with oil, the pilot pressure or the like supplied to the hydraulic control valve is not stable, and there is a possibility that the control will be out of control. That is, the hydraulic circuit may be out of control while the drive source is stopped during traveling such as sailing stop control.
  • the present invention has been invented to solve such a problem.
  • the R range is selected while the driving source is stopped during traveling, such as sailing stop control, an abnormal behavior of the vehicle occurs.
  • the purpose is to prevent the driver from feeling uncomfortable.
  • a vehicle control device is a vehicle control device that controls a vehicle including a drive source, an automatic transmission connected to the drive source, and an oil pump driven by the drive source.
  • the first control unit that executes the traveling drive source stop control for stopping the drive source and setting the automatic transmission to the neutral state, and reverse during the traveling drive source stop control.
  • a second control unit that inhibits starting of the drive source when the range is selected.
  • a vehicle control method is a vehicle control method for controlling a vehicle including a drive source, an automatic transmission connected to the drive source, and an oil pump driven by the drive source. If the drive source stop condition during travel is satisfied, the drive source stop control is executed to stop the drive source and set the automatic transmission to the neutral state, and the reverse range is selected during the drive source stop control during travel. Then, starting of the drive source is prohibited.
  • FIG. 1 is a schematic configuration diagram of a vehicle according to the first embodiment.
  • FIG. 2 is a time chart when the shift lever is changed to the R range during the sailing stop control in the first embodiment.
  • FIG. 3 is a time chart showing a comparative example.
  • FIG. 4 is a time chart when the shift lever is changed to the R range during the sailing stop control in the second embodiment.
  • FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment.
  • the vehicle includes an engine 1 as a drive source, a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a hydraulic control circuit 5, an oil pump 6, an engine controller 10, and a transmission controller 11.
  • rotation generated by the engine 1 is transmitted to a wheel (not shown) via a torque converter 2, a forward / reverse switching mechanism 3, a continuously variable transmission 4, a gear set 8, and a differential gear device 9.
  • the forward / reverse switching mechanism 3 and the continuously variable transmission 4 constitute an automatic transmission.
  • the torque converter 2 has a lockup clutch 2a.
  • the lockup clutch 2a When the lockup clutch 2a is engaged, the input shaft and the output shaft of the torque converter 2 are directly connected, and the input shaft and the output shaft rotate at the same speed. .
  • the forward / reverse switching mechanism 3 includes a double pinion planetary gear set as a main component, and the sun gear is coupled to the engine 1 via the torque converter 2 and the carrier is coupled to the primary pulley 4a.
  • the forward / reverse switching mechanism 3 further includes a forward clutch 3a that directly connects the sun gear and the carrier of the double pinion planetary gear set, and a reverse brake 3b (reverse engagement element) that fixes the ring gear.
  • the forward clutch 3a When the forward clutch 3a is engaged, the engine 1 Then, the input rotation via the torque converter 2 is transmitted to the primary pulley 4a as it is, and the input rotation via the torque converter 2 from the engine 1 is transmitted to the primary pulley 4a under reverse deceleration when the reverse brake 3b is engaged.
  • the continuously variable transmission 4 includes a primary pulley 4a, a secondary pulley 4b, and a belt 4c.
  • the continuously variable transmission 4 by controlling the hydraulic pressure supplied to the primary pulley 4a and the hydraulic pressure supplied to the secondary pulley 4b, the contact radii between the pulleys 4a, 4b and the belt 4c are changed. The ratio is changed.
  • the oil pump 6 is driven by using a part of the power of the engine 1 when the rotation of the engine 1 is inputted.
  • the oil discharged from the oil pump 6 is supplied to the hydraulic control circuit 5 by driving the oil pump 6.
  • the oil pump 6 is not driven and oil is not discharged.
  • the hydraulic control circuit 5 includes a plurality of flow paths and a plurality of hydraulic actuators.
  • the hydraulic actuator includes a solenoid and a hydraulic control valve.
  • the hydraulic actuator is controlled based on a control signal from the transmission controller 11 to switch the hydraulic pressure supply path, and the necessary hydraulic pressure is adjusted from the hydraulic pressure generated by the oil discharged from the oil pump 6.
  • the hydraulic control circuit 5 supplies the adjusted hydraulic pressure to each part of the continuously variable transmission 4, the forward / reverse switching mechanism 3, and the torque converter 2.
  • Supply / discharge of hydraulic pressure to the forward / reverse switching mechanism 3 is performed by connecting the shift lever 40 via a linkage or a control cable or the like, and operating the manual valve 5a and the pilot pressure and spring controlled by the solenoids 5b and 5c.
  • Hydraulic control valves 5d and 5e that operate in accordance with the urging force and feedback pressure.
  • the hydraulic control valve 5e that controls the hydraulic pressure supplied to the reverse brake 3b is a normally high control valve that forms an oil passage so as to supply hydraulic pressure to the reverse brake 3b when no current is supplied to the solenoid 5c. . Therefore, when the shift lever 40 is in the R range, no current is supplied to the solenoid 5c, and the hydraulic control valve 5e supplies hydraulic pressure to the reverse brake 3b. Thereby, the reverse brake 3b is fastened. On the other hand, when the shift lever 40 is in a range other than the R range, a current is supplied to the solenoid 5c, and the hydraulic control valve 5e forms an oil passage so as to discharge (drain) the hydraulic pressure from the reverse brake 3b. . As a result, the reverse brake 3b is released.
  • the transmission controller 11 includes a CPU, a ROM, a RAM, and the like. In the transmission controller 11, the function of the transmission controller 11 is exhibited by the CPU reading and executing a program stored in the ROM.
  • the transmission controller 11 corresponds to the first control unit and the second control unit in the claims. Note that the first control unit and the second control unit may be configured as separate controllers.
  • the transmission controller 11 includes a signal from the accelerator opening sensor 21 that detects the accelerator opening APO, a signal from the brake hydraulic pressure sensor 22 that detects the brake hydraulic pressure BRP corresponding to the operation amount of the brake pedal, and a shift lever 40.
  • a signal from the inhibitor switch 23 for detecting the position of is input.
  • a signal related to the engine torque Te from the engine controller 10 that controls the engine 1 is input to the transmission controller 11.
  • the fuel injection to the engine 1 is stopped and the engine 1 is stopped, and the forward / reverse switching mechanism 3 releases the forward clutch 3a and the reverse brake 3b.
  • the sailing stop control for setting the neutral state is executed.
  • Sailing stop control is executed by the transmission controller 11 (first control unit).
  • Sailing stop conditions are, for example, the following conditions.
  • the shift lever 40 is in the D range.
  • the vehicle speed VSP is equal to or higher than the first predetermined vehicle speed V1.
  • the accelerator pedal is not depressed.
  • the brake pedal is not depressed.
  • the first predetermined vehicle speed V1 is a medium or high vehicle speed and is set in advance.
  • the sailing stop condition is satisfied when all of the above conditions (a) to (d) are satisfied, and is not satisfied when any of the above (a) to (d) is not satisfied.
  • the hydraulic control valve 5e of the present embodiment is a normally high control valve. However, during the sailing stop control, the engine 1 is stopped, the oil pump 6 is not driven, and hydraulic pressure is not supplied to the reverse brake 3b. The supply of current to 5c is stopped, and the power consumed by the solenoid 5c is reduced.
  • the sailing stop control is terminated and the engine 1 is started. That is, the sailing stop condition is also a sailing stop cancellation condition for canceling the sailing stop control.
  • the sailing stop condition and the sailing stop cancellation condition may be different conditions.
  • the transmission controller 11 (second control unit) prohibits the start of the engine 1 even if the shift lever 40 is changed to the R range during the sailing stop control. The engine 1 is not started and the sailing stop control is continued. This is due to the following reason.
  • Oil pump 6 is not driven during sailing stop control. Therefore, a part of the hydraulic control circuit 5 is not filled with oil, the pilot pressure supplied to the hydraulic control valve 5e is not stable, and the control may be out of control. In such a case, when the engine 1 is started and oil is discharged from the oil pump 6, the hydraulic pressure is rapidly supplied to the reverse brake 3b, the torque capacity of the reverse brake 3b is increased, and an abnormal behavior of the vehicle occurs. Or the driver may feel uncomfortable.
  • the R-INH control is a control for setting the forward / reverse switching mechanism 3 to the neutral state when the shift lever 40 is changed to the R range during forward travel when the vehicle speed VSP is equal to or higher than the second predetermined vehicle speed V2.
  • the second predetermined vehicle speed V2 is lower than the first predetermined vehicle speed V1. Accordingly, at least R-INH control can be executed during the sailing stop control.
  • the R-INH control is set so as to operate normally on condition that the oil passage for supplying hydraulic pressure to the reverse brake 3b is filled with oil, and the control is in a malfunction state during the sailing stop control. In such a case, the R-INH control may not operate normally. For this reason, when the engine 1 is started by supplying current to the solenoid 5c so that the hydraulic pressure is discharged from the reverse brake 3b in the hydraulic control valve 5e, the forward / reverse switching mechanism 3 does not enter the neutral state, and the reverse brake 3b There is a possibility that hydraulic pressure is supplied, abnormal behavior of the vehicle occurs, or the driver feels uncomfortable. In particular, when the engine 1 is started earlier than the current supply to the solenoid 5c by executing the R-INH control, abnormal behavior of the vehicle is likely to occur.
  • the start of the engine 1 is prohibited, the engine 1 is not started immediately, and the sailing stop control is continued.
  • the prohibition of starting the engine 1 means that when the shift lever 40 is in the R range, for example, when another sailing stop condition is not satisfied, for example, when the accelerator pedal is depressed. This includes not starting 1.
  • FIG. 2 is a time chart for explaining the case where the sailing stop control of the present embodiment is used.
  • FIG. 3 is a time chart illustrating a comparative example that does not use the sailing stop control of the present embodiment. In each time chart, sailing stop control is executed.
  • the shift lever 40 is operated, and at time t1, the shift lever 40 is changed from the D range to the R range through the N range.
  • the manual valve 5a forms an oil passage so that hydraulic pressure can be supplied to the reverse brake 3b.
  • a current is supplied to the solenoid 5c, and an oil passage is formed in the hydraulic control valve 5e so that the hydraulic pressure is discharged from the reverse brake 3b.
  • an oil passage capable of supplying hydraulic pressure to the reverse brake 3b is formed by the manual valve 5a, for example, at a timing (time t0) when the shift lever 40 is in the N range, current is supplied to the solenoid 5c, An oil passage may be formed so that the hydraulic pressure is discharged from the reverse brake 3b in the control valve 5e.
  • the sailing stop control is terminated and the engine 1 is started. If the shift lever 40 is changed to the R range during the sailing stop control, the R-INH control is executed, so that the forward / reverse switching mechanism 3 is instructed to enter the neutral state. However, during the sailing stop control, there is a possibility that the control is in a malfunctioning state. Even if the R-INH control is executed, the hydraulic pressure is supplied to the reverse brake 3b, and an abnormal behavior of the vehicle occurs, or the driver May give a sense of incongruity.
  • the start of the engine 1 is prohibited and the engine 1 is not started. Therefore, the hydraulic pressure is not supplied to the reverse brake 3b, and the abnormal behavior of the vehicle can be prevented.
  • the shift lever 40 is operated, and at time t3, the shift lever 40 changes from the R range to the N range to the D range.
  • the engine 1 is started, and at time t3, the forward clutch 3a is engaged and the sailing stop control is terminated.
  • the shift lever 40 is in the N range, the current supply to the solenoid 5c is stopped. Even if the current supply to the solenoid 5c is stopped and the oil passage is formed so that the hydraulic pressure is supplied to the reverse brake 3b, the hydraulic pressure is not supplied to the hydraulic control valve 5e by the manual valve 5a. It is never supplied.
  • the shift lever 40 is changed to the R range to prohibit the start of the engine 1 (the engine 1 start prohibition state), and supply current to the solenoid 5c that is an instruction to release the reverse brake 3b.
  • the sailing stop control may be terminated and the engine 1 may be started.
  • the predetermined time is a preset time, and is a time when preparation for forming the oil passage is completed so that the hydraulic pressure is not supplied to the reverse brake 3b. Even if oil flows rapidly into the hydraulic control circuit 5, the engine 1 is started after the hydraulic pressure is not supplied to the reverse brake 3b, so that the occurrence of abnormal behavior of the vehicle can be suppressed. Corresponding effect).
  • the reverse brake 3b As soon as the shift lever 40 is changed to the R range during the sailing stop control and the sailing stop control is terminated and the engine 1 is started, the reverse brake 3b generates a torque capacity, thereby generating a braking force and causing an abnormality of the vehicle. There is a risk that behavior may occur or the driver may feel uncomfortable.
  • the shift lever 40 when the shift lever 40 is changed to the R range during the sailing stop control, the start of the engine 1 is prohibited. Accordingly, it is possible to prevent occurrence of abnormal behavior of the vehicle or to give the driver a sense of incongruity (effect corresponding to claim 1).
  • the sailing stop control the supply of current to the solenoid 5c is stopped while the shift lever 40 is in the D range.
  • the hydraulic control valve 5e that supplies and discharges hydraulic pressure to the reverse brake 3b is a normally high control valve
  • the power consumed by the solenoid 5c can be reduced.
  • the electric power supplied to the solenoid 5c is supplied from the battery, and for example, the alternator is driven when the stored amount of the battery decreases. Since the alternator is driven by the engine 1, the sailing stop control may end in order to drive the alternator.
  • by reducing the power consumed by the solenoid 5c during the sailing stop control it is possible to suppress the start of the engine 1 and improve the fuel consumption in the engine 1 (effect corresponding to claim 4). .
  • the hydraulic control valve 5e that controls the hydraulic pressure supplied to the reverse brake 3b forms an oil passage so that the hydraulic pressure is discharged to the reverse brake 3b when no current is supplied to the solenoid 5c.
  • This is a normally low control valve. Accordingly, when the shift lever 40 is in the R range, current is supplied to the solenoid 5c, and the hydraulic control valve 5e supplies hydraulic pressure to the reverse brake 3b.
  • the automatic transmission having the forward / reverse switching mechanism 3 has been described.
  • the automatic transmission may have an auxiliary transmission mechanism.
  • the automatic transmission may be configured to include a stepped transmission or a toroidal type continuously variable transmission instead of the continuously variable transmission 4.
  • the sailing stop control is described as an example of the driving source stop control during traveling.
  • the driving source stop control during traveling may be coast stop control, for example. That is, the above control can be applied when the shift lever 40 is changed to the R range during the driving source stop control during traveling.
  • Coast stop control is executed by the transmission controller 11 when the coast stop establishment condition is satisfied.
  • the coast stop establishment conditions are, for example, the following (a) to (d).
  • (A) The shift lever 40 is in the D range.
  • (B) The vehicle speed VSP is less than a predetermined vehicle speed.
  • (C) The accelerator pedal is not depressed.
  • (D) The brake pedal is depressed.
  • the predetermined vehicle speed is a low vehicle speed and is a vehicle speed equal to or lower than the vehicle speed at which the lockup clutch 2a is released.
  • the coast stop establishment condition is satisfied when all of the conditions (a) to (d) are satisfied, and is not satisfied when any of the conditions (a) to (d) is not satisfied.
  • the coast stop cancellation condition is, for example, that any of (a) to (d) is not established during the coast stop control, but the coast stop establishment condition and the coast stop cancellation condition may be different. .
  • the drive source may be, for example, a motor, the engine 1 and the motor.
  • the transmission controller 11 and the engine controller 10 may constitute a single controller. Further, the transmission controller 11 may be constituted by a plurality of controllers.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

La présente invention concerne un dispositif de commande de véhicule qui commande des véhicules comprenant une source d'entraînement, une transmission automatique raccordée à la source d'entraînement, et une pompe à huile entraînée par la source d'entraînement. Le dispositif de commande de véhicule comprend : une première unité de commande qui, lorsque les conditions d'arrêt de source d'entraînement de déplacement sont satisfaites, arrête la source d'entraînement et met la transmission automatique au point mort; et une seconde unité de commande qui, lorsqu'une plage arrière est sélectionnée pendant la commande d'arrêt de source d'entraînement de déplacement, empêche le démarrage de la source d'entraînement.
PCT/JP2016/081564 2015-11-10 2016-10-25 Dispositif de commande pour véhicule et procédé de commande pour véhicule WO2017082040A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015220251A JP6725234B2 (ja) 2015-11-10 2015-11-10 車両の制御装置、及び車両の制御方法
JP2015-220251 2015-11-10

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WO (1) WO2017082040A1 (fr)

Citations (6)

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Publication number Priority date Publication date Assignee Title
JP2007239679A (ja) * 2006-03-10 2007-09-20 Honda Motor Co Ltd 車両のエンジン自動停止制御装置
JP2008075468A (ja) * 2006-09-19 2008-04-03 Toyota Motor Corp 車両の制御装置、制御方法、その方法をコンピュータで実現するプログラムおよびそのプログラムを記録した記録媒体
JP2012030779A (ja) * 2010-06-28 2012-02-16 Mazda Motor Corp 車両のアイドルストップ制御装置
JP2012225466A (ja) * 2011-04-21 2012-11-15 Toyota Motor Corp 油圧制御装置
WO2013140847A1 (fr) * 2012-03-22 2013-09-26 ジヤトコ株式会社 Véhicule à arrêt automatique du moteur et procédé de commande associé
JP2013199963A (ja) * 2012-03-23 2013-10-03 Fuji Heavy Ind Ltd シフトバイワイヤ制御システム

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Publication number Priority date Publication date Assignee Title
JPS6237550A (ja) * 1985-08-11 1987-02-18 Hino Motors Ltd 自動トランスミツシヨン
JP3845910B2 (ja) * 1996-09-05 2006-11-15 株式会社デンソー エンジンの自動停止始動装置及び方法
JP3616979B2 (ja) * 1997-03-06 2005-02-02 ジヤトコ株式会社 自動変速機の変速制御油圧回路
JP5252317B2 (ja) * 2010-05-19 2013-07-31 株式会社デンソー 車両の制御装置
JP2015048895A (ja) * 2013-09-02 2015-03-16 株式会社デンソー 車両システム

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007239679A (ja) * 2006-03-10 2007-09-20 Honda Motor Co Ltd 車両のエンジン自動停止制御装置
JP2008075468A (ja) * 2006-09-19 2008-04-03 Toyota Motor Corp 車両の制御装置、制御方法、その方法をコンピュータで実現するプログラムおよびそのプログラムを記録した記録媒体
JP2012030779A (ja) * 2010-06-28 2012-02-16 Mazda Motor Corp 車両のアイドルストップ制御装置
JP2012225466A (ja) * 2011-04-21 2012-11-15 Toyota Motor Corp 油圧制御装置
WO2013140847A1 (fr) * 2012-03-22 2013-09-26 ジヤトコ株式会社 Véhicule à arrêt automatique du moteur et procédé de commande associé
JP2013199963A (ja) * 2012-03-23 2013-10-03 Fuji Heavy Ind Ltd シフトバイワイヤ制御システム

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JP6725234B2 (ja) 2020-07-15

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