EP3150834A1 - Dispositif de commande de vitesse de rotation de moteur - Google Patents
Dispositif de commande de vitesse de rotation de moteur Download PDFInfo
- Publication number
- EP3150834A1 EP3150834A1 EP15799188.6A EP15799188A EP3150834A1 EP 3150834 A1 EP3150834 A1 EP 3150834A1 EP 15799188 A EP15799188 A EP 15799188A EP 3150834 A1 EP3150834 A1 EP 3150834A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- engine speed
- torque
- calculation unit
- target
- control device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/0007—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using electrical feedback
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1422—Variable gain or coefficients
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1002—Output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/1012—Engine speed gradient
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
- F02D2200/602—Pedal position
Definitions
- the present invention relates to an engine speed control device for controlling an engine speed of a vehicle, and particularly relates to an art of properly controlling an engine speed in accordance with pressing down on an accelerator (a driver operation).
- a driver in a vehicle equipped with a manual transmission, at the time of starting travel, a driver first presses down on a clutch pedal to bring the clutch into a disconnected state from a connected state, and thereafter, operates a shift lever to put the transmission mechanism into first gear. Subsequently, the driver gradually returns the clutch pedal to shift the clutch to a connected state from the disconnected state gradually, while pressing down on the accelerator pedal to increase the engine speed. Although at this time, the driver needs to coordinate the operation of the clutch pedal and the operation of the accelerator pedal, the operation of coordinating the clutch pedal operation and the accelerator pedal operation cannot be easily performed by all drivers.
- a control device that sets the upper limit of the engine speed when a vehicle starts to travel.
- the engine speed is restricted under the condition that a vehicle starts forward traveling, for example, if the accelerator pedal is depressed more than necessary before the vehicle starts forward traveling (in the period until the clutch shifts to a connected state after the accelerator pedal is depressed), the engine speed increases (revs up) more than necessary, and fuel efficiency is reduced in some cases.
- the engine speed is also restricted and drivability is reduced in some cases.
- Patent Literature 1 a control device that enhances fuel efficiency without reducing drivability at the time of start of travel of the vehicle.
- the engine speed upper limit value at the initial stage is determined under the condition that the vehicle speed is zero and the clutch pedal is depressed to a maximum degree.
- the control device determines a correction amount of the engine speed in accordance with the change amount of the accelerator opening degree, corrects the engine speed upper limit value at the initial stage with the correction amount, and gradually decreases the throttle opening degree when the actual engine speed exceeds the engine speed upper limit value after the correction.
- the engine speed upper limit value is changed in accordance with the change amount of the accelerator opening degree, and therefore a stable engine speed cannot be kept for each accelerator opening degree.
- the change amounts of the accelerator opening degrees are different (for example, in the case where the accelerator pedal is depressed slowly, the case where the accelerator pedal is abruptly depressed, and the like), the engine speeds are controlled to be different engine speeds.
- control of the throttle opening degree is performed only when the actual engine speed exceeds the upper limit value (the engine speed upper limit value), so that hunting and overshoot of the engine speed are likely to occur in the vicinity of the upper limit value, and there is the problem in convergence to the target engine speed.
- Patent Literature 1 Japanese Patent Laid-Open No. 2011-163233
- An object of the present invention is to provide an engine speed control device that can optionally set a target engine speed for each accelerator opening degree, and can enhance convergence to the target engine speed.
- the engine speed control device is an engine speed control device for controlling an engine speed of a vehicle, and includes a target engine speed calculation unit that calculates a target engine speed that is an engine speed set as a target, in accordance with an accelerator opening degree of the vehicle, a torque gain calculation unit that calculates a torque gain, on the basis of a change amount of an actual engine speed that is a real engine speed of the vehicle, and an attainment rate of the actual engine speed to the target engine speed, and a system request torque calculation unit that calculates system request torque which is torque that is requested to be outputted from an engine of the vehicle, on the basis of a value obtained by multiplying driver request torque that is torque corresponding to the accelerator opening degree by the torque gain.
- An engine speed control device of the present invention is an engine speed control device for controlling an engine speed of a vehicle, and includes a target engine speed calculation unit that calculates a target engine speed that is an engine speed set as a target, in accordance with an accelerator opening degree of the vehicle, a torque gain calculation unit that calculates a torque gain, on the basis of a change amount of an actual engine speed that is a real engine speed of the vehicle, and an attainment rate of the actual engine speed to the target engine speed, and a system request torque calculation unit that calculates system request torque which is torque that is requested to be outputted from an engine of the vehicle, on the basis of a value obtained by multiplying driver request torque that is torque corresponding to the accelerator opening degree by the torque gain.
- the target engine speed is set in accordance with the accelerator opening degree.
- the system request torque is calculated, on the basis of the value obtained by multiplying the driver request torque by the torque gain which is calculated on the basis of an attainment rate of the actual engine speed to the target engine speed and the change amount (the engine speed change amount) of the actual engine speed. Since the system request torque which is calculated in this way is outputted to the engine, the torque gain gradually decreases as the actual engine speed is closer to the target engine speed, and convergence to the target engine speed is enhanced.
- the target engine speed can be optionally set for each accelerator opening degree.
- the target engine speed is set for each accelerator opening degree, the target engine speed changes with a change of the accelerator opening degree, and the rotation increase request by pressing down on the accelerator (a driver operation) can be prevented from being inhibited.
- the engine speed can be properly controlled in response to pressing down on the accelerator (the driver operation). Accordingly, excessive revving up of the engine speed can be prevented, and drivability at the time of pressing down on the accelerator can be enhanced.
- the engine speed can be controlled to a suitable engine speed at the time of pressing down on the accelerator, the transmission and the clutch can be protected, and fuel efficiency can be enhanced.
- the engine speed control device of the present invention may include an engine speed comparison unit that compares the actual engine speed and the target engine speed, and determines whether or not the actual engine speed is higher than the target engine speed, and a torque correction value calculation unit that calculates a torque correction value in accordance with a difference between the actual engine speed and the target engine speed, when the actual engine speed is higher than the target engine speed, and the system request torque calculation unit may calculate the system request torque by subtracting the torque correction value from the value obtained by multiplying the driver request torque by the torque gain.
- the torque correction value is calculated on the basis of the difference between the actual engine speed and the target engine speed
- the system request torque is calculated by subtracting the torque correction value from the value obtained by multiplying the driver request torque by the torque gain. Accordingly, when the actual engine speed exceeds the target engine speed, the system request torque is made small (made negative torque, for example), whereby the engine speed can be quickly caused to converge to the target engine speed.
- the engine speed control device of the present invention may include a start-of-travel detection unit that detects whether or not the vehicle has started traveling, and the system request torque calculation unit may perform calculation of the system request torque when it is detected that the vehicle has started traveling.
- the system request torque is calculated, and control of the engine speed is performed.
- excessive revving up of the engine speed at the time of start of travel can be prevented, and drivability at the time of start of travel can be enhanced.
- sudden start of travel at a high speed can be prevented, and the transmission and the clutch can be protected.
- fuel efficiency can be enhanced.
- the target engine speed can be optionally set for each accelerator opening degree, and convergence to the target engine speed can be enhanced.
- FIG. 1 is a diagram explaining an outline of the vehicle which is loaded with the engine speed control device of the present embodiment.
- the vehicle includes an engine 1, a clutch 2 and a transmission 3.
- the engine 1 is one of known internal combustion engines, and is, a gasoline engine using gasoline as fuel, or a diesel engine using light oil as fuel, for example.
- the transmission 3 is a manual transmission that has a plurality (five, for example) of forward gears, and one reverse gear, and a neutral gear.
- An output shaft of the transmission 3 is connected to a driving wheel 4 of the vehicle via a differential (not illustrated). Switch of the gear of the transmission 3 is carried out by a driver operating a shift lever 5. At this time, the driver also performs an operation of a clutch pedal 6 and an accelerator pedal 7.
- an input rotation sensor 8 that detects a number of rotations (a number of input rotations) that are inputted to the driving wheel 4 from the transmission 3 is connected. Further, to the clutch pedal 6, a clutch stroke sensor 9 that detects an operation amount (a clutch stroke amount) of the clutch pedal 6 is connected. Further, to the accelerator pedal 7, an accelerator opening degree sensor 10 that detects an operation amount (an accelerator opening degree) of the accelerator pedal 7 is connected.
- the engine 1 includes an engine ECU 11 for electronically controlling an engine operation.
- an engine speed control device 12 for controlling an engine speed is connected to the engine ECU 11.
- Information on the number of input rotations which is detected by the input rotation sensor 8, and the clutch stroke amount which is detected by the clutch stroke sensor 9 and the like is inputted to the engine speed control device 12.
- Information on the accelerator opening degree which is detected by the accelerator opening degree sensor 10 is inputted to the engine ECU 11.
- the engine ECU 11 outputs information on a driver request torque and the like to the engine 1.
- information on actual output torque and the like is inputted from the engine 1.
- an engine speed also referred to as an actual engine speed
- an accelerator opening degree a degree of a driver request torque, actual output torque and the like
- information on system request torque and the like is outputted to the engine ECU 11 from the engine speed control device 12.
- the clutch stroke sensor 9 is not limited to a sensor that directly detects a displacement amount of the clutch 2, but also includes sensors that can detect a moving amount of a clutch master cylinder (CMC) that operates the clutch 2, and a displacement angle or a displacement amount of the clutch pedal 6. On the basis of the information on the above, a moving amount of the clutch 2 may be calculated by an arithmetic operation function of the engine speed control device 12.
- CMC clutch master cylinder
- the actual engine speed refers to a real speed (a real engine speed) of the engine 1 of the vehicle.
- a target engine speed refers to an engine speed that is set as a target.
- the driver request torque refers to torque that is generally obtained from an engine characteristic (MAP of the engine speed and the engine output torque) in accordance with the accelerator opening degree.
- the system request torque refers to torque that is requested to be outputted from the engine 1 (the engine ECU 11).
- FIG. 2 is a block diagram showing the configuration of the engine speed control device 12.
- the engine speed control device 12 includes an accelerator opening degree input unit 20, an actual engine speed input unit 21, a driver request torque input unit 22 and a start-of-travel detection unit 23.
- an accelerator opening degree (%) is inputted from the accelerator opening degree sensor 10.
- the actual engine speed (rpm) is inputted from the engine ECU 11.
- the driver request torque (Nm) is inputted from the engine ECU 11.
- the start-of-travel detection unit 23 the number of input rotations is inputted from the number of input rotations sensor.
- the start-of-travel detection unit 23 detects whether or not the vehicle has started traveling on the basis of the number of input rotations and the clutch operation.
- the start-of-travel detection unit 23 may detect whether or not the vehicle has started traveling on the basis of a vehicle speed (inputted from a vehicle sensor, for example).
- the engine speed control device 12 includes a target engine speed calculation unit 24, an engine speed comparison unit 25, an engine speed change amount calculation unit 26, and an attainment rate calculation unit 27.
- the target engine speed calculation unit 24 calculates the target engine speed in accordance with the accelerator opening degree of the vehicle. With reference to a target engine speed MAP value 28 as shown in Figure 3 , for example, the target engine speed corresponding to the accelerator opening degree is obtained.
- the engine speed comparison unit 25 compares the actual engine speed and the target engine speed, and determines whether or not the actual engine speed is larger than the target engine speed.
- the engine speed change amount calculation unit 26 calculates a change amount (rpm/sec) of the actual engine speed.
- a change speed (a change time period) of the engine speed often differs depending on the engine speed in general. For example, a change time period from 4500 rpm to 5000 rpm tends to be shorter than a change time period from 1000 rpm to 1500 rpm. This is due to a characteristic of the engine that the rotation increases more easily in a high rotation region as compared with the rotation in a low rotation region. Accordingly, degrees of control significantly differ between a case where the target engine speed is 1500 rpm, and a case where the target engine speed is 5000 rpm, even when deviations of the actual engine speeds from the target engine speeds are the same (500 rpm, for example).
- the torque control amount is set in accordance with a ratio of the present actual engine speed to the target engine speed, and thereby, quick convergence to a target value (a target engine speed) in a wide-ranging rotation region is realized.
- the engine speed control device 12 includes a torque gain calculation unit 29, a torque correction value calculation unit 30, and a system request torque calculation unit 31.
- the torque gain calculation unit 29 calculates a torque gain on the basis of the change amount (the engine speed change amount) of the actual engine speed and the attainment rate.
- the torque gain is obtained from the engine speed change amount and the attainment rate, with reference to a torque gain MAP value 32 as shown in Figure 4 , for example.
- a characteristic of the torque gain to the attainment rate changes in accordance with an engine speed change amount ⁇ .
- the torque gain calculation unit 29 sets a torque gain in a case where the change amount of the actual engine speed is large at a smaller value as compared with a torque gain in a case where the change amount of the actual engine speed is small.
- the torque correction value calculation unit 30 calculates a torque correction value in accordance with a difference between the actual engine speed and the target engine speed when the actual engine speed is higher than the target engine speed. That is, the torque correction value calculation unit 30 calculates the torque correction value when the actual engine speed becomes the target engine speed or more.
- the torque correction value corresponding to the difference between the actual engine speed and the target engine speed is obtained with reference to a torque correction value MAP value 33 as shown in Figure 5 , for example.
- the torque correction value calculation unit 30 sets the torque correction value at a larger value as the speed difference is larger.
- the torque correction value is zero. That is, when the actual engine speed is lower than the target engine speed, the torque correction value calculation unit 30 sets the torque correction value at zero.
- the system request torque calculation unit 31 calculates a system request torque (Nm) by using formula 2 as follows, for example (that is, by subtracting the torque correction value from a value obtained by multiplying the driver request torque by the torque gain).
- System request torque driver request torque ⁇ torque gain ⁇ torque correction value
- the actual engine speed is caused to converge to the target engine speed by controlling the system request torque by using a torque gain in a base characteristic (gain control).
- the engine output characteristic can change due to change in loads on an air-conditioner and electric auxiliaries, and change of an outdoor temperature and atmospheric pressure, for example, but even if the base characteristic (the driver request torque characteristic) changes, the system request torque can be controlled so that the engine speed converges to the target engine speed irrespective of a variation amount of the characteristic, by performing gain control.
- gain control as in the present embodiment is not performed, it is also conceivable to control the system request torque by using an absolute value (a torque correction value) instead of a torque gain, for example.
- the driver request torque is controlled with the absolute value torque (the torque correction value) which is set in advance, with respect to the target engine speed, a balance of the torque correction value and the variation amount of the characteristic is lost, and the engine speed is unlikely to follow the target value.
- the absolute value torque the torque correction value
- the system request torque which is calculated in this way is requested to be outputted from the engine 1, and is used in control of the engine speed.
- Control of the engine speed by the system request torque is desirably performed especially at a time of start of travel of the vehicle (when start of travel of the vehicle is detected).
- the engine speed control device 12 of the present embodiment acquires the accelerator opening degree from the accelerator opening degree sensor 10 (S2), and sets the target engine speed corresponding to the accelerator opening degree in the target engine speed calculation unit 24 (S3). In this case, by referring to the target engine speed MAP as shown in Figure 3 , the target engine speed corresponding to the accelerator opening degree is obtained.
- the target engine speed and the actual engine speed are compared in the engine speed comparison unit 25 (S4), and when the actual engine speed is not higher than the target engine speed, the torque correction value calculation unit 30 calculates the torque correction value in accordance with the difference between the actual engine speed and the target engine speed (S5).
- the torque correction value MAP value 33 as shown in Figure 5 , for example, the torque correction value corresponding to the difference between the actual engine speed and the target engine speed is obtained.
- the torque correction value is zero.
- the change amount (the engine speed change amount) of the actual engine speed is calculated (S6). Further, in the attainment rate calculation unit 27, the attainment rate of the actual engine speed to the target engine speed is calculated (S7). In the torque gain calculation unit 29, the torque gain corresponding to the attainment rate and the engine speed change amount is calculated (S8). In this case, the torque gain corresponding to the attainment rate and the engine speed change amount is obtained with reference to the torque gain MAP value 32 as shown in Figure 4 , for example. In the end, the driver request torque is multiplied by the torque gain in the system request torque calculation unit 31 (S9), the torque correction value is subtracted from the multiplied value (S10), and the system request torque is calculated (S11).
- the target engine speed is set in accordance with the accelerator opening degree.
- the system request torque is calculated, on the basis of the value obtained by multiplying the driver request torque by the torque gain which is calculated on the basis of the attainment rate of the actual engine speed to the target engine speed and the change amount (the engine speed change amount) of the actual engine speed. Since the system request torque which is calculated in this way is outputted to the engine 1, the torque gain gradually decreases as the actual engine speed is closer to the target engine speed, and convergence to the target engine speed is enhanced, as shown in Figure 7 .
- the target engine speed can be optionally set for each accelerator opening degree. Further, since the target engine speed is set for each accelerator opening degree, the target engine speed changes with a change of the accelerator opening degree, and the rotation increase request by pressing down on the accelerator (a driver operation) can be prevented from being inhibited. In this way, the engine speed can be properly controlled in response to pressing down on the accelerator (the driver operation). Accordingly, excessive revving up of the engine speed can be prevented, and drivability at the time of pressing down on the accelerator can be enhanced. Further, since the engine speed can be controlled to a suitable engine speed at the time of pressing down on the accelerator, the clutch 2 and the transmission 3 can be protected, and fuel efficiency can be enhanced.
- the torque correction value is calculated on the basis of the difference between the actual engine speed and the target engine speed, and the system request torque is calculated by subtracting the torque correction value from the value obtained by multiplying the driver request torque by the torque gain. Accordingly, as shown in Figure 8 , when the actual engine speed exceeds (overshoots) the target engine speed, the system request torque is reduced (made negative torque, for example), whereby the engine speed can be quickly caused to converge to the target engine speed.
- the system request torque is calculated, and control of the engine speed is performed.
- excessive revving up of the engine speed at the time of start of travel can be prevented, and drivability at the time of start of travel can be enhanced.
- sudden start of travel at a high speed can be prevented, and the clutch 2 and the transmission 3 can be protected.
- fuel efficiency can be enhanced.
- the engine ECU and the engine speed control device are configured as separate units (separate ECUs)
- the engine ECU and the engine speed control device may be configured as an integrated unit (a single ECU).
- the engine speed control device has effects of being capable of optionally setting the target engine speed for each accelerator opening degree and being capable of enhancing convergence to the target engine speed, is applied to a vehicle or the like which is loaded with a manual transmission, and is useful.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2014107783A JP6252356B2 (ja) | 2014-05-26 | 2014-05-26 | エンジン回転数制御装置 |
PCT/JP2015/002637 WO2015182112A1 (fr) | 2014-05-26 | 2015-05-26 | Dispositif de commande de vitesse de rotation de moteur |
Publications (2)
Publication Number | Publication Date |
---|---|
EP3150834A1 true EP3150834A1 (fr) | 2017-04-05 |
EP3150834A4 EP3150834A4 (fr) | 2017-05-31 |
Family
ID=54698461
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15799188.6A Withdrawn EP3150834A4 (fr) | 2014-05-26 | 2015-05-26 | Dispositif de commande de vitesse de rotation de moteur |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3150834A4 (fr) |
JP (1) | JP6252356B2 (fr) |
CN (1) | CN106460716A (fr) |
WO (1) | WO2015182112A1 (fr) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN106870183B (zh) * | 2015-12-11 | 2020-07-03 | 博世汽车柴油***有限公司 | 基于动力因数的车辆智能转矩控制器 |
JP7142421B2 (ja) * | 2017-07-28 | 2022-09-27 | ロベルト・ボッシュ・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | モーターサイクルに用いられる制御装置、及び、モーターサイクルのエンジンの回転数の制御方法 |
JP6960531B2 (ja) * | 2018-05-18 | 2021-11-05 | ボッシュ株式会社 | エンジン制御装置及びエンジン制御方法 |
CN110864106B (zh) * | 2019-11-29 | 2021-03-16 | 安徽江淮汽车集团股份有限公司 | 汽车换挡转速控制方法、设备、存储介质及装置 |
CN112033685A (zh) * | 2020-10-10 | 2020-12-04 | 东风汽车集团有限公司 | 基于热试台架的发动机极低载荷转速控制方法及存储介质 |
CN116834745B (zh) * | 2023-08-31 | 2023-11-17 | 清博(昆山)智能科技有限公司 | 农机自动换挡的整车控制***、方法及计算机设备 |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3920932B2 (ja) * | 1994-04-28 | 2007-05-30 | 株式会社日立製作所 | エンジン・変速機制御装置 |
CN1904333B (zh) * | 2005-07-26 | 2010-06-23 | 日产自动车株式会社 | 发动机超转防止装置以及发动机超转防止方法 |
JP2007327406A (ja) * | 2006-06-07 | 2007-12-20 | Toyota Motor Corp | 内燃機関の制御装置及び方法 |
JP2009174401A (ja) * | 2008-01-23 | 2009-08-06 | Toyota Motor Corp | 内燃機関の制御装置 |
JP5439083B2 (ja) * | 2009-07-31 | 2014-03-12 | 三菱重工業株式会社 | エンジンおよび該エンジンの回転数制御装置および回転数制御方法 |
JP5045767B2 (ja) * | 2010-02-10 | 2012-10-10 | トヨタ自動車株式会社 | 車両の制御装置 |
JP5163707B2 (ja) * | 2010-07-29 | 2013-03-13 | 三菱自動車工業株式会社 | ハイブリッド車の制御装置 |
US8935080B2 (en) * | 2012-01-26 | 2015-01-13 | Ford Global Technologies, Llc | Engine response adjustment |
-
2014
- 2014-05-26 JP JP2014107783A patent/JP6252356B2/ja not_active Expired - Fee Related
-
2015
- 2015-05-26 WO PCT/JP2015/002637 patent/WO2015182112A1/fr active Application Filing
- 2015-05-26 EP EP15799188.6A patent/EP3150834A4/fr not_active Withdrawn
- 2015-05-26 CN CN201580026152.1A patent/CN106460716A/zh active Pending
Also Published As
Publication number | Publication date |
---|---|
JP6252356B2 (ja) | 2017-12-27 |
EP3150834A4 (fr) | 2017-05-31 |
WO2015182112A1 (fr) | 2015-12-03 |
JP2015224543A (ja) | 2015-12-14 |
CN106460716A (zh) | 2017-02-22 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP3150834A1 (fr) | Dispositif de commande de vitesse de rotation de moteur | |
US10202122B2 (en) | Device for controlling a vehicle | |
US8485942B2 (en) | Vehicle control system and vehicle control method | |
JP5025018B2 (ja) | 車両のクラッチ制御装置 | |
US20090018738A1 (en) | Gear shift system for vehicle, control method and control device for automatic transmission | |
US10457291B1 (en) | Vehicle powertrain lash crossing control strategy | |
CN105383493B (zh) | 车辆控制装置及车辆控制方法 | |
JP2012187965A (ja) | 運転支援装置 | |
US7797992B2 (en) | Control apparatus for a source of rotational drive force | |
US10281032B2 (en) | Transmission gear control apparatus for vehicle | |
JP4862742B2 (ja) | 内燃機関制御装置及び内燃機関制御システム | |
EP2096287A2 (fr) | Procédé de calcul de couple pour moteur | |
CN110906001B (zh) | 车辆的控制装置 | |
US8777810B2 (en) | Method for controlling an automatic transmission of a motor vehicle after a cold start and transmission system | |
US20180266547A1 (en) | Automatic transmission controller | |
CN104417534A (zh) | 一种限制离合器接合过程中摩擦离合器能量耗散量的方法 | |
JP5899812B2 (ja) | 車両の制御装置 | |
US10197155B2 (en) | Controller for vehicle | |
EP2868904A1 (fr) | Dispositif de commande pour moteur à combustion interne | |
KR100974602B1 (ko) | 댐퍼 클러치 제어장치 및 방법 | |
JP6318950B2 (ja) | 車両の制御装置 | |
US10281040B2 (en) | Controller for vehicle | |
EP2199578A1 (fr) | Dispositif de contrôle de couple et procédé pour moteur à combustion interne | |
JP6323255B2 (ja) | 車両の制御装置 | |
JP2010265857A (ja) | 惰行制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
17P | Request for examination filed |
Effective date: 20161117 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR |
|
AX | Request for extension of the european patent |
Extension state: BA ME |
|
A4 | Supplementary search report drawn up and despatched |
Effective date: 20170503 |
|
RIC1 | Information provided on ipc code assigned before grant |
Ipc: F02D 41/00 20060101ALI20170425BHEP Ipc: F02D 41/14 20060101ALN20170425BHEP Ipc: F02D 41/02 20060101ALI20170425BHEP Ipc: F02D 31/00 20060101ALI20170425BHEP Ipc: F02D 45/00 20060101AFI20170425BHEP Ipc: F02D 35/00 20060101ALI20170425BHEP |
|
DAV | Request for validation of the european patent (deleted) | ||
DAX | Request for extension of the european patent (deleted) | ||
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN |
|
18W | Application withdrawn |
Effective date: 20190125 |