WO2005040629A1 - エンジン動力伝達装置及びその方法 - Google Patents
エンジン動力伝達装置及びその方法 Download PDFInfo
- Publication number
- WO2005040629A1 WO2005040629A1 PCT/JP2004/015244 JP2004015244W WO2005040629A1 WO 2005040629 A1 WO2005040629 A1 WO 2005040629A1 JP 2004015244 W JP2004015244 W JP 2004015244W WO 2005040629 A1 WO2005040629 A1 WO 2005040629A1
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- WIPO (PCT)
- Prior art keywords
- clutch
- engine
- torque
- speed
- transmission rate
- Prior art date
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Classifications
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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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
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
-
- 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
- F16D2500/10—System to be controlled
- F16D2500/11—Application
- F16D2500/1107—Vehicles
- F16D2500/1112—Heavy vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- 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
- F16D2500/3061—Engine inlet air flow rate
-
- 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
- F16D2500/3067—Speed of the engine
-
- 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
- F16D2500/314—Signal inputs from the user
- F16D2500/31406—Signal inputs from the user input from pedals
- F16D2500/3144—Accelerator pedal position
-
- 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
- F16D2500/50224—Drive-off
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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
- F16D2500/70422—Clutch parameters
- F16D2500/70438—From the output shaft
- F16D2500/7044—Output shaft torque
Definitions
- the present invention relates to a device and a method for transmitting the power of an engine to a torque converter in a construction machine, an automobile, and other work machines, and more particularly to a technique for improving the acceleration performance of an engine. .
- Patent Literature 1 discloses a slip mode control method and device of an automatic clutch! Puru.
- a clutch actuation signal for controlling a clutch actuator in a drive system of a large truck having an engine, a clutch, a transmission, and a differential.
- An automatic clutch controller for generating the pressure is provided.
- the automatic clutch controller slides the clutch as necessary, connects the friction clutch so that the transmission input speed approaches the engine speed asymptotically, and prevents the occurrence of torsional vibration of the drive system when the clutch is connected. I do.
- Patent Document 1 Japanese Patent Application Laid-Open No. Hei 9 210092 (Pages 5-8, FIGS. 1 and 5)
- the clutch is operated in accordance with the throttle opening such that the slip value of the clutch decreases as the throttle opening increases.
- the operator depresses the accelerator pedal to quickly start the engine or start heavy-load work, causing the engine to rapidly rotate at low speed.
- the excess torque of the output torque of the engine with respect to the absorption torque of the torque converter tends to be insufficient, so that it takes time to accelerate the engine, and the operator may feel uncomfortable. .
- an object of the present invention is to improve the acceleration performance of an engine coupled to a torque converter. Is to do.
- An engine power transmission device provides an engine controlled by a throttle, a torque converter that transmits the power of the engine to a load device, and a transmission torque provided between the engine and the torque converter.
- a controllable clutch a throttle operating device for operating the throttle, an engine speed detector for detecting the engine speed, a clutch operating device for operating the clutch to control the transmission torque, and an engine speed detecting device And a controller that instructs the clutch operating device to control the transmission torque of the clutch according to the engine speed in response to the clutch.
- the clutch is operated so that the torque transmission force in the low-speed rotation region is smaller than that in the high-speed rotation region. Then, in the low-speed rotation range, the clutch (10) is operated so that the torque transmission rate increases as the engine speed increases. Further, the clutch is operated so that the torque transmission rate is constant, for example, 100% in a rotation range higher than the low-speed rotation range.
- a throttle opening detector for detecting the opening of the throttle is further provided.
- the controller responds to the engine speed detector and the throttle opening detector to instruct the clutch operating device to control the transmission torque of the clutch according to the engine speed and the throttle opening.
- the clutch is operated so that the torque transmission force in the low-speed rotation range is smaller than that in the high-speed rotation range.
- the clutch In the low-speed rotation range, the clutch is operated so that the torque transmission rate increases as the engine speed increases, and the torque transmission rate decreases as the throttle opening increases.
- the upper limit rotational speed in the low speed rotation range is controlled in accordance with the throttle opening degree S such that the upper limit rotational speed in the low speed rotation range increases as the throttle opening increases.
- a method of transmitting engine power to a torque converter through a clutch having a controllable torque transmission rate includes a step of controlling the engine in response to a throttle, and a step of controlling the engine in response to an engine speed. Operating the clutch to control the transmission torque.
- the torque transfer rate of the clutch provided between the engine and the torque converter is controlled according to the engine speed, so that the acceleration performance of the engine coupled to the torque converter is improved. Can be improved.
- the clutch is operated so that the torque transmission rate in the low-speed rotation range is smaller than that in the higher-speed rotation range, the acceleration performance of the engine in the low-speed rotation range is improved. Therefore, acceleration performance at the time of starting and starting the engine is improved.
- FIG. 1 is a block diagram showing a configuration of an engine power transmission device according to a first embodiment of the present invention.
- FIG. 2 is a view for explaining a map or a function for indicating a torque transmission rate set value stored in a storage device 22 of a controller 15 in the embodiment.
- FIG. 3 is a flowchart showing a process for controlling a torque transmission rate performed by an arithmetic processing unit 21 of a controller 15 in the embodiment.
- FIG. 4 is a view showing a relationship between a proportional control current of the clutch operating device 13 and a torque transmission rate (vertical axis) of the clutch 10 in the embodiment.
- FIG. 5 is a diagram showing an output torque curve of an engine 1 and an absorption torque curve of a torque converter 2.
- FIG. 6 shows a configuration of an engine power transmission device according to a second embodiment of the present invention.
- FIG. 7 is a view for explaining a map or a function for indicating a torque transmission rate set value stored in a storage device 22 of the controller 15 in the embodiment.
- FIG. 8 is a flowchart showing a process for controlling a torque transmission rate performed by the arithmetic processing unit 21 of the controller 15 in the embodiment.
- FIG. 1 is a block diagram showing a configuration of an engine power transmission device according to a first embodiment of the present invention.
- the engine power transmission device can be typically applied to a construction machine such as a wheel loader, but is not limited thereto, and can be applied to a vehicle such as a truck and various other working machines.
- a clutch 10 whose transmission torque can be controlled continuously or in multiple stages can be provided between the engine 1 and the torque converter 2, a clutch 10 whose transmission torque can be controlled continuously or in multiple stages can be provided.
- the clutch 10 and the engine 1 are connected by an input shaft 11, and the clutch 10 and the torque converter 2 are connected by an output shaft 12.
- a transmission 3 is arranged on the output side of the torque converter 2, and both are connected by a transmission shaft 4.
- the engine 1 is provided with a throttle 5 for controlling fuel, and the throttle 5 is operated by a throttle operating device 6, whereby the throttle opening is controlled.
- the throttle operating device 6 includes, for example, an accelerator pedal or an accelerator lever operated by an operator, and responds to the movement of the accelerator pedal or the accelerator lever by a mechanical, hydraulic, pneumatic or electric actuator. To operate.
- the clutch 10 is operated by the clutch operating device 13, whereby the transmission torque of the clutch 10 is controlled.
- the clutch 10 is, for example, a hydraulically controlled multi-plate friction clutch.
- the clutch operating device 13 controls the hydraulic pressure supplied to the clutch 10 with a proportional valve to reduce the slip amount of the friction plate of the clutch 10 from 0 to the maximum, that is, to increase the torque transmission rate of the clutch 10 from 100% to 0%. Up to a continuous or multi-stage control.
- the engine 1 is provided with an engine speed detector 14.
- the controller 15 is, for example, a programmed computer, and includes an arithmetic processing unit 21 such as a microprocessor and a storage unit 22 such as RAM and ROM.
- the storage device 22 stores in advance a map or a function for instructing the arithmetic processing device 21 on a control method of how to control the torque transmission rate of the clutch 10 according to the engine speed.
- the arithmetic processing unit 21 inputs the detected value of the engine speed as well as the engine speed detector 14, performs a predetermined calculation according to a map or a function previously stored in the storage device 22, and performs clutch operation.
- An instruction signal is output to the operation device 13.
- the clutch operating device 13 controls the current of the proportional valve according to the instruction signal from the controller 15 to control the torque transmission rate of the clutch 10.
- FIG. 2 is a diagram illustrating a map or a function for controlling the torque transmission rate stored in the storage device 22 of the controller 15.
- the vertical axis indicates the torque transmission rate of the clutch 10 (the torque of the output shaft 12 and the torque of the input shaft 11) [%], and the horizontal axis indicates the engine speed [rpm].
- the step-like solid line a indicates a torque transmission rate setting value as an example, which is instructed to the arithmetic processing unit 21 by the above-described map or function.
- the arithmetic processing unit 21 controls the torque transmission rate of the clutch 10 according to the engine speed so as to match the torque transmission rate set value indicated by the solid line a.
- the torque transmission rate of the clutch 10 is set to 50% when the engine speed is 750 rpm (this is, for example, the idling speed) according to the torque transmission rate setting value indicated by the solid line a.
- the power is 3 ⁇ 400rpm, it is reduced to 60%, and when the engine speed is 1 OOOrpm, it is increased to 100%.
- the torque transmission rate is controlled to be constant at 100%.
- a broken line b indicates another example of the torque transmission rate set value.
- the torque transmission rate setting value is arbitrarily set according to the specifications and applications of the engine 1, the torque converter 11, and other machines, or conditions at that time. Good.
- the low-speed rotation range including the idling rotation speed (for example, 750-1 in the case of the solid line a) In OOOrpm) the torque transmission rate is controlled to increase within a certain value (for example, 100%) or less as the engine speed increases. Then, in a rotation range higher than the low-speed rotation range (for example, lOOOOrpm in the case of the solid line a—the maximum rotation speed (about 3000rpm)), the torque transmission rate is controlled to be constant at the above-mentioned constant value (for example, 100%).
- FIG. 3 shows a flow of a process for torque transmission rate control performed by the arithmetic processing unit 21 of the controller 15.
- the arithmetic processing unit 21 repeats the torque transmission rate control substantially continuously during the operation of the engine 1 at short and time intervals such that it can be considered that the torque transmission rate control is performed continuously, as shown in FIG. Execute the routine.
- the arithmetic processing unit 21 inputs the detected value of the current engine speed from the engine speed detector 14 in step S1, and the current engine speed is detected in step S2.
- Power Check the maximum rotation speed in the low-speed rotation range described above, for example, whether it is lower than 100 rpm (that is, whether it is in the low-speed rotation range).
- the arithmetic processing unit 21 responds to the engine speed in step S3 based on the map or function in the storage device 22.
- the torque transmission rate setting value to be performed is determined. If it is determined in step S2 that the current engine speed is higher than the low speed range, the arithmetic processing unit 21 determines in step S4 that the torque transmission rate set value is 100%. I do. Thereafter, in step S4, the arithmetic processing unit 21 sends an instruction signal for instructing the determined torque transmission rate set value to the clutch operating device 13.
- the clutch operating device 13 controls a proportional control current for hydraulically operating the clutch 10 in response to the instruction signal. As shown in FIG. 4, the torque transmission rate (vertical axis) of the clutch 10 is approximately proportional to the proportional control current. As a result, the torque transmission rate of the clutch 10 is controlled to match the torque transmission rate set value.
- the torque transmission rate of clutch 10 is controlled to a value smaller than 100% by controlling the torque transmission rate as described above with reference to FIG.
- the torque transmission rate increases, and when the engine speed exceeds the low speed range, the torque transmission rate is maintained at 100%. Therefore, as in the case of the starting acceleration of the work machine, the operator force of the work machine S operates the throttle operation device 6.
- the rotation speed of the output shaft 12 of the clutch 10 that is, the torque converter 2 Input rotation speed
- the surplus torque for accelerating the engine 1 increases, and thus the engine 1 accelerates to the desired rotation speed in a shorter time.
- the vertical axis indicates torque
- the horizontal axis indicates engine speed
- Curve c shows the torque curve of engine 1
- curve d shows the absorption torque curve of torque converter 2.
- the absorption torque curve indicated by the solid line d corresponds to the case where the input speed of the torque converter 2 is the same as the engine speed, that is, the case where the torque transmission rate of the clutch 10 is 100%.
- the torque transmission rate of the clutch 10 is smaller than 100%, so that the rotation speed of the output shaft 12 of the clutch 10, that is, the input rotation speed of the torque converter 2, is The rotation speed of the input shaft 12, that is, lower than the engine rotation speed. Therefore, as shown by the broken line e in FIG. 5, the input torque to the torque converter 2 is smaller than the absorption torque of the engine speed torque converter 2 shown by the solid line d.
- the difference B between the output torque of the engine 1 and the input torque of the torque converter 2 is represented by the output torque of the engine 1 and the absorption torque of the torque converter 2 corresponding to the engine speed N. Is greater than A.
- the excess torque force for accelerating the engine is larger by torque difference B-A than when the torque transmission rate is 100%. Therefore, the acceleration performance of the engine 1 in the low-speed rotation range of the engine 1 is improved, and the start-up acceleration time or the cycle time of work such as loading can be shortened.
- FIG. 6 is a block diagram showing a configuration of an engine power transmission device according to the second embodiment of the present invention.
- the same reference numerals are given to the same elements as those in the first embodiment already described, the overlapping description of the same parts will be omitted, and only different parts will be described.
- a throttle opening detector 16 is provided in the throttle 5, and its output is Controller 15.
- the arithmetic and control unit 21 of the controller 15 inputs the detected value of the throttle opening from the throttle opening detector 16 as well as the detected value of the engine speed as high as the engine speed detector 14. Then, the arithmetic processing unit 21 performs a predetermined arithmetic process using a map or a function stored in the storage device 22 in advance, so that the torque transmission rate set value corresponding to the current engine speed and the throttle opening degree is obtained. Is determined, and an instruction signal is output to the latch operating device 13 to control the torque transmission rate of the clutch 10 to the torque transmission rate set value.
- the torque transmission rate of the clutch 10 is controlled to 100% or less, and the torque of the output shaft 12 becomes smaller than the torque of the input shaft 11. At that time, the torque transmission rate also changes according to the throttle opening operated by the operator, not just the engine speed.
- FIG. 7 is a diagram illustrating a map or a function for controlling the torque transmission rate stored in the storage device 22 of the controller 15.
- Fig. 7 shows the relationship between the engine speed [rpm] and the throttle opening [%] and the torque transmission rate set value [%]! /
- the set value of the torque transmission rate changes according to the engine rotation speed.
- the transmissivity set value is a fixed value (for example, 100%).
- the upper limit rotation speed changes according to the throttle opening so that the larger the throttle opening, the higher the upper limit rotation speed in the low-speed rotation range.
- the upper limit rotation speed is the idle rotation speed when the throttle opening is 50% or less (therefore, the torque transmission rate set value is constant at 100% in the entire rotation speed range), and the throttle opening force At 0% it is 800 rpm, at 80% it is 900 rpm and at 100% it is 100 rpm.
- the set value of the torque transmission rate increases with an increase in the engine speed, and the set value of the torque transmission rate decreases with an increase in the throttle opening.
- the arithmetic processing unit 21 of the controller 15 controls the torque transmission rate of the clutch 10 so as to match the torque transmission rate set value defined as a function of the engine speed and the throttle opening as described above. .
- FIG. 8 shows a flow of a process for controlling the torque transmission rate performed by the arithmetic processing unit 21 of the controller 15.
- the arithmetic processing unit 21 repeats the routine shown in Fig. 8 at short time intervals that can be regarded as substantially performing the torque transmission rate control. Execute.
- the arithmetic processing unit 21 inputs the detected values of the engine speed and the throttle opening in steps S11 and S12, and in step S13, inputs the current engine speed. Is less than the maximum rotational speed in the low-speed rotation range (10 OO rpm in the example shown in Fig.
- the throttle opening is the minimum opening that requires variable control of the torque transmission rate (the example shown in Fig. 7). (I.e., whether the operating point force defined by the combination of the current engine speed and the throttle opening is within the range that requires variable control of the torque transmission rate). to decide.
- the arithmetic processing unit 21 determines in step S14 based on the map or function stored in the storage device 22 as shown in FIG. Determine the torque transmission rate set value corresponding to the current engine speed and throttle opening. If it is determined in step S13 that the variable control is out of the required range, in step S15, the arithmetic processing unit 21 determines the torque transmission rate set value to be 100%. Thereafter, in step S16, the arithmetic processing unit 21 instructs the clutch operating unit 13 to operate the clutch 10 so that the torque transmission rate of the clutch 10 matches the determined torque transmission rate set value. Control.
- the engine acceleration performance is improved because the torque transmission rate is lower than 100% in the low-speed rotation range. Also, even at the same engine speed, the larger the throttle opening, the smaller the torque transmission rate, and the greater the improvement in engine acceleration performance. Therefore, the engine acceleration performance that matches the operator's throttle operation amount can be obtained, and the operator can perform a driving operation that matches his / her own operational feeling.
- a pneumatic, magnetic or mechanical clutch using a hydraulically controlled multi-plate friction clutch can also be used.
- the throttle opening is directly detected by using the throttle opening detector.
- the present invention is applicable to various working machines using a torque converter in a power transmission system connected only with construction machines such as a wheel loader and a crane truck.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US10/576,501 US20100144489A1 (en) | 2003-10-24 | 2004-10-15 | Device and method for transmitting engine power |
JP2005514939A JP4516917B2 (ja) | 2003-10-24 | 2004-10-15 | エンジン動力伝達装置及びその方法 |
DE112004002024T DE112004002024T5 (de) | 2003-10-24 | 2004-10-15 | Verfahren und Vorrichtung zum Übertragen von Motorkraft |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2003-363997 | 2003-10-24 | ||
JP2003363997 | 2003-10-24 |
Publications (1)
Publication Number | Publication Date |
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WO2005040629A1 true WO2005040629A1 (ja) | 2005-05-06 |
Family
ID=34510084
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/JP2004/015244 WO2005040629A1 (ja) | 2003-10-24 | 2004-10-15 | エンジン動力伝達装置及びその方法 |
Country Status (5)
Country | Link |
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US (1) | US20100144489A1 (ja) |
JP (1) | JP4516917B2 (ja) |
CN (1) | CN100470074C (ja) |
DE (1) | DE112004002024T5 (ja) |
WO (1) | WO2005040629A1 (ja) |
Cited By (2)
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WO2009041205A1 (ja) * | 2007-09-28 | 2009-04-02 | Komatsu Ltd. | 作業車両の変速制御装置 |
WO2013150641A1 (ja) * | 2012-04-06 | 2013-10-10 | トヨタ自動車株式会社 | 車両の発進クラッチ制御装置 |
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GB2461305B (en) * | 2008-06-27 | 2012-05-02 | Gm Global Tech Operations Inc | Automatic transmission |
EP2549642A1 (en) * | 2010-03-17 | 2013-01-23 | Hitachi Construction Machinery Co., Ltd. | Actuator control device and working machine equipped with same |
US9267446B2 (en) | 2012-06-15 | 2016-02-23 | Caterpillar Paving Products Inc. | Engine speed management control system for cold planers |
DE102017201482A1 (de) | 2017-01-31 | 2018-08-02 | Bayerische Motoren Werke Aktiengesellschaft | Kraftfahrzeug und Verfahren zur Steuerung eines Kraftfahrzeugs |
DE102019201711A1 (de) * | 2019-02-11 | 2020-08-13 | Volkswagen Aktiengesellschaft | Verfahren zur Steuerung eines Antriebsstranges eines Fahrzeuges, insbesondere eines Kraftfahrzeuges |
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JP3230465B2 (ja) * | 1997-09-05 | 2001-11-19 | 日産自動車株式会社 | トルクコンバータのスリップ制御装置 |
US6405844B1 (en) * | 1999-09-10 | 2002-06-18 | Komatsu Ltd. | Working vehicle |
KR100326667B1 (ko) * | 1999-10-29 | 2002-03-02 | 이계안 | 자동 변속기가 장착된 차량의 댐퍼 클러치 제어 방법 |
DE60121484T2 (de) * | 2000-07-17 | 2007-09-27 | Hitachi, Ltd. | Steuerungsverfahren und Steuerungssystem für ein Kraftfahrzeug |
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2004
- 2004-10-15 JP JP2005514939A patent/JP4516917B2/ja not_active Expired - Fee Related
- 2004-10-15 DE DE112004002024T patent/DE112004002024T5/de not_active Withdrawn
- 2004-10-15 CN CNB200480029626XA patent/CN100470074C/zh not_active Expired - Fee Related
- 2004-10-15 WO PCT/JP2004/015244 patent/WO2005040629A1/ja active Application Filing
- 2004-10-15 US US10/576,501 patent/US20100144489A1/en not_active Abandoned
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JPH0392623A (ja) * | 1989-09-05 | 1991-04-17 | Toyota Autom Loom Works Ltd | 荷役車両の車速制御装置 |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2009041205A1 (ja) * | 2007-09-28 | 2009-04-02 | Komatsu Ltd. | 作業車両の変速制御装置 |
JP2009085299A (ja) * | 2007-09-28 | 2009-04-23 | Komatsu Ltd | 作業車両の変速制御装置 |
US8182394B2 (en) | 2007-09-28 | 2012-05-22 | Komatsu Ltd. | Speed change controller of working vehicle |
WO2013150641A1 (ja) * | 2012-04-06 | 2013-10-10 | トヨタ自動車株式会社 | 車両の発進クラッチ制御装置 |
JPWO2013150641A1 (ja) * | 2012-04-06 | 2015-12-14 | トヨタ自動車株式会社 | 車両の発進クラッチ制御装置 |
Also Published As
Publication number | Publication date |
---|---|
US20100144489A1 (en) | 2010-06-10 |
JP4516917B2 (ja) | 2010-08-04 |
DE112004002024T5 (de) | 2006-08-31 |
CN100470074C (zh) | 2009-03-18 |
JPWO2005040629A1 (ja) | 2007-11-22 |
CN1867783A (zh) | 2006-11-22 |
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