WO2011158570A1 - 車両の発進制御装置 - Google Patents
車両の発進制御装置 Download PDFInfo
- Publication number
- WO2011158570A1 WO2011158570A1 PCT/JP2011/060593 JP2011060593W WO2011158570A1 WO 2011158570 A1 WO2011158570 A1 WO 2011158570A1 JP 2011060593 W JP2011060593 W JP 2011060593W WO 2011158570 A1 WO2011158570 A1 WO 2011158570A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- accelerator opening
- pedal
- clutch
- accelerator
- Prior art date
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
-
- 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
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
-
- 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
-
- 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
- F16D2500/3068—Speed change of rate 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
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3107—Vehicle weight
-
- 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
- F16D2500/312—External to the vehicle
- F16D2500/3121—Ambient conditions, e.g. air humidity, air temperature, ambient pressure
-
- 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
- F16D2500/31413—Clutch 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
- F16D2500/30—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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/71—Actions
- F16D2500/7101—Driver alarm
Definitions
- the present invention relates to a vehicle start control device equipped with a manual transmission.
- Patent Document 1 when a vehicle equipped with a manual transmission is started, when the throttle opening is equal to or less than a predetermined value, the engine speed is changed to a target engine speed higher than the idling speed according to the clutch position.
- the technique made to do is disclosed.
- the rate of increase of the target engine speed with respect to the idle rotation speed is set to be smaller as the engagement of the clutch proceeds with respect to the state where the clutch starts to be engaged.
- Patent Document 1 it is necessary to restore the increased engine speed after starting, which may give the driver a feeling of deceleration. Moreover, since the vehicle can start without the driver depressing the accelerator, there is a possibility that the driver may feel uncomfortable.
- Patent Document 1 there is a possibility that the vehicle cannot be started smoothly without giving the driver a sense of incongruity.
- the vehicle start control device of the present invention when starting the vehicle, when the accelerator pedal is depressed while the clutch pedal is depressed and the clutch is released, and the accelerator opening is equal to or greater than a predetermined accelerator opening threshold, It is characterized by having an information transmission means for notifying the driver that the accelerator pedal has reached the accelerator opening for returning the clutch pedal.
- the driver when the vehicle starts, the driver can easily hold the accelerator pedal constant at the accelerator opening degree for returning the clutch pedal, and the clutch can be smoothly engaged. Can be easily realized.
- FIG. 1 is an explanatory view schematically showing a schematic configuration of a power system of a vehicle to which the present invention is applied.
- An engine 100 which is an internal combustion engine mounted on a vehicle is provided with a manual transmission 101 via a clutch 102. It is connected to the. The driving force of the engine 100 is transmitted to driving wheels (not shown) of the vehicle according to the gear ratio selected by the manual transmission 101.
- the clutch 102 is configured such that the operating force of the clutch pedal 103 is transmitted via the master cylinder 104 and the hydraulic passage 105. Further, in order to detect on / off (engaged, released) of the clutch 102, for example, a clutch switch 106 for detecting a depression operation of the clutch pedal 103 is provided.
- a gear position detection switch 108 is provided for detecting which gear position such as 1st to 5th gears is selected for the shift lever 107 of the transmission 101. These clutch switch 106 and gear position detection are provided. The detection signal of the switch 108 is input to the control unit 10 composed of a microcomputer system.
- reference numerals 6 and 11 to 16 in FIG. 1 denote various sensors that output respective detection signals to the control unit 10, and details thereof will be described later.
- FIG. 2 is an explanatory view schematically showing the system configuration of the accelerator pedal depression force control device together with an outline of the depression force changing mechanism
- FIG. 3 is an explanatory view schematically showing an embodiment of the depression force changing mechanism.
- This accelerator pedal depression force control device basically variably controls the depression force (operation reaction force) of an accelerator pedal 2 provided on a vehicle body 1 (not shown). Means for detecting the opening (depression amount) of the accelerator pedal 2 provided on the vehicle, and means for changing the depression force of the accelerator pedal 2 from the base depression force.
- the opening of the accelerator pedal 2 is a predetermined accelerator opening. When it becomes larger than the threshold value, the depression force of the accelerator pedal 2 is increased by a predetermined increase from the base depression force.
- the accelerator pedal 2 is provided on the rotating shaft 3 and is configured to swing around the rotating shaft 3.
- One end of the accelerator pedal 2 is fixed to the vehicle body 1 and the other end is fixed. Reaction forces in the accelerator closing direction are applied by various types of return springs 4 fixed to the rotary shaft 3.
- One end of the rotating shaft 3 is rotatably supported by the vehicle body 1 via a bearing 5, and an accelerator position sensor 6 is provided as an accelerator opening degree detecting means near the other end of the rotating shaft 3.
- the pedaling force changing mechanism includes a variable friction plate 7 having a pair of opposing friction members 7a and 7b that apply frictional force to the rotation of the rotary shaft 3, and one friction member 7a is an end of the rotary shaft 3.
- the other friction member 7b is supported on the fixed shaft 8 so as to be axially movable and non-rotatable via a spline or the like.
- the fixed shaft 8 is fixedly supported on the vehicle body 1.
- an actuator for example, an electromagnetic solenoid
- biases the friction member 7 b toward the friction member 7 a is fixed to the vehicle body 1.
- variable friction plate 7 moves the friction member 7b in the axial direction (the direction of arrow A1 in FIG. 2) by the operation of the actuator 9, thereby variably controlling the friction force between the friction member 7a and the friction member 7b.
- the operation of the actuator 9 is controlled by the control unit 10 described above. Therefore, the operation of the actuator 9 is controlled by the control unit 10, whereby the frictional force applied to the rotating shaft 3 and thus the pedaling force when the accelerator pedal 2 is depressed can be changed.
- the control unit 10 includes the clutch switch 106, the gear position detection switch 108, the accelerator position sensor 6 that detects the opening degree of the accelerator pedal 2, the engine speed sensor 11 that detects the engine speed, and the vehicle speed.
- a vehicle speed sensor 12 an intake air temperature sensor 13 for detecting the intake air temperature, an atmospheric pressure sensor 14 for detecting the ambient atmospheric pressure, an acceleration sensor 15 for detecting a road gradient from the vehicle inclination, and an occupant boarded in each seat of the vehicle Signals from various sensors such as a seat pressure sensor 16 for detecting whether or not the signal is being input are input.
- FIG. 4 schematically shows the characteristics of the basic pedaling force, that is, the base pedaling force of the accelerator pedal pressing force in the present embodiment, and this base pedaling force has an appropriate hysteresis in the opening increasing direction and the opening decreasing direction. However, it increases almost proportionally to the accelerator opening. Further, in a region where the accelerator opening is small, an initial region (preload region) in which the base pedal force increases rapidly is set.
- the base pedaling force depends on the accelerator opening from a predetermined minute opening (accelerator opening APSP) to a maximum opening (accelerator opening MAX) in the accelerator opening increasing direction.
- the initial region from the accelerator opening to zero (the accelerator opening APSP) is a preload region that increases as the accelerator opening increases at a relatively large increase rate. It has become.
- the accelerator pedal 2 when the accelerator pedal 2 is depressed more than a predetermined accelerator opening threshold when the accelerator pedal 2 is depressed with the clutch 102 being released when the vehicle starts, the accelerator pedal The stepping force of 2 increases stepwise as compared to the base pedaling force on the stepping side, and further depression is suppressed.
- the accelerator opening threshold is an accelerator opening at which an engine speed necessary for starting the vehicle is obtained, and is a value stored in the control unit 10 in advance.
- FIG. 5 is a timing chart showing the states of various parameters when the vehicle starts in the present embodiment.
- T1 is a timing at which the driver of the vehicle starts to depress the accelerator pedal 2 in a state where the clutch pedal 103 is depressed and the clutch 102 is released in order to start the stopped vehicle.
- the accelerator opening becomes the above-described accelerator opening threshold at the timing t2, and a predetermined pedal force increase (the pedal power increase) with respect to the base pedal force of the accelerator pedal 2. Amount) is added.
- Accelerator opening becomes the above-described accelerator opening threshold at the timing of t2, and depression of the accelerator pedal 2 is suppressed when the depression force of the accelerator pedal 2 increases more than the base depression force.
- the driver starts to return the clutch pedal 103 due to an increase in the depression force of the accelerator pedal 2.
- the clutch 102 is engaged and the vehicle starts to start at the timing t3 when the accelerator opening is maintained at the accelerator opening at which the engine speed necessary for starting the vehicle is obtained.
- the predetermined increase in the pedal force of the accelerator pedal 2 applied to the base pedal force at the timing t2 is that the accelerator pedal 2 is returned when a predetermined time has elapsed after the clutch 102 is engaged or after the clutch 102 is engaged. Removed at the timing.
- the engine speed at that time is higher than the engine speed required for starting the vehicle. If it is low, the engine load increases excessively when the clutch 102 is engaged, and the engine speed decreases rapidly, so that there is a high possibility that the vehicle cannot start smoothly and the engine may stop in some cases. is there.
- the accelerator pedal 2 when the vehicle starts, the accelerator pedal 2 is depressed while the clutch pedal 103 is depressed and the clutch 102 is released, and the accelerator opening is required when the vehicle starts.
- the accelerator opening (accelerator opening threshold) is greater than the required engine speed, the accelerator pedal opening force is increased by a predetermined amount from the base pedaling force, so that the driver needs the accelerator opening when starting the vehicle. It is possible to notify that the opening degree for obtaining the engine speed, that is, the opening degree for returning the clutch pedal 103 is reached.
- the driver can easily hold the accelerator pedal 2 at the accelerator opening at which the engine speed necessary for starting is obtained, that is, the accelerator opening for returning the clutch pedal 103, and the clutch 102 is released. Since it can be smoothly engaged, a smooth start of the vehicle can be easily realized.
- the pedal effort of the accelerator pedal 2 is increased by a predetermined amount from the base pedaling force, which is necessary when starting the vehicle. Since depression of the accelerator pedal 2 exceeding the accelerator opening at which the engine speed is obtained is suppressed, the driver can easily maintain the accelerator opening at which the engine speed necessary for starting the vehicle is obtained, and the clutch Concentrate on the operation of the pedal 103.
- the engine speed is a predetermined speed relative to the engine speed required for starting the vehicle.
- the engine speed has increased to the base pedal force at time t2 at the timing t4 when the engine speed has decreased by more than the predetermined engine speed R relative to the engine speed required for starting the vehicle.
- the pedal force increase is removed, and the pedal force of the accelerator pedal 2 is returned to the base pedal force.
- the predetermined pedal force increase added to the base pedal force from the timing t4 is decreased at a predetermined constant rate.
- the accelerator pedal 2 is easily depressed (added) by removing a predetermined pedal force increase added to the base pedal force in such a case. That is, the depression of the accelerator pedal 2 can be promoted to compensate for the insufficient torque. In other words, the accelerator pedal 2 can be easily depressed (added) according to the required engine torque.
- the vehicle load is estimated from the amount of decrease in the engine speed after the clutch 102 is engaged.
- the vehicle load immediately after the start is determined from the amount of change in the intake air intake immediately after the start. May be estimated.
- the accelerator opening threshold described above may be corrected according to the magnitude of the running resistance of the vehicle.
- the accelerator opening threshold value stored in the control unit 10 in advance may be corrected according to the slope of the slope or the total weight of the vehicle. .
- the accelerator opening threshold value is corrected to be relatively larger as the slope of the slope is larger and the total weight of the vehicle is heavier.
- the vehicle can be smoothly started regardless of the running resistance of the vehicle.
- the accelerator opening threshold described above may be corrected according to the surrounding intake air density when the vehicle starts.
- the accelerator opening threshold value stored in advance in the control unit 10 is corrected according to the air density calculated from the atmospheric pressure detected by the atmospheric pressure sensor 14. The higher the intake air temperature, the lower the atmospheric pressure at high altitudes, etc., the lower the air density. Therefore, the lower the air density, the higher the accelerator opening threshold is corrected.
- the accelerator opening degree is an opening degree at which the engine speed necessary for starting the vehicle is obtained, that is, an opening degree for returning the clutch pedal 103.
- the information transmission means for notifying the driver that the accelerator opening has reached the opening required to obtain the required engine speed at the start of the vehicle It is not limited to what is increased, and may be visual or audible, for example, lighting of a lamp, sound, or display on a car navigation screen.
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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)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
これらのクラッチスイッチ106及びギア位置検出スイッチ108の検出信号は、マイクロコンピュータシステムからなるコントロールユニット10に入力されている。
Claims (7)
- 手動変速機と、前記手動変速機による変速操作時にエンジンから駆動輪への動力伝達を断続するクラッチと、前記クラッチの締結開放を操作するクラッチペダルと、アクセル開度を検知するアクセル開度検知手段と、を備えた車両の発進制御装置において、
車両発進時に、前記クラッチペダルが踏み込まれて前記クラッチが開放されている状態でアクセルペダルが踏み込まれ、アクセル開度が所定のアクセル開度閾値以上になると、アクセルペダルが前記クラッチペダルを戻すアクセル開度になったことを運転者に知らせる情報伝達手段を有する車両の発進制御装置。 - 前記情報伝達手段は、アクセルペダルの踏力を変更する踏力変更手段であり、アクセル開度が前記アクセル開度閾値以上になると、アクセルペダルの踏力をベース踏力よりも所定量増加させる請求項1に記載の車両の発進制御装置。
- 前記アクセル開度閾値は、アクセル開度が車両の発進時に必要なエンジン回転数が得られるアクセル開度である請求項1または2に記載の車両の発進制御装置。
- クラッチ締結後、車両の負荷が大きい場合には、前記踏力変更手段で発生させたベース踏力に対する踏力の増加分を減少させる請求項2に記載の車両の発進制御装置。
- クラッチ締結直後のエンジン回転数が所定回転数以上低下した場合に、車両の負荷が大きいと判定する請求項4に記載の車両の発進制御装置。
- 前記アクセル開度閾値は、車両発進時の走行抵抗に応じて補正され、走行抵抗が大きいときのアクセル開度閾値が、走行抵抗が小さいときのアクセル開度閾値よりも相対的に大きい請求項1~5のいずれかに記載の車両の発進制御装置。
- 空気密度を検知する吸気密度検知手段を有し、
前記アクセル開度閾値は、車両発進時における周囲の吸気密度に応じて補正され、吸気密度が小さいときのアクセル開度閾値が、吸気密度が大きいときのアクセル開度閾値よりも相対的に大きい請求項1~6のいずれかに記載の車両の発進制御装置。
Priority Applications (7)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US13/703,803 US9261042B2 (en) | 2010-06-15 | 2011-05-06 | Vehicle start control device |
KR1020127032720A KR101372078B1 (ko) | 2010-06-15 | 2011-05-06 | 차량의 발진 제어 장치 |
CN201180029577.XA CN102947120B (zh) | 2010-06-15 | 2011-05-06 | 车辆的起步控制装置 |
MX2012014606A MX2012014606A (es) | 2010-06-15 | 2011-05-06 | Dispositivo de control de arranque del vehiculo. |
BR112012031714A BR112012031714A2 (pt) | 2010-06-15 | 2011-05-06 | dispositivo de controle de partida de veículo |
EP11795478.4A EP2583852B1 (en) | 2010-06-15 | 2011-05-06 | Vehicle start control device |
RU2013101618/11A RU2533633C2 (ru) | 2010-06-15 | 2011-05-06 | Устройство управления началом движения транспортного средства |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-135652 | 2010-06-15 | ||
JP2010135652A JP5471866B2 (ja) | 2010-06-15 | 2010-06-15 | 車両の発進制御装置 |
Publications (1)
Publication Number | Publication Date |
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WO2011158570A1 true WO2011158570A1 (ja) | 2011-12-22 |
Family
ID=45347981
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/060593 WO2011158570A1 (ja) | 2010-06-15 | 2011-05-06 | 車両の発進制御装置 |
Country Status (10)
Country | Link |
---|---|
US (1) | US9261042B2 (ja) |
EP (1) | EP2583852B1 (ja) |
JP (1) | JP5471866B2 (ja) |
KR (1) | KR101372078B1 (ja) |
CN (1) | CN102947120B (ja) |
BR (1) | BR112012031714A2 (ja) |
MX (1) | MX2012014606A (ja) |
MY (1) | MY153470A (ja) |
RU (1) | RU2533633C2 (ja) |
WO (1) | WO2011158570A1 (ja) |
Families Citing this family (10)
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JP5967352B2 (ja) * | 2012-02-17 | 2016-08-10 | 三菱自動車工業株式会社 | 運転支援装置 |
WO2015010276A1 (zh) | 2013-07-24 | 2015-01-29 | 台湾立凯绿能移动股份有限公司 | 油门踏板信息回馈*** |
KR102127624B1 (ko) * | 2014-10-16 | 2020-06-29 | 얀마 파워 테크놀로지 가부시키가이샤 | 작업 차량 |
CN104691331A (zh) * | 2015-02-17 | 2015-06-10 | 白孟灿 | 一种节能加速辅助装置 |
CN105333032B (zh) * | 2015-11-16 | 2018-03-13 | 潍柴动力股份有限公司 | 离合器接合控制方法和*** |
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- 2011-05-06 KR KR1020127032720A patent/KR101372078B1/ko not_active IP Right Cessation
- 2011-05-06 MY MYPI2012005278A patent/MY153470A/en unknown
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- 2011-05-06 WO PCT/JP2011/060593 patent/WO2011158570A1/ja active Application Filing
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KR101372078B1 (ko) | 2014-03-07 |
RU2013101618A (ru) | 2014-07-20 |
JP2012001027A (ja) | 2012-01-05 |
BR112012031714A2 (pt) | 2016-11-08 |
EP2583852B1 (en) | 2020-03-11 |
US9261042B2 (en) | 2016-02-16 |
EP2583852A1 (en) | 2013-04-24 |
CN102947120B (zh) | 2016-04-20 |
JP5471866B2 (ja) | 2014-04-16 |
RU2533633C2 (ru) | 2014-11-20 |
MY153470A (en) | 2015-02-13 |
MX2012014606A (es) | 2013-02-07 |
CN102947120A (zh) | 2013-02-27 |
KR20130029088A (ko) | 2013-03-21 |
US20130103288A1 (en) | 2013-04-25 |
EP2583852A4 (en) | 2018-05-30 |
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