WO2012153419A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2012153419A1 WO2012153419A1 PCT/JP2011/060965 JP2011060965W WO2012153419A1 WO 2012153419 A1 WO2012153419 A1 WO 2012153419A1 JP 2011060965 W JP2011060965 W JP 2011060965W WO 2012153419 A1 WO2012153419 A1 WO 2012153419A1
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- WIPO (PCT)
- Prior art keywords
- speed
- vehicle
- engine
- clutch
- shift
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/50—Signals to an engine or motor
- F16H63/502—Signals to an engine or motor for smoothing gear shifts
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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
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D2011/101—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles
- F02D2011/102—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the means for actuating the throttles at least one throttle being moved only by an electric actuator
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
- F02D2200/501—Vehicle speed
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/54—Synchronizing engine speed to transmission input speed
Definitions
- the present invention relates to a vehicle control device including a manual transmission in which a gear position is selected by a driver's manual operation.
- the present invention relates to a measure for suppressing adverse effects on the power transmission system when the clutch device is engaged.
- the shift speed selection operation of the manual transmission by the driver is referred to as “manual shift operation”
- the operation of the clutch device by the driver is referred to as “clutch operation”.
- a series of operations of “clutch operation” will be referred to as “shift operation”.
- a gear position is selected by a shift lever operation (manual shift operation) by a driver (driver).
- a shift lever is movably disposed in a shift gate formed with a gate groove extending in a direction (sometimes referred to as a shift operation direction). Then, after a select operation that operates the shift lever in the select operation direction along the gate groove, a desired gear position is established in the transmission mechanism of the manual transmission by performing a shift operation that operates in one direction of the shift operation direction.
- the manual transmission has a feature that a manual shift operation to an arbitrary shift stage intended by the driver is possible. That is, it can be said that the manual transmission has a great feature that the degree of freedom in selecting the shift speed is high (the selection of the shift speed depends on the driver's intention).
- the shift operation to the first speed stage is erroneously performed.
- the driver will upshift while operating the shift lever at a relatively high operating speed. If the shift operation to the first speed is mistakenly performed in such a case, excessive deceleration torque is input to the clutch device when the clutch device is engaged, which adversely affects the power transmission system including the clutch device. There is a possibility of giving.
- Patent Document 2 the shift to a gear stage where the expected rotation speed after the shift operation (for example, the input shaft rotation speed of the transmission) is equal to or higher than a predetermined rotation speed is limited. I have to. Specifically, by extending a gate stopper to a gear position where over-rotation can occur, shifting to that gear position (operation of the shift lever) is mechanically prevented.
- a control for increasing the engine speed to the synchronous speed on the low gear side before the clutch engagement (so-called blipping) control is performed. It is possible to do it.
- the manual shift operation is upshift instead of downshift, the engine speed before clutch engagement is significantly higher than the input shaft speed of the transmission, and the above control (blipping) On the contrary, the control) will adversely affect the power transmission system.
- the present invention has been made in view of the above points, and an object of the present invention is to provide a vehicle control device capable of suppressing adverse effects on the power transmission system when the clutch device is engaged. It is in.
- the solution principle of the present invention devised to achieve the above object is to maintain the engine speed at the time of a shift operation (the rotation speed of the drive source) at the engine speed before the start of the shift operation or at the start of the shift operation. Keep it.
- the manual shift operation is a downshift or an upshift
- the deviation between the input shaft speed of the manual transmission and the engine speed when the shift stage is established (when the shift stage is established in the clutch disengaged state). Is prevented, and the adverse effect on the power transmission system when the clutch device is engaged can be suppressed.
- the present invention relates to a clutch device that can be switched between a connected state and a released state so that the driving force is transmitted and disconnected from a driving source, and a driver when the clutch device is in a released state.
- the control device for a vehicle includes a manual transmission in which any one of a plurality of shift speeds can be selected by a manual shift operation.
- the shift operation start time or before the shift operation start Rotation speed control means for performing speed change speed control for controlling the drive source with the rotation speed of the drive source as a target rotation speed is provided.
- the rotational speed of the drive source at the time of the start of the shift operation or before the start of the shift operation is set as the target rotational speed, and at least the clutch device in the disengaged state is set to the engaged state.
- the drive source rotation speed control (shift speed control) is performed so that the rotation speed of the drive source matches the target rotation speed.
- the rotational speed of the drive source is between the synchronous rotational speed after shifting when the manual shift operation is a downshift operation and the synchronous rotational speed after shifting when the manual shift operation is an upshift operation.
- the rotation speed is maintained at a substantially intermediate rotation speed, the input shaft rotation speed of the manual transmission and the rotation speed of the drive source after the manual shift operation are performed regardless of whether the manual shift operation is a downshift operation or an upshift operation. A large deviation does not occur between the two, and adverse effects on the power transmission system when the clutch device is engaged can be suppressed.
- the specific configuration of the rotation speed control means includes the following.
- the rotational speed of the drive source before the start of the speed change operation or before the start of the speed change operation is set as the target speed.
- the drive source is configured to be controlled.
- the rotational speed of the drive source is continuously maintained at the target rotational speed from the start of the shifting operation. That is, as compared with the case where the rotational speed is changed only when the clutch device is engaged (for example, the rotational speed of the drive source once decreased during the manual shift operation is increased when the clutch device is engaged) Since there are few changes in engine sound and engine torque, the vehicle driver and other passengers can be prevented from feeling uncomfortable, and drivability can be prevented from deteriorating.
- the output of the drive source necessary for maintaining the rotational speed of the drive source at the target rotational speed is compared with the output of the drive source requested by the driver, and the higher output is compared with the output of the drive source. It is set as the structure controlled so that it may become. In other words, if the required output to the drive source increases due to an increase in the amount of depression of the accelerator pedal by the driver, the driver requests it without performing the speed control at the time of shifting by the speed control means. Control is performed so as to obtain the output of the driving source. Thereby, output control of the drive source according to a driver
- correcting the target rotational speed is also within the scope of the technical idea of the present invention.
- the driving is performed.
- the target rotational speed of the drive source can be appropriately adjusted following changes in the output shaft rotational speed and vehicle speed of the manual transmission. For example, even if the output shaft rotation speed or vehicle speed of the manual transmission changes greatly during manual shift operation, the input shaft rotation speed of the manual transmission after the manual shift operation and the rotation speed of the drive source A large deviation does not occur and adverse effects on the power transmission system when the clutch device is engaged can be suppressed.
- the above-described rotation speed control is executed only when a shift operation is performed from a state where a gear stage having the second highest gear ratio is selected from among a plurality of gear stages of the manual transmission. Yes.
- the execution conditions of the above-mentioned speed control at the time of shifting include that the vehicle is warmed up and that the vehicle speed is equal to or higher than a predetermined value. Since the controllability of the rotational speed of the internal combustion engine may be deteriorated when the vehicle is not in the warm-up completion state, the time after the completion of the warm-up of the vehicle is set as the execution condition of the rotational speed control during shifting. In addition, when the vehicle is stopped or at a relatively low vehicle speed, it is unlikely that the power transmission system will be adversely affected when the clutch device is engaged. This is an execution condition for the rotational speed control during shifting.
- the drive source is controlled with the rotation speed of the drive source at the start of the shift operation or before the start of the shift operation as the target rotation speed during the shift operation. Therefore, regardless of whether the manual shift operation is a downshift or an upshift, the deviation between the input shaft rotation speed of the manual transmission and the engine rotation speed when the shift speed is established is prevented, and the clutch device The adverse effect on the power transmission system at the time of joining can be suppressed.
- FIG. 1 is a diagram illustrating a schematic configuration of a power train mounted on a vehicle according to the embodiment.
- FIG. 2 is a diagram showing a schematic configuration of the engine and its intake / exhaust system.
- FIG. 3 is a diagram illustrating a schematic configuration of the clutch device.
- FIG. 4 is a diagram showing an outline of the shift pattern of the 6-speed manual transmission.
- FIG. 5 is a block diagram illustrating a configuration of a control system such as an ECU.
- FIG. 6 is a flowchart showing a procedure for engine control during shifting.
- FIG. 7 is a diagram illustrating changes in the input shaft rotation speed and the engine rotation speed when the engine control during shifting is performed during the shift operation from the second speed stage.
- FIG. 1 is a diagram illustrating a schematic configuration of a power train mounted on a vehicle according to the embodiment.
- FIG. 2 is a diagram showing a schematic configuration of the engine and its intake / exhaust system.
- FIG. 3 is a diagram illustrating a schematic configuration
- FIG. 8 is a diagram illustrating an example of changes in the input shaft rotation speed and the engine rotation speed when downshifting from the second speed to the first speed in the related art.
- FIG. 9 is a diagram showing an example of changes in the input shaft rotational speed and the engine rotational speed when upshifting from the second speed to the third speed is performed in the prior art in which blipping is automatically performed at the time of shifting. It is.
- FIG. 1 shows a schematic configuration of a power train mounted on a vehicle according to the present embodiment.
- 1 is an engine (drive source)
- MT is a manual transmission
- 6 is a clutch device
- 9 is an ECU (Electronic Control Unit).
- the rotational driving force (torque) generated by the engine 1 is input to the manual transmission MT via the clutch device 6, and an appropriate gear ratio (driver shift) is input by the manual transmission MT.
- the gears are shifted by a gear ratio selected by lever operation and transmitted to the left and right rear wheels (drive wheels) T, T via the propeller shaft PS and the differential gear DF.
- the manual transmission MT mounted on the vehicle according to the present embodiment is a synchronous mesh type manual transmission with six forward speeds and one reverse speed.
- FIG. 2 is a diagram showing a schematic configuration of the engine 1 and its intake and exhaust system. In FIG. 2, only the configuration of one cylinder of the engine 1 is shown.
- the engine 1 in this embodiment is, for example, a four-cylinder gasoline engine, and includes a piston 12 that forms a combustion chamber 11 and a crankshaft 13 that is an output shaft.
- the piston 12 is connected to the crankshaft 13 via a connecting rod 14, and the reciprocating motion of the piston 12 is converted into rotation of the crankshaft 13 by the connecting rod 14.
- a signal rotor 15 having a plurality of protrusions (teeth) 16 on the outer peripheral surface is attached to the crankshaft 13.
- a crank position sensor (engine speed sensor) 81 is disposed near the side of the signal rotor 15.
- the crank position sensor 81 is, for example, an electromagnetic pickup, and generates a pulse-shaped signal (output pulse) corresponding to the protrusion 16 of the signal rotor 15 when the crankshaft 13 rotates.
- the cylinder block 17 of the engine 1 is provided with a water temperature sensor 82 for detecting the engine water temperature (cooling water temperature).
- a spark plug 2 is disposed in the combustion chamber 11 of the engine 1.
- the ignition timing of the spark plug 2 is adjusted by the igniter 21.
- the igniter 21 is controlled by the ECU 9.
- An intake passage 3 and an exhaust passage 4 are connected to the combustion chamber 11 of the engine 1.
- An intake valve 31 is provided between the intake passage 3 and the combustion chamber 11. By opening and closing the intake valve 31, the intake passage 3 and the combustion chamber 11 are communicated or blocked.
- An exhaust valve 41 is provided between the exhaust passage 4 and the combustion chamber 11. By opening and closing the exhaust valve 41, the exhaust passage 4 and the combustion chamber 11 are communicated or blocked. The opening / closing drive of the intake valve 31 and the exhaust valve 41 is performed by each rotation of the intake camshaft and the exhaust camshaft 41a to which the rotation of the crankshaft 13 is transmitted.
- An air cleaner 32, a hot-wire air flow meter 83, an intake air temperature sensor 84 (built in the air flow meter 83), and an electronically controlled throttle valve 33 that adjusts the intake air amount of the engine 1 are disposed in the intake passage 3. ing.
- the throttle valve 33 is driven by a throttle motor 34.
- the opening degree of the throttle valve 33 is detected by a throttle opening degree sensor 85.
- an injector 35 for fuel injection is disposed in the intake passage 3.
- Fuel of a predetermined pressure is supplied from the fuel tank to the injector 35 by a fuel pump, and the fuel is injected into the intake passage 3.
- This injected fuel is mixed with intake air to form an air-fuel mixture and introduced into the combustion chamber 11 of the engine 1.
- the air-fuel mixture (fuel + air) introduced into the combustion chamber 11 passes through the compression stroke of the engine 1 and is then ignited and burned by the spark plug 2.
- the combustion of the air-fuel mixture in the combustion chamber 11 causes the piston 12 to reciprocate and the crankshaft 13 to rotate.
- Two three-way catalysts 42 and 43 are disposed in the exhaust passage 4 of the engine 1. These three-way catalysts 42 and 43 have an O 2 storage function (oxygen storage function) for storing (storing) oxygen, and it is assumed that the air-fuel ratio has deviated from the stoichiometric air-fuel ratio to some extent by this oxygen storage function. In addition, HC, CO and NOx can be purified.
- O 2 storage function oxygen storage function
- HC, CO and NOx can be purified.
- An air-fuel ratio sensor (A / F sensor) 86 is provided upstream of the upstream side three-way catalyst 42 in the exhaust passage 4, and an oxygen sensor (O 2 sensor) 87 is provided upstream of the downstream side three-way catalyst 43. Each is arranged.
- FIG. 3 shows a schematic configuration of the clutch device 6.
- the clutch device 6 includes a clutch mechanism 60, a clutch pedal 70, a clutch master cylinder 71, and a clutch release cylinder 61.
- the clutch mechanism 60 is provided so as to be interposed between the crankshaft 13 and the input shaft (input shaft) IS of the manual transmission MT (see FIG. 1), and is driven from the crankshaft 13 to the input shaft IS. Transmits or cuts off the force, or changes the transmission state of the driving force.
- the clutch mechanism 60 is configured as a dry single-plate friction clutch. Note that other configurations may be adopted as the configuration of the clutch mechanism portion 60.
- a flywheel 62 and a clutch cover 63 are attached to a crankshaft 13 that is an input shaft of the clutch mechanism 60 so as to be integrally rotatable.
- a clutch disk 64 is splined to an input shaft IS that is an output shaft of the clutch mechanism 60. Therefore, the clutch disk 64 can slide along the axial direction (left and right direction in FIG. 3) while rotating integrally with the input shaft IS.
- a pressure plate 65 is disposed between the clutch disk 64 and the clutch cover 63. The pressure plate 65 is in contact with the outer end of the diaphragm spring 66 and is urged toward the flywheel 62 by the diaphragm spring 66.
- a release bearing 67 is slidably mounted on the input shaft IS along the axial direction.
- a release fork 68 is rotatably supported by a shaft 68a, and one end (the lower end in FIG. 3) is in contact with the release bearing 67.
- one end portion (the right end portion in FIG. 3) of the rod 61a of the clutch release cylinder 61 is connected to the other end portion (the upper end portion in FIG. 3) of the release fork 68.
- the clutch mechanism 60 is engaged and disengaged.
- the clutch pedal 70 is configured by integrally forming a pedal portion 72a as a stepping portion at a lower end portion of a pedal lever 72.
- a position near the upper end of the pedal lever 72 is rotatably supported about a horizontal axis by a clutch pedal bracket (not shown) attached to a dash panel that partitions the vehicle compartment and the engine compartment.
- the pedal lever 72 is applied with a biasing force in a turning direction toward the near side (driver side) by a pedal return spring (not shown).
- a pedal return spring not shown.
- the clutch master cylinder 71 has a configuration in which a piston 74 and the like are incorporated in a cylinder body 73.
- the piston 74 is connected to one end portion of the rod 75 (left end portion in FIG. 3), and the other end portion (right end portion in FIG. 3) of the rod 75 is connected to the intermediate portion of the pedal lever 72. Yes.
- a reserve tank 76 for supplying clutch fluid (oil) as a working fluid into the cylinder body 73 is provided on the upper portion of the cylinder body 73.
- the clutch master cylinder 71 is adapted to generate hydraulic pressure when the piston 74 moves in the cylinder body 73 by receiving an operation force generated by the driver depressing the clutch pedal 70. At this time, the driver's stepping operation force is transmitted from the intermediate portion of the pedal lever 72 to the rod 75, and hydraulic pressure is generated in the cylinder body 73. The hydraulic pressure generated in the clutch master cylinder 71 is changed according to the stroke position of the piston 74 in the cylinder body 73.
- the hydraulic pressure generated by the clutch master cylinder 71 is transmitted to the clutch release cylinder 61 by the oil in the hydraulic pipe 77.
- the clutch release cylinder 61 has a structure in which a piston 61c and the like are incorporated in a cylinder body 61b.
- the other end portion (the left end portion in FIG. 3) of the rod 61a is connected to the piston 61c.
- the stroke position of the piston 61c is changed according to the hydraulic pressure received by the piston 61c.
- the release fork 68 is operated according to the hydraulic pressure in the clutch release cylinder 61, so that the clutch mechanism 60 is engaged and released.
- the clutch engagement force (clutch transmission capacity) of the clutch mechanism unit 60 is changed in accordance with the depression amount of the clutch pedal 70.
- the clutch mechanism 60 When the clutch engagement force increases, the clutch mechanism 60 is engaged, and the pressure plate 65, the clutch disk 64, and the flywheel 62 rotate together. Thereby, the engine 1 and the manual transmission MT are directly connected. In this case, when the operation amount of the clutch pedal 70 is less than a predetermined amount, the clutch mechanism 60 is completely engaged (the clutch transmission capacity is 100%).
- a clutch switch 8B is disposed in the vicinity of the pedal lever 72.
- the clutch switch 8B detects that the amount of depression of the pedal lever 72 by the driver has reached a predetermined amount. In other words, when the driver starts the shifting operation and the depression amount of the pedal lever 72 reaches a predetermined amount, the clutch switch 8B transmits an ON signal, the driver completes the operation of the shift lever L, and the pedal lever The clutch switch 8B stops transmitting the ON signal when the stepping amount of 72 is returned to the predetermined amount. That is, the start and completion of the shifting operation can be detected by transmitting and stopping the transmission of the ON signal from the clutch switch 8B.
- two clutch switches may be provided in order to improve the detection accuracy of the start and completion of these gear shifting operations. That is, a clutch switch that transmits an ON signal when the pedal lever 72 is depressed to a position where the clutch mechanism 60 is fully released, and a depression of the pedal lever 72 to a position where the clutch mechanism 60 is fully engaged. And a clutch switch for transmitting an ON signal when the release is released, so that the start and completion of the shift operation can be detected by these signals.
- an input rotational speed sensor 8A is disposed in the vicinity of the input shaft IS.
- the input rotational speed sensor 8A detects the rotational speed (input shaft rotational speed, input shaft rotational speed) of the input shaft IS and outputs a rotational speed signal to the ECU 9 (see FIG. 1).
- an output speed sensor 8C (see FIG. 1) is disposed in the vicinity of the output shaft (shaft connected to the propeller shaft PS) of the manual transmission MT.
- the output rotational speed sensor 8C detects the rotational speed (output shaft rotational speed, output shaft rotational speed) of the output shaft and outputs a rotational speed signal to the ECU 9.
- the rotation speed of the rear wheel T is obtained by dividing the rotation speed of the output shaft detected by the output rotation speed sensor 8C by the gear ratio (final reduction ratio) of the differential gear DF, thereby calculating the vehicle speed. It is possible to do.
- FIG. 4 shows an outline of the shift pattern of the 6-speed manual transmission MT in the present embodiment.
- the shift lever L indicated by a two-dot chain line in the figure is configured to be able to perform a selection operation in the direction indicated by an arrow X in FIG. 4 and a shift operation in a direction indicated by an arrow Y orthogonal to the selection operation direction.
- the 1st-2nd speed select position P1, the 3rd-4th speed select position P2, the 5th-6th speed select position P3 and the reverse select position P4 are arranged in a line.
- the shift lever L can be moved to the first speed position 1st or the second speed position 2nd by the shift operation (operation in the arrow Y direction) at the first speed-2 speed select position P1.
- the shift lever L When the shift lever L is operated to the first speed position 1st, the first synchromesh mechanism provided in the transmission mechanism of the manual transmission MT operates to the first speed establishment side, and the first speed stage is established.
- the shift lever L When the shift lever L is operated to the 2nd speed position 2nd, the first synchromesh mechanism is operated to the 2nd speed establishment side to establish the 2nd speed stage.
- the shift lever L can be moved to the third gear position 3rd or the fourth gear position 4th by a shift operation at the third gear-4th gear select position P2.
- the second synchromesh mechanism provided in the transmission mechanism of the manual transmission MT operates to the 3rd speed establishment side to establish the 3rd speed stage.
- the second synchromesh mechanism is operated to the 4th speed establishment side and the 4th speed stage is established.
- the shift lever L can be moved to the fifth speed position 5th or the sixth speed position 6th by a shift operation at the fifth speed-6th speed select position P3.
- the third synchromesh mechanism provided in the transmission mechanism of the manual transmission MT operates to the fifth speed establishment side to establish the fifth speed stage.
- the third synchromesh mechanism operates to the sixth speed establishment side and the sixth speed stage is established.
- the shift lever L can be moved to the reverse position REV by a shift operation at the reverse select position P4.
- the reverse position REV When the reverse position REV is operated, all the synchromesh mechanisms are in a neutral state, and the reverse idler gear provided in the transmission mechanism of the manual transmission MT is operated to establish a reverse gear.
- the ECU 9 includes a CPU (Central Processing Unit) 91, a ROM (Read Only Memory) 92, a RAM (Random Access Memory) 93, a backup RAM 94, and the like.
- a CPU Central Processing Unit
- ROM Read Only Memory
- RAM Random Access Memory
- the ROM 92 stores various control programs, maps that are referred to when the various control programs are executed, and the like.
- the CPU 91 executes arithmetic processing based on various control programs and maps stored in the ROM 92.
- the RAM 93 is a memory that temporarily stores calculation results in the CPU 91, data input from each sensor, and the like.
- the backup RAM 94 is a non-volatile memory that stores data to be saved when the engine 1 is stopped.
- the ROM 92, CPU 91, RAM 93, and backup RAM 94 are connected to each other via a bus 97, and are also connected to an external input circuit 95 and an external output circuit 96.
- the external input circuit 95 is operated by the driver in addition to the crank position sensor 81, the water temperature sensor 82, the air flow meter 83, the intake air temperature sensor 84, the throttle opening sensor 85, the air-fuel ratio sensor 86, and the oxygen sensor 87.
- An accelerator opening sensor 88 that detects the opening of the accelerator pedal, a cam angle sensor 89 that detects the rotation position of the camshaft, the input rotation speed sensor 8A, the clutch switch 8B, the output rotation speed sensor 8C, and the like are connected. Has been. Since the configuration and function of each sensor are well known, description thereof is omitted here.
- the external output circuit 96 is connected to a throttle motor 34 for driving the throttle valve 33, the injector 35, the igniter 21 and the like.
- the ECU 9 executes various controls of the engine 1 based on the detection signals of the various sensors. For example, known ignition timing control of the spark plug 2, fuel injection control of the injector 35 (air-fuel ratio feedback control based on the outputs of the air-fuel ratio sensor 86 and the oxygen sensor 87), drive control of the throttle motor 34, and the like are executed. . In addition, the ECU 9 executes “engine control during shifting”, which will be described later, and controls the throttle motor 34 and the like so that the engine speed at the time of shifting matches a predetermined target speed.
- engine control during shifting (rotational speed control during shifting referred to in the present invention), which is an operation characteristic of the present embodiment, will be described.
- This engine control at the time of shifting is to control the engine speed when a shifting operation is performed by the driver.
- the engine speed at the time when the shift operation is started (for example, when the depression operation of the clutch pedal 70 is started) is set as the target engine speed.
- the target engine speed is maintained until the speed change operation is completed (until the clutch device 6 is engaged) (speed change speed control executed by the speed control means).
- the shifting operation by the driver includes a releasing operation of the clutch device 6 (depressing operation of the clutch pedal 70), a manual shifting operation of the shift lever L (the above selection operation and shifting operation), and a joint operation of the clutch device 6.
- the joint operation (depressing release operation of the clutch pedal 70) is sequentially performed. Then, the engine speed at the time when the release operation of the clutch device 6 is started (the engine speed calculated based on the output signal of the crank position sensor 81) is stored, and the manual shift of the shift lever L is stored.
- the opening degree of the throttle valve 33 is adjusted so as to maintain the stored engine speed.
- the opening degree of the throttle valve 33 is adjusted by the control of the throttle motor 34, and the fuel from the injector 35 corresponding to the adjusted opening degree (intake air amount) of the throttle valve 33 by the air-fuel ratio feedback control described above.
- the engine speed is maintained at the speed at the time when the shifting operation is started (when the release operation of the clutch device 6 is performed).
- the target engine speed may be the engine speed immediately before the gear shifting operation is started. That is, the engine speed immediately before the start of the depression of the clutch pedal 70 accompanying the start of the shifting operation is stored, and this speed is set as the target engine speed to adjust the opening of the throttle valve 33, etc. Is to do.
- the execution conditions of the engine control at the time of shifting are as follows: “the vehicle (especially the engine) is in a warm-up completion state”, “the vehicle is running There are “something” and “the clutch device 6 is being operated”. That is, when the vehicle is not in the warm-up completion state, the controllability of the engine speed due to the opening of the throttle valve 33 is deteriorated. It is an execution condition. Further, when the vehicle is stopped, it is unlikely that the power transmission system will be adversely affected when the clutch device 6 is engaged when the vehicle starts. It is an execution condition for engine control. Further, if the engine speed is changed when no speed change operation is performed, the driver may feel uncomfortable or drivability may be deteriorated. Therefore, “the clutch device 6 is being operated. "Is an execution condition for engine control during shifting.
- FIG. 6 is a flowchart showing a procedure for engine control during shifting.
- the flowchart shown in FIG. 6 is executed every several milliseconds or every predetermined rotation angle of the crankshaft 13 after the ignition switch is turned on.
- step ST1 it is determined whether or not the engine 1 has been warmed up. This determination is made based on the engine water temperature detected by the water temperature sensor 82. The reason for making this determination is as described above.
- step ST2 the engine output corresponds to the current accelerator pedal depression amount (hereinafter referred to as "accelerator pedal support").
- the throttle motor 34 and the injector 35 are controlled. That is, the throttle motor 34 is driven to increase the opening degree of the throttle valve 33 as the accelerator opening degree (depressed amount of the accelerator pedal) detected by the accelerator opening sensor 88 is increased. The amount of fuel injection is increased. That is, the engine output required by the driver is obtained.
- step ST1 determines whether or not the vehicle is running. This determination is made based on the output of the output rotation speed sensor 8C. The reason for making this determination is also as described above.
- step ST3 If the vehicle is not running, that is, the vehicle is stopped and NO is determined in step ST3, the process proceeds to step ST2, and the throttle motor 34 is controlled so that the engine output is the accelerator pedal-compatible output. For example, when the accelerator pedal opening is “0”, the throttle motor 34 is controlled so that the throttle opening is substantially “0”.
- step ST4 it is determined whether or not a gear shifting operation has been started. That is, it is determined whether or not the clutch device 6 has been released. More specifically, it is determined whether or not the clutch device 6 has been released based on an output signal from the clutch switch 8B (whether or not the clutch mechanism 60 has been released by the depression of the pedal lever 72 by the driver). When the ON signal is transmitted from the clutch switch 8B, it is determined that the clutch device 6 is in the released state and the shift operation is started.
- step ST4 If the speed change operation has not been started and NO is determined in step ST4, the process proceeds to step ST2 where the throttle motor 34 is controlled so that the engine output is the accelerator pedal output.
- step ST4 the process proceeds to step ST5, where the pre-shift Ne (pre-shift engine speed) holding output and the accelerator pedal corresponding output (drive source requested by the driver).
- the Ne holding output before shifting is an engine output for holding the engine speed at the time when the shifting operation is started (when YES is determined in Step ST4).
- This Ne holding output before shifting is obtained by calculation or referring to an engine required output map created in advance by experiments, simulations, or the like according to the displacement of the engine 1 or the number of cylinders.
- step ST5 If the pre-shift Ne holding output is greater than the accelerator pedal-corresponding output and a YES determination is made in step ST5, the routine proceeds to step ST6, where the control of the throttle motor 34, etc. is performed so that the engine output becomes the pre-shift Ne holding output. Do. That is, even if the amount of depression of the accelerator pedal (accelerator opening) by the driver is reduced due to the shifting operation, the opening of the throttle valve 33 and the fuel injection amount from the injector 35 are held or corrected, The output is held or adjusted, thereby maintaining the engine speed (maintaining the engine speed at the time when the speed change operation is started). After starting such control, the process moves to step ST7, and the Ne holding flag stored in advance in the ECU 9 is set to ON.
- step ST8 the throttle motor 34 and the engine output are adjusted to the accelerator pedal-corresponding output.
- the injector 35 is controlled.
- the driver intends to perform a downshift operation, and an accelerator pedal depression operation (blipping) for making the engine speed coincide with the synchronous speed after the downshift operation is performed. The case where the number of rotations is increased is assumed.
- step ST9 After starting the control for setting the engine output to the accelerator pedal output in this way, the process proceeds to step ST9, and the Ne holding flag is reset to OFF.
- step ST10 It is determined whether or not the speed change operation is completed. That is, it is determined whether or not the clutch device 6 is engaged. Specifically, it is determined whether or not the clutch device 6 has been engaged based on the output signal from the clutch switch 8B (whether or not the clutch mechanism 60 has been engaged by the driver depressing operation of the pedal lever 72). When the transmission of the ON signal from the clutch switch 8B is stopped, it is determined that the clutch device 6 is in the engaged state and the shift is completed.
- step ST10 If the shift has not been completed and NO is determined in step ST10, the process returns to step ST5, and the above-described Ne holding output before shift and the accelerator pedal-corresponding output are compared. At this time, even if the pre-shift Ne holding output is larger than the accelerator pedal-corresponding output and the engine output is controlled to be the pre-shift Ne holding output in the determination at the previous step ST5, When the accelerator pedal depression amount by the driver increases and the accelerator pedal-corresponding output becomes equal to or greater than the Ne holding output before shifting, the determination in step ST5 is NO, and the process proceeds to step ST8, where the engine output is The throttle motor 34 and the injector 35 are controlled so that the accelerator pedal-compatible output is obtained.
- step ST10 When the shift is completed and YES is determined in step ST10, the process proceeds to step ST11, in which whether the Ne holding flag is set to ON, that is, the current engine output is the Ne holding output before shifting. It is determined whether or not it is controlled.
- step ST11 When the Ne holding flag is set to ON and YES is determined in step ST11, the process proceeds to step ST12, and the throttle motor 34 and the injector 35 are controlled so that the engine output becomes the accelerator pedal-corresponding output, Thereafter, in step ST13, the Ne holding flag is reset to OFF. That is, the control for changing the engine output to the Ne holding output before shifting is canceled and the engine output is returned to the normal engine output control such that the engine output corresponding to the depression amount of the accelerator pedal is obtained.
- step ST11 determines whether the current engine output is controlled as the accelerator pedal-corresponding output. If NO is determined in step ST11, that is, if the current engine output is controlled as the accelerator pedal-corresponding output, the process returns as it is.
- the above control operation is executed every time a shift operation is performed.
- FIG. 7 is a diagram showing changes in the input shaft rotation speed and the engine rotation speed when the above-described shift engine control is performed during the shift operation from the second speed stage.
- the solid line in the figure shows the change in the input shaft speed at the time of downshift (downshift from the second speed to the first speed), and the two-dot chain line in the figure shows the change at the time of upshift (from the second speed)
- the change in the input shaft speed at the time of upshift to the third speed is shown, and the alternate long and short dash line in the figure shows the change in the engine speed when the engine output is controlled to be the Ne holding output before the shift.
- timing T1 in the figure is the time when the shifting operation is started
- timing T2 is the time when the manual shifting operation (manual shifting operation of the manual transmission MT) is completed (the clutch device 6 is still in the released state). Each is shown.
- FIG. 8 is a diagram showing an example of changes in the input shaft rotation speed and the engine rotation speed when downshifting from the second gear to the first gear in the prior art.
- the solid line in the figure indicates the change in the input shaft speed
- the alternate long and short dash line in the figure indicates the change in the engine speed.
- timing T1 in the figure is the time when the shifting operation is started
- timing T2 is the time when the manual shifting operation (manual shifting operation of the manual transmission MT) is completed
- T3 is the shifting operation is completed (the clutch device 6 is Each time point of complete joining) is shown.
- FIG. 9 shows an example of changes in the input shaft rotational speed and the engine rotational speed when up-shifting from the second speed to the third speed in the conventional technology in which blipping is automatically performed at the time of shifting.
- FIG. The solid line in the figure indicates the change in the input shaft speed
- the alternate long and short dash line in the figure indicates the change in the engine speed.
- timing T1 in the figure is the time when the shifting operation is started
- timing T2 is the time when the manual shifting operation (manual shifting operation of the manual transmission MT) is completed
- T3 is the shifting operation is completed (the clutch device 6 is Each time point of complete joining) is shown.
- the deviation between the input shaft rotation speed and the engine rotation speed when the first speed is established in the transmission mechanism is shown in FIG. N1 inside. Further, during the upshift, the deviation between the input shaft rotation speed and the engine rotation speed when the third speed is established in the transmission mechanism is N2 in the figure. In this case, although there is a deviation between the input shaft rotation speed and the engine rotation speed in any of the downshift and the upshift, the deviation is relatively small, and the clutch device 6 is engaged. The adverse effect on the power transmission system at the time is small.
- the second speed is increased to the third speed.
- the deviation between the input shaft rotational speed and the engine rotational speed at the time when the third speed stage is established in the transmission mechanism is N4 in the figure, and a very large rotational speed difference is generated.
- the clutch device 6 is engaged from this state, an excessive acceleration torque is input to the clutch device 6, and in this case, the power transmission system including the clutch device 6 may be adversely affected. is there.
- the rotational speed of the input shaft IS and the engine rotation after the manual shifting operation are performed regardless of whether the manual shifting operation is a downshift operation or an upshift operation.
- a large deviation does not occur between the numbers, and adverse effects on the power transmission system when the clutch device 6 is engaged can be suppressed.
- Modification 1 Next, Modification 1 will be described.
- the engine speed (target engine speed) adjusted by the Ne holding output before shifting in the engine control during shifting is corrected.
- the input shaft when the manual shifting operation is completed along with the change or when the clutch device 6 is engaged the input shaft when the manual shifting operation is completed along with the change or when the clutch device 6 is engaged.
- the rotational speed of IS also changes with respect to the rotational speed when the vehicle speed does not change.
- the rotational speed of the input shaft is also reduced (compared to the case where the manual speed change operation is completed while the vehicle speed is constant). For this reason, with respect to the target engine speed (engine speed at the start of the speed change operation) in the engine control during the speed change, the deviation between the input shaft speed and the engine speed after completion of the manual speed change operation is reduced. To correct the final target engine speed.
- a correction amount is determined such that the engine speed when the current vehicle speed (the vehicle speed after the decrease) is assumed at the gear position before the start of the shift operation is set as the target engine speed, The engine speed corrected with this correction amount is set as the final target engine speed.
- a correction amount is calculated such that the engine speed when the current vehicle speed (the vehicle speed after increasing) is assumed to be the target engine speed at the shift stage before the start of the shift operation,
- the engine speed corrected with this correction amount is set as the final target engine speed.
- the change in the vehicle speed is calculated based on the output of the output rotational speed sensor 8C.
- the target engine speed can be adjusted appropriately following the change in the vehicle speed. For this reason, even when the vehicle speed changes greatly during the manual shift operation, there is no significant deviation between the input shaft speed and the engine speed after the manual shift operation, and the clutch device 6 is joined. The adverse effect on the power transmission system during the operation can be suppressed.
- Modification 2 Next, Modification 2 will be described. This modification is limited to the case where a shift operation from a specific shift stage is performed as the execution condition of the engine control during shift.
- the engine at the time of shifting is only when the second speed (the gear having the second highest gear ratio among the plurality of gears) is selected and the gear shifting operation is performed. Control is executed. In other words, when the speed change operation is performed from the state where the third speed to the fifth speed are selected, the engine control during shifting is not executed.
- Whether or not the manual transmission MT is in the second speed is determined based on the engine speed calculated based on the output signal of the crank position sensor 81 when the clutch device 6 is in the engaged state. And the ratio of the rotation speed of the output shaft detected by the output rotation speed sensor 8C.
- the present invention is applied to a synchronous mesh type manual transmission that is mounted on an FR type vehicle and that is 6 forward speed and 1 reverse speed gear has been described.
- the present invention is not limited to this, and can also be applied to a manual transmission mounted on other types of vehicles such as FF (front engine / front drive) vehicles. Further, the present invention can also be applied to a transmission having a different number of stages from the above (for example, a forward fifth speed stage).
- the present invention is not limited to this, and can also be applied to a vehicle equipped with a diesel engine or a hybrid vehicle equipped with an engine (internal combustion engine) and an electric motor (for example, a traveling motor or a motor generator).
- the clutch switch 8B is used as a sensor for determining whether or not the clutch device 6 is released.
- the present invention is not limited to this, and a neutral switch that determines whether or not the shift lever L has been moved to the neutral position, a shift stroke sensor that detects the operation position of the shift lever L, and the position of the clutch pedal 70 can be detected.
- a simple clutch stroke sensor or a stroke sensor that can detect the slide position of the release bearing 67 can also be employed.
- the vehicle is traveling is one of the execution conditions of the engine control at the time of shifting, but “the vehicle speed is a predetermined value (for example, 20 km / h) or more. It may be said that. That is, when the vehicle speed is less than the predetermined value, it is unlikely that the power transmission system will be adversely affected when the clutch device 6 is engaged. Execution conditions.
- the engine speed is set to the target value during the releasing operation of the clutch device 6, the manual shifting operation of the shift lever L, and the engaging operation of the clutch device 6. It was made to correspond to the rotation speed.
- the present invention is not limited to this. If the engine speed is made to coincide with the target speed during the engagement operation of the clutch device 6, adverse effects on the power transmission system can be suppressed.
- the engine speed may be made to coincide with the target speed only during the engagement operation of the clutch device 6.
- the present invention is applicable to engine speed control when a clutch device is engaged in a vehicle equipped with a manual transmission and a clutch device.
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Abstract
Description
上記の目的を達成するために講じられた本発明の解決原理は、変速操作時におけるエンジン回転数(駆動源の回転数)を、変速操作開始前または変速操作開始時点のエンジン回転数に保持しておく。これにより、手動変速操作がダウンシフト及びアップシフトの何れであっても、変速段成立時(クラッチ解放状態での変速段成立時)における手動変速機の入力軸回転数とエンジン回転数との偏差が過大になることを防止し、クラッチ装置を継合させる際における動力伝達系への悪影響を抑制できるようにしている。
具体的に、本発明は、駆動源からの駆動力の伝達及び遮断が行われるように継合状態と解放状態とが切り換え可能なクラッチ装置と、このクラッチ装置が解放状態にある際の運転者による手動変速操作によって複数の変速段のうち何れかが選択可能とされた手動変速機とを備えた車両の制御装置を前提とする。この車両の制御装置に対し、上記クラッチ装置及び上記手動変速機の操作期間のうち、少なくとも解放状態にあるクラッチ装置を継合状態に向けて操作する期間中、変速操作開始時点または変速操作開始前の駆動源の回転数を目標回転数として上記駆動源を制御する変速時回転数制御を行う回転数制御手段を備えさせている。
図2はエンジン1、及び、その吸排気系の概略構成を示す図である。尚、この図2ではエンジン1の1気筒の構成のみを示している。
図3はクラッチ装置6の概略構成を示している。この図3に示すように、クラッチ装置6は、クラッチ機構部60と、クラッチペダル70と、クラッチマスタシリンダ71と、クラッチレリーズシリンダ61とを備えている。
次に、車室内のフロアに配設され、シフトレバーの移動をガイドするシフトゲートのシフトパターン(シフトゲート形状)について説明する。
上述したエンジン1の運転状態等の各種制御は上記ECU9によって制御される。このECU9は、図5に示すように、CPU(Central Processing Unit)91、ROM(Read Only Memory)92、RAM(Random Access Memory)93及びバックアップRAM94などを備えている。
次に、本実施形態の特徴とする動作である変速時エンジン制御(本発明でいう変速時回転数制御)について説明する。この変速時エンジン制御は、運転者による変速操作が行われる際のエンジン回転数を制御するものである。その概略について説明すると、運転者による変速操作が開始された際、その変速操作が開始された時点(例えばクラッチペダル70の踏み込み操作が開始された時点)のエンジン回転数を目標エンジン回転数として設定し、変速操作が終了するまで(クラッチ装置6の継合が行われるまで)、その目標エンジン回転数を維持するようにしている(回転数制御手段により実行される変速時回転数制御)。
次に、変形例1について説明する。この変形例は、上記変速時エンジン制御における変速前Ne保持出力によって調整するエンジン回転数(目標エンジン回転数)を補正するものである。
次に、変形例2について説明する。この変形例は、上記変速時エンジン制御の実行条件として特定の変速段からの変速操作が行われる場合に限定するものである。
以上説明した実施形態及び各変形例では、FR型車両に搭載され、前進6速段、後進1速段の同期噛み合い式手動変速機に本発明を適用した場合について説明した。本発明はこれに限らず、FF(フロントエンジン・フロントドライブ)車両等、その他の形態の車両に搭載された手動変速機にも適用可能である。また、上記とは段数の異なる変速機(例えば前進5速段のもの)に対しても適用可能である。
33 スロットルバルブ
34 スロットルモータ
35 インジェクタ
6 クラッチ装置
8A インプット回転数センサ
8B クラッチスイッチ
8C アウトプット回転数センサ
9 ECU
MT 手動変速機
L シフトレバー
Claims (7)
- 駆動源からの駆動力の伝達及び遮断が行われるように継合状態と解放状態とが切り換え可能なクラッチ装置と、このクラッチ装置が解放状態にある際の運転者による手動変速操作によって複数の変速段のうち何れかが選択可能とされた手動変速機とを備えた車両の制御装置において、
上記クラッチ装置及び上記手動変速機の操作期間のうち、少なくとも解放状態にあるクラッチ装置を継合状態に向けて操作する期間中、変速操作開始時点または変速操作開始前の駆動源の回転数を目標回転数として上記駆動源を制御する変速時回転数制御を行う回転数制御手段を備えていることを特徴とする車両の制御装置。 - 請求項1記載の車両の制御装置において、
上記回転数制御手段は、上記クラッチ装置が解放状態とされた変速操作の開始時点からクラッチ装置が継合状態となるまでの期間中、変速操作開始時点または変速操作開始前の駆動源の回転数を目標回転数として上記駆動源を制御するよう構成されていることを特徴とする車両の制御装置。 - 請求項1記載の車両の制御装置において、
上記駆動源の回転数を上記目標回転数に保持するために必要な駆動源の出力と、運転者が要求する駆動源の出力とを比較し、高い方の出力が駆動源の出力となるように制御される構成とされていることを特徴とする車両の制御装置。 - 請求項1記載の車両の制御装置において、
上記回転数制御手段は、上記クラッチ装置が解放状態とされた変速操作の開始時点からクラッチ装置が継合状態となるまでの期間中に、上記手動変速機の出力軸回転数または車速が低下した場合には上記駆動源の目標回転数を低下側に補正する一方、上記期間中に、上記手動変速機の出力軸回転数または車速が上昇した場合には上記駆動源の目標回転数を上昇側に補正するよう構成されていることを特徴とする車両の制御装置。 - 請求項1~4のうち何れか一つに記載の車両の制御装置において、
上記回転数制御手段は、上記手動変速機の複数の変速段のうち第2番目に変速比が高い変速段が選択されている状態から変速操作が行われる際にのみ、上記変速時回転数制御を実行するよう構成されていることを特徴とする車両の制御装置。 - 請求項1~5のうち何れか一つに記載の車両の制御装置において、
上記回転数制御手段は、車両の暖機完了後に上記変速時回転数制御を行うよう構成されていることを特徴とする車両の制御装置。 - 請求項1~6のうち何れか一つに記載の車両の制御装置において、
上記回転数制御手段は、車両速度が所定値以上である場合に上記変速時回転数制御を行うよう構成されていることを特徴とする車両の制御装置。
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CN201180070730.3A CN103534466A (zh) | 2011-05-12 | 2011-05-12 | 车辆的控制装置 |
EP11864928.4A EP2713030A4 (en) | 2011-05-12 | 2011-05-12 | CONTROL DEVICE FOR A VEHICLE |
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DE102010040455A1 (de) * | 2010-09-09 | 2012-03-15 | Zf Friedrichshafen Ag | Verfahren zum Betreiben eines Antriebsstrangs |
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2011
- 2011-05-12 JP JP2013513866A patent/JP5757327B2/ja not_active Expired - Fee Related
- 2011-05-12 WO PCT/JP2011/060965 patent/WO2012153419A1/ja active Application Filing
- 2011-05-12 EP EP11864928.4A patent/EP2713030A4/en not_active Withdrawn
- 2011-05-12 CN CN201180070730.3A patent/CN103534466A/zh active Pending
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JP2005163763A (ja) * | 2003-12-05 | 2005-06-23 | Nissan Motor Co Ltd | エンジンの制御装置 |
JP2007046674A (ja) * | 2005-08-09 | 2007-02-22 | Nissan Motor Co Ltd | 車両のシフト位置検出装置 |
JP2008267186A (ja) * | 2007-04-17 | 2008-11-06 | Nissan Motor Co Ltd | 車両の変速時の制御装置 |
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Cited By (2)
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---|---|---|---|---|
CN103847518A (zh) * | 2012-12-04 | 2014-06-11 | 上海汽车集团股份有限公司 | 一种用于手动挡车辆的发动机重启控制***和方法 |
JP2016089669A (ja) * | 2014-10-31 | 2016-05-23 | スズキ株式会社 | 車両の表示制御装置 |
Also Published As
Publication number | Publication date |
---|---|
JP5757327B2 (ja) | 2015-07-29 |
JPWO2012153419A1 (ja) | 2014-07-28 |
EP2713030A1 (en) | 2014-04-02 |
EP2713030A4 (en) | 2015-03-25 |
CN103534466A (zh) | 2014-01-22 |
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