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WO2013018671A1 - Système pour commander un système d'engrenage automatique mécanique - Google Patents

Système pour commander un système d'engrenage automatique mécanique Download PDF

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Publication number
WO2013018671A1
WO2013018671A1 PCT/JP2012/069085 JP2012069085W WO2013018671A1 WO 2013018671 A1 WO2013018671 A1 WO 2013018671A1 JP 2012069085 W JP2012069085 W JP 2012069085W WO 2013018671 A1 WO2013018671 A1 WO 2013018671A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
state
automatic transmission
engine
speed
Prior art date
Application number
PCT/JP2012/069085
Other languages
English (en)
Japanese (ja)
Inventor
哲郎 小関
Original Assignee
三菱ふそうトラック・バス株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2011169173A external-priority patent/JP2013032805A/ja
Priority claimed from JP2011270213A external-priority patent/JP5880828B2/ja
Application filed by 三菱ふそうトラック・バス株式会社 filed Critical 三菱ふそうトラック・バス株式会社
Priority to CN201280029494.5A priority Critical patent/CN103608601A/zh
Priority to AU2012291146A priority patent/AU2012291146B2/en
Publication of WO2013018671A1 publication Critical patent/WO2013018671A1/fr

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Classifications

    • 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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/504—Relating the engine
    • F16D2500/5048—Stall prevention
    • 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
    • F16D2500/506—Relating the transmission
    • F16D2500/50684—Torque resume after shifting
    • 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
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • F16D2500/70412—Clutch position change rate

Definitions

  • the present invention relates to a control system for a mechanical automatic transmission, and more particularly to clutch control during gear shifting.
  • Patent Document a mechanical automatic transmission device that enables automatic transmission by operating an operation (selection and shift) of a transmission in a manual transmission device and connection / disconnection of a clutch by an actuator.
  • the engine torque is unloaded as in Patent Document 1, and the clutch is disengaged, or the speed of disengaging the clutch is changed according to the engine torque as in Patent Document 2,
  • Patent Document 3 by controlling the engine torque so that the vehicle acceleration becomes zero, the clutch is disengaged, etc., thereby reducing torque fluctuation due to engine power disengagement at the time of clutch disengagement and shock at the time of shifting Is reduced.
  • the automatic transmission of the above-mentioned patent document controls the disengagement of the clutch based on the engine torque, and does not consider the load applied to the drive system components from the clutch to the drive wheels.
  • the clutch when the clutch is disengaged in association with the shift in the technique of Patent Document 1, the clutch is first operated in the disengagement direction at a predetermined speed, and then the clutch torque (torque transmitted through the clutch) is sufficient.
  • the clutch operation speed is increased at a predetermined timing at which the risk of occurrence of shock disappears due to a decrease in speed, and the disconnection is completed.
  • the present invention has been made to solve such a problem, and an object of the present invention is to provide a control system for a mechanical automatic transmission that can reduce shock during shifting.
  • a control system for a mechanical automatic transmission is mounted on a vehicle and supplies power to an input shaft to which power from an internal combustion engine is input via a clutch, and to drive wheels of the vehicle.
  • the clutch is operated such that the clutch is disengaged when a drive system load, which is a load applied to the clutch, is zero at the time of switching.
  • an operation state detection unit that detects an operation state of the internal combustion engine
  • the control unit detects an output torque of the internal combustion engine that is detected by the operation state detection unit and a preset value of the internal combustion engine.
  • the drive system load may be calculated based on the moment of inertia and the amount of change in the rotational speed of the internal combustion engine detected by the operating state detecting means.
  • the vehicle further includes a traveling state detection unit that detects a traveling state of the vehicle, and the control unit manages a map of a relationship between the driving system load and the clutch stroke, and is detected by the traveling state detection unit.
  • the map is corrected based on the traveling state of the vehicle, and the clutch stroke is calculated based on the corrected map.
  • the control means includes a clutch slip index calculating means for calculating a slip index that correlates with a slip state of the clutch based on an input / output rotational speed of the clutch, and an operation in the disengagement direction of the clutch.
  • a half-clutch state determining means for determining whether or not the clutch is in a half-clutch state in which slip occurs, and a half-clutch state by the half-clutch state determining means
  • a clutch operation speed control means for increasing the operation speed of the clutch when the determination is made.
  • the clutch operating speed control means may continuously increase the operating speed of the clutch at a predetermined change rate when the determination of the half-clutch state is made (Claim 5).
  • the clutch when the gear train is switched, the clutch is operated so that the clutch is disengaged when the drive system load is zero.
  • the internal combustion engine is transmitted from the internal combustion engine side applied to the drive system components on the drive wheel side from the clutch when the clutch is disconnected with no load.
  • a sudden decrease in force (such as inertial force) can be prevented, and the load on the drive system components can be prevented from being suddenly released.
  • the rotation of the drive system components (for example, the clutch rotation speed) can be prevented from being greatly disturbed, the occurrence of a shock at the time of shifting can be prevented.
  • the drive system load is calculated based on the output torque of the internal combustion engine, the moment of inertia of the internal combustion engine, and the amount of change in the rotational speed of the internal combustion engine, so there is no need to provide sensors for detecting the drive system load.
  • the clutch stroke amount is calculated from a map of the drive system load and the clutch stroke corrected based on the vehicle running state detected by the running state detecting means. For example, the vehicle running distance is extended and the clutch deteriorates. Even in such a case, the clutch stroke can be accurately calculated in consideration of the deterioration of the clutch (claim 3).
  • a slip index correlated with the slip state of the clutch is calculated based on the input / output rotational speed of the clutch during operation in the clutch disengagement direction, and whether or not the clutch is in the half-clutch state based on the slip index is calculated.
  • the clutch operating speed is increased.
  • a large shock may occur even if the operating speed in the disengagement direction is increased.
  • the timing for completing the disconnection of the clutch is accelerated by increasing the operation speed. Therefore, both shock suppression at the time of clutch disengagement and shortening of the shift time can be achieved, so that the shift feeling can be improved (claim 4).
  • FIG. 1 is a schematic configuration diagram of a control system for a mechanical automatic transmission according to a first embodiment of the present invention.
  • the configuration of the control system of the mechanical automatic transmission will be described.
  • a control system for a mechanical automatic transmission is mounted on a vehicle (not shown), and is roughly divided into an engine (internal combustion engine) 10, a mechanical automatic transmission (transmission means) 20, and an electronic control unit ( (Hereinafter referred to as ECU) (control means) 30. Each component is electrically connected.
  • the engine 10 generates power according to the amount of operation of an accelerator pedal (not shown) of the driver. Further, the engine 10 includes a crank angle sensor (operating state detecting means) 11 for detecting the rotational speed of the engine 10, that is, the rotational speed on the input side of the clutch 21, and an air flow sensor (operating state) for detecting the intake air amount of the engine 10. Detection means) 12 and a fuel injection valve (operating state detection means) 13 for injecting fuel and adjusting the output of the engine 10 are provided.
  • the mechanical automatic transmission 20 operates a plurality of transmission units (switching means) (not shown), switches the gear train engagement state, shifts and amplifies the power generated by the engine 10 according to the vehicle speed, and displays the power. It transmits to the tire that does not.
  • the mechanical automatic transmission 20 includes a clutch 21, an input shaft 22, an output shaft 23, a propeller shaft 24, a clutch operation unit 25, an output shaft rotation sensor (running state detection means) 26, and a clutch rotation speed sensor 27. Yes.
  • the clutch 21 is interposed between the engine 10 and the input shaft 22, and transmits or blocks power generated by the engine 10 to the input shaft 22.
  • the propeller shaft 24 is connected to the output shaft 23 and transmits the shifted power to the tire.
  • the clutch operation unit 25 is composed of an actuator or the like, and connects and disconnects the clutch 21.
  • the clutch operation unit 25 has a built-in stroke sensor that detects the stroke amount of the clutch 21.
  • the output shaft rotation sensor 26 detects the rotation speed of the output shaft 23, and calculates the vehicle speed of the vehicle based on the detection signal of the sensor, the gear ratio (final reduction ratio) after the output shaft 23, and the tire outer periphery. Is possible.
  • the clutch rotational speed sensor 27 detects the rotational speed of the output side of the clutch 21, and based on the detection signal of the sensor and the detection signal of the crank angle sensor 11 that detects the rotational speed of the engine 10.
  • the input / output rotational speed difference can be calculated.
  • the input rotational speed of the clutch is the rotational speed of the engine 1
  • the output rotational speed of the clutch 21 is the rotational speed of the clutch 21.
  • the ECU 30 is a control device for performing comprehensive control of the vehicle, and includes an input / output device, a storage device (ROM, RAM, nonvolatile RAM, etc.), a central processing unit (CPU), and the like. Sensors such as a crank angle sensor 11, an air flow sensor 12, a fuel injection valve 13, a clutch operation unit 25, and a clutch rotational speed sensor 27 are electrically connected to the input side of the ECU 30. Detection information is input.
  • the clutch operation unit 25 is electrically connected to the output side of the ECU 30.
  • the ECU 30 calculates the running state of the vehicle such as the vehicle speed and the operating state of the engine 10 such as the engine torque from the detection information detected by these various sensors. Further, the ECU 30 determines the travel state, the driving state, and the operation state of the shift operation unit (not shown) of the driver, and controls the clutch operation unit 25 and the transmission unit to change the speed of the mechanical automatic transmission 20.
  • FIG. 2 is a control block diagram showing a clutch operation control procedure of the control system for the mechanical automatic transmission according to the first embodiment of the present invention.
  • FIG. 3 is a diagram showing, in a time series, clutch control states at the time of a shift operation in the ECU 30 of the control system for the mechanical automatic transmission according to the first embodiment of the present invention.
  • the engine torque Teg that is the output torque
  • the thick solid line is the clutch torque (drive load) Tcl that is the torque applied to the clutch 21
  • the thin broken line is the fully connected position where the clutch 21 is completely connected
  • the alternate long and short dash line is the clutch 21
  • the half-clutch start position where power transmission starts is shown, and the two-dot chain line shows the complete position where the clutch 21 is completely disconnected.
  • FIG. 4 is a map showing the relationship between the clutch torque Tcl and the clutch stroke Scl.
  • the broken line indicates before correction, and the solid line indicates after correction.
  • the pre-correction is a clutch torque Tcl that can be transmitted with respect to the clutch stroke Scl when the clutch 21 is new.
  • the corrected value is a clutch torque Tcl that can be transmitted to the clutch stroke Scl in consideration of the degree of deterioration of the clutch 21 due to traveling conditions such as a vehicle speed and a traveling distance of the vehicle.
  • the ECU 30 operates the clutch operation unit 25 in a direction in which the clutch 21 is disconnected.
  • the clutch stroke Scl is changed (FIG. 3a).
  • the change in the clutch stroke Scl is smaller than the change in the clutch stroke Scl before the first predetermined value.
  • the engine torque calculation unit 31 detects the rotational speed of the engine 10 detected by the crank angle sensor 11, the intake air amount of the engine 10 detected by the airflow sensor 12, and Based on the fuel injection amount calculated based on the operating state of the fuel injection valve 13 that supplies fuel to the engine 10, an engine torque Teg that is a torque generated by the engine 10 is calculated. Further, the rotation change amount calculation unit 32 differentiates the rotation speed of the engine 10 detected by the crank angle sensor 11 with respect to time, and calculates the rotation speed change amount aeg.
  • the clutch torque calculation unit 33 the engine torque Teg calculated by the engine torque calculation unit 31, the rotation speed change amount aeg calculated by the rotation change amount calculation unit 32, and the engine 10 stored in the ECU 30 in advance.
  • the clutch torque Tcl is calculated based on the following equation (1) obtained from the engine inertia moment Ieg and the equation of motion.
  • the clutch stroke calculating section 34 takes into account the clutch torque Tcl calculated by the clutch torque calculating section 33 and the clutch torque Tcl and clutch stroke Scl shown in FIG.
  • the clutch operating unit 25 is operated so as to have the clutch stroke Scl calculated by the clutch stroke calculating unit 34.
  • the clutch stroke Scl is changed by the predetermined clutch stroke Scl per predetermined time as before the first predetermined value, that is, at a predetermined inclination.
  • the clutch operating unit 25 is operated so that the stroke Scl changes, and the clutch 21 is operated in the disconnection direction to reach the complete disconnection position (FIG. 3d).
  • the clutch torque Tcl since the clutch torque Tcl is calculated based on the engine torque Teg, the clutch torque Tcl changes corresponding to the fluctuation of the engine torque Teg during the control of the clutch 21, and the clutch 21 Smooth shifting can be achieved by suppressing the sliding of the engine and the engine speed.
  • clutch slippage can be suppressed, wear of the clutch 21 due to heavy use of half-clutch can be prevented at the time of shifting, and stalling due to slipping of the clutch 21 can be avoided when the vehicle is uphill during heavy climbing. be able to.
  • the clutch torque Tcl is calculated based on the above formula (1), and it is not necessary to provide sensors for detecting the clutch torque Tcl. Therefore, the clutch torque Tcl can be accurately calculated while suppressing an increase in cost. Can do.
  • the clutch stroke Scl is calculated from a map of the clutch torque Tcl and the clutch stroke Scl corrected based on the traveling state such as the vehicle speed and the traveling distance of the vehicle. For example, the traveling distance of the vehicle is extended and the clutch 21 is deteriorated. Even in such a case, the clutch stroke Scl can be accurately calculated in consideration of the deterioration of the clutch 21.
  • the clutch stroke may be controlled to be cut at a constant speed so that the engine is not stopped or the vehicle jumps out (runaway).
  • the clutch 21 can be disengaged between a and b in FIG. 3 so as to satisfy the expression (1) in the same manner as between b and c in FIG.
  • a technique may be used in which the clutch 21 is disengaged so as to satisfy the formula (1) while decreasing the torque while changing the inclination in several times.
  • FIG. 5 is a control block diagram showing a clutch operation control procedure of the control system for the mechanical automatic transmission according to the second embodiment of the present invention.
  • FIG. 6 is a diagram showing the clutch control state at the time of a shift operation in the ECU 30 of the control system for the mechanical automatic transmission according to the second embodiment of the present invention in time series.
  • the engine torque Teg which is the output torque, or the engine rotation speed Ne, which is the output rotation speed
  • the thick solid line is the clutch torque (drive load) Tcl, which is the torque applied to the clutch 21, or the clutch rotation speed Nc, which is the rotation speed of the clutch 21.
  • the thin broken line indicates the complete connection position where the clutch 21 is completely connected
  • the alternate long and short dash line indicates the half clutch start position where the clutch 21 starts transmitting power
  • the two-dot chain line indicates the complete connection position where the clutch 21 is completely disconnected.
  • the rotational speed difference ⁇ N in the figure indicates the difference between the engine rotational speed Ne and the clutch rotational speed Nc
  • the clutch operating speed indicates the operating speed of the clutch by the clutch operating unit 25.
  • slippage occurs between the clutch input and output at any point in time due to the increase of the clutch stroke Scl (FIG. 6 b), the engine rotational speed Ne that is the rotational speed on the input side of the clutch 21, and the clutch 21
  • a rotational speed difference ⁇ N (slip index) is generated between the output side rotational speed and the clutch rotational speed Nc.
  • the rotational speed difference ⁇ N gradually increases.
  • the rotational speed difference ⁇ N is sequentially calculated by a clutch slip index calculating unit (clutch slip index calculating means) 35 of the ECU 30.
  • the clutch 21 When the rotational speed difference ⁇ N exceeds a preset determination value ⁇ N0 by the half-clutch state determination unit (half-clutch state determination unit) 36 of the ECU 21 (FIG. 6c), it is considered that the clutch 21 has entered the half-clutch state.
  • the operation speed of the clutch 21 is switched from a1 to a2 (> a1) by the clutch operation speed control unit (clutch operation speed control means) 37 of the ECU 21.
  • the determination value ⁇ N0 is set to a value slightly larger than 0 in order to reliably determine that the clutch 21 has slipped.
  • the rotational speed difference ⁇ N between the clutch input and output is used as the slip index correlated with the clutch slip.
  • the present invention is not limited to this.
  • a ratio between the engine rotational speed Ne and the clutch rotational speed Nc may be used.
  • the operation speed of the clutch 21 by the clutch operation unit 25 increases, and the clutch 21 is more quickly operated in the disconnection direction.
  • a predetermined timing is set in advance immediately after the clutch torque Tc is reduced to 0. For example, it is considered that the predetermined timing is reached when the clutch stroke increases to the predetermined determination value ST0 (FIG. 6d).
  • the operation speed is switched from a2 to a3 (> a2). Thereafter, since it is not necessary to consider shock suppression, the operation speed a3 is set to a sufficiently large value. For this reason, the clutch 21 is operated to the cutting side more rapidly, and the cutting is completed (FIG. 6e).
  • the timing for increasing the operation speed a3 of the clutch 21 is not limited to the above.
  • the time when the clutch torque decreases to 0 may be regarded as the predetermined timing and may be increased to the operation speed a3.
  • the clutch 21 when the clutch 21 is started to be disconnected and the rotational speed difference ⁇ N between the input and the output exceeds the predetermined determination value ⁇ N0. Further, the operation speed of the clutch 21 by the clutch operation unit 25 is increased from a1 to a2. Since the clutch 21 at this time is in a half-clutch state, even if the operation speed is increased, a large shock does not occur. On the other hand, the timing for completing the disconnection of the clutch 21 is greatly increased by increasing the operation speed. You can speed up. Therefore, both shock suppression at the time of clutch disengagement and shortening of the shift time can be achieved, so that the shift feeling can be improved.
  • the embodiment of the present invention is not limited to the embodiment.
  • the rotation change amount calculation unit 32 differentiates the rotation speed of the engine 10 detected by the crank angle sensor 11 with respect to time, and calculates the rotation speed change amount aeg.
  • the vehicle speed may be differentiated and calculated using the tire diameter or the total reduction ratio. In this way, by calculating the rotational speed change amount aeg based on the vehicle speed that is relatively less varied than the rotational speed of the engine 10, a smoother shift can be achieved.
  • the clutch operating speed is increased stepwise from a1 to a2 when the rotational speed difference ⁇ N between the input and output of the clutch 21 exceeds the judgment value ⁇ N0.
  • the invention is not limited to this, and as shown in FIG. 7, for example, the clutch operation speed may be continuously set to the increasing side in accordance with an increase in the rotational speed difference ⁇ N.

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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 Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention porte sur la commande automatique d'engrenage. Selon l'invention, un couple de moteur (Teg) est calculé par une unité de calcul du couple de moteur (31) sur la base de la vitesse du moteur (10) et de la quantité d'air d'admission et la quantité de carburant injecté. La quantité de changement de vitesse (aeg) est par ailleurs calculée par une unité de calcul de la quantité de la variation de vitesse (32). Un couple d'embrayage (Tcl) est calculé par une unité de calcul du couple d'embrayage (33) sur la base du couple du moteur (Teg), de la quantité de variation de vitesse (aeg), du moment d'inertie du moteur (Ieg) et d'une formule (1). La course d'embrayage (Scl) est ensuite calculée par une unité de calcul de la course d'embrayage (34) à partir d'une carte qui indique la relation entre le couple d'embrayage (Tcl) et la course d'embrayage (Scl), et une unité de commande d'embrayage (25) est actionnée de telle sorte que la course d'embrayage (Scl) est atteinte.
PCT/JP2012/069085 2011-08-02 2012-07-27 Système pour commander un système d'engrenage automatique mécanique WO2013018671A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201280029494.5A CN103608601A (zh) 2011-08-02 2012-07-27 机械式自动变速装置的控制系统
AU2012291146A AU2012291146B2 (en) 2011-08-02 2012-07-27 System for controlling mechanical automatic gear system

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2011169173A JP2013032805A (ja) 2011-08-02 2011-08-02 機械式自動変速装置の制御システム
JP2011-169173 2011-08-02
JP2011-270213 2011-12-09
JP2011270213A JP5880828B2 (ja) 2011-12-09 2011-12-09 自動変速機のクラッチ制御装置

Publications (1)

Publication Number Publication Date
WO2013018671A1 true WO2013018671A1 (fr) 2013-02-07

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Application Number Title Priority Date Filing Date
PCT/JP2012/069085 WO2013018671A1 (fr) 2011-08-02 2012-07-27 Système pour commander un système d'engrenage automatique mécanique

Country Status (3)

Country Link
CN (1) CN103608601A (fr)
AU (1) AU2012291146B2 (fr)
WO (1) WO2013018671A1 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001165204A (ja) * 1999-12-13 2001-06-19 Isuzu Motors Ltd 自動クラッチの制御装置
JP2007211945A (ja) * 2006-02-13 2007-08-23 Nissan Diesel Motor Co Ltd 車両の変速制御装置
JP2008025637A (ja) * 2006-07-18 2008-02-07 Jatco Ltd 自動変速機の制御装置及び方法
JP2008275036A (ja) * 2007-04-27 2008-11-13 Hino Motors Ltd 車両の駆動装置およびクラッチ特性の学習方法
JP2009006782A (ja) * 2007-06-27 2009-01-15 Nissan Motor Co Ltd 車両の制御装置
JP2010038176A (ja) * 2008-07-31 2010-02-18 Toyota Motor Corp クラッチストローク制御装置
JP2010265776A (ja) * 2009-05-12 2010-11-25 Toyota Motor Corp 車両用手動変速機の制御装置

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006132663A (ja) * 2004-11-05 2006-05-25 Mitsubishi Fuso Truck & Bus Corp 機械式自動変速制御装置

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001165204A (ja) * 1999-12-13 2001-06-19 Isuzu Motors Ltd 自動クラッチの制御装置
JP2007211945A (ja) * 2006-02-13 2007-08-23 Nissan Diesel Motor Co Ltd 車両の変速制御装置
JP2008025637A (ja) * 2006-07-18 2008-02-07 Jatco Ltd 自動変速機の制御装置及び方法
JP2008275036A (ja) * 2007-04-27 2008-11-13 Hino Motors Ltd 車両の駆動装置およびクラッチ特性の学習方法
JP2009006782A (ja) * 2007-06-27 2009-01-15 Nissan Motor Co Ltd 車両の制御装置
JP2010038176A (ja) * 2008-07-31 2010-02-18 Toyota Motor Corp クラッチストローク制御装置
JP2010265776A (ja) * 2009-05-12 2010-11-25 Toyota Motor Corp 車両用手動変速機の制御装置

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CN103608601A (zh) 2014-02-26
AU2012291146B2 (en) 2015-10-29

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