JPS58166165A - Method of controlling automatic transmission of vehicle - Google Patents
Method of controlling automatic transmission of vehicleInfo
- Publication number
- JPS58166165A JPS58166165A JP57049374A JP4937482A JPS58166165A JP S58166165 A JPS58166165 A JP S58166165A JP 57049374 A JP57049374 A JP 57049374A JP 4937482 A JP4937482 A JP 4937482A JP S58166165 A JPS58166165 A JP S58166165A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- speed
- engine
- direct coupling
- prescribed value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
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
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/14—Control of torque converter lock-up clutches
- F16H61/143—Control of torque converter lock-up clutches using electric control means
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Fluid Gearings (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は、自動車等の車輌に用いられる車輌用自動変速
機の制御方法に係り、特に流体式トルクコンバータの入
力部材と出力部材とを選択的に直結する直結クラッチを
備えた車輌用自動変速機に於ける直結クラッチの制御方
法に係る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method of controlling an automatic transmission for a vehicle used in a vehicle such as an automobile, and in particular a direct coupling clutch that selectively directly couples an input member and an output member of a hydraulic torque converter. The present invention relates to a method of controlling a direct coupling clutch in an automatic transmission for a vehicle.
流体式トルクコンバータと、複数の変速段の間に切換え
られる一串変逮機構と、前記流体式トルクコンバータの
入力部材と出力部材とを選択的に直結する直結クラッチ
とを備えた車輌用自動変速機は種々の構成に於て提案さ
れている。またこの種の自動変速機に於て、直結クラッ
チの係合と解放の制御に関しては、従来より種々の制御
態様が提案されている。かかる直結クラッチは、従来一
般には一串変速機構が最高速度段に設定され、車輌が成
る比較的高い所定の値以上の車速にて走行しているとき
のみ係合され、減速時には急ブレーキによるタイヤロッ
クにより内燃機関がストールしないように解放されるよ
うになっている。An automatic transmission for a vehicle comprising a hydraulic torque converter, a one-speed change mechanism that switches between a plurality of gears, and a direct coupling clutch that selectively directly connects an input member and an output member of the hydraulic torque converter. Machines have been proposed in various configurations. Furthermore, in this type of automatic transmission, various control modes have been conventionally proposed regarding control of engagement and release of the direct coupling clutch. Conventionally, such direct-coupled clutches are generally engaged only when the single-speed transmission mechanism is set to the highest speed gear and the vehicle is traveling at a speed higher than a relatively high predetermined value, and when decelerating, sudden braking causes the tires to The lock is designed to release the internal combustion engine to prevent it from stalling.
減速時に直結クラッチが解放されると、流体式トルクコ
ンバータの漬りにより機−回転数がアイドル回転数近く
まで急徽に低下し、このためこの自動変速機が車輌の減
速時にはフューエルカットを行う内ｌｌ１ＩＩＡＩＩと
組合されて用いられる場合、その内燃機関の７ユーエル
カツト時−が極端に短くなり、これにより減速時の燃料
の節約が充分行われず、燃費が悪化する。When the direct coupling clutch is released during deceleration, the hydraulic torque converter is swamped, causing the engine speed to drop rapidly to near the idle speed, which causes the automatic transmission to cut fuel when the vehicle is decelerating. When used in combination with ll1IIAII, the internal combustion engine's 7-euer cut-off time becomes extremely short, resulting in insufficient fuel savings during deceleration, resulting in poor fuel efficiency.
また減速時に直結クラッチが解放されると、工ンジンブ
レーキの効果が低減する。Additionally, if the direct clutch is released during deceleration, the effectiveness of the engine brake will be reduced.
本発明は内燃機関の７ユーエルカツト域に於て内燃機−
がストールを生じない減速状態の時のみ直結クラッチを
係合させ、これにより燃費の改善とエンジンブレーキ効
果の向上をａｍ−）た車輌用自動変速機の制御方法を提
供することを目的としている。The present invention is applicable to internal combustion engines in the 7 fuel cut range.
An object of the present invention is to provide a control method for an automatic transmission for a vehicle, which engages a direct coupling clutch only when the vehicle is in a deceleration state where no stall occurs, thereby improving fuel efficiency and engine braking effect.
かかる目的は、本発明によれば、流体式トルクコンバー
タの入力部材と出力部材とを選択的に直結する直結クラ
ッチを儀え、車輌の減速時にはフューエルカットを行う
内ｆＩＡＩｌ関と組合される車輌用自動変速機の制御方
法にして、前記内燃機関の７ユーエルカツト域に於て車
速の低下牟が所定値以下のとき前記直結クラッチを係合
させることを特徴とする車輌用自動変速機の制御方法に
よって連成される。According to the present invention, this object is for a vehicle which is equipped with a direct coupling clutch that selectively directly couples an input member and an output member of a hydraulic torque converter, and which is combined with an inner fIAIl clutch that cuts fuel when the vehicle is decelerated. According to a method of controlling an automatic transmission for a vehicle, the direct coupling clutch is engaged when a decrease in vehicle speed is less than a predetermined value in a 7-wheel cut range of the internal combustion engine. Coupled.
かかる構成によれば、内燃機関の７ユーエルカツト域に
於て、車速の低下牟が所定値以下のとき、即ち車速の低
下が比較的緩やかに行われ、タイヤロックを生じる虞れ
がない時のみ直結クラッチを係合させるから、この時の
内燃機関の７ユーエルカツトが有効に行われ、これによ
って燃費が改善され、また同時にエンジンブレーキ効果
が向上するようになる。According to this configuration, in the 7-wheel cut range of the internal combustion engine, the direct connection is performed only when the decrease in vehicle speed is less than a predetermined value, that is, when the decrease in vehicle speed is relatively gradual and there is no risk of tire locking. Since the clutch is engaged, the internal combustion engine is effectively cut at this time, thereby improving fuel efficiency and at the same time improving the engine braking effect.
以下に添付の図を参照して本発明を実施例について詳細
に説明する。The invention will now be described in detail by way of example embodiments with reference to the accompanying drawings.
第１図は本発明による車輌用自動変速機の制御方法を実
施するための＠置の構成を示す概略構成図である。図に
於て、１は内燃機関を、２は内燃機１１１と組合せられ
、これより動力を与えられる車輌用自動変速機を示して
いる。FIG. 1 is a schematic configuration diagram showing the configuration of an @ position for implementing the method of controlling an automatic transmission for a vehicle according to the present invention. In the figure, 1 is an internal combustion engine, and 2 is a vehicle automatic transmission which is combined with an internal combustion engine 111 and is powered by this.
内燃機関１は図示されていないそれ自身周知の燃料供給
銀量により車輌の減速時のフューエルカット域以外の運
転域にて運転されているとき燃料を供給されるようにな
っている。皐輌減速時の７ユーエルカツトは、スロット
ルバルブが全閉で、車速が所定愉Ｖｌｌｑ例えば１０１
ｕ＋／ｈ以上で、しかも機関回転数が所定値Ｎ・、例え
ば１０００ｒｐ−以上のとき行われるようになっている
。The internal combustion engine 1 is supplied with fuel by a known fuel supply quantity (not shown) when the engine is operated in an operating range other than the fuel cut-off range during vehicle deceleration. When the vehicle is decelerating, the throttle valve is fully closed and the vehicle speed is at a predetermined level, for example 101.
This is performed when the engine rotational speed is equal to or higher than a predetermined value N·, for example, 1000 rpm−.
車輌用自動・変速機２は流体式トルクコンバータ３と、
複数の変速段の間に切換えられる歯車変速機構４と、流
体式トルクコンバータ２の図示されていない入力部材と
出力部材とを選択的に直結する直結クラッチ５と、歯車
変速機構４の変速段の切換と直結クラッチ５の係合と解
放とを制御する油圧制御＠−６とを有している。The vehicle automatic transmission 2 includes a fluid torque converter 3,
A gear transmission mechanism 4 that is switched between a plurality of gears, a direct coupling clutch 5 that selectively directly connects an input member and an output member (not shown) of the hydraulic torque converter 2, and a gear transmission mechanism 4 that is switched between a plurality of gears. It has a hydraulic control @-6 that controls switching and engagement and release of the direct coupling clutch 5.
油圧制御装＠６は電磁弁７〜１０を有し、このうち電磁
弁７〜９はその開閉に応じて油路を切換えて歯車変速機
構４の変速段の切換設定を行い、電磁弁１０はその開閉
によって油路を切換えて直結クラッチ５を係合と解放と
の−に切換設定するようになっている。これら電磁弁７
〜１０に対する通電制御はマイクロコンピュータ１１に
より行われるようになっている。The hydraulic control device @ 6 has solenoid valves 7 to 10, among which the solenoid valves 7 to 9 change the oil path according to their opening and closing to set the gear shift of the gear transmission mechanism 4, and the solenoid valve 10 By opening and closing the oil passage, the direct coupling clutch 5 is switched between engagement and disengagement. These solenoid valves 7
10 is controlled by a microcomputer 11.
マイク０コンピユータ１１は機１１回転数センサ１２が
発生する機関回転数信号と、車速センサ１３が検出する
車速信号と、スロットル開度センサ１４が発生するスロ
ットル開度信号とを入力され、これらに応じて所定の制
御態様にて電磁弁７〜１０に対する通電を制御するよう
になっている。The microphone 0 computer 11 receives an engine rotation speed signal generated by the machine 11 rotation speed sensor 12, a vehicle speed signal detected by the vehicle speed sensor 13, and a throttle opening signal generated by the throttle opening sensor 14. energization to the solenoid valves 7 to 10 is controlled in a predetermined control manner.
即ちマイクロコンビ１−夕１１は機１１１回転数センサ
１２により検出された機関回転数と車速センサ１３によ
り検出された車速とスロットル１ｌｌ１度センサ１４に
より検出されたスロットル一度とに応じ、スロットルバ
ルブが全開でない時には従来から知られている一般的な
通常走行時制御を行って歯車変速機構４の変速段の切換
と直結クラッチ５の保合と解放の切換を制御し、スロッ
トルバルブが全閉であるときには、第２図に示されてい
る如きフローチャートに従って直結クラッチ５の係合と
解放の制御を行うようになっている。That is, the micro combination 1-11 fully opens the throttle valve according to the engine speed detected by the machine 111 rotation speed sensor 12, the vehicle speed detected by the vehicle speed sensor 13, and the throttle degree detected by the throttle sensor 14. When the throttle valve is not fully closed, the conventional normal driving control is performed to control the gear change of the gear transmission mechanism 4 and the engagement and release of the direct coupling clutch 5. The engagement and disengagement of the direct coupling clutch 5 is controlled according to a flowchart as shown in FIG.
次に第２図に示されたフローチャートに従うて本発明の
制御方法が実施される要領を説明する。Next, the manner in which the control method of the present invention is implemented will be explained according to the flowchart shown in FIG.
先ずスロットルバルブが全閉であるか否かの判別が行わ
れる。スロットルバルブが全閉でない時には一般的な通
常走行時制御が行われる。First, it is determined whether the throttle valve is fully closed. When the throttle valve is not fully closed, general normal driving control is performed.
スロットルバルブが全閉であるときには次に車速が所定
値ｖ＠以上であるか否かの判別が行われる。車速が所定
値Ｖ＠以上でない時には直結クラッチ用電磁弁１０がオ
フ状態に設定され、直結グラッチ５が解放される。When the throttle valve is fully closed, it is then determined whether the vehicle speed is greater than or equal to a predetermined value v@. When the vehicle speed is not above a predetermined value V@, the direct coupling clutch solenoid valve 10 is set to the OFF state, and the direct coupling clutch 5 is released.
車速が所定値Ｖｏ以上である時には、次に機関回転数が
所定値Ｎｏ以上であるか否かの判別が行われる。機関回
転数が所定値Ｎ＠以上でない時には直結クラッチ用電磁
弁１０がオフ状態にされ、やはり直結クラッチ５が解放
される。When the vehicle speed is greater than or equal to the predetermined value Vo, it is then determined whether the engine speed is greater than or equal to the predetermined value No. When the engine speed is not above a predetermined value N@, the direct coupling clutch solenoid valve 10 is turned off, and the direct coupling clutch 5 is also released.
機関回転数が所定値Ｎ・以上である詩に、は、即も車速
が所定値■・以上で且機関回転数が所定値Ｎｏ以上のと
き、換言すれば内１１１１１１１の７ユーエルカツトが
行われる時には、次に車速低下率が所定値ΔｖＩ以上で
あるか否かの判別が行われる。In the case where the engine speed is above the predetermined value N., it is also when the vehicle speed is above the predetermined value ■ and the engine speed is above the predetermined value No. In other words, when the 7 of 1111111 is cut. , Next, it is determined whether the vehicle speed reduction rate is greater than or equal to a predetermined value ΔvI.
このとき車速低下率が所定値ΔＶｅ以上である時には直
結クラッチ用電磁弁１０がオフ状１１＆：され、直結ク
ラッチ５が解放される。この詩はタイヤロックが生じる
虞れがある時であり、この時には内燃機関１の７ユ一エ
ルカツト時に於ても直結クラッチ５は係合されない。At this time, when the vehicle speed reduction rate is equal to or greater than a predetermined value ΔVe, the direct coupling clutch solenoid valve 10 is turned off (11&:), and the direct coupling clutch 5 is released. This poem occurs when there is a risk of tire locking, and at this time, the direct coupling clutch 5 is not engaged even when the internal combustion engine 1 is turned off.
車速低下率が所定値Δｖｏ以上でない時には、次に機関
１転数の低下率が所定値ΔＮ・以上であるか否かの判別
が行われる。この低下率が所定値ΔＮｏ以上である時に
はやはり直結クラッチ用電磁弁１０がオフ状態にされ、
直結クラッチ５が解放される。機関回転数低下率が所定
値ΔＮの以上でない時には直結クラッチ用電磁弁１ｏが
オン状態にされ、直結クラッチ５が係合される。When the vehicle speed reduction rate is not greater than the predetermined value Δvo, it is then determined whether the reduction rate of the engine rotation speed is greater than or equal to the predetermined value ΔN·. When this rate of decrease is equal to or greater than a predetermined value ΔNo, the direct coupling clutch solenoid valve 10 is also turned off,
The direct coupling clutch 5 is released. When the engine speed reduction rate is not greater than a predetermined value ΔN, the direct coupling clutch solenoid valve 1o is turned on, and the direct coupling clutch 5 is engaged.
これにより、内１１１１８１１の７ユーエルカツト域に
於て、車速低下率が所定値以下で且機関回転数の低下率
が所定値以下の時には直結クラッチ５が係合される。As a result, in the 7-wheel cut range of 1111811, the direct coupling clutch 5 is engaged when the vehicle speed reduction rate is less than a predetermined value and the engine speed reduction rate is less than a predetermined value.
第３図は車輌の減速時に於ける車速と機関回転数の時間
的変化を示している。このグラフに於ては、成る時点１
．にてスロットルバルブが全閉にされ、車輌の減速が行
われて車速並び（機関回転数が時間の経過と共に低下し
、時点ｔ４にて車速が零になり、減速後にアイドル運転
に移行したことが示されている。このグラフに於て、一
点鎖線は車輌の減速時に直結クラッチ５が解放されてい
るときの機関回転数の変化を示している。減速時に直結
クラッチが解放されていると、流体式トルクコンバータ
の滑りによって４１１１！１回転数は急激にアイドル回
転数まで低下し、このため内燃機−のフューエルカット
は時点１．から時点ｔ！の比較的短い時−ｃｂだけしか
行われない。これに対し減速時に直結クラッチが係合さ
れていると、機械式クラッチを備えた手動式変速機と同
様に５ｕｅａ転数は、破細で示されている如く、車速の
低下に伴って徐々に低下し、このため内燃機関の７ユー
エルカツトは時点１．より時点ｔ＠の比較的艮い時間Ｑ
ａに′１ｉって行われる。FIG. 3 shows temporal changes in vehicle speed and engine speed when the vehicle is decelerating. In this graph, point 1
．． At t4, the throttle valve is fully closed, the vehicle is decelerated, and the vehicle speed is equalized. In this graph, the dashed line shows the change in engine speed when the direct coupling clutch 5 is released during deceleration of the vehicle.If the direct coupling clutch 5 is released during deceleration, the fluid Due to the slippage of the formula torque converter, the 4111!1 rotational speed suddenly drops to the idle rotational speed, and therefore, the fuel cut of the internal combustion engine is only performed for a relatively short time -cb from time 1 to time t!. On the other hand, when the direct coupling clutch is engaged during deceleration, the 5uea rotation speed gradually decreases as the vehicle speed decreases, as shown in the broken lines, similar to a manual transmission equipped with a mechanical clutch. Therefore, the internal combustion engine's 7-hour cut is a relatively short time Q at time t@ than time 1.
'1i is performed on a.
上述の如く、減速時に直結クラッチが係合されることに
より、減速時に於ける機関回転数の低下が車速に応じて
徐々に行われるようになり、これにより内燃機関の７ユ
ーエルカツトが行われる期間が長くなって減速時に於け
る無駄な燃料消費が低減され、燃費が向上し、また同時
にエンジンブレーキの効果が向上するようになる。As mentioned above, by engaging the direct coupling clutch during deceleration, the engine speed decreases gradually in accordance with the vehicle speed, and as a result, the period during which the internal combustion engine is cut is shortened. By increasing the length, wasteful fuel consumption during deceleration is reduced, fuel efficiency is improved, and at the same time, the effectiveness of engine braking is improved.
また本発明の制御方法によれば、車速低下率が所定値以
上のときには、タイヤロックの虞れがあると見做してフ
ューエルカット域に於ても直結クラッチが解放されるの
で、急ブレーキに伴うタイヤロックにより内燃機関がス
トールすることが未然に１避される。Furthermore, according to the control method of the present invention, when the vehicle speed reduction rate is greater than a predetermined value, it is assumed that there is a risk of tire locking, and the direct clutch is released even in the fuel cut region, so that sudden braking is not required. This prevents the internal combustion engine from stalling due to the accompanying tire lock.
以上に於ては、本発明を特定の実施例について詳細に説
明したが、本発明はこれに限定されるものではなく、本
発明の［棚内にて種々の実施例が可能であることは当業
者にとって明らかであろう。Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited thereto, and it is understood that various embodiments of the present invention may be implemented within the shelf. It will be clear to those skilled in the art.
第１ｔ！ｉｌｌは本発明による車輌用自動変速機の制御
方法を実施するための装置の構成を示す概略構成図、第
２図は本発明によるａｍ方法の一つの実施例を示すフロ
ーチャート、第３図は減速時に於ける車速と機関回転数
の変化を時系列的に示すグラフである。
１・・・内燃機関、２・・・車輌用自動変速機、３・・
・流体式トルクコンバータ、４・・１車変速機構、５・
・・直結クラッチ、６・・・油圧制御装鐙、７〜１ｏ・
・・電磁弁、１１・・・マイクロコンピュータ、１２・
・１１回転数センサ、１３・・・車速センサ、１４・・
・スロットル関度センサ
第１図
１
第３図
５間
第２図1st t! ill is a schematic configuration diagram showing the configuration of a device for carrying out the control method for a vehicle automatic transmission according to the present invention, FIG. 2 is a flowchart showing one embodiment of the am method according to the present invention, and FIG. 3 is a deceleration It is a graph showing changes in vehicle speed and engine speed over time in time series. 1...Internal combustion engine, 2...Automatic transmission for vehicles, 3...
・Hydraulic torque converter, 4.1 vehicle transmission mechanism, 5.
...Direct clutch, 6...Hydraulic control stirrup, 7~1o.
... Solenoid valve, 11... Microcomputer, 12.
・11 rotation speed sensor, 13...vehicle speed sensor, 14...
・Throttle related sensor Figure 1 Figure 1 Figure 3 Between 5 Figure 2
Claims (1)
的に直結する直結クラッチを備え、車輌の減速時にはフ
ューエルカットを行う内燃機関と組合される車輌用自動
変速機の制御方法にして、Ｉ記内燃機関のフューエルカ
ット域に於て重速の低下率が所定値以下のとき前記直結
クラッチを係合させることを特徴とする車輌用自動変速
機の制御方法。A method for controlling an automatic transmission for a vehicle combined with an internal combustion engine, which is equipped with a direct coupling clutch that selectively directly couples an input member and an output member of a hydraulic torque converter, and cuts fuel when the vehicle is decelerated, A method for controlling an automatic transmission for a vehicle, characterized in that the direct coupling clutch is engaged when a reduction rate of heavy speed is less than a predetermined value in a fuel cut region of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57049374A JPS58166165A (en) | 1982-03-26 | 1982-03-26 | Method of controlling automatic transmission of vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57049374A JPS58166165A (en) | 1982-03-26 | 1982-03-26 | Method of controlling automatic transmission of vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS58166165A true JPS58166165A (en) | 1983-10-01 |
Family
ID=12829250
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57049374A Pending JPS58166165A (en) | 1982-03-26 | 1982-03-26 | Method of controlling automatic transmission of vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58166165A (en) |
Cited By (18)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6188069A (en) * | 1984-10-08 | 1986-05-06 | Nissan Motor Co Ltd | Device for preventing stalling of engine of car with lock-up automatic speed change gear |
| JPS61102341A (en) * | 1984-10-24 | 1986-05-21 | Nissan Motor Co Ltd | Deceleration driving controller for automatic transmission mounted car |
| JPS61171631A (en) * | 1985-01-26 | 1986-08-02 | Fujitsu Ten Ltd | Lock-up controller of electronic automatic transmission |
| JPS61253232A (en) * | 1985-04-30 | 1986-11-11 | Mazda Motor Corp | Electronically controlled speed change gear for automobile |
| JPS6229429A (en) * | 1985-07-31 | 1987-02-07 | Toyota Motor Corp | Control method of vehicle with fuel cut device |
| JPS62124355A (en) * | 1985-11-25 | 1987-06-05 | Honda Motor Co Ltd | Method for controlling clutch for fluid torque converter in vehicle transmission |
| FR2597154A1 (en) * | 1986-04-15 | 1987-10-16 | Honda Motor Co Ltd | METHOD AND DEVICE FOR CONTROLLING THE FUEL SUPPLY OF A CARBURETOR |
| JPH02278534A (en) * | 1989-04-19 | 1990-11-14 | Victor Co Of Japan Ltd | Magnetic recording medium and its production |
| JPH0338452U (en) * | 1989-08-25 | 1991-04-15 | ||
| JPH07266932A (en) * | 1994-03-31 | 1995-10-17 | Suzuki Motor Corp | Automatic starting and stopping device of engine |
| JPH0867174A (en) * | 1994-08-31 | 1996-03-12 | Suzuki Motor Corp | Control device of engine |
| EP1225321A2 (en) | 2001-01-19 | 2002-07-24 | Jenbacher Aktiengesellschaft | Stationary multi-cylinder combustion engine |
| EP1270308A2 (en) | 2001-06-27 | 2003-01-02 | Denso Corporation | Automatic engine stop and start system with detection of brake operation |
| US6702718B2 (en) | 2001-01-26 | 2004-03-09 | Denso Corporation | Engine control apparatus |
| DE102010027698A1 (en) | 2009-12-03 | 2011-06-09 | Mitsubishi Electric Corp. | Control device for internal combustion engine |
| EP2460707A1 (en) * | 2010-12-02 | 2012-06-06 | Jatco Ltd | Coast stop vehicle and control method thereof |
| US8904983B2 (en) | 2009-12-17 | 2014-12-09 | Mitsubishi Electric Corporation | Automatic starting device for engine |
| JP2018189023A (en) * | 2017-05-02 | 2018-11-29 | トヨタ自動車株式会社 | Vehicle control device |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5743050A (en) * | 1980-08-27 | 1982-03-10 | Nissan Motor Co Ltd | Lock up type automatic transmission control unit for engine vehicle having fuel cut device |
-
1982
- 1982-03-26 JP JP57049374A patent/JPS58166165A/en active Pending
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5743050A (en) * | 1980-08-27 | 1982-03-10 | Nissan Motor Co Ltd | Lock up type automatic transmission control unit for engine vehicle having fuel cut device |
Cited By (26)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6188069A (en) * | 1984-10-08 | 1986-05-06 | Nissan Motor Co Ltd | Device for preventing stalling of engine of car with lock-up automatic speed change gear |
| JPS61102341A (en) * | 1984-10-24 | 1986-05-21 | Nissan Motor Co Ltd | Deceleration driving controller for automatic transmission mounted car |
| JPS61171631A (en) * | 1985-01-26 | 1986-08-02 | Fujitsu Ten Ltd | Lock-up controller of electronic automatic transmission |
| JPS61253232A (en) * | 1985-04-30 | 1986-11-11 | Mazda Motor Corp | Electronically controlled speed change gear for automobile |
| JPS6229429A (en) * | 1985-07-31 | 1987-02-07 | Toyota Motor Corp | Control method of vehicle with fuel cut device |
| JPS62124355A (en) * | 1985-11-25 | 1987-06-05 | Honda Motor Co Ltd | Method for controlling clutch for fluid torque converter in vehicle transmission |
| FR2597154A1 (en) * | 1986-04-15 | 1987-10-16 | Honda Motor Co Ltd | METHOD AND DEVICE FOR CONTROLLING THE FUEL SUPPLY OF A CARBURETOR |
| JPH02278534A (en) * | 1989-04-19 | 1990-11-14 | Victor Co Of Japan Ltd | Magnetic recording medium and its production |
| JPH0338452U (en) * | 1989-08-25 | 1991-04-15 | ||
| JPH07266932A (en) * | 1994-03-31 | 1995-10-17 | Suzuki Motor Corp | Automatic starting and stopping device of engine |
| JPH0867174A (en) * | 1994-08-31 | 1996-03-12 | Suzuki Motor Corp | Control device of engine |
| EP1225321A2 (en) | 2001-01-19 | 2002-07-24 | Jenbacher Aktiengesellschaft | Stationary multi-cylinder combustion engine |
| US6702718B2 (en) | 2001-01-26 | 2004-03-09 | Denso Corporation | Engine control apparatus |
| EP1270308A2 (en) | 2001-06-27 | 2003-01-02 | Denso Corporation | Automatic engine stop and start system with detection of brake operation |
| US6754579B2 (en) | 2001-06-27 | 2004-06-22 | Denso Corporation | Automatic engine stop and start system |
| EP1726824A2 (en) | 2001-06-27 | 2006-11-29 | Denso Corporation | Automatic engine stop and start system |
| DE102010027698A1 (en) | 2009-12-03 | 2011-06-09 | Mitsubishi Electric Corp. | Control device for internal combustion engine |
| US8840525B2 (en) | 2009-12-03 | 2014-09-23 | Mitsubishi Electric Corporation | Control apparatus for internal combustion engine |
| DE102010027698B4 (en) * | 2009-12-03 | 2020-10-29 | Mitsubishi Electric Corp. | Control device for internal combustion engine |
| US8904983B2 (en) | 2009-12-17 | 2014-12-09 | Mitsubishi Electric Corporation | Automatic starting device for engine |
| EP2460707A1 (en) * | 2010-12-02 | 2012-06-06 | Jatco Ltd | Coast stop vehicle and control method thereof |
| JP2012117624A (en) * | 2010-12-02 | 2012-06-21 | Jatco Ltd | Coast stop vehicle and method of controlling the same |
| CN102563040A (en) * | 2010-12-02 | 2012-07-11 | 加特可株式会社 | Coast stop vehicle and control method thereof |
| KR101359870B1 (en) * | 2010-12-02 | 2014-02-10 | 쟈트코 가부시키가이샤 | Coast stop vehicle and control method thereof |
| US8771147B2 (en) | 2010-12-02 | 2014-07-08 | Jatco Ltd | Coast stop vehicle and control method thereof |
| JP2018189023A (en) * | 2017-05-02 | 2018-11-29 | トヨタ自動車株式会社 | Vehicle control device |
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