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公开(公告)号：EP2634059B1
公开(公告)日：2018-12-12
申请号：EP11836251.6
申请日：2011-10-25
发明人： UENO, Munetoshi , OHNO, Takeshi , KUDO, Noboru
IPC分类号： B60W20/00 , B60K6/48 , B60K6/543 , B60K6/547 , B60L11/14 , B60W10/06 , B60W10/08 , B60W10/26
CPC分类号： B60W20/10 , B60K6/48 , B60K2006/4825 , B60L7/14 , B60L7/26 , B60L11/14 , B60L15/20 , B60L15/2009 , B60L2210/40 , B60L2240/12 , B60L2240/421 , B60L2240/423 , B60L2240/441 , B60L2240/443 , B60L2240/486 , B60L2240/507 , B60L2240/80 , B60L2260/44 , B60L2270/145 , B60W20/40 , B60W50/0098 , B60W2050/0042 , B60W2510/0657 , B60W2540/10 , Y02T10/6221 , Y02T10/6252 , Y02T10/642 , Y02T10/645 , Y02T10/70 , Y02T10/7077 , Y02T10/7241 , Y02T10/7275 , Y10S903/903
摘要： A driving torque control device for a hybrid vehicle has an engine torque estimation unit configured to estimate an engine torque by compensating for a retardation caused by a delay filter in an engine torque instruction value, and a retardation factor selection unit configured to select, as a retardation factor indicating a retardation degree of the delay filter, any one of an increase-side retardation factor for a case where the engine torque instruction value increases and a decrease-side retardation factor for a case where the engine torque instruction value decreases. The retardation factor selection unit performs switching between the increase-side retardation factor and the decrease-side retardation factor in a case where a difference between the engine torque estimation value and the engine torque instruction value as a filter input value is equal to or smaller than a predetermined value.
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2.发明公开
公开(公告)号：EP3390189A1
公开(公告)日：2018-10-24
申请号：EP17829575.4
申请日：2017-03-10
发明人： LUO, Qi , KONG, Qi , ZHU, Fan , HU, Sen , YU, Xiang , ZHU, Zhenguang , PAN, Yuchang , HE, Jiarui , FAN, Haoyang , YANG, Guang , WANG, Jingao
CPC分类号： G05D1/0223 , B60W30/143 , B60W50/082 , B60W2050/0074 , B60W2050/0096 , B60W2510/0657 , B60W2520/10 , B60W2520/105 , B60W2540/10 , B60W2720/106 , G05D1/00 , G05D1/0061 , G05D2201/0213
摘要： When an ADV is detected to transition from a manual driving mode to an autonomous driving mode, a first pedal value corresponding to a speed of the ADV at a previous command cycle during which the ADV was operating in the manual driving mode is determined. A second pedal value is determined based on a target speed of the ADV at a current command cycle during which the ADV is operating in an autonomous driving mode. A pedal value represents a pedal percentage of a maximum pedal pressure or maximum pedal pressed distance of a throttle pedal or brake pedal from a neutral position. A speed command is generated and issued to the ADV based on the first pedal value and the second pedal value, such that the ADV runs in a similar acceleration before and after switching from the manual driving mode to the autonomous driving mode.
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公开(公告)号：EP2005140B1
公开(公告)日：2018-09-19
申请号：EP07730562.1
申请日：2007-04-11
发明人： MÄKELÄ, Kari , ERKKILÄ, Kimmo
IPC分类号： G01N19/02 , B60T8/172 , B60W40/064 , B60W50/00
CPC分类号： G01N19/02 , B60T8/172 , B60T2210/12 , B60T2210/36 , B60T2250/02 , B60W40/064 , B60W2050/0078 , B60W2050/0079 , B60W2050/0089 , B60W2510/0657 , B60W2520/26 , B60W2530/10 , B60W2550/402
摘要： A method for collecting information on road (1) surface slipperiness comprises collecting from a data bus (3) of a freight vehicle (2) traveling on the road operational data on the vehicle, using the operational data to determine the slip ratio s of the vehicle's driving wheel (8) and the traction force F applied to the road from the driving wheel, and determining the road surface slipperiness from the slip ratio s, the traction force F and the vehicle mass m. In accordance with the invention, the method comprises predetermining the slip ratio S 0 of the driving wheel (8) on a non-slip surface as a function of the normal force N applied to the road (1) from the driving wheel and depending on the vehicle mass m, and of the traction force F; determining the slip ratio S, the normal force N 1 and the traction force F 1 of the driving wheel (8) during driving; determining the normalized slip ratio s' through comparison of the slip ratio S 1 of the driving wheel (8) during driving with the predetermined slip ratio S 0 on a non-slip surface, with the same traction force Fi and normal force N 1 ; and determining the road (1) surface slipperiness from the normalized slip ratio s'.
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公开(公告)号：EP2853438B1
公开(公告)日：2018-08-22
申请号：EP13794750.3
申请日：2013-05-20
申请人： Pioneer Corporation
发明人： KATO, Masahiro , YIN, Dejun
CPC分类号： B60W30/00 , B60K28/16 , B60L3/106 , B60L15/20 , B60L2240/423 , B60L2240/461 , B60L2240/463 , B60L2240/465 , B60L2260/42 , B60L2260/44 , B60W10/06 , B60W30/02 , B60W30/18172 , B60W2050/0022 , B60W2510/0657 , B60W2520/26 , B60W2540/10 , B60W2710/0666 , Y02T10/645 , Y02T10/7005 , Y02T10/72 , Y02T10/7275
摘要： A parameter calculation part (390) calculates an adaptive gain coefficient 'k' for the road surface conditions of the road being traveled upon, on the basis of a frictional coefficient µ and a slip ratio » sent from an acquisition part (310) and a coefficient 'b' in a storage part (380). Subsequently, the parameter calculation part (390) calculates an adaptive time constant Ä by which the stability of traction control can be ensured, on the basis of the gain coefficient 'k' and a coefficient 'a' within the storage part (380). Along with the calculated gain coefficient 'k' being set in a gain multiplication part (370), the calculated time constant Ä is set in a filter part (360). According to these settings, model following control is executed by taking, as a reference model, an adhesion model in which driving wheel does not slip. As a result, it is possible to enhance the slip prevention performance while ensuring control stability, and also possible to implement stable traveling while ensuring the required drive force in accordance with the road surface state.
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公开(公告)号：EP3336387A1
公开(公告)日：2018-06-20
申请号：EP17207774.5
申请日：2017-12-15
CPC分类号： B60W20/15 , B60K6/365 , B60K6/445 , B60K6/543 , B60K28/16 , B60W10/02 , B60W10/06 , B60W10/08 , B60W10/115 , B60W20/40 , B60W30/18172 , B60W30/19 , B60W2510/0657 , B60W2510/1005 , B60W2510/1095 , B60W2520/26 , B60W2710/0661 , B60W2710/0666 , B60W2710/082 , B60W2710/083 , B60W2710/085 , B60W2710/1005 , B60W2710/1022 , F16H3/728 , F16H61/0437 , F16H2059/147 , F16H2059/405 , F16H2200/201 , F16H2200/2041 , F16H2200/2066 , F16H2200/2082 , Y02T10/6239 , Y02T10/6286 , Y02T10/7258 , Y10S903/911 , Y10S903/914 , Y10S903/918 , Y10S903/93
摘要： A vehicle control apparatus (80; 122) includes: a transmission shifting control portion (82) configured to implement a shifting action of a step-variable transmission (20; 110), by controlling a releasing action of a releasing coupling device (C, B) and an engaging action of an engaging coupling device (C, B); a torque control portion (86) configured to implement a feedback control to control an input torque (Tm, Ti) inputted to the step-variable transmission (20; 110) during the shifting action of the step-variable transmission (20; 110), such that a value (dωm/dt) representing a state of a rotary motion of an input rotary member (30; 124) of the step-variable transmission (20; 110) coincides with a target value that is dependent on a degree (Rpro) of progress of the shifting action; and a backup control portion (90) configured to inhibit the feedback control, when it is determined that the drive wheels (28; 116) are slipped during the shifting action, and to compensate a transmitted torque (Tcb) to be transmitted through an initiative coupling device (C, B), such that the shifting action is facilitated by compensation of the transmitted torque (Tcb).
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公开(公告)号：EP2634059A4
公开(公告)日：2018-05-02
申请号：EP11836251
申请日：2011-10-25
申请人： NISSAN MOTOR
发明人： UENO MUNETOSHI , OHNO TAKESHI , KUDO NOBORU
IPC分类号： B60W20/00 , B60K6/48 , B60K6/543 , B60K6/547 , B60L11/14 , B60W10/06 , B60W10/08 , B60W10/26
CPC分类号： B60W20/10 , B60K6/48 , B60K2006/4825 , B60L7/14 , B60L7/26 , B60L11/14 , B60L15/20 , B60L15/2009 , B60L2210/40 , B60L2240/12 , B60L2240/421 , B60L2240/423 , B60L2240/441 , B60L2240/443 , B60L2240/486 , B60L2240/507 , B60L2240/80 , B60L2260/44 , B60L2270/145 , B60W20/40 , B60W50/0098 , B60W2050/0042 , B60W2510/0657 , B60W2540/10 , Y02T10/6221 , Y02T10/6252 , Y02T10/642 , Y02T10/645 , Y02T10/70 , Y02T10/7077 , Y02T10/7241 , Y02T10/7275 , Y10S903/903
摘要： A driving torque control device for a hybrid vehicle has an engine torque estimation unit configured to estimate an engine torque by compensating for a retardation caused by a delay filter in an engine torque instruction value, and a retardation factor selection unit configured to select, as a retardation factor indicating a retardation degree of the delay filter, any one of an increase-side retardation factor for a case where the engine torque instruction value increases and a decrease-side retardation factor for a case where the engine torque instruction value decreases. The retardation factor selection unit performs switching between the increase-side retardation factor and the decrease-side retardation factor in a case where a difference between the engine torque estimation value and the engine torque instruction value as a filter input value is equal to or smaller than a predetermined value.
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公开(公告)号：EP3289679A1
公开(公告)日：2018-03-07
申请号：EP16789836.0
申请日：2016-04-29
发明人： AMIGO, Andrew
CPC分类号： F02N11/06 , B60K6/40 , B60K6/48 , B60K17/24 , B60K17/28 , B60K25/06 , B60K2006/4808 , B60K2006/4816 , B60K2006/4833 , B60W10/00 , B60W10/08 , B60W10/26 , B60W20/14 , B60W30/18127 , B60W30/1888 , B60W2510/0604 , B60W2510/0638 , B60W2510/0657 , B60W2510/242 , B60W2520/105 , B60W2540/10 , B60W2550/142 , B60W2550/143 , B60W2710/083 , B60W2710/085 , B60W2710/242 , F02N11/04 , F02N15/08 , Y02T10/6221 , Y02T10/6256 , Y02T10/626
摘要： An auxiliary power system for a motor vehicle includes a power generator that generates electricity to charge one or more auxiliary power system batteries. The motor vehicle includes an engine and drive train that distributes power from the engine to the drive wheels. The drive train can include a transmission, a drive shaft and a differential that connects the engine to the drive wheels. The power generator can be connected to the drive train (e.g., the transmission, the drive shaft or the differential) to draw power to generate electricity as well as to apply braking loads on the drive wheels to increase the ability to stop the motor vehicle.
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公开(公告)号：EP3279520A1
公开(公告)日：2018-02-07
申请号：EP16771960.8
申请日：2016-02-22
申请人： Jatco Ltd , Nissan Motor Co., Ltd.
发明人： KAMIYA, Kohei , HONMA, Tomoaki , SUZUKI, Akito , ENDO, Yasuhiro
IPC分类号： F16H61/14
CPC分类号： F16H61/14 , B60W30/18072 , B60W2510/0233 , B60W2510/0657 , F16H59/18 , F16H61/143 , F16H2059/186 , F16H2059/467 , F16H2061/146
摘要： When a torque converter (2) is being returned to a full engagement state as a result of an ON operation of an accelerator after temporary disengagement of the full engagement state, during the execution of control that achieves the full engagement state after increasing the rotation of an internal combustion engine (1) by means of slip engagement while expanding the torque transmission capacity of a lockup clutch (20), if it is determined that there has been a gain in the output torque of the internal combustion engine (1) when, within a prescribed period of time after the beginning of the control, the detected input/output differential rotation speed of the lockup clutch (20) is at or below a second prescribed value (ΔN2) that is smaller than a first prescribed value (ΔN1) after having increased to or above the first prescribed value, a prescribed capacity is added to the expanding torque transmission capacity of the lockup clutch (20). It is possible to avoid judder vibration caused by the release of an accelerator pedal during a transition to a lockup state.
摘要翻译： 当在完全接合状态的暂时分离之后由于加速器的接通操作而使变矩器（2）返回到完全接合状态时，在执行达到完全接合状态的控制之后，在增加旋转之后 如果确定内燃机（1）的输出扭矩中存在增益，则在扩大锁止离合器（20）的扭矩传递容量的同时通过打滑接合来控制内燃机（1） 在控制开始后的规定时间内，检测出的锁止离合器（20）的输入输出转速成为小于第一规定值（ΔN1）的第二规定值（ΔN2）以下， 在增加到第一规定值以上后，在锁止离合器20的膨胀扭矩传递容量上加上规定的容量。 在转换到锁定状态期间可以避免由加速器踏板的释放引起的颤动振动。
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公开(公告)号：EP3124773A4
公开(公告)日：2017-12-27
申请号：EP15769015
申请日：2015-02-26
申请人： JATCO LTD
发明人： TOHTA YUZURU , WAKAYAMA HIDESHI , INOUE MAMIKO , INOUE TAKUICHIRO
CPC分类号： B60W30/18 , B60W10/04 , B60W10/06 , B60W10/11 , B60W10/115 , B60W2400/00 , B60W2510/0638 , B60W2510/0657 , B60W2710/02 , B60W2710/0666 , B60W2710/10 , F16H37/022 , F16H61/0437 , F16H61/66259 , F16H2061/0087 , F16H2061/0477
摘要： An engine control device for a vehicle including a power train where a continuously variable transmission is coupled to an engine, includes engine torque control means configured to control the engine so as to obtain an basic engine torque corresponding to an operating state of the vehicle, and command means configured to command engine torque control means to increase an engine torque from the basic engine torque during a gear shifting from a first speed stage to a second speed stage. The continuously variable transmission includes a continuously variable transmission mechanism, an auxiliary transmission mechanism that includes at least a first engagement portion and a second engagement portion to achieve the gear shifting from the first speed stage to the second speed stage, and shift control means configured to set a target value of a transmission gear ratio of the entire continuously variable transmission mechanism and the auxiliary transmission mechanism based on the operating state of the vehicle to control the continuously variable transmission mechanism such that the target value is achieved.
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公开(公告)号：EP2371646B1
公开(公告)日：2017-11-29
申请号：EP11160077.1
申请日：2011-03-28
CPC分类号： B60K6/48 , B60K2006/4808 , B60W10/06 , B60W10/08 , B60W10/11 , B60W20/11 , B60W20/12 , B60W50/0097 , B60W50/082 , B60W2510/0638 , B60W2510/0657 , B60W2510/081 , B60W2510/083 , B60W2530/18 , B60W2540/04 , Y02T10/6221 , Y02T10/626 , Y02T10/6269 , Y02T10/6291 , Y02T10/84
摘要： An apparatus includes a transmission (14), an engine (12) coupled to an input side of the transmission (14), and an electromechanical device (30) coupled to an output side of the transmission (14). The apparatus also includes a differential (16) coupled to the output side of the electromechanical device (30) and a controller (44) coupled to the electromechanical device (30). The controller (44) is programmed to receive a travel range estimate, monitor an operating characteristic of the engine (12), and monitor an operating characteristic of the transmission (14). The controller (44) is further programmed to monitor an operating characteristic of the electromechanical device (30) and control operation of the electromechanical device (30) based on the travel range estimate, the operating characteristic of the engine (12), the operating characteristic of the transmission (14), and the operating characteristic of the electromechanical device (30).
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