REGENERATION CONTROL DEVICE FOR VEHICLE

A regeneration control device for vehicle including a generator for generating power by being driven by an engine and configured to convert kinetic energy of a vehicle into electrical energy by the generator includes a generated voltage control unit configured to variably control a generated voltage of the generator, a road traffic environment detection unit configured to detect a road traffic environment, a recommended deceleration calculation unit configured to calculate a recommended deceleration during coasting depending on the road traffic environment, and a regeneration control unit configured to convert the kinetic energy of the vehicle into the electrical energy by increasing the generated voltage of the generator as the recommended deceleration increases. 16-. (canceled)7. A regeneration control device for vehicle including:a generator to be driven by an engine, and a generated voltage control unit configured to variably control a generated voltage of the generator;', 'a road traffic environment detection unit configured to detect a road traffic environment;', 'a recommended deceleration calculation unit configured to calculate a recommended deceleration during coasting depending on the road traffic environment; and', 'a regeneration control unit configured to convert the kinetic energy of the vehicle into the electrical energy by increasing the generated voltage of the generator as the recommended deceleration increases;', 'wherein the regeneration control unit operates a load respond control for gradually increasing the generated voltage of the generator when an engine rotation speed is not higher than a predetermined rotation speed if the recommended deceleration is not larger than a normal permissible deceleration normally permitted during coasting and maintains the engine rotation speed at a rotation speed higher than the predetermined rotation speed by increasing the speed ratio of the continuously variable transmission so that the load respond ...

VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

A vehicle control device includes a travel environment recognition device configured to recognize travel environment, a vehicle travel state detection device, and an autonomous/manual driving mode controller. The autonomous/manual driving mode controller includes a learning correction unit configured to store at least one of a plurality of control parameters indicating the vehicle travel state by operation of the driver in the autonomous driving mode, and to correct the control parameter in the autonomous driving mode according to the stored control parameter. When the stored control parameter is the control parameter changed by an operation by the driver midway in passing or after passing, the learning correction unit is configured to correct the control parameter in the autonomous driving mode so that an acceleration level or the deceleration level is increased midway in passing or after passing. 1. A vehicle control device comprising:a travel environment recognition device configured to recognize travel environment ahead according to information relating to the travel environment input from outside;a vehicle travel state detection device configured to detect a vehicle travel; state; and a control parameter calculation unit configured to calculate a control parameter according to the travel environment detected by the travel environment recognition device,', 'an autonomous driving mode control unit configured to control at least one of an engine, a transmission, a brake, and a steering angle based on the control parameter calculated by the control parameter calculation unit,', 'a manual driving mode control unit configured to control at least one of the engine, the transmission, the brake, and the steering angle according to operation by a driver; and', 'a learning correction unit configured to store at least one of a plurality of control parameters indicating the vehicle travel state by operation of the driver in the autonomous driving mode, and to correct the ...

DRIVING FORCE CONTROL DEVICE FOR HYBRID VEHICLE AND DRIVING FORCE CONTROL METHOD FOR HYBRID VEHICLE

A driving force control device for a hybrid vehicle includes: a travel load calculation unit adapted to divide a predicted route from a current position to a predetermined distance ahead into a plurality of intervals, and to estimate a travel load in each interval; a recommended discharge amount calculation unit adapted to search for a regeneration possible interval, in which a travel condition required by a driver can be maintained even when an output of an internal combustion engine is stopped and regeneration is performed by a motor/generator, from an estimation result, and to estimate a charge amount expected value in the regeneration possible interval, and distributes the charge amount expected value preferentially to an adjacent interval to the regeneration possible interval as a recommended discharge amount in order to stop the output of the internal combustion engine; and an energy management unit that controls an operation of the motor/generator in the current position on the basis of a travel condition, a state of charge, and the recommended discharge amount in the current position. 1. A driving force control device for a hybrid vehicle that includes both an internal combustion engine and a motor/generator as drive sources , comprising:a travel load calculation unit adapted to divide a predicted route from a current position to a predetermined distance ahead into a plurality of intervals, and to estimate a travel load in each interval;a recommended discharge amount calculation unit adapted to search for a regeneration possible interval, in which a travel condition required by a driver can be maintained even when an output of the internal combustion engine is stopped and regeneration is performed by the motor/generator, from an estimation result obtained by the travel load calculation unit, and to estimate a charge amount expected value, which is an amount of energy that can be regenerated in the regeneration possible interval, and distributes the charge ...

Vehicular hydraulic control device and vehicular hydraulic control method

The present invention is configured such that: in a stopped state of an electric oil pump (M/O/P), control of the electric oil pump (M/O/P) is started such that, when a driver has the intention of demanding drive force, a discharge pressure takes on a target hydraulic pressure (P Th ) determined in accordance with the demanded drive force from the driver; and a pressure regulation target value of a line pressure regulation valve ( 101 ) is set to a value that is higher than or equal to the target hydraulic pressure (P Th ). Thus, it is possible to provide a vehicular hydraulic control device capable of suppressing hunting in line pressure (PL) when the line pressure (PL) is regulated so as to take on the target hydraulic pressure (P Th ).

OIL PRESSURE CONTROL DEVICE FOR VEHICLE AND OIL PRESSURE CONTROL METHOD FOR VEHICLE

An oil pressure control device for a vehicle is configured such that, when switching from an oil pressure supply by means of a mechanical oil pump driven by a motor/generator to an oil pressure supply by means of an electric oil pump driven by a sub-motor, a supply ratio of oil supplied from the mechanical oil pump and a supply ratio of oil supplied from the electric oil pump, are adjusted based on an oil pressure difference between a first oil pressure and a second oil pressure, via first and second flapper valves. When the first oil pressure becomes less than or equal to a pump drive threshold, an increase in the second oil pressure is initiated, and the first oil pressure and the second oil pressure are made to match at a predetermined equilibrium oil pressure higher than a required line pressure. 1. An oil pressure control device for a vehicle comprising:a first oil pump driven by a traveling driving source for an oil pressure supply;a second oil pump driven by an electric motor separate from the traveling driving source for an oil pressure supply;a ratio adjusting valve provided to adjust a supply ratio of oil supplied from the first oil pump and a supply ratio of oil supplied from the second oil pump, based on an oil pressure difference between a first oil pump discharge pressure and a second oil pump discharge pressure; and set a predetermined oil pressure value higher than a required line pressure as an equilibrium oil pressure and set a predetermined oil pressure value higher than the equilibrium oil pressure as a pump drive threshold, when switching from the oil pressure supply by means of the first oil pump to the oil pressure supply by means of the second oil pump due to a decrease in the first oil pump discharge pressure, and', 'initiate an increase in the second oil pump discharge pressure by driving the second oil pump and permit the first oil pump discharge pressure and the second oil pump discharge pressure to be made to match at the equilibrium oil ...

STARTING CONTROL DEVICE FOR VEHICLE AND STARTING CONTROL METHOD

A vehicle is provided with a mechanical oil pump (O/P) that is driven by a motor/generator (MG), an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and a second clutch (CL) that transmits the drive force of the motor/generator (MG) to left and right drive wheels (LT, RT). When an accelerator pedal is depressed while a brake pedal is still depressed, an integrated controller () drives the electric oil pump (M/O/P) before the brake pedal is released, and oil pressure supplied to the second clutch (CL) is increased. 1. A starting control device for a vehicle , comprising:a first oil pump configured to perform hydraulic supply by being driven by a traveling drive source which becomes a non-driven state during stopping of the vehicle while a brake pedal is depressed;a second oil pump configured to perform the hydraulic supply by being driven by an electric motor which becomes a non-driven state during the stopping of the vehicle while the brake pedal is depressed, the second oil pump which is provided separately from the traveling drive source;a starting clutch configured to transmit drive force of the traveling drive source to drive wheels at a time of starting of the vehicle, the starting clutch which is disposed between the traveling drive source and the drive wheels; anda starting controller configured to increase oil pressure supplied to the starting clutch by a second oil pump discharge pressure by driving the second oil pump before the brake pedal is released, when an accelerator pedal is depressed while the brake pedal is still depressed during the stopping of the vehicle.2. The starting control device for the vehicle according to claim 1 , wherein the traveling drive source has an engine and a traveling motor claim 1 , andwherein when an accelerator opening degree at a time of depression of the accelerator pedal is at a predetermined threshold or less, the starting controller drives only the traveling motor when the brake pedal is released, and the ...

VEHICULAR HYDRAULIC CONTROL DEVICE AND HYDRAULIC CONTROL METHOD

A hydraulic control device includes: a mechanical oil pump (O/P) that is driven by a motor/generator (M/G) and that generates a first hydraulic pressure (P1); an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and that generates a second hydraulic pressure (P2); and a controller (). When a demanded drive force from a driver is generated while in a low-vehicle-speed region which is lower than a first vehicle speed (V1) at which the output of the mechanical oil pump (O/P) becomes unstable, the controller () controls the electric oil pump (M/O/P) such that the second hydraulic pressure (P2) becomes larger than a compensative hydraulic pressure (Pα) found by subtracting the first hydraulic pressure (P1) from a necessary hydraulic pressure (Pne) determined in accordance with the demanded drive force. 1. A vehicular hydraulic control device comprising:a first oil pump configured to be driven by a vehicle drive source, and perform hydraulic pressure supply;a second oil pump configured to be driven by an electric motor other than the vehicle drive source, and perform hydraulic pressure supply; anda second oil pump controller configured to perform a first operation of driving the second oil pump in a manner to cause a second oil pump discharge pressure to be greater than a compensation hydraulic pressure, in response to an occurrence of a driver-requested driving force when in a low vehicle speed region where a vehicle speed is lower than a first vehicle speed, wherein the compensation hydraulic pressure is obtained by subtracting a first oil pump discharge pressure from a required hydraulic pressure, wherein the required hydraulic pressure is determined in accordance with the driver-requested driving force.2. The vehicular hydraulic control device as claimed in claim 1 , wherein the second oil pump controller is further configured to implement the first operation by driving the second oil pump in a manner to cause the second oil pump discharge pressure to be ...

OIL PRESSURE CONTROL DEVICE FOR VEHICLE AND OIL PRESSURE CONTROL METHOD

An oil pressure control device has a mechanical oil pump (O/P) driven by a motor/generator (MG), an electric oil pump (M/O/P) driven by a sub motor (S/M) and a line pressure regulating valve (). In a case where a state is changed from a state in which the motor/generator (MG) is stopped and the electric oil pump (M/O/P) is driven to a state in which the motor/generator (MG) is started and the electric oil pump (M/O/P) is stopped, when a total flow amount of a working fluid discharge flow amount of the mechanical oil pump (O/P) and a working fluid discharge flow amount of the electric oil pump (M/O/P) is equal to or greater than a pressure regulation limit flow amount of the pressure regulating valve (), the working fluid discharge flow amount of the electric oil pump (M/O/P) is decreased. 1. An oil pressure control device for a vehicle comprising:a first oil pump driven by a travel drive source and discharging working fluid;a second oil pump driven by an electric motor that is provided separately from the travel drive source and discharging working fluid;a pressure regulating valve regulating a first oil pump discharge pressure and/or a second oil pumpdischarge pressure; andan oil pressure controller configured to change, during pressure regulation by the pressure regulating valvea state from a state in which the travel drive source is stopped and the second oil pump is driven to a state in which the travel drive source is started and the second oil pump is stopped, andthe oil pressure controllerbeing configured to, when a total flow amount of a working fluid discharge flow amount of the first oil pumpand a working fluid discharge flow amount of the second oil pumpis equal to or greater than a pressure regulation limit flow amount of the pressure regulating valve, decrease the working fluid discharge flow amount of the second oil pump.2. The oil pressure control device for the vehicle as claimed in claim 1 , wherein:the oil pressure controller is configured so that ...

Excavation service machine

(57)【要約】 【課題】 要求車軸駆動力が最低燃費で実現されるよう 無段変速機の変速制御およびエンジンのスロットル開度 制御を行う。 【解決手段】 21で、センサ14によるアクセル開度検出 値APS およびセンサ19による検出車速VSP を基に要求車 軸駆動力Ｔ S を求め、22は、センサ18による検出変速機 出力回転数Ｎ sec をファイナルドライブギヤ比ｉ F で除 算することで車軸回転数Ｎ S を求める。23は、要求車軸 駆動力Ｔ S と車軸回転数Ｎ S との乗算により要求馬力Ｈ Ｐ S を算出し、24は、エンジンの特性線図を基に、要求 馬力ＨＰ S を最低燃費で発生させるエンジン回転数目標 値Ｎ e * およびエンジン出力目標値Ｔ e * を求め、Ｎ e * に対応した変速機目標入力回転数Ｎ pri * を求める。 25は、Ｎ pri * をＮ sec で除算して求めた目標変速比ｉ * を出力し、26は、目標エンジン出力Ｔ e * を発生させ る目標スロットル開度ＴＶＯ * を求めて出力する。

Bucket controller for power shovel service machine

(57)【要約】 【課題】 要求車軸駆動力が最低燃費で実現されるよう な駆動力制御を実現しつつ、要求に応じたアクセル応答 を最少の燃費犠牲で実現し得るようにする。 【解決手段】 21で、アクセル開度APS および車速VSP から要求車軸駆動力Ｔ S を求め、22は変速機出力回転数 Ｎ sec をファイナルドライブギヤ比ｉ F で除算して車軸 回転数Ｎ S を求める。23は、Ｔ S とＮ S との乗算により 要求馬力ＨＰ S を算出し、24は、エンジンの特性線図を 基に、ＨＰ S を最低燃費で発生させるエンジン回転数目 標値Ｎ e * およびエンジン出力目標値Ｔ e * を求め、Ｎ e * に対応した変速機目標入力回転数Ｎ pri * を求め る。28ではＮ pri * を、27で定めたアクセル応答余裕率 γ APS だけ増大した補正済変速機目標入力回転数Ｎ pri0 * を求め、29ではＴ e * をγ APS だけ低下した補正済目 標エンジン出力Ｔ e0 * を求め、25,26 での目標変速比ｉ * および目標スロットル開度ＴＶＯ * の算出に使う。

CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION

CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION.

CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION

L'invention se rapporte à un appareil de commande pour une transmission automatique.L'appareil de commande ayant des premier et second éléments d'engagement par frottement pour atteindre respectivement des étages de rapport de vitesse plus bas et plus élevé, comprend une section de détermination de valeur cible (10A) fixant une différence de vitesse de rotation entre des côtés entrée et sortie de l'élément d'engagement par frottement, une section de calcul de capacité de couple totale (10B), une section de détermination de rapport de distribution (10C)de la capacité de couple totale aux premier et second éléments d'engagement par frottement, une section de calcul des capacité de couple individuelle (10D) requises des premier et second éléments d'engagement, et une section de commande d'engagement des premier et second éléments d'engagement selon la capacité de couple individuelle. La transmission automatique réalise un passage à la vitesse supérieure par commutation entre les premier et second éléments d'engagement en se basant sur la capacité de couple individuelle pendant un déplacement en marche d'un véhicule.L'invention est applicable dans le domaine de la construction automobile. The control apparatus having first and second friction engaging members for reaching lower and higher speed ratio stages, respectively, comprises a control section for an automatic transmission.The control apparatus determining a target value (10A) setting a rotational speed difference between input and output sides of the frictional engagement member, a total torque capacity calculation section (10B), a ratio determining section of distributing (10C) the total torque capacity to the first and second frictional engagement members, a calculation section of the individual torque capacitance (10D) required of the first and second engagement members, and a control section of commitment of the first and second commitment elements according to ...

AUTOMATIC TRANSMISSION, AND APPARATUS AND METHOD FOR CONTROLLING THE SAME

An automatic transmission includes at least an input section, an output section, first and second frictional engagement elements, and a controller. The input section receives an input torque from a drive unit. The first frictional engagement element has an engaged state allowing the output section to rotate at a first transmission gear ratio with respect to the input section. The second frictional engagement element has an engaged state allowing the output section to rotate at a second transmission gear ratio with respect to the input section. The controller controls at least a gear shift from the first transmission gear ratio to the second transmission gear ratio. The controller controls the first and second frictional engagement elements and the drive unit so as to cancel an inertia torque resulting from the gear shift.

Control system for by=pass control e.g. for motor vehicle automatic gear transmission

The control system is used in a motor vehicle, with an engine, an automatic transmission and a torque converter, and also with the override clutch, which is operationally capable of a variable engagement power. To give a controlled dimension of mechanical connection between the engine and the automatic gear changing drive. Facilities are provided for detecting the vehicle operating conditions including the engine output, determining a driver operation for altering the acceleration and evenness in a retarding condition. Also a control unit for controlling the engaging force of the override clutch. The control unit contains a unit for computing a first value on the basis of the detected vehicle operating conditions, a unit for computing a second value on the basis of the engine output, a unit for adjusting the bridging coupling power to a value, which is essentially equal to the first value plus a second value in a first stage of the coupling power control, if the engine output power remains positive. A unit reduces the bridging coupling power with a predetermined speed, to the first value with a second stage of the coupling power control, after the engine output power is negative.

Hybrid vehicle drive force control device and control method

In a hybrid vehicle wherein the rotation torque of a motor and engine are input to a continuously variable transmission, a target speed ratio is determined from a target engine rotation speed set based on a target drive torque of said vehicle and a vehicle speed. A target combined torque of the motor and engine is set based on the target drive torque and a real speed ratio of the transmission. A target motor torque is determined based on the target combined torque and the input rotation speed of the continuously variable transmission. A value obtained by subtracting the target motor torque from the target combined torque is set equal to a target engine torque. The drive force of the hybrid vehicle is optimized by controlling the engine, motor and continuously variable transmission by the target engine torque, target motor torque and target speed ratio thus obtained.

Engine transmission control system

A control system for a vehicle with an engine-CVT power train senses operator's desire relative to movement of the vehicle and translates the sensed operator's desire into a predetermined variable indicative of drive force applicable to the vehicle drive wheel. In integrated control mode, the predetermined variable indicative of drive force controls the engine throttle and the ratio of the CVT. In individual control mode, the integrated control is put out of operation and the sensed operator's desire controls the engine throttle and the ratio of the CVT. The control system provides an improved control over the transition period between the control modes.

Driving force control device for vehicle

(57)【要約】 【課題】 減速要求時にこれに符合した減速度を変速制 御により実現し、この際目標エンジン出力を明示的に決 定して減速度制御との干渉を回避可能にする。 【解決手段】 21でアクセル開度APS 、車速VSP から要 求駆動力Ｔ S を求め、23でＴ S と車軸回転数Ｎ S との乗 算により要求馬力HP S を求める。24では、エンジン特性 線図を基にHP S を最低燃費で発生させるエンジン回転数 に対応した駆動制御用変速機目標入力回転数Ｎ priS 、目 標エンジン出力Ｔ e * の組み合わせを求める。28は、減 速度Ｇを所定値にする減速度制御用変速機目標入力回転 数Ｎ priG を求め、27は、29での減速要求判定時にＮ priG を、それ以外Ｎ priS を変速機目標入力回転数Ｎ pri * と し、25で、Ｎ pri * に対応した目標変速比ｉ * を出力す る。26は、Ｔ e * が発生する駆動制御用目標スロットル 開度TVO S を求め、31は、減速要求判定時に、32で設定 した最小スロットル開度TVO G を目標スロットル開度TV O * とし、それ以外でTVO S をTVO * とする。

Control device for automatic transmission

(57)【要約】 【課題】 スリップ制御も採用するＬ／Ｕ式の自動変速 機の制御に好適で、スリップ制御中、スロットルが閉じ られてもエンジントルク変化をそのまま伝達せず、運転 性が損なわれる等の不利等を回避し得て適切なＬ／Ｕ制 御を行う。 【解決手段】 Ｌ／Ｕクラッチの締結容量を任意に設定 できる制御装置、その差動回転数を計測する手段を有し て、エンジントルクの減少が予測、もしくは検知された 場合、現在の差動回転数の維持を止め、滑らかにＬ／Ｕ クラッチが締結されるよう、Ｌ／Ｕ制御を行う。変速機 コントローラは、例えばスリップＬ／Ｕ制御中、スロッ トル（ＴＶＯ）が閉じられたとき（時刻ｔ１）、スリッ プ回転がＬ／Ｕ締結を示す値になるまで（ｔ１〜ｔ ２）、現在のＬ／Ｕ制御指令値を維持もしくは、スリッ プ回転減少に影響を与えない速度で、スリップ再開に備 えて緩やかに減少させる。

Hybrid vehicle drive force control device

Control apparatus for automatic transmission i.e. twin clutch type transmission, has total torque-capacity calculating section to calculate total torque capacity to bring actual rotational-speed difference of clutches

The apparatus has a target-value setting section setting a target rotational-speed difference between input and output rotational speeds of two clutches. An engagement control section controls engagement states of clutches based on the torque capacities calculated by an individual torque-capacity calculating section. A total torque-capacity calculating section calculates a total torque capacity necessary for two clutches to bring an actual rotational-speed difference between the input and output rotational speed of the clutches. An independent claim is also included for a control method for an automatic transmission.

AUTOMATIC TRANSMISSION, AND APPARATUS AND METHOD FOR CONTROLLING THE SAME

Une transmission automatique comprend au moins une section d'entrée, une section de sortie, des premier et second éléments de mise en prise par frottement et une unité de commande. La section d'entrée reçoit un couple d'entrée d'une unité d'entraînement. Le premier élément de mise en prise par frottement a un état mis en prise permettant à la section de sortie de tourner à un premier rapport de transmission par rapport à la section d'entrée. Le second élément de mise en prise par frottement a un état mis en prise permettant à la section de sortie de tourner à un second rapport de transmission par rapport à la section d'entrée. L'unité de commande commande au moins un passage de vitesse du premier rapport de transmission au second rapport de transmission. L'unité de commande commande les premier et second éléments de mise en prise par frottement et l'unité d'entraînement de sorte à annuler un couple d'inertie résultant du passage de vitesse. An automatic transmission includes at least one input section, one output section, first and second frictional engagement elements and a control unit. The input section receives an input torque from a drive unit. The first friction engaging element has a engaged state allowing the output section to rotate at a first transmission ratio with respect to the input section. The second friction engaging member has a engaged state allowing the output section to rotate at a second transmission ratio with respect to the input section. The control unit controls at least one shift of the first transmission ratio to the second transmission ratio. The control unit controls the first and second friction engaging members and the drive unit to cancel an inertia torque resulting from the shift.

Starting control device for vehicle and starting control method

A vehicle is provided with a mechanical oil pump (O/P) that is driven by a motor/generator (MG), an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and a second clutch (CL 2 ) that transmits the drive force of the motor/generator (MG) to left and right drive wheels (LT, RT). When an accelerator pedal is depressed while a brake pedal is still depressed, an integrated controller ( 10 ) drives the electric oil pump (M/O/P) before the brake pedal is released, and oil pressure supplied to the second clutch (CL 2 ) is increased.

Integrated control system for electronically-controlled engine and automatic transmission

An integrated control system for both an electronically-controlled engine and a steplessly variable automatic transmission, comprises a speed-change ratio arithmetic processing section for calculating the speed-change ratio as a ratio of the transmission input speed to the transmission output speed, a target driving torque arithmetic processing section for retrieving a target driving torque, based on both the accelerator operating amount and the vehicle speed, from a first predetermined characteristic map, and a target speed-change ratio arithmetic processing section for retrieving a target speed-change ratio, based on both the accelerator operating amount and the vehicle speed, from a second predetermined characteristic map. Also provided is a target engine output torque arithmetic processing section for calculating a target engine output torque, based on all of the target driving torque, the speed-change ratio, and a speed ratio of the transmission input speed to the engine speed. Depending on the engine speed and the target engine output torque, the throttle opening and the transmission input speed are both feedback-controlled.

Device and method for controlling an automatic transmission

Eine Steuervorrichtung für ein Automatikgetriebe umfasst einen Zielwert-Setzabschnitt, der konfiguriert ist, um eine Zieldrehgeschwindigkeitsdifferenz zwischen den Eingangs- und Ausgangsdrehgeschwindigkeiten eines ersten und/oder eines zweiten Reibungsverbindungselements zu setzen, sodass die Eingangsdrehgeschwindigkeit höher als die Ausgangsdrehgechwindigkeit ist, wenn ein Herunterschalten während einer Leistungsfahrt durchgeführt wird; einen Gesamtdrehmomentkapazitäts-Berechnungsabschnitt, der konfiguriert ist, um eine Gesamtdrehmomentkapazität des ersten und des zweiten Reibungsverbindungselements zu berechnen, indem ein Getriebeeingangsdrehmoment zu einem Korrekturwert addiert wird, der aus einer Abweichung zwischen der Zieldrehgeschwindigkeitsdifferenz und einer tatsächlichen Drehgeschwindigkeitsdifferenz berechnet wird, sodass die tatsächliche Drehgeschwindigkeitsdifferenz zu der Zieldrehgeschwindigkeitsdifferenz gebracht wird; einen Verteilungsverhältnis-Setzabschnitt, der konfiguriert ist, um ein Verteilungsverhältnis zu setzen; einen Einzeldrehmomentkapazitäts-Berechnungsabschnitt, der konfiguriert ist, um Einzeldrehmomentkapazitäten für beide Reibungsverbundungselemente auf der Basis der Gesamtdrehmomentkapazität und des Verteilungsverhältnisses zu berechnen; und einen Verbindungssteuerabschnitt, der konfiguriert ist, um die Verbindungszustände beider Reibungsverbindungselemente in Übereinstimmung mit den Einzeldrehmomentkapazitäten zu steuern. An automatic transmission control apparatus includes a target value setting section configured to set a target rotational speed difference between the input and output rotational speeds of a first and / or a second friction link so that the input rotational speed is higher than the output rotational speed when downshifting during a power running is carried out; a total torque capacity calculating section configured to calculate a total torque capacity of the first and second friction link members by adding a ...

Vehicle drive system

A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2 . While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Vehicular hydraulic control device and vehicular hydraulic control method

The present invention is configured such that: in a stopped state of an electric oil pump (M/O/P), control of the electric oil pump (M/O/P) is started such that, when a driver has the intention of demanding drive force, a discharge pressure takes on a target hydraulic pressure (P Th ) determined in accordance with the demanded drive force from the driver; and a pressure regulation target value of a line pressure regulation valve (101) is set to a value that is higher than or equal to the target hydraulic pressure (P Th ). Thus, it is possible to provide a vehicular hydraulic control device capable of suppressing hunting in line pressure (PL) when the line pressure (PL) is regulated so as to take on the target hydraulic pressure (P Th ).

Shift control apparatus and method for automatic transmission

A shift control apparatus includes an automatic transmission provided with a first friction-engagement element and a second friction-engagement element; and a friction-engagement element control section configured to control the first and second friction-engagement elements. The friction-engagement element control section includes a target-value setting section configured to set a first target differential speed; a first control section configured to bring a rotational speed difference of the first friction-engagement element gradually close to the first target differential speed; and a second control section. The second control section includes a torque-capacity calculating section configured to calculate a total transfer-torque capacity, and a distribution ratio setting section configured to set a distribution ratio between transfer-torque capacities of the first and second friction-engagement elements. The second control section sets transfer-torque capacities of the first and second friction-engagement elements on the basis of the calculated total transfer-torque capacity and the set distribution ratio, and adjusts each of engagement-control parameters for the first and second friction-engagement elements in accordance with the set transfer-torque capacities of the first and second friction-engagement elements.

Clutch control apparatus and method

A clutch control apparatus for a power transmission system including an input rotating member and an output rotating member. The clutch control apparatus includes a friction clutch, and a control unit. The control unit sets a first desired clutch torque setting in accordance with a clutch slip indicator; sets a second desired clutch torque setting to an amount of torque input from the input rotating member to the friction clutch; controls the clutch torque to be the first desired clutch torque setting during a starting stage of the friction clutch; controls the clutch torque to be the second desired clutch torque setting during a steady-state stage of the friction clutch; and controls the clutch torque to gradually change from the first desired clutch torque setting to the second desired clutch torque setting during a transition stage between the starting stage and the steady-state stage.

Vehicle driving force control apparatus

The vehicle driving force control apparatus includes a target driving force computing component that is configured to calculate a target driving force. The vehicle driving force control apparatus further includes a zone attribute detecting component that is configured to detect zone attributes and a requested driving force detecting component that is configured to detect a requested driving force. The target driving force computing component has a zone attribute compensation control section that is configured to calculate a compensation driving force according to the zone attribute being detected and a compensation driving force upper limit value setting section that is configured to set an upper limit value for the compensation driving force in response to the requested driving force. The compensation driving force limited with the upper limit value is used as a final compensation driving force.

車両の駆動力制御装置

(57)【要約】 【課題】 車両の駆動力制御に当たり、これを低アクセ ル開度域においても、正確に、且つ、滑らかに行い得る ようにする。 【解決手段】 アクセル開度（ＡＰＳ）の格子軸上にお ける予定のＡＰＳ格子点ごとに設定された、車速ＶＳＰ および目標駆動力Ｔの２次元座標上の目標駆動力曲線か ら、車速に対応する目標駆動力を求め、車両駆動力をこ の目標値となるよう制御する。ここで上記２次元座標上 における予定のＡＰＳ格子点ごとの目標駆動力曲線と、 同じ２次元座標上に表記した車両の走行抵抗曲線Ｒ／Ｌ との交点がそれぞれ、車速軸方向に見てほぼ等間隔にな るようＡＰＳ格子点を定める。故に低アクセル開度域に おいても隣り合うＡＰＳ格子点間での駆動力段差が大き くならず、直線補間して求める目標駆動力が正確になる と共に、アクセル開度変化に対しエンジン出力トルクが 急変せず、滑らかな駆動力制御が可能である。

車両の駆動力制御装置

(57)【要約】 【課題】 駆動力をエンジン制御と変速制御とで過渡制 御する場合に一方に大きな応答遅れがあってもエンジン 出力の急変なしに狙った制御を可能にする。 【解決手段】 21でアクセル踏量APS 、車速VSP から要 求駆動力Ｔ S を求め、26で過渡目標駆動力Ｔ ST を求め、 23でＴ ST と車軸回転数Ｎ S との乗算により要求馬力HP S を求める。24では、エンジン特性線図を基にHP S を最低 燃費で発生させるエンジン回転数に対応した変速機目標 入力回転数Ｎ pri * を求め、目標変速比i * の算出に資 する。28はＴ ST を車輪駆動系実変速比ｉ T で除算して目 標エンジン出力Ｔ e * を求め、調整部29で、応答遅れの 大きな変速遅れ分を相殺するためのＴ e * に内包された 補正量を、エンジン出力の急変が生じないよう調整して 補正済目標エンジン出力Ｔ eT を求め、演算部30で、Ｔ eT を発生する目標スロットル開度ＴＶＯ * を求める。

車両の制御装置

【課題】 コーナーの旋回方向に係らず運転者に違和感を与えることがない車両の制御装置を提供すること。【解決手段】 本発明の車両の制御装置では、道路のコーナー情報を検出するコーナー情報検出手段と、検出されたコーナー情報に基づいて、車両前方のコーナー手前において、前記コーナー走行時の横加速度が、道路の中心から左右端に向けて低くなる横断勾配に係らず目標横加速度となる推奨車速を演算する推奨車速演算手段と、を備えた。【選択図】 図５

自動変速機のロックアップ制御装置

(57)【要約】 （修正有） 【課題】 ロックアップ状態で急減速した時のエンジン ストール防止策として、トルクコンバータをスリップ状 態にしないでこの対策を可能にし、フューエルカットに よる燃費向上が犠牲になるのを防止する。 【解決手段】 コントローラ９はスロットル開度ＴＨお よび出力回転数Ｎｏに基づき、ソレノイド６，７を介し 自動変速機２を変速制御すると共に、ソレノイド８を介 しトルクコンバータ３をロックアップ制御する。ロック アップ状態でＴＨを０近くにする惰性走行時、コントロ ーラ９はソレノイド８を介しトルクコンバータ３を、ス リップが生じない範囲で最も小さな惰性走行用締結容量 にする。急減速に至る時コントローラ９はロックアップ を解除するが、上記ロックアップ容量低下はこれを速や かに完遂させてエンジンストールを防止する。

自動変速機の制御装置及び自動変速機の制御方法

【課題】作動油に空気が混入した場合でも、摩擦締結要素の締結を適切に行うことができるようにする。 【解決手段】コントロールユニット４０は、油圧センサ４５によって検出した実圧がプリチャージを開始してから所定の判定圧に上昇するまでの時間に基づいて、摩擦締結要素の締結初期圧に到達するまでの基準期間を設定する。 【選択図】図１

クラッチ制御装置及びクラッチ制御方法

【課題】 クラッチ制御装置及びクラッチ制御方法に関し、速度比ベースのトルク容量制御から入力トルクベースの定常制御への移行時において、差回転数ベースのロジックを適合させることができるようにする。 【解決手段】 クラッチ２の速度比に応じて第１目標伝達トルクを算出する発進時制御量算出手段５ａと、エンジントルクを第２目標伝達トルクとして算出する定常時制御量算出手段５ｂと、クラッチ２の締結の度合を制御するクラッチ締結度制御手段６とを備え、クラッチ締結度制御手段６は、車両の発進時にクラッチ２の該締結の度合を調整する発進制御手段６ａと、該クラッチが完全締結する定常時までの間にクラッチ伝達トルクを第１目標伝達トルクから第２目標伝達トルクへ漸近させる移行制御手段６ｂと、移行制御後に第２目標伝達トルクの大きさに基づき該締結の度合を調整する定常制御手段６ｃとを備える。 【選択図】 図１

車両の制御装置

【課題】 コーナーを走行する際のセンターライン内側もしくは外側に係らず運転者に違和感を与えることがない車両の制御装置を提供すること。【解決手段】 本発明の車両の制御装置では、道路のコーナーの曲率半径を検出するコーナー情報検出手段と、車両前方のコーナー手前において、検出された曲率半径を道路の中心に対する車両の半径方向位置に応じて補正し、前記コーナー走行時の横加速度が目標横加速度となる推奨車速を演算する推奨車速演算手段と、を備えた。【選択図】 図４

Shifting control system

A shifting control system has two gear shift stage groups, two clutches, a clutch release detection section, a pre-shift controller, a clutch oil level detection section and a pre-shift inhibiting section. The clutches are alternately engaged to selectively transmit power from an engine to a wheel. The clutch release detection section detects a release-side clutch which corresponds to the clutch that is in a released state. The pre-shift controller operates a meshing mechanism of the gear shift stage group corresponding to the release-side clutch, so as to undergo pre-shifting when the other clutch is engaged as an engage-side clutch. The clutch oil level detection section determines whether an oil level in the release-side clutch is equal to or greater than a preset oil level. The pre-shift inhibiting section inhibits pre-shifting while the oil level in the release-side clutch is equal to or greater than a preset oil level.

車両の駆動力制御装置

【課題】 特定の周波数域において、ゲインを増減させることで、ドライバー等の搭乗者に与える振動成分を選択可能にし、搭乗者に好まれる振動成分を意図的に実現することができる車両の駆動力制御装置を提供すること。 【解決手段】 内燃機関と、より応答の早い原動機との組み合わせ、あるいは、内燃機関より応答の早い原動機のみを持つ車両において、ドライバーの駆動力要求値に対する基本動特性の周波数ゲイン特性を、周波数が高くなるにしたがって単調減少する特性に設定し、(1) 基本動特性の周波数ゲイン特性に対し、搭乗者の頭部・頚部に生じる加速度から、該頭部，頚部の共振周波数に相当する成分を減ずる補償を加える第１ゲイン補償手段、 (2) 基本動特性の周波数ゲイン特性に対し、搭乗者の胴部に生じる加速度から、該胴部の共振周波数に相当する成分を強調する補償を加える第２ゲイン補償手段、 のうち、少なくとも一方のゲイン補償手段を設ける手段とした。 【選択図】 図１

変速機搭載車両の油圧制御方法及び制御装置

【課題】停車中のエネルギー損失を抑制しながら、発進要求に対する発進応答性を確保する変速機搭載車両の油圧制御方法及び制御装置を提供すること。 【解決手段】ベルト式無段変速機６は、プライマリプーリ油室６３とセカンダリプーリ油室６４を形成する固定側ドラム６１と可動側ドラム６２との間に環状に介装されるオイルシール６５を備える。このベルト式無段変速機６を搭載したＦＦハイブリッド車両において、車両が減速から停止したとき、停車してからもオイルポンプ１４、１５を駆動することで、オイルポンプ１４、１５からの吐出によるプライマリプーリ油室６３及びセカンダリプーリ油室６４への作動油充填を継続する。プーリ油室６３、６４への作動油充填が所定時間継続すると、オイルポンプ１４、１５の駆動を停止する。オイルポンプ１４、１５の駆動を停止した後、発進要求があるとオイルポンプ１４、１５を再駆動する。 【選択図】図３

Driving force control apparatus

無段変速機の油圧制御装置

【課題】停車後の再発進時、無段変速機のプーリに供給するプーリ油圧を早期に安定させ、発進性能の低下を抑制することができる無段変速機の油圧制御装置を提供すること。【解決手段】油圧供給源と、油圧供給源の吐出圧を元圧にしてライン圧を調圧するライン圧調整弁と、ライン圧を元圧にしてプライマリプーリに供給するプライマリ圧を調圧するプライマリ圧調整弁と、ライン圧を元圧にしてセカンダリプーリに供給するセカンダリ圧を調圧するセカンダリ圧調整弁と、を有する無段変速機において、停車時に、油圧供給源を停止させ、停車後の再発進時に、油圧供給源を作動させると共に、セカンダリ圧調整弁に対する指示値をライン圧調整弁に対する指示値以上の値に設定する構成とした。【選択図】図３

車両用油圧制御装置

【課題】機械式オイルポンプによる油圧供給から電動オイルポンプによる油圧供給へと切り替える際、油圧源からの油圧が必要ライン圧を下回ることを防止可能な車両用油圧制御装置を提供する。 【解決手段】モータ/ジェネレータによって駆動される機械式オイルポンプO/Pによる油圧供給から、サブモータによって駆動される電動オイルポンプM/O/Pによる油圧供給へと切り替える際、機械式オイルポンプO/Pによる第１油圧P1と電動オイルポンプM/O/Pによる第２油圧P2との油圧差に基づき、機械式オイルポンプO/Pからのオイル供給割合と電動オイルポンプM/O/Pからのオイル供給割合とを、第１,第２フラッパー弁によって調整すると共に、第１油圧P1がポンプ駆動閾値P O/P 以下になったとき、第２油圧P2の上昇を開始し、第１油圧P1と第２油圧P2とを、必要ライン圧PL ne より大きい所定の平衡油圧P ba で一致させる構成とした。 【選択図】図３

Automatic transmission control apparatus

自動変速機

【課題】ＤからＮレンジへの変更時にはローブレーキの解放ショックを防止するとともにＤレンジでの１速・２速間切換時には締結・解放タイミングの遅れを生じさせない。 【解決手段】ローブレーキ用電磁弁４４とローブレーキＬ／Ｂを接続する制御圧油路Ｐ４につながるアキュムレータ接続用油路Ｐ６とアキュムレータ４７との間にアキュムレータ制御弁６０を設ける。アキュムレータ制御弁はＤレンジ用油路Ｐ２にマニュアルバルブ４１から油圧が供給されると、アキュムレータ接続用油路Ｐ６を遮断してＤレンジ用油路Ｐ２から分岐したアキュムレータ供給油路Ｐ７をアキュムレータに接続する。Ｎレンジでは制御圧油路Ｐ４がアキュムレータと連通するのでローブレーキＬ／Ｂの解放ショックが防止され、１速・２速間切換時にはアキュムレータが遮断によりローブレーキＬ／Ｂに対して機能せず締結・解放タイミングの遅れが生じない。 【選択図】図３

自動変速機の制御装置

【課題】 スルー変速比が副変速機構のダウンシフトを伴うダウンシフトを行う際、無段変速機構のシフト状態を考慮することで良好な変速制御を達成可能な自動変速機の制御装置を提供すること。 【解決手段】 本発明の自動変速機の制御装置では、変速比を無段階に変速可能な主変速機構と、複数の固定変速段を有する副変速機構とを有する自動変速機と、前記自動変速機の目標変速比を演算し、前記主変速機構の変速比と前記副変速機構の変速比とを組み合わせて前記目標変速比を達成するように前記主変速機構及び前記副変速機構の変速比を制御するコントローラと、を備え、前記コントローラは、前記自動変速機が前記目標変速比に向けてダウンシフトするために、前記主変速機構と前記副変速機構の両方をダウンシフトする場合は、前記主変速機構をアップシフトし前記副変速機構をダウンシフトする場合よりも、前記主変速機構の変速速度を大きくすることとした。 【選択図】図１０

車両用油圧制御装置

【課題】ライン圧が目標油圧になるように調圧する際、ライン圧のハンチングを抑制することができる車両用油圧制御装置を提供すること。【解決手段】電動オイルポンプM/O/Pの停止状態で、運転者の駆動力要求意図があるとき吐出圧が運転者からの要求駆動力に応じて決まる目標油圧ＰThになるように電動オイルポンプM/O/Pの制御を開始すると共に、ライン圧調圧弁１０１の調圧目標値を目標油圧ＰTh以上の値に設定する構成とした。【選択図】図３

車両の駆動力制御装置

【課題】ドライバーの加速期待をエンジン回転数の増加により検知し、これに応じた目標駆動力の増加補正により、ドライバーの加速期待に応え得る効果的な「伸び感」を演出可能な車両の駆動力制御装置を提供する。 【解決手段】ドライバーの要求に応じた車両の目標駆動力を求める目標駆動力演算手段１に対し、アクセル操作量および車速に基づいて車速制御分目標駆動力を生成する車速制御分目標駆動力生成部１ａと、エンジン回転数の増加に合わせて増加する値であるエンジン回転補正率を算出するエンジン回転補正率演算部１ｂと、上記車速制御分目標駆動力およびエンジン回転補正率との乗算により回転補正付き目標駆動力を求める目標駆動力合成部１ｃとを設ける。エンジン回転数の増加時、これに合わせて車速制御分目標駆動力が増加補正されるため、エンジン回転数の増加によりドライバーの加速期待を検知して、この加速期待に応え得る効果的な「伸び感」を演出可能である。 【選択図】図１

車両の駆動力制御装置

(57)【要約】 【課題】 トルクコンバータがコンバータ状態の時も、 目標駆動力に対して最も燃費が良い安定動作点でエンジ ンが運転される駆動力制御を可能にする。 【解決手段】 １８で、１７におけるエンジン出力トル クＴ e が、１６におけるトルクコンバータの吸収トルク Ｔ c に一致したかどうかで、安定動作点になったかどう かをチェックする。安定動作点が検知されたら、２１で 求めた変速機入力軸動力（目標駆動力）を実現するため のスロットル開度ＴＶＯおよびエンジン回転数Ｎ e の組 み合わせで、エンジン燃費率が如何なるものかを２２で マップ検索し、２４で、変速機入力軸動力ごとに出力当 たりのエンジン燃費率が良い順に並べ替え、２５で、目 標駆動力に対応した入力軸動力に関し、最も燃費率の良 いエンジン出力トルクと変速機入力回転数の組み合わせ を求め、これらが実現されるようスロットル開度を電子 制御すると同時に、無段変速機を変速制御する。