Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Aisin Aw Co., Ltd.

Daiki Fukuda

Norihiro Tsukamoto

Keisuke Ota

Tomohiro Asami

Tomohiro Chimbe

Yuji Kajiyama

Hiromasa Takai

Teru Morishita

Takuma Sugino

Masami Kondo

Ayumu Sagawa

Toshikazu Suzuki

Hironobu Aratake

Kazuki Imanishi

Masataka Hirano

Shin Kitamura

When starting a skip downshift, a controller for an automatic transmission disengages two or more engagement elements that are in an engaged state. The disengaging two or more engagement elements includes setting a first engagement element, which is one of the two or more engagement elements that are disengaged and is used to form an intermediate gear stage having a lower transmission ratio than a post-shifting gear stage, to an engagement preparation state that maintains a state immediately before the engaged state. Subsequently, the controller engages a second engagement element, which is used to form both the intermediate gear stage and the post-shifting gear stage, and temporarily increases engagement pressure of the first engagement element. The controller disengages the first engagement element and engages a third engagement element, which is used to form the post-shifting gear stage, to form the post-shifting gear stage.

Controller for automatic transmission and method for controlling automatic transmission

A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

Shift control device of vehicle

An automatic transmission control device is configured to execute a first shifting between a pre-shifting gear position and an intermediate gear position, and a second shifting between the intermediate gear position and a post-shifting gear position such that each of the first and second shiftings is executed by releasing one of engagement devices and engaging one of the engagement devices, and is configured, upon transition from the first shifting to the second transition, to gradually changing an engagement torque of an engagement-maintained engagement device as one of the engagement devices which is engaged upon completion of the first shifting and is maintained in the engaged state during the second shifting, such that the engagement torque of the engagement-maintained engagement device is changed gradually from a required engagement torque required upon completion of the first shifting, to a required engagement torque which is required in the second shifting.

Control device of automatic transmission for vehicle

An electronic control unit is configured to control a hydraulic pressures of engaging element and disengaging element in accordance with a preset target output shaft torque during a power-on downshift. The electronic control unit is configured to delay a start of decrease in the hydraulic pressure of the disengaging element from a start of a torque phase while maintain the hydraulic pressure of the disengaging element at the start of the torque phase. The electronic control unit is configured to start decreasing the hydraulic pressure of the disengaging element when the electronic control unit determines that overspeed of an input shaft is occurring during the torque phase and a predetermined condition is established.

Control device for vehicle, and control method for vehicle

A vehicle control device including a multi-speed transmission switching gear shift positions in accordance with a combination of hydraulic friction engagement devices operations and pressure control solenoid valves, the control device shifting gears by providing a shift output signal including a quick-apply signal to the valves after a first time from a shift request, the control device has: a pulsation drive control portion to control selectively pulsating the pressure control solenoid valves in a cycle; and a quick-apply control prohibiting portion to prohibit a provision of a quick-apply control using the quick-apply signal for a second time from a time of termination of the pulsation drive control, and to permit the provision of the quick-apply control after the elapse of the second time, for a valve having undergone the control, the pulsation drive control portion to terminate the control for a valve when the shift request is made.

Control device of vehicle

A control device of a vehicle including a multi-speed transmission having plurality of gear positions different in gear ratio selectively established by controlling engagement and release predetermined engagement devices out of plurality engagement devices, the control device involves: shift control portion configured to provide delay control of delaying time point starting provision of release-side torque phase control reducing a torque capacity of release-side engagement device by a preset delay time with respect to time point of starting provision of a torque phase control of generating a torque capacity of an engagement-side engagement device during a torque phase in a drive upshift; and a delay time setting portion configured to preset the delay time such that the delay time is shortened when a shared torque of the release-side engagement device before start of the torque phase in the drive upshift is high, as compared to when the shared torque is low.

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

Controller for automatic transmission

When both engines operate properly, a control apparatus for an aircraft performs control of thrust and attitude of an aircraft using an output that is produced evenly by the two engines. When a failure occurs in one of the two engines, the control apparatus performs the control of thrust and attitude of the aircraft by increasing an output of the remaining engine that operates properly to an emergency output. When the failure occurs in one of the two engines, the control apparatus makes an engine output that is used for the control of thrust and attitude of the aircraft lower than an engine output that is used when both engines operate properly, until the remaining engine that operates properly is enabled to produce the emergency output.

Control apparatus and control method for aircraft

In a fuel supply control device for a turbo-charged diesel aircraft engine, a fuel injection amount is reduced in accordance with the air temperature when the flight altitude of the aircraft is higher than a predetermined altitude. The turbocharger speed increases as the flight altitude or the air temperature becomes higher even if the engine output power is the same. Therefore, if the maximum engine output power is restricted based only on the flight altitude in order to prevent the overrun of the turbocharger, an undue restriction on the maximum output power may occur when the air temperature changes. By controlling the fuel injection amount based on both air temperature and the altitude, i.e., by reducing the fuel injection amount in accordance with the air temperature when the altitude is higher than a predetermined altitude, an undue restriction of the engine output power, as well as an over-speed of the turbocharger, can be prevented.

Fuel supply control device for a turbo-charged diesel aircraft engine

A magneto-system firing apparatus which is capable of rapidly detecting an abnormal state in the case where abnormality occurs in the make/break operation of a contact point due to damage of a breaker or the like. A magneto-system firing apparatus includes a magnet fixed to a rotary shaft that interlocks with a crank shaft of an engine; a primary coil to which a low-voltage current that is generated due to the rotation of the magnet is supplied; a breaker which is connected to the primary coil and interrupts the low-voltage current supplied to the primary coil by its break operation; a secondary coil in which a predetermined voltage is induced due to the current interruption caused by the break operation of the breaker to actuate the firing apparatus by application of the voltage generated in the secondary coil; a crank angle detecting portion for detecting the rotating angle of the crank shaft; a breaker make/break state detecting portion for detecting the make/break state of the breaker; and a breaker failure detecting device having a breaker make/break abnormality detecting portion which is capable of detecting the abnormal state of the breaker make/break operation on the basis of information from the crank angle detecting portion and the breaker make/break state detecting portion.

Magneto-system firing apparatus

In an ignition apparatus, voltage is induced in a primary coil by a permanent magnet being rotated together with rotation of an output shaft of an engine. As the output shaft rotates, protrusions also revolve, inducing voltage in an electromagnetic pickup. Depending on the induced voltage in the pickup, a switching element is switched on or off. The switching-off timing of the switching element is set as an ignition timing. Therefore, at the ignition timing, the current through the primary coil is sharply cut off, so that great voltage is induced in a secondary coil and is applied to an ignition plug.

Ignition apparatus of internal combustion engine

In a gas turbine engine vehicle having a two-shaft type gas turbine engine including a gas generator constituted by a compressor and a compressor turbine arranged coaxially with the compressor, a combustion chamber, a variable nozzle, and a power turbine rotatable about a turbine shaft independently of a shaft of the compressor and the compressor turbine, a transmission speed ratio is shifted to a higher stage than the current transmission speed ratio when an engine acceleration requirement is greater than a predetermined value. As a result, a lowering of a vehicular acceleration characteristics due to a response lag in a variation of revolution speed at the compressor turbine can be prevented, and thus an enhanced acceleration and deceleration of the automotive vehicle is provided.

Method and system of controlling shift of transmission speed ratio for

A device for controlling timing of fuel supply for starting a gas turbine engine which has a glow plug as an ignition source for fuel is herein disclosed. The device comprises a temperature sensor mounted on the engine for detecting the initial temperature of the glow plug upon application of electricity to the glow plug and generating a signal for starting the engine, which corresponds to the initial temperature of the glow plug, a means for determining time for preheating the glow plug from starting of application of electricity to the glow plug till starting of the engine by the signal and a means for determining timing for starting fuel supply to a combustion chamber of the engine after starting thereof by the signal.

Device for controlling timing of fuel supply for starting a gas turbine

A rotating speed detecting device of a rotary type electrostatic spray painting device comprising an annular permanent magnet fixed onto the rotary shaft of the spray painting device, and a detecting head mounted on the housing of the spray painting device. The detecting head has an induction coil enclosed by electrically insulating material.

Rotating speed detecting device of a rotary type electrostatic spray

A fuel injector comprising a movable needle actuated by a solenoid for controlling the opening operation of a valve port. A fuel swirl chamber is arranged downstream of the valve port and has a conically shaped circumferential inner wall. The fuel injection port opens into the fuel swirl chamber at the apex thereof. The fuel swirl chamber has a fuel inlet port connected to the valve port via a fuel passage. The fuel inlet port is tangentially connected to the circumferential inner wall of the fuel swirl chamber.

Growing community of inventors

Anjo, Japan

Daiki Fukuda