Toyota Jidosha Kabushiki Kaisha

Other

Aisin Aw Co., Ltd.

Aisan a W Kabushiki Kaisha

Hideo Tomomatsu

Yasuo Hojo

Hiroji Taniguchi

Atsushi Tabata

Toshiyuki Asada

Yoshikazu Tanaka

Tooru Matsubara

Hideki Miyata

Kunihiro Iwatsuki

Kagenori Fukumura

Tadasu Tomohiro

Katsumi Nakatani

Yoji Matsumoto

Hiroki Shiomi

Akihiro Takezaki

Haruo Tuge

Akinosuke Shindou

Kazuyuki Shiiba

Yoshio Ito

Yasunari Nakamura

Kazumasa Tsukamoto

Takashi Ohta

Norimi Asahara

Kazutoshi Nozaki

Masao Kawai

Yoshinobu Nozaki

Kenji Niwa

Tomokazu Inagawa

Haruyuki Kodera

Teru Konishi

Yoji Takanami

Yutaka Taga

Masahiro Hayabuchi

Kazunori Ishikawa

Noboru Takagi

Hiroyuki Yoshida

Mitsuru Takada

Masahiko Ando

Masashi Hori

Akihito Iwata

Akira Hoshino

Kazuyuki Noda

Masataka Osawa

Minoru Todo

Nobutada Sugiura

Takuji Taniguchi

Yuji Kashihara

Hitoshi Tanaka

Etsuo Shimizu

Tatsuya Kawamura

Shigeo Kikori

Yuhei Yoshioka

Yukio Hamano

Tadashi Kondo

Kisaburo Hayakawa

Koichi Miyamoto

Masuji Oshima

Shinji Kasuga

Syoichi Sayo

Fumiaki Izumi

Ayato Noumori

Atsumu Otobe

Katsuyuki Tanahashi

Hiromichi Yamazaki

Kaunori Ishikawa

A hydraulic control apparatus of an automatic transmission having engagement pressure solenoid valves configured to regulate an engagement pressure supplied to a hydraulic servo of a frictional engagement element and to output the engagement pressures from a predetermined number of the engagement pressure solenoid valves to establish respective transmission gear speeds. The hydraulic control apparatus includes a simultaneous engagement signal switch valve configured to be switched from a non-output position where an output of a simultaneous engagement signal pressure is not produced to an output position where an output of the simultaneous engagement signal pressure is produced upon receipt of an input of the engagement pressures by a number larger than the predetermined number of valves; and an original pressure switch valve configured to be switched from a supply position where an original pressure is supplied to the engagement pressure solenoid valves to a blocked position where the original pressure is blocked upon receipt of an input of the simultaneous engagement signal pressure from the simultaneous engagement signal switch valve.

Hydraulic control apparatus of automatic transmission

A shift device, which sends a command signal to an electric actuator for shifting a plurality of gear ranges of a transmission of a vehicle by the electric actuator. The gear ranges include a plurality of drive ranges and a parking range. A shift lever is arranged to move between a neutral position and a plurality of manipulation positions located about the neutral position. A restoration mechanism restores the shift lever to the neutral position. A first sensor electrically detects a manipulation performed to select one of the drive ranges. A second sensor electrically detects a manipulation performed to select the parking range. The first sensor detects toward which of the manipulation positions the shift lever is manipulated.

Shift device for vehicle

A shift control apparatus for controlling shifting actions of an automatic transmission including a hydraulically operated frictional coupling device having a hydraulic cylinder which is supplied with a working fluid when the frictional coupling device is engaged, the shift control apparatus including a transient-hydraulic-pressure control device operable to control a transient value of a hydraulic pressure in the hydraulic cylinder according to an electric signal, upon releasing of the frictional coupling device, and an accumulator having a back-pressure chamber a back pressure of which is controllable, and an accumulator chamber connected to the hydraulic cylinder of the frictional coupling device and operable to control a transient value of the hydraulic pressure in the hydraulic cylinder, when the frictional coupling device is engaged with the working fluid being supplied to the hydraulic cylinder, and a back-pressure increasing portion operable to increase the back pressure in the back-pressure chamber of the accumulator for rapidly discharging the working fluid from the accumulator chamber, when the frictional coupling device is released to effect one of the shifting actions of the automatic transmission.

Shift control apparatus for automatic transmission

An automatic transmission has a first brake, a third brake and a hydraulic actuator for the third brake substantially axially aligned in sequence from rear to front in a radially outer area of the transmission. In addition, a first planetary gear unit, a first one-way clutch and a second one-way clutch are provided in an axial sequence from rear to front, in a radially inner area of the transmission. In this manner, component members are mounted with good spatial efficiency in both radial and axial dimensions. Furthermore, because a carrier of the first planetary gear is connected to a third brake through the first one-way clutch, the carrier can be reversely rotated by disengaging the third brake, enabling six forward speeds.

Automatic transmission

A vehicular automatic shift control unit for executing a cooperative shift control (an upshift inhibition and a downshift) of an automatic transmission based on an information associated with a road condition around a vehicle or a road condition in front of the vehicle, is provided with judging means for judging whether a vehicle exists in a predetermined area including a branch point of the road during execution of the cooperative shift control, and gear ratio maintaining control means for maintaining a gear ratio of the automatic transmission if it is judged that the vehicle exists in the predetermined area.

Vehicular shift control unit and vehicular automatic shift control method

A method and apparatus of controlling a synchronous motor having a rotor, and a stator which produces a magnetic flux for rotating the rotor about an axis thereof, the method including the steps of detecting an angular position and a rotating speed of the rotor; estimating a phase difference between a voltage and an electric current of the synchronous motor, on the basis of the detected rotating speed of the rotor; and adjusting an advance angle of the rotor upon excitation of the synchronous motor, as a result of comparison of the detected rotating speed of the rotor with a target value, to thereby control the rotating speed and direction of the rotor.

Method and apparatus for controlling synchronous motor

A vehicle drive control apparatus includes an engine that generates power through combustion of fuel, an automatic transmission that transmits a reverse input from a driving wheel to the engine and automatically performs a gear shifting among a plurality of forward gear stages each having a different gear ratio, a fluid power transmission device interposed between the automatic transmission and the engine for transmitting power through fluid, the fluid power transmission device having a lock-up clutch, and a controller. The controller executes a fuel cut control for stopping supply of the fuel to the engine upon establishment of a fuel cut condition including that a vehicle is in a coasting state where a throttle valve of the engine is fully closed, and an engine speed is equal to or higher than a predetermined value, executes a control for engaging the lock-up clutch upon establishment of a lock-up clutch engagement condition including that the vehicle is in the coasting state, and executes a control of the automatic transmission for downshifting at a coast down vehicle speed that changes in accordance with a state of the lock-up clutch under the control for engaging the lock-up clutch.

Vehicle drive control apparatus and method

An automatic engine stop/restart-type vehicle and control method determine whether a vehicle is in a non-running range. The vehicle comprises: an engine; a transmission, an oil pump and a controller. The transmission has a coupling element that transmits an output torque of the engine. The oil pump supplies a hydraulic pressure to the transmission. The controller controls an output from the engine; controls the hydraulic pressure supplied to the transmission; and determines whether the engine is in an automatic stop state when a manually set mode of the transmission is shifted from a non-running range to a running range. A hydraulic pressure compensation procedure is performed to conform friction coupling characteristics of the coupling element and input characteristics of the transmission with each other if the controller determines that the engine is in the automatic stop state.

Automatic engine stop/restart-type vehicle, method of controlling the same, and automatic engine stop apparatus

A condition for driving an electric oil pump is set. A turbine speed or an input speed of an automatic transmission is measured. A correction amount for a hydraulic pressure is calculated on the basis of the turbine speed obtained by reference to a relation between the turbine speed and hydraulic pressure, and a correction amount for a drive duty ratio of the electric oil pump which is required for generation of the corrected hydraulic pressure is calculated. The procedure is resumed after the procedure has been performed. The condition for driving the electric oil pump is updated on the basis of the correction amount for the drive duty ratio calculated.

Oil pump control device for automatic transmission and control method of the same

An electric oil pump capable of suppressing wear of an electric oil pump used as auxiliary to a main oil pump to thereby prolong the life of the pump and avoid any need to provide a larger pump. An electric oil pump ( ) is operated only for a predetermined acceptable operation time, and the engine ( ) is thereafter activated to cause the mechanical oil pump ( ) to supply oil pressure. This arrangement can limit successive operating time for the electric oil pump ( ), suppressing wear of the electric oil pump ( ) and thus prolonging its life. Provision of a larger electric oil pump ( ) can also be avoided.

Electric oil pump control device

In the case where a cooperative gear change control of an automatic transmission is executed on the basis of information with respect to a condition around a vehicle or in front of a vehicle, in a cooperative gear change control means, a gear change of the automatic transmission is directly determined on the basis of actual curve information and road surface inclination information in accordance with a previously stored downshift map, and a gear stage is switched such that a determined gear change is executed. Therefore, it is possible to directly obtain the gear stage or the gear ratio corresponding to the curve of the road and the inclination of the road surface.

Vehicular control apparatus and method for controlling automatic gear change

A method for controlling gear shifting of a transmission in a vehicle. The transmission is supplied with electric power from a battery or an alternator and drives an actuator to shift gear ranges of the transmission. The transmission has an output shaft that becomes difficult to rotate if a predetermined range is selected when the engine stops running. The method includes determining whether a gear range differing from the predetermined range is selected when the vehicle stops traveling, and forcibly shifts the gear range to the predetermined range when a gear range differing from the predetermined range is selected by driving the actuator with electric power supplied from the alternator.

Shift controlling method of a transmission

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Nagoya, Japan

Hideo Tomomatsu