Nissan Motor Company Limited

Jatco Corporation

Sony Corporation

Mitutoyo Corporation

Hiroki Matsui

Hiroki Shimoyama

Masami Suzuki

Hiromichi Akebono

Haruhisa Tsuchikawa

Katsuhiro Matsuo

Kenichi Ooshima

Hiromichi Murata

Satoru Yoshida

Hiroshi Miyazaki

Hisao Tanaka

Fumiyoshi Abe

Koji Kubo

Tatsuya Nagahama

Takuji Himeno

Hiroshi Sakai

Daisuke Nakagawa

Motohiro Terao

Masanori Arai

Shiro Igasaki

Yutaka Watanabe

Yutaka Takamura

Toshihisa Iriyama

Hitoshi Isobe

Yuko Shishido

Yuki Kurahashi

Masataka Mukai

Munehiro Shimomura

Masafumi Yamanaka

Jun Amemiya

Takefumi Suzuki

Nobuo Ohba

Takahisa Ootake

Tomoo Mochizuki

Yuji Torizawa

Naoto Oita

Fumuhiro Yamanaka

Masaki Ueda

An image measurement apparatus, which functions as a non-contact profile-measuring device, includes: an image sensor as an image pick-up device; a variable focal length lens (liquid lens unit) disposed on an optical axis extending from a workpiece to the image sensor; and a controller (image-pickup lens controller and image measurement processor) configured to control the variable focal length lens and process a detected image by the image sensor. The image measurement apparatus, which also functions as a non-contact displacement-detecting device, includes: an image sensor; a variable focal length lens (liquid lens unit) disposed on an optical axis extending from the workpiece to the image sensor; and a controller (displacement-detection lens controller and profile measurement processor) configured to control the variable focal length lens and a detected image by the image sensor.

Image pick-up device, image measurement apparatus, non-contact displacement-detecting device and non-contact profile-measuring device

In a specific state where an electric vehicle is in a stop state and a creep torque is generate in an electric motor (), when a shift range is switched from a traveling range to a non-traveling range, a motor control section (B) performs a torque decrease control to stepwisely decrease the creep torque of the electric motor (), and an automatic transmission control device () performs a disengagement control to gradually disengage the frictional engagement element of the automatic transmission ().

Electric-vehicle control device and control method

An object of the invention is to provide a hybrid vehicle control device capable of shortening the time from an engine start request to the engine start. The hybrid vehicle control device is provided with an integrated controller configured to execute processing for starting an engine by bringing a first clutch into engagement, while slipping a second clutch, and by increasing a torque of a motor generator, when it has been determined that an engine start request is present, and a first clutch engagement control section, which is included in the integrated controller and configured to command a start of engagement of the first clutch once the difference between the torque of the motor generator and a second clutch transmitted torque capacity command value becomes greater than or equal to a preset slip prediction determination threshold value after having been determined that the engine start request is present.

Hybrid vehicle control device

An adaptive control device is provided for a vehicle starting clutch. The adaptive control device includes a reverse brake as the starting clutch, and a clutch adaptive controller. The reverse brake is interposed between an engine and motor/generator, and the left and right rear wheels and is slip-engaged at a time of starting. The clutch adaptive controller performs clutch adaptive control, in which the reverse brake is subjected to a state in which a temperature of the reverse brake is at, or above, a second threshold for a timed period, at least one time before a vehicle begins to move.

Adaptive control device for vehicle starting clutch

A hybrid electric vehicle comprises an internal combustion engine and an electric motor/generator connected via a first clutch. In response to a system stop request in a vehicle stop state, a rotation speed of the internal combustion engine is decreased to a predetermined rotation speed higher than a predetermined resonance frequency band by a negative torque applied to the internal combustion engine from the electric motor/generator via the first clutch. Then, the disengagement of the first clutch starts. The rotation speed of the engine falls below the predetermined resonance frequency band within a predetermined period from the start of the disengagement. As a consequence, the required period from a stopping operation of the internal combustion engine until actual operation stop thereof in a vehicle stationary state is reduced.

Drive control device and drive control method for hybrid electric vehicle

A hybrid vehicle control device includes an engine start control unit which, at engine start, starts slipping a second clutch, sets a first clutch to a slip-engaged state, and sets the second clutch transmission torque capacity to less than or equal to a set torque limit value during cranking, maintains the slip state and cranks the engine, and when the engine is put in a drive state, controls the first clutch and the second clutch towards a fully engaged state. The engine start control unit is provided with a second clutch torque increase gradient control unit which, when performing cranking processing, performs first increasing processing for increasing the second clutch transmission torque capacity command value at a first increase gradient, and second increasing processing for increasing said value at a second increase gradient more gradual that the first increase gradient.

A hybrid vehicle control device is provided with an engine, a motor, a mode switching mechanism and an engine start control unit. The motor is disposed in a drive system between the engine and a driving wheel for starting the engine and driving the driving wheel. The mode switching mechanism is operatively coupled to a connecting portion of the engine and the motor. The motor starts the engine upon an engine start request being outputted while traveling with only the motor as a drive source. The engine start control unit makes starting the engine more difficult, upon determining vehicle speed is increasing while a depression operation of an accelerator is occurring, until the rotational speed of the motor decreases, by performing an upshift operation that reduces a gear ratio by making a starting condition of the engine stricter as compared to a gear ratio prior to the upshift operation.

Present invention provides a control device for hybrid vehicle which can ensure acceleration performance while suppressing second clutch engagement shock at engine start. The control device has second clutch (CL) which is interposed between motor/generator (MG) and driving wheels (rear-left and right wheels RL, RR) and whose transmission torque capacity is variable, a second clutch slip amount controlling section () performing full engagement operation that shifts second clutch (CL) from slip state to full engagement state at a time when lock-up condition of the second clutch (CL) is satisfied (S) in the slip state of the second clutch (CL). The second clutch slip amount controlling section () first increases transmission torque capacity of second clutch (CL) at first increase gradient (R) (S) and subsequently increases the transmission torque capacity of the second clutch (CL) at second increase gradient (R) that is gentler than the first increase gradient (R) (S).

There is provided a control apparatus for an automatic transmission AT into which driving forces from driving sources including an engine Eng and a motor/generator MG are inputted. The control apparatus includes: a second brake Bengaged in a D range; an engagement start determining section (steps S&#x2192;S&#x2192;S); and a determination inhibit section (steps S&#x2192;S&#x2192;S). The engagement start determining section determines that second brake Bhas started the engagement in a case where a load of the motor/generator MG is increased by a predetermined quantity during the revolution number control and when the D range is selected and second brake Bin the release state is engaged. The determination inhibit section inhibits the engagement start determination in a case where a switching from an HEV mode to an EV mode occurs.

Control device for automatic transmission

The hybrid vehicle control device includes: a transfer-torque-capacity command-value correcting section configured to execute a correcting processing such that a transfer-torque-capacity command value for a second clutch is corrected at the time of execution of a minute slip processing; an engine start control section configured to execute an engine start control such that an engine is started by slipping the second clutch and increasing drive torque of a motor/generator; a start-time slip control section configured to execute a slip-in processing such that a transfer torque capacity of the second clutch is controlled to a predetermined slip-in torque when the second clutch starts to slip by the engine start control; and a correction limiting section configured to execute a correction limiting processing such that a correction amount is limited if a torque reduction given by the slip-in processing interferes with a torque reduction given by the correcting processing.

A neutral determination device is provided with an inhibitor switch and a controller. The inhibitor switch outputs an inhibitor switch signal that indicates a vehicle running range of a vehicle. The controller is programmed to execute a neutral determination process upon determining the vehicle running range exists based on the inhibitor switch signal and a rotational speed control is being performed on a motor that is configured to output a force that drives the vehicle. The controller is programmed to determine existence of a neutral state of a control valve that is configured to selectively supply a control hydraulic pressure to a hydraulic pressure chamber of the clutch upon determining that a motor torque during the rotational speed control is smaller than an estimated motor torque based on a target transmission torque capacity of a clutch that selectively connects and disconnects the motor to and from a drive wheel.

Neutral determination device and vehicle control apparatus

A hybrid vehicle control apparatus includes a first clutch disposed between an engine and a motor, and a second clutch disposed between the motor and a driving wheel. A lockup controller performs a lockup operation to shift the second clutch from slip state into completely engaged state when a predetermined lockup condition is satisfied under a condition that the second clutch is in the slip state. A second clutch transmitted torque capacity controller performs a lockup-condition second clutch control to control transmitted torque capacity of the second clutch to a value higher by a set quantity than an input torque to the second clutch while the lockup operation is being performed. The input torque corresponds to a state of depression of an accelerator pedal during the shifting of the second clutch from the slip state into the completely engaged state.

A control device of an automatic transmission that controls the automatic transmission including a friction engagement element capable of continuously changing a transmission torque includes: a first heat load estimation unit configured to estimate a heat load state in the friction engagement element based on an indication value of the transmission torque; and an estimation stop unit configured to stop the estimation of the heat load state based on a state where the indication value of the transmission torque differs from an actual value of the transmission torque actually transmitted by the friction engagement element.

Control device of automatic transmission and method of controlling automatic transmission

Provided is a hybrid vehicle in which a motor/generatoris positioned between an engineand an automatic transmission, the engineand the motor/generatorare connected through a first clutchand a second clutchis provided between the motor/generatorand a drive road wheel. In an HEV mode in which the first clutchis engaged, when deceleration of a vehicle is determined to be rapid deceleration of a threshold value or greater, the first clutchis released and at the same time fuel supply to the engineis stopped through an engine controller. Even when, due to rapid decelerating, the engine speed Ne drops to an idling speed or lower due to delay in the release of the first clutch, there is no combustion or explosion and thus floor vibration does not occur.

Hybrid vehicle rapid deceleration control device

An engine start using an electric motor during a vehicle travel is performed by increasing an output torque of the electric motor in a slip state where a second frictional engagement elementconnecting the electric motorand a driving wheel slips. A controller determines a requested acceleration amount from a depression amount of an accelerator pedal. When the requested acceleration amount is significant, a different torque increment characteristic is applied, compared to a case where the requested acceleration amount is not significant. Thus, the internal combustion engine starts in a high response depending on the requested acceleration amount input by the driver, thereby improving a vehicle acceleration response.

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Ebina, Japan

Hiroki Matsui