Unisia Jecs Corporation

Nissan Motor Company Limited

Hiroyuki Yuasa

Masuo Kashiwabara

Yoshikazu Tanaka

Takahiro Watanabe

Yoshihiro Konno

Hajime Katou

Masanobu Horiguchi

Masayuki Hosono

Yuuki Murayama

Kaname Suehiro

Susumu Morita

A suspension structure is provided having a shock absorber for dampening the vibration from a wheel and a stabilizer for suppressing the up and down strokes in opposite phases generated from opposing wheels on a vehicle. The end portion of the stabilizer is connected to the lower end portion of the shock absorber.

Suspension structure

When a racing of engine occurred during a speed change, an oil pressure is forcibly supplied to a friction engagement element to be released, and a back pressure of an accumulator disposed in an oil supply pipe of this friction engagement element of release side is increased in stepwise.

Apparatus and method for controlling automatic transmission

The present invention describes a method and a device for determining the direction towards which an input shaft rotation speed changes along with the release of a friction engagement element during transmission operation, and based on the direction of change, determining whether the transmission operation is a power-on state transmission operation or a power-off state transmission operation, and based on the result of determination, deciding either the release-side friction engagement element or the connection-side friction engagement element as the main object of control for performing the transmission operation.

Method and device for controlling transmission of automatic transmission

In a constitution that a transmission torque capacities of friction engagement elements are determined based on an input shaft torque of a speed change mechanism and a torque sharing ratio, a change velocity of the torque sharing ratio of when the transmission torque capacity of a release side friction engagement element is changed from a value greater than a critical transmission torque capacity to a value smaller than the critical transmission torque capacity, is abruptly altered when the input shaft torque is equal to or less than predetermined value.

Apparatus and a method for controlling an automatic transmission

In an automatic transmission for conducting a gear change by replacing friction engagement elements, a transmission torque capacity of an engage side friction engagement element at a torque phase is corrected based upon a change amount per unit time of a turbine rotation speed at the torque phase or a torque phase time.

A basic speed change ratio of a continuously variable transmission is set depending on operation conditions, a target speed change ratio that follows the basic speed change ratio at a predetermined rate of changing the speed is obtained, and the speed change ratio is controlled according to the target speed change ratio. Based on the basic speed change ratio and the target speed change ratio, furthermore, a rate of progress in the change of speed is operated according to rate of progress=1--(.vertline.basic speed change ratio--target speed change ratio.vertline.)/basic speed change ratio. Based on the rate of progress and the throttle opening degree, the up-shift is discriminated to be in any one of a first up-shift mode where the throttle opening degree is maintained constant, a second up-shift mode where the throttle is fully closed or a third up-shift mode where the throttle is closed to a half opened state to shift the acceleration to a steadily traveling state. Different rates of changing the speed are set for these up-shift modes.

Apparatus for controlling a continuously variable transmission and

A gearshift controller for an automatic transmission comprises an input shaft torque estimating portion for estimating the input shaft torque, a torque dividing ratio setting portion for setting the torque dividing ratio for each friction member of each gear range, and a desired torque calculating portion for calculating the desired torque of each friction member on the basis of the input shaft torque and the torque dividing ratio, and a desired hydraulic fluid calculating portion for calculating the desired hydraulic fluid pressure for each friction member on the basis of the desired torque of the each friction member, and a hydraulic fluid controlling portion for providing the desired hydraulic fluid pressure to each friction member.

Gearshift pressure controller using torque ratio of oncoming/offgoing

The up-shift is discriminated to be in any one of a first up-shift mode in which the throttle opening degree remains nearly constant, a second up-shift mode accompanying the operation for nearly fully closing the throttle or a third up-shift mode accompanying the operation for closing the throttle to a half opened state. On the other hand, the down-shift is discriminated to be either in a first down-shift mode which accompanies the operation for opening the throttle or in a second down-shift mode accompanying the decrease in the vehicle speed. The rate of changing the speed is set for each of the speed change modes, and the speed change ratio of the continuously variable transmission is so controlled that the actual speed change ratio is gradually brought to the basic speed change ratio based upon said rate of changing the speed.

Apparatus for controlling upshifts or downshifts as a function of

A basic speed change ratio is set on the basis of vehicle speed and throttle valve opening, and a control target speed change ratio is made to gradually approach the basic speed change ratio in accordance with a speed change speed. Feedback control is then carried out so that the actual speed change ratio coincides with the control target speed change ratio. When there is an up-shift requirement with a rate of change in throttle valve opening equal to or less than a predetermined value, and a rate of change in the basic speed change ratio, which is set on the basis of operating conditions, equal to or less than a predetermined value, the speed change speed is faster than at the time of an up-shift requirement with throttle valve closure.

Method and apparatus for controlling a continuously variable transmission

Control system and method for vehicle with continuously variable

In order to optimize the speed change control of a continuously variable transmission, a necessary minimum primary pressure (Ppmin) for achieving speed change ratio control, a necessary minimum line pressure (Plmin) for the non occurrence of slippage between a secondary pulley 3 and a belt 4, and a required speed change ratio line pressure (Plratio) which can realize a target speed change ratio without slippage on the primary pulley 2 side are computed. The highest of these is then selected, and a final output line pressure (Plprs) then obtained based on the selected line pressure. By using this line pressure (Plprs) to control a secondary pulley actuator 3a, slipping of the belt 4 can be prevented and a target speed change ratio achieved, with an extremely simple construction compared to that of conventional arrangements.

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Atsugi, Japan

Hiroyuki Yuasa