Toyota Jidosha Kabushiki Kaisha

Hitoshi Matsunaga

Kei Kitajima

Yoshiharu Harada

Keisuke Ota

Koji Oshima

Kazuya Okumura

Tomoyuki Honda

Shinji Kato

Katsumi Kono

Masato Kaigawa

Yoshio Hasegawa

Yuji Hattori

Takaaki Tokura

Akira Hino

Ken Imamura

Seiji Masunaga

Shuji Moriyama

Hiroyuki Sawada

Tomoaki Yanagida

Yoji Takanami

Takuro Morino

Munehiro Katsumata

Hiroyuki Aono

Masato Matsubara

Kazuki Tsuruoka

Junichi Inoue

Koji Okamura

Hayato Yoshikawa

Soichiro Shimura

Naoki Hiura

Souitirou Shimura

The vehicle controller controls a vehicle. The vehicle includes a transmission and an internal combustion engine that has a variable valve actuation device. The vehicle controller includes an execution device. The execution device executes first and second gear ratio adjustment processes and first and second intake VVT adjustment processes. The first intake VVT adjustment process includes adjusting the intake valve timing such that the internal combustion engine is operated in an Atkinson cycle. The second intake VVT adjustment process includes setting the intake valve timing such that the closing timing of the intake valve is more advanced than in a case in which the first intake VVT adjustment process is executed.

Vehicle controller and method for vehicle control method

A control apparatus for controlling a linear solenoid by controlling a driving current supplied to the linear solenoid through a feedback control. The feedback control is executed by a feedback control system having parameters that are determined in accordance with an ILQ design method. In a frequency characteristic of a gain of a transfer function representing a ratio of an output to a disturbance in the feedback control system, the gain is lower than 0 [dB] throughout all frequency ranges.

Control apparatus for linear solenoid

Torque reduction control is executed for temporarily reducing a torque capacity of a reaction engagement device during a transition of a shift. The reaction engagement device is maintained in an engaged state from before the shift to after the shift such that a predetermined rotating element in an automatic transmission bears a reaction caused by progress of the shift resulting from a change of an engaging-side engagement device into an engaged state. Therefore, without delaying a change of the engaging-side engagement device into the engaged state, transmission of torque that is generated as a result of rattling during a transition of a shift is reduced. Thus, in shift control over the automatic transmission, shock at the time of rattling is reduced while a stop of a shift due to a delay in change of the engaging-side engagement device into the engaged state is prevented.

Control apparatus for vehicle

A threshold that is used in determining, based on a deviation between slip amounts, whether to stop slip control or not during the performance of feedback control in slip control is made smaller when pitch damping control is being performed than when pitch damping control is not being performed, during the performance of slip control of a lockup clutch. Therefore, slip control is likely to be stopped when the torque input to the lockup clutch is likely to fluctuate. In consequence, a control apparatus and a control method for a vehicle that make it possible to stably perform slip control of the lockup clutch while increasing the number of opportunities to perform the slip control and pitch damping control are provided.

Control apparatus and control method for vehicle

A vehicle controller includes a first abrupt deceleration determining unit configured to determine an abrupt deceleration state of a vehicle in a first manner, and a second abrupt deceleration determining unit configured to determine the generation of the abrupt deceleration state of the vehicle in a second manner having a required time for the determination shorter in comparison with that of the first manner, wherein any one of the first manner and the second manner is selected according to a vehicle speed of the vehicle or a road surface friction coefficient and used for determining the abrupt deceleration of the vehicle, the second manner is used in a region where the vehicle speed or the road surface friction coefficient is lower, and the first manner is used in a region where the vehicle speed or the road surface friction coefficient is higher.

Vehicle controller

A vehicle control system is provided to execute a turning performance improving control for stabilizing vehicle behavior by controlling drive force during turning. The vehicle control system is provided with: a steering detecting means that detects a steering operation of a driver; a drive force limiting means that restricts the drive force during execution of a turning performance improving control; and a restriction relaxing means that temporarily changes the drive force in a direction of changing the drive force by the turning performance improving control, if the steering operation of the driver detected by the steering detecting means while restricting the drive force by the drive force limiting means is carried out to increase a steering angle during execution of the turning performance improving control.

Vehicle control system

A speed change control system for a hybrid vehicle comprised of a first motor-generator, a differential mechanism that distributes a power of an engine to the first motor-generator and to an output member and that changes an engine speed in accordance with a speed of the first motor-generator, and a second motor-generator that exchanges a torque with any of wheels. The speed change control system comprises: a first power control means that outputs a command for changing an engine power in a direction to expedite a change in an engine speed, at the beginning of a speed change for changing the engine speed stepwise; a first speed control means that continues controls of the first and the second motor-generators as before the speed change, during a period from a point at which the first power control means outputs the command for changing the engine power to a point at which a response delay of the engine elapses; a second speed control means that controls the first motor-generator in a manner such that the engine speed is changed in a direction to be changed by the change in the engine power, after a lapse of the response delay of the engine; and a second power control means that outputs a command for changing the engine power to a power to be achieved after the speed change, when the engine speed is changed substantially to a target speed to be achieved after the speed change.

Speed change control system and speed change control method for hybrid vehicle

A vehicle control device includes an engine that is a power source of a vehicle, a transmission configured to connect the engine to a drive wheel of the vehicle, and a clutch configured to connect or block transmission of power between the engine and the drive wheel through the transmission. The vehicle control device is capable of executing predetermined control to allow the vehicle to travel while stopping supplying fuel to the engine and releasing the clutch that has been engaged, during travel of the vehicle, and the vehicle control device downshifts the transmission at the time the clutch is released in the predetermined control. It is possible to shift the transmission into a lowest-speed side gear ratio by the downshift.

Vehicle control device

A vehicle control system is provided to control driving force to improve turning performance in a vehicle having an automatic transmission without causing conflict with a shifting control of the transmission. The vehicle control system comprises: a shifting means that carries out a shifting operation of the transmission based on an execution condition including an execution threshold governed by a vehicle speed and an operating amount of an accelerator performed by a driver; a driving force controlling means that carries out a turning performance improving control for stabilizing a vehicle behavior by controlling a driving force during turning; and a shifting condition correcting means that corrects a value of the operating amount of the accelerator as the execution condition during execution of the turning performance improving control.

A control device for a vehicle drive device that includes a drive source that outputs a drive force for running and an automatic transmission that has multiple speeds, the control device includes: a blipping control device that performs blipping control in which an output torque of the drive source is changed irrespective of an accelerator operation when a manual downshift of the automatic transmission is performed, and that changes a timing to perform next blipping control in a learning manner on the basis of an undershoot amount of a turbine speed at start of shifting of the automatic transmission.

Control device for vehicle drive device and control method for vehicle drive device

A vehicle control system configured to stabilize a behavior of a vehicle during turning by correcting a driving force or a braking force. The vehicle control system comprises a lateral acceleration detecting means detecting longitudinal acceleration acting in an axle direction of the vehicle Ve (step S); and a driving/braking force correcting means determining a changing amount Fctrl and a changing rate DFctrl of the correction based on the lateral acceleration Gy in case the running vehicle Ve is turned.

In a controller of a vehicle drive unit that is one embodiment of the present invention, a plurality of slippage control regions (regions A to C) are set based on the timing of booming noise generation that accompanies engine driving (time from when the vehicle running state enters a region until booming noise is generated) so as to actively use, for example, regions B and C where booming noise is generated if the road load comes to a balance due to a slope or the like and running is then continued and where booming noise is not immediately generated even after the vehicle running state enters the regions, so the frequency of performing lockup slippage control is increased and the fuel saving effects of the lockup slippage control are enhanced.

Controller of vehicle drive unit

A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.

Shift controller for automatic transmission

When shift transmission of an automatic transmission is performed in a free-run state, a driving force control apparatus controls a degree of engagement of an engaging device in accordance with a hydraulic difference between a first hydraulic pressure and a second hydraulic pressure in a condition that the first hydraulic pressure does not reach the second hydraulic pressure. As a result, an oil pump supplies a hydraulic pressure to the automatic transmission, and the shift transmission can be performed. The first hydraulic pressure is a hydraulic pressure of the automatic transmission. The second hydraulic pressure is a hydraulic pressure required to perform the shift transmission. The engaging device can adjust an extent of transmission power between an engine and the automatic transmission in accordance with the degree of engagement.

Driving force control apparatus

A downshift allowable vehicle speed is variably set according to a torque converter slippage amount. Specifically, a downshift allowable vehicle speed is variably set by, using a reference downshift allowable vehicle speed when the torque converter slippage amount is 0 and a gear ratio of the automatic transmission after a downshift, calculating an allowable vehicle speed correction amount based on the present torque converter slippage amount and the gear ratio after the downshift, and setting a value obtained by subtracting the allowable vehicle speed correction amount from the reference downshift allowable vehicle speed as the downshift allowable vehicle speed. By such setting, it is possible to set a higher downshift allowable vehicle speed as the torque converter slippage amount becomes smaller, so it is possible to expand a downshift allowable region when the manual gearshift mode is selected.

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Anjo, Japan

Hitoshi Matsunaga