Nissan Motor Company Limited

Jatco Corporation

Katsunori Satou

Hiroyuki Takenaka

Kan Yagi

Jun Yoshino

Masaya Kubota

Yuzuru Tohta

Kenichiro Murakami

Daigo Kishi

Seiji Totsuka

Hitoshi Yokose

Tsuyoshi Mori

Makoto Hashimoto

Seiji c/o Jatco Ltd Totsuka

Kan c/o Jatco Ltd Yagi

An internal combustion engine is connected to a transmission via a torque converter. The transmission includes a continuously variable transmission mechanism and a clutch. When the transmission is switched from the P range to the D range, a rotation speed of the internal combustion engine decreases with engagement of the clutch. In order to suppress engine stalling in cold climates, electric power generation of an alternator is stopped to reduce an electric power generation load when a speed difference between the rotation speed of the engine and an input rotation speed of the transmission becomes greater than or equal to a predetermined speed difference value. The electric power generation is restarted after a predetermined time period has elapsed since the input rotation speed of the transmission became lower than or equal to a second predetermined rotation speed value.

Electric power generation load reduction method and electric power generation load reduction apparatus for internal combustion engine for vehicle

A control system for an automatic transmission, when hydraulically controlling the speed ratio of a belt type continuously variable transmission that transmits power from an engine to driving wheels by shifting or speed change, limits the shift speed to or below a predetermined value when an accelerator pedal is off and the engine rotational speed is at or below a predetermined speed. As a result, it is possible to avoid a driver from feeling uncomfortable when shifting with the accelerator off.

Control system for automatic transmission

A lock-up control system including a lock-up differential pressure generator and a controller that is programmed to: when increasing a lock-up differential pressure command value with time to establish the lock-up state of the torque converter, switch a gradient of the lock-up differential pressure command value from a first gradient to a predetermined gradient larger than the first gradient when an actual slip rotation speed is decreased to a predetermined slip rotation speed value or less; and switch the gradient of the lock-up differential pressure command value from the predetermined gradient to a second gradient smaller than the predetermined gradient when the actual slip rotation speed exceeds the predetermined slip rotation speed value again after being decreased to the predetermined slip rotation speed value or less.

Lock-up control for torque converter

An automatic transmission control apparatus includes an engine rotational speed limit verifying section and a shift control characteristic changing section. The engine rotational speed limit verifying section is configured to receive an engine rotational speed limit value for limiting an engine rotational speed and determine if the engine rotational speed limit value is lower than a prescribed normal upper limit value. The shift control characteristic changing section is configured to change a shift schedule of an automatic transmission based on the engine rotational speed being limited by the engine rotational speed limit value and the automatic transmission having a stronger tendency to select a higher gear stage than if the engine rotational speed limit value was not being limited to a lower value than the prescribed normal limit value, when the engine rotational speed limit value is determined to lower than the prescribed normal upper limit value.

Automatic transmission control apparatus

A shift shock reducing apparatus for a power train having an engine and an automatic transmission having a frictional element that is to be engaged at upshift, comprising a control section that executes, during upshift, a torque down of the engine that starts before the start of an inertia phase in which a gear ratio of the transmission is changing from a before-shift gear ratio to an after-shift gear ratio, and a control section that makes larger a rising gradient of working oil pressure that is supplied to the frictional element to be engaged at upshift when the torque down that starts before the start of the inertia phase is executed than that when the torque down is not executed.

Shift shock reducing apparatus for power train

Growing community of inventors

Kanagawa, Japan

Katsunori Satou