Aisin Ai Co., Ltd.

Aisin Seiki Kabushiki Kaisha

Jtekt Corporation

Kazutaka Kobayashi

Takeshige Miyazaki

Yoshiyuki Aoyama

Akihiro Ohno

Ryohei Shigeta

Tomoaki Kato

Yoshiki Ito

Go Nagayama

Hiroki Inoue

Katsunori Ueda

Tomomitsu Terakawa

Shiro Ogami

Yoshihide Suzuki

Yuichiro Kitamura

Yuichi Fukuhara

Yasuhiro Hosoi

Tuyoshi Murakami

Yuichiro Nakamura

Fumiaki Ito

A drive state control apparatus is applied to a vehicle which has not only a transfer including a multi-disc clutch mechanism but also a changeover mechanism interposed in an axle and which can be switched between 2WD and 4WD. When a 2WD-to-4WD changeover condition is satisfied, the multi-disc clutch is immediately switched from a 'decoupled state' to a 'coupled state.' Meanwhile, a connecting operation of the changeover mechanism is started upon establishment of a state in which left and right rear wheels have no acceleration slippage, and a state in which rotational speeds of first and second axles on opposite sides of the changeover mechanism are approximately equal to each other. In addition, in the case where the left and right rear wheels have acceleration slippage after the 2WD-to-4WD changeover condition has been satisfied, an E/G output reduction control is executed. Thus, the connecting operation can be performed smoothly.

Drive state control apparatus for vehicle

A power transmission control device is used for a hybrid vehicle including an internal combustion engine and a motor (MG) as power sources, and includes a manual transmission and a friction clutch. A torque of the motor (MG torque) is generally adjusted to the smaller one (=MG torque final reference value) of an MG torque reference value determined based on an accelerator opening and an MG torque limit value determined based on a clutch return stroke. Based on satisfaction of a predetermined condition relating to a clutch pedal operation performed by a driver, the MG torque is intentionally adjusted to a value shifted from the MG torque final reference value in place of the MG torque final reference value. As a result, a driving force which is more appropriate or better meets a driver's intention can be obtained.

Power transmission control device for vehicle

A control apparatus of a hybrid vehicle includes an automatic transmission, a clutch, a motor, a battery, a driving assist control device performing a driving assist control by driving the motor to generate an assist torque, a gear shift assist control device performing a gear shift assist control by driving the motor in response to a decrease of the engine torque caused by the disengagement state of the clutch, an SOC value detection device detecting an SOC value, and a first mode switch device switching an operation mode of the hybrid vehicle from a normal mode in which the driving assist control and the gear shift assist control are performed to a battery power preserving mode in which the driving assist control is prohibited and the gear shift assist control is permitted in a case where the SOC value is equal to or smaller than a first predetermined value.

Control apparatus of hybrid vehicle

In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, 'a gear position to be realized' is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, 'the gear position to be realized' is maintained to a current gear position independently of the travel state of the vehicle.

An on-demand-type drive state control apparatus for a vehicle is provided. In the case where acceleration slippage occurs at drive wheels (rear wheels) of a vehicle when a drive system is in a two-wheel drive state, the drive system is switched from the two-wheel drive state to a four-wheel drive state. That is, the maximum transmittable torque of a multi-disc clutch mechanism increases from '0' to a predetermined value. In the four-wheel drive state, the maximum transmittable torque decreases stepwise from the present value by a predetermined value every time the vehicle travels over a predetermined distance in a state in which none of the wheels cause acceleration slippages. That is, the clutch drive current supplied to the multi-disc clutch mechanism decreases gradually (stepwise or in a plurality of steps), and the drive torque distributed to the front wheels (rear wheels) decreases (increases) gradually.

In a state in which a vehicle travels while an internal-combustion-engine driving torque (Te) is transmitted to drive wheels, the internal-combustion-engine driving torque (Te) and a clutch torque (Tc) are decreased and an electric-motor driving torque (Tm) is increased based on the satisfaction of a shift-up condition (t). During the time period from the satisfaction of the shift-up condition to time at which the clutch torque (Tc) becomes zero (tto t), a load torque (Ts) of a power generator rotationally driven by an output shaft of the internal combustion engine is generated. In a hybrid vehicle equipped with an AMT, power consumption with the driving of an electric motor when a shift-up action is carried out using the assist of the electric-motor torque can be reduced.

Vehicle power transmission control device

A speed control method for an automatic transmission includes a first synchronizing process, in which a first clutch portion is operated to be in an engaging state in order to synchronize a first input shaft to a power source, a second synchronizing process, in which the first input shaft is synchronized to the output shaft by operating a gear train connected the first input shaft so as to be in an engaging state, after the first clutch portion is operated so as to be in the disengaging state and a torque transmission path switchover process for switching a torque transmitting path from a second input shaft to the first input shaft by operating the first clutch portion so as to be in an engaging state while the second clutch portion is operated so as to be in an disengaging state.

Speed control method of automatic transmission

A gear-type transmission apparatus includes a first input shaft, a second input shaft provided coaxially and rotatably relative to the first input shaft, a first counter shaft and a second counter shaft arranged in parallel to the first and the second input shafts, an output shaft, a dual clutch mechanism having a first clutch and a second clutch for transmitting a rotation of a driving shaft driven by a power source to the first and the second input shafts, a first gear change mechanism, a second gear change mechanism, a reverse gear set having a reverse shift stage driving gear, a reverse shift stage intermediate gear, and a reverse shift stage driven gear, and a switching clutch having a reverse shift stage engaging member for establishing/interrupting a torque transmission from the driving shaft to the output shaft via the reverse shift set.

Growing community of inventors

Nishio, Japan

Kazutaka Kobayashi