Toyota Jidosha Kabushiki Kaisha

Kohei Dodo

Hirofumi Ota

Hiroki Morita

Keigo Matsubara

Hideki Kubonoya

Tsuyoshi Fujikane

Yoichi Nakashima

Junichi Inoue

Atsushi Muto

Takaaki Sakai

A control apparatus for a vehicle, which is provided with an engine and drive wheels, is configured, during an inertia running or stop of the vehicle, to execute a control for stopping the engine and/or disconnecting the engine from the drive wheels in each area, depending on whether a condition is satisfied or not. The condition is set based on an information transferred from other vehicle in which the control is executable during an inertia running or stop of the other vehicle. The information includes (a) a location information indicative of the each area and (b) an acceleration representative value representing a required acceleration of the other vehicle required by an operator of the other vehicle in the each area. The acceleration representative value is associated with the location information indicative of the each area.

Vehicle control apparatus

A control apparatus for a vehicle, which is provided with a drive power source, drive wheels and a continuously variable transmission, includes a friction-force control portion configured to control a friction force acting between a belt and pulleys of the continuously variable transmission, based on a belt-slip information received from an external device located outside the vehicle. The belt-slip information represents at least one belt slippy area in which a belt slippage is more likely to occur in the continuously variable transmission. The friction-force control portion controls the friction force such that the friction force is made larger in the at least one belt slippy area than in other areas in which the belt slippage is less likely to occur in the continuously variable transmission.

A vehicle control apparatus is configured to execute gear shifting in an automatic transmission, in accordance with at least one selected shifting line, which is selected from among at least one first shifting line and at least one second shifting line, depending on (i) acceleration representative information related to an acceleration representative value representing an acceleration of the vehicle required by an operator of the vehicle and (ii) location information related to a current location of the vehicle, wherein each of the at least one first shifting line is a shifting line stored in a storage device provided in the vehicle, and each of the at least second shifting line is a shifting line in which other-vehicle-related information is reflected. The other-vehicle-related information is information received from an external device located outside the vehicle, and related to other vehicle that is at least one vehicle other than the vehicle.

A hydraulic control system includes a first oil passage, a first oil pump, a second oil passage, a second oil pump and a check valve. The first oil pump is disposed in the first oil passage. The second oil passage bypasses the first oil pump, includes an intake oil passage and a discharge oil passage, the intake oil passage and the first oil passage are connected to each other at a connection point, and the discharge oil passage includes an air vent hole. The second oil pump is disposed in the second oil passage, configured to take in oil from the intake passage, and configured to discharge the oil into the discharge oil passage. The check valve is provided between the connection point and the air vent hole, configured to restrict flow of the oil from the air vent hole toward the connection point via the second oil pump.

Hydraulic control system

A map is provided that has an unlimited region where a take-off slip-engagement the next time is repeatedly executed indefinitely, a limited region where the take-off slip-engagement the next time is repeatedly executed only once, and a prohibited region where the take-off slip-engagement the next time is prohibited, and has a generated heat amount during the take-off slip-engagement and an elapsed time after the lock-up slip-engagement ends as variables. Therefore, a region in which the take-off slip-engagement the next time had been prohibited because the take-off slip-engagement the next time is unable to be repeatedly executed indefinitely even though it is able to be repeatedly executed only once is made the limited region, so the take-off slip-engagement the next time is allowed to be repeatedly executed only once.

Control apparatus for vehicular power transmitting apparatus

A transmission ECU calculates a differential rotation, which is the rotational speed difference between a friction plate and a separator plate, when it is determined that a second brake is not engaged. If it is determined that the differential rotation is equal to or above a predetermined value, the transmission ECU narrows the pack clearance of the second brake. If it is determined that the differential rotation is less than the predetermined value, the transmission ECU widens the pack clearance of the second brake.

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Nisshin, Japan

Kohei Dodo