Jatco Corporation

Nissan Motor Company Limited

Kouichi Kotsuji

Hironori Miyaishi

Shingo Suzuki

Kenichi Watanabe

Tetsuya Izumi

Akito Suzuki

Kakuzou Kaneko

Taiichi Onoyama

Masumi Fujikawa

Kenji Hattori

Keisuke Iwado

Tomoyuki Mizuochi

Takanobu Mouri

Ryuichi Arai

Ryuzo Noguchi

Seishi Shimamura

Akihiro Toyofuku

Satoshi Harui

Tomoyuki Nakano

Ryohey Toyota

Yutaka Kaneko

Kazuhiko Tazoe

Kazuhiro Miyachi

Atsushi Maeda

Akira Sugimura

Shoichi Sekiguchi

The control mode is switched between a first control mode configured to control the speed change pump based on an actual speed ratio being an actual speed ratio of the variator, and a second control mode configured to control the speed change pump based on an actual working pressure being an actual working pressure of the variator. In the first control mode, the actual speed ratio is calculated based on a detected value of a vehicle speed; and the speed change pump is controlled to cause the actual speed ratio to approach the target speed ratio. In the second control mode, the actual working pressure is detected and the speed change pump is controlled to cause the actual working pressure to approach a target working pressure corresponding to the target speed ratio. In a situation or a condition where the detection accuracy of the vehicle speed by the vehicle speed sensor decreases, the control mode is switched from the first control mode to the second control mode.

Automatic transmission control method and control device

An oil pump driving control device of a vehicle having a main oil pump () that is driven by a motor/generator () and produces a pump discharge oil to a first clutch (), a second clutch () and a belt-type continuously variable transmission () provided on a driving force transmission line. A hybrid control module () is provided in this FF hybrid vehicle. The hybrid control module () is configured to perform a control so that during vehicle stop, the lower an ATF oil temperature is, the more the pump driving energy to drive the main oil pump () is decreased. With this control, consumption energy during the vehicle stop can be reduced.

Vehicle oil pump driving control device

A controller is provided so as to control, when an electric vehicle (EV) mode is selected, a belt clamping pressure on the basis of discharged oil from a main oil pump which is driven by a motor generator. The controller is provided for a hybrid vehicle and is configured to perform control such that when the vehicle is stopped in the EV mode and a creep cut condition which does not require creep torque from the motor generator is met, a first motor idling rotation speed is set as a motor rotation speed. When the vehicle is stopped in the EV mode and a standby learning control completes learning of a zero-point oil pressure command value, the controller reduces a rotation speed of the motor generator to a second motor idling rotation speed which is lower than the first motor idling rotation speed.

Control device for hybrid vehicle

A vehicle controlling device has a frictional engagement element provided between a drive motor and a driving wheel; a shifting unit capable of selecting a travel range or a non-travel range; first obtaining unit configured to, during selection of the travel range, obtain a first parameter including at least a first motor torque value that is a torque value of the drive motor; second obtaining unit configured to, during selection of the non-travel range, obtain a second parameter including at least a second motor torque value that is a torque value of the drive motor; and operating unit configured to, on the basis of the first and second parameters, calculate a zero point hydraulic pressure command value at which the frictional engagement element starts to generate a torque capacity. It is therefore possible to detect a zero point of a clutch between the drive motor and the driving wheel.

Vehicle controlling device

The integrated controller calculates the required lubricant flowrate required for lubricating the friction element corresponding to a selected position on the basis of a rotation speed difference in the friction element corresponding to the selected position, and increases the lubricant flowrate supplied to the friction element corresponding to the selected position immediately after switching is made between the forward position and the reverse position and supplies the lubricant flowrate larger than the required lubricant flowrate to the friction element corresponding to the selected position.

Lubricant flowrate control device of automatic transmission and lubricant flowrate control method

An initial variation learning control is executed when a learning condition is satisfied each time the learning condition is satisfied, with the aim of absorbing initial variations of manufacturing errors or variations of components of a second clutch (CL). When the number of times of learning control is counted and this becomes a predetermined number (e.g. five times), after that, a deterioration variation learning control, which is equivalent to the initial variation learning control, is executed only once a trip from ON of a key switch to OFF of the key switch. With this, a frequency of execution of the learning control can be reduced, and the number of times of the learning can be reduced. It is therefore possible to suppress energy consumption and improve energy efficiency in stand-by pressure learning control of the second clutch that serves as a starter clutch.

Vehicle controller

Oil pressure controller for an automatic transmission produces a pre-charge shelf pressure supplied to a starter clutch by rapidly decreasing a command hydraulic pressure to the starter clutch after temporarily rapidly increasing the command hydraulic pressure, also produces a capacity adjustment pressure (Pbor Pb) of the starter clutch by gradually increasing the hydraulic pressure from a decrease point of the pre-charge shelf pressure (Pa), when a selecting operation is made from N-range to D-range. By changing capacity adjustment pressure (Pbor Pb) according to brake-operating/nonoperating state, capacity adjustment pressure (Pb) in the brake-nonoperating state is set to be higher than capacity adjustment pressure (Pb) in the brake-operating state by an offset hydraulic pressure amount. With this, when the selecting operation is made from N-range to D-range, in the brake-operating state, selection shock of the starter clutch can be reduced. In the brake-nonoperating state, good vehicle startability can be achieved.

Oil pressure controller for automatic transmission

A vehicle control device for controlling a vehicle with a frictional engagement element provided between a drive source and drive wheels includes a first determination unit configured to determine whether or not a signal of an inhibitor switch indicates a traveling position, a second determination unit configured to determine whether or not an oil path communicating with the frictional engagement element is in a drain state, a temperature estimation unit configured to estimate temperature of the frictional engagement element, and a temperature estimation prohibition unit configured to prohibit temperature estimation of the frictional engagement element by the temperature estimation unit when the signal of the inhibitor switch indicates the traveling position and the oil path is in the drain state.

Vehicle control device and vehicle control method

Initial variation learning control is executed when learning condition is satisfied each time of its satisfaction, to absorb initial variations of manufacturing errors or variations of components of second clutch (CL). When the number of times of total learning is counted and this becomes predetermined number (e.g. five times), initial variation learning control is judged to be converged. On the basis of condition of this convergence, so-called vertical sliding speed control returning belt () of variator (V) to LOWEST transmission ratio position is performed. With this, vertical sliding speed control is not performed in state in which excessively large torque acts on second clutch, and durability of belt and pulley is increased. It is therefore possible to prevent vertical sliding speed control from being performed in state in which input torque is predetermined value or greater, and possible to improve response of accelerator operation after performing vertical sliding speed control.

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Numazu, Japan

Kouichi Kotsuji