Nissan Motor Company Limited

Other

Jatco Corporation

Masahiro Iriyama

Takahiro Yoshino

Masami Murayama

Tetsuya Shimada

Hiroyasu Tanaka

Kenji Suzuki

Kenichi Machida

Mikio Nozaki

Masashi Ono

Shusaku Katakura

Yoshinobu Kawamoto

Masahiro Arai

Hiroshi Satoh

Tomoaki Honma

Yuzuru Tohta

Seiichiro Takahashi

Yusuke Kimura

Hiroshi Abe

Yoshiyuki Yoshida

Masahiro Yamamoto

Shigeki Shimanaka

Hiroyuki Itoyama

Tatsuo Wakahara

Tatsuo Ochiai

Kenichi Goto

Takuichiro Inoue

Tatsuya Hayashi

Yoshihisa Kodama

Kazuhiko Abe

Takahiro Miura

Akito Suzuki

Kenichiro Murakami

Hisao Nobu

Takuya Maekawa

Ryouichi Ootaki

Naoya Onozato

Hideki Hyoudou

Hiroshi Arita

Hidefumi Iwaki

Morimasa Yamawaki

Kenichi Gotou

Naoki Osada

Tetsuya Fuke

Daisuke Yoshinoya

Kenji Ariga

Hiroaki Kawamura

Hideki Kawashima

Yuzo Kageyama

Ken Shiozawa

Munetoyo Ikeda

Hironori Ito

Yasuki Fukumoto

Tatsuji Ohkubo

Motomu Kitamura

Hironori Yuzawa

Ryouji Kadono

Osamu Ushikubo

Kennichirou Murakami

Masaru Mizuguchi

Eiichi Satou

Yuuya Kogure

Hidemasa Kinoto

Kinichiro Murakami

Yazuru Tohta

Hiroyasu c/o Jatco Ltd Tanaka

Masahiro c/o Jatco Ltd Yamamoto

Hisao c/o Jatco Ltd Nobu

Tatsuo c/o Jatco Ltd Wakahara

Shigeki c/o Jatco Ltd Shimanaka

Yoshihisa c/o Jatco Ltd Kodama

Takuichiro c/o Jatco Ltd Inoue

A drive source controller is configured to control a drive torque of a drive source that drives a vehicle. The drive source controller is configured to prohibit acceptance of drive source required torque from a cruise controller when automatic braking control is activated during cruise control, or not output the drive source required torque to the drive source controller when the automatic braking control is activated during the cruise control.

Vehicle control method and vehicle control device

An automatic transmission performs a shift-up operation when the accelerator pedal is released from a depression during a vehicle is running. An engine rotation speed immediately after the shift-up operation is predicted on the basis of the engine rotation speed and a gear ratio of the transmission after the shift-up operation. When a fuel recovery is predicted to be performed immediately after the shift-up operation, the fuel recovery is advanced such that it is performed in the inertial phase of the transmission.

Vehicle driving device and vehicle driving method

A vehicle control device for controlling a vehicle with an engine includes a target engine output calculation unit configured to calculate a target engine output based on a target drive force, a vehicle speed and an air density, and a target engine torque calculation unit configured to calculate a target engine torque based on the target engine output and the air density. The target engine output calculation unit is configured to set a smaller target engine output when the air density is low than when the air density is high, and the target engine torque calculation unit is configured to set a larger target engine torque when the air density is low than when the air density is high.

Vehicle control device and vehicle control method

When an accelerator pedal is released while a vehicle is running, a lockup clutch is unlocked. Simultaneously, ignition timing is retarded and a fuel-cut operation to stop fuel supply to an internal combustion engine is performed. However, when it is predicted that a fuel recovery is to be performed after unlocking the lockup clutch, execution of the fuel-cut operation is prohibited. A shock due to the fuel recovery after the fuel-cut operation performed when the accelerator pedal is released is thereby prevented.

Vehicle-driving device and vehicle-driving method

There is provided an oil pressure control device for a belt-type continuously variable transmission which includes two pulleys and a belt, wherein each of the two pulleys has a movable sheave which moves by oil pressure supplied to a hydraulic chamber, wherein the oil pressure control device calculates a request torque according to a running state, wherein when calculating the oil pressure which is supplied to the hydraulic chamber of the movable sheave on the basis of the request torque, the oil pressure control device reduces the request torque if the request torque is greater by a predetermined value or more than an actual input torque which is inputted to the belt-type continuously variable transmission. Accordingly, it is possible to provide an oil pressure control device for a belt-type continuously variable transmission with which undesirable vibration can be avoided by means of stable speed-ratio control.

Oil pressure control device for belt-type continuously variable transmission

A vehicle control device has a controller configured to control a hydraulic pressure required for shifting of a sub-transmission based on an input torque to the sub-transmission during the coordinated shift, and to execute limitation processing in which, when an instruction to execute specific control causing fluctuation in the input torque to the sub-transmission during the coordinated shift is issued, execution of the specific control is prohibited or the specific control is executed by limiting a control amount.

Vehicle control device and control method

A drive force control method for a vehicle, the vehicle having an accelerator pedal, a motive force source that outputs a driving force in the form of a rotation according to an accelerator opening of the accelerator pedal, a drive wheel, and a transmission that transmits the rotation output from the motive force source to the drive wheel after changing a rotation speed thereof, the method including detecting the accelerator opening, detecting a vehicle running condition, calculating a target vehicle drive force based on the accelerator opening, calculating a target input rotation speed of the transmission based on the target vehicle drive force, calculating a target input torque of the transmission based on the target vehicle drive force, and calculating a target vehicle drive force in a vehicle deceleration state that is a variable value depending on the vehicle running condition.

Drive force control device and drive force control method for vehicle

A control device for internal combustion engine mounted in a vehicle includes a throttle valve provided in an intake passage of the internal combustion engine and capable of changing a cross-sectional area of the intake passage, a variable valve capable of changing opening and closing timings of an intake valve of the internal combustion engine, basic target torque calculation means for calculating a basic target torque of the internal combustion engine according to an operating state of the internal combustion engine, vibration control target torque calculation means for calculating a vibration control target torque of the internal combustion engine to suppress vehicle vibration according to a vibration component of the vehicle, and cylinder intake air amount control means for controlling a cylinder intake air amount by controlling one of the throttle valve and the variable valve according to the vibration control target torque and controlling the other of the throttle valve and the variable valve according to the basic target torque.

Control device for internal combustion engine

A vehicle control device includes a target drive force setting unit configured to set a target drive force based on an operating state, a target speed ratio setting unit configured to set a target speed ratio of a continuously variable transmission to achieve the target drive force and a target torque setting unit configured to set a target torque of a drive source to achieve the target drive force. The target drive force setting unit is configured to set a target drive force reduced in a stepwise manner at the time of upshifting in the continuously variable transmission.

A vehicle control device that sets a target drive force based on a vehicle speed and an accelerator opening degree, in which if a running mode is switched from a normal mode to an acceleration requirement mode, the target drive force is set based on the accelerator opening degree and the vehicle speed at the time of mode switching.

An unlock operation of a lockup clutch and a shift-up operation of an automatic transmission are performed together when an accelerator pedal of a vehicle is released in a state where the lockup clutch is in a lockup state. An engine rotation speed immediately after the shift-up operation is estimated on the basis of the engine rotation speed and a gear ratio of the automatic transmission after the shift-up operation. If a fuel recovery operation is predicted to be performed immediately after the shift-up operation, the fuel-cut operation is prevented, thereby suppressing a shock from occurring due to the fuel recovery when a foot release shift-up operation is performed.

A target drive force is computed according to an accelerator pedal opening. A target input rotation speed lower limit basic value to an automatic transmission is computed based on a vehicle speed and a shift range of the automatic transmission. A target drive force lower limit correction value is computed based on the target input rotation speed lower limit basic value. The target drive force is corrected based on the target drive force lower limit correction value. A target input torque of the automatic transmission is computed based on the target drive force after correction. An input torque to the automatic transmission is controlled to the target input torque. By this control, an arbitrary drive force characteristic can be obtained in a PTD control.

Drive force control device for vehicle

A power output of engine is restricted to become a power output which is calculated by using a first restriction accelerator operation degree when a brake operation with a brake pedal is detected in addition to an accelerator pedal operation with an accelerator pedal; and the power output of the engine is restricted to become a power output which is calculated by using a second restriction accelerator operation degree in place of the first restriction accelerator operation degree when an amount of change of the accelerator operation degree per unit time becomes larger than a preset certain value in a direction of depression of the accelerator pedal under a condition where the power output of the engine is restricted by using the first restriction accelerator operation degree, the second restriction accelerator operation degree being larger than the first restriction accelerator operation degree.

To achieve an intermediate lock state in a short period when an engine is stopped and improve the accuracy of confirmation of the intermediate lock state, an engine valve timing control apparatus includes a variable valve timing mechanism configured to vary engine valve timing, and an intermediate lock mechanism configured to restrict relative rotation positions of a first and a second rotor of the valve timing mechanism at an intermediate lock position for starting the engine. Upon detection of an engine stop request, the valve timing mechanism and the intermediate lock mechanism are driven and controlled for establishing an intermediate lock state. When a predetermined period from detection of the engine stop request has expired without detecting the intermediate lock state within the predetermined period, an engine stopping process is executed. Even after the engine stopping process has been executed, monitoring of the intermediate lock state is continued.

Engine valve timing control apparatus

An output power of the internal combustion engine () is transmitted to a drive wheel via a torque converter (B) having a pump impeller and a turbine runner. A lockup clutch (C) directly connects the pump impeller and the turbine runner during a coast running of a vehicle. When the accelerator pedal is slightly depressed during a coast running of a vehicle in a fuel cut-off state, the lockup clutch (C) disengages. In addition, fuel recovery of the internal combustion engine () is suppressed until the engaging pressure of the lockup clutch (C) decreases, thereby preventing a vehicle speed change caused by an output power increase of the internal combustion engine () before the lockup clutch (C) substantially disengages.

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Yokohama, Japan

Masahiro Iriyama