Toyota Jidosha Kabushiki Kaisha

Aisin Aw Co., Ltd.

Aishin Aw Co., Ltd.

Other

Masato Kaigawa

Atsushi Tabata

Seiji Kuwahara

Yasuo Hojo

Masahiko Ando

Hidehiro Oba

Akira Fukatsu

Kazumasa Tsukamoto

Hiromichi Kimura

Kagenori Fukumura

Nobuaki Takahashi

Yoshihisa Yamamoto

Masahiro Hayabuchi

Masashi Hattori

Takeshi Inuzuka

Takaaki Tokura

Hideki Miyata

Ichiro Kitaori

Hideki Kubonoya

Tetsuo Hamajima

Mamoru Niimi

Toshiyuki Mae

Yutaka Taga

Kunihiro Iwatsuki

Katsumi Kono

Yoshio Hasegawa

Masami Kondo

Hideaki Otsubo

Masayuki Baba

Toshiya Oishi

Hiroyuki Sawada

Takayuki Okada

Shogo Matsumoto

Naoto Moriya

Kei Kitajima

Yoshito Takeshita

Fuminori Monji

Motoyuki Sakai

Shigeru Kamio

Shuzo Moroto

Makoto Ogiso

Yuki Minase

Akira Hino

Shuji Nagano

Ryoji Habuchi

Kenji Shirai

Masashi Takagi

Shinya Toyoda

Hitoshi Matsunaga

Tsuyoshi Mikami

Tsutomu Miyazaki

Michihito Shimada

Masakazu Owatari

Yasushi Kobiki

Kazuyuki Suzuki

Masato Watanabe

Yasuhiko Higashiyama

Masao Saitou

Toshihiro Fukumasu

Masato Matsubara

Kenichi Okaya

Keiji Hoshino

Yoji Takanami

Tsutae Takeda

Noritaka Takebayashi

Takanori Wakasugi

Masahito Inaba

Takeshi Gotou

A control apparatus for controlling a linear solenoid by controlling a driving current supplied to the linear solenoid through a feedback control. The feedback control is executed by a feedback control system having parameters that are determined in accordance with an ILQ design method. In a frequency characteristic of a gain of a transfer function representing a ratio of an output to a disturbance in the feedback control system, the gain is lower than 0 [dB] throughout all frequency ranges.

Control apparatus for linear solenoid

A control device of a vehicle drive device includes an engine having a supercharger and an automatic transmission outputting power of the engine to drive wheels, when a supercharging pressure at the end of the upshift is increased as compared to the start of the upshift such that an engine torque at an end of an upshift of the automatic transmission is made larger than that at a start of the upshift, a target supercharging pressure being set depending on a predicted engine operation state after the upshift to allow a shift operation to proceed while an increase of the supercharging pressure is started before a completion of the upshift such that the supercharging Pressure reaches the target supercharging pressure, the supercharging pressure being controlled such that a target engine torque determined based on a vehicle state is achieved, and when the supercharging pressure cannot be increased in the upshift before the end of the upshift to a magnitude required for generating the target engine torque at the end of the upshift, a predefined engine torque lower than the target engine torque at the end of the upshift being retained after the end of the upshift.

Control device for vehicle drive device

Disclosed is a vehicle control apparatus which can prevent drivability from being deteriorated. The ECU is operative to determine whether the previously depressed brake is in the 'ON' or 'OFF' state when the vehicle is determined as being not travelling on a bad road, the accelerator being in the &#x201c;ON&#x201d; state, and the brake being in the &#x201c;ON&#x201d; state. When the ECU is operative to determine that the previously depressed brake is in the &#x201c;OFF&#x201d; state, and the vehicle is in the reduced speed state, the ECU is operative to perform the reduction process of the engine output under the condition that the simultaneous depressions of the accelerator and brake pedals are held for less than 10 seconds, and the vehicle speed is 7 km/hr or more. When, on the other hand, the ECU determines that the vehicle is travelling on the bad road, the ECU is operative not to perform the reduction process.

Vehicle control apparatus

A control device for a drive device of a vehicle which is provided with an engine, a supercharger to raise a pressure of intake air introduced in said engine, an accelerating member manually operable by an operator of the vehicle to accelerate the vehicle, and an automatic transmission constituting a portion of a power transmitting path between said engine and drive wheels, and wherein said engine is placed in a first operating state in which said supercharger is operated, or a second operating state in which an operation of said supercharger is restricted as compared with that in said first operating state, said control device comprising: a speed ratio selection control portion configured to implement a speed ratio selection control to change a method of selecting a speed ratio of said automatic transmission depending upon a rate of increase of an operation amount of said accelerating member, where said engine will be placed in said first operating state if said automatic transmission is shifted to select a first speed ratio value according to a predetermined shifting map while said engine is placed in said second operating state, said speed ratio selection control portion implementing said speed ratio selection control to shift said automatic transmission to select said first speed ratio value when the rate of increase of the operation amount of said accelerating member is relatively low, and to shift said automatic transmission to select a second speed ratio value at which said engine is kept in said second operating state and which is higher than said first speed ratio value, when the rate of increase of the operation amount of said accelerating member is relatively high.

An ECU includes: an engine control unit that controls devices provided for an engine on the basis of a target engine rotational speed; and an engine model that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with a target engine torque and an actual engine rotational speed in a steady state, and that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with the target engine torque independently of the actual engine rotational speed in a transient state in which the engine is unstable as compared with the steady state. When the engine is controlled by the thus configured ECU, the control accuracy is improved.

Controller for engine

A shift output torque control unit executes a shift output torque control to control an engine torque so as to reduce a driving force difference, which is a variation width of a driving force due to downshift of an automatic transmission. Thus, in comparison with the case in which the shift output torque control is not executed, it is possible to smooth a variation in driving force associated with the downshift. As a result, occupants' comfort and controllability to driving operation may be improved.

Vehicle driving force control device

A control device for an automatic transmissionhaving shift control meansoperative to select a manual shift mode is provided for preventing acceleration response from deteriorating in the automatic transmission. The control device includes automatic up-range control meansfor switching a range to a 'D' range when high oil-temperature determining means determines presence of a high oil-temperature state, and high oil-temperature down-range permitting meansfor permitting a down-range during a manual shift operation until a selected uppermost gear position Greaches a determining gear position Gwhen the accelerator-on drive determining meanssubsequently determines presence of an accelerator-on drive. Even when obtaining a drive force is attempted during an accelerator-on drive mode after switching the range, the down-range by the manual shift operation is permitted until the selected uppermost gear position Greaches the determining gear position G. Thus, a drop in acceleration response in comparison to that of an automatic shift mode is prevented.

Control device for vehicular automatic transmission

An electronic control unit is provided with two types of gear change maps: a first gear change map based on the vehicle speed and the accelerator pedal operation amount; and a second gear change map based on the vehicle speed and the required drive force of the vehicle. The electronic control unit determines whether the automatic transmission should downshift with reference to the first gear change map, and determines whether the automatic transmission should upshift with reference to the second gear change map.

Shift control device and shift control method for automatic transmission

A parameter &#x3b1;(OUT) having an accelerator pedal position, a vehicle speed and a drive force as components is set according to information representing a driver's operation and information representing running environment of a vehicle. A gear is set according to the parameter &#x3b1;(OUT) and a map determining the gear based on the accelerator pedal position, the vehicle speed and the drive force. A gear shift line is defined such that a rate of increase of the drive force with respect to the vehicle speed is zero or more. A down-shift line is defined such that the drive force decreases with increase in accelerator pedal position. Down-shift after up-shift as well as the up-shift after the down-shift are inhibited when both a condition that an amount of change of the accelerator pedal position after last gear shift is larger than a threshold and a condition that an amount of change of the drive force after the last gear shift is larger than the threshold are satisfied.

Gear shift system for vehicle, control method and control device for automatic transmission

A shift controller includes: a shift control unit automatically shifting gears of an automatic transmission using a basic shift line map; a shift line map switching control unit switching from the basic shift line map to a high fluid temperature shift line map set on a lower vehicle speed side when a hydraulic fluid temperature in the automatic transmission is higher than a predetermined value; and a low power state determination unit determining whether a vehicle is in a low power state in which a required power related value used for gear shift determination is lower than a predetermined determination value. The shift line map switching control unit switches from the high fluid temperature shift line map back to the basic shift line map when the hydraulic fluid temperature is lower than the predetermined value and the vehicle is in the low power state.

Shift controller of vehicle automatic transmission

A control device for an automatic transmission is disclosed wherein a shift point depending on a variation in vehicle acceleration is modified on a real time basis in accordance with not only a corrected result on a shift point depending on piece-to-piece variations of automatic transmissions, but also actual acceleration for shortening a time required for learning with high precision with no need to be matched. Shift point real-time modifying means is provided for modifying the altered shift point based on a value of a ratio between a value of actual engine-rotation acceleration at an upshift-determining timing during a power-on running and a value of reference engine-rotation acceleration obtained by substituting a value of actual engine-rotation acceleration to a value for a reference running state having no impact on acceleration of a vehicle, and a target maximum engine rotation speed.

Control device for automatic transmission

A vehicular control apparatus that controls an engine mounted on a vehicle includes: a generating section that generates respective required values of the engine based on quantities of state in different units of measure; an adjusting section that converts the required values into values in a common unit of measure and obtains a desired value of the engine based on the values in the common unit of measure; a control section that controls the engine based on the obtained desired value; and a determining section that determines whether the vehicle is in an idling state using respective reference values set for the quantities of state, the required values, and the desired value. One of the reference values is converted into the remaining reference values in different units of measure.

Vehicular control apparatus and method

A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on a signal corresponding to the state of an operation member, including: a mechanism that generates a rotational force for moving the actuator toward a rotation stop positional-range corresponding to the shift position, based on a rotation stop position of the actuator; a detection unit that detects a rotation amount of the actuator; a control unit that controls the actuator based on the signal and the detected rotation amount; and a learning unit that learns the rotation stop positional-range corresponding to the shift position, based on an amount by which the actuator has been rotated since a control over the actuator executed by the control unit is stopped.

Control apparatus and method for shift-position changing mechanism

A driving force control system includes an internal combustion engine model () represented by a model linearized while including a first-order lag component, a calculator () calculating deviation between target engine torque and estimated engine torque, a delay compensator () compensating for response delay based on the deviation, and an adder () calculating an engine controlled variable by adding delay-compensated deviation to the target engine torque.

Control device for internal combustion engine

The invention relates to a vehicle integrated-control apparatus and method that sets a final control target by coordinating a control target primarily set based on an input of a driver with instruction values from the control systems; and that causes a drive control system to control a drive source and a stepped automatic transmission to achieve the final control target. With this apparatus and method, at least one of the control systems, which provide instruction values to be coordinated with the primarily set control target, is notified of a range of control targets that can be achieved at a current shift speed; a range of control targets that can be achieved by changing the current shift speed to a currently achievable shift speed; and a range of control targets that can be achieved without changing the current shift speed to another shift speed.

Vehicle integrated-control apparatus and vehicle integrated-control method

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Toyota, Japan

Masato Kaigawa