Nissan Motor Company Limited

Masayuki Yasuoka

Nobusuke Toukura

Hiroaki Nishijima

Hiroshi Iwano

Isamu Kazama

Takahiro Yoshino

Shusaku Katakura

Yoshinori Iwasaki

Masaaki Uchida

Yutaka Suzuki

Hiromasa Sakai

Hideaki Watanabe

Hirofumi Shimizu

Mikio Nozaki

Daisuke Yoshinoya

Shojiro Sato

Tomoya Kimura

Katsuhiko Tsuchiya

Shusaka Katakura

An IVT controller determines whether the operation mode of an infinitely variable transmission (IVT) is a power recirculation mode or a CVT direct mode, and selects an inertial torque computing equation corresponding to the operation mode. The inertia torque accompanying a speed change of the IVT is computed using the computing equation. An engine controller adjusts the opening of an electronic control throttle, and adjusts the torque of the engine so that computed inertia torque is eliminated.

Inertia torque compensation control for a vehicle fitted with an infinitely variable transmission

When an engine control unit ( ) controls an engine rotation speed Ne to an idle rotation speed, and a select range is changed over from a non-travel range to a travel range, a speed change control unit ( ) commands an increase of engine torque supplied to the engine control unit ( ), and increases the transmission torque of a continuously variable transmission ( ) according to the increase amount of the engine torque.

Drive force control system for vehicle with infinite speed ratio continuously variable transmission

An input torque limiting device for an infinitely variable transmission connected to an engine, wherein the transmission can vary a speed ratio up to infinity. In the input torque limiting device, the maximum torque which can be input is computed according to the output/input speed ratio which is an inverse of the speed ratio, without adversely affecting the durability and performance of the infinitely variable transmission, and the engine torque is controlled not to exceed the maximum torque. In this way, in the infinitely variable transmission, input of an excessive torque when the speed ratio is in the vicinity of infinity is prevented.

Input torque limiting device for an infinitely variable transmission

A target output shaft torque tTo is computed based on an accelerator pedal depression amount APS and a vehicle speed VSP, a torque ratio T is computed based on an input shaft rotation speed and a speed ratio factor E of a IVT ( ), a target torque tTe of an engine ( ) is computed from the target out shaft torque tTo and torque ratio T, and control is performed so that the torque generated by the engine ( ) is the target torque tTe. At the same time, the target input shaft rotation speed tNin of the IVT ( ) is calculated based on a vehicle running state, and control is performed so that the input shaft rotation speed Nin and target input shaft rotation speed tNin of the IVT coincide.

Vehicle drive force control device

An ordinary target driving force is generated against a detected value of the vehicle operator depression of an accelerator pedal and a detected value of the vehicle speed. The ordinary target driving force is a driving force required to keep the vehicle rolling on a flat horizontal road at the detected value of vehicle speed with the detected value of the vehicle operator depression of the accelerator pedal. A running resistance increment, i.e., an increase of running resistance from a standard running resistance, is calculated. A preliminary driving force correction is determined in response to the running resistance increment. The preliminary driving force correction is subjected to variation. The preceding old value of a driving force correction is subtracted from a current value of the preliminary driving force to give a variation in driving force correction. This variation is limited to fall in a range between an upper and a lower limit to give a limited driving force correction variation. The preceding old value of the driving force correction is added to the limited driving force correction variation to give the driving force correction. This driving force correction is added to the ordinary target driving force to give a corrected target driving force. To realize the corrected target driving force, engine torque and CVT ratio are adjusted.

Vehicle driving force control with differential dependent correction

A driving force control system is provided for an automotive vehicle powertrain. The driving force control system has an accelerator pedal sensor to detect the vehicle's operator depression of an accelerator pedal of the vehicle, a vehicle speed sensor to detect a vehicle speed of the vehicle, and a powertrain control module. The powertrain control modules includes a microprocessor to determine an ordinary target driving force in response to the vehicle's operator depression of the accelerator pedal and the vehicle speed, to determine a running resistance increment, to determine a driving force correction in response to the vehicle's operator depression and the driving force correction, and to determine a corrected target driving force after correcting the ordinary target driving force with the driving force correction.

Vehicle driving force control with operator power demand responsive correction

A driving force control system for an automotive vehicle comprises an ordinary target driving force generator. It determines an ordinary target driving force in response to operator manipulation of the accelerator pedal and vehicle speed. The ordinary target driving force is a predetermined target value of driving force required to keep the vehicle rolling over the surface of a flat road that has 0% gradient. A running resistance increment generator determines an increment in running resistance from a standard resistance that is predetermined for the vehicle. A corrected target driving force generator receives the ordinary target driving force, the vehicle speed and the running resistance increment. It determines corrected target driving force. The corrected target driving force generator restrains the corrected target driving force in response to idle and brake signals from an idle switch and a brake switch.

Driving force control for automotive vehicle

A driving force control system for an automotive vehicle comprises a controller. The controller determines standard resistance (RLDTRQ) in response to vehicle speed (VSP), and it also determines an increment in running resistance (RESTRQ) from the standard resistance (RLDTRQ). The controller determines driving force correction (ADDFD) in response to the increment in running resistance (RESTRQ). The controller adds the driving force correction (ADDFD) to ordinary target driving force (tTd&num;n) to provide corrected target driving force (tTd). The controller converts the increment in running resistance (RESTRQ) into the driving force correction (ADDFD) at a rate that is variable in response to the increment in running resistance (RESTRQ).

Driving force control with gradient resistance torque dependent correction factor

A driving force control system for an automotive vehicle comprises a vehicle speed sensor detecting an operating parameter indicative of a speed of the vehicle and generating a vehicle speed signal indicative of said detected operating parameter. An ordinary target driving force generator determines an ordinary target driving force in response to operator manipulation of the accelerator pedal and the vehicle speed. The ordinary target driving force is a predetermined target value of driving force required to keep the vehicle rolling over the surface of a flat road that has 0% gradient. A running resistance increment generator determines an increment in running resistance from a standard resistance that is indicated by the ordinary target driving force. A corrected target driving force generator receives the ordinary target driving force, the vehicle speed and the running resistance increment. It determines corrected target driving force. The corrected target driving force generator keeps setting the ordinary target driving force as the corrected target driving force when the vehicle speed signal is low.

A process of forming a value of standard resistance for an automotive vehicle and a vehicle control system are disclosed. The process comprises sensing operating parameters indicative of operating conditions of the vehicle power train during operating an engine to keep the automotive vehicle rolling over the surface of a flat road in steady running state at each of said predetermined number of reading points of vehicle speed, A value of driving torque produced by the power train is derived from the sensed operating parameters at each of the predetermined number of reading points of vehicle speed. Finally, the derived values of driving torque are set as known standard resistance values at the predetermined number of reading points of vehicle speed, respectively.

Process of forming standard resistance values and vehicle control using same

An integrated driving-torque control system for an automotive vehicle with a continuously variable automatic transmission (CVT) and an electronically-controlled engine, comprises a desired transmission ratio arithmetic-calculation circuitry calculating a required axle-driveshaft driving torque from an accelerator depression amount and a vehicle speed, and retrieving a desired transmission ratio on the basis of the required axle-driveshaft driving torque and the vehicle speed VSP. An electronic control unit (ECU) executes automatic shifting control for the CVT so that an actual transmission ratio is adjusted to the desired transmission ratio. A first arithmetic-calculation circuitry calculates a first desired engine output torque corresponding to the required axle-driveshaft driving torque, whereas a second arithmetic-calculation circuitry calculates a second desired engine output torque corresponding to the accelerator depression amount. A selector selects the first desired engine output torque as a desired engine output torque under a condition of VSP&gE;VSP,(a predetermined vehicle speed threshold), and selects the second desired engine output torque as the desired engine output torque under a condition of VSP<VSP,. The ECU executes engine power output control for the engine in response to the desired engine output torque selected by the selector.

Integrated driving torque control system for automotive vehicles with continuously variable automatic transmission

An engine comprising a throttle controller operable in response to an intake air control command, a fuel controller operable in response to a fuel control command, and an engine controller for generating the intake air control command and the fuel control command. The engine controller determines a target equivalence ratio for detected operating state of the engine, controls a change between stratified charge combustion and homogeneous charge combustion, delays the target equivalent ratio, determines the intake air control command and the fuel control command in response to the delayed target equivalence ratio.

Engine with torque control

A control system for a vehicle with an engine-CVT power train senses operator's desire relative to movement of the vehicle and translates the sensed operator's desire into a predetermined variable indicative of drive force applicable to the vehicle drive wheel. In integrated control mode, the predetermined variable indicative of drive force controls the engine throttle and the ratio of the CVT. In individual control mode, the integrated control is put out of operation and the sensed operator's desire controls the engine throttle and the ratio of the CVT. The control system provides an improved control over the transition period between the control modes.

Engine transmission control system

A torque controller for a direct-injection type internal combustion engine achieves the target engine torque accurately, without being affected by the combustion mode. The combustion efficiency is different depending on whether an engine combustion mode is in a homogeneous combustion mode or a stratified combustion mode. The torque controller calculates an eventual target intake air flow rate TTP2 based on the target intake air flow rate TTPO, the target air/fuel ratio tDML, and the combustion efficiency correction rate ITAF, which is calculated based on the combustion mode.

Torque controller for internal combustion engine

In a vehicle equipped with a continuously variable transmission, sensors detect a vehicle speed, an accelerator depression degree and an output rotation speed of the transmission. The minimum required drive shaft drive torque is calculated from the vehicle speed and the accelerator depression degree. A target input rotation speed of the transmission for achieving the minimum required drive shaft drive torque with the least engine fuel consumption is calculated according to the vehicle speed. The input rotation speed is controlled to this target input rotation speed. The target engine output torque to generate the minimum required drive shaft drive torque is calculated, and an engine throttle opening is controlled to obtain this torque. As a result, the required vehicle drive force is obtained with the minimum engine fuel consumption.

Growing community of inventors

Yokohama, Japan

Masayuki Yasuoka