Nissan Motor Company Limited

Other

Mikio Nozaki

Kenichi Machida

Masahiro Iriyama

Daisuke Yoshinoya

Yutaka Kobayashi

Takeshi Hamamoto

Naoyasu Ikeda

Shusaku Katakura

Takashi Yoshikawa

Nobusuke Toukura

Masayuki Yasuoka

Shigeyuki Kiyota

Takahiro Kurosawa

Nobuaki Yokoyama

Hiroki Wada

Hideki Hyoudou

Masaru Mizuguchi

Anna Hayashi

Tomoya Kamada

Yoshinori Sugita

A mounting structure for a power conversion device includes: a vehicle body component extending in a front-rear direction of a vehicle; a mounting component provided on the vehicle body component; a drive unit held by the vehicle body component via the mounting component; and a power conversion device attached to the mounting component. A stiffness of the mounting component is greater than a stiffness of the vehicle body component. The power conversion device is arranged between a front end and a rear end of the drive unit in a side view of the vehicle.

Mounting structure for power conversion device

A hybrid vehicle has an internal combustion engine and a motor as a driving source, a transmission that changes a speed of rotation of the internal combustion engine or motor and transmits the rotation to driving wheels of the vehicle, a high-voltage battery that supplies power to the motor through an inverter, a cooling mechanism equipped with a pump to circulate a coolant and thereby cool the inverter, a coolant temperature measurement device that detects or estimates a temperature of the coolant, a low-voltage battery that supplies power to the pump, and a converter through which power is supplied from the high-voltage battery to the pump.

Hybrid vehicle

An engine stop control system for a hybrid electric vehicle including a powertrain having an engine, an electric motor/generator, and driving wheels, including a first clutch coupling the engine to the motor/generator, a second clutch coupling the motor/generator to the driving wheels, a controller configured to select between two driving modes of the vehicle by controlling engagement and disengagement of the first clutch and the second clutch so that the vehicle may be driven either solely by the motor/generator or a combination of the engine and the motor/generator, and to control the stop position of the engine to be a desired stop position by controlling the rotation speed of the motor/generator while the first clutch in complete engagement and the second clutch in a slip state.

Engine stop control system for hybrid electric vehicle

In apparatus and method for controlling a driving force for an automotive vehicle, a manipulated variable of an accelerator is detected, a vehicular velocity is detected, a vehicular velocity control purpose target driving force is calculated from an absolute value of the manipulated variable of the accelerator and the vehicular velocity, an acceleration control purpose target driving force is calculated from either at least one of an absolute value of the accelerator manipulated variable and a variation velocity of the manipulated variable of the accelerator or from at least one of an absolute value of a result of calculation of the vehicular velocity control purpose target driving force and a variation velocity of the result of calculation of the same, and both of the vehicular velocity control purpose target driving force and the acceleration control purpose target driving force are synthesized to achieve a target driving force of the vehicle.

Driving force control apparatus and method for automotive vehicle

In a slippage prevention apparatus of a belt-drive continuously variable transmission for an automotive vehicle in which a transmission ratio is controlled by a speed-change hydraulic pressure brought closer to a desired speed-change hydraulic pressure, a quick-acceleration-frequency decision section is provided to determine whether a frequency of quick accelerating operations is low or high. Also provided is a desired hydraulic pressure decision section that sets the desired speed-change hydraulic pressure used during an operating mode that the frequency of quick accelerating operations is low to a relatively lower pressure level than the desired speed-change hydraulic pressure used during an operating mode that the frequency of quick accelerating operations is high.

Slippage prevention apparatus of belt-drive continuously variable transmission for automotive vehicle

The apparatus comprises two accelerator position sensors and two throttle position sensors, and when one out of said two accelerator position sensors or said two throttle position sensors fails to operate, a limitation is added to the increase in accelerator position for the output characteristics of the accelerator position sensor. Thereby, the vehicle is enabled to travel at a minimum speed necessary without excessively increasing the engine output. When one of the two throttle position sensors fails to operate, the fuel injection quantity may be set based on the detection value of the accelerator position, which enables the vehicle to be driven by approximately the desired speed without excessively increasing the engine output.

Method and apparatus for fail-safe controlling internal combustion engine with electronic controlled throttle system

A driving force control system is provided for an automotive vehicle powertrain. In the driving force control system, an ordinary (or base) target driving force (tTd&num;n) is determined in response to operator depression of an accelerator (APO) and vehicle speed (VSP). A driving force correction (ADDFCE) is determined in response to a running resistance increment. The driving force correction is added to the ordinary target driving force to provide a first corrected target driving force (tTde) to an engine torque control The driving force correction is multiplied with a correction coefficient (&agr;) to provide a corrected driving force correction. The corrected driving force correction is add to the ordinary target driving force to provide a second corrected target driving force (tTdr) to a CVT ratio control.

Vehicle driving force control with different corrections for engine torque control an CVT ratio control

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

In a method and apparatus for fail-safe controlling an electronically-controlled throttle-type internal combustion engine, provision is made of two accelerator position sensors and two throttle position sensors. When either one of the two accelerator position sensors or either one of the two throttle position sensors fails to operate, a low-speed fail-safe operation of a minimum compensation, that is, an operation for maintaining a minimum output required for limp-home control operation of the engine, is executed and, then, a first fail-safe control operation is executed for controlling the position of the throttle valve using a value detected by the remaining sensor. Therefore, the throttle valve is not unintentionally opened, and the operation can be smoothly shifted to the first fail-safe control operation. When the operation for decelerating the engine is detected by a sensor of a system separate from the above-mentioned sensors, the first fail-safe control operation is interrupted and, instead, a second fail-safe control operation is executed for holding the throttle valve at a predetermined position in order to assure the low-speed fail-safe operation of the minimum compensation.

Method and apparatus for fail safe control of an electronically controlled throttle valve of an internal combustion engine

In a computer-controlled internal combustion engine with an electronically-controlled throttle system, a duplex throttle-position sensor system, a duplex accelerator-position sensor system, and other engine/vehicle sensors/switches, a sensor-failure detection and fail-safe system is configured to be electronically connected to the two throttle position sensors, the two accelerator position sensors and a vehicle-deceleration sensor for responding to a failure in at least one of the two throttle position sensors and the two accelerator position sensors for failsafe purposes. The sensor-failure detection and fail-safe system comprises a duplex failsafe system for the throttle-position sensor system and a duplex failsafe system for the accelerator-position sensor system, to provide superior fail-safe functions despite the presence of a throttle-position sensor failure and/or an accelerator-position sensor failure.

Growing community of inventors

Kanagawa, Japan

Mikio Nozaki