Hitachi, Ltd.

Other

Hitachi Automotive Engineering Co., Ltd.

Mitsuo Kayano

Toshimichi Minowa

Hiroshi Sakamoto

Tatsuya Ochi

Takashi Okada

Junichi Ishii

Hiroshi Katayama

Shigeki Morinaga

Satoru Kuragaki

Yoshiyuki Yoshida

Kenichiro Kurata

Hiroshi Ohnishi

Nobuo Kurihara

Kouji Kitano

Tokuji Yoshikawa

Hiroshi Kuroda

Kazuaki Takano

Hiroshi Kuroiwa

Naoyuki Ozaki

Hiroshi Takenaga

Masayoshi Kaneyasu

Mitsuru Watabe

Shoji Sasaki

Tetsuo Matsumura

Tetsuya Ichihashi

Satoshi Tanaka

Masahiko Ibamoto

Kozo Nakamura

Yoshinori Endo

Takanobu Ichihara

Hiroto Morizane

Michimasa Horiuchi

Ryouichi Naganuma

Kouzou Katougi

A vehicle control unit includes interface software memory means storing an interface software program for connecting an application software program with an OS (operating system) in an internal ROM, a CPU (central processing unit) for performing computation for the application software program and the interface software program, a RAM (erasable memory) storing data such as the result of computation, an I/O unit for extending the control unit, and extending means for communicating memory data through a bus or a LAN. A single-chip micro-computer used in vehicle control permits an increase in input/output points or the addition of functionality, in which case an application software program can continue to be used simply by rewriting the interface software program, without further remanufacturing of the core unit.

Control unit for vehicle and total control system therefor

An apparatus and a method for controlling an automotive vehicle are disclosed, in which a control amount for securing safety of the vehicle and the control amount for achieving a state intended for by the driver of the vehicle are switched in such a manner as to reduce the shock due to the change in the torque generated from the power train, thereby accomplishing both safety and maneuverability at the same time. A first target value is set for controlling at least selected one of the driving torque, the driving force and the acceleration/deceleration rate. A second target value is calculated in accordance with the drive mode intended for by the driver or the driving environment ahead of the vehicle. In the case where a deviation exceeding a predetermined value develops between the first target value and the second target value, the fluctuations of at least one of the driving torque, the driving force and the acceleration/deceleration rate are suppressed.

Automotive control apparatus and method

At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Control device and control method for a vehicle

An automatic transmission control system for an automobile, comprising a vehicle weight estimation unit which estimates a vehicle weight of the automobile a torque estimation unit which estimates an output torque, an acceleration input unit which accepts an acceleration signal; a load estimation unit (110) which estimates a running load from the estimated vehicle weight, the estimated output torque and the accepted acceleration; a memory which stores a plurality of shift schedules therein; and a gear position determination unit (109) which includes the memory, and which selects one of the shift schedules in accordance with the vehicle weight and the estimated running load, so as to determine a gear position of an automatic transmission of the automobile in conformity with the selected shift schedule. An exact shift operation conformed to the vehicle weight and the running load can be performed, and an enhanced fuel consumption can be attained.

Automatic automobile transmission with variable shift pattern controlled in response to estimated running load

A mesh-type automatic transmission includes a power input shaft for introducing power of an engine, a plurality of transmission gears, a plurality of cogged clutches, a power output shaft for outputting driving force, a counter shaft, and a plurality of counter gears, for transmitting power of the engine to the power output shaft by rotating the power input shaft with the power of the engine, rotating the counter shaft, and transmitting rotation of the counter shaft to the power output shaft with automatic gear change by engaging and disengaging the cogged clutches to one of the transmission gears corresponding to the speed. The counter shaft is provided with an assist mechanism for transmitting rotational force of the power input shaft to the power output shaft by transmitting rotation of the counter shaft via the assist gear, during the period of disengagement of a gear to the engagement of a new gear during gear change.

Automatic transmission

A control device for giving an existing gear type transmission a parking lock function to lock a vehicle; a control method thereof; and an automobile having an improved transmission. The gear type transmission comprises a gear type speed change mechanism () provided with a mesh type clutch (), and a second friction clutch () installed between the shafts of the speed change mechanism to enable torque transfer during shifting. A parking demand detecting means () detects the driver's parking demand. And, when it detects the driver's parking demand, a control device () sends an instruction signal to an actuator to instruct the latter to engage both the mesh type clutch () and the second friction clutch ().

Gear type speed change unit control device, control method, and automobile

Disclosed is a power transmission apparatus of motor vehicles which has an engine, a gear change apparatus, an electric rotary machine to which a power is transmitted via the gear change apparatus, and a clutch provided between an input shaft and an output shaft of the gear change apparatus and adjusting a transmission torque between the input shaft and the output shaft.

Power transmission apparatus of motor vehicles

In a control unit for an automobile power transmission apparatus which includes a gear-type transmission and several of the motors are controlled so as to suppress thrust or push-up on the torque of the output shaft of the transmission due to inertia torque or to suppress draw or pull-in on the output shaft.

Power transmission apparatus for automobile

An object of the present invention is to provide a control unit for vehicle where increase in number of input/output and upgrading of function can easily be performed and, in addition to this, changing of a program in a control unit can easily be performed even when a single-chip micro-computer is used. In order to cope with an increase in input/output points and addition of function, a control unit is constructed such as to comprise interface software memory means storing an interface software program for connecting an application software program with an OS (operating system) in an internal ROM, a CPU (central processing unity for performing computation of the application software program and the interface software program, a RAM (erasable memory) storing data such as the result of computation, an I/O unit for extending the control unit, and extending means for communicating memory data through a bus or a LAN. A single-chip micro-computer used in vehicle control can easily cope with increase in input/output points or addition of function, and an application software program can continuously be used only by rewriting an interface software program, and further re-manufacturing of a core unit is unnecessary. Therefore, development of a control unit including programs becomes easy.

A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.

Apparatus and method of controlling a vehicle

An automatic transmission control system for an automobile, comprising a vehicle weight estimation unit which estimates a vehicle weight of the automobile a torque estimation unit which estimates an output torque, an acceleration input unit which accepts an acceleration signal; a load estimation unit () which estimates a running load from the estimated vehicle weight, the estimated output torque and the accepted acceleration; a memory which stores a plurality of shift schedules therein; and a gear position determination unit () which includes the memory, and which selects one of the shift schedules in accordance with the vehicle weight and the estimated running load, so as to determine a gear position of an automatic transmission of the automobile in conformity with the selected shift schedule. An exact shift operation conformed to the vehicle weight and the running load can be performed, and an enhanced fuel consumption can be attained.

Automatic transmission control system for an automobile

A control device for a vehicle which has a function to reduce the change-speed shock when changing the speed by controlling the transmission of the vehicle. The control device performs the switching between a manual change-speed mode in which the vehicle speed can be changed based on a change-speed command generated by manual operation and an automatic change-speed mode in which a transmission gear ratio can be controlled based on the predetermined change-speed characteristic. Thereby the reduction amount of the change-speed shock can be changed between the manual change-speed mode and the automatic change-speed mode.

Control equipment for a vehicle and control method thereof

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Hitachi, Japan

Mitsuo Kayano