Toyota Jidosha Kabushiki Kaisha

Motonori Kimura

Hiroki Kondo

Daisuke Inoue

Shuhei Ishikawa

Atsushi Ayabe

Kenji Matsuo

Akira Hino

Akihide Ito

Shinya Toyoda

Mitsuhiro Fukao

Michio Yoshida

Hirofumi Nakada

Yusuke Ohgata

Kazuya Sakamoto

Takuro Shimazu

Seiji Kuwahara

Takaaki Tokura

Hideaki Otsubo

Sei Kojima

Yasunari Matsui

Mitsuhiro Toyoda

Kazuya Ishiizumi

Akihide Itoh

At the time when a hydraulic actuator is operated to engage a dog clutch, after it is detected that a hydraulic pressure for operating the hydraulic actuator is higher than or equal to a predetermined hydraulic pressure, it is determined whether the dog clutch is not engaged. Therefore, non-engagement determination due to insufficient hydraulic pressure for operating the hydraulic actuator is prevented. Thus, at the time when the hydraulic actuator is operated to engage the dog clutch, it is possible to prevent consumption of time to engage the dog clutch due to unnecessary re-engagement operation.

Control apparatus for power transmission system

Vehicle control system and method provided to change speed ratio smoothly when switching a power transmission route from a route including a geared transmission to a route including a continuously variable transmission. Vehicle control system applied to a vehicle comprising: continuously variable transmission for changing speed ratio continuously is disposed between input shaft and output shaft; geared transmission is disposed parallel to the continuously variable transmission, and is adapted to establish speed ratio that cannot be established by continuously variable transmission; and friction clutch is brought into engagement to switch torque transmission route from a route including the geared transmission to a route including the continuously variable transmission. Vehicle control system configured to start speed change operation of continuously variable transmission before the friction clutch is brought into engagement completely when switching torque transmission route from the route including the geared transmission to the route including the continuously variable transmission.

Vehicle control system and vehicle control method

A control apparatus for a power transmission system is provided. The control apparatus includes an electronic control unit. The electronic control unit is configured to, when a discharge flow rate of a mechanical oil pump is smaller than a predetermined flow rate and an electric oil pump is being driven while a vehicle is traveling, determine whether a decrease in the operating hydraulic pressure has occurred. The electronic control unit is configured to, when a first engagement device is controlled from a released state toward an engaged state, control a first control pressure such that the first control pressure in a case where a decrease in a operating hydraulic pressure has occurred is lower than the first control pressure in a case where a decrease in the operating hydraulic pressure does not occur.

When there is a failure in a speed ratio control linear solenoid valve, or the like, a controller for a vehicle power transmission system establishes a state where torque is transmitted via a gear mechanism, and, in this state, determines whether the speed ratio control linear solenoid valve, or the like, has returned to a normal state by comparing a target speed ratio and actual speed ratio of a continuously variable transmission with each other. It is determined whether the speed ratio control linear solenoid valve, or the like, has returned to the normal state by changing the target speed ratio of the belt-type continuously variable transmission and then comparing the target speed ratio with the actual speed ratio. Thus, when the speed ratio control linear solenoid valve, or the like, has returned from a fail-safe state to the normal state, a feeling of strangeness of a driver is suppressed.

Controller for vehicle power transmission system

A vehicle transmission has a continuously variable speed change mechanism provided between an input shaft to which a torque output by a driving force source is transmitted and an output shaft from which a torque is output to a driving wheel. The transmission is able to selectively block torque transmission between the mechanism and the output shaft. The mechanism is rotated by the driving force source with torque transmission between the mechanism and the output shaft blocked. A control apparatus limits a shifting speed of the mechanism to or below an upper-limit speed determined in advance in a case where a speed ratio of the mechanism is changed with the mechanism rotated by the driving force source that is subjected to idling rotational speed control, while the mechanism is blocked from the output shaft such that no torque is transmitted between the mechanism and the output shaft.

Control apparatus for transmission for vehicle

A control device for a vehicle includes a transmission mechanism capable of setting a fixed transmission gear ratio, a continuously variable transmission provided in parallel with the transmission mechanism, and a path switching mechanism for selectively blocking a torque transmission path that includes the transmission mechanism and that is configured to dampen vibration. The control device further includes a clutch mechanism where the continuously variable transmission and the transmission mechanism capable of setting constant transmission gear ratio are arranged in parallel between an input shaft and the output shaft, that selectively connects torque transmission path stretching from an internal combustion engine to drive wheels via transmission mechanism, and one clutch and other clutch are arranged in series, the other clutch is arranged on a relatively downstream side. A control unit is configured to engage one clutch in a case where torque is transmitted from the internal combustion engine to the drive wheels via the continuously variable transmission.

Control device for vehicle

A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

Control device for vehicular continuously variable transmission

A controller for a vehicle transmission is disclosed. The controller may include an electronic control unit configured to carry out a change shift for changing a path of the transmission of power between a first transmission path and a second transmission path by engaging a predetermined clutch mechanism. The electronic control unit may also be configured to set a change speed ratio region that defines a range of a speed ratio of the first transmission mechanism such that a rotation speed difference between engagement members of the clutch mechanism, which are engaged with each other in carrying out the change shift, is smaller than or equal to a predetermined value. When a speed ratio outside the change speed ratio region is set in the first transmission mechanism, the change shift is not carried out.

Controller for vehicle transmission

A vehicle control system and method is applied to a vehicle including: a continuously variable transmission for changing a speed ratio continuously that is disposed between an input shaft and an output shaft; a geared transmission that is disposed parallel to the continuously variable transmission, and that is adapted to establish a speed ratio that cannot be established by the continuously variable transmission; and a friction clutch that is brought into engagement to switch a torque transmission route from a route including the geared transmission to a route including the continuously variable transmission. The vehicle control system is configured to start a speed change operation of the continuously variable transmission before a commencement of clutch-to-clutch shifting between the friction clutches when switching the torque transmission route from the route including the geared transmission to the route including the continuously variable transmission.

A controller for a vehicle transmission in which a continuously variable transmission mechanism able to continuously change its speed ratio and a transmission mechanism having a constant speed ratio are provided in parallel between an input shaft and an output shaft. The transmission includes a friction engagement mechanism and an intermeshing engagement mechanism, the intermeshing engagement mechanism being arranged in series with the friction engagement mechanism, the intermeshing engagement mechanism setting the transmission mechanism to a state where torque is transmittable between the input and output shaft, in changing to a state where the intermeshing engagement mechanism is engaged and the transmission mechanism is able to transmit torque to the output shaft, a torque capacity of the friction engagement mechanism is configured to be increased to a torque capacity to such extent that the transmission mechanism rotates without a delay of start of engagement of the intermeshing engagement mechanism.

A gear shifting control system for a vehicle includes an engine, a continuously-variable transmission, and an electronic control unit. The vehicle includes driving wheels. The engine includes an electronic throttle valve controlling a torque of the engine. The continuously-variable transmission is disposed in a power transmission path between the engine and the driving wheels. The electronic control unit is configured to i) decrease the torque of the engine by decreasing a throttle opening of the electronic throttle valve when the continuously-variable transmission upshifts, and ii) output a gear shifting start command for starting the upshifting of the continuously-variable transmission with a delay relative to a decrease start command for starting the decrease of the throttle opening of the electronic throttle valve when the continuously-variable transmission upshifts.

Gear shifting control system of vehicle continuously-variable transmission

One control mode is selected from a plurality of control modes each setting a target value of a primary pulley revolution speed NIN and prioritized in a predetermined order. When the control mode is changed, the target value of the primary pulley revolution speed NIN is set so as to vary from the target value set in the control mode before change to the target value set in the control mode after change in accordance with the control mode that is higher in priority among the control modes before and after change. A continuously variable transmission is controlled such that the primary pulley revolution speed NIN reaches the set target value.

Vehicle, control method for transmission and control device for transmission

The first setting value showing holding pressure for a metal belt is set for each of a plurality of control modes A to H. The second setting value changing lagging behind the first setting value is calculated based on the first setting value for each of the plurality of control modes A to H. A target value is set to be equal to or more than the greatest second setting value among a plurality of second setting values. A continuously variable transmission is controlled such that the holding pressure for the metal belt is equal to the set target value.

Vehicle, control apparatus and control method for equipment

In a control apparatus and a control method for a vehicle automatic transmission in which a plurality of gears with different speed ratios are achieved by selectively engaging a plurality of friction engagement devices and a one-way clutch, if an acceleration request is made in the case where the one-way clutch is in an idling state when a first predetermined gear is to be achieved by engaging the one-way clutch, a pre-synchronization control is executed to transmit torque through a predetermined friction engagement device used to achieve a second predetermined gear at which the one-way clutch is maintained in an idling state, and to continue to change a rotational direction of the one-way clutch toward a rotational direction in which the one-way clutch is brought to a synchronized state, according to the acceleration request.

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Toyota, Japan

Motonori Kimura