Aisin Aw Co., Ltd.

Kabushikikaisha Equos Research

Aisin Aw Kabushiki Kaisha

Kabushiki Equos Research

Muneo Kusafuka

Masamichi Unoki

Hiroshi Tsutsui

Kazuhiro Mikami

Kazumasa Tsukamoto

Yoshitaka Murase

Masahiro Hayabuchi

Masaaki Nishida

Yoshihisa Yamamoto

Kenji Suzuki

Nobuaki Miki

Akihito Iwata

Masayuki Sugiura

Masakatsu Iwase

Junichi Nishimura

Shoji Yokoyama

Masao Saito

Yoshikazu Sakaguchi

Kazuomi Okasaka

Kazuo Takemoto

Naoki Ohkoshi

Hirotoshi Eishima

Mitsunori Nakane

Kazuo Koumura

Shuzo Moroto

Takao Taniguchi

Yasunobu Ito

Seiichi Suzuki

Koji Hori

Masao Saitou

Kiyoshi Nagami

Masayuki Kuwata

Masayuki Tsugawa

Kazuhito Yamada

Koji Hayakawa

A start control apparatus includes a position sensor, a basic start determination processor, a sensor output determination processor, and a start permission continuation processor. The basic start determination processor determines whether a sensor output is in a permission region for permitting the start of operation of a motor when an engine start range is selected, and generates a start permission signal when the sensor output is in the permission region. The sensor output determination processor determines whether distinctive variation characteristics are detected in the sensor output when the motor is started based on the start permission signal and supply of electrical current to the motor. The start permission continuation processor permits continuation of operation of the motor when the variation characteristics are detected.

Start control apparatus and program for a start control method

A shift control apparatus for an automatic transmission eliminates or reduces a sense of discomfort to the driver and other occupants during slip, while maintaining the necessary driving force. When slip is determined by detection of wheel speed, a slip signal is output. A controller which receives the slip signal outputs a maintaining signal for maintaining the gear stage which existed at the time the slip signal was received, until a predetermined period of time has passed. If the slip continues after the predetermined period of time, the controller outputs a shift signal to the automatic transmission to shift it to a predetermined gear stage, thus reducing driving force and preventing slip from continuing. If the slip stops within the predetermined period of time, the slip signal is canceled such that the current gear stage is maintained and no shift is executed.

Shift control apparatus for an automatic transmission

A range switchover apparatus includes a detent mechanism for holding in respective shift positions a range switchover operating unit capable of switching over a switchover device, which switches over a shift range, among respective shift positions, a driving force stopping unit for preventing a driving force from the drive motor from being transmitted to the range switchover operating unit, a stoppage controlling unit adapted to detect a position of the range switchover operating unit to control the driving force stopping unit so as to hold the range switchover operating unit in a predetermined shift position of the detent mechanism, an environment detecting unit for detecting an environment of the drive motor, and a rotation controlling unit for controlling the drive motor at a predetermined rotational speed in response to a state of the environment detected by the environment detecting unit. The range switchover apparatus enables sure performance of the switchover of the switchover device of an automatic transmission.

Range switchover apparatus for automatic transmission

The disclosed automatic transmission controller is capable of changing shift timing set for non-flat roads in correspondence to a judged driver type. The automatic transmission controller executes a driver type judging routine SUB to generate a judgment output related to the driver type by monitoring the driving of the vehicle and judges the driver type based on the judgment output. Shift timing is changed in running a non-flat road to correspond to the judged driver type. The shift timing in running the non-flat road may be changed by changing from an uphill slope mode shift map to an uphill slope mode shift map corresponding to the driver type or by increasing an upshift inhibiting section of a single map.

Controller for automatic transmission

A range switchover apparatus includes a range switchover means operating device capable of switching over a switchover means, which switches over a shift range, among respective shift positions, a drive motor for driving the range switchover means operating device, a measuring device for measuring a time, during which the drive motor causes the range switchover means operating device to switch over between predetermined shift positions, a rotation control device for controlling the rotational speed of the drive motor, a correcting device for correcting the rotational speed by the rotation control device so that when a time measured by the measuring device differs from a target time in a predetermined range, the measured time becomes the target time, and a storage device for storing the rotational speed corrected by the correcting device. The range switchover apparatus prevents a change in rotational speed due to long term change from being generated in a motor for driving a switchover means in an automatic transmission.

In an automatic transmission having a torque converter interposed between an engine and a transmission mechanism, the torque converter includes a lock-up clutch capable of directly coupling an output shaft of the engine and an input shaft of the transmission mechanism. A speed difference detector is provided for detecting a difference between engine rotational speed and input shaft rotational speed. An engine speed controller means is also provided for controlling the engine speed to cause the speed difference to converge within a predetermined range. By detecting the speed difference, it is possible to precisely detect the actual vehicle state, and to reliably and smoothly engage the lock-up clutch without generating shift shock in any vehicle state. With this structure, the lock-up clutch can be reliably engaged and the engine brake can be secured.

Lock-up control apparatus in automatic transmission

An automatic transmission controller is capable of compensating for both driver type and tendencies of a driver in temporary acceleration, such as in passing. The automatic transmission controller executes a driver type judging subroutine for judging the overall acceleration habits of the driver and classifying the driver as one of a plurality of driver types by monitoring the driving behavior for a predetermined time. The controller also executes a temporary acceleration inclination judging routine for judging the habits of the driver in temporary acceleration by monitoring driving behavior for a period of time shorter than the predetermined time, and executes shift control routines for controlling and changing the shift timing based on the judged driver type and the inclination in temporary acceleration. The controller controls shift timing, taking into account both the driver type and the inclination in temporary acceleration, such as passing.

A control unit for an automatic transmission provides improved responsiveness to a speed reduction operation by the driver. The control unit includes a speed reduction requirement judging logic which judges whether or not there is a speed reduction requirement. An up-shift is inhibited and prevented when a judgement is made that there is a speed reduction requirement, based at least in part on release of the accelerator. Accordingly, it is possible to prevent a vehicle from being accidentally accelerated by an up-shift operation and to smoothly perform a down-shift to effect an engine brake.

Control unit of automatic transmission

A control device for an automatic transmission having a hydraulic power transmission with a lock-up clutch includes a device for setting a predetermined pressure that is less than a pressure at which a target value convergence control is started. The predetermined pressure is set as the hydraulic pressure applied to the lock-up clutch by a predetermined pressure setting device for a predetermined time. The predetermined time is a time from a satisfaction of conditions for the slip control start until an input rotation speed is stabilized, as set by a time setting device.

Lock-up slip control device for automatic transmission

A slip control system for an automatic transmission includes a fluid coupling including a release side oil chamber, an apply side oil chamber and a lockup clutch unit that is applied and released on an basis of the oil pressure that is fed to at least one of the release side oil chamber and the apply side oil chamber; an oil pressure generating unit for generating the oil pressure; a vehicular running state detecting unit for a detecting vehicular running state; an electronic control unit for determining whether a slip control is to be made, on the basis of a determination upon whether the present vehicular running state, as detected by the vehicular running state detecting unit, belongs to a predetermined slip control region; and an oil pressure regulating unit for regulating the oil pressure in response to a signal coming from the electronic control unit, to make the slip control by sliding the lockup clutch unit. The electronic control unit determines the state of a heat, as generated according to the slip control; and changes the slip control region on the basis of the heat state.

Slip control system

A control system for a vehicular automatic transmission which detects running status of the vehicle and includes a shift controller for controlling the gear stage of the automatic transmission in accordance with the detected running status of the vehicle. The control system further includes a memory for prestoring road information for roads to be run by the vehicle, present location detection and running direction detection. A reader reads out the road information for a set route from the present location to a destination, from the memory, on the basis of the detected present location and the destination input. The engine power required for the vehicle to travel the set route is estimated in accordance with the read road information. A shift schedule which minimizes the fuel consumption on the set route is determined by comparing the estimated engine power requirement with a prestored mileage map and the shift control pattern is changed in accordance with the determined shift schedule.

Control system for vehicular automatic transmission

A control system for an automatic transmission having a running status detector for detecting the running status of a vehicle including an input torque from an engine; a running resistance estimator for estimating a running resistance on the basis of the running status of the vehicle; a running resistance comparator for comparing the estimated running resistance and a preset reference value; and a shift characteristic changing device for changing shift characteristics in accordance with the comparison result of the running resistance comparator. The automatic transmission control system further has a temperature sensor for detecting a temperature relating to the temperature of the engine and a decision device for determining a specific engine running status, in which the output of the engine drops, on the basis of an output signal coming from the temperature sensor. The running resistance comparator changes the reference value in accordance with the determination of the decision device.

Control system for automatic transmission

A safe drive support system includes a memory unit for storing road-map data including a safe driving area data, a present location detecting unit for detecting a present location of the vehicle, a determining unit for determining as to whether the present location of the vehicle is in the safe driving area according to a detection result by the present location detecting unit, and limiting unit for limiting driving torque or starting torque of the vehicle in the area according to a determination result by the determining unit. In the safe driving area, the limiting operation is carried out by, for example, setting the gear position of start to the second position so as to prevent the vehicle from starting suddenly. An operational angle of a throttle valve is limited at a predetermined angle to limit the output of the engine to suppress an excess speed when an accelerator is stepped on strongly.

Safe driving support system

The control system for a linear solenoid valve controls output of an oil pressure according to a current value to be fed to the linear solenoid which operates the linear solenoid valve. A solenoid current monitor detects the current value fed to the linear solenoid and an IG voltage monitor detects the voltage level of the battery. A linear solenoid current value setting unit sets a target current value according to a target oil pressure level and a duty ratio setting unit sets a duty ratio for applying the battery voltage to the linear solenoid on the basis of signals coming from the current monitor, the voltage monitor and the current value setting unit. A solenoid driver applies the battery voltage to the linear solenoid for a predetermined period in accordance with the duty ratio set by the duty ratio setting unit. The duty ratio setting unit, in turn, includes: a feedback correction unit for feedback correction of the duty ratio, in accordance with the difference between the current value detected by the monitor and the target current value set by the current value setting unit, so that the current value fed to the linear solenoid approaches the target current value; and a voltage correction unit for further correcting the duty ratio, as previously corrected by the feedback correction unit, on the basis of the voltage level of the battery, as detected by the voltage monitor.

Control system for linear solenoid valve

A control system for an automatic transmission which includes a fluid transmission unit. The control system includes a clutch applied in a forward running range; a hydraulic servo for applying the clutch responsive to an oil pressure; input and output R.P.M. sensors for detecting the input and output R.P.M.s of the fluid transmission unit; a stop state detector for detecting that the vehicle is stopped; a start detector for detecting start of the vehicle from a stop; and a control unit for controlling the oil pressure fed to the hydraulic servo. The oil pressure of the hydraulic servo is reduced, when the vehicle is stopped, to establish a neutral control state in which the clutch is released. A completely applied state of the clutch is established by boosting the oil pressure fed to the hydraulic servo when the shift of the vehicle from a stop to start is detected, in two stages. In the first stage the oil pressure fed to the hydraulic servo is boosted by adding a set shelf pressure to the base pressure until the clutch comes into a partially applied state and then, in the second stage, the oil pressure fed to the hydraulic servo is further boosted until the clutch becomes completely applied.

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Anjo, Japan

Muneo Kusafuka