Nissan Motor Company Limited

Nobusuke Toukura

Masayuki Yasuoka

Hiroaki Nishijima

Yoshinori Iwasaki

Hiroshi Abe

Hirofumi Shimizu

Shojiro Sato

Tomoya Kimura

Masaaki Uchida

Hiroshi Sato

Yoshinori Tanaka

Satoshi Takizawa

Hiroyuki Itoyama

Shusaku Katakura

Hiroshi Iwano

Hideaki Watanabe

Mikio Nozaki

Daisuke Yoshinoya

Kensuke Osamura

Kouichi Kuroda

Hisaaki Toujima

Katsuhiko Tsuchiya

Takayoshi Nabeta

Yoshihiro Sato

Shusaka Katakura

Tadayuki Akiyama

When an electric power generation demand occurs for a fuel cell stack, an electric power stored in a batteryis commenced to be supplied to a load (step S) followed by setting a period (step S), in which a sensor signal from a fuel cell systemis held in a preceding value, in a subtraction timer, and when discrimination is made (step S, step S) that the fuel cell systemis started up and each pressure is stabilized from a sensor signal from the fuel cell system, the electric power generated in the fuel cell stackis commenced to be supplied to the load (step S) followed by setting the period, in which the sensor signal from the fuel cell systemis held in the preceding value, in the subtraction timer (step S).

Fuel cell control system and method

A control device for a fuel cell system () having a fuel cell stack () with an oxidizing electrode () supplied with oxidizing gas and a fuel electrode () supplied with fuel gas to generate an electric power is disclosed having an estimating section () estimating occurrence of a water-clogging phenomenon wherein condensed water stays in a fuel gas flow passage (HL, HL') through which fuel gas is supplied to the fuel electrode of the fuel cell stack, and a control section () controlling a fuel gas exhaust valve (), which is disposed downstream of the fuel cell stack to allow the fuel gas to be exhausted from the fuel cell stack, to be brought into an opened condition when the estimating section estimates the occurrence of the water-clogging phenomenon.

Control device for fuel cell system and related method

A control unit ( ) controls an opening of an exhaust recirculation valve ( ) according to a running condition of a diesel engine ( ). The control unit ( ) calculates an equivalence ratio of the gas mixture supplied to the engine ( ) and a target intake fresh air amount taking account of the air amount in the exhaust gas recirculated by the exhaust gas circulation valve ( ), based on the opening of the valve ( ) and a target excess air factor of the engine ( ) set according to the running condition. By controlling a turbocharger ( ) according to the target intake fresh air amount, and by controlling the fuel supply mechanism according to a fuel injection amount calculated from the equivalence ratio, the excess air factor of the engine ( ) and an exhaust gas recirculation rate of the exhaust gas recirculation valve ( ) are respectively controlled to optimum values.

Diesel engine control

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

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 control system for an engine-CVT powertrain controls the target driving force during traveling on a ramp to meet operator power demand and/or the target input speed of the CVT to accomplish the ramp target window during traveling on the ramp to meet operator deceleration command.

Engine transmission control system

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

An apparatus for controlling a continuously variable transmission for use with an automotive vehicle. The transmission is operable at a variable speed ratio for transmitting a drive from its input shaft to its output shaft. A target value for the speed of rotation of the input shaft of the transmission is calculated based on the sensed vehicle operating conditions including vehicle acceleration and vehicle speed. The target input shaft speed value is corrected to bring the vehicle acceleration into a predetermined range in the presence of the released accelerator pedal indicative signal. The speed ratio is controlled to bring the input shaft speed into coincidence with the corrected target input shaft speed value. The corrected target input shaft speed value is restricted below an upper limit set based on the vehicle speed.

Continuously variable transmission control apparatus

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 control device detects a curve in front of a vehicle based on the vehicle position and map information, and a driver's accelerator pedal operation is detected based on a sensor output. When a curve is detected in front of the vehicle and it is detected that the driver has released the accelerator pedal, a speed ratio of the automatic transmission is modified to generate a deceleration force.

Vehicle drive force control device

A vehicle driving force control apparatus includes an element for calculating a normal target driving force representing a desired vehicle driving force on a level road in accordance with sensed accelerator input quantity and vehicle speed, an element for calculating a modification quantity in accordance with a vehicle grade resistance, an element for determining a grade-adapted target driving force in accordance with the normal driving force and the modification quantity. The grade-adapted target driving force is achieved in a vehicle to provide adequate feeling of acceleration even on an ascending slope.

Control of vehicle driving force

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.

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Yokosuka, Japan

Nobusuke Toukura