Mitsubishi Denki Kabushiki Kaisha

Mitsubishi Electric Corporation

Shiro Yonezawa

Hirofumi Ohuchi

Tatsuhiko Takahashi

Osamu Ishikawa

Yasufumi Ogawa

Nozomu Kamioka

Tomohisa Shoda

Takeru Okabe

Masaki Horii

Tomokazu Makino

Hideki Hagari

Atsuko Hashimoto

Yasuyoshi Hori

Akira Furuta

Eiji Kanazawa

Satoshi Wachi

Takuo Watanuki

Koji Hashimoto

Hiroaki Kitano

Masahiko Kurishige

Koichiro Kamei

Daisuke Mizuno

Kazuhiro Odahara

Yoshikazu Sato

Toshiaki Date

Naohito Kaneda

Ken Tachibana

Shoso Tsunekazu

Tadashi Tubakiji

Kenichi Tsuchiya

Takou Watanuki

An in-vehicle engine start control apparatus stops a fuel injection instruction after rotationally driving a DC electric motor preliminarily by issuing a rotational driving instruction when an automatic stop condition is satisfied, and subsequently restarts the in-vehicle engine by issuing a push control instruction to a pinion gear immediately before a circumferential speed of a ring gear decelerating by inertia is synchronized with a circumferential speed of the pinion gear rotationally driven preliminarily to rotate and by issuing the rotational driving instruction and the fuel injection instruction again because a restart request is already issued or is issued with a delay when the push driving is completed.

In-vehicle engine start control apparatus

A clutch control unit includes a clutch motor controller that controls a clutch motor. The clutch motor controller has a target clutch motor current computing unit that computes a target clutch motor current for adjusting torque of the clutch motor to be torque corresponding to an operating state of the vehicle, and a motor driving and braking selection unit that selects a motor driving mode in which the clutch motor is driven by applying feedback control on an output of the clutch motor or a motor braking mode in which the clutch motor is braked by short-circuiting the clutch motor according to a difference between the target clutch motor current and an actually detected clutch motor current. It thus becomes possible to provide a control system of a transmission that engages a clutch by a motor braking force in a manner that suits the running state of the vehicle.

Control system of transmission

An engine starting device for an automatic idling stop system includes: a crank angle sensor for detecting a crank angle of an engine; a ring gear connected to a crankshaft of the engine, for transmitting rotation of the engine; ring gear rpm detecting section; a starter motor for starting the engine; a pinion gear for transmitting rotation of the starter motor to the ring gear; pinion-gear push-out section for pushing out the pinion gear into meshing engagement with the ring gear; and pinion gear push-out control section for driving the pinion-gear push-out section to bring the pinion gear and the ring gear into meshing engagement when the ring gear rpm detected by the ring gear rotational speed detection section becomes smaller than a threshold value which is determined by at least one of the crank angle, a gear range, and a restart condition.

Engine start device

A control device of an automatic transmission includes a motor control portion to control an output of a motor that executes a control operation on a clutch control portion. The motor control portion includes a target motor current computation portion that computes a target motor current according to a desired driving state, a motor current detection portion that detects plural motor currents respectively corresponding to plural detection timings, a selection portion that selects a motor current corresponding to the desired driving state among the detected plural motor currents, and a motor driving portion that applies feedback control on an output of the motor according to a difference between the target motor current and the selected motor current. Hence, not only can the most suitable clutch control be applied for each gear-change interval at gear change, but also the comfortable feeling during the driving and the fuel efficiency can be enhanced.

Control device and control method of automatic transmission

A control device of a transmission is capable of instantaneously correcting a torque shortly after starting a motor, and properly correcting a gear operation shortly after starting (at transient time) even in case of coil temperature change. The device includes a gear change end determination unit, a motor stop determination unit, and a coil resistance estimation unit of estimating a coil resistance of the motor alternately by repeating at regular intervals a state of application of a predetermined voltage to the motor during stop before start of gear change and a state of no application; and when the motor is determined stop by the determination units, an initial value of a command voltage to be applied to the motor after start of gear change is corrected in a predetermined time period in accordance with a coil resistance value having been calculated by the coil resistance estimation unit.

Control device of automatic transmission

When a gear change has been decided, the coil resistance value of a motor which manipulates the transmission is measured. The coil temperature of the motor is estimated from the measured coil resistance value of the motor. In a case where the estimated coil temperature of the motor has been decided to be a predetermined temperature or above, the speed change inhibition time period of the transmission is calculated, and the speed change of the transmission is inhibited during the calculated speed change inhibition time period.

Control apparatus for transmission

An automatic transmission control apparatus secures the safe operation of a motor drive through the use of a voltage determination unit that determines which one of a voltage detected by a control apparatus voltage detection unit and a voltage detected by a motor voltage detection unit is to be utilized as a duty reference voltage. The motor control apparatus controls the motor, based on a motor drive duty that a drive duty calculation unit calculates by use of the voltage selected by the voltage determination unit.

Automatic transmission control apparatus

A transmission control apparatus detects a drop in power transmission performance of a clutch actuator, and prevents a failure thereof. When power transmission performance drop detecting means detects a drop in power transmission performance of a first clutch even if a power transmission instruction is given to a first clutch actuator, power transmission in a power transmission path through a first geared transmission mechanism is inhibited, and power transmission in a power transmission path through a second geared transmission mechanism is carried out. When the power transmission performance drop detecting means detects a drop in power transmission performance of a second clutch even if the power transmission instruction is given to a second clutch actuator, power transmission in the power transmission path through the second geared transmission mechanism is inhibited, and power transmission in the power transmission path through the first geared transmission mechanism is carried out.

Transmission control apparatus

A control device for an automatic transmission includes a current detecting unit for detecting motor current. The current detecting unit has a counter for counting variation number of a rotational position signal output from a rotational position detecting unit for detecting the rotational position of a motor, and an electrical angle 180&#xb0; judging unit for judging rotation of electrical angle 180&#xb0; of the motor. A voltage occurring in a current detecting resistor is sampled at a timing of each integral multiple of the electrical angle of 180&#xb0; judged in the electrical angle 180&#xb0; judging unit, and rotation of the motor is controlled in accordance with the difference between motor target current calculated in the motor target current calculating unit and motor current.

Control device for automatic transmission

In an vehicle-mounted engine control apparatus according to the present invention, a restart inspection mechanism, which is simpler than an activation inspection mechanism, is provided, and the mechanism to be applied is selected by an initialization determination device. The contents of the restart inspection are limited to malfunction items detected by a periodic code inspector during driving of the vehicle. As a result, the time required to restart a microprocessor when a malfunction occurs is shortened.

Vehicle-mounted engine control apparatus

A start control apparatus includes a starter, a number-of-revolutions detection unit of an internal combustion engine, a crank angle sensor, a cam sensor, and a control unit for controlling cylinder ignition based on a crank angle signal and a cam signal. The control unit has a start determination unit for determining whether starting the engine is to be continued or stopped based on the crank angle and fluctuation in the number of revolutions when the starter being switched from on to off is detected, and controls continuing or stopping ignition control in accordance with the determination of the start determination unit.

Start control apparatus of internal combustion engine

A fuel supply system for a vehicle of the present invention includes a fuel pump, a fuel pressure regulator for controlling the fuel pressure in a fuel piping, and pump control means for operating the fuel pump at a given discharge amount by controlling/stopping the operation of the fuel pump by setting a DUTY drive signal supplied to the fuel pump control device to a predetermined DUTY when the output of a pressure detector for measuring the fuel pressure in the fuel piping reaches a first set pressure, and setting the DUTY drive signal according to the required amount of fuel discharge when the output of the pressure detector reaches a second set pressure.

Fuel supply system for vehicle

The present invention has: a crank signal vane in which teeth are provided on a circumference at predetermined crank angles, and a first missing tooth portion having one missing tooth and a second missing tooth portion having two missing teeth are established; a crank angle sensor for outputting a pulse shape crank signal pattern corresponding to the teeth; and an electronic control unit for calculating a crank signal period based on the crank signal pattern, computing a missing tooth identification value based on the calculated crank signal period; detecting the number of missing teeth based on the computed missing tooth identification value, detecting a crank angle reference position for cases in which the detected number of missing teeth is one or two, and identifying a cylinder group.

Crank angle detecting device for an internal combustion engine

The ignition controller includes a crank angle sensor of an internal combustion engine, a cam sensor, and a control unit for controlling the ignition of each cylinder on the basis of a crank angle signal and a cam signal. Upon detecting a change in the engine speed of the internal combustion engine, the control unit has an ignition correcting unit for correcting the ignition energization start timing and the ignition timing in correspondence with that engine speed.

Ignition controller for internal combustion engine

A cylinder identifying system for detecting reference position on a per cylinder basis with high accuracy and reliability independently of rotation states of an engine includes a means ( ) for generating a plurality of crank angle pulses during rotation of a crankshaft ( ), a means ( ) for generating cylinder identifying pulses during rotation of a cam shaft ( ), a means ( ) for detecting reference positions on the basis of the crank angle pulses, a means ( ) for setting cylinder identifying intervals with reference to the reference positions, a means ( ) for identifying cylinders on the basis of the cylinder identifying pulse signals in the cylinder identifying intervals, and a means ( ) for detecting low and high rotation speed ranges of the engine ( ). Procedures of first and second performance specifications corresponding to low and high engine rotation speed ranges are changed over in dependence on the engine operation states.

Growing community of inventors

Chiyoda-ku, Japan

Shiro Yonezawa