Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Aisin Seiki Kabushiki Kaisha

Takaaki Tanaka

Masato Yoshikawa

Yoshinori Watanabe

Nobufusa Kobayashi

Yoshihiko Oda

Kenichiro Aoki

Tomoyuki Okubo

Yoshiaki Zaizen

Mitsuhiro Tabata

Masayuki Katoh

Yukino Miyamoto

Tadashi Omachi

Yoichiro Katsura

Koji Murakami

Takahiro Yokota

Go Inoue

Tomoya Takahashi

Naoki Hayashima

Shinya Harada

Hiroshi Toyoda

Masato Shimoda

An automatic driving system includes a control device that controls automatic driving of a vehicle, and a storage device that contains external environment information indicating an external environment of the vehicle. A driving transition zone is a zone in which a driver of the vehicle takes over at least a part of driving of the vehicle, from the control device. A termination target velocity is a target velocity of the vehicle at an end point of the driving transition zone. The control device variably sets the termination target velocity, depending on the external environment at the end point or the external environment surrounding the end point. Then, the control device controls the velocity of the vehicle in the driving transition zone, such that the velocity of the vehicle at the end point is the termination target velocity.

Automatic driving system

An autonomous driving system includes an electronic control unit configured to generate, based on a target route, a target path in a predetermined coordinate system and a speed plan specifying a passage time at a control point on the target path, and rebuild, based on an actual speed of a vehicle, the speed plan when an operation intervention is performed during autonomous driving performed by autonomous driving control for causing the vehicle to travel along the target path according to the speed plan, the operation intervention changing a braking force acting on the vehicle, and perform the autonomous driving control by using an actuator mounted on the vehicle.

Autonomous driving system

The vehicle control device recognizes an object around an own-vehicle and acquires information related to a road shape ahead of the own-vehicle. The vehicle control device detects, when a road shape prompting cut-in to an own-lane is acquired, a monitoring target vehicle likely to be prompted to cut into the own-lane among the recognized objects. The vehicle control device executes an evasive preparation for cut-in of the monitoring target vehicle when the monitoring target vehicle is detected. The vehicle control device executes an evasive action to avoid interference between the monitoring target vehicle and the own-vehicle when a predetermined motion from which cut-in of the monitoring target vehicle to the own-lane is expected is sensed after the evasive preparation is executed.

Vehicle control device

A vehicle control device according to an example in the present disclosure detects a monitoring target vehicle that may potentially cut into an own-lane from an adjacent lane. Further, the vehicle control device first executes an evasive preparation when sensing a predetermined relative motion of the monitoring target vehicle relative to the flow of the adjacent lane. The vehicle control device executes an evasive action to avoid interference between the monitoring target vehicle and the own-vehicle.

In a vehicle including an engine, drive wheels, a power transmission system, and an electronic control unit, during shifting of an automatic transmission, a hydraulic command value of a clutch is set to a higher value as an engine power command value is larger, so that a shift or change of the speed ratio proceeds in an electronic continuously variable transmission and the automatic transmission, in accordance with engine power as a product of the engine speed and engine torque, rather than torque of the engine, etc.

Vehicle and control method of vehicle

When an electrical continuously variable transmission malfunctions and the operation of an engine is stopped, an automatic transmission is caused to upshift. Therefore, when the rotation of the engine is stopped as a result of a stop of the operation, an AT input rotation speed is decreased as compared to that before it is determined that there is a malfunction in the electrical continuously variable transmission. Thus, an MGrotation speed is decreased in absolute value as compared to when the automatic transmission is not caused to upshift, so an overspeed of a first electric motor is prevented.

Control apparatus for power transmission system

While a vehicle is traveling in a state where any one of gear positions of a mechanical stepped transmission unit is established, until an estimated input torque that is obtained from the equation of motion for an electrical differential unit changes, a hydraulic pressure of a non-engaged intended hydraulic friction engagement device is increased, and a pack end pressure is learned on the basis of the hydraulic pressure at that time. Therefore, irrespective of feedback control, or the like, over motor generators of the electrical differential unit, it is possible to appropriately learn the pack end pressure, so it is possible to appropriately execute hydraulic control over the hydraulic friction engagement devices, that is, engaging and releasing control, or the like, at the time of shifting, irrespective of individual differences of the portions, aging of friction materials, or the like.

Control apparatus for vehicle driving system

A control apparatus is applied to a hybrid vehicle. The hybrid vehicle includes an MG which is connected with an input shaft of a manual transmission via a first clutch that is operated by a press operation to a clutch pedal and an internal combustion engine which is connected with the MG via a second clutch. The hybrid vehicle is allowed to execute an EV traveling mode where: the internal combustion engine is stopped; the internal combustion engine and drive wheels are separated by the second clutch; and the drive wheels are driven by the MG. In the control apparatus, when the EV traveling mode is executed, a required torque is obtained based on an accelerator opening degree, and a required transmission torque is obtained based on an operation amount to the clutch pedal. And, when a smaller one of the required torque and the required transmission torque is greater than a determination value, the internal combustion engine is started.

Control apparatus for hybrid vehicle

A control device is applied to a hybrid vehicle (A) in which an internal combustion engine () and an MG () are connected through a second clutch (), the MG () and a transmission () are connected through a first clutch () whose state is switchable by a depression operation of a clutch pedal (CP), and an output shaft () of the transmission () is connected to a driving wheel () so as to transmit power. The control device starts the internal combustion engine () when an accelerator opening is equal to or greater than a start determination value. When the vehicle (A) is stopped and the internal combustion engine () is stopped, and when the amount of return of the clutch pedal (CP) is small, the control device makes the start determination value greater than when the amount of return of the clutch pedal (CP) is great.

Hybrid vehicle control device

The present invention is directed to a hybrid vehicle comprising a dual clutch transmission having six forward speed stages, wherein arranged between a first input shaft and a first output shaft of the transmission are: a first gear train for a first speed stage; a third gear train corresponding for a third speed stage; a fifth gear train for a fifth speed stage; and a sixth gear train for a sixth speed stage. A second gear train for a second speed stage and a fourth gear train for a fourth speed stage are arranged between a second input shaft and a second output shaft. A first sleeve is provided between the first gear train and the third gear train; a second sleeve is provided between the fifth gear train and the sixth gear train; and a third sleeve is provided between the second gear train and the fourth gear train. A second MG is provided so as to output drive power to the second input shaft.

Hybrid vehicle

In a control device for a hybrid vehicle () including a dual-clutch transmission (), a first MG () connected to a first input shaft () of the transmission () in a power transmittable manner and a second MG () connected to a second input shaft () of the transmission () in a power transmittable manner, while the vehicle () is travelling with the use of an internal combustion engine (), the transmission () is controlled such that power transmission between the input shaft, which is interrupted in power transmission from the internal combustion engine (), and an output system () is interrupted when an accelerator pedal is depressed, and the transmission () is controlled such that power transmission between the input shaft, which is interrupted in power transmission from the internal combustion engine (), and the output system () is established by a gear train of a speed position lower than a current speed position when depression of the accelerator pedal is released.

Control device for hybrid vehicle

A control apparatus for a vehicle including a second clutch capable of switching between input and output shafts connecting state in which a motor-generation is connected. The control apparatus drives the wheels by the motor-generation so a torque transmitted to the wheels does not fluctuate in case the gear shift is executed to the transmission when is in the output shaft connecting state of the second clutch, and synchronizes the input and output shafts at the gear shift by the motor-generation in case the gear shift is executed to the transmission when the second clutch state is in the input shaft connecting state. The second clutch state is switched to the output shaft connecting state when a drive power to the vehicle is equal or less than a value. The second clutch state is switched to the input shaft connecting state when the drive power is greater than the value.

Growing community of inventors

Susono, Japan

Takaaki Tanaka