Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Takahiko Tsutsumi

Toshio Sugimura

Koki Ueno

Ichiro Kitaori

Shun Sato

Seiji Kuwahara

Koki Minamikawa

Hiroatsu Endo

Toshinari Suzuki

Takashi Yuma

Keisuke Sekiya

Osamu Kanai

Atsushi Ayabe

Hisashi Ishihara

Kazuhiro Iketomi

Yosuke Takaie

Masato Yoshikawa

Masayuki Baba

Naoki Nakanishi

Masayuki Matsui

Shigeru Kamio

Yukihiko Ideshio

Yoshio Hasegawa

Takashi Inoue

Ayumu Sagawa

Hideto Watanabe

Takeshi Miyagawa

Eiji Isobe

Kazuo Kawaguchi

Yoshimitsu Yokouchi

Yoshiaki Tsuruta

Masato Tateno

Hironobu Aratake

Hiroshi Shibata

Youji Takanami

A control apparatus for a hybrid electric vehicle includes: an engine control portion for controlling an operation state of an engine; and a driving-mode control portion for controlling the vehicle so as to realize selected at least one of driving modes. The driving modes include a low-gear all-wheel driving mode and a high-gear all-wheel driving mode. In a case in which the low-gear all-wheel driving mode is selected in the high-gear all-wheel driving mode when the engine is in a stopped state with a vehicle power transmission apparatus being in a non-driving position that disables transmission of a drive power, the engine control portion maintains the stopped state of the engine until completion of switching from the high-gear all-wheel driving mode to the low-gear all-wheel driving mode, and starts the engine after the completion of the switching from the high-gear all-wheel driving mode to the low-gear all-wheel driving mode.

Control apparatus for hybrid electric vehicle

In a vehicle that includes an engine including a starter, an automatic transmission unit having an input shaft coupled to an output shaft of the engine via a first clutch, and a motor generator (hereinafter, referred to as 'MG') coupled to the input shaft of the automatic transmission unit via a second clutch, an electronic control unit starts up the engine with the use of the starter in a state where the MG is disconnected from the engine by releasing at least one of the first clutch or the second clutch when an IG-on operation has been made in an IG-off state (a state where the vehicle is stopped in a P range) and a power control unit that supplies electric power to the MG has a failure.

Driving system for vehicle

A detecting device includes a shift selector, a magnet disposed in the shift selector, four or more sensors arranged at positions facing the magnet and an ECU. The ECU is configured to (i) determine a shift position based on signals output from the four or more sensors when the magnet is relatively displaced with respect to the four or more sensors in response to an operation of the shift selector, (ii) determine the shift position based on signals output from three or more of the four or more sensors determined to be normal when any one of the four or more sensors is abnormal, and (iii) determine the abnormality based on whether or not the three or more sensors output, during the traveling of the vehicle, a signal to a shift position pertaining to a case of traveling in the direction opposite to a traveling direction of the vehicle.

Shift position detecting device for vehicle and shift control device for vehicle

When a P lock state is set on the basis of a predetermined request signal for setting the P lock state, a P position indicator lamp () is turned on or off on the basis of the status of power supplied to the vehicle (). For example, when the P lock state is set, the P position indicator lamp () is turned off when the power status is an ALL-OFF status where a combination meter (), or the like, is not turned on or is raised to an ACC-ON status; whereas, when the P lock state is set, the P position indicator lamp () is turned on when the power status is an IG-ON status, when the power status is changed from the IG-ON status during vehicle driving to the ACC-ON status, or within a predetermined period of time from when the power status is changed from the IG-ON status to the ALL-OFF status.

Vehicle shift control system

An electronic control unit is configured to calculate an amount of divergence of an actual MG rotational speed with respect to a reference rotational speed at the start-up of an internal combustion engine, and correct a generation timing of a compensation torque at the next start-up of the internal combustion engine based on the amount of divergence.

Control device for vehicle

An electromotive vehicle includes: an electrical storage device; a rotary electric machine; a transmission device; an engine; and an electronic control unit. The electronic control unit is configured to, when decelerating force acts on the vehicle due to engine brake force of the engine and upshift control is executed in the transmission device and when an upper limit value of input electric power that is allowed at the time of charging the electrical storage device is smaller than a threshold, control the rotary electric machine such that torque of the rotary electric machine gradually increases by the time the upshift control completes, at which the decelerating force that acts on the vehicle becomes decelerating force reduced as a result of the upshift control.

Electromotive vehicle

An upper limit charging rate is limited when a speed position of an automatic transmission is high as compared to when the speed position is low, so an engine is hard to enter a high torque state even when the speed position is high. Thus, it is possible to suppress vibrations and noise that tend to occur at the time when the engine is driven at a low rotation speed and high torque. On the other hand, the upper limit charging rate increases when the speed position is low as compared to when the speed position is high, with the result that a charging rate increases, so it is possible to keep a state of charge of a battery within an appropriate range.

Control system for hybrid vehicle

In a vehicle including an engine and a motor generator that are connected to a drive wheel, when a predetermined condition is satisfied during a motor creep mode in which creep torque is generated by the motor generator, an ECU performs motor creep cutoff for decreasing torque of the motor generator. When an engine start request has been issued during the motor creep cutoff, the ECU increases the torque of the motor generator to a target creep torque at a predetermined rate of increase. After the MG torque has reached the target creep torque, the ECU starts the engine. The predetermined rate of increase is set to a rate lower than a rate of increase in engine torque at the start of the engine.

Vehicle

When initial drive control for an actuator driving a shift switch mechanism is completed, a P-ECU determines whether an IG signal is received. In the case where the P-ECU has not received the IG signal at the time when the initial drive control is completed, the P-ECU temporarily keeps the actuator in a state where the initial drive control is completed. In the case where the P-ECU receives the IG signal in the period from completion of the initial drive control to the time when a predetermined time Thas elapsed since completion of the initial drive control, the P-ECU executes P wall press control when the P-ECU receives the IG signal.

Control apparatus and control method for vehicle

A drive apparatus for a vehicle includes an engine, an MG, a first rotary shaft, a second rotary shaft, a transmission disposed between the first rotating shaft and the second rotary shaft, a driving wheel, a first clutch capable of interrupting power transmission between the engine and the first rotary shaft, a second clutch capable of interrupting power transmission between the MG and the first rotary shaft, and an ECU for controlling the engine, the MG, the transmission, the first clutch and the second clutch. The ECU releases the second clutch as a rotation speed of the first rotary shaft becomes higher than a threshold value, and sets the threshold value lower in the case where an acceleration request is issued from the driver than in the case where no acceleration request is issued to reduce the operation times for the clutch to engage or disengage the MG.

Drive apparatus for vehicle

A drive system for a hybrid vehicle includes an engine, a motor, a rotary shaft, an engine disconnect clutch, a motor disconnect clutch, an automatic transmission, and an electronic control unit. The electronic control unit is configured to, while either one of an engagement control and a rotation change control is being executed, when a request to execute the other one of the engagement control and the rotation change control has been issued, (a) delay a start timing of the other one of the engagement control and the rotation change control until execution of the one of the engagement control and the rotation change control is completed, and then (b) start execution of the other one of the engagement control and the rotation change control after execution of the one of the engagement control and the rotation change control has been completed.

Drive system for hybrid vehicle

Control device of hybrid vehicle including an engine connected via a clutch to power transmission path and a rotator acting at least as an electric motor, hybrid vehicle being configured to execute an engine running mode in which clutch is engaged to use at least engine as a drive force source for running and a motor running mode in which clutch is released to use rotator as drive force source for running, control device putting clutch into slip engagement to crank and start engine before clutch is completely engaged at time of switching to engine running mode during stop of engine with clutch released, control device of hybrid vehicle, when clutch temperature reaches predefined value at time of switching to the engine running mode, releasing clutch and causing rotator to generate drive force for running while controlling rotation speed of engine to synchronize rotation speeds before and after clutch.

Control device for hybrid vehicle

A hydraulic control circuit for a drive line includes first and second switching valves and first and second solenoid valves. Each switching valve is alternatively switched by a switching hydraulic pressure to connect any two of three ports. The first port of the first switching valve is connected to a hydraulic actuator. The first port of the second switching valve is connected to the second port of the first switching valve. The first solenoid valve supplies the switching hydraulic pressure to the switching valves. The second solenoid valve regulates a control hydraulic pressure supplied to the hydraulic actuator. Any one of three oil paths is communicated with the hydraulic actuator by supplying the control hydraulic pressure via the third port of the first switching valve or the second or third port of the second switching valve and supplying the switching hydraulic pressure to at least one switching valve.

Hydraulic control circuit for drive line

When a charge connector has been removed from a vehicle-side connector while parking lock is set, an ECU determines whether or not there is return history that a momentary shift lever has moved to a home position after removal of the charge connector from the vehicle-side connector. When there is return history and when a brake-on state is set, the shift lever has been operated from the home position to any position of N, D and R, and the resultant position is continuously maintained for a prescribed period of time, the ECU unlocks the parking lock.

The embodiments described herein relate to control apparatuses for hybrid vehicles which permit starting of an engine and a shift-down action of a transmission, while assuring a reduction of heat generated by a clutch and an improvement of a response of the hybrid vehicle to a vehicle operator's desire for high drivability. In one embodiment, the control apparatus controls the hybrid vehicle such that, when the transmission is required to be shifted down while the hybrid vehicle is switched from the motor drive mode to the engine drive mode, a rate of change of the input speed of said transmission is lower than when only the shift-down action is required to be performed, such that the rate of change of the input speed is relatively low when the input speed of the transmission to be established upon completion of the shift-down action is relatively high.

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Toyota, Japan

Takahiko Tsutsumi