Nissan Motor Company Limited

Other

Toru Urasawa

Takashi Nakazawa

Satoshi Sakakibara

Atsufumi Kobayashi

Yutaka Kawamoto

Chiaki Harada

Ryozo Hiraku

Asuka Soutome

Shinya Toyoda

Makoto Shouji

Yoshichika Hagiwara

A shift control device for shift controlling an automatic transmission in a powertrain drivingly connecting a power source, a hydraulic transmission element, and an automatic transmission in the mentioned order, has a hydraulic transmission element required output calculator that calculates a required output to be output from the hydraulic transmission element to the automatic transmission based on the output of the power source obtained from the slip condition between the input and output elements of the hydraulic transmission element and a total efficiency of the hydraulic transmission element, and a hydraulic transmission element total efficiency calculator that calculates, for each output rotation speed of the hydraulic transmission element, a speed ratio and a torque ratio between the input and output elements of the hydraulic transmission element, each being required for achieving the calculated hydraulic transmission element required output.

Shift control system for automatic transmission

A lock-up control system for an automatic transmission includes a torque converter and a lock-up clutch. The controller includes a lock-up control section. The lock-up control section includes a first lock-up releasing control section adapted to gradually disengage the lock-up clutch from an engaging state and put the lock-up clutch into a disengaging state when the accelerator pedal movement speed is not lower than a set speed and an initial accelerator pedal depression amount is not smaller than a set accelerator pedal depression amount to establish a driving condition of the vehicle under the engaging state of the lock-up clutch.

Lock-up control system for automatic transmission

A hybrid vehicle includes a first motor generator ( ) and an engine ( ) connected to first drive wheels ( ) via a transmission ( ), a second motor generator connected to a second drive wheel ( ), a battery ( ) electrically connected to the first and second motor generators ( ), a sensor ( ) which detects a running state of the vehicle, a sensor which detects a charge state of the battery ( ), and a controller ( ). The controller ( ) controls a drive force of the engine ( ) and the first motor generator ( ) according to the running state of the vehicle and the charge state of the battery ( ), and drives the second motor generator ( ) by the battery ( ) or the power generated by the first motor generator ( ).

Four-wheel drive hybrid vehicle

An upshift shock reducing apparatus is provided to reduce upshift shock in a vehicle having a power train with a power source and an automatic transmission. The upshift shock reducing apparatus has a power source sensor that produces a signal indicative of a power source load, and a controller operatively coupled to the power source sensor, the power source, and the automatic transmission. The controller increases torque from the power source during the torque phase for a first predetermined period until the torque reaches a second predetermined torque, and decreases torque from the power source by a first predetermined torque at an end of a second predetermined period. The second predetermined period is determined based on the signal from the power source sensor, whereby the decreasing starts before the inertia phase. Therefore, the torque can be decreased before the inertia phase.

Upshift shock reducing apparatus for automatic transmission

Growing community of inventors

Kanagawa, Japan

Toru Urasawa