Aisin Seiki Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Toshiaki Ishiguro

Hiromi Hasegawa

Toshinori Murahashi

Naoki Yamada

Choji Furusawa

Hiroaki Kato

Masanori Mori

Takayuki Ishihara

Kunio Morisawa

Hiroyuki Yamaguchi

Masataka Osawa

Shigeo Takahashi

Ryoichi Hibino

Masato Shimei

Katsuhiko Hattori

Kisaburo Hayakawa

Yoshinobu Iwase

Yoshiyuki Onimaru

Kouichi Yamashita

Torao Kawaguchi

A vehicle weight estimating device includes an acceleration detecting portion, a driving force estimating, a filtered acceleration obtaining means portion for eliminating a low frequency component from the detected acceleration, a filtered driving force obtaining portion for eliminating a low frequency component from the estimated driving force, an acceleration integrating portion for obtaining an acceleration integration, a driving force integrating portion for obtaining a driving force integration, a vehicle weight estimating for estimating the vehicle weight based on the acceleration integration and the driving force integration, a vehicle weight averaging portion for averaging the estimated vehicle weight, a limiter determining portion for setting an limiter initial value, an upper limiter and a lower limiter and setting an initial area framed by each limiter, and a vehicle weight correcting portion for correcting the vehicle weight averaged based on the initial area.

Vehicle weight estimating device

The vehicle weight determination device includes a microcomputer for achieving the vehicle weight determination by obtaining a driving force after filtering based on the speed ratio of the torque converter and obtaining an integrated driving force with the absolute value of the driving force after filtering by using an area method. Similarly, acceleration after filtering is obtained by filtering process of the acceleration and an integrated to obtain an integrated acceleration. The vehicle weight is determined by the integrated driving force divided by the integrated acceleration.

Vehicle weight determining device

An engagement force for engaging a first friction engagement element is set to be lower than an engagement force for establishing a predetermined shift stage with a second friction engagement element being engaged when a vehicle is stopped with an acceleration pedal not being operated and a brake pedal being operated under a forward driving range in an automatic transmission. The engagement force for the first friction engagement element is increased when a vehicle starts with the brake pedal released from the operated condition, and the engagement force for engaging the second friction engagement element is decreased when a relative rotational speed between a turbine wheel and a forward movement member becomes equal to or smaller than a predetermined rotational speed.

Control apparatus for an automatic transmission and a method for controlling the same

A control apparatus effects shift control of an automatic transmission to produce gear stage shifting using a first shift pattern in which gear stage shifting is based on vehicle speed and throttle opening and a second shift pattern in which gear stage shifting is based on the vehicle speed and a road condition, with gear stage shifting being based on the second shift pattern under vehicle deceleration. The gear stage shift is based on the second shift pattern without shifting from a first gear stage to a second gear stage, which is a higher-speed gear stage than the first gear stage, when the vehicle driving condition changes from a condition crossing a shift line which commands a shift from the first to the second gear stage on the first shift pattern to a condition switching from the first shift pattern to the second shift pattern according to a prescribed condition.

Shift control apparatus for an automatic transmission and shift control method for an automatic transmission

A control system for an automatic transmission includes a torque converter which hydraulically transmits rotation of the driving power source to the speed change gear unit, a first friction engagement element, a second friction engagement element, a third friction engagement element, a vehicle stopping detecting mechanism for detecting a vehicle stopped condition when a forward driving range is selected, a vehicle weight detector, and a controller. The controller controls the disengagement of the first and second friction engagement elements and the engagement of the third friction engagement element with an engaging force in response to the vehicle weight when the vehicle stopped condition is detected while the forward driving range is selected.

Control system for an automatic transmission

A shift control method for an automatic transmission based on one of a first shift pattern based on vehicle speed and an opening degree of a throttle valve and a second shift pattern based on the vehicle speed and a road condition includes the steps of switching a vehicle shifting condition to the second shift pattern when the opening degree of the throttle valve is a first predetermined opening degree or smaller than the first predetermined opening degree, and switching the vehicle shifting condition to the first shift pattern when the opening degree of the throttle valve is a second predetermined opening degree or larger than the second predetermined opening degree which is larger than the first predetermined opening degree.

Shift control method for an automatic transmission

A vehicle deceleration controller which is able to relatively reliably satisfy the intended deceleration of the driver irrespective of changes in the vehicle speed, the gradient of the driving road surface and the total weight of the vehicle includes a deceleration determining device that determines a required deceleration in accordance with the vehicle speed and the gradient of the driving road surface with reference to stored characteristic information, and an operation mode determining device that determines the required operation mode in accordance with the required deceleration determined by the deceleration determining device and the vehicle speed and the total vehicle weight with reference to stored characteristic information. An outputting device operates a braking force generating device with the required operation mode when it is determined that the accelerator has been released.

Vehicle deceleration controller

A vehicle weight and a road surface gradient are estimated based on driving torque values and vehicle acceleration values when specific behavior occurs in a vehicle. Resulting estimation values are used for vehicle controls such as an engine control, an auxiliary brake control, and a transmission control.

Vehicle state estimation method and vehicular auxiliary brake control apparatus using the method

A fluid coupling control device of an automatic transmission includes a turbine chamber into which an operation fluid flows, an operation chamber which is separated from the turbine chamber and into which the operation fluid flows, a clutch mechanism which engages and disengages the input member with the output member, a piston member slid by a fluid pressure difference between the operation chamber and the turbine chamber so as to engage and disengage the clutch mechanism, a fluid source which supplies the fluid to the operation chamber and the turbine chamber, and a control device disposed between the fluid source and the operation chamber which controls the fluid pressure in the operation chamber based on the fluid pressure in the turbine chamber.

Fluid coupling control device of automatic transmission

A locking-up hydraulic pressure control device of an automatic transmission comprises a memory, a controller, a second memory, and a time schedule management. The memory stores a hydraulic pressure control time schedule from the beginning of shift operation to the end. The controller means controls a locking-up hydraulic pressure in accordance with said hydraulic pressure control time schedule to be provided to a lock-up clutch that mechanically connects and disconnects a pump impeller of a torque converter of said automatic transmission connected to an engine and a turbine runner connected to transmission gears. The second memory stores a time schedule of engine revolution during a shift operation. The time schedule management means resets said hydraulic pressure control time schedule higher pressures than the former pressures in case if engine revolution exceeds said time schedule of engine revolution during the shift operation by a certain given limit.

Control device and a method for controlling and resetting a lock up

A retarding control apparatus for controlling operation of a retarder, which is connected to an automatic transmission, by operating a retarder actuating device by manipulation of a retarder changeover switch includes control unit, to which are inputted a shift position signal,a throttle opening signal and a changeover signal from the retarder changeover switch, for outputting an operating signal to the retarder actuating device. When the control unit receives the changeover signal from the retarder changeover switch for actuating the retarder and decides that a manual downshift has taken place based upon the shift position signal and throttle opening signal, the control unit diminishes the operating signal to the retarder actuating device in such a manner that braking force produced by the retarder is reduced by a prescribed value.

Retarding control apparatus

A retarding control apparatus for controlling operation of a retarder, which is connected to an automatic transmission, by operating a retarder actuating device by manipulation of a retarder changeover switch includes control unit, to which are inputted a shift position signal, a throttle opening signal and a changeover signal from the retarder changeover switch, for outputtig an operating signal to the retarder actuating device. When the control unit receives the changeover signal from the retarder changeover switch for actuating the retarder and decides that a manual downshift has taken place based upon the shift position signal and throttle opening signal, the control unit diminishes the operating signal to the retarder actuating device in such a manner that braking force produced by the retarder is reduced by a prescribed value.

Retarding control apparatus which operates on the basis of signals such

A shift range device for an automatic transmission a shift lever shiftable to any one of a first neutral range, a reverse range, a second neutral range and one or more drive ranges which are arranged in the identified order. A neutral device includes a manual valve connected to the shift lever for establishing the neutral condition in such a manner that the manual valve inhibits the supply of oil pressure to any one of frictional engaging elements of the automatic transmission when the shift lever is transferred to the first neutral position or the second neutral position.

Shift range device for automatic transmission

An automatic transmission is controlled by detecting engine rmp following a transmission downshift and comparing the detected engine speed with a predetermined speed value. If the detected speed does not exceed the predetermined value, the solenoids controlling the down-shift are maintained energized. If the detected speed exceeds the predetermined speed value, the solenoids are de-energized to prevent overrunning of the engine.

Control for an automatic transmission

A hydraulic control circuit for an automatic transmission of at least 5 forward gear shift stages, which comprises:

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Chita, Japan

Toshiaki Ishiguro