Toyota Jidosha Kabushiki Kaisha

Toshinari Suzuki

Katsumi Kono

Eiichi Ono

Takahiko Tsutsumi

Koki Ueno

Masataka Osawa

Ichiro Kitaori

Ryoichi Hibino

Keisuke Sekiya

Atsushi Ayabe

Toshio Sugimura

Shu Asami

Hisashi Ishihara

Hideharu Nohara

Osamu Kanai

Yasuhiro Maeda

Kenta Kumazaki

Hiroatsu Endo

Tomohiro Asami

Norimi Asahara

Masami Kondo

Masakazu Kaifuku

Yuji Muragishi

Ayumu Sagawa

Yoshikazu Tanaka

Tatsuya Kawamura

Yoshiki Ando

Yosuke Takaie

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

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

It is provided a shift control device for a vehicle having a parking lock device driven by an actuator to selectively switch switching positions between a lock position and an unlock position, wherein when a run-enable operation is made by a driver and a non-running state is switched to a running state, shift position recognizing control is executed for recognizing an initial switching position appearing at the beginning when the running state is established, by driving the actuator in response to switching position information indicative of the switching position on a stage before the running state is established, wherein: the non-running state is configured to be switched to the running state prior to the execution of the run-enable operation; and updating of the switching position information, stored in the switching position information storage device, is permitted to be executed subjected to the switching position recognizing control being executed.

Shift control device for vehicle

A vehicular shift control device is provided that controls the input rotational speed of a geared transmission by adjusting the rotational speed of a drive source at downshift of the geared transmission. The greater the deceleration of the vehicle, the smaller is set the change gradient of the input rotational speed of the geared transmission. Therefore, even if the decrease rate of the post-shifting synchronization rotational speed is great, the incident angle &#x3b3; of the input rotational speed of the geared transmission relative to the post-shifting synchronization rotational speed is maintained as a large angle. Even when the deceleration of the vehicle during downshift is great, the downshift is smoothly executed without producing an excessive synchronization shock.

Vehicular shift control device

A vehicular shift control apparatus for a vehicle provided with a parking lock device selectively switched to a locking position in which rotation of wheels of the vehicle is prevented and a non-locking position in which the rotation of the wheels is not prevented, by an operation of an electrically operated actuator, the vehicular shift control apparatus being configured to perform a failure diagnosis to determine whether the actuator is operable or not, the vehicular shift control apparatus includes: the vehicular shift control apparatus permits the operation of the actuator if a supply voltage to the actuator is raised from a value lower than a predetermined threshold supply voltage value to a value not lower than the threshold supply voltage value after a determination that the actuator is inoperable is obtained in the failure diagnosis.

Vehicular shift control apparatus

In a control apparatus for a powertrain that includes an automatic transmission, occurrence of slip in a one-way clutch is determined when one gear is formed if a first rotation member and a second rotation member of the one-way clutch rotate relatively. If slip in the one-way clutch is detected, it is determined whether the rotational speed difference between the first rotation member and the second rotation member has increased. If the rotational speed difference between the first rotation member and the second rotation member has increased when slip is detected in the one-way clutch, a control is executed to engage a predetermined frictional engagement element.

Powertrain control apparatus and method, and program for implementing the control method

A control apparatus for a hybrid vehicle drive system including (a) an engine, (b) an electrically controlled differential portion having an input shaft connected to the engine, an output shaft, a differential mechanism, and an electric motor which is operatively connected to a rotary element of the differential mechanism and an operating state of which is controlled to control a differential state between rotating speeds of the input and output shafts, (c) a hydraulically operated automatic transmission portion which constitutes a part of a power transmitting path between the electrically controlled differential portion and a drive wheel of a hybrid vehicle, (d) a hydraulic control unit for controlling the hydraulically operated automatic transmission portion, (e) a mechanical oil pump operable by the engine to deliver a pressurized working fluid to the hydraulic control unit, and (f) an electric oil pump electrically operated independently of the mechanical oil pump, to deliver a pressurized working fluid to the hydraulic control unit, the control apparatus including a hybrid-drive-system starting portion configured to operate the engine, upon starting of the hybrid vehicle drive system, for operating the mechanical oil pump to deliver the pressurized working fluid of a predetermined pressure to the hydraulic control unit.

Control apparatus for hybrid vehicle drive system

A control apparatus for a vehicular power transmitting system including an electrically controlled differential portion having an electric motor, and an automatic transmission portion, the control apparatus including shift control portion operable upon determination that a jump shift-down action of the automatic transmission portion directly to a target gear position while skipping at least one intermediate gear position should take place and upon inhibition of the jump shift-down action, to generate a shifting command to perform the jump shift-down action when total jump-shift-down-action time required for the jump shift-down action is shorter than total sequential-shift-down-operation time required for a sequential shift-down operation consisting of a shift-down action to each intermediate gear position and a shift-down action from the last intermediate gear position to the target gear position, and a shifting command to perform the sequential shift-down operation when the total jump-shift-down-action time is not shorter than the total sequential-shift-down-operation time.

Control apparatus for vehicular power transmitting system

A hybrid motor vehicle includes a differential having a differential mechanism equipped with a first rotating element that is connected to an engine, a second rotating element that is connected to a first electric motor and a third rotating element connected to both a second electric motor and a transfer member; and a transmission provided in a power transmission path, extending from the transfer member to driven wheels, that establishes a plurality of transmission ranges by selectively operating a plurality of coupling devices. An irreversible rotation member connected to a non-rotation member against reverse rotation through a one-way clutch is provided in the transmission. When the second electric motor is malfunctioning, an engine start control unit starts the engine by driving the first electric motor while selectively engaging the coupling devices to connect the transfer member to the irreversible rotation member.

Engine starting device and engine starting method for hybrid motor vehicle

The invention relates to a shift control apparatus for an automatic transmission, that executes a torque reduction control when the transmission executes a second downshift in response to a second downshift determination made during first downshift. The shift control apparatus includes a multiple shift execution unit that starts the second downshift operation in response to the second downshift determination, and a torque reduction control execution unit that executes a torque reduction control when the rotational speed of the input member is increased to at least a predetermined first determination speed, which is determined in accordance with a shift ratio of a gear stage after the second downshift operation, after the second downshift starts. This allows the rotational speed of the input shaft to be quickly changed to the appropriate synchronous rotational speed. Thus, the desired driving force is provided upon completion of the second downshift without overspeeding the engine.

Shift control apparatus and shift control method of automatic transmission of vehicle

The invention relates to a shift control apparatus for an automatic transmission that executes a torque reduction control when the transmission downshifts in response to a downshift determination made during an upshift. The shift control apparatus includes a multiple shift execution unit that starts the downshift in response to the downshift determination, and a torque reduction control execution unit that determines whether the rotational speed of the input member is at least a control start-up rotational speed, after the downshift operation starts, and executes a torque reduction control of the power source when the rotational speed of the input member is increased to at least the control start-up rotational speed. This allows the rotational speed of the input shaft to be quickly changed to the appropriate synchronous rotational speed. Thus, the desired driving force is provided upon completion of the downshift without overspeeding the engine.

An ECT_ECU of the present invention executes a program including the step of setting a determination time T for determining the completion of an upshift in an accelerator off mode to a short determination time T (X) when a slip value NS (NS=NE&#x2212;NT) between an engine revolution NE and a turbine revolution NT is smaller than a predetermined slip value NS (0) (when the difference between NT and NE is large, and the step of setting the determination time T to a long determination time T (Y) when the slip value NS (NS=NE&#x2212;NT) is larger than the predetermined slip value NS (0) (when the difference between NT and NE is small).

Gear shifting completion determination device for automatic transmission

An instruction value Duty for bringing a slip rotation speed Nslip to a target rotation speed is feedback-controlled based on a difference e between the slip rotation speed Nslip and the target rotation speed, and a weight &thgr; from a parameter map. Weights &thgr; are assigned individually to a plurality of models, each of which includes a group of parameters and which are used to form a control model that represents a slip control system. Based on a weight that is assigned to one of the plurality of models, a weight that is assigned to at least one model that is other than the one of the plurality of models is specified. Thus, the amount of calculation required can be reduced by estimating weights for the models including the groups of parameters, which contain parameters that are used to construct the control model, instead of directly estimating the control model-constructing parameters.

Weight identification method and feedback control method

A control apparatus for controlling a control system having a sliding resistance by using a sliding mode control method determines a deviation of an actual value of a quantity of state that is to be caused to follow a target value from the target value (step 1), calculates a switching surface &sgr; from the deviation (step 2), and determines a corrected switching surface &sgr;&prime; by adding a carrier wave to the calculated switching surface &sgr; (step 3). The carrier wave is expressed by a periodic function, for example, a sine wave, a sawtooth pulse wave, or the like, and has finite gradients on its waveform. Then, the control apparatus outputs an amount of operation u based on the value of the corrected switching surface &sgr;&prime; (step 4). The amount of operation u behaves in a manner similar to that in an ordinary sliding mode control method when the switching surface &sgr; is not close to zero. When the switching surface &sgr; is close to zero, the amount of operation u periodically changes similarly to a dither signal. Therefore, the control apparatus is able to prevent deterioration of the controlling performance with respect to the sliding resistance and retain excellent robustness of the sliding mode control.

Control apparatus and method of control system having sliding resistance

A characteristics change of a control object is functionally represented by a parameter &thgr; which varies between values of 0 and 1 as the gain of the control object is surveyed. The frequency of the identification signal is set at a frequency where the difference in gains becomes large. The amplitude of the identification signal is set so that the variation width of the output of the control object is less than or equal to a predetermined value. Because the identification accuracy improves where the input/output characteristics with respect to the parameter are more sensitive, the identification signal set by such a setting apparatus imparts high identification accuracy. Moreover, because the amplitude of the identification signal is set based on the variation width of the output of the control object, identification can be performed without significantly affecting the output of the control object.

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Nishikamo-gun, Japan

Toshinari Suzuki