Toyota Jidosha Kabushiki Kaisha

Toshiya Oishi

Masashi Takagi

Tsutomu Miyazaki

Michihito Shimada

Seiji Kuwahara

Yuki Minase

Kenichi Okaya

Shogo Matsumoto

Masato Kaigawa

Akihiro Kida

Motonari Ohbayashi

Masami Kondo

Shinichi Soejima

Hideaki Otsubo

Ken Koibuchi

Shinya Kodama

Toshio Takaoka

Hiroshi Shimada

Hideki Kubonoya

Akito Onishi

Masaharu Tanaka

Takamasa Kitamura

Hiroyuki Hanamura

Kazumitsu Sugano

Hiromitsu Metsugi

Tetsuro Shibata

Kiyoshi Kobayashi

Haruhiko Katsumata

Toshihiro Nishimura

In a torque-based detection process, a control device detects an excess acceleration state of a vehicle when a duration time of a state in which a value obtained by subtracting a required torque from an actual torque of an internal combustion engine is equal to or greater than a torque threshold value is equal to or greater than a torque determination time. In an acceleration-based detection process, the control device detects the excess acceleration state of the vehicle when a duration time of a state in which a value obtained by subtracting a required acceleration from an actual acceleration of the vehicle is equal to or greater than an acceleration threshold value is equal to or greater than an acceleration determination time.

Control device for vehicle and vehicle control program

Disclosed is a vehicle control apparatus which can prevent drivability from being deteriorated. The ECU is operative to determine whether the previously depressed brake is in the 'ON' or 'OFF' state when the vehicle is determined as being not travelling on a bad road, the accelerator being in the &#x201c;ON&#x201d; state, and the brake being in the &#x201c;ON&#x201d; state. When the ECU is operative to determine that the previously depressed brake is in the &#x201c;OFF&#x201d; state, and the vehicle is in the reduced speed state, the ECU is operative to perform the reduction process of the engine output under the condition that the simultaneous depressions of the accelerator and brake pedals are held for less than 10 seconds, and the vehicle speed is 7 km/hr or more. When, on the other hand, the ECU determines that the vehicle is travelling on the bad road, the ECU is operative not to perform the reduction process.

Vehicle control apparatus

A control device of a vehicle drive device includes an engine having a supercharger and an automatic transmission outputting power of the engine to drive wheels. When an upshift of the automatic transmission is performed by executing an acceleration operation, if a progress status of a supercharging pressure increase in a supercharger pressure increasing process by the supercharger is a status in an initial period of the increasing process, a supercharging pressure increase degree before start of an inertia phase of the upshift is made smaller than a supercharging pressure increase degree after a predetermined timing subsequent to the start of the inertia phase, while if the progress status of the supercharging pressure increase is a status in an ending period of the increasing process, the supercharging pressure increase degree before the start of the inertia phase is made larger than the supercharging pressure increase degree after the predetermined timing.

Control unit for vehicle driving device

Disclosed is a vehicle control apparatus which can prevent the deterioration of drivability. The ECU can set a control accelerator opening degree to be converted when a control permission condition is established. The control accelerator opening degree is equal to or larger than an accelerator lower limit which is larger than an idle determination value for determining an automatic stopping of an engine by an eco-run. The control accelerator opening degree thus set can prevent the drivability from being deteriorated without the automatic stopping of the engine being caused even if the accelerator opening degree is converted to reduce the torque of the engine with the establishment of the control permission condition.

When an ECU determines that an accelerator is 'ON' and a brake is 'ON', the ECU determines whether or not the brake previously depressed is &#x201c;OFF&#x201d;. When the ECU determines that the brake previously depressed is &#x201c;OFF&#x201d; and that the vehicle is in the reduced speed state, the vehicle control apparatus is configured to execute an engine output reduction control process under the condition that the simultaneous depressions of the accelerator and brake pedals continues for less than 10 seconds and the vehicle speed is not less than 7 km/hr. When the simultaneous depressions of the accelerator and brake pedals continues for no less than 10 seconds, the ECU is configured to make an output reduction prohibition flag &#x201c;ON&#x201d; and not to execute the engine output reduction control process until a predetermined time elapses.

Provided is a vehicle control apparatus that can prevent the deterioration of drivability. An ECU executes a reduction control when speed reduction of a vehicle is determined as a control permit condition is established, and does not execute the reduction control when the speed reduction is not determined as the condition is not established. Additionally, when determined that a vehicle behavior stabilization control that stabilizes behavior of the vehicle is being executed, the ECU determines the speed reduction of the vehicle by changing a speed reduction threshold value for determining the speed reduction. This makes it possible to adequately determine the speed reduction of the vehicle even when a drive state of the vehicle is changed by the execution of the vehicle behavior stabilization control, thereby allowing the execution and non-execution of the reduction control to be switched reflecting a driver's intention and thus preventing the drivability from being deteriorated.

Vehicle control apparatus for controlling the output reduction of a power source

A dynamic threshold value when an engine, an automatic transmission and the like are in a transition state is calculated in accordance with a static threshold value determined based on a state where the engine, the automatic transmission and the like are stabilized. The engine and the automatic transmission are controlled in accordance with a result of comparison between target drive force or target engine torque and the dynamic threshold value.

Control apparatus and control method for vehicle

A vehicle control device, that controls to suppress a driving force of a vehicle based on an operation of a brake pedal operated when a braking force is generated by a braking device, wherein the brake pedal is connected to a brake booster, that increases an operating force input to the brake pedal by using a brake negative pressure to transmit to brake fluid of the braking device in order to appropriately control by appropriately detecting the operation of the brake pedal; and the driving force is suppressed according to an M/C pressure when the brake negative pressure is higher than a brake negative pressure threshold value, and the driving force is suppressed according to an operation state of the brake pedal when the brake negative pressure is equal to or lower than the brake negative pressure threshold value.

Vehicle control device

An ECU includes: an engine control unit that controls devices provided for an engine on the basis of a target engine rotational speed; and an engine model that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with a target engine torque and an actual engine rotational speed in a steady state, and that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with the target engine torque independently of the actual engine rotational speed in a transient state in which the engine is unstable as compared with the steady state. When the engine is controlled by the thus configured ECU, the control accuracy is improved.

Controller for engine

A control device for a vehicular automatic transmission is provided which can preferably execute backpressure control of accumulators and torque-up control so as to minimize the occurrence of interference between learning on these controls during a gearshift operation. With the control device for the vehicular automatic transmission including the accumulators (and) operative to control a hydraulic pressure supplied to second and third clutches (Cand C) and a third brake (B), the backpressure control is executed for controlling a backpressure of the accumulators (and) during the gearshift operation while the torque-up control is executed for raising torque output from an engine (). Completion of learning on the backpressure control is determined when no completion of learning on the backpressure control is determined, learning on the backpressure control is executed with no execution of the torque-up control. Thus, no interference occur between learning on the backpressure control and the torque-up control.

Control device for vehicular automatic transmission

A target gear ratio calculation unit calculates a target gear ratio TGR of a transmission. A setting unit sets a target gear TG according to target gear ratio TGR. A multi-speed transmission control unit controls the transmission according to target gear TG. A target driving force calculation unit calculates target driving force TF of a vehicle. A correction unit corrects target driving force TF according to a gear ratio of the transmission. A conversion unit converts target driving force TF into target engine torque TTE. An engine control unit controls an engine according to target engine torque TTE. Modules used for the engine control unit, the target driving force calculation unit, the conversion unit, and the target gear ratio calculation unit are used in common in a case where the transmission is a multi-speed transmission and in a case where the transmission is a continuously variable transmission. The setting unit and the correction unit are implemented when the transmission is a multi-speed transmission.

Control device and control method for vehicle

Disclosed is a vehicle control apparatus which can prevent drivability from being deteriorated. An ECU is operative to set a reduction speed threshold value to determine a driver's braking intention on the basis of the correlation in the depression amount of an accelerator pedal, the depression amount of a brake pedal, and a travel state of a vehicle caused by the depression amounts of the accelerator pedal and the brake pedal. The ECU is further operative to change the reduction speed threshold value on the basis of the detected drive state to compare the travel state calculated on the basis of the detected drive state with the changed reduction speed threshold value to determine the driver's braking intention, thereby making it possible to determine the driver's braking intention without detecting the operation amount of a driver and to accurately estimate the driver's braking intention. This makes it possible to change the reduction control between executed and not executed, and to improve the drivability.

Provided is a vehicle control apparatus which can prevent drivability from being deteriorated. The vehicle control apparatus comprises an ECU adapted to determine whether or not a brake is 'off' or the state of the hysteresis width of an accelerator opening degree exceeding a predetermined hysteresis width is continued for a predetermined period of time during the execution of an engine torque reduction control process. When the ECU determines that the brake is 'off' or that the state of the hysteresis width of an accelerator opening degree exceeding a predetermined hysteresis width is continued for a predetermined period of time, the ECU performs an engine torque restoration process of the engine. Therefore, the vehicle control apparatus can allow the continued execution and non-execution of the reduction control to be switched therebetween in accordance with the driver's travel intention, thereby making it possible to prevent the drivability from being deteriorated.

First target torque of an engine is set based on a driver's operation, a vehicle behavior, and a request for shifting gears of an automatic transmission. The engine is controlled such that the difference between the first target torque and the actual output torque of the engine is reduced. Detection torque is calculated from an operation state of the engine. In consideration of dead time in control of the engine, calculation torque is calculated from the first target torque. In addition, first lookahead torque with the dead time in the engine being removed is calculated by feedback-correcting the first target torque according to an error e between the detection torque and the calculation torque.

Output torque calculating apparatus and calculating method

A first arbitration unit determines one demand engine torque of static demand engine torques set in a power train driver model and an ECT torque control system. The demand engine torque determined by the first arbitration unit is converted into dynamic demand engine torque by a conversion unit. A second arbitration unit determines demand engine torque for use in control of an engine from among the dynamic demand engine torque converted from the static demand engine torque by the conversion unit, dynamic demand engine torque set by a VDIM system, and dynamic demand engine torque set by a vibration suppression control system. An engine control system controls the engine according to the demand engine torque determined by the second arbitration unit.

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Nagoya, Japan

Toshiya Oishi