Toyota Jidosha Kabushiki Kaisha

Tsutomu Kawanishi

Shun Sato

Taichi Washio

Masahiro Nishiu

Masayuki Tsujita

Junichi Aoyama

The braking force control device detects an impossible state where one or some of the actuators are temporarily unable to generate a negative driving force, and a predictive state where one or some of the actuators are predicted to become unable to generate a negative driving force. Every time the coasting state occurs before establishment of the impossible state and after establishment of the predictive state, the braking force control device gradually increases the negative driving force generated by the corresponding one or ones of the actuators. Even when the coasting state occurs in the impossible state, the braking force control device does not cause the corresponding one or ones of the actuators to generate a driving force. Every time the coasting state occurs after the impossible state, the braking force control device gradually decreases the negative driving force generated by the corresponding one or ones of the actuators.

Braking force control device

In a control device of a vehicle power transmission device, a first meshing clutch has a drive power source side meshing member coupled to a power transmission member, an auxiliary drive wheel side meshing member coupled to the power transmission member, and an actuator engaging or releasing the drive power source side meshing member and the auxiliary drive wheel side meshing member, and when a rotation speed difference between a rotation speed of the drive power source side meshing member and a rotation speed of the auxiliary drive wheel side meshing member is larger than a predefined value at the time when a first meshing clutch is brought into an engaged state, a clamping pressure on a transmission belt is increased as compared to when a rotation speed difference is equal to or less than a predefined value.

Control device of vehicle power transmission device

When an alternator load torque Talt is larger than a threshold &#x3b1;, a lockup clutch is released. Thus, a deceleration G can be restrained from becoming too large due to the alternator load torque Talt. Besides, the threshold &#x3b1; is changed in accordance with a speed ratio &#x3b3; of a continuously variable transmission. Thus, the deceleration G can be favorably controlled within a predetermined range. For example, in a vehicle state where a deceleration is unlikely to be achieved due to the smallness of the speed ratio &#x3b3;, the threshold &#x3b1; is large. Therefore, the lockup clutch is unlikely to be released, and the deceleration G is likely to be secured.

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Nisshin, Japan

Tsutomu Kawanishi