A vehicle control system which can ensure high reliability, real-time processing, and expandability with a simplified ECU configuration and a low cost by backing up an error through coordination in the entire system without increasing a degree of redundancy of individual controllers beyond the least necessary level. The vehicle control system comprises a sensor controller for taking in sensor signals indicating a status variable of a vehicle and an operation amount applied from a driver, a command controller for generating a control target value based on the sensor signals taken in by the sensor controller, and an actuator controller for receiving the control target value from the command controller and operating an actuator to control the vehicle, those three controller being interconnected via a network. The actuator controller includes a control target value generating unit for generating a control target value based on the sensor signals taken in by the sensor controller and received by the actuator controller via the network when the control target value generated by the command controller is abnormal, and controls the actuator in accordance with the control target value generated by the control target value generating unit.

Vehicle Control System

Provided is a hydraulic control device, in which a linear solenoid valve (SLC3) is constituted in a normal open type so that it outputs an application pressure for a clutch (C-3) even if it is turned OFF. On the basis of the application pressure of a clutch (C-2), on the other hand, a first clutch apply relay valve (121) outputs a first preparatory oil pressure at first to third forward speed stages, and outputs a second preparatory oil pressure at fourth to sixth forward speed stages. A second clutch apply relay valve (122) feeds hydraulic servos (41 and 42) at a normal time with the controlpressures of linear solenoid valves (SLC1 and SLC2), respectively, and the hydraulic servos (41 and 42) at an all-off fail time with the first preparatory oil pressure (PDC1) or the second preparatory oil pressure (PDC2), so that it applies the clutch (C-1) or the clutch (C-2) thereby to achieve a forward third speed stage or a forward fifth speed stage. In short, the hydraulic control device canbe made compact and can cut costs, although it can achieve a low-speed stage or a high-speed stage at the all off-fail time.

Hydraulic control device for automatic transmission

A power transmission system of a hybrid electric vehicle may include an input shaft, an output shaft, a first planetary gear set including a first rotation element directly connected to a first motor/generator, a second rotation element connected to the output shaft through an externally-meshed gear and a third rotation element directly connected to the input shaft, a second planetary gear set including a fourth rotation element directly connected to a second motor/generator, a fifth rotation element connected to the output shaft through an externally-meshed gear and a sixth rotation element selectively connected to a transmission housing and selectively connected to the first rotation element, transfer gears forming the externally-meshed gears, and frictional elements selectively connecting two rotation elements of the second planetary gear set, selectively connecting the first rotation element to the sixth rotation element, or selectively connecting the sixth rotation element to the transmission housing

Power transmission system of hybrid electric vehicle

A planetary gear train may include an input shaft, an output gear adapted to output a shifted torque, a first compound planetary gear set having four rotation elements by combining first and second planetary gear sets, a second compound planetary gear set having four rotation elements by combining third and fourth planetary gear sets, eight rotation shafts including two rotation elements connected to each other or one rotation element among the rotation elements of the first and second compound planetary gear sets, and six friction members including three clutches interposed between a selected rotational shaft among the rotational shafts and the input shaft and adapted to selectively transmit the torque and three brakes interposed between a selected rotational shaft among the rotational shafts and a transmission housing.

Planetary gear train of automatic transmission for vehicles

An engine and an electronic control unit perform cooling capacity increase control for compensating for a insufficiency of the cooling capacity of a cooling device. The electronic control unit performs a variety of control for a vehicle, including control of the cooling device. At that time, the electronic control unit calculates the target value of the cooling capacity of the cooling device, calculates the estimate value of the cooling capacity that will be able to be exerted in the future under the current control, compares the target value and the estimate value, and when it is determined from the result of the comparison that the cooling capacity will be insufficient, performs the cooling capacity increase control. The electronic control unit changes the contents of the cooling capacity increase control according to the degree of insufficiency of the estimate value with respect to the target value.

Control device for vehicle

PROBLEM TO BE SOLVED: To provide a hybrid drive device that not only effectively strikes balance between engine start and drive power assistance by a motor but also improves motor mountabilitySOLUTION: The hybrid drive device for a vehicle includes an engine 11, an input shaft 13 connected to the engine through a clutch 17, an output shaft 14 connected to a drive wheel, a gear speed change mechanism 15 having a gear comprising a pair of gears with a plurality of steps which transmit the rotation of the input shaft driven by the engine to the output shaft, and a motor 12 separably connected to either the input and output shaft In the hybrid drive device for the vehicle, not only the motor is connected to a pair of gears of intermediate speed (third speed 3rd) of the gear but also a pair of gears disposed at the outermost side of the pair of the gears with a plurality of steps comprising the gear speed change mechanism are a pair of the gears for providing the intermediate speed

Hybrid drive device

According to an aspect of the present invention, an automatic transmission includes plural friction engaging elements configures plural shift ranges based on combinations of each friction engaging element being in engaging or disengaging condition, a controlling unit for controlling the friction engaging elements to be in engaging or disengaging condition by controlling a hydraulic pressure applied.

Control apparatus of automatic transmission

An oil pressure control apparatus includes: a first latch circuit for maintaining a predetermined shift valve by oil pressure outputted through a first control valve when a predetermined high shift stage is established; and a second latch circuit for maintaining a predetermined shift valve by oil pressure outputted from the first corresponding control valve when a predetermined shift stage for a vehicle restart is established. In an automatic shift pattern, each control valve is operated to achieve an automatic shift mode by which a shift stage in the transmission is freely selected among plural forward shift stages. In the fixed shift pattern, an oil passage for supplying oil pressure of the hydraulic power source to a predetermined control valve via each shift valve is established to achieve a fixed shift mode by which a predetermined fixed forward shift stage is selected in the transmission.

Oil pressure control apparatus for an automatic transmission

An automatic transmission includes first to third planetary gear mechanisms; a second sun gear, a second carrier, and a second ring gear in a velocity diagram being defined as a first element, a second element, and a third element, respectively, in a case where a single pinion type planetary gear mechanism is applied as the second planetary gear mechanism; and the second carrier, the second ring gear, and the second sun gear in a velocity diagram being defined as the first element, the second element, and the third element, respectively, in a case where a double pinion type planetary gear mechanism is applied as the second planetary gear mechanism. A first brake fixes a first sun gear to a housing, a second clutch connects the first sun gear and the third element, and a fourth clutch connects the second element and a third carrier when a reverse speed is established.

Automatic transmission for vehicle

An automatic transmission includes a plurality of frictional engagement elements for constructing plural shift stages with combinations of engagement and disengagement thereof, a control portion for controlling the engagement and the disengagement of the frictional engagement elements, a switching device switching to a learning mode for learning a precharge time, and a precharge time determination device. The precharge time determination device transits the frictional engagement elements to an engagement side by maintaining the hydraulic pressure for determining the precharge time at a first precharge pressure while maintaining input shaft rotational speed at the learning mode at a vehicle stop state. A first precharge time defined from a start of maintaining the first precharge pressure until variation of an input value assumes significant is obtained. And a second precharge time at a second precharge pressure is obtained to be set for learning by a predetermined formula.

Kiyoharu Takagi

Papers

Hybrid drive device

Control apparatus of automatic transmission

Oil pressure control apparatus for an automatic transmission

Automatic transmission for vehicle

Automatic transmission and method for determining hydraulic pressure characteristics value for automatic transmission