Abstract: A drive control system for a hybrid vehicle in which an internal combustion engine is selectively coupled through a clutch mechanism to a power transmission line coupled to an electric motor. The drive control system comprises: motoring device for coupling the engine to the power transmission line to rotate the engine, with the feed of a fuel to the engine being stopped when the hybrid vehicle is driven to run by the output of the electric motor, by controlling the clutch mechanism in an applied state. Thus, it is possible to start the engine even at a low speed of the hybrid vehicle and to prevent the deterioration in the riding comfort, as might otherwise be caused by the fluctuation in a driving torque.

Abstract: A drive control system for a hybrid vehicle, in which the output torques of an electric motor and an internal combustion engine are synthesized by and outputted from a torque synthesizing/distributing mechanism. The target speed of the engine is determined on the basis of the output demand for the engine and the output speed of the torque synthesizing/distributing mechanism, and the target speed of the motor is determined on the basis of the target speed of the engine and the output speed of the torque synthesizing/distributing mechanism. The output of the engine is controlled to the output torque which is determined on the basis of the output demand for the engine and the target speed of the engine, and the output speed of the motor is controlled to the target speed.

Abstract: A control system for improving the fuel economy of a hybrid vehicle by evaluating a fuel to be consumed for a charging operation thereby to select a running mode. Specifically, a drive control system for a hybrid vehicle including an internal combustion engine, an electric motor and a battery device.

Abstract: A drive control system for a hybrid vehicle in which an internal combustion engine is selectively coupled through a clutch mechanism to a power transmission line coupled to an electric motor. The drive control system comprises: motoring device for coupling the engine to the power transmission line to rotate the engine, with the feed of a fuel to the engine being stopped when the hybrid vehicle is driven to run by the output of the electric motor, by controlling the clutch mechanism in an applied state. Thus, it is possible to start the engine even at a low speed of the hybrid vehicle and to prevent the deterioration in the riding comfort, as might otherwise be caused by the fluctuation in a driving torque.

Abstract: In a gearshift control apparatus for an automatic transmission wherein the torque capacity of a release side clutch is gradually lowered, and the torque capacity of an engagement side clutch is gradually raised, whereby the release side clutch and the engagement side clutch are changed-over to effect a clutch-to-clutch gearshift; control means issues two control commands to the engagement side hydraulic control mechanism in a term which extends until an inertia phase begins since start of the gearshift control. A first hydraulic pressure command (D1) is issued for a predetermined time period. The first hydraulic pressure command (D1) is variable for adjusting the timing of the changeover between the clutches. The second hydraulic pressure command (D2) succeeding the first one is issued until the inertia phase begins. The second hydraulic pressure command is variable for adjusting the torque capacity of the engagement side clutch at the changeover.

Abstract: As illustrated in FIG. 2, during the drive of a motor vehicle, the opening degree of a throttle is held at 0% when the manipulated variable of an accelerator is equal to or less than a predetermined value .alpha. % near 0%, and the braking force of the vehicle is increased in accordance with the decrement of the manipulated accelerator variable based on .alpha. %. Thus, the requests of the driver of the vehicle for a driving force and for the braking force can be exactly detected from the manipulated accelerator variable, whereby the driver's intention is positively and distinctly reflected in the behavior or stability of the vehicle.

Abstract: In executing a clutch-to-clutch gearshift based on the release and engagement of two clutches by the control of the hydraulic pressures of the clutches, the fluctuating magnitude of the output shaft r.p.m. (No in FIG. 2) of the automatic transmission is calculated, and the degree of the drag (tie-up) state of the clutches is detected on the basis of the calculated fluctuating magnitude. As a result, the pressure increasing/decreasing timings of the hydraulic pressures of the clutches can be optimized to realize a feedback control or learning control of higher precision.

Abstract: In a vehicular automatic transmission, a coast downshift is executed in an appropriate engine-braking state and with a light gearshift shock. While predetermined conditions for the execution of the downshift are met, an oil pressure to be fed to a clutch (c12 in FIG. 1) on the side of a gearshift output stage (a lower speed stage) is controlled, for example, in order that the input shaft speed (turbine speed01 in FIG. 1) of the automatic transmission may agree with a desired value adapted to keep the weak engine-braking state.

Abstract: A drive control system for starting an internal combustion engine of a hybrid vehicle running while transmitting the output of an electric motor to a power transmission line for the run, by coupling the internal combustion engine to the power transmission line. The drive control system comprises: a start demand deciding unit for deciding a demand for the start of the internal combustion engine; and an assist setting unit for raising the output torque of the electric motor, when the demand for starting the internal combustion engine is decided by the start demand deciding unit, by a torque corresponding to either a motoring torque necessary for rotating the internal combustion engine or a summed torque of the motoring torque and an inertia torque according to the changing rate of the revolution speed of the internal combustion engine.

Abstract: A drive control system for a hybrid vehicle for preventing a delay in the application of a one-way clutch in a transmission and an application shock. In this drive control system, an electric motor and an internal combustion engine are coupled to the input side of a transmission having at least one gear stage to be set by applying a one-way clutch. The drive control system comprises: a detector for detecting a coasting state in which the one-way clutch is released in a deceleration state set with the gear stage; and an input speed raising device for driving the electric motor when the coasting state is detected, so that the input speed of the transmission may approach the synchronous speed which is the product of the gear ratio of the gear stage to be set by applying the one-way clutch and the output speed of the transmission.

Abstract: In a gearshift control apparatus for an automatic transmission which performs a downshift under power ON state, after a command for a clutch-to-clutch downshift has been issued, the hydraulic pressure of a higher-speed-stage side clutch is first lowered to raise the input r.p.m. of the transmission. When the beginning of rise in the input r.p.m. of the transmission has been detected, the hydraulic pressure of the higher-speed-stage side clutch is subjected to a feedback control so that the change rate of the input r.p.m. of the transmission may become a specific value. Upon the detection that the input r.p.m. of the transmission have come near to the synchronous r.p.m. of a lower speed stage, the hydraulic pressure of the lower-speed-stage side clutch is gradually raised, and simultaneously, the hydraulic pressure of the higher-speed-stage side clutch is subjected to a feedback control on the basis of the input r.p.m. of the transmission.

Abstract: A control apparatus for an automatic transmission of twin clutch type, in which a skip downshift is executed with a light gearshift shock and in a short gearshifting time period. As illustrated in FIG. 1, after the release of a clutch C2, a command for switching over a synchro mechanism is issued at a time t3. When the r.p.m. NT of a turbine has reached the synchronous r.p.m. NT3 of the intermediate stage of the skip downshift, the oil pressure of a clutch C1 is raised in order that the rising rate of the turbine r.p.m. (speed) NT may become a predetermined value d/dt(NT1) or d/dt(NT2). Thereafter, the oil pressure of the clutch C1 is controlled in order that the turbine r.p.m. NT may maintain a value NT2 (synchronous r.p.m. of the lower speed stage of the skip downshift)+.DELTA.NT4. After the completion of the switchover of the synchro mechanism, the oil pressure of the clutch C2 is gradually raised, and that of the clutch C1 is gradually lowered. Thus, the skip downshift in a power-ON state is executed.

Abstract: In an automatic transmission of the type wherein a stage intermediate between a higher speed stage and a lower speed stage is achieved through a clutch-to-clutch operation, a power-ON skip downshift is executed via the intermediate stage. First, when the skip downshift has been judged, the hydraulic pressure of the clutch (C4) of the higher speed stage is lowered. Next, when the input speed(r.p.m.) of the transmission have reached the synchronous r.p.m. (SS3) of the intermediate stage, the hydraulic pressure (P3) of the clutch (C3) of the intermediate stage is raised and adjusted so that the rise rate of the input r.p.m. may become a specific value d/dt(NT1). When the input r.p.m. have exceeded the synchronous r.p.m. (SS2) of the lower speed stage, the hydraulic pressure of the intermediate-stage clutch (C3) is adjusted so that the input r.p.m. may keep specific r.p.m. higher than the synchronous r.p.m.

Abstract: A shift control system of an automatic transmission sets a predetermined gear stage by applying a first frictional engagement element and releasing a second frictional engagement element. A pressure regulating mechanism regulates an oil pressure to be fed to or drained from the first frictional engagement element. A failure detector detects a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement elements. A gear stage inhibitor inhibits the setting of the predetermined gear stage if the failure is detected by the failure detector.

Abstract: The slip control system of a lockup clutch including a lockup relay valve and a duty solenoid (50). The lockup relay valve switches the engagement state of the lockup clutch in response to the actuation of a switching solenoid. In the state in which the lockup relay valve is switched to a position for exhausting working oil out of a release side oil chamber in a torque converter, the duty solenoid receives a duty factor correspondent to the desired value of a slip magnitude as delivered from a controller (58) and then controls the quantity of exhaust of the working oil. Thus, the slip control system can attain a reduced cost and a smaller size as well as a lighter weight while being enhanced in reliability and controllability.

Abstract: A control system for use in an automatic transmission which includes a gear shift mechanism having first and second frictional engagement elements for establishing: a first gear stage with the first frictional engagement element being applied and the second frictional engagement element being released; and a second gear stage with the first frictional engagement element being released and the second frictional engagement element being applied. The control system, in turn, includes: a first oil passage for feeding an oil pressure to the first frictional engagement element; a second oil passage for feeding an oil pressure to the second frictional engagement element; and a first valve arranged in the first oil passage for regulating the oil pressure of the first oil passage. At the time of a shift from the first gear stage to the second gear stage, the oil pressure of the first oil passage is regulated by the first valve responsive to the oil pressure of the second oil passage.

Abstract: A hydraulic control system for an automatic transmission to establish a predetermined stage by applying a first frictional engagement element and releasing a second frictional engagement element, comprising: a first hydraulic servo for actuating the first frictional engagement element; a second hydraulic servo for actuating the second frictional engagement element; change-over means for switching the feed of an oil pressure to the first hydraulic servo; signal pressure generating means for generating a signal pressure; and a pressure regulator valve for regulating the pressure to be fed to the second hydraulic servo.

Abstract: A control system serves for surely preventing occurrence of a shift shock due to engagement of a one-way clutch with an automatic transmission in non-shift condition, and comprises a disengagement detecter for detecting disengagement of the one-way clutch; a power-on detecter for detecting change in an operation of the engine from driven mode to drive mode; a throttle opening detecter for detecting a throttle opening of the engine; a throttle opening estimater for estimating a second throttle opening when a predetermined time has elapsed from the time at which the operation of the engine is changed from driven mode to drive mode, on the basis of a first throttle opening detected when the operation of the engine is changed from driven mode to drive mode; and a torque down instructer for generating a torque down signal for reducing the output torque of the engine when the estimated second throttle opening is not less than a predetermined reference value.

Abstract: A shift control system of an automatic transmission for setting a predetermined gear stage by applying first frictional engagement means and releasing second frictional engagement means, comprising: a pressure regulating mechanism for regulating an oil pressure to be fed to or drained from the first frictional engagement means; a failure detector for detecting a failure of an apparatus to participate in the regulation and control of the oil pressure which is to be fed to or drained from at least one of the first and second frictional engagement means: and a gear stage inhibitor for inhibiting the setting of the predetermined gear stage if the failure is detected by the failure detector.

Abstract: A shift control system can perform clutch-to-clutch shifts without occurrence of delay in shifting operation and aggravation of shift shock, by decreasing an engaging force of a first frictional engagement device and increasing an engaging force of a second frictional engagement device, and comprises a low pressure retention instructer for maintaining the second frictional engagement device at a predetermined low level until a revolution speed of a rotary member reaches a predetermined value upon the shift, an engagement instructer for increasing the engaging force of the second frictional engagement device after the revolution speed of the rotary member has reached said predetermined value, and a pressure rise instructer for increasing the engaging force of the first frictional engagement device after increasing the engaging force of the second frictional engagement device.