Abstract: It is provided a control device of a vehicle power transmission device having an automatic transmission shifted by engagement and release of hydraulic friction engagement devices to selectively establish a plurality of gear stages and an electric motor coupled to an input shaft of the automatic transmission in a power transmittable manner, the control device executing a clutch-to-clutch shift while performing regeneration through the electric motor at the time of a coast down shift of the automatic transmission, the control device completing regenerative torque reduction control to reduce a regenerative torque of the electric motor in a torque phase of the coast down shift before start of the torque phase in accordance with a drop-off of an output torque of the vehicle power transmission device.

Abstract: A vehicle engine start control device controls a crank angle such that the crank angle falls within a predetermined crank angle stop range when an engine is automatically stopped, the vehicle engine start control device starting the automatically stopped engine if a predetermined engine start condition is satisfied, the vehicle including an automatic transmission making up a portion of a power transmission path between the engine and drive wheels, and the vehicle engine start control device providing engine rotation resistance control such that rotation resistance of the engine generated due to a change in air pressure in a combustion chamber of the engine is made larger during an automatic stop period of the engine that the engine is automatically stopped and during a change in gear ratio in a shift of the automatic transmission as compared to the time of engine start.

Abstract: In a vehicular power transmitting apparatus provided with an electrically-controlled differential portion in which controlling an operating state of an electric motor controls a differential state of a differential mechanism, a control device for starting up a drive force source in an appropriate mode depending on a vehicle condition can be provided. The control device includes drive-force source start control means for switching start modes of an engine depending on a vehicle condition to achieve an appropriate start mode for the engine depending on the vehicle condition, so that for instance a contracted drive range by a second electric motor can be avoided.

Abstract: A vehicle power transmission system has a first electric motor, a differential section, a power interruption element forming part of a power transmission path, a second electric motor connected to a power transmission path, and a control device that maintains the output rotational speed of the differential section at a predetermined constant value or at a value within a predetermined range until the engagement of the power interruption element is completed, so as to control a rotational speed of a primary power source by the first electric motor during the period when the state of the vehicle power transmission system is being switched front a non-drive mode to a drive mode.

Abstract: When an engine stop control is executed while an automatic ratio shift portion is in a neutral state, a switching clutch is operated, so that a differential portion carrier of a differential portion planetary gear device that is linked to an engine, and a differential portion ring gear linked the automatic ratio shift portion are integrally rotated. Therefore, along with the engine stop control, the rotation speed of the rotating elements of the differential portion planetary gear device is reduced while the rotating elements are integrally rotated or substantially integrally rotated. Since the rotating elements are rotated integrally or substantially integrally, the high rotation speed of the differential portion ring gear linked to the automatic ratio shift portion, which tends to have a heightened rotation speed particularly during the neutral state, is prevented.

Abstract: It is provided a control device for a power transmission device including a regenerative electric motor via a stepped shifting mechanism, wherein when a shift of the stepped shifting mechanism is performed in a regenerative state of the electric motor, the control device for a power transmission device increases an input shaft rotation speed of the stepped shifting mechanism through hydraulic control before a shift ending period, and, in the shift ending period, restrains an increase of the input shaft rotation speed through the hydraulic control and controls an input shaft rotation speed of the stepped shifting mechanism with the electric motor to be a target rotation speed after the shift.

Abstract: When an engine is driven on a different type of fuel (for example, ethanol-containing fuel) from a reference fuel (for example, gasoline) and the engine torque is thus greater than that produced when the engine is driven on the reference fuel, a differential state control device expands a non-differential range compared to that at the time when the reference fuel is used. Thus, in the case where a plurality of types of fuel including the reference fuel are supplied to the engine, the advantage of switching a power distribution mechanism between a differential enabled state and a non-differential state can be fully utilized in correspondence with engine torque characteristics which may vary in accordance with the type of fuel for the engine. As a result, the fuel consumption rate can be reduced in correspondence with the plurality of types of fuel supplied to the engine, for example.

Abstract: A power transmission apparatus is provided with a control device for starting each of first shift control, which is control associated with shifting of a stepless transmission unit, and second shift control, which is control associated with shifting of a stepped transmission unit, such that shift end timing of the stepless transmission unit is synchronized with shift end timing of the stepped transmission unit, in a condition that shift requests for the stepless transmission unit and the stepped transmission unit are detected in the same timing. According to the power transmitting apparatus, each of the first shift control and the second shift control is started such that the shift end timing of the stepless transmission unit is synchronized with the shift end timing of the stepped transmission unit.

Abstract: A drive system of a hybrid vehicle, including an engine, a first electric motor, a second electric motor operatively connected to a drive wheel of the hybrid vehicle, and two planetary gear mechanisms, and wherein the two planetary gear mechanisms have at least four rotary elements arranged to permit the drive system to be placed in a selected one of a first operation mode in which the rotary element connected to the engine and the rotary element connected to the first electric motor are disposed on opposite sides of the rotary element connected to the drive wheel and the second electric motor, as seen in a collinear chart in which the four rotary elements are located at respective four different positions along a base line, and a second operation mode in which the rotary element connected to the first electric motor and the rotary element connected to the drive wheel and the second electric motor are disposed on opposite sides of the rotary element connected to the engine, as seen in said collinear chart.

Abstract: A vehicular power transmitting system, which permits the power transmitting system to provide a sufficient vehicle drive force even when an input of an electric energy into an electric-energy storage device is restricted and which reduces the electric efficiency of at least one of an first electric motor and a second electric motor, when an input of an electric energy into a chargeable electric-energy storage device is restricted, during an operation of an engine. This provides a vehicle drive force and generation of the electric energy by at least one of the first electric motor and the second electric motor, so that the amount of electric energy generated by the first electric motor is reduced, and/or the amount of electric energy consumed by the second electric motor is increased, whereby a sufficient vehicle drive force can be obtained even when the input into the electric-energy storage device is restricted.

Abstract: A control apparatus for a vehicular power transmitting system includes a shifting-point changing portion configured to change a shifting point at which a determination to perform a shifting action of a transmission portion is made, such that a shifting portion is changed according to a shifting response of the transmission portion. Alternatively, the control apparatus includes a shift-control start-point changing portion configured to change a shift-control start point at which the determination to perform the shifting action is made, such that the shift-control start point is changed according to the shifting response of the transmission portion, and a compulsory shift-control starting portion configured to make the determination when an operating point of a differential portion electric motor has reached the shift-control start point.

Abstract: A control apparatus for controlling a vehicle, the vehicle provided with: a rotating electrical machine capable of inputting or outputting a torque with respect to an input shaft; and a transmission, which is disposed between the input shaft and an output shaft coupled with an axle, which is provided with a plurality of engaging apparatuses, which transmits a torque between the input shaft and the output shaft, and which can establish a plurality of gear stages having mutually different transmission gear ratios in accordance with engagement states of the plurality of engaging apparatuses, the transmission gear ratio being a ratio between a rotational speed of the input shaft and a rotational speed of the output shaft, the vehicle control apparatus provided with: a detecting device for detecting a braking operation amount of a driver; and an input shaft torque controlling device for controlling a torque of the input shaft such that in cases where the detected braking operation amount changes in a reducing dire

Abstract: A shifting control apparatus for a power transmitting system of a vehicle provided with a vehicle drive electric motor, and a step-variable automatic transmission constituting a part of a power transmitting path between said vehicle drive electric motor and drive wheels, the shifting control apparatus controls said vehicle drive electric motor to perform a regenerative operation in a coasting state of the vehicle, and controls said automatic transmission to perform a shift-down operation at a predetermined coasting shift-down vehicle speed in the coasting state, the shifting control apparatus is configured: to change said coasting shift-down vehicle speed according to a regenerative power of said vehicle drive electric motor; to control said vehicle drive electric motor in the coasting state of the vehicle, so as to perform the regenerative operation at a vehicle speed higher than a predetermined drive/driven switching vehicle speed value, and so as to generate a vehicle drive torque at a vehicle speed lower

Abstract: In a vehicular hydraulic control circuit equipped with a mechanically-operated oil pump and an electrically-operated oil pump, a hydraulic control device is provided for reducing a high load imposed on the electrically-operated oil pump, when the electrically-operated oil pump is started during stoppage of the mechanically-operated oil pump. When the electrically-operated oil pump (72) is started from a state in which both the mechanically-operated oil pump (70) and the electrically-operated oil pump (72) are stopped, the mechanically-operated oil pump (70) is pre-started, and then the electrically-operated oil pump (72) is started. Therefore, oil pressure pre-generated by the mechanically-operated oil pump (70) can reduce a load imposed on the electrically-operated oil pump (72). As a result, excessive current that may occur in a control circuit for the electrically-operated oil pump (72) can be prevented.

Abstract: The present invention relates to a control device for a vehicle power transmitting apparatus. The vehicle power transmitting apparatus includes an electrically controlled differential portion of which differential state is controlled between a rotation speed of an input shaft to which power of an engine is input and a rotation speed of an output shaft by controlling an operational state of an electric motor connected to a rotary element of a differential mechanism, and a shifting portion constructing a part of a power transmitting path. The control device includes a correspondence controlling unit for controlling the engine or the vehicle power transmitting apparatus to allow the shifting portion to be shifted when a command for shifting by a manual shift operation is issued in an operating region restricting the shifting of the shifting portion.

Abstract: In a control device for a vehicular power transmitting device, if engine torque TE generated with using a fuel other than a basic fuel by an internal combustion engine (8) connected to a shifting mechanism (10) for power transmitting capability, exceeds torque TES generated with using a basic fuel, a downshift is initiated at a lower accel-opening than that at which the downshift is initiated with using the basic fuel. That is, the shifting is performed at a shift point enabling the suppression of a torque increase in consideration of an increase in engine torque TE generated by the internal combustion engine, thereby preventing rotary elements of the shifting mechanism (10) from reaching high-speed rotations during a transition in downshift. This minimizes a drop in durability of the shifting mechanism (10).

Abstract: A control apparatus for a vehicular power transmitting system including (a) an electrically controlled differential portion which has a differential mechanism and a first electric motor connected to a rotary element of the differential mechanism and which is operable to control a differential state between rotating speeds of its input and output shafts by controlling an operating state of the first electric motor, and (b) a step-variable transmission portion which constitutes a part of a power transmitting path between the electrically controlled differential portion and a drive wheel of a vehicle, the control apparatus including a coasting-shift-down control portion configured to implement a coasting shift-down action of the step-variable transmission portion during a coasting run of the vehicle, only when a parameter correlating with a shaft torque of the step-variable transmission portion during the coasting run is held within a predetermined range.

Abstract: A control apparatus for a vehicular power transmitting apparatus includes, in series, i) a differential portion which is provided with a differential mechanism having a differential function with respect to an input shaft and an output shaft, in which the differential mechanism is switched between a differential state and a non-differential state, and ii) a stepped shifting portion that shifts between a plurality of gears in a stepped manner. During a shift with a switch between the differential state and the non-differential state in the differential portion, the control apparatus either maintains the gear at that time or shifts into a gear that is adjacent to that gear.

Abstract: A control apparatus for a power transmission apparatus for a vehicle controls the rotational speed of an output shaft of an electric differential portion to a predetermined rotational speed until at least one of a control that starts a main power source and a control that stops the main power source ends, if at least one of a shift position and a shift range is changed from a parking position to a neutral position while the at least one of the control that starts the main power source and the control that stops the main power source is being executed.

Abstract: With an engine start-up device, an engine is started upon altering a start-up when shifting an automatic shifting portion relative to when the automatic shifting portion is not shifting. Thus, start-up of the engine is prevented from adversely affecting the shifting of the automatic shifting portion. The engine starts during the shifting of the automatic shifting portion, enabling further improved response in acceleration required by a driver than that achieved when the operation is commenced after the automatic shifting portion has completed the shifting.