Abstract: A shift control device of an automatic transmission comprising detection means for detecting a shift from a non-drive to a drive position; output means for outputting a command to execute an engine output lowering; detection means for detecting a transmission input revolution number and control means for engaging the friction engagement element by direct pressure control in response to a detection of said transmission input revolution number having been decreased to a predetermined value.

Abstract: A target engine torque after an environmental correction is calculated by interpolating it between an environmentally corrected maximum engine torque and an environmentally corrected minimum engine torque such that a ratio of a nominal target engine torque between a nominal maximum engine torque and a nominal minimum engine torque under a predetermined environmental condition becomes essentially equal to a ratio of the target engine torque between the environmentally corrected maximum engine torque and the environmentally corrected minimum engine torque. The environmentally corrected maximum engine torque is obtained by multiplying the nominal maximum engine torque and a correction coefficient according to the environmental condition together.

Abstract: An ECU executes a program that includes the steps of setting a vehicle speed to the minimum wheel speed among wheel speeds of four wheels of a vehicle; calculating a difference between the wheel speeds of right and left driven wheels; turning an abnormality flag on when a higher wheel speed is higher than a value obtained by multiplaying a lower wheel speed by ?; and determining that the vehicle is turning, and turning a turning flag on, when the abnormality flag is off, a predetermined time has not elapsed after the turning flag is turned on, and the difference between the wheel speeds is equal to or larger than a map value obtained using a map where a vehicle speed is used as a parameter.

Abstract: A fuel cell power generation system, equipped with a fuel reforming device and a fuel cell body, includes valves, pipelines, a condenser, and a pump for feeding a burner exhaust gas (raw gas) discharged from a heating burner of the fuel reforming device into the fuel reforming device, and an inert gas formation device including an oxidizable and reducible oxygen adsorbent, which is disposed in the pipelines, and adsorbs oxygen in the burner exhaust gas to remove oxygen from the burner exhaust gas and form an inert gas. The fuel cell power generation system can reliably remove residual matter, without leaving it within the fuel reforming device, in a simple manner at a low cost and with a compact configuration.

Abstract: An ECU executes a program that includes the steps of i) calculating a sporty running counting SC based on a state of a vehicle according to an operation of a driver; ii) changing a condition for executing sporty running in which an upshift is inhibited when an accelerator is suddenly released and in which a downshift is promoted during sudden braking such that the condition is easier to satisfy and changing a condition for returning from sporty running so that it is more difficult to satisfy when the sporty running count SC is equal to or greater than a threshold value; and iii) changing the condition for executing sporty running so that it is more difficult to satisfy and changing the condition for returning from sporty running so that it is easier to satisfy when the sporty running count SC is not equal to or greater than the threshold value.

Abstract: The adjustment method includes an estimation step in which valve characteristics of the linear solenoid valves fitted to the hydraulic control circuit are measured, and estimated linear valve characteristics of the linear solenoid valves in isolation state are estimated based on the measured valve characteristics using predetermined correlations; and a correction value output step in which estimated linear piston-end pressures of the hydraulically-driven friction engagement elements immediately before the hydraulically-driven friction engagement elements are engaged are calculated based on the estimated linear valve characteristics, and the correction values that are applied to the control command values to adjust the drive currents supplied from the valve control unit to the linear solenoid valves are calculated based on differences between the estimated linear piston-end pressures and nominal piston-end pressures, and then output.

Abstract: A gear shift controlling apparatus of an automatic transmission for a vehicle has a synchronization-time engagement pressure correcting device that, before synchronization of gear-shifting, makes an increase correction of an engagement pressure of the disengaged-side engaging element by a first prescribed amount, to cause an input shaft rotational speed immediately before synchronizing of the automatic transmission to approach a rotational speed calculated by multiplying an output shaft rotational speed by a gear ratio of a gear after gear-shifting the automatic transmission.

Abstract: A control apparatus for controlling a vehicle automatic transmission including (i) a first coupling device to be engaged for establishing an emergency gear position and (ii) a second coupling device to be released for establishing the emergency gear position. The control apparatus includes: (a) first and second controller valves for controlling the respective first and second coupling devices; and (b) a fail-safe valve having (b-1) a first output port connected to a drain port of the first controller valve, (b-2) a first input port to which a working fluid is input, (b-3) a first drain port for draining the working fluid, (b-4) a second output port connected to an input port of the second controller valve, (b-5) a second input port to which the working fluid is input, and (b-6) a second drain port for draining the working fluid.

Abstract: When determining whether to perform one shift, from among a downshift and an upshift to an adjacent gear speed from a predetermined gear speed after the other shift from among a downshift and an upshift was performed, a shift line switching portion switches a shift line from a shift line that is based on the speed ratio of the predetermined gear speed to a shift line that is based on the speed ratio after the one shift. Accordingly, a shift determining portion determines whether to perform the one shift using the shift line that is based on the speed ratio after the one shift, and that shift is executed.

Abstract: A hydraulic control apparatus for controlling a vehicular automatic transmission including hydraulically operated frictional coupling devices which are selectively engaged and released to selectively establish gear positions having respective different speed ratios, and linear solenoid valves operable to regulate fluid pressures of the respective frictional coupling devices, each linear solenoid valve including a spool and a solenoid and being operable between a pressure-regulating state in which the spool is movable to a position of equilibrium of forces for regulating an output fluid pressure according to an electromagnetic force produced by the solenoid, and a non-pressure-regulating state in which the spool is held at a stroke end thereof at which no output fluid pressure is generated from the linear solenoid valve, each linear solenoid valve in the pressure-regulating state being operable to regulate a fluid pressure of the corresponding frictional coupling device according to the electromagnetic force,

Abstract: When a n speed prohibition command is being output from the AI shift controlling means, the AI shift control is performed even in the S mode if the vehicle speed V is lower than the reference vehicle speed Vn, whereby busy shifting can be effectively prevented when the vehicle is running on an uphill road or cornering. When the vehicle speed V is equal to or higher than the reference vehicle speed Vn, the AI shift control is cancelled, thus minimizing the possibility of a large engine brake force being applied to the vehicle despite the intention of the driver.

Abstract: A hydraulic control apparatus for use with a vehicle's automatic transmission, the apparatus including a fail-safe switch valve which has an escape-related output port connected to a drain port of a transmission-related solenoid valve corresponding to an escape-related frictional coupling device to establish an escape-related speed step, and additionally has an escape-related input port to which a hydraulic pressure is inputted, and a drain port from which a hydraulic fluid is drained, wherein the fail-safe switch valve is selectively switchable to a normal communication state thereof in which the escape-related output port and the drain port are communicated with each other and the escape-related input port is shut off, and to a fail-related communication state thereof in which the escape-related output port and the escape-related input port are communicated with each other, and the drain port is shut off, so that a hydraulic pressure is supplied from the escape-related output port of the fail-safe switch va

Abstract: In an engine control apparatus, a target engine torque after an environment correction is calculated by interpolating it between an environmentally corrected maximum engine torque and an environmentally corrected minimum engine torque according to a target torque ratio which is a ratio of the target engine torque between the maximum engine torque and the minimum engine torque under a predetermined environmental condition. The maximum engine torque and the minimum engine torque are set based on a smoothed maximum engine torque and a smoothed minimum engine torque obtained by smoothing out a change over time in an estimated maximum engine torque and an estimated minimum engine torque currently able to be output according to a change in the environmental condition.

Abstract: A hydraulic control apparatus for an automatic transmission including two frictional coupling devices of a first group and a plurality of frictional coupling devices of a second group, the control device including a second-group-engaging switching valve arranged to receive second engaging hydraulic pressures generated to engage the coupling devices of the second group and operable, upon reception of at least one of the second engaging hydraulic pressures, to generate a second-group-engaging pilot hydraulic pressure, and a fail-safe valve to receive at least one of first engaging hydraulic pressures generated to engage the two coupling devices of the first group and operable, upon simultaneous reception of the first engaging hydraulic pressure generated to engage one of the two coupling devices of the first group and the second-group-engaging pilot hydraulic pressure, to prevent application of the first engaging hydraulic pressure to the other of the two coupling devices of the first group.

Abstract: An ECU executes a program that includes the steps of setting a vehicle speed to the minimum wheel speed among wheel speeds of four wheels of a vehicle; calculating a difference between the wheel speeds of right and left driven wheels; turning an abnormality flag on when a higher wheel speed is higher than a value obtained by multiplaying a lower wheel speed by ?; and determining that the vehicle is turning, and turning a turning flag on, when the abnormality flag is off, a predetermined time has not elapsed after the turning flag is turned on, and the difference between the wheel speeds is equal to or larger than a map value obtained using a map where a vehicle speed is used as a parameter.

Abstract: An integrated control system includes a main control system (accelerator) controlling a driving system, a main control system (brake) controlling a brake system, a main control system (steering) controlling a steering system, an adviser unit generating and providing information to be used at each control system based on environmental information around the vehicle or information related to a driver, and an agent unit. The agent unit executes a program including a process of determining a control precondition, a step of calculating an instructed distance or a target distance to an instructed position, and a process of guarding (regulating) by environmental information.

Abstract: In a shift control device and a shift control method of a vehicular automatic transmission that performs a coast downshift by engagement switch between a release-side engagement element and an element-side engagement element at a time of deceleration of a vehicle, it is determined whether or not there is a driver's intention to decelerate the vehicle during the coast downshift. If an affirmative determination is made regarding the intention to decelerate the vehicle, the rise of engagement pressure of the engagement-side engagement element is stopped so as to cause the coast downshift not to progress. If a negative determination is made regarding the intention to decelerate the vehicle while the rise of the engagement pressure has been stopped, the engagement pressure of the engagement-side engagement element is raised again so as to cause the coast downshift to progress.

Abstract: A power train control device includes a requested torque calculation unit that calculates requested torque for an engine based on a parameter input from an upper level computing device, a transmission gear ratio determination unit that determines a transmission gear ratio, a transmission control unit that calculates output shaft torque and gearshift time of an automatic transmission at the time of gearshift and outputs a control parameter to an automatic transmission control device, a generated driving torque calculation unit that calculates driving torque generated in the power train, taking account of the load torque of the engine input from a load torque computing device, and outputs the calculated driving torque to the upper level computing device, and an availability calculation unit that calculates and outputs availability of the driving torque to the upper level computing device.

Abstract: An apparatus for controlling an automotive vehicle including a target-drive-force setting portion operable to determine a target vehicle drive force, such that the determined target vehicle drive force permits a smooth change of an actual vehicle drive force with a change of the operating amount of the vehicle accelerating member, irrespective of a shifting action of the transmission, a first controlling portion having a relatively high operating response and operable to effect a transient control of a torque of the drive power source, and a second controlling portion having lower operating response than the first controlling portion but is capable of continuously controlling the torque of the drive power source, the second controlling portion being operable to effect a continuous control of the torque of the drive power source following the transient control by the first controlling portion, so that the actual vehicle drive force coincides with said target vehicle drive force after the shifting action of the

Abstract: A shift control device of an automatic transmission comprising detection means for detecting a shift from a non-drive to a drive position; output means for outputting a command to execute an engine output lowering; detection means for detecting a transmission input revolution number and control means for engaging the friction engagement element by direct pressure control in response to a detection of said transmission input revolution number having been decreased to a predetermined value.