Abstract: A hybrid vehicle has a first motor/generator mechanically coupled to a drive wheel, a second motor/generator mechanically coupled to an internal combustion engine and a high-power battery that is electrically coupled to the motor/generators. The second motor/generator has a smaller electrical power generation capability than the first motor/generator. While starting the vehicle at a time of insufficient battery capacity required for the EV start, the power generation controller disconnects the first electric motor from the drive wheel, connects the first electric motor to the internal combustion engine, and carries out MG1 idle power generation in which the first electric motor generates power by receiving torque from the internal combustion engine. When the vehicle is stopped at a time of sufficient battery capacity, the power generation controller does not carry out the MG1 idle power generation and keeps the first electric motor mechanically coupled to the drive wheel.

Abstract: A starting control device is provided for an electrically driven vehicle having an electric motor and an internal combustion engine as drive sources and a transmission shifts and transmits an output of the electric motor to a drive wheel. The starting control device is configured to suppress an abrupt increase in the rotation of the electric motor at the time of an EV start of the vehicle from a released state of a starting dog clutch. In the electrically driven vehicle, an EV start is carried out by transmitting the output of the first motor/generator (MG1) to the drive wheel via a starting dog clutch that is meshingly engaged. The output of the first motor/generator is limited until the starting dog clutch comes into a meshed state in which the transmission transmits drive power at the time of start from a released state of the starting dog clutch.

Abstract: In a hybrid vehicle, rotational speed control on a motor/generator connected to a first engagement clutch is carried out when there is a gear shift request to a gear shift stage at which the first engagement clutch of the multistage gear transmission is meshingly engaged. A transmission control unit is provided for outputting a meshing engagement instruction to the first engagement clutch when a rotational speed feedback control causes a differential rotation speed of the first engagement clutch to be within a range of a synchronization determination rotational speed. Upon executing the rotational speed feedback control on the motor/generator, this transmission control unit reduces the efficacy of the rotational speed feedback control less than before starting of the meshingly engagement, when the meshing engagement of the first engagement clutch is started.

Abstract: A drive system is provided with a first motor generator as a power source, and a multistage gear transmission for changing the speed of output from the first motor generator and transmitting the output to drive wheels. The multistage gear transmission has a plurality of engagement clutches as shifting elements that are meshingly engaged upon movement from a disengaged position. This hybrid vehicle is provided with a start control device where, when a start clutch has been engaged while the vehicle is stopped, the start control device maintains the engagement of the start clutch for a duration that includes when the vehicle is stopped and until the next vehicle start.

Abstract: An automatic transmission control device with which it is occurrence of meshing failure at the time of engaging an engagement clutch may be prevented while suppressing prolonged time for completing the engagement. Disclosed is an automatic transmission control device comprising: an automatic transmission that is provided in the drive system of a vehicle and that includes, as an coupling element, an engagement clutch which undergoes meshing/engagement at the time of coupling; and a transmission controller that performs transmission control of the automatic transmission. The engagement clutch includes: a clutch gear connected to a transmission input shaft; and a clutch hub connected to a transmission output shaft and capable of meshing with the clutch gear.

Abstract: An excavator managing device has a communication device, a storage device, and a processing device. The processing device receives machine identification information of an excavator and operation information representing the operation status of the excavator from the excavator through the communication device. In addition, machine identification information of an excavator and failure classification information of the excavator are received from a support device through the communication device. Thereafter, the failure classification information and the operation information are stored in the storage device in association with each other. With the excavator managing device having this configuration, past repair experience can be easily applied to future repair operations.

Abstract: An automatic transmission control device with which it is occurrence of meshing failure at the time of engaging an engagement clutch may be prevented while suppressing prolonged time for completing the engagement. Disclosed is an automatic transmission control device comprising: an automatic transmission that is provided in the drive system of a vehicle and that includes, as an coupling element, an engagement clutch which undergoes meshing/engagement at the time of coupling; and a transmission controller that performs transmission control of the automatic transmission. The engagement clutch includes: a clutch gear connected to a transmission input shaft; and a clutch hub connected to a transmission output shaft and capable of meshing with the clutch gear.

Abstract: A continuously variable transmission (4) comprises an endless torque transmission member (13) looped around a pair of pulleys (11, 12). At least one of the pulleys changes a winding radius of the endless torque transmission member (13) in accordance with an applied pulley thrust. A controller (22) estimates a stretch amount of the endless torque transmission member (13) based on an operating state of the continuously variable transmission (4), sets a slip limit thrust based on the stretch amount, and controls the pulley thrusts based on the slip limit thrust. In this manner, appropriate pulley thrust control in accordance with whether or not the endless torque transmission member (13) stretches is realized.

Abstract: A machine controller controls a display device. The machine controller displays a suspected component which is estimated to be defective on the display device such that priority associated with the suspected component can be recognized, on the basis of failure estimation information including the suspected component and the priority associated with the suspected component.

Abstract: A transmission controller permits a 2-1 shift, in which a gear position of a subtransmission mechanism is changed from a second speed to a first speed, when an accelerator pedal has been depressed to or above a predetermined opening. The gear position of the subtransmission mechanism is changed from the second speed to the first speed when an actual through speed ratio passes a mode switch line from a High side to a Low side while the 2-1 shift is permitted in the subtransmission mechanism.

Abstract: A continuously variable transmission (4) shifts between a pair of pulleys (11, 12) via an endless torque transmission member (13) mounted on the pair of pulleys (11, 12). A controller (22) executes a feedback-control so that a real speed ratio between the pair of pulleys (11, 12) follows a target speed ratio (S6, S46). The controller (22) determines whether or not a elongation-affected shift condition, under which it is impossible for the real speed ratio to reach the target speed ratio depending on whether or not the endless torque transmission member (13) is elongated, holds (S2, S3, S12, S13), and limits a speed ratio feedback control when the elongation-affected shift condition holds (S4, S24, S34).

Abstract: When a hybrid-type construction machine including an electric power accumulator is started under a low-temperature environment, at first an ignition key of an engine is turned on to drive the engine. If the temperature of the electric power accumulator is lower than a predetermined temperature, the electric power accumulator is heated by driving the engine. Further, if the temperature of the electric power accumulator is lower than the predetermined temperature, the engine is driven to carry out a warm-up operation and a motor generator is driven to charging and discharge the electric power accumulator to thereby heat the electric power accumulator.

Abstract: A hybrid construction machine includes an engine, a hydraulic pump configured to be driven by the engine, a hydraulic actuator configured to be driven with a hydraulic pressure from the hydraulic pump, an electric motor configured to assist the driving of the engine, and a generator configured to be driven by the engine to generate power. The number of revolutions of the engine is caused to vary in accordance with the size of a load on the engine. In response to a decrease in the load requested of the engine, the engine is decelerated by causing the generator to generate power. In response to an increase in the load requested of the engine, the engine is accelerated by assisting the engine by driving the electric motor.

Abstract: A control apparatus for an automatic transmission includes a stepwise variable transmission mechanism; a power ON/OFF state judging section; and a shift control section configured to control the stepwise variable transmission mechanism to a target rotational speed by disengaging the first engagement portion and engaging the second engagement portion in accordance with a torque inputted to the stepwise variable transmission mechanism, the shift control section being configured to engage one of the first engagement portion and the second engagement portion which has a function to suppress a variation of an input rotational speed of the stepwise variable transmission mechanism which is generated by a switching of the power ON/OFF state when the power ON/OFF state is switched at the shift control of the stepwise variable transmission mechanism, and to disengage the other of the first engagement portion and the second engagement portion.

Abstract: A control system of an automatic transmission including a stepwise variable transmission section and a continuously variable transmission section makes a speed change control of the continuously variable transmission section cooperate with a change of an input rotation speed of the stepwise variable transmission section and is configured to judge, during the shift change of the stepwise variable transmission section, whether a delivery of a torque from one of a plurality of disengaging side frictional elements to one of a plurality of engaging side frictional elements is completed, and to start the speed change control of the continuously variable transmission section upon judgment that the delivery of the torque is completed and that an inertial phase has started.

Abstract: A control apparatus for an automatic transmission system having a serial arrangement of a stepwise variable automatic transmission mechanism and a continuously variable automatic transmission mechanism, the control apparatus being disposed in the automatic transmission system and performing a shift control of the continuously variable automatic transmission mechanism in accordance with variation in transmission ratio of the stepwise variable automatic transmission mechanism, the control apparatus including a control section configured to execute a retardation processing upon shift control of one of the continuously variable transmission mechanism and the stepwise variable transmission mechanism which has a smaller response delay of an actual transmission ratio from a target transmission ratio than that of the other transmission mechanism.

Abstract: The transmission controller changes the gear position of the subtransmission mechanism and varies the speed ratio of the variator in an opposite direction to a speed ratio variation direction of the subtransmission mechanism when the actual through speed ratio passes a predetermined mode switch line. When the improvement in the shift response of the continuously variable transmission is determined to be required and the actual through speed ratio passes the mode switch line from a Low side to the High side, the transmission controller increases a shift speed of the subtransmission mechanism compared with a normal coordinated shift.

Abstract: An engine is restarted in response to an idle stop OFF command at t1 so that a gear shift control purpose hydraulic pressure is raised according to a working oil from an engine driven oil pump. An idle stop release time control of the engine is allowed according to a torque down unnecessary determination when a gear shift control purpose hydraulic pressure has reached to a set hydraulic pressure at t2. In a case where this allowance causes an engine torque Te to be raised from a torque down value toward a driving operation corresponding value by a predetermined gradient ?Te1, a command value of a starting frictional element engagement pressure Ps is set to a control maximum value during the idle stop control including during the idle stop release time control.

Abstract: At vehicle stop judgment time t1, a first engine automatic-stop control permission judgment, based on idle stop permission conditions by which an instant permission judgment can be possible, is carried out. If a result of the first engine automatic-stop control permission judgment at time t1 is “permitted”, the second engine automatic-stop control permission judgment, based on an idle stop permission condition which requires a certain time for the judgment, is initiated, and an electric oil pump ON (drive) command (the test drive command) is issued. At time t2 at which an actual drive of the electric oil pump in response to the test drive command is detected, it is judged that a failure of an electric system of the electric oil pump and a foreign matter-biting failure of the electric oil pump do not occur, then a failure judgment of the electric oil pump becomes “normal”.

Abstract: In control apparatus and method for an automatic transmission, a gear shift state of a stepwise variable transmission mechanism is controlled to a target gear shift state by releasing a first engagement section according to a reduction in a capacity of the first engagement section and, simultaneously, by engaging a second engagement section according to an increase in the capacity of the second engagement section, in accordance with a torque inputted to the stepwise variable transmission mechanism and, during an inertia phase, either one of the first and second engagement sections functions as a gear shift state control side engagement section and the capacity of a gear shift state non-control side engagement section which is the other engagement section is increased when determining that it is impossible to make the gear shift state follow up the target gear shift state at the gear shift state control side engagement section.