Abstract: The upshift and downshift timing of an automatic transmission (5) is set with a predetermined hysteresis in response to the vehicle speed and the depression amount of the accelerator pedal (25). When the accelerator pedal (25) is depressed in a hysteresis region before a downshift, the output torque of the automatic transmission (5) is saturated before the depression amount takes a maximum value. As a result, even when depressing the accelerator pedal (25) further, increases do not result in the output torque of the automatic transmission (5). When the depression amount is less than a predetermined value, this invention sets the rate of increase in the target output torque of the automatic transmission (5) to a value which is smaller than the rate of increase when the depression amount is greater than the predetermined value.

Abstract: In apparatus and method for controlling a driving force for an automotive vehicle, a manipulated variable of an accelerator is detected, a vehicular velocity is detected, a vehicular velocity control purpose target driving force is calculated from an absolute value of the manipulated variable of the accelerator and the vehicular velocity, an acceleration control purpose target driving force is calculated from either at least one of an absolute value of the accelerator manipulated variable and a variation velocity of the manipulated variable of the accelerator or from at least one of an absolute value of a result of calculation of the vehicular velocity control purpose target driving force and a variation velocity of the result of calculation of the same, and both of the vehicular velocity control purpose target driving force and the acceleration control purpose target driving force are synthesized to achieve a target driving force of the vehicle.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A speed ratio for calculating a target engine torque is calculated based on the state of the transmission 2. The target engine torque is calculated by dividing the target drive force with the speed ratio for calculating the target engine torque. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. During reverse vehicle operation, the speed ratio for calculating target engine torque is corrected to a larger value. In this manner, it is possible to suppress the drive force during reverse vehicle operation while using almost all processes for calculating the target drive force in common during forward and reverse vehicle operation.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A speed ratio for calculating a target engine torque is calculated based on the state of the transmission 2. The target engine torque is calculated by dividing the target drive force with the speed ratio for calculating the target engine torque. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. During reverse vehicle operation, the speed ratio for calculating target engine torque is corrected to a larger value. In this manner, it is possible to suppress the drive force during reverse vehicle operation while using almost all processes for calculating the target drive force in common during forward and reverse vehicle operation.

Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.

Abstract: A controller 10 calculates a target drive force based on an accelerator pedal operation amount and a vehicle speed. A delay speed ratio which varies with a delay with respect to the actual speed ratio is calculated by applying a delay process on the actual speed ratio of the transmission 2. While the actual speed ratio is undergoing variation, a target engine torque is calculated by dividing the target drive force by the delay speed ratio. The torque of the engine 1 is controlled so that the torque of the engine 1 coincides with the target engine torque. In this manner, it is possible to suppress shift shocks by eliminating sharp variation of the target engine torque during actual speed change.

Abstract: The upshift and downshift timing of an automatic transmission (5) is set with a predetermined hysteresis in response to the vehicle speed and the depression amount of the accelerator pedal (25). When the accelerator pedal (25) is depressed in a hysteresis region before a downshift, the output torque of the automatic transmission (5) is saturated before the depression amount takes a maximum value. As a result, even when depressing the accelerator pedal (25) further, increases do not result in the output torque of the automatic transmission (5). When the depression amount is less than a predetermined value, this invention sets the rate of increase in the target output torque of the automatic transmission (5) to a value which is smaller than the rate of increase when the depression amount is greater than the predetermined value.

Abstract: An automatic transmission (5) converts the output torque of an engine (4) into a drive torque for the vehicle. The automatic transmission (5) is provided with a first gear and a second gear which has a smaller speed reduction ratio than the first gear. The gears are selectively applied according to the vehicle speed and the accelerator pedal depression amount. A controller (3) stores a first map (11, 12) which prescribes the transmission target output torque with the first gear according to the vehicle speed and the depression amount, and a second map (12, 13) which prescribes the transmission target output torque with the second gear according to the vehicle speed and the depression amount. The first map applies a larger transmission target output torque than the second map at a given vehicle speed and depression amount. The transmission target output torque is calculated by looking up either of these maps corresponding to the gear applied by the automatic transmission (5).

Abstract: In a hybrid vehicle wherein the rotation torques of a motor and engine are input to a continuously variable transmission, a drive force is controlled by a microprocessor programmed to set a target drive power (tPO) based on a depression amount of an accelerator pedal (APO) and a vehicle speed (VSP), set a battery power (PB) based on a battery charge amount (SOC), set a target engine power (tPE) based on the target drive power (tPO) and the battery power (PB). The microprocessor is also programmed to set a limited target engine power (tPELMT) to zero when the target engine power (tPE) is less than a predetermined value, and set the limited target engine power (tPELMT) equal to the target engine power (tPE) when the target engine power (tPE) is larger than the predetermined value.

Abstract: An integrated control system for both an electronically-controlled engine and a steplessly variable automatic transmission, comprises a speed-change ratio arithmetic processing section for calculating the speed-change ratio as a ratio of the transmission input speed to the transmission output speed, a target driving torque arithmetic processing section for retrieving a target driving torque, based on both the accelerator operating amount and the vehicle speed, from a first predetermined characteristic map, and a target speed-change ratio arithmetic processing section for retrieving a target speed-change ratio, based on both the accelerator operating amount and the vehicle speed, from a second predetermined characteristic map. Also provided is a target engine output torque arithmetic processing section for calculating a target engine output torque, based on all of the target driving torque, the speed-change ratio, and a speed ratio of the transmission input speed to the engine speed.

Abstract: An integrated driving-torque control system for an automotive vehicle with a continuously variable automatic transmission (CVT) and an electronically-controlled engine, comprises a desired transmission ratio arithmetic-calculation circuitry calculating a required axle-driveshaft driving torque from an accelerator depression amount and a vehicle speed, and retrieving a desired transmission ratio on the basis of the required axle-driveshaft driving torque and the vehicle speed VSP. An electronic control unit (ECU) executes automatic shifting control for the CVT so that an actual transmission ratio is adjusted to the desired transmission ratio. A first arithmetic-calculation circuitry calculates a first desired engine output torque corresponding to the required axle-driveshaft driving torque, whereas a second arithmetic-calculation circuitry calculates a second desired engine output torque corresponding to the accelerator depression amount.

Abstract: A control system for a vehicle with an engine-CVT power train senses operator's desire relative to movement of the vehicle and translates the sensed operator's desire into a predetermined variable indicative of drive force applicable to the vehicle drive wheel. In integrated control mode, the predetermined variable indicative of drive force controls the engine throttle and the ratio of the CVT. In individual control mode, the integrated control is put out of operation and the sensed operator's desire controls the engine throttle and the ratio of the CVT. The control system provides an improved control over the transition period between the control modes.

Abstract: In a hybrid vehicle wherein the rotation torque of a motor and engine are input to a continuously variable transmission, a target speed ratio is determined from a target engine rotation speed set based on a target drive torque of said vehicle and a vehicle speed. A target combined torque of the motor and engine is set based on the target drive torque and a real speed ratio of the transmission. A target motor torque is determined based on the target combined torque and the input rotation speed of the continuously variable transmission. A value obtained by subtracting the target motor torque from the target combined torque is set equal to a target engine torque. The drive force of the hybrid vehicle is optimized by controlling the engine, motor and continuously variable transmission by the target engine torque, target motor torque and target speed ratio thus obtained.

Abstract: According to a torque converter lockup control, a lockup actuator, including a lockup solenoid, is operative responsive to an output command signal issued by a controller to adjust lockup clutch engagement force to a commanded value. The lockup clutch engagement force is a force with which the lockup clutch is engaged. The controller determines the commanded value as a function of a deviation between a current value of slip speed within the torque converter and a desired value thereof. For preventing the lockup clutch from shifting deeply into its converter position when the deviation persists to stay in the neighborhood of zero, the controller sets a limit to the determined commanded value during operation of the lockup clutch in the slip lockup mode.

Abstract: A lockup control apparatus for use with an automotive vehicle including an engine, an automatic transmission and a torque converter having a lockup clutch operable on a variable engagement force to provide a controlled degree of mechanical connection between the engine and the automatic transmission during deceleration. The lockup engagement force is set at a target value substantially equal to a first value calculated based on vehicle operating conditions plus a second value calculated based on engine output at a first stage of lockup control operation when the engine output remains positive after the driver's operation is detected and it is decreased at a predetermined rate to the first value at a second stage of lockup control operation after the engine output becomes negative.

Abstract: A lockup control apparatus for use with an automotive vehicle having an engine, an automatic transmission and a torque converter operable in a coast lockup mode having a lockup capacity to provide a controlled degree of mechanical connection between the engine and the automatic transmission when the vehicle is coasting. The apparatus employs a memory having a desired value for the lockup capacity stored therein. A first signal is produced when a slip rotation occurs in the torque converter and a second signal is produced when the coast lockup mode is released. The desired lockup capacity value is updated with a greater value in response to the first signal. A frequency at which either of the first and second signals occurs is measured. The desired lockup capacity value is updated with a smaller value when the measured frequency exceeds a reference value.

Abstract: A lock-up control apparatus for a vehicle automatic transmission enables an engine stalling prevention at the time of a sudden deceleration in the lock-up state of a torque converter without causing the slip of the torque converter before the sudden deceleration, and prevents effectiveness of the fuel consumption from being sacrificed by a fuel cut. A controller performs the change-speed control on an automatic transmission through shift solenoids and on the basis of a throttle opening and a transmission output speed, and also performs the lock-up control of the torque converter through a lock-up solenoid. During the coasting drive when the throttle opening is set close to zero, the controller sets the torque converter to have a minimum lock-up capacity through the lock-up solenoid within such a range that no slip occurs.