Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Daihei Teshima

Masaaki Yamaguchi

Takahiro Eguchi

Hideo Koyama

Takahiro Matsuda

Eiji Suzuki

Yoshimichi Tsubata

Kohei Sakai

Atsushi Fujikawa

Eiji Ohyama

Tomoyuki Kanda

Katsuyuki Narai

Hirotoshi Inoue

Keiichi Hanyu

Eiji Kitsutaka

Hiroyuki Katano

Kouichi Funatsu

Akinori Tanno

There is provided a control system for a vehicle, wherein the control system controls an electric oil pump of the vehicle to start before an idling stop is brought about, when a condition on a vehicle speed is satisfied which is set in accordance with a variation of a running speed of the vehicle while the vehicle is running based on the driving force generated by a driving force generation unit thereof. Consequently, the electric oil pump can be started at an optimum timing before the idling stop is brought about.

Vehicle control system

A vehicular power-transmission control system transmits the rotational driving forces of an engine E and an electrical motor generator M through a continuously variable transmission CVT to wheels by controlling the speed change ratio of the continuously variable transmission CVT in correspondence to the operational condition of the vehicle. Additionally, the control system corrects the speed change ratio of the transmission in correspondence to the difference between the actual output of the electrical motor generator and the requested output of the electrical motor generator that is set correspondingly to the speed of the vehicle.

Vehicular power-transmission control system

A vehicular transmission including an engine, a continuously variable transmission CVT and a starting clutch. The driving force from the engine is transmitted through the continuously variable transmission CVT with a speed change to a countershaft, and the starting clutch is used to transmit this driving force from the countershaft to wheels of a vehicle. The continuously variable transmission CVT is hydraulically controlled by a control valve CV which receives control signals through a line from an electrical control unit ECU. After the vehicle has decelerated and stopped, and after the engine has stopped by an idling elimination control, the electrical current that controls the control valve CV is adjusted almost to zero.

Vehicular transmission stop control system

A lubrication pressure controller comprises a lubrication pressure regulating valve,, which is provided in a lubrication oil passage,directing hydraulic oil to lubricated parts, and a cooler pressure regulating valve,, which is provided in a discharge oil passage,of the lubrication pressure regulating valve,. The lubrication pressure regulating valve,adjusts the pressure in the lubrication oil passage,, and the cooler pressure regulating valve,adjusts the pressure supplied to an oil cooler,. The hydraulic oil discharged from the cooler pressure regulating valve,is returned through a recirculation line,to a suction oil passage,of a pump. In this construction, an adequate supply of lubrication oil is maintained even if one of the valves experiences locking of a valve spool on an open side. Moreover, by providing signal pressure generating means,, which applies a signal pressure to these two valves in correspondence with a driving condition, the lubrication pressure controller can be set to acquire a desired balance in the lubrication, cooling and recirculation for the hydraulic oil in response to a driving condition.

Lubrication pressure controller

In a continuously variable transmission, a speed change control device includes a vehicle speed sensor, a brake sensor, a release vehicle speed memory which, when the brake is operated, renews and stores the brake release vehicle speed, and a gradient sensor for detecting a running road gradient. When, in an engine brake running state, the present vehicle speed is higher than the brake release vehicle speed stored in the release vehicle speed memory, a speed change target value is obtained according to the difference between the present vehicle speed and the brake release vehicle speed and to the road gradient. And, when, in the same state, the present vehicle speed is lower than the brake release vehicle speed, the speed change target value is obtained according to the road gradient. The speed change control is carried out so as to obtain the speed change target value.

Speed change control device for vehicular continuously variable

In a control apparatus in which a weak creep control for lowering the engaging force of a clutch (5) is performed when a throttle opening (.theta.th) is fully closed, when a brake pedal (BP) is depressed, and when the period of a vehicle speed judging pulse (V pulse) has exceeded a predetermined value TM2s whereby the vehicle is discriminated to be in a stopped condition. Once the weak creep control has started, the weak creep control is stopped by the input of the first V pulse and is transferred to a strong creep control in which the clutch engaging force is increased.

Control apparatus for clutch of vehicle

A belt-type continuously variable transmission has a pulley side pressure control valve for controlling side pressures of driving and driven pulleys and a controller for controlling the pulley side pressure control valve. The controller has a correcting device for correcting a belt transmission torque calculated by a belt transmission torque calculator when the polarity of the belt transmission torque changes. The correcting device adds to the belt transmission torque for a predetermined time a correction value corresponding to a peak torque of the belt transmission torque arising at times of throttle opening and closing. That is, because the belt transmission torque is corrected in correspondence with the peak torque arising at times of throttle opening and closing, the side pressures of the pulleys are kept at suitable values at all times and slippage of the metal V-belt is prevented.

Belt-type continuously variable transmission

By a controller which controls a speed-change control valve for switching a hydraulic pressure to be supplied to each of cylinder chambers of each of pulleys of a continuously variable vehicular transmission, the speed reduction ratio is controlled such that the engine revolution speed becomes a target revolution speed which is set depending on the running conditions of a vehicle. When an accumulated time of high-speed operation at which Ne becomes higher than a predetermined first set revolution speed exceeds a first set time, an upper limit value of Ne or the target revolution speed is corrected to decrease. Further, when the duration time of a low-speed revolution below a predetermined second set revolution speed which is smaller than the first set revolution speed exceeds a second set time, the upper limit value of Ne is corrected to increase or the correction to decrease the target revolution speed is stopped.

Control apparatus for continuously variable vehicular transmission

A pulley thrust pressure control apparatus for a belt-type continuously variable transmission having a drive pulley connected with an input member, a driven pulley connected with an output member, a V-belt trained around the drive and driven pulleys, a drive cylinder for varying the pulley width of the drive pulley, and a driven cylinder for varying the pulley width of the driven pulley. The actual transmitting torque transmitted through the V-belt is calculated and a belt transmittable torque is calculated by multiplying the actual transmitting torque by a safety factor which is higher when said actual transmitting torque is negative than when it is positive. A pulley thrust pressure control valve controls the pressures supplied to the drive and driven cylinders so as to obtain the calculated belt transmitting torque.

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Wako, Japan

Daihei Teshima