Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Eijiro Shimabukuro

Naohisa Morishita

Yuji Yasui

Kazuaki Takizawa

Takashi Aoki

Kazuo Ooyama

Kanako Shimojo

Junya Tachikawa

Tatsuya Fukushima

Takamichi Shimada

Yusuke Tatara

Akio Muto

Osahide Miyamoto

Shigeru Aoki

Tetsu Sugiyama

Kazuhiro Ueda

Fumio Egashira

Katsuhiro Kitamura

Masato Fujioka

Kenji Hagiwara

Toshikazu Kouno

Kiyoshi Asami

Katsuya Minami

A controller for automatic transmission that performs feedback control on a slip ratio of a lockup clutch is adapted to select one target slip ratio from a plurality of target slip ratios based on a detected automatic transmission fluid temperature of a torque converter. Thus, the controller can ensure good followability to a target value of the feedback control even when the automatic transmission fluid temperature is low. The controller can effectively prevent engine hunting and the associated vibrations of vehicle body. Therefore, the controller can accomplish a favorable slip control of the lockup clutch even if an operating range of the lockup clutch is expanded to a range where the automatic transmission fluid temperature is low.

Controller for automatic transmission

A controller for a transmission capable of preventing an occurrence of a gear squeak caused by a malfunction of a synchronization mechanism. The voltage determination sectionperforms a shift operation of a transmission by determining a control input Vin to a shift motorso as to match an actual position Psc of a coupling sleevegrasped by an actual position grasping sectionwith a target position Psc_cmd of the coupling sleeveset by a target position setting section. After starting the shift operation of the transmission, it halts the shift operation by detecting a malfunction in the gear position where the shift operation is under execution when the actual position Psc of the coupling sleevehas reached a malfunction judgment position provided within a range from a balk point to a contact point between the coupling sleeveand an idle gearbefore a difference Esc between the actual position Psc and the target position Psc_cmd of the coupling sleeveexceeds a given contact judgment value.

Controller for transmission

A low cost control apparatus of a contact mechanism resolving a disadvantage caused when a contact body is moved to make contact with a contacted body by an actuator. A synchronizing mechanism, which a coupling sleeve rotatably and integrally provided with an input shaft is pushed against a synchronizer ring disposed between the coupling sleeve and a synchronized gear, thereby synchronizing rotational speeds of both the components to engage them, is modeled as a collision between an inertia system object and an elastic system object. A computation coefficient (VPOLE, f in FIG.) of a switching function for sliding mode control having a deviation between an actual position of the coupling sleeve (Psc, d in FIG.) and a target position (Psc_cmd, e in FIG.) as a state variable is changed depending on the actual position (Psc), and thereby changing a control ability of the model against a disturbance.

Control apparatus of contact mechanism

An actuator control apparatus is provided, capable of causing a state value which changes according to the action of an actuator to match a prescribed target value. A synchronizing mechanism is modeled as the collision of an inertial system object and an elastic system object, and taking as a state amount the deviation between the actual position (Psc) of a coupling sleeve and the target position (Psc_cmd), a computation coefficient (VPOLE) of a switching function used in sliding mode control which takes the state amount as a variable is, in a first process until the coupling sleeve makes contact with a synchronizer ring, set according to the actual position (Psc) of the coupling sleeve, and in a process until the coupling sleeve engages a synchronized gear, is set such that the pressing force of the coupling sleeve matches a target pressing force.

Actuator control apparatus

The power transmission mechanism reliably starts an internal combustion engine that is stopped during travel of a vehicle. While the internal combustion engine is stopped and the internal combustion engine and the transmission are disengaged by the main clutch, it is determined whether the mode is the EV travel mode, corresponding to the driving mode by the electric motor. In the case of the motor driving mode, and if the vehicle speed is less than a predetermined value, the engine is started in a neutral mode. If the vehicle speed is higher than a predetermined value, the engine is started in a standby mode. When starting in the standby mode, a gear set is selected based on the vehicle speed, and the input shaft and the output shaft are engaged.

Power transmission mechanism

The present invention is made to operate auxiliary machine while an engine is stopped, to start an engine and to charge a battery by providing a single motor and a simple construction and by providing a simple control operation. An engine system comprises an engine, a motor, and auxiliary machine, and further comprises a planetary mechanism having three elements comprising a sun gear, a carrier and a ring gear, to which any one of an output shaft of the engine, an output shaft of the motor and a drive shaft of the auxiliary machine are respectively connected, a uniting connection device capable of uniting two or more elements of the planetary mechanism, and a rotation direction restriction device which restricts a rotation direction of the drive shaft of the auxiliary machine to one direction.

Engine system, operating method therefor, and engine starting apparatus

In a hybrid vehicle control system equipped with an internal combustion engine ( ), an electric motor ( ) connected to the engine through a hydraulic clutch ( ) and an automatic transmission ( ) connected to the motor to be inputted with an output torque outputted from the engine and the motor to transmit the same to driven wheels ( ) of the vehicle, the output torque of the motor (TM) and supply of hydraulic pressure to the clutch (PCL) is increased until the determined speed difference (dN) is less than a threshold value (dN ) and then the output torque of the engine is reduced such that the engine speed (NE) is synchronized with the motor speed (NM) when the speed difference (dN) becomes less than the predetermined value (dN ), while increasing the supply of hydraulic pressure to a line pressure equivalent value. With this, it can effectively reduces shock at clutch engagement during switchover from electric motor-powered driving to internal combustion engine-powered driving.

Control system for hybrid vehicle

A hybrid vehicle comprises a torque converter TC, which is connected to an engine E, a gear-type speed change mechanism, shift clutches and , a drive power transmission system, which transmits output rotation to drive wheels , and a second motor generator , which can drive the drive wheels . A control system for this hybrid vehicle comprises a throttle controller TH and a shift control valve CV. When the drive mode is switched from motor-driven mode to engine-driven mode, the control system sets a target speed ratio and calculates a vehicle-speed corresponding rotational speed that would arise at the output shaft of the engine if the current rotation of the drive wheels were transmitted with this target speed ratio and through the torque converter with a speed ratio of 1.0. Then, the control system controls the rotation of the engine to bring the output rotational speed of the engine closer to the vehicle-speed corresponding rotational speed. If the deviation of the output rotational speed of the engine from the vehicle-speed corresponding rotational speed becomes and remains equal to or smaller than a predetermined value for a predetermined time period, then the control system engages the frictionally engaging means to establish the target speed ratio.

A transmission unit is composed of an engine E, a torque converter TC, and an automatic transmission TM. The engine restart and vehicle start control apparatus comprises an electromagnetic valve capable of calculating the pump impeller suction torque of the torque converter and setting the oil pressure increase ratio for the oil pressure supplied to the vehicle start clutch. When the engine is restarted from an engine stopped state and the vehicle start stage is set by supplying hydraulic oil to a friction engagement element and engaging the friction engagement element, an oil pressure supply increasing at a first oil pressure increase ratio is conducted till the calculated pump impeller suction torque reaches the prescribed criterial value, and an oil pressure supply increasing at a second oil pressure increase ratio which is less than the first oil pressure increase ratio is conducted from the instant the calculated pump impeller suction torque becomes greater than the prescribed criterial value.

Engine restart and vehicle start control apparatus in transmission unit

A transmission comprises an engine, which is controllable to stop under a predetermined condition, and a speed change mechanism TM, which transmits the output rotation of the engine at different speed ratios. The speed change mechanism TM has a plurality of transmission paths (the LOW ratio, the SECOND speed ratio, etc.) disposed in parallel, a plurality of ratio-setting clutches (the LOW clutch , the SECOND speed clutch , etc.), each clutch for selecting a predetermined transmission path, and a speed change control system for selectively supplying a hydraulic pressure to any of the ratio-setting clutches to bring it into engagement. Engagement-initiation time is calculated for each ratio-setting clutch, so that the ratio-setting clutch requiring a minimum engagement-initiation time is selected as the clutch for the start-up speed ratio. When the engine is restarted from stopped state, this clutch for the start-up speed ratio is supplied with oil.

Engine-restart starting control system for transmission

A vehicle control apparatus which improves drivability by appropriately supplying oil pressure in accordance with road conditions to obtain sufficient drive force at an appropriate timing. Engine stop permission is determined, and when the engine stop permission has been given, the need for immediate start of the vehicle is determined in accordance with data related to the road, and when it has been determined that immediate start is required, the operation of the oil pressure generation apparatus is maintained.

Vehicle control apparatus

A hydraulic circuit for controlling the oil pressure supplied to an automatic transmission of a vehicle which has a mechanical oil pump, driven by an engine, for supplying hydraulic oil to the automatic transmission and which has an automatic engine-stop system is disclosed, by which the rise speed of the oil pressure for driving the automatic transmission can be increased when the engine is restarted, and the delay of the response for starting the vehicle can be decreased. In the hydraulic circuit, a bypass passage for connecting the suction side and the supply side of the mechanical oil pump is provided; and an electric oil pump is connected to the bypass passage in a manner such that the mechanical oil pump and the electric oil pump are arranged in parallel.

Hydraulic circuit used for automatic transmission of vehicle having automatic engine-stop system, and oil-pressure control system and method

By preventing engagement of an engaging part (clutch) under appropriate conditions, it is possible to effectively avoid the so-called surging phenomenon. When there is an engaging directive for the clutch, the rotational speed of the engaging element positioned at the output shaft side of the drive/regeneration motor (the clutch output rotational speed) is detected, and the gear ratio of the CVT is detected, and when the product of the rotational speed of the engaging element and the gear ratio of the CVT is equal to or below a predetermined value, complete engagement between the engaging elements is prevented, and control is conducted which makes the gear ratio large.

Control apparatus for hybrid vehicle

A control apparatus including a requestedtorque calculating device which calculates a torque requested for driving the hybrid vehicle; and a torque control device which controls a torque generated by an engine and a torque generated by an electric motor of the hybrid vehicle based on the requested torque calculated by the requested torque calculating device. The torque control device controls the electric motor so as to generate a torque obtained by subtracting a torque to be generated by the engine from the requested torque. Acoording to this control apparatus, if the responsiveness in changing the transmission ratio of the transmission is poor and the torque generated by the engine becomes lower than therequested torque, the electric motor is controlled to generate the deficient (supplementary) torque, and smooth acceleration of the vehicle can be performed.

A hybrid vehicle including an internal combustion engine; a continuously variable transmission for transmitting a force between a first pulley and a second pulley through a metal belt; and a motor. An output shaft of the internal combustion engine is connected to the first pulley. The second pulley is connected to an output shaft of the motor. The output shaft of the motor is connected to a driving force transmitting device for transmitting a driving force from the second pulley and the motor. The motor and the driving force transmitting device are connected to the second pulley via an engaging element for selectively connecting or disconnecting the transmission of the driving force to the second pulley. The engaging element disconnects the transmission of the force when the internal combustion engine is stopped.

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Wako, Japan

Eijiro Shimabukuro