Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Naohisa Morishita

Eijiro Shimabukuro

Teruo Wakashiro

Takamichi Shimada

Yutaka Tamagawa

Kenji Honda

Kazuyuki Iwata

Tetsuya Hasebe

Toshiyuki Yumoto

Takashi Aoki

Shigetaka Kuroda

Yoshimichi Tsubata

Hiromitsu Sato

Kazuhisa Yamamoto

Kazuo Ooyama

Shunsuke Yoshida

Tetsurou Hamada

Tetsuya Mochizuki

Satoru Shinzaki

Nobuhiro Kira

Masato Fujioka

Mikihiro Takano

Tamotsu Kawamura

Teruhisa Kidokoro

Junji Urano

Masahiro Seki

A drive control apparatus for a hybrid vehicle which has an engine selectively set in one of a normal fuel-consumption operation mode and a low fuel-consumption operation mode for obtaining a lower fuel consumption; a generator selectively used for one of being driven by the engine and assisting driving of the engine; a motor for generating a driving force of the vehicle by electric power supplied by the generator or a battery device; and a clutch between the generator and wheels of the vehicle. The drive control apparatus has a control part for performing a low fuel-consumption driving assistance mode when the engine is set in the low fuel-consumption operation mode. In the low fuel-consumption driving assistance mode, the clutch is connected, and driving of the vehicle is assisted using one of the generator and the motor, which is selected in accordance with an operation state of the vehicle.

Drive control apparatus for hybrid vehicle

The present invention provides a hybrid vehicle including a first transmission path that transmits a traction of an engine to driving wheels and a second transmission path that transmits a traction of a motor to the driving wheels, and the hybrid vehicle runs by alternatively selecting either the first or second transmission path or in combination thereof. The first transmission path has a first reduction gear ratio that is defined to be smaller than a reduction gear ratio at which a maximum vehicle speed can be achieved by the traction of the engine alone.

Hybrid vehicle

A motor is provided with: an inner rotor having inner permanent magnets arranged in a peripheral direction and an outer rotor having outer permanent magnets arranged in the peripheral direction, the mutual axes of rotation of the inner rotor and the outer rotor being arranged coaxially, and a rotating device capable of making at least one of the inner rotor and the outer rotor rotate around the axes of rotation so as to change the relative phase between the rotors, wherein the rotating device includes: a first member which is integrally and rotatably provided with respect to the outer rotor; and a second member which is integrally and rotatably provided with respect to the inner rotor and which defines pressure chambers inside the inner rotor with the first member, and wherein a working fluid is supplied to the pressure chambers, thereby changing the relative phase between the rotors.

Motor

A hybrid vehicle is provided with a first transmission passage for transmitting driving force of an engine to driving wheels and a second transmission passage for transmitting driving force of a driving motor to the driving wheels, and driven by selectively using or in combination of the first transmission passage and the second transmission passage. The hybrid vehicle includes: a first input gear for inputting the driving force of the engine; a second input gear for inputting the driving force of the driving motor; and an idle gear meshed with the first input gear and the second input gear, and transmitting at least one of the driving force of the engine and the driving force of the driving motor toward the driving wheels. The driving force to be input from at least one of the first input gear and the second input gear is transmitted to the driving wheels via the idle gear and the final differential gears.

In a hydraulic pressure supplying device for a transmission including a first oil pump adapted to be driven by a main shaft of the transmission, at least one second oil pump adapted to be driven by suitable means, and a check valve provided between the discharge side of the first oil pump and the discharge side of the second oil pump to prevent the flow of oil from the first oil pump to the second oil pump, a first filter is provided between the second oil pump and the check valve.

Hydraulic pressure supplying device for transmission

A power transmission system for a hybrid vehicle includes a motor/generator and a torque converter. The motor/generator and the torque converter are disposed in series between a crankshaft of an engine and a main shaft of a transmission. A side plate of the torque converter and a rotor disc of the motor/generator are connected via a drive plate having heat shielding properties and heat releasing properties.

Power transmission system for hybrid vehicle

A hydraulic control apparatus for a hybrid vehicle, which enables a smooth torque transmission when an engine of the vehicle is started from an idling stop state. The hydraulic control apparatus includes an engine and a motor as power sources, a transmission having a torque converter, a clutch for a starting gear, an engine automatic stop and start device which is associated with the engine, a motor-driven oil pump for supplying oil pressure to the transmission, a brake pedal sensor, an accelerator pedal sensor, an engine revolution rate sensor. The oil pressure applied to the clutch is controlled to a level corresponding to a creeping torque when the engine is automatically stopped. When the brake pedal is released, the engine is automatically started, the accelerator pedal is not depressed, and the engine revolution rate is less than an idling revolution rate, the oil pressure applied to the clutch is maintained to the level corresponding to the creeping torque.

Hydraulic control apparatus for hybrid vehicle

A vehicle control apparatus generates an appropriate driving force according to the will of a driver when an internal combustion engine is restarted from a condition in which the idling of the engine is being stopped. In a condition in which the idling of an internal combustion engineis being stopped, in the event that the depressing amount of a brake pedal by the driver is relatively large, an ECU () selects a relatively low-speed side gear of a transmission () so as to connect an input shaft (A) and an output shaft (B) together, and in contrast, in the event that the depressing amount of the brake pedal by the driver is relatively small, the ECU () selects a relatively high-speed side gear of the transmission () so as to connect the input shaft (A) and the output shaft (B) together.

Vehicle control apparatus

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.

Control system for hybrid vehicle

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

In a hybrid vehicle that is capable both of performing running drive with gear-change being effected by an infinitely variable gear-change mechanism that performs gear-change of the output rotation of an engine that is capable of temporary stoppage control and also of performing running drive by means of a second motor generator, when running using the second motor generator with the engine temporarily stopped, a forward/reverse changeover mechanism is released by a forward/reverse clutch control valve. If this forward/reverse clutch control valve becomes inoperable due to its spool sticking, etc., a gear shift inhibitor valve is operated by a gear shift control valve to supply line pressure to the forward/reverse changeover mechanism through a port of the forward/reverse clutch control valve in this sticking condition, so that this can thereby be engaged.

Hybrid vehicle control device

In a hybrid vehicle comprising a CVT provided along a power train path between an engine and a drive wheel which operates on oil pressure from an oil pump and a starting clutch provided on a drive wheel side of the CVT, wherein the drive wheel can be driven by a secondary motor generator in the event that the power train path is interrupted by the starting clutch, a lubricating structure for a hybrid vehicle characterized in that an oil pump adapted to be driven by the engine and an oil pump adapted to be driven by a motor are provided, a relief valve is provided on the oil pump for governing the discharge pressure thereof, and that a drain circuit of the relief valve is connected to the CVT and a lubricating piping C of the secondary motor generator.

Lubricating structure for a hybrid vehicle

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.

Growing community of inventors

Utsunomiya, Japan

Naohisa Morishita