Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Zf Friedrichshafen Ag

Ryuichi Mori

Koichi Fushimi

Junya Tachikawa

Kazuhiko Kitano

Christian Villing

Christopher Hopp

Makoto Kobayashi

Yutaka Ishikawa

Osahide Miyamoto

Nobuyuki Watanabe

Kazuhiko Imamura

Kazuma Sasahara

Tomohisa Kaneda

Ryuji Murata

Yasuhiro Gokan

Matthew J Tucker

Yoshitaka Shitani

Thomas Stark

Frieder Mohr

Brian Flora

Hiroyuki Okajima

A drive train control method includes transmitting a total time period of a stroke phase and a torque phase of an upshift from a transmission control unit of an automatic transmission to an engine control unit of an engine. The method also includes closing a first shift element of the automatic transmission and opening a second shift element of the automatic transmission during the upshift. A control pressure of the first shift element increases during the torque phase relative to the control pressure of the first shift element at an end of the stroke phase. A control pressure of the second shift element decreases during the torque phase relative to the control pressure of the second shift element at the end of the stroke phase. The method further includes, based at least in part on the total time period of the stroke and torque phases, increasing an actual torque of the engine during the upshift such that the actual torque of the engine increases to a higher gear torque prior to an end of the torque phase.

System and method for increasing upshift engine torque

An engine controller for controlling an internal combustion engine having a plurality of cylinders is provided. The engine controller is in signal communication with the internal combustion engine, an automatic transmission, and a displacement adjusting mechanism. The engine controller is configured to determine an operating condition of the internal combustion engine and to communicate with the automatic transmission to shift to one of a plurality of gear configurations, and the displacement adjusting mechanism to one of activate and deactivate at least one cylinder. The engine controller determines that a shift from a first gear configuration to a second gear configuration requires a positive torque when the at least one cylinder is deactivated. The engine controller communicates with the displacement adjusting mechanism to activate the at least one deactivated cylinder such that the plurality of cylinders are activated before the shift between gear configurations and the positive torque are completed.

Internal combustion engine controller, and control system and method of controlling an internal combustion engine

A safety control apparatus for an automatic transmission includes a speed range detector, an oil temperature detector, a vehicle speed detector, a speed-range shifting device, a shift inhibiting device, and a maximum-speed limiting device. The shift inhibiting device is configured to inhibit an automatic downshift and a manual downshift by a driver if the speed-range shifting device performs a forcible upshift. The maximum-speed limiting device is configured to limit a maximum vehicle speed to a third vehicle speed if an oil temperature reaches a second oil temperature which is higher than a first oil temperature and if a vehicle speed is not lower than a second vehicle speed which is higher than a first vehicle speed.

Safety control apparatus for automatic transmission and method for controlling automatic transmission

A hydraulic pressurizer system comprises a drive source, which drives a hybrid vehicle, a mechanical oil pump, which is driven by the drive source, an electrical motor, which is activated by a 12V battery, an electrical oil pump, which is driven by the electrical motor, and a control unit, which activates the electrical motor. The pressurizer further comprises a ratio-change mechanism, which is activated by hydraulic oil supplied by the mechanical oil pump and by the electrical oil pump to establish a speed change ratio, at which the rotational driving force of the drive source is transmitted to wheels with a rotational speed change. The control unit memorizes a characteristic value, which is specified from the temperature of the hydraulic oil and from the rotational speed of the electrical motor, and a threshold value for the rotational speed of the electrical motor, which threshold value corresponds to the characteristic value.

Hydraulic pressurizer system

An engine stop and start control system for securing a normal line pressure in a hydraulic circuit of the transmission. The system has an engine as a power source for driving the vehicle; a transmission; a mechanical oil pump, operated by the power produced by the engine, for supplying oil pressure to the transmission; an automatic engine stopping and starting section for automatically stopping the engine under predetermined stopping conditions and automatically starting the engine under predetermined starting conditions; and an electric oil pump operated when the predetermined stopping conditions are satisfied, so as to supply the oil pressure to the transmission. The automatic engine stopping and starting section has a control section for prohibiting the automatic engine stop when the line pressure in a hydraulic circuit for supplying oil pressure to the transmission is equal to or lower than a predetermined value while the engine is operated.

Control system for stopping and starting vehicle engine

A hydraulic engine-starting system for cranking and starting an engine for a vehicle having automatically stopping and starting functions by a hydraulic motor. A hydraulic pressure that operates a hydraulic clutch of a transmission is raised promptly by using a hydraulic motor. The hydraulic motor is driven by a hydraulic pressure supplied thereto through a first oil passage from a hydraulic motor-driving device including an oil pump, an accumulator and a solenoid valve, thereby starting the engine. A transmission is disposed in the middle of a second oil passage for returning an oil discharged from the hydraulic motor to the hydraulic motor-driving device. Thus, the hydraulic pressure in the transmission can be raised simultaneously with the start of the engine to enable the engagement of a hydraulic clutch, thereby starting the vehicle promptly, while avoiding generating a shock from the engagement of the hydraulic clutch.

Hydraulic engine-starting system in vehicle

A starter for an internal combustion engine is provided for improving the startability and reducing noise associated with starting. The starter for an internal combustion engine comprises an electric motor, an oil pump driven by the electric motor, an accumulator for accumulating an oil pressure pumped by the oil pump, a hydraulic actuator driven by the oil pressure accumulated in the accumulator, an oil pressure supply control valve for controlling the oil pressure supplied from the accumulator to the hydraulic actuator, a driven gear for rotation integral with a crank shaft of the internal combustion engine, a driving gear connected to the hydraulic actuator, and brought into mesh with the driven gear and driven by the hydraulic actuator when the internal combustion engine is started, an oil pressure sensor for detecting the oil pressure in the accumulator, and an ECU for controlling the electric motor based on the value of the oil pressure in the accumulator detected by the oil pressure sensor. The starter maintains the hydraulic actuator in a usable state irrespective of an operating condition of the engine to reduce a starting time, thereby making it possible to improve the startability and reduce the noise.

Starter for internal combustion engine

There is provided a starter system for an internal combustion engine, which is capable of preventing wear of a brush of an electric motor ascribable to the combined use of the electric motor with a hydraulic actuator and the resulting increase in the rotational resistance due to friction of the brush, as well as capable of using one of the hydraulic actuator and the electric motor without difficulty even when the other is disabled. The hydraulic motor is driven by hydraulic pressure. A rotational shaft of the hydraulic motor is driven for rotation by the hydraulic motor. A rotational shaft of an electric motor extends in parallel with the rotational shaft of the hydraulic motor, and is driven for rotation by the electric motor. A ring gear rotates in unison with the crankshaft. A pinion gear is brought into meshing engagement with the ring gear, for starting the engine. An output shaft is connected to the pinion gear. A first one-way clutch connects the rotational shaft of the hydraulic motor and the output shaft to each other in a disconnectable manner, for transmitting rotation of the hydraulic motor to the output shaft. A second one-way clutch connects the rotational shaft of the electric motor and the output shaft to each other in a disconnectable manner, for transmitting rotation of the rotational shaft of the electric motor to the output shaft.

Starter system for internal combustion engine

Growing community of inventors

Wako, Japan

Ryuichi Mori