Honda Giken Kogyo Kabushiki Kaisha

Shinichi Sakaguchi

Ichiro Sakai

Yoshihisa Iwaki

Hiroyuki Abe

Yoichi Kojima

Kazuhisa Yamamoto

Takashi Haga

Tsunefumi Niiyama

Yorinori Kumagai

Takashi Hotta

Eisuke Kimura

Tomoharu Kumagai

Yukio Morita

Motoshi Ishikawa

Kimihiko Kikuchi

Makoto Kishida

Hiroshi Nakayama

Yusuke Hasegawa

Akihiro Yamamoto

Yukihiko Suzaki

Yasuhisa Arai

A system for controlling motive force of a vehicle having an engine and an automatic transmission connected to the engine to transmit engine torque to a drive shaft of the vehicle, wherein a control mode is selected from among a plurality of predetermined control modes in response to a calculated desired motive force and vehicle speed such that the fuel economy is enhanced and engine torque and speed (gear) ratio are controlled in response thereto. Moreover, the desired motive force is calculated by obtaining a difference between the wide-open-throttle motive force and the full-closed-throttle motive force and by multiplying the difference by a calculated ratio of motive force. Furthermore, the calculated desired output of the engine and the desired gear ratio are controlled such that the desired motive force is generated when the desired motive force is discriminated to be achievable. Thus, the engine and the automatic transmission are controlled in conjunction and the desired motive force is appropriately obtained. The speed (gear) ratio is changed to effect the desired motive force. With the arrangement, fuel economy and emission performance are enhanced.

Vehicle motive force control system

A system for controlling motive force of a vehicle having an engine and a continuously variable automatic transmission connected to the engine to transmit engine torque to a drive shaft of the vehicle. In the system, a desired motive force is calculated or determined from the detected accelerator (pedal) position and vehicle speed, and based on the determined motive force a desired engine speed, more specifically a drive shaft speed of the transmission, is calculated or determined. Then inertia torque acting on the vehicle is calculated or determined based on at least the determined speed and detected speed, and a desired throttle opening is corrected by the determined inertia torque when the vehicle accelerates or decelerates. With the arrangement, the vehicle response delay due to the inertia torque is adjusted and hence, drivability and fuel economy performance are enhanced.

In a control system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission, the driver's intention to decelerate is inferred by carrying out a first fuzzy reasoning using a degree of throttle opening or the like and then the target gear ratio is determined by carrying out a second fuzzy reasoning using parameters including the inferred driver's intention to decelerate. The first fuzzy reasoning is carried out using fuzzy production rules classified by operating conditions such as a road profile and a vehicle speed. The inferred driver's intention to decelerate is canceled if braking is discontinued. Thus the control ascertain the intention of the driver and is thus possible to achieve sophisticated shift scheduling well matched to the sensibilities of the driver.

Vehicle automatic transmission control system using fuzzy logic to

In a system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission of a vehicle, the gear ratio is determined through fuzzy production rules each having one of an ATF temperature, a steering or an engine coolant temperature. For example, the rule regarding the ATF temperature defines such that the gear position should be shifted down if the ATF temperature is high. With the arrangement, when the ATF temperature is high, the gear position is determined in the downshifting direction so that the amount of torque converter slippage can be reduced, whereby avoiding temperature rise in the transmission. And since the engine speed is relatively high at that situation, motive force could be sufficient even climbing a hill.

Vehicle automatic transmission control system

In a system for controlling a gear ratio of a multi-step geared or continuously variable automatic transmission of a vehicle based on determined parameter indicative of operating condition of the vehicle including a driving resistance, the driving resistance is calculated in an equation in which motive force-driving resistance=vehicle mass.times.acceleration using the law of motion. In the first embodiment, the calculation is carried out, without using a torque sensor, by applying an adjustment for torque consumption by a device such as an air conditioner and a torque loss caused by braking. In the second and third embodiments, the driving resistance is calculated using a torque sensor. Thus, with the arrangement, the driving resistance can be accurately determined applying appropriate adjustment, a gear ratio to be shifted is properly determined in any traveling condition including hill climbing.

Vehicle automatic transmission control system for controlling the speed

Vehicle automatic transmission control system in which based on the determined operating parameters of the vehicle including degree of throttle opening, vehicle speed or the like, a plurality of sets of membership functions of the parameters are established in accordance with a plurality of sets of predetermined fuzzy production rules. Fuzzy reasoning is carried out on the sets of the rules to determine a target gear ratio to shift to. The plural sets of the rules are predetermined hierarchically. One category of rules is directed toward the entire area of shift control, whereas another category of rules is directed toward a specific shift control area such as hill climbing. Further an additional category of rules is provided to presume the driver's intentional condition such as an intention to decelerate. Based on the last category of rules, fuzzy reasoning is carried out to determine the intentional condition. The condition thus obtained is added to the first-mentioned parameters and the second fuzzy reasoning is carried out to determine the target gear ratio on the basis of the first and second category of rules.

A planetary gear transmission typically for use on automobiles has first, second, and third planetary gear trains arranged coaxially with each other and each having elements including a sun gear, a carrier, and a ring gear. Two of the elements of each of the first, second, and third planetary gear trains are directly or disengageably coupled to elements of the other planetary gear trains between input and output members. The elements of the first, second, and third planetary gear trains are corotatably coupled into first, second, third, fourth, and fifth rotational members the first, second, and fifth rotational members being coupled to the input member, the fourth rotational member being coupled to the output member. The planetary gear transmission also has a separating clutch disposed between the elements of the second rotational member, for disengageably connecting the elements of the second rotational member.

Clutch-separable planetary gear transmission

A system for controlling a lock-up clutch of a torque converter in which a target speed ratio of the torque converter of an automatic transmission of a vehicle which mechanically couples a pump impeller connected to an engine output shaft with a turbine runner connected to a transmission input shaft, is determined by carrying out a fuzzy reasoning based on fuzzy production rules using a degree of throttle opening, a grade resistance and a current speed ratio as parameters. Then a second fuzzy reasoning is carried out based on second fuzzy production rules using a deviation between the target speed ratio and the current speed ratio and the change of the deviation as parameters to determine a control value such that the lock-up clutch is controlled between a position at which the clutch is fully engaged and a position at which the clutch is fully not engaged including an intermediate position at which the clutch is partially engaged. With this system, the lock-up control can cope with various vehicle operating conditions so that the vehicle drivability and fuel consumption is improved while suppressing engine noise. This system further enables control that is better matched to the intention, decision-making, and feelings of a human driver.

Lock-up clutch fuzzy logic control system of vehicle automatic

A planetary gear transmission for use on automobiles includes an input shaft, an output gear, and three planetary gear trains disposed coaxially with each other and each having a sun gear element, a carrier element, and a ring gear element, two of the elements of each of the planetary gear trains being mechanically coupled to elements of the other planetary gear trains for rotation therewith. The elements which are mechanically coupled to each other provide first through fifth rotating members, the first and fifth rotating members being coupled to the input shaft, one of the second and third rotating members being coupled to the output gear, the fourth rotating member being coupled to the output gear. The planetary gear transmission also has a separating clutch disposed between the elements of the third rotating member, for selectively engaging and disengaging the elements of the third rotating member.

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Saitama, Japan

Shinichi Sakaguchi