Honda Motor Co., Ltd.

Shintaro Kameda

Yuya Tachibanada

Eri Kubota

Yuji Yasui

Yutaka Ishikawa

Tetsuya Matsumoto

Yasushi Inagawa

Kazuma Sasahara

Takahiro Matsuda

Christopher Hopp

Atsuhiro Saeki

Sadahito Kajihara

Kohsaku Matsuo

Shinobu Kurachi

Hidekazu Araki

Hiroyuki Okuda

A vehicle includes: an internal combustion engine; a rotary electric machine; a connection-disconnection device; a hydraulic pressure supply device; a hydraulic pressure control device; and a control device. The hydraulic pressure supply device includes a mechanical hydraulic pressure supply device and a pressure accumulator. The control device executes fuel cut-off control to stop fuel supply to the internal combustion engine and rotation speed maintaining control to maintain a rotation speed of the internal combustion engine at a predetermined rotation speed by rotationally driving the internal combustion engine by the rotary electric machine or supplying fuel to the internal combustion engine. The hydraulic pressure control device supplies the hydraulic pressure to the connection-disconnection device by the pressure accumulator when the hydraulic pressure supplied to the connection-disconnection device by the mechanical hydraulic pressure supply device is less than a predetermined value when an acceleration command is given to the vehicle.

Vehicle

A hybrid vehicle control apparatus including a torque converter temperature detector detecting a torque converter temperature, a rotor temperature detector detecting a rotor temperature, a stator temperature detector detecting a stator temperature, and an electronic control unit including a microprocessor. The microprocessor is configured to perform controlling an engine, a transmission, a lockup clutch, a motor-generator and a stator cooling device based on the torque converter temperature detected by the torque converter temperature detector, the rotor temperature detected by the rotor temperature detector and the stator temperature detected by the stator temperature detector so that the torque converter temperature is equal to or lower than a first predetermined temperature, the rotor temperature is equal to or lower than a second predetermined temperature and the stator temperature is equal to or lower than a third predetermined temperature.

Hybrid vehicle control apparatus

A gear shift mechanism controlled by a gear shift control device includes a plurality of engagement mechanisms and engages three engagement mechanisms to establish any one of a plurality of shift stages. The gear shift control device is adapted to change speed to a desired shift stage set by a manual operation. If a gear shift to the desired shift stage involves the skipping of one or more shift stages and the switching of two or more engagement mechanisms among the plurality of engagement mechanisms that are currently engaged, then the gear shift control device performs the gear shift to the desired shift stage such that the engagement mechanisms to be switched via a shift stage or stages to be skipped are switched one by one.

Gear shift control device, a vehicle using the same, and gear shift control method

A control apparatus for an automatic transmission includes a vehicle speed detector and a controller. The vehicle speed detector is configured to detect a vehicle speed. The controller is configured to set one of a plurality of gear change stages according to a running condition of a vehicle and configured to select one of a plurality of engagement combination states of a plurality of engagement mechanisms to achieve, according to the vehicle speed detected by the vehicle speed detector, at least one gear change stage out of the plurality of gear change stages in a case in which the controller sets the at least one gear change stage. The at least one gear change stage has the plurality of engagement combination states to achieve the at least one gear change stage.

Control apparatus for automatic transmission

A control apparatus for an automatic transmission includes a running condition detector and a controller. a plurality of gear change stages include at least one specific gear change stage that has a specific transmission gear ratio, that involves at least one necessary engagement mechanism which needs to be engaged in order to obtain the specific transmission gear ratio, and that involves at least one no-change engagement mechanism which causes no change in the specific transmission gear ratio. Both of the at least one necessary engagement mechanism and the at least one no-change engagement mechanism are engaged during a time period from a timing to begin an operation to change a gear change stage to the specific gear change stage until a timing to complete the operation. The at least one no-change engagement mechanism is released after the timing to complete the operation.

Vehicle and control apparatus for automatic transmission

In a control apparatus for an automatic transmission, it is configured to calculate a change amount (&#x394;NC estimation value) of an output rotational speed of the transmission (S); calculate an average (I phase initial average G) of the change amount of the output rotational speed over a predetermined period of an initial inertia (I) phase of shifting; calculate an average (after-shift average G) of a vehicle acceleration after the completion of the shifting, assuming that the change amount of the output rotational speed indicates the vehicle acceleration G; calculate a difference (I phase initial G) between the average of the change amount of the output rotational speed and the average of the vehicle acceleration; incrementally and decrementally correct the desired value of the transmission torque of the frictional engaging element such that the calculated difference falls within a predetermined range; and control supply of hydraulic pressure to the frictional engaging element such that it becomes the corrected desired value (Sto S). With this, since the vehicle acceleration at shifting is estimated and evaluated and based thereon, variation in the transmission torque of the frictional engaging element, etc., is learned, it becomes possible to fully exploit the potential of the frictional engaging element, thereby improving a feel given to the vehicle occupant(s) at shifting.

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Wako, Japan

Shintaro Kameda