Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Shuichi Fujimoto

Hisashi Kunii

Takamichi Shimada

Hiroshi Saotome

Kazumi Sato

Yoshiyuki Ura

Akihira Aoki

Takashi Hasegawa

Kiyoshi Kimura

Takahiro Eguchi

Akira Fujimura

Kazuo Ooyama

Noboru Sekine

Kazuma Hatakeyama

Atsushi Fujikawa

Hirohiko Totsuka

Takeshi Kurata

Makoto Sumi

Katsuyuki Narai

Shuji Ichijo

Makoto Kojima

Yukihiko Fukushima

Tetsushi Miyazaki

Hisato Nishida

Mitsuro Ohtaki

The present disclosure presents a wheel diameter variation-detecting device capable of properly detecting relative variation in diameter between a plurality of wheels of a vehicle. The wheel diameter variation-detecting device can detect variation in diameter between a plurality of wheels of a vehicle, can detect rotational speeds of the respective wheels, and can calculate a variation parameter indicative of variation in diameter between the wheels using one of the wheels as a reference wheel, based on a result of comparison between the rotational speed of the reference wheel and that of one of the wheels other than the reference wheel. Further, the wheel diameter variation-detecting device can learn the variation parameter based on a value obtained by averaging a plurality of values of the variation parameter obtained before the detected travelled distance reaches a predetermined distance.

Wheel diameter variation-detecting device

A transmission is provided in which gears (to) of a first gear group provided on a first auxiliary input shaft () to which driving force of a main input shaft () is transmitted via a first clutch () and gears (to) of a second gear group provided on a second auxiliary input shaft () to which the driving force of the main input shaft () is transmitted via an idle gear (to) and a second clutch () use in common gears (to) of a third gear group provided on an output shaft (), whereby it becomes possible to cut the number of components and reduce the dimensions of the transmission. Further, since the advance/retard relationship between the timing with which the first and second clutches () are switched over and the timing with which the synchronizing devices () are switched over can be freely chosen when establishing any of the gear positions, it is possible to prevent the occurrence of shift shock due to timing lag, thus enabling gear shifting to be carried out smoothly.

Transmission

A control apparatus for a continuously variable transmission for use with a vehicle is provided for permitting a driver to select one from three transmission modes for the continuously variable transmission, and providing an appropriate transmission ratio in accordance with a particular operating condition of a vehicle without causing an insufficient engine torque or over-revolution, particularly when the transmission is switched from a continuously variable transmission mode to a stepped manual transmission mode. The control apparatus comprises an ECU and an MT switch. The ECU executes a continuous automatic transmission mode for continuously setting a transmission ratio of the continuously variable transmission in accordance with a detected operating condition of the vehicle. The ECU also executes a stepped automatic transmission mode for setting the transmission ratio of the continuously variable transmission to one of a plurality of predetermined transmission stages in accordance with the detected operating condition of the vehicle. The CPU further executes a stepped manual transmission mode for setting the transmission ratio to one of a plurality of predetermined transmission stages in accordance with a driver's intention of transmission. The ECU sets the continuously variable transmission to one of the continuous automatic transmission mode, the stepped automatic transmission mode and the stepped manual transmission mode in accordance with a manipulating state of an MT switch.

Control apparatus for continuously variable transmission

An automatic transmission comprises a metal V-belt mechanism , which changes the speed ratio of the rotational output from an engine ENG, a forward/reverse direction change mechanism , which switches the rotational direction of the ratio-change mechanism, and a forward clutch , which actuates the switching operation of the rotational direction performed by the forward/reverse direction-change mechanism. A control system for this transmission comprises a regulator valve , which generates a line pressure, a manual valve , which is operated in correspondence to the shift lever and switches the supply of the line pressure to the forward clutch, and a drive-range sensor , which detects the operation of the manual valve. When the movement of the manual valve to a position where the line pressure is to be supplied to the forward clutch is detected by the drive-range sensor , the line pressure, which is adjusted by the regulator valve, is lowered for a predetermined time period.

Automatic transmission control system

A hydraulic controller comprises a first hydraulic control valve , which is mounted on an end face S of a first housing unit H , an oil pump , which is mounted on the first hydraulic control valve , and an input shaft of a transmission, which shaft is provided rotatably in a transmission housing. The oil pump comprises an outer rotor and an inner rotor in a pump casing and , which is mounted on the valve body of the first hydraulic control valve . The input shaft , which is inserted into the pump casing and fit into the inner rotor , rotates and drives the inner rotor. The oil pump sucks oil from the bottom of the transmission housing and supplies it through the mounted part into the first hydraulic control valve

Hydraulic controller for transmission

When a road surface gradient is calculated by a wheel driving force and a vehicle acceleration, if the wheel driving force is calculated based on an output torque of an engine, the accuracy of calculating the wheel driving force, i.e., the road surface gradient becomes poor due to deterioration by aging of the engine or the like. In order to solve this kind of disadvantage, a fluid transmission torque of a torque converter is calculated by those torque ratio of the torque converter and an input shaft torque coefficient which correspond to a speed ratio of the torque converter, and an input rotational speed of the torque converter (&equals;engine rotational speed (step S - ). The road surface gradient is calculated by using a wheel driving force to be calculated by this torque.

Road surface gradient detecting apparatus

When a starter clutch slips, a wheel driving force is calculated based on a transmitting torque of the clutch obtained from not an engine torque but the clutch pressure (engagement force) of the starter clutch (S - ), whereby a road gradient is calculated using the driving force so calculated and an acceleration of a vehicle.

Road gradient detecting device and starter clutch controlling device

An automatic transmission includes a frictionally engaging element for establishing a predetermined speed range. This predetermined speed range may be a second or higher speed range, and it is set temporarily in N-D squat control and also used for establishing a reverse range. In this transmission, engagement-actuation control of the frictionally engaging element for establishing the predetermined speed range which is executed when a shift is made from a N range to a R range comprises a plurality of control stages. When a shift to the R range is made via the N range following a N-D shift, a shift control apparatus detects the engagement condition of the the frictionally engaging element for establishing the predetermined speed range, selects one of the control stages in correspondence with the engagement condition, and initiates the engagement-actuation control of the frictionally engaging element from the control stage selected, so as to execute an engagement control for establishing the reverse range. Thus, in-gear shifts are executed smoothly without any delay in a N-D-N-R range shift.

Shift control apparatus for automatic transmission

An engagement-actuation control for a frictionally engaging element to establish a driving range in response to a shift command to shift from a neutral range to the driving range comprises a plurality of control stages including an invalid-stroke-clearing control. This invalid-stroke-clearing control is finished when invalid-stroke clearing is judged complete on the basis that the absolute value of the rate of rotational change of a turbine shaft is equal to or greater than a predetermined rate and that the difference between the rotational speed of an engine and the rotational speed of the turbine shaft is equal to or greater than a predetermined value.

A shift control apparatus for an automatic transmission for a vehicle wherein D-N-D in-gear shifts are carried out quickly without any shift shock. Engagement-actuation control for a frictionally engaging element to establish a D range when a shift is made from a N range to the D range comprises a plurality of control stages, for example, an invalid-stroke clearing stage, an intermediate-pressure retaining stage, a feedback stage, etc. When the shift to the D range is made following a shift from the D range to the N range, a shift control apparatus detects the engagement condition of the the frictionally engaging element for establishing the D range, selects one of the control stages in correspondence with the engagement condition, and initiates the engagement-actuation control for the frictionally engaging element from the control stage selected.

Shift control apparatus for an automatic transmission

An oil pump driving device drives an oil pump combined with a transmission coupled to an engine for supplying working oil to lubricate the transmission and enable the transmission to make gear shifts. The transmission includes a first power transmitting mechanism for connecting the output shaft of an electric motor to the drive shaft of the oil pump, and a second power transmitting path for connecting the output shaft of the engine to the drive shaft of the oil pump. A controller for selecting one of the first and second power transmitting mechanisms at a time selects the first power transmitting mechanism to drive the oil pump with the electric motor when the rotational speed of the output shaft of the engine is lower than a predetermined speed, and selects the second power transmitting mechanism to drive the oil pump with the engine when the rotational speed of the output shaft of the engine exceeds the predetermined speed.

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Wako, Japan

Shuichi Fujimoto