Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Honda Kogyo Kabushiki Kaisha

Nippon Ekitan Corporation

Takahiro Eguchi

Masaaki Yamaguchi

Yoichi Sugimoto

Takeshi Kurata

Toshiya Kanda

Satoshi Hada

Yuichiro Takemori

Hirotoshi Inoue

Shouji Suzuki

Hirohiko Totsuka

Daihei Teshima

Ukyo Ogata

Toshikazu Uneyama

Ayae Ikuro

Teruo Wakashiro

Atsushi Matsubara

Shohei Matsuda

Atsushi Izumiura

Toshihiko Fukuda

Hiroyuki Murakami

Shuichi Fujimoto

Akihira Aoki

Naoki Fujishiro

Takahiro Matsuda

Kazuaki Fukami

Atsushi Sato

Masakazu Shiraishi

Satoru Miyata

Tetsuro Yamaguchi

Hiroyuki Katano

Yasuhiro Hara

Masaru Sasaguchi

Eiji Suzuki

Yoshihiko Sugihara

An object of the present invention is to provide an ultrafine bubble generating agent capable of easily generating ultrafine bubbles in a liquid without requiring an ultrafine-bubble generator, a method for producing an ultrafine bubble-containing liquid, an ultrafine bubble-containing liquid produced by the same production method, and the like. The method for producing an ultrafine bubble-containing liquid of the present invention comprises melting ice having a CO-content rate of 3 wt % or more (preferably a COhydrate).

Ultrafine-bubble generation agent including high-CO2-content ice

In a driving device of a vehicle provided with driving sources, an input shaft rotatable due to driving force of the driving sources, a continuously variable transmission mechanism that shifts the rotation of the input shaft to be transmitted to an output shaft, and a start clutch for switching presence/absence of driving force transmission from the output shaft to a downstream side; when a ratio of the continuously variable transmission is on a lower ratio side than a predetermined threshold value, the output torque control means for controlling the output torque of the driving sources perform control to restrict the upper limit of output torque of the driving sources to a value smaller than the upper limit when a ratio is on the higher ratio side than the threshold value.

Torque control device of driving source

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 demand driving force parameter indicative of a demand driving force of the engine is set based on the accelerator pedal operation amount, and a target value of an engine driving force control amount is set based on the demand driving force parameter. The engine driving force control amount is controlled so as to coincide with the target value. A target rotational speed of the engine is set based on the demand driving force parameter, and the continuously variable transmission is controlled so that the rotational speed of the engine coincides with the target rotational speed. One of a first operation mode and a second operation mode is selectable, wherein the fuel consumption rate in the second operation mode is less than the fuel consumption rate in the first operation mode. When the second operation mode is selected, the demand driving force parameter corresponding to the accelerator pedal operation amount is set to a value which is smaller than a value of the demand driving force parameter in the first operation mode, and the target value is calculated based on a first predetermined characteristic preliminarily set according to the engine rotational speed and the demand driving force parameter. The first predetermined characteristic is set so that the target value corresponding to the same engine rotational speed is substantially constant in a first predetermined range of the demand driving force parameter.

Control system for vehicle

A vehicle control apparatus is configured to set a desired speed of an engine to be inputted to a CVT based on a vehicle speed and an accelerator opening AP, calculate a desired output of the engine based on the accelerator opening; calculate a correction coefficient based on the vehicle speed, and calculate a corrected desired output by correcting the desired output with the correction coefficient such that the vehicle speed reaches a regulatory vehicle speed when the accelerator opening AP reaches a fully-opened position, i.e., to vary the characteristics of the accelerator opening in accordance with the vehicle speed in the vicinity of the regulatory vehicle speed.

Vehicle control apparatus

A speed change control device carries out speed change control of a stepless speed change mechanism in accordance with the vehicle speed. The speed change control device includes: first vehicle speed selection means for comparing a first vehicle speed obtained from the rotation speed of an output memberof the stepless speed change mechanism and a second vehicle speed obtained from the rotation speed of the wheels and for selecting the lower of the first and second vehicle speeds as the substitute vehicle speed; and second vehicle speed selection means for comparing the third vehicle speed obtained from the output side rotation speed of a clutch mechanism and the substitute vehicle speed, and for selecting the higher of the third vehicle speed and the substitute vehicle speed as the control vehicle speed. The control vehicle speed is used as the vehicle speed V for carrying out speed change control.

Vehicle transmission

A vehicular transmission comprises an electrical control unit ECU, which controls to bring a starting clutch into loose engagement for a predetermined time while a deactivated cylinder mode is being terminated. The electrical control unit also estimates, during this predetermined time, an estimated PB, which is an estimated pressure inside the intake pipe, on the basis of a rotational speed Ne at the output shaft of the engine and of an opening TH at the throttle valve, and it then estimates or calculates the driving torque generated by the engine on the basis of this estimated PB and the rotational speed Ne. From this calculated driving torque, the electrical control unit sets respective pressures to be applied to a drive pulley and a driven pulley, which constitute a continuously variable transmission CVT.

Vehicular transmission

A transmission TM comprises a metal V-belt mechanism, which is provided between an engine ENG and driving wheels DRW and transmits a rotational driving force from the engine ENG toward the driving wheels DRW with a speed change, and a forward/reverse switching mechanism, which includes a planetary gear train and switches the rotational direction between for a forward drive and for a reverse drive and transmits the rotational driving force received from the engine ENG to the metal V-belt mechanism. An engine control unitfor the transmission TM, while the rotational direction is set for a reverse drive, changes the ratio of the metal V-belt mechanismin the direction where the vehicle speed increases by a predetermined ratio and controls the torque input from the engine ENG such that the torque being transmitted to the driving wheels DRW achieves approximately the same magnitude as that achieved while the rotational direction is set for a forward drive.

Transmission control system

There is provided a failure determination system for a continuously variable transmission of a belt type, which is capable of determining failure of control valves for performing speed varying operation, and enhancing maintainability. An ECU controls a transmission ratio of the transmission to a fixation-determining LOW-side range when the vehicle is standing. When the transmission ratio during stoppage of the vehicle is within a stop-time OD-side range if engine torque&#x2267;OD-time DR-side reference torque and at the same time the transmission ratio&#x3c;DN-side reference value hold, the ECU determines that the DR solenoid valve is faulty, and if the throttle valve opening&#x2267;OD-side reference value, the transmission ratio&#x2267;DN-side reference value, and at the same time a vehicle speed&#x3c;OD-side reference value hold, the ECU determines that the DN solenoid valve is faulty.

Failure determination system for stepless speed changer and failure determination device for start clutch

There is provided a control system for a vehicle, which is capable of increasing the service life of a transmission belt while preventing slippage thereof, and at the same time improving fuel economy and drivability. The control system for a vehicle sets a transmission transfer torque to be transmitted from a drive pulley of a continuously variable transmission to a driven pulley of the same, and a clutch transfer torque to be transferred by a clutch. When it is determined that the vehicle is traveling on a bad road, the clutch transfer torque is reduced, and the transmission transfer torque is set to a larger value as the clutch transfer torque is larger.

A vehicular power-transmission control system transmits the rotational driving forces of an engine E and an electrical motor generator M through a continuously variable transmission CVT to wheels by controlling the speed change ratio of the continuously variable transmission CVT in correspondence to the operational condition of the vehicle. Additionally, the control system corrects the speed change ratio of the transmission in correspondence to the difference between the actual output of the electrical motor generator and the requested output of the electrical motor generator that is set correspondingly to the speed of the vehicle.

Vehicular power-transmission control system

A vehicular power-transmission control system comprises a continuously variable transmission CVT, which transmits the output of an engine E to wheels, a starting clutch which controls the transmission of power in the continuously variable transmission, an electrical motor generator M, which can assist the engine in rotational drive, and a hydraulic pump P, which is connected to the output shaft of the engine. When the vehicle, which has come into a halt with the engine consequently stopped in an idling elimination control, is to be restarted, the power-transmission control system controls the electrical motor generator to rotate the output shaft of the engine, to which fuel supply is not allowed, thereby to drive the pump. Thereafter, when the starting clutch receiving a hydraulic pressure from the hydraulic pump starts its engagement, the power-transmission control system starts the operation of the engine.

In a power transmission, which adjusts and transmits the rotational output of an engine by the engagement control of a starting clutch , the rotational speed Ne and the suction negative pressure Pb of the engine are measured while the starting clutch is being actuated from a disengaged condition to an engaged condition with the engine being operated under a constant operational condition. An engagement-control value is calculated for the starting clutch when there is a change in the rotational speed and the suction negative pressure being measured, and the engagement-control value calculated is stored as an initial control value for starting an engaging action of the starting clutch. This initial control value is used for controlling the engagement of the starting clutch.

Method for controlling engagement of frictionally engaging element in power transmission

A power transmission comprises a continuously variable transmission CVT, which transmits a rotational driving force from an engine to wheels, a starting clutch , which sets variably the transmission capacity of the continuously variable transmission, and a control valve CV, which controls the engagement actuation of the starting clutch . While a vehicle equipped with this power transmission is decelerating, the engagement of the starting clutch is controlled to transmit a rotational driving force from the wheels to the engine. Specifically, the engaging capacity of the starting clutch is controlled to bring the difference between the input and output rotational speeds of the starting clutch into a predetermined range, and the control pressure of the starting clutch that brings this difference in the predetermined range is learned, i.e., stored in memory and renewed, as a control value for the next deceleration of the vehicle.

Vehicular power transmission

A rotational driving force from an engine E in a fuel-supply termination control is transmitted through a continuously variable transmission CVT, and this transmission of the rotational driving force is controlled by the engagement of a starting clutch . In this arrangement, a control system terminates the fuel supply to the engine at the elapse of a predetermined time from the starting of a deceleration of the vehicle. When the control system detects that the throttle of the engine has closed, it reduces the engaging force of the starting clutch to disengage the clutch into a pre-engagement condition. Thereafter, when the fuel supply to the engine is terminated, the engaging force is gradually increased to bring the starting clutch gradually into engagement.

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Wako, Japan

Takahiro Eguchi