Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Takeo Furuta

Hideo Koyama

Masamitsu Hirano

Norio Nakauchi

Koichi Fushimi

Yuji Koga

Masatoshi Nishina

Nobutaka Fukamizu

Shirou Godai

Hiroyuki Kimura

Masahiro Yoshizawa

Shinobu Kurachi

Yuuto Sasaki

Eri Maeda

Takuto Kanase

Seiji Ishii

The disclosure provides a lubricating structure for a vehicle power transmission device that may effectively lubricate a transfer device and a differential device without increasing the amount of oil. The lubricating structure includes: a first guide wall positioned above a bearing; a second guide wall provided below an oil reservoir and extending toward a central axis of a final driven gear; and an oil catch member that receives oil guided by the second guide wall and supplies the oil to a differential device and the bearing. The oil catch member includes a first inclined part inclined so that a direction of the first guide wall is lowered, a notch formed at a position facing an opening formed in a differential case, and a groove for oil guiding that extends toward the bearing.

Lubricating structure for vehicle power transmission device

An opening end of an inboard section includes: an end surface composed of a plane positioned farthest from the center of a differential device in the axial direction and perpendicular to the axial direction; a ledge positioned adjacent to the end surface in the circumferential direction of the opening end and closer to the center than the end surface in the axial direction; and a tapered section in a slope shape formed continuing to the inner diameter side of the ledge at the opening end, slanting toward the inner diameter side of the opening end and approaching the center. Lubricating oil supplied to the opening end of the inboard section flows to the tapered section via the ledge and flows from the tapered section into a spiral groove formed on an inner periphery of the inboard section.

Lubrication structure for differential device

It is an object of the present invention to provide a control system for an automatic transmission, which operates so that when slipping of drive wheels is generated at the starting of a vehicle on ice or the like, upshifting from a second gear shift stage to a third gear shift stag is prohibited. However, when the pseudo slipping state of the drive wheels is detected with the locking or unlocking of the drive wheels, the undesirable prohibition of the upshifting of the automatic transmission is avoided. A slip rate of a torque converter is determined on the basis of an engine revolution-speed (a torque converter input rotation-speed) and an automatic transmission input rotation-speed (a torque converter output rotation-speed). When the slip rate exceeds, for example, 102%, so that the driving force is transmitted from the drive wheels toward the engine, it is determined that the pseudo slipping state attendant to the locking or unlocking of the drive wheels has been detected, thereby canceling the prohibition of the upshifting of the automatic transmission.

Control system for automatic transmission for vehicle

When slipping is generated during the upshifting from a first gear shift stage to a second gear shift stage on ice or the like, a control for prohibiting the upshifting from the second gear shift stage to a third gear shift stage can be carried out precisely. A control system is designed so that when a slipping state is detected on ice having a lower road surface friction coefficient by a slipping state determining device, the upshifting of an automatic transmission from a second gear shift stage to a third gear shift stage is prohibited. In this control system, the time required for the upshifting from a first gear shift stage to the second gear shift stage is measured. If such time is shorter than a first predetermined time, it is determined that a slipping has been generated during the upshifting, and the upshifting from the second gear shift stage to the third gear shift stage is prohibited for a second predetermined time. Thus, even when the determination of the slipping state by the slipping-state determining device is not in time, the further upshifting of the automatic transmission is prohibited. Therefore, it is possible to reliably avoid the carrying-out of undesirable upshifting.

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Wako, Japan

Takeo Furuta