Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Tetsu Sugiyama

Yusuke Tatara

Yutaka Tamagawa

Toru Yano

Yoshikazu Oshima

Masao Kubodera

Motoshi Ishikawa

Tetsuya Hasebe

Takashi Aoki

Shigetaka Kuroda

Yuji Saito

Kohei Hanada

Takahiro Yonekura

Akihiro Yamamoto

Eijiro Shimabukuro

Hirokatsu Amanuma

Nobuhiro Kira

Osamu Saito

Tomohiro Nishi

Shintaro Uchida

Hideki Inoue

Shuji Oshida

Masaharu Hosoda

Hisayoshi Takahashi

Yasuyuki Danjo

Kiyoshi Asami

Tomofumi Ikematsu

Junji Kato

When a short-circuit failure of any of switch portions () including switch elements () and parallel-connected feedback diodes () of an inverter circuit () is detected during the operation of a motor (), a switch portion () where the short-circuit failure has occurred is checked for whether it is on the positive polarity side or the negative polarity side. The switch elements () are so controlled that all the switch portions () on the same polarity side as where the short-circuit has occurred are brought into a conducted state and all the others are disconnected. This prevents a large electric current from flowing into each switch portion of the inverter circuit without requiring any switch to block the power distribution between a motor and the inverter circuit when a short-circuit failure of the switch portion of the inverter circuit occurs.

Controller for motor, and vehicle

The present invention employed a motor control device including: current sensors which detect currents in each phase of a three-phase motor; a coordinate conversion device which computes a d-axis actual current and a q-axis actual current in dq-coordinates from phase currents of three phases based on detection values of the current sensors; a voltage instruction computation device which computes a d-axis voltage instruction and a q-axis voltage instruction based on a deviation between a d-axis current instruction and the d-axis actual current and on a deviation between a q-axis current instruction and the q-axis actual current; a target phase current computation device which computes target phase currents for each phase from the d-axis current instruction and the q-axis current instruction; and a current difference computation device which computes, for each phase, a current difference between the phase current and the target phase current.

Motor control device and motor control method

A hybrid vehicle is provided that can be made to travel by means of motor generators (MG, MG) while an engine (E) is stopped, the engine (E), which can reduce pumping loss by running with a cylinder in a cut-off state, being connected to a front wheel (Wf) via the first motor/generator (MG), an oil pump (), a first clutch (), a belt type continuously variable transmission (M), and a second clutch (), and the second motor/generator (MG) being connected to a rear wheel (Wr). When the vehicle is made to travel by driving or braking the rear wheel (Wr) with the second motor/generator (MG), by driving the oil pump () with the first motor/generator (MG) in a state in which the engine (E), which has stopped running, is put into a cylinder cut-off state and the second clutch () is disengaged, a hydraulic pressure for shifting the belt type continuously variable transmission (M) is generated. It is thereby possible to generate a hydraulic pressure for shifting the belt type continuously variable transmission (M) while the engine (E) is stopped, without requiring a special electric oil pump.

Hybrid vehicle

A hybrid vehicle comprises an engine and a motor as power sources, the output power of at least one of the engine and the motor being transmitted to driving wheels for driving the hybrid vehicle, an accelerator pedal for increasing and decreasing driving power of the hybrid vehicle, and a drive control section which is provided for operating and stopping the engine and the motor, and which is adapted to control the engine and the motor in such a manner that when the engine is stopped and the motor is operated solely for driving the hybrid vehicle, change in desired output power is predicted, and the engine is maintained to be stopped, even when the predicted output power falls in a drive zone in which the engine is supposed to be operated, when the movement of the accelerator pedal in a predetermined period is less than a predetermined amount, and that the motor is controlled so as to output the predicted output power for continuing drive of the vehicle solely by the motor.

A cylinder operation control apparatus includes: an internal combustion engine (E) which is adapted to operate in an all-cylinder activation mode and in a cylinder deactivation mode; a lift amount changing device (VT) which is associated with the internal combustion engine (E), and which enables switching between the all-cylinder activation mode and the cylinder deactivation mode by changing the amount of lifts of intake and exhaust valves (IV, EV) associated with the cylinders; a lift operating device () which is associated with the lift amount changing device (VT) to operate the same; a cylinder activation enforcing device (') which is operatively disposed between the lift amount changing device (VT) and the lift operating device () so as to enforce the all-cylinder activation mode as necessary.

Cylinder operation control apparatus for internal combustion engine

A hydraulic control device for valve trains of an engine having cylinders which are optionally deactivated by applying oil pressure to the valve train so as to suspend the operations of associated intake and exhaust valves, the hydraulic control device comprising a plurality of rocker shafts which are arranged in line, and each of which is provided with hydraulic passages therein for applying oil pressure to each of the valve trains so as to activate and deactivate the cylinders, a plurality of sets of hydraulic circuits, which are provided to the rocker shafts, respectively, for applying oil pressure to each of the rocker shafts, and oil pressure measuring sections provided to the hydraulic circuits, respectively, for measuring oil pressure in each of the hydraulic circuits.

Hydraulic control device for valve trains of engine

In a hybrid vehicle, an engine is connected to front wheels through a first motor/generator and a transmission, and a second motor/generator is connected to rear wheels. The first and second motors/generators are connected to a battery so that they are driven or regenerated. During regenerative braking of the vehicle, the distribution ratio of regenerative braking forces to the first and second motors/generators is controlled to become an ideal distribution ratio corresponding to a longitudinal acceleration (deceleration) of the vehicle, whereby the distribution ratio of the braking forces to the front and rear wheels can be always maintained at an optimal value during rapid deceleration as well as during slow deceleration of the vehicle, to improve the braking performance.

A vehicle control device for front and rear wheel drive vehicles, which have one wheel pair driven with an engine and the other pair driven with an electrical motor, and a torque converter with a lock-up mechanism controlling the engagement amount, has a lock-up control means changing the target slip amount to be set in accordance with driving conditions, a motor drive power setting means which sets the drive power distribution ratio of the motor and a compensation means which compensates the target slip amount according to the drive power distribution ratio set by the motor drive power setting means. The control device enables the setting of the optimum slip ratio of the torque converter to improve the fuel consumption, avoiding problems associated with: noise and vibration during the motor assisting.

Control device for controlling front and rear wheel drive vehicle

A control system controls a hybrid vehicle having an engine for rotating a drive axle, an electric motor for assisting the engine in rotating the drive axle and converting kinetic energy of the drive axle into electric energy in a regenerative mode, and an electric energy storage unit connected through a drive control circuit to the electric motor, for storing electric energy. The control system has a regenerative quantity determining unit which includes first, second, and third first regenerative quantity establishing units. The first regenerative quantity establishing unit establishes a first regenerative quantity for the electric motor based on a vehicle speed of the hybrid vehicle when the supply of fuel to the engine is stopped upon deceleration of the hybrid vehicle. The second regenerative quantity establishing unit establishes a second regenerative quantity for the electric motor based on a remaining capacity of the electric energy storage unit. The third regenerative quantity establishing unit establishes a third regenerative quantity for the electric motor based on a temperature of the drive control circuit. A pumping loss controlling unit controls pumping losses of the engine based on the first, second, and third regenerative quantities.

Control system for hybrid vehicle

A hybrid vehicle is provided in which even if the temperature of a catalyst is decreased after a long period of travel by means of a motor, the temperature of the catalyst can be increased immediately and the exhaust of harmful materials can be suppressed. A hybrid vehicle having a normal travel mode as a travel mode in which travel is conducted while switching between motor travel and engine travel in accordance with the degree of the depression of an accelerator, comprising: a switching device being capable of switching between the normal travel mode and a specific travel mode in which travel is conducted only by means of an engine irrespective of the degree of the depression of the accelerator; an activity detector for detecting activity of a catalyst provided in the exhaust system of the engine employed in the engine travel; and a determination device for determining whether or not the catalyst is activated; wherein when the determination device determines that the catalyst is not activated, the switching device compels the switching of the travel mode to the specific travel mode engine.

Catalyst temperature control device for hybrid vehicle

A control apparatus including a requestedtorque calculating device which calculates a torque requested for driving the hybrid vehicle; and a torque control device which controls a torque generated by an engine and a torque generated by an electric motor of the hybrid vehicle based on the requested torque calculated by the requested torque calculating device. The torque control device controls the electric motor so as to generate a torque obtained by subtracting a torque to be generated by the engine from the requested torque. Acoording to this control apparatus, if the responsiveness in changing the transmission ratio of the transmission is poor and the torque generated by the engine becomes lower than therequested torque, the electric motor is controlled to generate the deficient (supplementary) torque, and smooth acceleration of the vehicle can be performed.

Control apparatus for hybrid vehicle

A control system controls a hybrid vehicle having an engine for rotating a drive axle, an electric motor for assisting the engine in rotating the drive axle and converting kinetic energy of the drive axle into electric energy in a regenerative mode, and an electric energy storage unit connected through a power drive unit to the electric motor, for storing electric energy. The control system has a regenerative quantity determining unit which includes first, second, and third first regenerative quantity establishing units. The first regenerative quantity establishing unit establishes a first regenerative quantity for the electric motor based on a vehicle speed of the hybrid vehicle when the supply of fuel to the engine is stopped upon deceleration of the hybrid vehicle. The second regenerative quantity establishing unit establishes a second regenerative quantity for the electric motor based on a remaining capacity of the electric energy storage unit. The third regenerative quantity establishing unit establishes a third regenerative quantity for the electric motor based on a temperature of the drive control circuit. A pumping loss controlling unit controls pumping losses of the engine based on the first, second, and third regenerative quantities.

Growing community of inventors

Utsunomiya, Japan

Tetsu Sugiyama