Honda Motor Co., Ltd.

Denso Corporation

Yuichiro Takemori

Takahiro Eguchi

Masatoshi Noguchi

Koji Sakaguchi

Toshikazu Uneyama

Yuzo Okubo

Masayoshi Iwata

Taizo Mori

Toru Yagasaki

Hideaki Aoyama

Hirohiko Totsuka

Naoki Fujishiro

Takeshi Kurata

Ukyo Ogata

Norihiro Akiyoshi

Yasuhiro Hara

Michio Kojima

Ryohta Aoki

Ryo Katayama

A vehicle control device is provided which is capable of properly satisfying an acceleration request from a driver even when the driver performs a step-on operation of an accelerator pedal in the implementation of an ACC mode. The vehicle control device is capable of: a front car follow-up travel mode, in which a driving force and a transmission ratio are controlled based on a first accelerator position (AP) for an inter-vehicle distance to a preceding vehicle to be a target inter-vehicle distance; and an override mode, in which the driving force and the transmission ratio are controlled based on a second accelerator position (AP) determined by an operation of an accelerator operator performed by a driver. Compared with a second transmission characteristic selected in the override mode, in a first transmission characteristic selected in the front car follow-up travel mode, a threshold of the accelerator position at which at least downshift of a transmission (TM) occurs is set to a higher value or an amount of change of the transmission ratio along with the downshift of the transmission (TM) is set to a lower value.

Vehicle control device

A shift-by-wire system includes an actuator, a detent plate, a detent spring, a control unit, and a display device. The control unit includes a first position learning unit, a second position learning unit, and a power-on determination unit. When the power-on determination unit determines that the power on is the post-instantaneous interruption on while the vehicle power is turned on, the first position learning unit learns the first reference position or the second position learning unit learns the second reference position, (i) in a case where the display device still displays the N-range after the target-range determination unit determines the target range to the R-range while the display device displays the N-range or (ii) in a case where the display device displays the N-range after the target-range determination unit determines the target range to the N-range while the display device displays the R-range.

Shift-by-wire system

An apparatus for controlling automatic transmission includes: an automatic gear-shift mode for automatically selecting a gear position based on a driving condition of a vehicle; and a manual gear-shift mode for selecting the gear position based on an output of an up-shift instructing unit or a down-shift instructing unit, and sets a predetermined time period for maintaining the manual gear-shift mode when the up-shift instructing unit is operated, to be shorter than the predetermined time period when the down-shift instructing unit is operated, when the gear position is at or higher than a predetermined gear position.

Control apparatus for automatic transmission

A hydraulic control apparatus for a vehicle including a first flow path leading oil discharged from a first hydraulic pump to a driving unit, a second flow path leading oil discharged from a second hydraulic pump to a lubrication unit, a flow path switching unit switching a flow path, and a controller controlling the flow path switching unit so as to lead the oil discharged from the second hydraulic pump to the first flow path when inoperation of an accelerator is detected and vehicle speed less than or equal to a predetermined value which is greater than 0 is detected, and to lead the oil discharged from the second hydraulic pump to the lubrication unit when operation of the accelerator is detected or vehicle speed greater than the predetermined value is detected.

Hydraulic control apparatus

A shift position switch controller includes a reference position learner, learning a reference rotation position of an electric motor in a reference shift position, a target position setter, while setting a target rotation position based on an absolute rotation position detected by an absolute position detector until a satisfaction of a first condition, which is an initialization of a learned reference rotation position in the reference shift position or a second condition, which is a post-switch shift position being set as the reference shift position in a shift position switch instruction that is input after the initialization of the learned reference rotation position, and setting the target rotation position based on a rotation position that is detected by a rotation position detector with reference to the reference rotation position serving as a rotation start position.

Shift position switch controller

A road surface friction coefficient calculator is to detect a coefficient of friction on a road surface. A braking force calculator is to detect the braking force of a vehicle. A decelerating calculator is to determine whether the vehicle transitions to a decelerating travel mode. The pulley pressure controller is to control pulley pressure in a belt-driven continuously variable transmission. The pulley pressure controller is to increase the pulley pressure by an additional amount when the decelerating calculator determines the vehicle transitions to the decelerating travel mode while the coefficient of friction detected by the road surface friction coefficient calculator is equal to or lower than a reference value. The pulley pressure controller is to reduce the additional amount when the braking force calculator detects an increase in the braking force in the decelerating travel mode.

Pulley pressure control apparatus for belt-driven continuously variable transmission

A control device includes: a clamping force determination unit that determines a clamping force Fs so that a transmission gear ratio R of a stepless transmission is a target transmission gear ratio; a correction unit that corrects the clamping force Fs determined by the clamping force determination unit, based on an oil temperature TO of a lubricant interposed between each of pulleys and a belt and the transmission gear ratio R; and a clamping force control unit that controls clamping of the pulleys and to be performed with the clamping force Fs corrected by the correction unit.

Control device for stepless transmission

In a skid detecting apparatus for a vehicle having an engine and a CVT changing an output of the engine in speed to drive front wheels and rear wheels, it is configured to detect rotational speeds of one of the front and rear wheels, sequentially calculate accelerations (wheel accelerations var, var) of the one of the wheels based on the detected rotational speeds, calculate a ratio (var/var) between two accelerations of the same wheel calculated at different time points among the sequentially-calculated accelerations (S), compare the ratio between the two accelerations with a predetermined value (S) and determine that the one of the wheels has skidded or some or all of the wheels including the one have skidded when the calculated ratio between the two accelerations exceeds the predetermined value (S).

Skid detection apparatus for vehicle

In an apparatus for controlling a CVT that transmits power of an engine to driven wheels with hydraulic clamping pressure supplied from a hydraulic mechanism to clamp the belt from laterally-sided pulleys, it is determined whether the ABS operation of the ABS mechanism (to reduce braking force to be applied to the driven wheels when the driven wheels are locked) is delayed, and set hydraulic clamping pressure is increased when the ABS operation is determined to be delayed, while the set clamping pressure is maintained as it is when the operation of the ABS mechanism is determined to be not delayed.

CVT control apparatus

In an apparatus for detecting a skid occurred on a four-wheel drive vehicle having a prime mover and a transmission, an actual rear right/left wheel speed ratio between the rear right/left wheel speeds is calculated based on detected front and rear wheel rotational speeds, a front/rear wheel slip ratio during grip-driving is calculated by retrieving characteristics of a front/rear wheel slip ratio set with respect to a rear right/left wheel speed ratio using the calculated actual rear right/left wheel speed ratio, an actual front/rear wheel slip ratio is calculated based on the detected front wheel rotational speed and the rear wheel rotational speed, and occurrence of skid is then determined based on a difference between the calculated front/rear wheel slip ratio during grip-driving and the calculated actual front/rear wheel slip ratio.

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.

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Wako, Japan

Yuichiro Takemori