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序号	专利名	申请号	申请日	公开（公告）号	公开（公告）日	发明人
181	DIRECT COUPLING CONTROL METHOD FOR AUTOMATIC TRANSMISSION	JP30028691	1991-11-15	JPH05141525A	1993-06-08	NARUSE TOSHITAKA
PURPOSE:To prevent such inconvenience that an engine stops due to strong tread on the brake pedal, improve the effect of engine braking, if possible, and broaden a fuel cut driving range to improve fuel consumption in such engine braking that an internal combustion engine and a speed change gear are directly coupled with the direct coupled mechanism of a driving force transmission actuated. CONSTITUTION:When a direct coupled mechanism is operated in the speed range in which engine brake can be actuated, S12, the fact that the driver operated a brake device is detected, S14, the actuation of the direct coupled mechanism is canceled. It is desirable that the driver operates the brake device and when the temperature of outside air is a specified value or less, S16, the actuation of the direct coupled mechanism is canceled. Or, it is desirable that the driver operates the brake device and when the change rate of the speed of the drive wheels is a negative value or less, S18, the actuation of the direct coupled mechanism is canceled.
182		JP27429184	1984-12-28	JPH0475415B2	1992-11-30

183	DIFFERENTIAL PRESSURE SENSOR AND AUTOMATIC TRANSMISSION	JP3934290	1990-02-20	JPH03244873A	1991-10-31	MOMIYAMA FUJIO
PURPOSE:To improve the extent of control accuracy by conducting the measured differential pressure into a high pressure chamber and a low pressure chamber of a cylinder partitioned off by a piston, and having a beam or piston rod stuck with a strain gauge elastically deformed by movements of the piston. CONSTITUTION:In a differential pressure sensor 10 available for a hydraulic circuit or the like of an automatic gear for vehicle use, the inside of a bore 12 of a cylinder body 11 is partitioned into a high pressure chamber 14 and a low pressure chamber 15 by means of a piston 13, and a ball end 24 at the tip of an elastic beam 16, whose base end is locked, is engaged with a ring groove 23 of the piston 13, then each strain gauge 17 is stuck to both the sides. When high pressure side hydraulic pressure of the hydraulic circuit is guided into the high pressure chamber 14 and low pressure side hydraulic pressure into the low pressure chamber 15, respectively, the piston 13 is moved by the differential pressure, having the elastic beam 16 elastically deformed, and a signal conformed to the differential pressure is taken out of the strain gauge 17 via a lead 25, then it is fed back to a hydraulic controller. Thus improvement in control accuracy is well promotable.
184	HYDRAULIC PRESSURE CONTROL DEVICE FOR AUTOMATIC TRANSMISSION	JP32721389	1989-12-19	JPH03189452A	1991-08-19	TAKIZAWA SATORU
PURPOSE:To prevent the time of speed change from varying, by setting the hydraulic pressure for a friction element during speed change in accordance with a control value corresponding to a transmission torque which is determined in accordance with an intake-air volume and an rotational speed of the output shaft of an automatic transmission, and with a control value corresponding to an inertia. CONSTITUTION:An automatic transmission shifts the speed from one speed stage to another speed stage by changing friction elements which are hydraulically operated. Upon such speed change, an hydraulic pressure setting means determines control values corresponding respectively to a transmission torque and an inertial an intake volume for an engine and a rotational speed of the output shaft of an automatic transmission or a rotational speed proportional to the latter, which are detected respectively by an intake-air volume detecting means and a rotational speed data detecting means, and sets a hydraulic pressure for the friction elements in accordance with the control values. Thus, the hydraulic pressure which is set synthetically, can be self-compensated in accordance with a variation in the output of the engine. Thereby it is possible to prevent the time of speed change from varying and to reduce the variation of speed quality.
185	FOUR SPEED-RATIO AUTOMATIC TRANSMISSION	JP12548689	1989-05-18	JPH0226347A	1990-01-29	UORUTAA EDOUIN DAGETSUTO; SUTANRII JIEI ZARATSUKI
PURPOSE: To provide three lower forward speed ratios with automatic shift by providing a first overrunning clutch for connecting a sun gear and a ring gear of a first gear unit only in unidirectional driving. CONSTITUTION: A fourth speed ratio is obtained by stopping a sun gear 62 of a first planetary gear unit, and integrally driving a second gear unit by the output power of the first gear unit. Three lower forward speed ratios can be obtained with automatically shift by a first overrunning clutch 94 for connecting a rotation member of the first gear unit without increasing torque or reducing speed. A second and a third gear unit cooperate with each other to selectively actuate clutches or brakes to connect or stop members of subsequent gear unit to increase torque. At the lowest speed ratio, a second overrunning clutch stops the rotation of a carrier of the third gear unit.
186	ENGINE TORQUE CONTROL DEVICE FOR VEHICLE	JP27365085	1985-12-05	JPS62131831A	1987-06-15	IWATSUKI KUNIHIRO; SHINDO YOSHIO
PURPOSE:To reduce shocks associated with changing speeds and to improve durability of a friction engagement device by making it possible to set an optimum amount of torque reduction regardless of intake air pressures, coolant temperatures, oil temperatures, etc. of an engine during driving. CONSTITUTION:An air flow meter 12 is provided with an intake air sensor 100, a throttle valve 14 with a throttle sensor 102, a distributor 38 with a crank angle sensor 108, and an ECT with a vehicle speed sensor 110, a shift position sensor 112, etc. Outputs from these sensors are inputted to an engine computer 40. The engine computer 40, computing fuel injection amount and optimum ignition timing using input signals from the said sensors as parameters, controls an ignition coil 44 as well as an injector 22. The said computer also performs engine torque reduction during speed changes means of ignition timing delay.
187	Speed change control method of automatic transmission for vehicle	JP24927684	1984-11-26	JPS61129340A	1986-06-17	IWATSUKI KUNIHIRO
PURPOSE: To allow required and full torque changes at the optimum period by dividing a process that changes the engine torque into a number of partitions and changing the engine torque change amount in the section. CONSTITUTION: The output coming from a suction temperature sensor, throttle sensor, water temperature sensor, O ₂ sensor, crank angle sensor, car speed sensor, and shift position sensor is input to an ECU40. The ECU40 calculates the fuel injection using the input signals coming from each sensor as the parameter and controls an injector. On the other hand, an ECT computer 50 is provided with an output interface circuit 50 that outputs control signals to the solenoids S ₁WS ₃ of an automatic transmission according to the arithmetic processing result of a CPU50A. The ECU40 receives the ECT50 speed information and executes the engine torque down control. In addition, the ECT50 outputs the lock up clutch command. COPYRIGHT: (C)1986,JPO&Japio
188	無段変速機の制御装置	JP2016086921	2016-04-25	JP6799384B2	2020-12-16	高橋慶考; 竹内裕介

189	車両の制御装置	JP2016124943	2016-06-23	JP6700117B2	2020-05-27	勝城勝

190	シフト制御装置	JP2018090169	2018-05-08	JP2019196795A	2019-11-14	堀文貴; 藤井直樹
【課題】モータの停止位置の精度を向上させることができるシフト制御装置を提供すること。【解決手段】シフト制御装置は、3相モータを駆動させて、3相モータのコイルから発生する逆起電圧からモータの回転数パルスを生成し、生成した回転数パルスをカウントした制御用カウント数が、補正値によって補正された目標制御カウント数に達するか否かを判定する(S4,S5)。そして、シフト制御装置は、ステップS5にて制御用カウント数が目標制御カウント数に達したと判定されると、3相モータの駆動を停止させる(S6)。補正値は、シフト制御装置に車両搭載時の負荷を与えてモータを駆動させた状態で、3相モータの出力軸の実回転量を回転数パルスのカウント数に換算した換算値と、その状態で、逆起電圧から生成した回転数パルスをカウントした補正値用カウント数との差分である。【選択図】図2
191	無段変速機の制御装置	JP2016086921	2016-04-25	JP2017198232A	2017-11-02	高橋慶考; 竹内裕介
【課題】新たなタイマの追加や通信仕様の変更なく、ソーク時間を推定してエンジン始動後の1回目のクラッチ締結の遅れを解消可能な無段変速機の制御装置を提供する。【解決手段】制御装置1は、前進クラッチ31b又は後進クラッチ31cを締結する場合にプリチャージフェーズと締結フェーズとにより油圧回路41の油圧制御を行うクラッチ制御部10cと、エンジン2の冷却水温を検出する冷却水温センサ22と、外気温を検出する外気温センサ21と、エンジン2の停止時の冷却水温と外気温及びエンジン2の始動時の冷却水温と外気温を用いてニュートンの冷却の法則に基づいてエンジン2の停止時から始動時までのソーク時間を推定するソーク時間推定部10aと、エンジン2の始動後の1回目の前進クラッチ31b又は後進クラッチ31cの締結時にソーク時間を用いてプリチャージフェーズのプリチャージ時間を補正するプリチャージ時間補正部10bとを備える。【選択図】図1
192	油圧機器の制御装置	JP2017090322	2017-04-28	JP2017138005A	2017-08-10	竹平陽介; 河住拓郎
【課題】エンジン始動時に駆動トルクが油圧ポンプに伝達される際のサージ圧の発生を抑止して、油圧ポンプや油圧装置の負荷を軽減し、耐久性を向上させる。【解決手段】エンジンで駆動されるオイルポンプ11を油圧供給源として作動する油圧機器の制御装置であって、エンジンとオイルポンプ11との間に介装されたクラッチ4と、エンジンの作動中に、油圧機器6の作動に必要な吐出圧を達成する第1必要トルク容量で締結するようにクラッチ4に指令を出力する第1の指令部103aaと、エンジンの始動時に、第1必要トルク容量よりも所定量低下させた第2必要トルク容量で締結するようにクラッチ4に指令を出力する第2の指令部103abとを有し、エンジン停止時間が所定時間経過した後にエンジンが始動されると第2の指令部103abが指令を出力し、エンジン停止時間が所定時間経過する前にエンジンが始動されると第1の指令部103aaが指令を出力する。【選択図】図1
193	Part temperature estimating device and part temperature estimating method	JP2009127587	2009-05-27	JP2010276074A	2010-12-09	YUASA RYOHEI
PROBLEM TO BE SOLVED: To highly accurately estimate the temperature of a part mounted on a vehicle, while restraining a cost increase. SOLUTION: An ECU executes a program including a step (S100) of calculating the initial temperature, a step (S102) of estimating the heat source temperature, a step (S104) of acquiring a vehicle state, a step (S106) of calculating a heat transmission ratio correction quantity, a step (S108) of calculating a temperature correction quantity, a step (S110) of calculating the rising temperature, a step (S112) of calculating the lowering temperature and a step (S114) of estimating the clutch temperature. COPYRIGHT: (C)2011,JPO&INPIT
194	Vehicle failure detector	JP2008170902	2008-06-30	JP2010007831A	2010-01-14	OGURA HIROYUKI; KATO SHINJI
<P>PROBLEM TO BE SOLVED: To provide a vehicle failure detector correctly detecting failure of an automatic transmission regardless of a change in output characteristics of an internal combustion engine. <P>SOLUTION: A detection prohibiting area is changed according to the change in the output characteristics of the engine 10, and the failure of the automatic transmission 14 is detected based on the changed detection prohibiting area. Therefore, the failure of the automatic transmission 14 is detected, for example, within an area in response to the change in the output characteristics of the engine 10 based on a change in types of fuels. Accordingly, it is possible to perform normal failure detection of the automatic transmission 14. <P>COPYRIGHT: (C)2010,JPO&INPIT
195	Control device of automatic transmission	JP2008074473	2008-03-21	JP2009228773A	2009-10-08	CHIYODA MASASHI; SAKURAI TAMAKI
PROBLEM TO BE SOLVED: To prevent inconvenience from being caused by low oil temperature, even when oil temperature estimating accuracy is poor. SOLUTION: An electronic control unit 10 starts time counting by a timer 22 when an IG detecting means 21 detects that an ignition switch is turned off, and acquires the cooling water temperature of engine cooling water at its time from a cooling water temperature sensor 18, and preserves its value in a memory 23. The electronic control unit 10 finishes the time counting of the timer 22 when the IG detecting means 21 detects that the ignition switch is turned on, and preserves counted time in the memory 23 as elapsed time. The electronic control unit 10 estimates the final arrival temperature (that is, the substantial outside air temperature) of the oil temperature, by executing predetermined arithmetic operation processing, by using the elapsed time and the last time engine cooling water temperature preserved in the memory 23 and the engine cooling water temperature acquired this time from the cooling water temperature sensor 18 in outside air temperature estimating processing the later. COPYRIGHT: (C)2010,JPO&INPIT
196	Drive and control method of the vehicle	JP2008020901	2008-01-31	JP4341717B2	2009-10-07	創加藤; 由充横内; 邦生武田; 秀人渡邉; 政行田中
When the condition for starting an engine (50) is satisfied, the controller (90) executes the lock switching control in which the wheels (88) are forcibly locked by the brake device (86) and the parking lock mechanism (200) is released to unlock the driveshaft (step S4, step S5), and then the controller (90) executes the cranking control (step S6) in which the engine (50) is started by the motor-generator (MG1).
197	Transmission ratio control device for a continuously variable transmission for a vehicle	JP2002313882	2002-10-29	JP4119223B2	2008-07-16	仁五家; 稔菖一; 中谷村; 薫近藤

198	Vehicle and its control method	JP2006308117	2006-11-14	JP2008121827A	2008-05-29	JINNO KUNIHIKO
PROBLEM TO BE SOLVED: To make fuel consumption of a vehicle and quick securing of heating performance compatible according to instruction of putting priority on the fuel consumption. SOLUTION: When an economical switch signal ESW is turned ON when request for increasing heating performance is performed and even when the request is not performed, based on a cooling water temperature Tw, an outside air temperature Tout and a first lock up allowing vehicle speed setting map in which locked up frequency becomes high, a lock up allowance vehicle speed Vr is set to lock up a lock up clutch (S130, S150-S190). When the economical switch signal ESW is turned OFF when the request for increasing the heating performance is not performed, by using a second lock up allowing vehicle speed setting map in which frequency for locking up it is low, the lock up allowing vehicle speed Vr is set to lock up the lock up clutch (S140, S150-S190). COPYRIGHT: (C)2008,JPO&INPIT
199	Control method and device for a continuously variable transmission	JP2001329715	2001-10-26	JP4025054B2	2007-12-19	光男吉田; 俊浩柏原; 亮介浅岡; 重行田中; 雅人石尾; 敏宏野崎

200	Failure detection device for oil temperature sensor	JP2005357186	2005-12-12	JP2007162764A	2007-06-28	MURASUGI AKIO; MIZOBUCHI MASAYASU; NOMOTO HISATOKU
PROBLEM TO BE SOLVED: To suppress erroneous detection of a failure of an oil temperature sensor while suppressing delay of failure detection and decrease in detection frequency. SOLUTION: An ECU executes a program including the steps of: setting a threshold value KJ, a threshold value RJ, and a threshold value SK so that these values are higher compared to when the oil temperature and the outdoor air temperature are low at starting of an engine (S150); and detecting a failure of the oil temperature sensor (S190) when the oil temperature of an automatic transmission is lower than a threshold value THO (YES in S180), in a state that the following conditions are satisfied: the elapsed time from start of the engine is the threshold value KJ or more; the accumulated time in the accelerator-on state is the threshold value RJ or more; the accumulated traveling distance of a vehicle is the threshold value SK or more (YES in S160). COPYRIGHT: (C)2007,JPO&INPIT

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