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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
101	Warming-up system for vehicles	JP2008071041	2008-03-19	JP2009228432A	2009-10-08	OHASHI TATSUYUKI; KUDO TOMOHIDE; YATABE FUMIO; FUKUSHIMA SHINYA
PROBLEM TO BE SOLVED: To exactly perform a warming-up operation depending on whether the warming-up of target engine to be warmed up is necessary or not, and save the waste of energy along with unnecessary warming-up operation. SOLUTION: A warming-up system 1 for vehicles includes a thermal storage material 20 which enables thermal storage in overcooled state, a thermal storage device 10 having a nucleating device 25 for releasing the overcooled state of the thermal storage material 20, an automatic transmission 40 warmed up via a hydraulic fluid by the thermal storage device 10, and an electronic control unit (ECU) 50 for controlling the warming-up operation. The ECU 50, upon receiving warming-up instruction, determines whether the warming-up of the automatic transmission 40 is necessary or not based on cooling water temperature detected by a water temperature sensor 38. If the warming-up is unnecessary, for example, an operation of a hydraulic fluid pump (motor-driven pump) 42 disposed in a hydraulic fluid passage 41 is prohibited, alternatively the warming-up operation can be prohibited or suppressed by making electric currents small to reduce the number of revolutions as compared with the time when the warming-up is necessary. Thereby, the waste of electrical energy can be saved. COPYRIGHT: (C)2010,JPO&INPIT
102	Control device for continuously variable transmission	JP2007265875	2007-10-11	JP2009092207A	2009-04-30	AOKI SHOHEI
PROBLEM TO BE SOLVED: To prevent a slip of a belt and to avoid a response delay when starting, in regard to a control device for a belt type continuously variable transmission connected to an internal combustion engine through a clutch. SOLUTION: This control device for continuously variable transmission computes an integrated value of the discharge amount of operating fluid discharged by a hydraulic pump driven by an engine (an internal combustion engine) from an engine start based on the engine speed, and determines whether the computed integrated value of the discharge amount reaches a required charge amount to be required to operate a CTV (continuously variable transmission) or not (S10, S12). When determined that the integrated value of the discharge amount does not reach the required charge amount, connection of a forward clutch of a forward/backward motion switching mechanism is inhibited (S14). COPYRIGHT: (C)2009,JPO&INPIT
103	Automotive drive train control device	JP18605798	1998-07-01	JP3971028B2	2007-09-05	アッハライトナーエルヴィン; グラーフフリートリヒ

104	Control device for automatic transmission	JP2004243586	2004-08-24	JP2006063990A	2006-03-09	JINNO KUNIHIKO
PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission, capable of properly executing neutral control while securing heater performance. SOLUTION: In this control device for an automatic transmission, neutral control is conducted to disconnect the automatic transmission from an engine in a case where prescribed neutral control conditions are satisfied. To the neutral control conditions, conditions for securing heater performance are added, and if neutral control is executed or not is determined based on detected information related to the heater performance. For example, when a heater is on, with outside air temperature of a prescribed value or under, and engine water temperature at a prescribed value or under, the neutral control is prohibited. COPYRIGHT: (C)2006,JPO&NCIPI
105	HYDRAULIC CONTROL DEVICE FOR CONTINUOUSLY VARIABLE TRANSMISSION	JP1410398	1998-01-27	JPH11210873A	1999-08-03	YAMAZAKI TSUTOMU; SAKAI HIROMASA
PROBLEM TO BE SOLVED: To improve operability of a line pressure controlling solenoid and suppress shift shock due to abrupt shift by reducing line pressure by means of the line pressure controlling solenoid valve when abrupt transmission occurs, and increasing heat quantity of the solenoid valve under the low oil temperature. SOLUTION: Shifting of a continuously variable transmission 10 is carried out by driving a transmission control valve by means of a step motor 152 according to command of a transmission controller 1. Line pressure PL is controlled by a line pressure solenoid valve 528. In such a case, the controller 1 to which output signals from input and output shaft rotational sensors 2, 3 and a temperature sensor 50 are input senses abrupt shifting state of the continuously variable transmission 10. When the abrupt shifting state is sensed, the line pressure controlling solenoid 528 is duty-controlled so as to reduce the line pressure. When the sensed oil temperature or outside temperature is lower than the specified value, driving current for the line pressure controlling solenoid valve 528 is increased for promoting heating.
106	DRIVE TRAIN CONTROLLER OF AUTOMOBILE	JP18605798	1998-07-01	JPH1172160A	1999-03-16	GRAF FRIEDRICH; ACHLEITNER ERWIN
PROBLEM TO BE SOLVED: To avoid the reciprocal adverse effects of an engine and a transmission by informing the catalyst regeneration reaction to a transmission control part through an interface which connects the engine and each control part of the transmission mutually so as to postpone a shift process. SOLUTION: A transmission control part 6 postpones a shift change of a transmission 8 as far as catalyst regeneration action is done and even stops it in an extreme case. An engine control part 2 sends a condition signal AS to it through an interface 16 to inform such a special engine condition to the transmission control part 6 and furthermore postpone a shift process or a change of a change gear ratio in the ransmission 8. For example, at the time of shift up according to the present characteristic map, a special shift characteristic map 19 acts to postpone it so as to increase the number of rotation and postpone it so as to decrease the number of rotation at the time of shift down. Consequently, the transmission control part operates without trouble together with the engine control part even at the time of lean operation of an internal combustion engine and uniform operation thereof.
107		JP24167584	1984-11-16	JPH0569735B2	1993-10-01	IWATSUKI KUNIHIRO

108	SHIFT CONTROLLER FOR AUTOMATIC TRANSMISSION	JP29781789	1989-11-16	JPH03157560A	1991-07-05	IWATSUKI KUNIHIRO; KIMURA HIROMICHI
PURPOSE:To improve the extent of responsiveness to a change of engine torque by providing such a means as commanding a throttle valve so as to be closed up to the specified value that is almost nothing of exerting the engine torque at specified timing prior to an inertia phase having shift command time set to a starting point. CONSTITUTION:In this controller, there are provided with a means, commanding a throttle valve so as to be closed up to the specified value that is almost nothing of exerting an engine torque at specified timing prior to an inertia phase having shift command time set to a starting point, a means detecting the inertia phase in speed shifting, and one more means detecting the inertia phase starting and simultaneously commanding the throttle valve so as to be further closed. In brief, a part of the throttle valve is throttled in advance within the range of almost nothing of lowering the engine torque from specified timing prior to the inertia phase having the shift command set to the starting point, whereby torque-down is made so as to be performed at once when the throttle valve is further throttled therefrom simultaneously with the inertia phase starting time.
109		JP644585	1985-01-21	JPS61123264U	1986-08-02

110	JPS6175545U -	JP16024084	1984-10-23	JPS6175545U	1986-05-21

111	制御装置および変速システム	JP2019126979	2019-07-08	JP2021011206A	2021-02-04	謝花聡; 川▲崎▼ 充彦
【課題】人力駆動車の快適な走行に貢献できる制御装置および変速システムを提供する。【解決手段】制御装置は、第1参照値に基づいて規定される第1変速条件に応じて、人力駆動車の変速比を変更する変速装置を制御する制御部を備える。前記制御部は、前記人力駆動車の走行に関する走行情報に基づいて設定される第2変速条件が成立する場合、前記第1変速条件に関わらず前記人力駆動車の変速比を変更する。【選択図】図1
112	変速機の制御装置	JP2017202955	2017-10-19	JP2019078270A	2019-05-23	加茂俊二
【課題】変速機の構成の簡素化や軽量化、小型化を図りながらも、作動油の摩擦抵抗などに起因する引き摺りトルクによって変速機内の部材の動作に対する抵抗が大きくなることや、シンクロナイザーの同期後のインギヤ時間が長くなることを効果的に防止できる変速機の制御装置を提供する。【解決手段】変速機(4)を暖機する暖機制御として、複数の第一駆動ギヤ(43,45,47,49)がいずれも第一入力軸(IMS)に結合しておらず、かつ、出力軸(CS)の回転が停止している状態で、第一動力断接手段(C1)を締結して第一入力軸(IMS)を回転させるか、又は、複数の第二駆動ギヤ(42,44,46,48)がいずれも第二入力軸(SS)に結合しておらず、かつ、出力軸(CS)の回転が停止している状態で、第二動力断接手段(C2)を締結して第二入力軸(SS)を回転させる。【選択図】図5
113	惰性走行制御方法及び惰性走行制御装置	JP2015146038	2015-07-23	JP2017025816A	2017-02-02	土屋輝昌; 田原雅彦; 手塚淳; 渡辺崇光; 小池智之; 小石瑛文
【課題】低摩擦係数路の走行中の車両における惰性走行から通常走行への切り替えを防止する。【解決手段】惰性走行制御方法において、路面の摩擦係数が所定摩擦係数以下であることを検出したか否かを判定する処理と、路面の摩擦係数が所定摩擦係数以下であることを検出した場合に車両のエンジンへの燃料供給を停止して走行する惰性走行の開始を禁止する処理とをコンピュータに実行させる。【選択図】図3
114	変速機の制御装置および制御方法	JP2012037766	2012-02-23	JP5772655B2	2015-09-02	森山英二; 橋爪真; 藤岡博之; 井上隆宏

115	Control method of the high-temperature operation mode of the electronic control automatic transmission	JP2000578577	1999-10-16	JP4381608B2	2009-12-09	カイ‐ウベ、ヘルプスター; トーマス、マウツ; フランツ‐ヨーゼフ、シューラー; フリーデマン、ヤウフ; マルクス、ヘンネケン
The invention relates to a method for controlling a high-temperature operating mode of an automatic transmission wherein at least one value of an actual engine (CMO) or transmission (CGT) temperature is continuously measured. In the electronic control unit several gear shift control programs are stored and are accessed at normal operating temperatures according to an evaluation counter provided with a driving activity characteristic. It is proposed that the evaluation counter be provided with a high-temperature operating value (MAX(UDCHMMO, UDCHMGT)) with which is associated a gear shift program which also has temperature-lowering properties when the actual temperature value (CMO, CGT) is higher than a first limit value (MOMIN, GTMIN).
116	Control device for hybrid vehicle	JP2008110290	2008-04-21	JP2009255873A	2009-11-05	HIRATA TAKESHI
<P>PROBLEM TO BE SOLVED: To provide a control device of a hybrid vehicle by which the achievement of a motor assist shift, cooperative regeneration under shift and the prevention of a feeling of rush-out in shift are made compatible. <P>SOLUTION: This control device of the hybrid vehicle constituted by drive-connecting an engine, a motor generator (hereinafter also described as MG) and a transmission is configured to set revolution equivalent to the next shift stage with the torque of the engine or MG in shift. As regards MG torque which is made available for the revolution feedback control of the input revolution, the summed-up value of engine torque and MG torque in coast-down shift is restricted from transmission target output torque and the target change speed of the input revolution in shift. <P>COPYRIGHT: (C)2010,JPO&INPIT
117	Drive control device	JP2008087884	2008-03-28	JP2009243498A	2009-10-22	KOBAYASHI YASUHIKO
PROBLEM TO BE SOLVED: To provide a drive control device protecting a driver for an electric pump motor without implementing a heat countermeasure through structural modification or layout modification. SOLUTION: This drive control device includes: a mechanical pump MP operated by rotational driving force of an input member 3 drivingly connected with a drive power source 11; an electric pump EP supplementing the mechanical pump; and an electric pump driver 28 controlling a drive current to a motor of the electric pump. A driver temperature evaluation means 50 and an electric pump control means 31 are provided. The driver temperature evaluation means 50 evaluates the temperature of the electric pump driver. The electric pump control means 31 cuts off the power source of the electric pump driver if it is determined by the driver temperature evaluation means during operation of the electric pump driver that a prescribed first warning state pertaining to the temperature of the electric pump driver has been reached. COPYRIGHT: (C)2010,JPO&INPIT
118	Air-conditioner control device for automobile	JP2005080657	2005-03-18	JP2006256583A	2006-09-28	UENO MUNETAKA; KOBAYASHI KIYOSHI; MURASUGI AKIO
<P>PROBLEM TO BE SOLVED: To provide an air-conditioner control device for an automobile capable of increasing the discharge of a refrigerant even when the capacity of a compressor of the air-conditioner for the automobile is small. <P>SOLUTION: The air-conditioner control device has an indoor temperature sensor 21 to measure the indoor temperature, an outdoor temperature sensor 22 to measure the outdoor temperature, and an up-shift limit instruction unit 25 to instruct the up-shift of a transmission 40 so as to be limited in a predetermined range with respect to a transmission control unit 41 based on each measurement value of the indoor temperature sensor 21 and the outdoor temperature sensor 22 in an automobile having the transmission 40 to perform the automatic speed change according to the running state of the automobile, a transmission control unit 41 to control the transmission 40, and an air-conditioner 10 in which a compressor 11 is driven by an engine 30. By limiting the up-shift of the transmission 40 by the up-shift limit instruction unit 25, and increasing the engine speed thereby, the capacity of the compressor 11 is increased, and the cooling performance of the air-conditioner 10 is enhanced. <P>COPYRIGHT: (C)2006,JPO&NCIPI
119	CONTROL DEVICE FOR CONTINUOUSLY VARIABLE TRANSMISSION FOR VEHICLE	JP2000114696	2000-04-17	JP2001295918A	2001-10-26	TAKAGI ISAO
PROBLEM TO BE SOLVED: To provide a control device for continuously variable transmission for vehicle with excellent fuel consumption by preventing the generation of slip of a power transmitting member and restricting the power loss when an atmospheric air sensor or an intake air temperature sensor is out of order. SOLUTION: In the case where an intake air temperature detecting means abnormality determining means 84 determines abnormality of an intake air temperature sensor 68, an emergency pinching force changing means (emergency contact pressure changing means) 86 changes the pinching pressure (contact pressure) of a power transmitting belt (power transmitting member) 48 to a value corresponding to a predetermined temperature near the lowest value in the intake air temperature range, for example, -25 deg.C, and slip of the power transmitting belt 48 is thereby prevented. Since the engine output torque TE can be changed in relation to a parameter such as the intake air quantity Q, the engine speed NE, or the atmospheric air pressure PA similarly with a conventional one, excessive rise of the belt pinching force can be prevented. Power loss is restricted and the fuel consumption is improved.
120	METHOD FOR CONTROLLING OPERATING DEVICE OF TRANSMISSION	JP16166094	1994-07-14	JPH0828699A	1996-02-02	KAWAMURA ATSUSHI
PURPOSE:To thaw a solenoid valve by energizing the solenoid of the solenoid valve for a longer time than the normal energizing time when the solenoid valve is frozen and an actuator for operating the shift is not actuated, and the gear is engaged at the low position or the reverse position. CONSTITUTION:An actuator 10 for operating the shift is actuated to the prescribed position by switching a change lever to the prescribed position of the shift pattern to selectively actuate either of solenoid valves 23-25 by a controller B to receive the positional signal. When the position of the actuator 10 is not confirmed at the neutral position to the neutral command signal of the controller B, the starting of a starter 97 is set to be impossible. At the same time, the coils of the solenoid valves 23-25 are energized for a longer time than the normal energizing time. This constitution overheats the coils to thaw the solenoid valves 23-25.

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