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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
121	OPERATING METHOD AND DEVICE FOR AUTOMATIC TRANSMISSION	JP20988294	1994-09-02	JPH07167282A	1995-07-04	HON TSUAN
PURPOSE: To optimize a switching point of gear shift and save fuel by setting the gear ratio by comparing a first signal based on the output revolution of an automatic transmission and/or a second signal based on transmission output torque with a threshold value. CONSTITUTION: When additional load 18 does not apply a load value m- klima to a drive device 11, the output of the engine output speed n- mot generated by an internal combustion engine 11 and the engine output torque mm mot is supplied to a torque converter 12, and the output of the output revolution n- ab of an automatic transmission 13 and the output torque m- ab is applied to a dive wheel 14. In this case, the gear ratio of the automatic transmission 13 is so set that the drive device 11 may be operated in the operating range of the suitable consumption, the gear ratio is set by comparing a first signal based on n- mot and/or a second signal based on m- mot with a threshold value mo- ab- sts, and the threshold value mo- ab- sts is determined by a parameter for controlling maximum torque to be supplied from the drive device 11 to the transmission 13.
122	HYDRAULIC CONTROL DEVICE OF AUTOMATIC TRANSMISSION FOR CAR	JP18599193	1993-07-28	JPH0742826A	1995-02-10	TABATA ATSUSHI; HOJO YASUO; KAIGAWA MASATO; KONO KATSUMI; HANEBUCHI RYOJI; KIMURA HIROMICHI; FUKATSU AKIRA; ANDO MASAHIKO; YAMAMOTO YOSHIHISA
PURPOSE:To provide a hydraulic control device for automatic transmission of car, with which no hindrance is given to the running of a car even if such a failure has occurred that a lockup relay valve is positioned on the side of engaging a lockup clutch. CONSTITUTION:If a failed condition sensing means 160 senses such a failure that a lockup relay valve 98 is positioned on the side of engaging a lockup clutch 24, an at-failure control means 162 works so that a lockup control valve 100 lowers the oil pressure POFF in the release side oil chamber 116 on the condition that the car speed V is higher than the predetermined judging reference value beta. When the car speed V is lower than beta, on the other hand, the output pressure PSLU is controlled so that the lockup control valve 100 boosts the oil pressure POFF in the release side oil chamber 116, which eliminates possible drop of the durability likely caused by trailing of the lockup clutch 24 and makes it practicable for the car to run.
123	AUTOMATIC TRANSMISSION FOR VEHICLE	JP5321290	1990-03-05	JPH03255258A	1991-11-14	ASADA TOSHIYUKI; TOMOMATSU HIDEO; HOJO YASUO
PURPOSE:To provide surely travel without shortage of a driving force and occurrence of slippage by changing vehicle speed in the atmospheric temperature lower than a predetermined value into a speed change stage in which a difference of change gear ratio between the speed change stage and the existing speed change stage is smaller than that of the speed change stage determined on the basis of an engine load and vehicle speed. CONSTITUTION:An electronic control unit E calculates a speed change stage to be set on the basis of the input data of vehicle speed, throttle opening, shift position signal, cooling water temperature, atmospheric temperature and the like to output signals to a hydraulic controller C. Then the atmospheric temperature is measured to be lower than a predetermined value, the speed change stage is changed to another one having a changing amount smaller than that of the speed change stage determined by at least two factors of throttle opening and vehicle. Namely, since a road surface has a high possibility of freezing in a low atmospheric temperature, the speed change in such a case is achieved with small variation of torque, resulting in the difficulty of slippage of a tire and the performance of stable travel.
124	SPEED CHANGE CONTROL DEVICE FOR AUTOMATIC TRANSMISSION	JP32831889	1989-12-20	JPH03189459A	1991-08-19	FUKUMOTO TAKAFUMI
PURPOSE:To carry out speed change control coping with a decrease in the density of intake-air during running on a high land, in a high temperature area or the like, by controlling the speed change in such a speed change pattern that is compensated so as to cope with an actual engine output power in accordance with a detected density of an intake-air. CONSTITUTION:An air density detecting means detects an intake-air flow rate for engine output control values such as a throttle valve opening degree and the like, an engine torque detected by a torque sensor or the like, and an actual engine output condition obtained by a basic fuel injection volume or the like. Accordingly, when the engine output power is insufficient, an intake-air density condition such as a decrease in the intake-air density or the like, is detected. Further, a speed change control means carries out, in accordance with the detected intake-air density, a speed change pattern which is compensated so that shift-up is made by an engine output power control which is larger than that in a usual speed change pattern if it is determined that the intake-air density is for example, lower than a reference value. Thereby it is possible to carry out the speed change control coping with a true engine output, irrespective of variations in the intake-air density.
125	SPEED CHANGE CONTROL DEVICE OF AUTOMATIC TRANSMISSION	JP32343289	1989-12-13	JPH03186652A	1991-08-14	IWATSUKI KUNIHIRO
PURPOSE:To make a clutch-to-clutch speed change possible with a small speed change shock by providing such constitution as to reduce engine torque while to hold it almost at a fixed value during a hold control. CONSTITUTION:During a hold control, engine torque is positively reduced and held almost at a fixed value in no relation to an accelerator pedal. Accordingly, responsiveness is improved, because torque, given to friction engaging device C2, B2, is decreased by the amount of reducing the engine torque, and a rotational speed is quickly changed by a similar change of oil pressure. Furthermore, because the engine torque is not only reduced but also held almost to the fixed value, a feedback control is made executable in good stability without generating a disturbance such as change of the engine torque. As a result, hold performance in the vicinity of a synchronous rotational speed can be improved, and a clutch-to-clutch speed change can be realized by a small speed change shock.
126	INTEGRAL CONTROLLER FOR AUTOMATIC TRANSMISSION AND ENGINE	JP29146085	1985-12-24	JPS62149524A	1987-07-03	IWATSUKI KUNIHIRO; SHINDO YOSHIO
PURPOSE:To get rid of nonconformity due to trouble in a sensor system, by installing such a device that judges the trouble in the sensor system for determinating the timing of an engine torque alteration, while suspending the engine torque alteration at the time of trouble happening, and changing the altering point of a shift map to be lowish. CONSTITUTION:Engagement of a frictional engaging device is selected by a hydraulic controller 60, while a shift step is selected according to the shift map preset to an ETC computer 50, and simultaneously engine torque is altered as far as the specified value by an engine computer 40. In this case, when a sensor system for determinating the timing of an engine torque alteration is judged as being out of order, the engine torque alteration is suspended by the computer 40, so that an altering point of the shift map of the computer 50 is changed to be rather lowish. With this constitution, such a possibility that a gear shifting characteristic is sharply deteriorated and/or durability in the frictional engaging device goes down will never happen even when the sensor system gets out of order.
127	SHIFT CONTROLLING METHOD FOR AUTOMATIC TRANSMISSION	JP11185385	1985-05-24	JPS61271133A	1986-12-01	HAYASHI KAZUHIKO; AZEYANAGI SHIGERU; IWATSUKI KUNIHIRO
PURPOSE:To relieve a shift impact, by controlling the extent of engine output torque in accord with an engaging state of a transmission at a time when the transmission is shifted according to a shift indication, while judging starting and resetting timing of this torque control on the basis of the equalized engine speed. CONSTITUTION:An electronic control automatic transmission (ECT) 900 combined with an electronic fuel injection engine drives and controls solenoid valves S1-S4 inside a hydraulic control circuit 60 in conformity with the shift pattern preset by an ECT computer 50 inputting an opening signal (load signal) out of a carburetor throttle valve and a car speed signal or the like. With this constitution, shift control takes place in controlling a combination of engagement between each clutch C and a brake B (suffixes omitted either). In this case, an engine speed is detected, while the speed is equalized. And, on the basis of this equalized engine speed, starting and resetting timing of engine output torque is judged, and an ignition device and a fuel injection device and so on are controlled on the basis of the judged result.
128	HYDRAULIC NEGATIVE PRESSURE CONVERTER FOR AUTOMATIC TRANSMISSION	JP27429184	1984-12-28	JPS61157856A	1986-07-17	HOSHINO NARIYUKI
PURPOSE:To enable a transmission to automatically change speed immediately after starting by the atmospheric pressure acting on a vacuum diaphragm immediately after starting at low temperature to provide high throttle pressure and line pressure. CONSTITUTION:Current is supplied to a solenoid 54 only before starting immediately after an engine is started at low temperature. When current is supplied to the solenoid 54, a negative pressure pipe path 60 is released to the atmospheric pressure which acts on a vacuum diaphragm 66. Thus, the vacuum diaphragm 66 exerts the largest force to a rod 74 and thereby hydraulic pressure in a port 76 has the highest value. Thus, in spite of high viscosity of oil, an automatic transmission can be set immediately to the transmissible condition.
129	Negative-pressure/power conversion apparatus	JP24328984	1984-11-20	JPS61124752A	1986-06-12	HOSHINO NARIYUKI; KATASE TOSHINARI
PURPOSE: To obtain a high line pressure by constituting a diaphragm by using the material which reduces its elasticity at low temperature and obtaining a strong pushing force at the low temperature. CONSTITUTION: A diaphragm 14 is integrally formed by using fluorosilicone rubber 14b on the one surface of a basic cloth 14a and nitrile rubber 14c on the other surface. When the temperature of the diaphragm 14 lowers, the nitrile rubber 14c which constitutes the diaphragm 14 gradually loses elasticity, and hardens. When operation is restarted in this state, a throttle valve 12 is in the state where the valve is pressed to the most left side by the diaphragm 14 in which the nitrile rubber 14c is hardened, and the throttle valve 12 adjusts the highest oil pressure. Therefore, the highest line pressure can be adjusted by a regulator valve. COPYRIGHT: (C)1986,JPO&Japio
130	Shifting controller and shifting system	US16292746	2019-03-05	US10927952B2	2021-02-23	Satoshi Shahana; Takehiko Nakajima
A shifting controller controls a shifting device of a human-powered vehicle and includes a data acquisition interface, a data storage device, and a control unit. The data acquisition interface is configured to acquire a first reference value of a first variable in relation to the human-powered vehicle. The data storage device has stored therein a shifting condition specified by at least one of a direction of change, an amount of change, and a rate of change that are information on a change in the first variable. The control unit includes a processor that is configured to control the shifting device based on a change in the first reference value and the shifting condition.
131	Powertrain fault management	US15671630	2017-08-08	US10464564B2	2019-11-05	Kenneth James Miller; Thomas G. Leone; Aed M. Dudar
A computer is programmed to determine an occupancy status of a vehicle based on received sensor data; and adjust a parameter of a powertrain of the vehicle in response to data indicating a critical condition of the powertrain based on the occupancy status. The parameter may be one of engine speed, cylinder deactivation, transmission-shift time, and shift schedule.
132	ALTERNATOR DRIVING APPARATUS FOR DRIVING AN ALTERNATOR	US15795715	2017-10-27	US20180355972A1	2018-12-13	Jong Hyuck KIM
An alternator driving apparatus for driving an alternator may include a crank pulley mounted on a crank shaft of an engine, an alternator pulley connected to the crank pulley through a driving belt, an alternator shaft connected between the alternator and the alternator pulley, and a rotation speed varying mechanism configured to vary a rotation speed of the alternator shaft.
133	Method and system for cabin heating	US12758570	2010-04-12	US08403811B2	2013-03-26	Joseph Norman Ulrey; Ross Dykstra Pursifull
Methods and systems are provided for selectively increasing an amount of waste heat generated by an idling engine. An engine output is increased while a transmission output is locked to generate waste heat that may be used to heat the cabin of a stopped vehicle.
134	Apparatus for controlling an automatic transmission	US11013715	2004-12-17	US07384375B2	2008-06-10	Jun Yamada; Tetsuji Kozaki
When a charge control is applied to a clutch during a shifting operation of an automatic transmission, a charge counter of this clutch is set to a predetermined value. When a drain control is applied to the clutch, the charge counter is counted down. In response to renewal of requested gear position during the shifting operation, a judgment is made as to whether the state of charge is clear with respect to hydraulic fluid supplied to the clutch (i.e. to-be-newly-charged clutch) before the charge control is applied to this clutch for establishing a renewed requested gear position. When the charge counter of this clutch is currently counted down, it is decided that the charged condition of hydraulic fluid supplied to the clutch is unclear. Thus, a multi-stage gear shifting control (i.e. replacement or renewal of target gear position) is prohibited, thereby suppressing generation of shift shock.
135	Interactive gear engagement	US10769223	2004-01-30	US07086988B2	2006-08-08	Dennis W Fett; Mark J Poublon; John M Rzepecki, II; Gary K Lowe
A vehicle powertrain has an engine coupled to an electronically-controlled automatic transmission. A method for controlling the vehicle powertrain during a transmission shift from a neutral gear to a drive gear detects a change in a signal indicative of a desired transmission gear change from a neutral gear to a drive gear. An engine idle speed is reduced by a predetermined RPM in response to the change in the signal. The transmission is shifted from the neutral gear into the drive gear upon the engine idle speed being reduced by the predetermined RPM.
136	Hand lever with integrated controller	US10694410	2003-10-27	US20050090368A1	2005-04-28	Sean Rick; Gary Swetish; Alan Simchayoff
The invention provides hand levers having integrated controllers. A hand lever according to the invention may include a housing and a horn controller that is adapted to be electrically connected to a horn. The horn controller, which may include a horn button, is coupled to the housing and is accessible from the exterior of the housing. The controller may also be a speed controller for controlling speed or cruise control. The hand lever is adapted to control at least one of transmission shift position and engine throttle.
137	Hydraulic control apparatus for controlling an engaging state of a lock-up clutch of an automatic transmission	US231658	1994-04-25	US5527233A	1996-06-18	Atsushi Tabata; Yasuo Hojo; Masato Kaigawa; Hiromichi Kimura; Katsumi Kono; Ryoji Habuchi; Akira Fukatsu; Masahiko Ando; Yoshihisa Yamamoto; Mamoru Niimi
A hydraulic control apparatus for an automatic transmission of a motor vehicle, the transmission including a lock-up clutch, the apparatus including a lock-up clutch switching valve device which is operable for selectively placing the lock-up clutch in a fully released, a partially engaged, and a fully engaged state thereof; a hydraulic pressure producing device which produces a hydraulic pressure; an abnormality detecting device which detects an abnormality of at least one of the lock-up clutch and the lock-up clutch switching valve device; and a control device which, when the abnormality detecting device detects the abnormality, operates the hydraulic pressure producing device for one of (a) applying the hydraulic pressure, and (b) inhibiting the hydraulic pressure from being applied, to at least one of the lock-up clutch and the lock-up clutch switching valve device for forcibly placing the lock-up clutch in one of the fully released and fully engaged states thereof.
138	Automatic transmission control system responsive to road surface conditions	US633344	1990-12-27	US5218541A	1993-06-08	Shiro Sakakibara; Yukihiro Osada
A control unit of automatic transmission for vehicle with continuous transmission mechanism which controls torque ratio of a transmission portion of the transmission mechanism by a target torque ratio comprises a road surface condition detecting portion which detects road surface condition according to input from low-.mu. road detecting means and a shift judging processing portion which corrects the target torque ratio with a road surface condition coefficient according to input from the road surface condition detecting portion and which outputs shift command according to the corrected target torque ratio and the actual torque ratio.
139	Shift control system and method using a main throttle and a sub throttle valve for torque control for automatic transmissions	US614121	1990-11-16	US5101687A	1992-04-07	Kunihiro Iwatsuki; Hiromichi Kimura
A shift control system and method for an automatic transmission connected to an engine having engine intake controller includes a detector for detecting the start of an inertia phase at the time of a shift. An intake changing device outputs a first command signal for throttling the opening of the intake controller to such an extent that the engine torque is unvaried for a time period from the output of a command signal for the shift to the start of the inertia phase, and a second command signal for further throttling the opening of the intake controlling, simultaneously as the start of the inertia phase is detected, to drop the engine torque.
140	Electronic method and apparatus for controlling an automatic transmission	US323554	1981-11-20	US4474081A	1984-10-02	Yukio Kinugasa; Hiroki Matsuoka; Takehisa Yaegashi
In an altimetric compensation apparatus and method for a speed change pattern of an automatic transmission, first to third memory locations corresponding respectively to idling, low load and highload conditions of an engine are provided. A feedback air fuel ratio is calculated on the basis of feedback signals from an air fuel ratio sensor. A value in the memory corresponding to the detected running condition of the engine is compensated on the basis of deviation of the feedback air fuel ratio from the base air fuel ratio. When the values in at least two memory locations deviate by at least a predetermined value from the base value, the altimetric compensation value is adjusted and the speed change pattern is altered on the basis of the altimetric compensation value thus obtained.

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