JATCO Ltd Patent applications |
Patent application number | Title | Published |
20160138687 | CONTINUOUSLY VARIABLE TRANSMISSION MECHANISM - The present invention has a mechanical rotation drive mechanism ( | 05-19-2016 |
20160125670 | FAILURE DETERMINATION DEVICE OF HYBRID VEHICLE AND ITS FAILURE DETERMINATION METHOD - A failure determination device of a hybrid vehicle, includes an engine, a motor arranged in series with the engine, a clutch arranged between the motor and a driving wheel, a pressure adjusting mechanism that adjusts hydraulic pressure supplied to the clutch, and that performs wet start clutch control for adjusting the hydraulic pressure, supplied to the clutch at least upon starting, to the hydraulic pressure causing the clutch to slip, and a controller configured to calculate required driving force on the basis of accelerator opening, and calculate torque capacity of the clutch, required for transmitting the required driving force by the clutch, as target torque capacity, calculate actual torque of the engine and actual torque of the motor, and calculate a torque deviation as a deviation between the target torque capacity and a sum of the actual torque of the engine and the actual torque of the motor. | 05-05-2016 |
20160097450 | TRANSMISSION AND CONTROL METHOD OF TRANSMISSION (as amended) - A transmission including a variator capable of continuously changing a speed ratio, a stepped transmission mechanism arranged in series with the variator and in which a gear position is switched and a shilling control unit executing stepped shifting repeatedly performing a shifting suppression phase and an upshift phase when a stepped upshift shifting condition is satisfied is provided, and the shifting control unit completes a change from an n-th gear position of the stepped transmission mechanism to an n+1 gear position if the stepped transmission mechanism is at the n-th gear position before the through speed ratio reaches a Highest speed ratio of the variator when the stepped shifting is performed. | 04-07-2016 |
20160047470 | CONTROL DEVICE FOR BELT-TYPE CONTINUOUSLY VARIABLE TRANSMISSION - A control device for a belt-type continuously variable transmission CVT includes an engine | 02-18-2016 |
20160047443 | AUTOMATIC TRANSMISSION FOR VEHICLES - An automatic transmission for a vehicle includes: the input shaft being constantly connected to the second element, arranged to be connected to the second sun gear by an engagement of the first clutch, and arranged to be engaged with the third sun gear by an engagement of the second clutch, the output member being constantly connected to the second ring gear, the first element being arranged to be fixed to the stationary portion by an engagement of the first brake, the third element being constantly connected to the second pinion carrier, and arranged to fixed to the stationary portion by an engagement of the second brake, and the third sun gear being arrange to be fixed to the stationary portion by an engagement of the third brake. | 02-18-2016 |
20160025212 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - A vehicle control device for controlling a vehicle with a drive source automatic stop unit for automatically stopping a drive source when a predetermined automatic stop condition is satisfied and an electrical oil pump to be driven during an automatic stop of the drive source includes a drive prohibition time calculation unit configured to calculate a drive prohibition time of the electrical oil pump on the basis of a heat generation amount of the electrical oil pump, and a drive prohibition unit configured to prohibit the drive of the electrical oil pump until the drive prohibition time elapses from the end of the drive of the electrical oil pump. | 01-28-2016 |
20150362049 | MULTI-DISC TRANSMISSION - A multi-disc transmission includes a primary disc provided on an input shaft, a secondary disc provided on an output shaft, the secondary disc including a disc overlap region overlapping the primary disc, a pair of pressing rollers arranged in the disc overlap region with the primary disc and the secondary disc interposed there between, the pair of pressing rollers being supported on shaft portions via needle bearings, a shifting actuator configured to move the pair of pressing rollers between the input shaft and the output shaft, and a pressing mechanism configured to press the pair of pressing rollers against the primary disc and the secondary disc by causing a pressing force to act on the pair of pressing rollers. | 12-17-2015 |
20150360682 | CONTROL DEVICE FOR AUTOMATIC TRANSMISSION - There is provided a control apparatus for an automatic transmission AT into which driving forces from driving sources including an engine Eng and a motor/generator MG are inputted. The control apparatus includes: a second brake B | 12-17-2015 |
20150345634 | CONTROL APPARATUS FOR TRANSMISSION - In a transmission comprising a driving force source, an oil pressure source that generates oil pressure lifting a driving force from the driving force source, a first power transmission unit having a first mechanical biasing mechanism, and a second power transmission unit having a second mechanical biasing mechanism, opening/closing unit is provided in an oil passage through which the oil pressure is supplied to the second power transmission unit in order to close the oil passage until the oil pressure supplied to the first power transmission unit reaches or exceeds a predetermined value. | 12-03-2015 |
20150330417 | HYDRAULIC ACTUATOR DEVICE - A drive pulley ( | 11-19-2015 |
20150323395 | TEMPERATURE ESTIMATION CALCULATION DEVICE FOR FRICTIONAL ENGAGEMENT ELEMENT - For clutch ( | 11-12-2015 |
20150276057 | CLUTCH CONTROL DEVICE FOR AUTOMATIC TRANSMISSION - Provided is a clutch device capable of reducing energy loss caused by clutch-engaging pressure. The clutch control device for an automatic transmission is equipped with: a manual valve ( | 10-01-2015 |
20150260237 | LUBRICATING STRUCTURE FOR FRICTION ENGAGEMENT ELEMENT OF AUTOMATIC TRANSMISSION - A friction engagement element (CLx) is provided radially outside of a peripheral wall portion ( | 09-17-2015 |
20150252896 | AUTOMATIC TRANSMISSION WITH FRICTION ELEMENT HAVING LOCK MECHANISM, AND CONTROL METHOD THEREOF - In an automatic transmission including a friction element having a lock mechanism, to prevent a delay in engagement of the friction element from occurring in a case where travel mode→non-travel mode→travel mode are selected at short time intervals during travel, a control unit or the automatic transmission does not supply an OFF pressure to a disengagement side oil chamber when the non-travel mode is selected by a select switch and a vehicle speed is higher than a stoppage determination vehicle speed. | 09-10-2015 |
20150252895 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREFOR - A transmission controller determines whether or not to downshift a sub-transmission mechanism based on an opening and an opening speed of an accelerator pedal and a torque change rate of an engine, and downshifts the sub-transmission mechanism when a determination is made to downshift the sub-transmission mechanism. | 09-10-2015 |
20150252894 | AUTOMATIC TRANSMISSION AND CONTROL METHOD FOR THE AUTOMATIC TRANSMISSION - A control unit performs a engaging control, which supplies an ON pressure to a engaging-side oil chamber to set a lock mechanism to a locked state and then decreases the hydraulic pressure of the engaging-side oil chamber, when a running mode is selected, and performs a releasing control, which supplies an OFF pressure to a release-side oil chamber to set the lock mechanism to an unlocked state and then decreases the hydraulic pressure of the release-side oil chamber, when a non-running mode is selected. In the case where the control unit determines to control the friction element in the engaged state to become the released state, the control unit starts supplying the OFF pressure to the release-side oil chamber to cause the unlocked state of the lock mechanism, and starts supplying the hydraulic pressure to the engaging-side oil chamber and reduces the hydraulic pressure of the release-side oil chamber. | 09-10-2015 |
20150252892 | AUTOMATIC TRANSMISSION EQUIPPED WITH FRICTION ELEMENT HAVING LOCKING MECHANISM ATTACHED THERETO, AND CONTROL METHOD THEREFOR - A transmission controller performs engagement processing, where a forward clutch is engaged and a lock mechanism is brought into a locked state by supplying an ON-pressure to an ON-pressure piston chamber and where the hydraulic pressure of the ON-pressure piston chamber is lowered, and supplies the ON-pressure to the ON-pressure piston chamber when the forward clutch slips even though the forward clutch has been engaged in the engagement processing, while a vehicle is traveling. | 09-10-2015 |
20150247573 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREFOR - A transmission controller determines whether or not an input rotation speed of a sub-transmission mechanism is stagnant and executes a feedback control by adding a rotation speed change rate feedback correction amount caused by a difference between a target input rotation speed change rate and an actual input rotation speed change rate of the sub-transmission mechanism to a rotation speed feedback correction amount if the input rotation speed is determined to be stagnant. | 09-03-2015 |
20150247570 | AUTOMATIC TRANSMISSION AND CONTROLLING METHOD OF AUTOMATIC TRANSMISSION - An automatic transmission is provided having a friction element in which, when an ON pressure is supplied to a engaging-side oil chamber, a hydraulic piston is moved and engaged, a lock mechanism enters a lock state, while when an OFF pressure is supplied to a release-side oil chamber, the lock mechanism is released, and the hydraulic piston is moved and released, in which the OFF pressure is supplied to the release-side oil chamber again when a mode of the automatic transmission changes from a mode for engaging the friction element to a mode for releasing the friction element, and when the friction element is not released even if the OFF pressure is supplied to the release-side oil chamber. | 09-03-2015 |
20150247569 | AUTOMATIC TRANSMISSION EQUIPPED WITH FRICTION ELEMENT HAVING LOCKING MECHANISM ATTACHED THERETO, AND CONTROL METHOD THEREFOR - A transmission controller judges whether or not there was performed a specific shift operation where the mode of a transmission is alternately switched between a D-mode and a R-mode, and when it is judged that the specific shift operation was performed and when a forward clutch is engaged, the forward clutch is brought into an engaged state by supplying a hydraulic pressure lower than a lock pressure, with which a locking mechanism is brought into a locked state, to an ON-pressure piston chamber. | 09-03-2015 |
20150247568 | AUTOMATIC TRANSMISSION WITH FRICTION ELEMENT HAVING LOCK MECHANISM, AND CONTROL METHOD THEREOF - A control unit for an automatic transmission determines whether or not a lock mechanism is in a locked condition when a non-travel mode is selected by a select switch, and does not supply an OFF pressure to a disengagement side oil chamber when it is determined that the lock mechanism is not in the locked condition. | 09-03-2015 |
20150240938 | AUTOMATIC TRANSMISSION EQUIPPED WITH FRICTION ELEMENT HAVING LOCKING MECHANISM ATTACHED THERETO, AND CONTROL METHOD THEREFOR - A transmission controller determines whether a vehicle is going to stop based on a driving condition of the vehicle. When it is determined that the vehicle is going to stop, a lock mechanism is placed in an unlocked state through a supply of an OFF pressure to an OFF pressure piston chamber even if a D mode is selected by a select switch. | 08-27-2015 |
20150240937 | AUTOMATIC TRANSMISSION AND CONTROL METHOD FOR THE SAME - A control unit performs a fastening control, which supplies an ON pressure to a fastening-side oil chamber to set a lock mechanism to a locked state and then decreases a hydraulic pressure of the fastening-side oil chamber, when a running mode is selected, and performs a releasing control, which supplies an OFF pressure to a release-side oil chamber to set the lock mechanism to an unlocked state and then decreases a hydraulic pressure of the release-side oil chamber, when a non-running mode is selected. The control unit supplies the OFF pressure to the release-side oil chamber when a stop of operation of the driving force source is notified, and allows stopping the operation of the driving force source when the lock mechanism becomes the unlocked state afterward. | 08-27-2015 |
20150239476 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREFOR - A continuously variable transmission includes a variator, a sub-transmission mechanism, target value setting means configured to set a speed ratio corresponding to a select gear position as a target value of a through speed ratio which is an overall speed ratio of the variator and the sub-transmission mechanism, shift control means configured to perform a variator shift of downshifting the variator so that the through speed ratio reaches the target value and a coordinated shift of upshifting the variator to maintain the through speed ratio while downshifting the sub-transmission mechanism immediately after the variator is downshifted, and torque increasing means configured to increase a torque input to the continuously variable transmission from the power source more than a torque before the determination of the downshift instruction during the coordinated shift. | 08-27-2015 |
20150217773 | AUTOMATIC TRANSMISSION AND CONTROL METHOD FOR THE AUTOMATIC TRANSMISSION - A control unit performs a engaging control, which supplies an ON pressure to a engaging-side oil chamber to set a lock mechanism to a locked state and then decreases the hydraulic pressure of the engaging-side oil chamber, when a running mode is selected, and performs a releasing control, which supplies an OFF pressure to a release-side oil chamber to set the lock mechanism to an unlocked state and then decreases the hydraulic pressure of the release-side oil chamber, when a non-running mode is selected. The control unit supplies the OFF pressure to the release-side oil chamber when the stop of the operation of the driving force source is notified, and allows stopping the operation of the driving force source when the lock mechanism becomes the unlocked state afterward. | 08-06-2015 |
20150142286 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - A vehicle control device controls a vehicle that has an electric oil pump, executes idling stop control for stopping a drive source when predetermined conditions are satisfied, and is capable of applying a braking force in a state where a brake pedal is released. The vehicle control device determines whether or not the vehicle is stopped, determines whether or not the electric oil pump is driven, and executes the idling stop control when stop of the vehicle is determined, driving of the electric oil pump is determined, and the braking force is applied to the vehicle. Application of the braking force is started after the vehicle is determined to be stopped and the electric oil pump is determined to be driven. | 05-21-2015 |
20150141189 | FRICTION ENGAGEMENT DEVICE - In friction engagement device having forward clutch | 05-21-2015 |
20150134215 | VEHICLE STARTUP CONTROL DEVICE AND STARTUP CONTROL METHOD - A device for controlling a start of a vehicle includes a rotation speed obtaining unit that obtains an actual engine rotation speed of the engine, a target rotation speed computing unit that computes a target rotation speed of the engine in the slip control, a control target value computing unit that computes a control target value, which is a target value for controlling the engine rotation speed to the target rotation speed based on the actual engine rotation speed and the target rotation speed, and an instruction value computing unit that computes an instruction value for the lock-up clutch necessary to control the engine rotation speed to the control target value based on the control target value. | 05-14-2015 |
20150105988 | AUTOMATIC TRANSMISSION AND METHOD FOR CONTROLLING SAME - The automatic transmission includes a first friction engagement element which is engaged when a first gear position is realized and disengaged when a second gear position is realized, a second friction engagement element which is engaged when the second gear position is realized and disengaged when the first gear position is realized, and a controller. The controller causes the second friction engagement element to slip by decreasing an instructional pressure for the second friction engagement element while running in the second gear position, and learns an engagement start pressure of the first friction engagement element based on a change in a differential rotation of the second friction engagement element, or in a parameter that changes in accordance with the differential rotation, at a time when an instructional pressure for the first friction engagement element is increased during the slip. | 04-16-2015 |
20150080156 | CONTINUOUSLY VARIABLE TRANSMISSION AND ITS HYDRAULIC PRESSURE CONTROL METHOD - A target primary pressure and a target secondary pressure are set based on a speed ratio, a target line pressure as a target value of a line pressure is set to be a value obtained by adding an offset amount, as a positive value, to either one having a higher value out of the target primary pressure and the target secondary pressure, in at least a cross-point region as a region where an absolute value of a deviation, obtained by subtracting the target primary pressure from the target secondary pressure, is smaller than a predetermined deviation, and a primary pressure, a secondary pressure, and the line pressure are controlled to be the target primary pressure, the target secondary pressure, and the target line pressure, respectively. | 03-19-2015 |
20150066320 | CONTROL DEVICE FOR CONTINUOUSLY VARIABLE TRANSMISSION - A frictional engagement element ( | 03-05-2015 |
20150051032 | CONTINUOUSLY VARIABLE TRANSMISSION AND HYDRAULIC PRESSURE CONTROL METHOD THEREFOR - A transmission controller detects a rotation, speed of an input shaft, calculates an inertia torque input to a continuously variable transmission based on a change ratio of the detected rotation speed, obtains a positive inertia torque by extracting a positive portion from the calculated inertia torque, and corrects pulley pressures based on the extracted positive inertia torque. | 02-19-2015 |
20150046051 | VEHICLE STARTUP CONTROL DEVICE AND STARTUP CONTROL METHOD - A start request detection unit detects a start request for a vehicle. A hydraulic pressure control circuit controls torque transmitted by a lock-up clutch by controlling an engagement force of the lock-up clutch. A rotation speed detection unit detects an output rotation speed of a torque converter. An engagement control unit issues an instruction to the hydraulic pressure control circuit such that the lock-up clutch is placed in slip engagement and is able to transmit the torque when the following conditions are both satisfied: a predetermined time period has elapsed since detection of the start request by the start request detection unit; and the output rotation speed has increased to a predetermined rotation speed or higher. | 02-12-2015 |
20150045177 | CONTINUOUSLY VARIABLE TRANSMISSION - Disclosed is a continuously variable transmission including: a pair of pressing means that form a torque transmission contact region in a disk overlapping area where the input disk and the output disk are overlapped; a support shaft installed with the pressing means; a first support portion that tiltably supports one end side of the support shaft; a second support portion that is positioned in an upstream side of a rotation direction of the input disk from the pressing means and tiltably supports the other end side of the support shaft; and shift means that shifts the second support portion along the connecting line, wherein the pressing means is tilted together with the support shaft, and the first support portion and the pressing means move in synchronization with movement of the second support portion when the second support portion is shifted by the shift means along the connecting line. | 02-12-2015 |
20150045176 | CONTINUOUSLY VARIABLE TRANSMISSION - Disclosed is a continuously variable transmission including: a pair of pressing units; a pair of first support units that support the pressing units by using one end side as a fulcrum, and generate a force for clamping and pressing both the disks using the pressing unit by virtue of a clamping force applied to the other end side; a pair of second support units that extend along a connecting line in parallel with the shaft center connecting line and are configured to clamp and support both the disks such that the other end side of the pair of first support units can move along the connecting line to generate the clamping force; and a clamping force adjustment unit connected to an end of the pair of second support units opposite to the pivot shaft side to adjust the clamping force of the second support units. | 02-12-2015 |
20150045175 | CONTINUOUSLY VARIABLE TRANSMISSION - Disclosed is a continuously variable transmission including: a pair of pressing means provided movably along a shaft center connecting line obtained by connecting a shaft center of the input shaft and a shaft center of the output shaft in a disk overlapping area where the input disk and the output disk are overlapped, so that a torque transmission contact portion is formed by clamping and pressing both the disks in a position corresponding to a target shift ratio; and a pair of support means that support the pressing means by using one end side as a fulcrum, are configured to move along the shaft center connecting line in synchronization with the pressing means, and are configured to generate a force for clamping and pressing both the disks using the pressing means by virtue of a clamping force applied to the other end side. | 02-12-2015 |
20150032349 | DEVICE FOR CONTROLLING LOCK-UP CAPACITY OF TORQUE CONVERTER - A controller is provided with a lock-up capacity control means for controlling a lock-up capacity to a predetermined target capacity when a transition to a coast running state occurs, a timing means for measuring a time during which a slippage, which is a difference between a revolution speed (engine speed) of an input element and a revolution speed (turbine speed) of an output element, is within a predetermined range when the lock-up capacity is controlled to the predetermined target capacity, and a capacity learning means for making a learning-correction to the predetermined target capacity such that the time measured by the timing means is brought to a predetermined target time. By virtue of the learning-correction, it is possible to accurately control the lock-up capacity when the transition to the coast running state has occurred. | 01-29-2015 |
20150031500 | CONTINUOUSLY VARIABLE TRANSMISSION - Disclosed is a continuously variable transmission including: a pair of pressing means that form a torque transmission contact portion in a disk overlapping area where the input disk and the output disk are overlapped; target slip rate setting means that is configured to set a target slip rate between the input disk and the output disk in the torque transmission contact portion to a value higher than a torque transmission start slip rate in the torque transmission contact portion; and control means that is configured to control a force for clamping and pressing both the disks using the pressing means such that an actual slip rate in the torque transmission contact portion becomes the target slip rate. | 01-29-2015 |
20150014557 | AUTOMATIC TRANSMISSION CONTROL VALVE BODY STRUCTURE - Structure of control valve body of automatic transmission has valve body enclosures having channels on opposing surfaces thereof; a separate plate sandwiched between the valve body enclosures for defining oil passages on both sides of the separate plate; and an orifice provided at the separate plate. The oil passages on both sides of the separate plate, which are upstream and downstream side oil passages located on upstream and downstream sides of the separate plate, communicate with each other through the orifice. Depth h, in a part facing to the orifice, of the channel corresponding to the downstream side oil passage is set to be shallower than depth of the channel corresponding to the upstream side oil passage, and the depth h of the channel in the part facing to the orifice and a diameter d of the orifice are set so as to satisfy relationship of h≦3d. | 01-15-2015 |
20140349816 | DEVICE FOR CONTROLLING AUTOMATIC TRANSMISSION AND METHOD FOR CONTROLLING SAME - A device for controlling an automatic transmission includes: a position detection means for detecting a shift position; a vehicle speed detection means for detecting a vehicle speed; a rotation frequency detection means for detecting an input rotation frequency of the automatic transmission; and a control means for, when the shift position has been switched from a parking position or a neutral position to a driving position, making a determination about switching from stopped-state control to running-state control based on the vehicle speed after a physical amount indicating a state of the automatic transmission becomes equal to or larger than a predetermined value, the stopped-state control being control for a hydraulic pressure supplied to engaging elements based on the input rotation frequency of the automatic transmission, and the running-state control being control for the hydraulic pressure supplied to the engaging elements without using the input rotation frequency of the automatic transmission. | 11-27-2014 |
20140349813 | CONTROL DEVICE FOR AUTOMATIC TRANSMISSION - A control device of an automatic transmission comprises a torque converter and a lock-up clutch which are arranged between an engine and an automatic transmission; and an up-shift control means that, when an up-shift is required with an accelerator pedal kept depressed by a driver, lowers an engaging capacity of releasing side engaging elements engaged at a speed stage before a gear shifting and then increases an engaging capacity of engaging side engaging elements engaged at a speed stage after the gear shifting thereby to establish a power-on up-shift, wherein the up-shift control means is configured in that when the acceleration pedal is released from the driver during the time when the power-on up-shift is being carried out, the power-on up-shift is continued while lowering the engaging capacity of the lock-up clutch. | 11-27-2014 |
20140324307 | AUTOMATIC TRANSMISSION AND STARTING TIME CONTROL METHOD - A transmission controller increases an indicated hydraulic pressure to a starting frictional engagement element to a normal hydraulic pressure, causes a hydraulic piston to stroke and executes a learning control of the indicated hydraulic pressure so that a time until the starting frictional engagement element starts generating a transmission capacity after the range is switched from the neutral range to the drive range becomes a target time when a range is switched from a neutral range to a drive range. The transmission controller further detects a driver's starting intention and increases the indicated hydraulic pressure to the starting frictional engagement element to a starting time hydraulic pressure higher than the normal hydraulic pressure and prohibits the learning control if the starting intention is detected before the starting frictional engagement element starts generating the transmission capacity. | 10-30-2014 |
20140324304 | AUTOMATIC TRANSMISSION AND SELECT OPERATION DETERMINATION METHOD FOR AUTOMATIC TRANSMISSION - A transmission controller determines that a select operation has been performed from a reverse range to a drive range if a time during which a range other than the drive range has been selected is longer than a predetermined time threshold value and an input rotation speed of a transmission is lower than a predetermined rotation speed threshold value and determines that the select operation has been performed from a parking range or a neutral range to the drive range if the time during which the range other than the drive range has been selected is shorter than the time threshold value or the input rotation speed is higher than the rotation speed threshold value when the select operation has been performed from the range other than the drive range to the drive range during vehicle stop. | 10-30-2014 |
20140221154 | VEHICLE CONTROL DEVICE - A vehicle control device for controlling a vehicle with an oil pump to be driven by rotation generated by a drive source and transmitted thereto and a continuously variable transmission including a power transmission member mounted between two pulleys includes coast stop control means configured to execute a coast stop control in which the drive source is stopped during vehicle running when a predetermined condition holds, and hydraulic pressure control means configured to execute a pulley pressure control in which a hydraulic pressure supplied to the pulley is increased such that frictional heat generated between the pulley and the power transmission member does not exceed upper limit frictional heat, below which the pulley or the power transmission member is not degraded, when the coast stop control is stopped, the drive source is restarted and the hydraulic pressure is supplied from the oil pump. | 08-07-2014 |
20140215300 | FT DIAGRAM GENERATION AID DEVICE AND FT DIAGRAM GENERATION AID PROGRAM - An FT diagram aid device is provided with an import portion for obtaining a connection relationship of ruled lines and character strings from first data which is data of an FT diagram expressing a tree structure by the ruled lines and the character strings on a sheet of a spreadsheet program, acquiring an event included in the FT diagram and a connection relationship between events from an obtained connection relationship of the ruled lines and the character strings, and generating second data describing the tree structure of the FT diagram in a markup language based on the same and an editing portion for editing the second data to generate third data describing the tree structure of the edited FT diagram in the markup language. | 07-31-2014 |
20140207348 | COAST STOP VEHICLE - A coast stop vehicle includes power transmission means provided between a drive source and drive wheels, drive source automatic stop means configured to stop the drive source during vehicle running when a value indicating a driving state of the vehicle is in a drive source stop permission region, slip determination means configured to determine whether or not there is slip in the power transmission means while the drive source is stopped by the drive source automatic stop means, and a changer means configured to narrow the drive source stop permission region when the occurrence of the slip in the power transmission means was determined by the slip determination means. | 07-24-2014 |
20140207347 | VEHICLE CONTROL DEVICE - A vehicle control device for controlling a vehicle including a first power transmission mechanism arranged between a drive source and a drive wheel, and a second power transmission mechanism which is arranged in series with the first power transmission mechanism and which changes a speed ratio between an input shaft and an output shaft, includes slip detection means configured to detect whether or not a slip occurs in the first power transmission mechanism, and shift means configured to reduce the slip by shifting the second power transmission mechanism in a case where occurrence of the slip is detected by the slip detection means. | 07-24-2014 |
20140200113 | COASTING DOWNSHIFT CONTROL DEVICE FOR AUTOMATIC TRANSMISSION - Under a specified condition where a torque converter is kept in a lockup state to prolong the fuel-cutoff time, because of vehicle coasting with an accelerator opening APO=0, a downshift command is generated and then an automatic transmission causes a reengagement downshift by a drop in a release-side clutch hydraulic pressure Poff and a rise in an engagement-side clutch hydraulic pressure Pon. During the reengagement downshift, the engagement-side clutch hydraulic pressure Pon is reduced from a high lockup-ON hydraulic pressure to a low lockup-OFF hydraulic pressure after the time when the lockup is predicted to be released, thus preventing a torque drawing-in tendency of transmission output torque, which may occur at the time of the beginning of the inertia phase, from increasing, and also reducing in the width of a subsequent change in vehicle deceleration G, and consequently enhancing the shift quality. | 07-17-2014 |
20140142795 | DEVICE FOR CONTROLLING HYBRID VEHICLE - A control system includes a drive source including an engine and a motor. A clutch is provided between the drive source and a driving wheel, wherein the clutch is engaged when a drive range is selected. The system performs, by a speed control of the motor, a control for keeping an input speed of the clutch at a target speed that is equal to the input speed at start of an engagement control of the clutch. The system judges that the clutch has started to be engaged, in response to a condition that a parameter has exceeded a predetermined threshold value when in a start region of the engagement control of the clutch, wherein the parameter changes along with a rotational fluctuation of the drive source. The system starts the judgment after awaiting satisfaction of a predetermined condition after the start of the engagement control of the clutch. | 05-22-2014 |
20140129103 | VEHICLE DRIVING DEVICE AND VEHICLE DRIVING METHOD - An output power of the internal combustion engine ( | 05-08-2014 |
20140129071 | VEHICLE CONTROL DEVICE - A control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B | 05-08-2014 |
20140106933 | COAST STOP VEHICLE - A coast stop vehicle for stopping a drive source during vehicle running includes a power transmission means arranged between the drive source and drive wheels, a coast stop control means for executing a coast stop control to stop the drive source when a coast stop condition for stopping the drive source holds during the vehicle running, an electrical oil pump for supplying oil to the power transmission means during the coast stop control, a slip detection means for detecting a slip in the power transmission means during the coast stop control, and an electrical oil pump control means for causing the electrical oil pump to discharge a second discharge pressure higher than a first discharge pressure set before the slip in the power transmission means occurs when the slip occurs in the power transmission means during the coast stop control. | 04-17-2014 |
20140073469 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - When a through speed ratio, which is an overall speed ratio of a variator and a subtransmission mechanism, varies from a larger speed ratio than a mode switch speed ratio to a smaller speed ratio than the mode switch speed ratio, a gear position of the subtransmission mechanism is changed from a first gear position to a second gear position. The mode switch speed ratio is set at a through speed ratio obtained when the speed ratio of the variator is a Highest speed ratio and the gear position of the subtransmission mechanism is the first gear position. | 03-13-2014 |
20140005901 | AUTOMATIC TRANSMISSION CONTROL DEVICE | 01-02-2014 |
20130319099 | GEAR SHIFT SHOCK EVALUATION APPARATUS AND EVALUATION METHOD OF THE SAME - An evaluation unit includes a front-rear acceleration sensor and an up-down acceleration sensor. The evaluation unit calculates a length of a track obtained by plotting detected front-rear and up-down accelerations on a three-dimensional space along a time axis within a period from gear shift start of an automatic transmission to gear shift end, calculate a track length per unit time by dividing the length of the track by a time interval from the gear shift start to the gear shift end, and evaluates that a gear shift shock is larger as the track length per unit time is longer. | 12-05-2013 |
20130297136 | HYBRID VEHICLE CONTROL DEVICE - A hybrid vehicle control device is provided with an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and a controller having a simultaneous process selection control section. The simultaneous process selection control section performs engine startup control and downshift control in parallel in cases where the torque outputtable by the motor subsequent to downshifting during overlap of an engine startup request and a downshift request is equal to or greater than the engine startup torque, or performs engine startup control first then downshift control in cases where the torque outputtable by the motor subsequent to downshifting is less than the engine startup torque. | 11-07-2013 |
20130297135 | HYBRID VEHICLE CONTROL DEVICE - A control device of a hybrid vehicle includes an engine, a motor/generator, a first clutch, an automatic transmission, a second clutch, and startup/shifting simultaneous processing section. When engine speed increase control for increasing the engine speed by the motor/generator in order to start up the engine during travel and downshifting control of the automatic transmission are processed in parallel, the startup/shifting simultaneous processing section uses the motor torque of the motor/generator to increase the increase of input speed by the downshifting control to a target input speed while engine speed increase control is being performed by the motor/generator. | 11-07-2013 |
20130261906 | OUTPUT CONTROL APPARATUS OF ENGINE - Engine output control apparatus has shift range detecting section detecting shift range of automatic transmission; vehicle speed detecting section detecting vehicle speed; engine output state detecting section detecting engine output state; and controller. The controller performs (a) judgment control judging that torque converter is in a stall state if following judgment conditions (i) to (iii) are satisfied, (i) shift range is drive range, (ii) vehicle speed is equal to or less than predetermined vehicle speed, (iii) engine is in a high output state, (b) cumulation control cumulating a period of agreement of the judgment conditions if the judgment conditions are satisfied, and (c) output suppression control suppressing output of the engine if a control start condition is satisfied by cumulation of the agreement period. The control start condition is set so that as the vehicle speed becomes higher, start of the output suppression control is more delayed. | 10-03-2013 |
20130260960 | CONTROL DEVICE AND CONTROL METHOD FOR CONTINUOUSLY VARIABLE TRANSMISSION - A control device for continuously variable transmission is composed of a continuously variable transmission mechanism and friction engagement elements, and includes a control unit for decreasing, during a coast stop control to stop a driving power source in a traveling state of a vehicle, a transmission torque capacity transmittable by the friction engagement elements to fall under a belt capacity being torque transmittable by a belt using a holding force of pulleys. | 10-03-2013 |
20130260929 | CONTROL DEVICE AND CONTROL METHOD FOR CONTINUOUSLY VARIABLE TRANSMISSION - The present invention is provided with a hydraulic control circuit including a hydraulic pump driven by a driving power source in order to supply an oil pressure to a hydraulic circuit, a hydraulic auxiliary unit for supplying an accumulated oil pressure to the hydraulic circuit, and a control valve for supplying at least one of oil pressures of the hydraulic pump and the hydraulic auxiliary unit to pulleys, and a control unit for executing a coast stop control to stop the driving power source while traveling and controlling, when an increase of torque inputted to the continuously variable transmission is detected or predicted during the coast stop control, the control valve so as to supply an oil pressure of the hydraulic auxiliary unit to the pulleys. | 10-03-2013 |
20130244833 | CONTROL DEVICE AND CONTROL METHOD FOR CONTINUOUSLY VARIABLE TRANSMISSION - A shift control device is mounted on a vehicle and provided with a shift control unit to control a speed ratio of a continuously variable transmission which continuously shifts and allows output of a rotational speed of a driving power source, wherein the shift control unit executes, based on a driving state of the vehicle, a first shift control for suppressing a change of the speed ratio and a second shift control for upshifting the speed ratio to a predetermined speed ratio, and suppresses a change of the speed ratio in the first shift control, followed by shifting the speed ratio to become lower before execution of the second shift control. | 09-19-2013 |
20130191012 | ENGINE START CONTROL APPARATUS FOR HYBRID VEHICLE - An engine start control apparatus for a hybrid vehicle includes: an engine start control section configured to crank the engine by using the motor as a starter motor while the hydraulic clutch is slip-engaged when the discharge pressure from the oil pump is ensured by driving the motor, when the engine is started after an ignition switch is switched to an ON state, the engine start control section being configured to drive the oil pump by the motor at a no load during a predetermined time period after the engine is stopped when the ignition switch is in an OFF state. | 07-25-2013 |
20130165296 | SHIFT CONTROL APPARATUS FOR CONTINUOUSLY VARIABLE TRANSMISSION - A shift control apparatus for continuously variable transmission includes: a pseudo accelerator opening degree generating section configured to generate a pseudo accelerator opening degree larger than the actual accelerator opening degree when the actual accelerator opening degree is decreased when the judging section judges that the vehicle runs the uphill; the target transmission gear ratio setting section being configured to set the target transmission gear ratio by the pseudo accelerator opening degree when the pseudo accelerator opening degree is inputted, and the shift control section being configured to control the shift toward the target transmission gear ratio set based on the pseudo accelerator opening degree and the vehicle speed when the pseudo accelerator opening degree is generated, and to control the shift toward the target transmission gear ratio set based on the actual accelerator opening degree and the vehicle speed when the pseudo accelerator opening degree is not generated. | 06-27-2013 |
20130165295 | SHIFT CONTROL APPARATUS FOR CONTINUOUSLY VARIABLE TRANSMISSION - A shift control apparatus for a continuously variable transmission includes: a target transmission gear ratio setting section configured to set a target transmission gear ratio with reference to a map based on an accelerator opening degree and a vehicle speed; a shift control section configured to control a shift of the continuously variable transmission based on the target transmission gear ratio; and a downshift restricting section configured to judge whether or not a restriction of the downshift is needed based on at least one of a variation amount of the accelerator opening degree and an accelerator depression speed, and to perform the restriction of the downshift when the downshift restricting section judges that the restriction of the downshift is needed, irrespective of a variation of the accelerator opening degree inputted to the target transmission gear ratio setting section. | 06-27-2013 |
20130158761 | LINE PRESSURE CONTROL APPARATUS AND METHOD FOR VEHICLE - In line pressure control apparatus and method for a vehicle, a line pressure controller outputs a line pressure command to reduce an indicated pressure toward a required indicated pressure by which a required pressure can be secured and which is lower than an initial stage indicated pressure from the initial stage indicated pressure preset to be higher than the required pressure, while a state of each of an electrically driven oil pump (sub-O/P) and a mechanical oil pump (M-O/P) enters a first region (a) and outputs the line pressure command to hold the indicated pressure at a time point at which the first region is ended, while the state enters a second region (b), when a hydraulic pressure source is transitioned from the electrically driven oil pump to the mechanical oil pump. | 06-20-2013 |
20130152718 | CONTROL DEVICE OF AUTOMATIC TRANSMISSION - An automatic transmission has an automatic shift mode and a manual shift mode. When an opposite manual operation is performed, during an automatic shift based on a shift map in the automatic shift mode, in an opposite direction opposite to the automatic shift or when the opposite manual operation is performed, during a forced shift performed regardless of the manual operation in the manual shift mode, in the opposite direction opposite to the forced shift, a control apparatus forbids a shift based on a first manual operation and permits a shift based on a second or subsequent manual operation in the opposite direction opposite to the automatic shift or the forced shift. | 06-20-2013 |
20130151129 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - A vehicle control device for controlling a vehicle includes a drive source control unit adapted to output a command for automatically stopping a drive source when a first predetermined condition is satisfied and output a command for restarting the drive source when a second predetermined condition is not satisfied after the command for automatically stopping the drive source is output, a drive source restart determination unit adapted to determine that the drive source has restarted when a third predetermined condition is satisfied after the command for restarting the drive source is output, and a restart determination prohibition unit adapted to prohibit a restart determination by the drive source restart determination unit at least until the third predetermined condition is no longer satisfied when the third predetermined condition is satisfied and the command for restarting the drive source is output. | 06-13-2013 |
20130151109 | VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD - A vehicle control device controls a vehicle including a first oil pump adapted to be driven by power generated by a first drive source, automatically stop when a predetermined condition is satisfied, and supply oil to a power transmission unit and a second oil pump adapted to supply oil to the power transmission unit when the drive source is in an automatically stopped state, and includes a control unit adapted to continue an automatic stop until it is determined to restart the first drive source based on a parameter with which a reduction in drive force responsiveness to a drive force request from a driver, not including the stop of the first drive source, can be determined after an automatic stop command of the first drive source is output and if there is an abnormality in the second oil pump. | 06-13-2013 |
20130150208 | COAST STOP VEHICLE AND CONTROL METHOD FOR COAST STOP VEHICLE - A coast stop vehicle for automatically stopping a drive source when a predetermined condition holds during the travel of the vehicle includes a drive source control unit adapted to control the automatic stop and the restart of the drive source, a transmission mechanism provided between the drive source and drive wheels, and a transmission control unit adapted to control a speed ratio of the transmission mechanism. When the drive source is restarted, the transmission control unit is adapted to control the transmission mechanism to a speed ratio higher than a predetermined speed ratio in response to an input shift request to the predetermined speed ratio, and the drive source control unit is adapted to restart the drive source in a state where the speed ratio of the transmission mechanism is higher than the predetermined speed ratio. | 06-13-2013 |
20130138309 | SHIFT CONTROL APPARATUS OF CONTINUOUSLY VARIABLE TRANSMISSION - In a shift control apparatus of a continuously variable transmission (CVT) configured to steplessly vary a torque, the control apparatus employs an acceleration intention determination section for determining the presence or absence of a driver's acceleration intention, a shift mode setting section for setting a shift-control mode from a normal mode to an acceleration mode in the presence of the driver's acceleration intention, a shift speed setting section for setting a shift speed based on a target transmission ratio and a vehicle speed, and a shift control section for controlling a shift of the CVT. Also provided is a shift speed correction section for correcting the shift speed for an initial downshift in the acceleration mode to a shift speed slower than the shift speed set by the shift speed setting section, only when a demanded degree of the driver's acceleration intention is small. | 05-30-2013 |
20130116900 | ABNORMAL STATE DIAGNOSIS METHOD FOR OIL TEMPERATURE SENSOR OF AUTOMATIC TRANSMISSION - An abnormal state diagnosis method for an automatic transmission oil temperature sensor includes: a warm-up judging step of judging whether a sensor value from an engine side temperature sensor in an engine warm-up state indicates the engine warm-up state; a sensor normal operation judgment step of starting to judge whether the engine side temperature sensor including the warm-up judgment result normally performs a temperature detection operation; a provisional judgment step of judging whether an upper or lower deviation width between the sensor value of the engine side temperature sensor and an oil temperature sensor value from an automatic transmission oil temperature sensor is equal to or smaller than a predetermined threshold value; and a final judgment step of determining the judgment result by the provisional judgment step when the automatic transmission control unit receives a permission signal from the engine control module. | 05-09-2013 |
20130105265 | TORQUE CONVERTER USING MAGNETIC VISCOUS FLUID AS WORKING FLUID | 05-02-2013 |
20130098728 | AUTOMATIC TRANSMISSION CONTROLLER - An automatic transmission is provided with a frictional engagement member that is operated by hydraulic pressure for shifting the automatic transmission, and includes an air vent opening. An automatic transmission controller includes a pressure regulator and a control section. The pressure regulator regulates the hydraulic pressure in response to a hydraulic pressure control signal. The control section performs an air vent operation of venting air from the frictional engagement member through the air vent opening. The air vent operation includes: a preliminary operation of setting the hydraulic pressure control signal to a preliminary pulse indicative of a preliminary value of pressure, wherein the preliminary value is lower than a normal value of pressure; and a normal operation of setting the hydraulic pressure control signal to a normal pulse indicative of the normal value, wherein the normal pulse follows the preliminary pulse. | 04-25-2013 |
20130013160 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - The transmission controller changes the gear position of the subtransmission mechanism and varies the speed ratio of the variator in an opposite direction to a speed ratio variation direction of the subtransmission mechanism when the actual through speed ratio passes a predetermined mode switch line. When the improvement in the shift response of the continuously variable transmission is determined to be required and the actual through speed ratio passes the mode switch line from a Low side to the High side, the transmission controller increases a shift speed of the subtransmission mechanism compared with a normal coordinated shift. | 01-10-2013 |
20120323457 | CONTROL DEVICE FOR AUTOMATIC TRANSMISSION AND CONTROL METHOD THEREFOR - A control device for automatic transmission includes a flow control mechanism for introducing a part of hydraulic oil discharged from a mechanical oil pump into the mechanical oil pump when a differential pressure between an upstream side and a downstream side of a narrow part provided in a discharge passage in which hydraulic oil discharged from the mechanical oil pump flows becomes larger than a predetermined value. Air mixed into the hydraulic oil is compressed by increasing a line pressure as a differential rotation speed increases when oil temperature of the hydraulic oil is equal to or higher than a predetermined oil temperature and an engine torque is equal to or lower than a predetermined engine torque. | 12-20-2012 |
20120316092 | LUBRICANT COMPOSITION FOR CONTINUOUSLY VARIABLE TRANSMISSION - A lubricating oil composition for a continuously variable transmission contains at a specific content: (A) a mineral oil or PAO having a sulfur content of 0.03 mass % or less and a kinematic viscosity at 100 degrees C. from 1.5 mm | 12-13-2012 |
20120316026 | AUTOMATIC TRANSMISSION - An automatic transmission includes: a Ravigneaux planetary gear set; first to fifth friction engagement elements; the first friction engagement element, the second friction engagement element, and the fifth friction engagement element being disposed on a front side which is nearer to the driving source than the output member, the third friction engagement element and the fourth friction engagement element being disposed on a rear side which is farther from the driving source than the output member, and a first drum member that includes an inner circumference on which the second friction engagement element is disposed, and an outer circumference on which the fifth friction engagement element is disposed, and that is connected with a front carrier plate located at a front end portion of the common carrier. | 12-13-2012 |
20120316025 | AUTOMATIC TRANSMISSION - An automatic transmission including a Ravigneaux planetary gear unit, an input member, an output member disposed on one side of the Ravigneaux planetary gear unit, five friction elements disposed on the other side of the Ravigneaux planetary gear unit, and a partition member cooperating with an automatic transmission case to define a transmission chamber in which the output member, the Ravigneaux planetary gear unit, and the respective friction elements are accommodated. The output member is supported on a cylindrical portion extending from the partition member toward the Ravigneaux planetary gear unit in an axial direction of the input member. | 12-13-2012 |
20120309591 | HYDRAULIC CONTROL DEVICE FOR AUTOMATIC TRANSMISSION - An accumulator ( | 12-06-2012 |
20120302402 | AUTOMATIC TRANSMISSION AND HYDRAULIC CONTROL METHOD THEREFOR - A transmission controller operates an electrical oil pump in a steady mode, in which an operating load of the electrical oil pump is set at a steady load, during an idle stop, but operates the electrical oil pump in a high-pressure mode, in which the operating load of the electrical oil pump is higher than the steady load, for a predetermined period when an engine stops rotating. | 11-29-2012 |
20120302400 | AUTOMATIC TRANSMISSION AND CONTROL METHOD THEREFOR - When the temperature of oil supplied to an electrical oil pump is detected and the oil temperature is lower or higher than normal oil temperature, a gradient threshold value smaller than that at normal oil temperature is set, a gradient of a road surface on which a vehicle is stopped is detected, and an idle stop is prohibited when the detected gradient of the road surface is larger than the set gradient threshold value. | 11-29-2012 |
20120298462 | CONTROL DEVICE AND CONTROL METHOD FOR TRANSMISSION MECHANISM - In the case of a return from an idle stop control in which an engine is automatically stopped, a hydraulic pressure is so supplied that a low brake is set in a completely engaged state and a high clutch is set in a slip interlock state where the high clutch is not completely engaged. | 11-29-2012 |
20120252612 | DEVICE AND METHOD FOR CONTROLLING A BELT-TYPE CONTINUOUSLY VARIABLE TRANSMISSION FOR A VEHICLE - A vehicle belt-type continuously variable transmission expands the operating range in which belt slip control is permitted with maintained estimated accuracy of a belt slip condition, to reduce drive energy consumption owing to a reduction in belt friction. It includes a primary pulley and a secondary pulley around which a belt is wound to control gear ratio by controlling primary and secondary hydraulic pressures, a belt slip control means for controlling secondary hydraulic pressure according to a phase difference between oscillation components due to oscillation included in an actual gear ratio and in an actual secondary hydraulic pressure, and a transmission speed limiting means for determining whether or not to limit vehicle acceleration according to a predetermined acceleration limit permitting condition and limiting a transmission speed to less than a predetermined value when determining to limit the vehicle acceleration. | 10-04-2012 |
20120115678 | CONTROLLER AND CONTROL METHOD OF BELT TYPE CONTINUOUSLY VARIABLE TRANSMISSION - Provided is control device and method for a belt type continuously variable transmission which can reduce drive energy consumption by a decrease in belt friction when the estimated accuracy of belt slip condition is high and which can prevent the belt from greatly slipping during belt slip control when the estimated accuracy of belt slip condition is low. The device includes a primary pulley ( | 05-10-2012 |
20120108390 | CONTROLLER AND CONTROL METHOD OF BELT TYPE-CONTINUOUSLY VARIABLE TRANSMISSION - A control device and a control method for a belt type-continuously variable transmission capable of preventing a belt slip from occurring by restricting that an input torque to the belt type-continuously variable transmission is excessive relative to a belt clamp force when returning from a belt slip control to a normal control are provided are provided. The control device includes a primary pulley ( | 05-03-2012 |
20120108374 | BELT-BASED, CONTINUOUSLY-VARIABLE TRANSMISSION CONTROL DEVICE AND CONTROL METHOD - Provided are control device and method for a belt type continuously variable transmission which can improve control stability of secondary hydraulic pressure with the estimated accuracy of a belt slip condition during belt slip control ensured. The device has a primary pulley ( | 05-03-2012 |
20120108373 | CONTROLLER AND CONTROL METHOD OF BELT TYPE CONTINUOUSLY VARIABLE TRANSMISSION - Provided is control device and method for a belt type continuously variable transmission which can reduce drive energy consumption by a decrease in belt friction when the estimated accuracy of belt slip condition is high and which can prevent the belt from greatly slipping during belt slip control when the estimated accuracy of belt slip condition is low. The device includes a primary pulley ( | 05-03-2012 |
20110098896 | AUTOMATIC TRANSMISSION AND PROTECTION METHOD THEREOF - When temperature increase promotion processing (for example, prohibiting lockup application and prohibiting shifts to a high gear position) is started while an initial value of an ATF temperature is in a low temperature region, an ATCU determines whether to terminate the temperature increase promotion processing on the basis of a current ATF temperature, and when the temperature increase promotion processing is started while the initial value of the ATF temperature is in an extremely low temperature region, the ATCU determines whether to terminate the temperature increase promotion processing on the basis of a duration of the temperature increase promotion processing. When the temperature increase promotion processing is determined to be complete, the ATCU terminates the temperature increase promotion processing. | 04-28-2011 |
20110015840 | SHIFT CONTROL OF AUTOMATIC TRANSMISSION - A subtransmission mechanism | 01-20-2011 |
20110015839 | CONTROL OF AND CONTROL METHOD FOR VEHICLE CONTINUOUSLY VARIABLE TRANSMISSION - A control device for a vehicle continuously variable transmission | 01-20-2011 |
20110015838 | SHIFT CONTROL OF CONTINUOUSLY VARIABLE TRANSMISSION - A continuously variable transmission | 01-20-2011 |
20110015837 | CONTROL OF AND CONTROL METHOD FOR VEHICLE CONTINUOUSLY VARIABLE TRANSMISSION - A control device for a vehicle continuously variable transmission | 01-20-2011 |
20110015836 | SHIFT CONTROL OF CONTINUOUSLY VARIABLE TRANSMISSION - A speed ratio of a continuously variable transmission mechanism | 01-20-2011 |
20110015835 | CONTROL OF AND CONTROL METHOD FOR VEHICLE CONTINUOUSLY VARIABLE TRANSMISSION - A control device for a vehicle continuously variable transmission | 01-20-2011 |
20110015033 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - The transmission controller performs a non-coordinated shift, in which the gear position of the subtransmission mechanism is modified from the second gear position to the first gear position at a higher speed than when the gear position of the subtransmission mechanism is modified by a coordinated shift while permitting a deviation between the through speed ratio and the target through speed ratio, instead of the coordinated shift when it is determined that the second speed kick down shift is to be performed. | 01-20-2011 |
20100318270 | CONTROL APPARATUS OF DRIVING FORCE IN CASE OF BELT SLIPPING FOR VEHICLE EQUIPPED WITH V-BELT CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - A control apparatus of a driving force in case of belt slipping includes a belt slip control detecting unit adapted to detect that the belt slip control is in execution, a belt contact radius ratio calculating unit adapted to calculate a belt contact radius ratio of the V-belt to the pulleys, and a power source output torque determining unit adapted to determine a target power output torque according to the belt contact radius ratio in execution of the belt slip control in response to signals from the belt slip control detecting unit and the belt contact radius ratio calculating unit. | 12-16-2010 |
20100248895 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - The transmission controller changes the gear position of the subtransmission mechanism and varies the speed ratio of the variator in an opposite direction to a speed ratio variation direction of the subtransmission mechanism when the actual through speed ratio passes a predetermined mode switch line. When the improvement in the shift response of the continuously variable transmission is determined to be required and the actual through speed ratio passes the mode switch line from a Low side to the High side, the transmission controller increases a shift speed of the subtransmission mechanism compared with a normal coordinated shift. | 09-30-2010 |
20100248894 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - A continuously variable transmission includes a variator capable of varying a speed ratio continuously, and a subtransmission mechanism provided in series with the variator. On the basis of an operating condition of a vehicle, a transmission controller sets a destination through speed ratio, which is an overall speed ratio of the variator and the subtransmission mechanism to be realized in accordance with the operating condition, and controls the variator and the subtransmission mechanism on the basis thereof. When shifts are prohibited in the subtransmission mechanism, the destination through speed ratio is limited to a speed ratio range that can be realized only by a shift in the variator. | 09-30-2010 |
20100248886 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - A continuously variable transmission includes a variator capable of varying a speed ratio continuously, and a subtransmission mechanism provided in series with the variator. When an actual through speed ratio passes a predetermined mode switch speed ratio, a transmission controller performs a coordinated shift in which a gear position of the subtransmission mechanism is changed and a speed ratio of the variator is varied in an opposite direction to a speed ratio variation direction of the subtransmission mechanism. When the rapid deceleration is determined to be underway, the transmission controller decreases a speed ratio variation amount of the variator in the direction of a High side accompanied by a downshift of the subtransmission mechanism compared with the coordinated shift. | 09-30-2010 |
20100248875 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - A transmission controller permits a 2-1 shift, in which a gear position of a subtransmission mechanism is changed from a second speed to a first speed, when an accelerator pedal has been depressed to or above a predetermined opening. The gear position of the subtransmission mechanism is changed from the second speed to the first speed when an actual through speed ratio passes a mode switch line from a High side to a Low side while the 2-1 shift is permitted in the subtransmission mechanism. | 09-30-2010 |
20100228454 | CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION - In control apparatus and method for an automatic transmission, a gear shift state of a stepwise variable transmission mechanism is controlled to a target gear shift state by releasing a first engagement section according to a reduction in a capacity of the first engagement section and, simultaneously, by engaging a second engagement section according to an increase in the capacity of the second engagement section, in accordance with a torque inputted to the stepwise variable transmission mechanism and, during an inertia phase, either one of the first and second engagement sections functions as a gear shift state control side engagement section and the capacity of a gear shift state non-control side engagement section which is the other engagement section is increased when determining that it is impossible to make the gear shift state follow up the target gear shift state at the gear shift state control side engagement section. | 09-09-2010 |
20100228450 | CONTROL APPARATUS OF AUTOMATIC TRANSMISSION - A control apparatus of an automatic transmission has an engagement part, a power-ON/OFF state judgment section and a control section controlling a capacity of the engagement part. The control section compares an actual input revolution speed difference absolute value of an absolute value of a difference between an input revolution speed when engaged and an actual input revolution speed with a target input revolution speed difference absolute value of an absolute value of a difference between the input revolution speed when engaged and a target input revolution speed, then a deviation is determined by subtracting the target input revolution speed difference absolute value from the actual input revolution speed difference absolute value. When the deviation is positive, the capacity is increased. When the deviation is negative, the capacity is reduced. When the deviation is zero, a previous capacity that is set before the comparison of the both absolute values is maintained. | 09-09-2010 |
20100228449 | CONTROL SYSTEM OF AUTOMATIC TRANSMISSION - A control system controls an automatic transmission. The automatic transmission comprises a stepwise variable transmission section that includes a plurality of frictional elements and establishes a desired speed by a shift change disengaging one of the frictional elements and engaging the other of the frictional elements and a continuously variable transmission section that establishes a desired speed continuously. The control system makes a speed change control of the continuously variable transmission section cooperate with a change of an input rotation speed of the stepwise variable transmission section. The control system is configured to carry out during the shift change of the stepwise variable transmission section, judging whether a delivery of a torque from a disengaging side frictional element to an engaging side frictional element is completed or not; and starting the speed change control of the continuously variable transmission section upon judgment of the completion of the delivery of the torque regarding that an inertial phase has started. | 09-09-2010 |
20100227736 | CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION - A control apparatus for an automatic transmission includes a stepwise variable transmission mechanism; a power ON/OFF state judging section; and a shift control section configured to control the stepwise variable transmission mechanism to a target rotational speed by disengaging the first engagement portion and engaging the second engagement portion in accordance with a torque inputted to the stepwise variable transmission mechanism, the shift control section being configured to engage one of the first engagement portion and the second engagement portion which has a function to suppress a variation of an input rotational speed of the stepwise variable transmission mechanism which is generated by a switching of the power ON/OFF state when the power ON/OFF state is switched at the shift control of the stepwise variable transmission mechanism, and to disengage the other of the first engagement portion and the second engagement portion. | 09-09-2010 |
20100222971 | CONTROL APPARATUS AND METHOD FOR AUTOMATIC TRANSMISSION SYSTEM - A control apparatus for an automatic transmission system having a serial arrangement of a stepwise variable automatic transmission mechanism and a continuously variable automatic transmission mechanism, the control apparatus being disposed in the automatic transmission system and performing a shift control of the continuously variable automatic transmission mechanism in accordance with variation in transmission ratio of the stepwise variable automatic transmission mechanism, the control apparatus including a control section configured to execute a retardation processing upon shift control of one of the continuously variable transmission mechanism and the stepwise variable transmission mechanism which has a smaller response delay of an actual transmission ratio from a target transmission ratio than that of the other transmission mechanism. | 09-02-2010 |
20100160111 | CONTROL APPARATUS FOR BELT-TYPE CONTINUOUSLY-VARIABLE TRANSMISSION - A belt continuously-variable transmission control apparatus includes: a belt continuously-variable transmission including; a primary pulley arranged to receive a torque from a driving source; a secondary pulley arranged to output the torque to driving wheels; a belt wound around the primary pulley and the secondary pulley; a hydraulic pressure control section configured to control a hydraulic pressure of one of the primary pulley and the secondary pulley which is a capacity side, and thereby to bring the belt, the primary pulley and the secondary pulley to a slip state; and a torque control section configured to control the torque of the driving source, and thereby to bring the slip state to a predetermined slip state. | 06-24-2010 |
20090221395 | AUTOMATIC TRANSMISSION - An automatic transmission is provided with three planetary gear units and five friction elements that establish at least six forward speeds and one reverse speed by engaging different combinations of three out of five friction elements simultaneously. In the automatic transmission, an output shaft is always connected to a first ring gear of the first planetary gear unit. A second ring gear of the second planetary gear unit is always fixed. A first carrier of the first planetary gear unit and a third ring gear of the third planetary gear unit are connected together to form a first rotating member. A second sun gear of the second planetary gear unit and a third carrier of the third planetary gear unit are connected together to form a second rotating member. | 09-03-2009 |
20090143184 | AUTOMATIC TRANSMISSION - An automatic transmission is provided with three planetary gear units and five friction elements. The first planetary gear unit includes a first sun gear that is always fixed, a first carrier supporting a first pinion in meshed engagement with the first sun gear and a first ring gear in meshed engagement with the first pinion. The first to fifth friction elements are operatively arranged with respect to the first, second and third planetary gear units to selectively establish at least seven forward speeds and one reverse speed by combining simultaneous engagement of two out of five friction elements for transmitting torque from the input shaft to the output shaft. | 06-04-2009 |
20090133995 | INHIBITOR SWITCH AND MANUFACTURING METHOD THEREOF - An inhibitor switch for detecting a shift position of a select lever is provided with: a terminal block fixed in a transmission case of an automatic transmission; a contact plate provided in the terminal block; an operating portion configured to cooperatively move with the select lever and to move along the contact plate; a movable contact formed on the operating portion and configured to slide on the contact plate to form an electric circuit according to a contact position between the contact plate and the movable contact; at least one disconnecting portion formed in the contact plate and cut at a plurality of positions after the contact plate is provided in the terminal block for interrupting electrical conduction; and at least one set of a plurality of disconnecting holes for cutting the disconnecting portion and formed in the terminal block by primary molding. The disconnecting holes respectively correspond to the plurality of positions at which the disconnecting portion is cut. The plurality of disconnecting holes are sealed by secondary molding after the disconnecting portion is cut. | 05-28-2009 |
20090106961 | Roller burnishing apparatus with pressing-force detecting device - There is disclosed a roller burnishing apparatus including a first member moved relative to an object to be burnished, a second member movable relative to the first member in a relative movement direction, a burnishing roller held by the second member such that the burnishing roller is rotatable, a biasing device which biases with a biasing force the second member relative to the first member in one of two opposite directions along the relative movement direction, and a pressing-force detecting device that detects a pressing force with which the burnishing roller is pressed against the object and which is based on the biasing force of the biasing device. | 04-30-2009 |
20090023552 | AUTOMATIC TRANSMISSION CONTROL APPARATUS - An automatic transmission control apparatus is provided with a brake switch, a brake fluid pressure detecting section, a range position detecting section, a neutral control section and a prohibiting section. The brake switch is configured to output an on-signal when a brake pedal is depressed and otherwise output an off-signal. The brake fluid pressure detecting section is configured to detect a brake fluid pressure corresponding to a brake pedal depression force. The range position detecting section is configured to detect if a traveling range of an automatic transmission is selected. The neutral control section is configured to start a neutral control that puts the automatic transmission into a neutral state when the brake fluid pressure detected by the brake fluid detecting section exceeds a start threshold value while the range position detecting section detects that the traveling range is selected, and to end the neutral control when the brake fluid pressure falls below an end threshold value while the neutral control is being executed, with the start and end threshold values being set to values that are higher than the brake fluid pressure occurring when the brake switch starts outputting the on-signal. The prohibiting section is configured to prohibit the neutral control from being subsequently started again, after the neutral control has been started by the neutral control section, regardless of the brake fluid pressure detected by the brake fluid pressure detecting section until the brake switch outputs the off-signal. | 01-22-2009 |
20090011888 | AUTOMATIC TRANSMISSION HYDRAULIC PRESSURE CONTROL APPARATUS - An automatic transmission hydraulic pressure control apparatus decreases a hydraulic pressure lower limit value as much as possible without causing a non-operating zone of a solenoid valve to be included in a control region of the solenoid valve due to product variation. First and second determinations are alternately performed to determine if a solenoid command value is in a non-operating zone by alternately changing the solenoid command value to decrease and increase the actual hydraulic pressure in a step-like manner. The solenoid command value of an immediately previous cycle in which the first determining section determined that the solenoid command value was not in the non-operating zone is set as a solenoid command limit value when one of the first and second determining sections has determined that the solenoid command value is in the non-operating zone. | 01-08-2009 |
20080312036 | AUTOMATIC TRANSMISSION CONTROL APPARATUS - An automatic transmission control apparatus includes an engine rotational speed limit verifying section and a shift control characteristic changing section. The engine rotational speed limit verifying section is configured to receive an engine rotational speed limit value for limiting an engine rotational speed and determine if the engine rotational speed limit value is lower than a prescribed normal upper limit value. The shift control characteristic changing section is configured to change a shift schedule of an automatic transmission based on the engine rotational speed being limited by the engine rotational speed limit value and the automatic transmission having a stronger tendency to select a higher gear stage than if the engine rotational speed limit value was not being limited to a lower value than the prescribed normal limit value, when the engine rotational speed limit value is determined to lower than the prescribed normal upper limit value. | 12-18-2008 |
20080269012 | HYDRAULIC PRESSURE CONTROL DEVICE FOR CONTINUOUSLY VARIABLE TRANSMISSION - A hydraulic pressure control device is provided that that controls hydraulic pressure of a clutch supplying torque to a continuously variable transmission while the vehicle is stopped and in a running range. The hydraulic pressure control device has an control section that estimates a clutch engagement hydraulic pressure for the clutch based on initially rotational movement of a primary pulley of the continuously variable transmission, and then controls regulation of the hydraulic pressure to the clutch to a designated pressure that is no greater than the clutch engagement hydraulic pressure, when the vehicle is stopped and in the running range, so that the torque from the engine does not rotate a secondary pulley of the continuously variable transmission. | 10-30-2008 |