| 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 | Method for operating a vehicle drive device with device with a continuously variable transmission (cvt) in a brake-engaging mode | US10297448 | 2001-05-16 | US06929579B2 | 2005-08-16 | Oswin Roeder; Horst Wild |
| A motor vehicle drive arrangement including a motor and a stepless automatic transmission for driving drive wheels has a normal operating mode for normal driving operation and a brake engagement operating mode for a situation of excessive slip of a drive wheel. During the brake engagement operating mode, strong fluctuations of the transmission ratio could arise, or the vehicle might drive with a low motor torque but a high drive rotational speed, which are uncomfortable for the driver. To increase driving comfort, a normal motor torque value is prescribed in the normal operating mode, and in the brake engagement operating mode the motor torque is reduced to an actual motor torque value. A difference torque is determined between the normal and actual motor torque values. A maximum desired nominal drive rotational speed is varied dependent on the difference torque. | ||||||
| 122 | Deceleration control apparatus and method for a vehicle | US10998958 | 2004-11-30 | US20050124458A1 | 2005-06-09 | Kunihiro Iwatsuki; Kazuyuki Shiiba |
| A declaration control apparatus and method for a vehicle, which performs deceleration control such that a deceleration acting on the vehicle becomes equal to a target deceleration by an operation of a brake system which applies a braking force to the vehicle and a shift operation which shifts a transmission of the vehicle into a relatively low speed or speed ratio, increases the target deceleration over time at a predetermined gradient to a predetermined value when a determination that there is a need to shift the transmission into a relatively low speed or speed ratio has been made, and after the target deceleration reaches the predetermined value, maintains the target deceleration at a generally constant value. As a result, a deceleration transitional characteristic of the vehicle is able to be improved. | ||||||
| 123 | Method for operating a vehicle drive device with device with a continously variable transmission (cvt) in a brake-engaging mode | US10297448 | 2003-07-22 | US20040053741A1 | 2004-03-18 | Oswin Roeder; Horst Wild |
| A drive arrangement of a motor vehicle, which comprises a motor and a stepless automatic transmission for the driving of drive wheels, is typically operated in a normal operating mode in connection with normal driving operation and in a brake engagement operating mode in connection with a slip of at least one of the drive wheels that exceeds a certain value. During the brake engagement operating mode, strong fluctuations of the transmission's transmission ratio can arise, or the case can arise, that the motor vehicle drives with a low motor torque but a high drive rotational speed. This is perceived as uncomfortable by the driver. The new method shall increase the driving comfort. For this purpose, a normal motor torque value is prescribed as a desired nominal value of the motor torque in the normal operating mode, and in the brake engagement operating mode, the motor torque is reduced to an actual motor torque value, the difference between the normal motor torque value and the actual motor torque value is determined as a difference torque, and a maximum desired nominal drive rotational speed is varied dependent on the difference torque. | ||||||
| 124 | Hydraulic pressure control apparatus for automatic transmission of vehicle | US10046235 | 2002-01-16 | US06565473B2 | 2003-05-20 | Hiroatsu Endo; Masatoshi Ito; Tatsuya Ozeki |
| A hydraulic pressure control apparatus for controlling an automatic transmission of an automotive vehicle, with a pressurized working fluid delivered from a hydraulic pump driven by an electric motor, wherein a pump control device is operated upon starting of the electric motor to start the hydraulic pump, for controlling the electric motor, such that a rate of increase of the operating speed of the hydraulic pump decreases with a decrease in the temperature of the working fluid detected by a temperature detector. | ||||||
| 125 | Method for controlling the automatic gearbox of a motor vehicle | US09807778 | 2001-04-18 | US06490516B1 | 2002-12-03 | Markus Henneken; Friedemann Jauch; Kai-Uwe Herbster; Franz-Josef Schuler; Thomas Mauz |
| In a method for controlling an automatic transmission of a motor vehicle having an electronic gear control (EGS) that continuously exchanges signals with a vehicle dynamics regulator (FDR), the electronic gear control (EGS) receives signals (SL) of an anti-slip control system (ASC) and/or of an anti-blocking system (ABS). In addition the vehicle dynamics regulator (FDR) is functionally linked with a dynamic stabilizer (DS) which in predefined operating situations issues a signal (SV) to the electronic gear control (EGS) via the vehicle dynamics control (FDR), which signal is processed simultaneously with the incoming signals (SL) from the anti-slip control system (ASC) and/or the anti-blocking system (ABS). | ||||||
| 126 | Hydraulic pressure control apparatus for automatic transmission of vehicle | US10046235 | 2002-01-16 | US20020094910A1 | 2002-07-18 | Hiroatsu Endo; Masatoshi Ito; Tatsuya Ozeki |
| A hydraulic pressure control apparatus for controlling an automatic transmission of an automotive vehicle, with a pressurized working fluid delivered from a hydraulic pump driven by an electric motor, wherein a pump control device is operated upon starting of the electric motor to start the hydraulic pump, for controlling the electric motor, such that a rate of increase of the operating speed of the hydraulic pump decreases with a decrease in the temperature of the working fluid detected by a temperature detector. | ||||||
| 127 | Vehicle dynamic control system | US09722399 | 2000-11-28 | US06392535B1 | 2002-05-21 | Koji Matsuno; Munenori Matsuura |
| A vehicle dynamic control system includes: (a) a running condition detecting system for detecting running conditions of a vehicle; (b) a road data detecting system for detecting road data relating to a road in front of the vehicle; (c) a permissible speed calculating system for calculating a permissible speed for passing through a curve based on the running conditions and the road data; (d) an equivalent linear distance calculating system for calculating an equivalent linear distance as a distance for performing a deceleration operation by shortening a distance from a point of operation to the curve in front of the vehicle based on a permissible deceleration at a winding part of the road and a curvature of the winding part between the point of operation and the curve so as to consider a permissible deceleration applicable at the winding part of the road; (e) a passing judgement system for judging a possibility of the vehicle passing through the curve by a parameter based on at least the equivalent linear distance and the permissible speed; and (f) a warning and deceleration control system for activating at least one of a warning system or a decelerating system based on a judgement of the passing judgement system. The invention also relates to a method for controlling a vehicle using this system. | ||||||
| 128 | Speed ratio control device | US09671147 | 2000-09-28 | US06347270B1 | 2002-02-12 | Satoshi Takizawa; Masato Koga; Masatoshi Akanuma; Mitsuru Watanabe; Shigeki Shimanaka; Hiroyasu Tanaka; Junya Takayama |
| A controller determines whether or not the vehicle dynamics controller is operating, and when it is determined that it is operating, a speed change operation by an actuator which changes over a gear position of the automatic transmission is prohibited. This speed change prohibition is continued for a predetermined time even when the vehicle dynamics controller has stopped. In this way, control performance of the vehicle dynamics controller is prevented from becoming unstable due to a speed change of the automatic transmission. | ||||||
| 129 | Vehicle dynamic control system | US09266627 | 1999-03-11 | US06188316B1 | 2001-02-13 | Koji Matsuno; Munenori Matsuura |
| Recognizing curve geometry, judgement accuracy of an over speed condition is improved with minimal increase of calculation load, even when the road to an objective curve is not a straight line. The standard deceleration calculator calculates a standard deceleration from the road surface friction coefficient and road slope. The permissible access speed calculator calculates a permissible access speed from the permissible lateral acceleration based on road geometry and the road surface friction coefficient. The equivalent linear distance calculator calculates an equivalent linear distance, converting a winding part of a road to the objective curve into an equivalent straight line. The passing judgement device compares a required deceleration, which is determined based on the present vehicle speed, the permissible access speed and the equivalent linear distance, with a warning deceleration level and a forced deceleration level, which are calculated from the standard deceleration. According to the comparison result, the warning deceleration controller carries out a warning control through the display and a loudspeaker and forced deceleration control by the engine control unit, the transmission control unit and the brake control unit. | ||||||
| 130 | Automotive vehicle control apparatus including means for preventing interference between running stability control means and controls of devices in power transmitting system | US897711 | 1997-07-18 | US6077190A | 2000-06-20 | Atsushi Tabata; Hideki Miyata; Masato Kaigawa |
| Vehicle control apparatus including a running stability controller for performing a predetermined operation for improving stability of running of the vehicle by reducing engine output, braking the vehicle, holding automatic transmission in a predetermined position or shifting up the transmission, for example, and a device for preventing an interference between the operation of the running stability controller and an operation of a device, such as the automatic transmission, a torque converter lock-up clutch and a differential limiting clutch, which device is provided in a power transmitting system and which is controlled by an appropriate controller. | ||||||
| 131 | System for controlling a continuously variable transmission in response to a sensed wheel deceleration | US379058 | 1995-01-27 | US5586953A | 1996-12-24 | Keiju Abo |
| In order to improve steering performance and braking performance specifically on a low .mu. road surface during operation of engine braking, there are provided, in a shift control system of a continuously variable transmission, a sensor for determining a wheel deceleration, and a shift controller for changing a shift pattern adequately. When an engine brake range such as a 2 range or an L range is selected, and the wheel deceleration becomes greater than a predetermined deceleration level, the shift controller changes an upshift limit of the engine brake range, to a smaller transmission ratio. By reducing the transmission ratio in this way, the shift control system can reduce an engine braking force applied to the drive wheels and an inertia torque of the transmission against the driving force applied to the drive wheels by the road surface, so that the wheel speed can readily increase to achieve a desirable degree of wheel slip. | ||||||
| 132 | 車両用停車制御装置 | JP2015194267 | 2015-09-30 | JP6361621B2 | 2018-07-25 | 二神 浩介 |
| 133 | 変速機出力軸センサを用いて車両の推定車輪速度を監視するためのシステムおよび方法 | JP2015550449 | 2013-12-13 | JP6235609B2 | 2017-11-22 | ユ,ゼロング |
| 134 | 車両の制御装置及び制御方法 | JP2015529528 | 2014-07-23 | JP6092393B2 | 2017-03-08 | パーカー ジュニア デニス; 九鬼 廣行; 北村 太一; 田島 猛; 小久保 芳行; 日野 俊平; 木村 大毅; 渡邊 伸一郎 |
| 135 | 車両の制御装置 | JP2015065046 | 2015-03-26 | JP2016183757A | 2016-10-20 | 中村 公紀; 荒井 大 |
| 【課題】ブレーキ検出手段の故障時におけるECUの誤判定を防止し、運転者の意思に合った自動変速機の制御を可能とする。 【解決手段】制御装置10は、登坂角更新判定手段74、勾配推定手段76、減速判定手段78及び登坂角推定手段80を有する。減速判定手段78は、スロットル開度が閾値TH以下のときに、車両12が減速状態にあると判定する。登坂角更新判定手段74は、勾配推定手段76が上り勾配と推定し、且つ、減速判定手段78が減速状態と判定した場合に、登坂角推定手段80による推定登坂角θの増加方向への更新処理を禁止する。 【選択図】図2 |
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| 136 | ブレーキ制御に関する改良 | JP2016058777 | 2016-03-23 | JP2016164066A | 2016-09-08 | ポール・ビーバー; セオドア・カッセル; リチャード・クック; ティモシー・レイノルズ |
| 【課題】坂道での自動車の制御を容易にする。 【解決手段】1以上の車輪12に制動力を付与する、多数の車輪を有する自動車用ブレーキ制御システムは、車両の動きを検出するための検出手段22と、意図する方向への車両の動きと連動する、1以上の選択可能の駆動ギアと、を備える。前記システムは、制動力を付与するためにブレーキを駆動するブレーキ駆動手段14と、ブレーキ駆動手段を制御するブレーキ制御手段15とを備え、ブレーキ制御手段は、選択された駆動ギアを検出し、駆動ギアが選択されると、ブレーキ駆動手段が制動力を付与することを保証することにより、選択された駆動ギアに連動する、意図する方向への動きとは反対方向に車両の動きを制限するように設けられている。 【選択図】図1 |
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| 137 | 機械式自動変速機のクラッチ切断制御機構 | JP2010260971 | 2010-11-24 | JP5737740B2 | 2015-06-17 | 金 子 邦 寛 |
| 138 | 車両制御装置 | JP2013539488 | 2011-10-21 | JPWO2013057837A1 | 2015-04-02 | 松永 仁; 仁 松永; 本多 義行; 義行 本多 |
| 車両制御装置10は、車両1の急減速状態の発生を判定する第1の急減速判定手段(回転変化率判定部82,ABS判定部83)と、第1の急減速判定手段と比較して急減速判定の所要時間が短い第2の急減速判定手段(ブレーキ判定部81)と、を備え、車両1の車速または路面摩擦係数に応じて、第1の急減速判定手段及び第2の急減速判定手段のいずれか1つが車両1の急減速判定に用いられ、第2の急減速判定手段は、第1の急減速判定手段より、車速または路面摩擦係数が低い領域において急減速判定に用いられる。これにより、運転状況に応じて最適な急減速判定手段を選択でき、急減速判定の精度を向上させることができる。 | ||||||
| 139 | 変速機制御装置 | JP2012521365 | 2011-04-27 | JPWO2011162022A1 | 2013-08-19 | 祐一郎 竹森; 誠一 小川 |
| 制御手段54a1は、変速機14の変速比を車両の走行速度及び所定の制御パターンに基づいて制御する。異常検知手段が制動制御装置60の異常を検知した場合には、直結クラッチ16dを開放して、制動制御装置60の異常を検知していない場合に比べて、走行速度に応じてCVT14に入力される回転数が大きくなるような制御パターンに変更する。 | ||||||
| 140 | Method for controlling coasting of hybrid vehicle equipped with amt | JP2011247793 | 2011-11-11 | JP2013066355A | 2013-04-11 | JANG SANG PIL |
| PROBLEM TO BE SOLVED: To provide a method for controlling coasting of a hybrid vehicle equipped with an AMT (automated manual transmission), the method securing coasting characteristics of a level that a driver demands based on the degree of manipulation of an accelerator pedal.SOLUTION: The method for controlling coasting of the hybrid vehicle equipped with the AMT includes: a regenerative braking determination step S10 in which, in a running state of the vehicle, it is determined whether an amount of manipulation of the accelerator pedal is within a predetermined control range; an index settlement step S20 in which, in case it is determined that the amount of manipulation of the accelerator pedal is within the control range as a result of carrying out the regenerative braking determination step, a deceleration request conversion index for a current amount of manipulation of the accelerator pedal is settled from a conversion map in which a deceleration request conversion index is compared with an amount of manipulation of the accelerator pedal in the control range; a deceleration request torque calculation step S30 in which a conversion deceleration request torque is calculated by multiplying a deceleration request torque determined based on a vehicle speed by a value obtained by dividing the deceleration request conversion index settled in the index settlement step by the maximum value of deceleration request conversion index; and a regenerative braking step S40 in which the regenerative braking is performed by the conversion deceleration request torque calculated in the deceleration request torque calculation step. | ||||||
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