| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 141 | Method for operating a motor vehicle drive train | JP2006508160 | 2004-05-05 | JP4591711B2 | 2010-12-01 | ウルリッヒ・エクレ; トーマス・フォルツ |
| In a method for operating a motor vehicle in the event of a shift of a power divider actuated by external force, before the commencement of the shift of the power divider, a control device reduces the torque at the shifting members involved in the shift. The vehicle transmission is an automatic transmission, and the reduction is achieved a clutch in the automatic transmission is opened. After the conclusion of the shift, a torque is permitted again at said shifting members, and the clutch is closed again. The vehicle driver can consequently execute a shift in the power divider merely by triggering a shift requirement. | ||||||
| 142 | Driving support device, driving support method and driving support program | JP2008159581 | 2008-06-18 | JP2010003013A | 2010-01-07 | MIYAJIMA TAKAYUKI; NAKAJIMA TERUHIRO |
| <P>PROBLEM TO BE SOLVED: To solve a problem where smooth acceleration cannot be performed when accelerating after deceleration. <P>SOLUTION: A target vehicle speed for traveling a predetermined road section ahead of one's own vehicle is obtained, an acceleration gear ratio, which is a gear ratio for accelerating the own vehicle to a vehicle speed faster than the target vehicle speed after traveling through the predetermined section, is obtained, and information indicating if execution of driving support control to the predetermined section is permitted is obtained. Depending on if execution of gear ratio control is permitted, which is indicated by information indicating if execution of the driving support control is permitted, control is executed for setting a gear ratio of the own vehicle to the acceleration gear ratio before the own vehicle reaches a start point of the predetermined section. Depending on if execution of deceleration control by a brake portion is permitted, which is indicated by information indicating if execution of the driving support control is permitted, control is executed for decelerating a vehicle speed of the own vehicle to the target vehicle speed before the own vehicle reaches the start point of the predetermined section. <P>COPYRIGHT: (C)2010,JPO&INPIT | ||||||
| 143 | Traction control device for vehicle | JP2009004254 | 2009-01-13 | JP2009234563A | 2009-10-15 | TSUCHIKAWA HARUHISA |
| <P>PROBLEM TO BE SOLVED: To provide a traction control device for a vehicle attaining a stable traction control regardless of an inertia change in a driving system. <P>SOLUTION: When a driving force transmitted from driving wheels to a road surface is lowered by a certain quantity by a torque control means, the driving force is lowered according to a transmission torque capacity of a clutch element for connecting and disconnecting a power source and the driving wheels. <P>COPYRIGHT: (C)2010,JPO&INPIT | ||||||
| 144 | Method for operating a motor vehicle drive train | JP2006508160 | 2004-05-05 | JP2006526742A | 2006-11-24 | ウルリッヒ・エクレ; トーマス・フォルツ |
| In a method for operating a motor vehicle in the event of a shift of a power divider actuated by external force, before the commencement of the shift of the power divider, a control device reduces the torque at the shifting members involved in the shift. The vehicle transmission is an automatic transmission, and the reduction is achieved a clutch in the automatic transmission is opened. After the conclusion of the shift, a torque is permitted again at said shifting members, and the clutch is closed again. The vehicle driver can consequently execute a shift in the power divider merely by triggering a shift requirement. | ||||||
| 145 | Deceleration control device for vehicle | JP2004033390 | 2004-02-10 | JP2005226670A | 2005-08-25 | SHIIBA KAZUYUKI; IWATSUKI KUNIHIRO |
| <P>PROBLEM TO BE SOLVED: To provide a deceleration control device for a vehicle which makes desired deceleration to act on a vehicle in accordance with a distance to a corner. <P>SOLUTION: In the device, deceleration control of a vehicle is carried out by activation of a braking device 200 for making a vehicle generate braking force and a speed changing operation for changing a speed changer 10 for a vehicle to a speed stage for relatively low speed. The speed changing operation and the operation of a braking device are executed so that target deceleration 303 set on the basis of curvature or radius of a curving road 501 in front of the vehicle, a distance to the curving road and vehicle speed is acted on the vehicle. Even when timing (the distance to the curving road) for executing deceleration operation by a driver varies, the prescribed deceleration can be surely carried out up to an inlet of the curving road. The target deceleration required at an approach to the curving road is achieved by the speed changing operation and the operation of the braking device. After completing the deceleration control, a driving force is set by the speed stage after the deceleration control. Therefore, the driving force suitable both when approaching to and getting out of the curving road can be achieved. <P>COPYRIGHT: (C)2005,JPO&NCIPI | ||||||
| 146 | Deceleration controller for vehicle | JP2003407782 | 2003-12-05 | JP2005162175A | 2005-06-23 | IWATSUKI KUNIHIRO; SHIIBA KAZUYUKI; FUJINAMI HIROAKI; SEKI SUKEHITO |
| <P>PROBLEM TO BE SOLVED: To provide a deceleration controller for a vehicle capable of responding to various situations and providing a high deceleration transient characteristic of the vehicle. <P>SOLUTION: A braking force generated by a braking device is controlled so that a target deceleration is acted on the vehicle, based on the target deceleration 403 set as the deceleration to be acted on the vehicle by an operation of the braking device 200 for generating a braking force in the vehicle and a shift operation shifting a transmission 10 of the vehicle to a gear stage or gear ratio of relatively low speed, and based on a deceleration by the shift operation to the gear stage or gear ratio selected as the shift operation to the gear stage or gear ratio adapting to the target deceleration. When the target deceleration is set and the gear stage or gear ratio adapting to the target deceleration is selected, the braking device is controlled on a real time basis so that the difference between the deceleration by the gear shift to the gear stage or gear ratio and the target deceleration is compensated, the whole cooperative control of the braking device and the transmission is acted, and resultingly the target deceleration acts on the vehicle. <P>COPYRIGHT: (C)2005,JPO&NCIPI | ||||||
| 147 | Hydraulic control apparatus for an automatic transmission for a vehicle | JP2001008934 | 2001-01-17 | JP3521873B2 | 2004-04-26 | 雅俊 伊藤; 竜哉 尾関; 弘淳 遠藤 |
| 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. | ||||||
| 148 | Method of controlling the automatic transmission of a motor vehicle | JP2000578186 | 1999-10-16 | JP2002528679A | 2002-09-03 | カイ‐ウベ、ヘルプスター; トーマス、マウツ; フランツ‐ヨーゼフ、シューラー; フリーデマン、ヤウフ; マルクス、ヘンネケン |
| 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). | ||||||
| 149 | Hydraulic control system for vehicle automatic transmission | JP2001008934 | 2001-01-17 | JP2002213594A | 2002-07-31 | ENDO HIROATSU; ITO MASATOSHI; OZEKI TATSUYA |
| PROBLEM TO BE SOLVED: To provide a hydraulic control system for vehicle automatic transmission capable of preventing a damage of vanes of rotors even if a transmission is started when hydraulic fluid temperature is low. SOLUTION: In the hydraulic control system for vehicle automatic transmission, a hydraulic pump drive control means 138 drives hydraulic pumps 52, 54 in such a manner that the lower hydraulic fluid temperature TOIL detected by a temperature sensor 121 is the more slowly rotation speeds of the hydraulic pumps 52, 54 are increased in start up of the hydraulic motors 52, 54. Consequently, a risk of subjecting the vanes 76 of the rotors 64, 66 of the hydraulic pump 52, 54 to excessive load and damaging the same from high viscosity of hydraulic fluid in start up of the hydraulic motors 52, 54 as a vehicle starts traveling under a low temperature condition is ideally eliminated. | ||||||
| 150 | In particular guarantee the method and apparatus of the combined vehicle is stopped and the vehicle speed control | JP2000567425 | 1999-05-08 | JP2002523296A | 2002-07-30 | イリオン，アルブレヒト; ヴィンナー，ヘルマン |
| (57)【要約】 車両停止が検出されたときにロック式ブレーキを形成するためにブレーキ力が上昇されおよび／または変速機がパーキング位置に投入され、車両の電気系統に対する供給電圧が遮断されているときもまたブレーキ力ないし変速機位置が保持される、特に車両速度制御と結合された車両停止の保証方法および装置が提供される。 | ||||||
| 151 | Attitude controller for automobile and comprehensive controller for continuously variable transmission | JP2000306439 | 2000-10-05 | JP2002114061A | 2002-04-16 | TSUYAMA TOSHIAKI; OKAZAKI HARUKI; SASAKI HIROSHI |
| PROBLEM TO BE SOLVED: To improve re-acceleration after resolving an understeer state in a composition resolving the understeer state by engine output reduction control when the understeer state occurs during turning of a vehicle. SOLUTION: This device is composed so as to suppress deterioration of engine speed following reduction of engine output by changing a gear ratio of the continuously variable transmission to a downshift side from a gear ratio of a preset transmission characteristic when reducing the engine output for resolving the understeer state. | ||||||
| 152 | Vehicle motion control device | JP6157598 | 1998-03-12 | JPH11255004A | 1999-09-21 | MATSUNO KOJI; MATSUURA MUNENORI |
| PROBLEM TO BE SOLVED: To improve the judgment accuracy of overspeed by recognizing a curved form, and minimizing an increase in operational load even if a decelerating zone of up to a target curve for judgment is not a straight road. SOLUTION: A reference deceleration operation part 35 operates reference deceleration from a road surface friction factor and a road grade. An allowable admission speed operation part 39 operates an allowable admission speed from the allowable lateral acceleration based on the road form and the road surface friction factor. An equivalent straight line distance operation part 41 operates an equivalent straight-line distance compensating a flexural part in space of up to the judged objective curve, into an equivalent straight line. A transit judging part 43 compares the necessary deceleration based on vehicle speed, allowable admission speed and equivalent straight-line distance with warning deceleration and forced deceleration operated from the reference deceleration, and which this result, a warning deceleration control part 44 gives warning with a display 27 and a speaker 28, and then performs its forced deceleration control with an engine control unit 24, a transmission control unit and a brake control system 26. | ||||||
| 153 | Vehicle control device | JP29516796 | 1996-11-07 | JPH10138796A | 1998-05-26 | TABATA ATSUSHI; TOMOMATSU HIDEO; FUKUMURA KAGENORI; TANIGUCHI KOJI |
| PROBLEM TO BE SOLVED: To suitably eliminate inconvenience between an operation of stabilizing a turning maneuver by a turning maneuver control means and an operation of speed-shift through manual speed change. SOLUTION: If a determining means 204 detemaines that a vehicle is under control of turning maneuver by a turning maneuver control means 200 during operation of turning maneuver control, a speed control priority means 212 takes speed shift control based upon an instruction from the turning maneuver control means 200 in preference to a manual speed shift based upon a manual speed shift control means 210 in response to a manipulation of an speed-up switch or a speed-down switch. Accordingly, it is possible to eliminate inconvenience between the operation of stabilizing turning maneuver by the turning maneuver control means 200 and the speed change through the manipulation of the manual speed change. | ||||||
| 154 | Control device for vehicle | JP26482496 | 1996-10-04 | JPH10110817A | 1998-04-28 | NOZAKI KAZUTOSHI; TANIGUCHI KOJI; TOMOMATSU HIDEO |
| PROBLEM TO BE SOLVED: To provide a vehicular control device capable of favorably eliminating an inconvenience between turning behavior stabilizing operation through a turning behavior stabilization control device and gear shift controlling operation of an automatic transmission. SOLUTION: When it is judged, by a judging means 164, that a vehicle is in turning behavior control operation through a turning behavior control means 160 during the period of turning behavior control operation, a hydraulic type frictional engaging device which is operated by a gear shift control means 166 is included by a gear shift hydraulically control means 168. For example, the brake-engaging pressure for achieving down-shift, is slowly changed compared to the pressure at the time when the vehicle is not in turning behavior control operation. Thus, since the change in driving force, which is caused by manual down-shift, is slowly generated during the period of controlling the throttle valve opening, the braking device, etc., for stabilizing the turning behavior by the turning behavior control means 160, the functional damage to the operation of controlling driving force or controlling braking force for turning behavior stabilization, is reduced. Thus, an inconvenience between turning behavior stabilizing operation through a turning behavior stabilization control device and gear shift controlling operation of an automatic transmission 14 is favorably eliminated. | ||||||
| 155 | Control device of vehicle | JP18973596 | 1996-07-18 | JPH1038067A | 1998-02-13 | TABATA ATSUSHI; MIYATA HIDEKI; KAIKAWA MASATO |
| PROBLEM TO BE SOLVED: To favourably eliminate various inconveniences between turning behavior stabilization work by a turning behavior stabilization control device and work of drive system devices of a hydraulic power transmission with a direct- coupled clutch, an automatic transmission, a differential limitting clutch, etc. SOLUTION: To favourably eliminate a trouble that control of a drive system device becomes unstable and a shock is generated because erroneous learning is carried out as learning control of the drive system device is not carried out in a process where throttle valve opening θTH, a brake device 162 of a wheel are controlled for turning behavior stabilization by a turning behavior control means 160 as learning control by a learning control means 164 is stopped by a learning control stop means 173 in the case when it is judged to be in the middle of turning behavior control work of a vehicle by the turning behavior control means 160 by a turning behavior control working judgement means 172. | ||||||
| 156 | VEHICLE HAVING CONTROLLED START | US15757811 | 2016-09-09 | US20180345973A1 | 2018-12-06 | Eric E. Krueger; Alexander J. MacDonald; Michael G. Petrucci; Anthony J. Rifici; Ryan Z. Goode; Aniket Kothari; Jonathan P. Kish |
| A vehicle and method is provided. The vehicle includes systems and method for limiting the slip of the wheels. In an embodiment, the system holds the brakes based on an acceleration characteristic measured by a sensor. In another embodiment, the system includes a transmission controller that applies an adjustment to limit an amount of clutch slip as the clutch temperature to change in clutch performance to reduce wheel slip. In another embodiment, the system monitors wheel slip signal from a sensor and compares the wheel slip to a target slip value and controls clutch slip of the transmission clutch based to maintain engine output torque during acceleration. In another embodiment, in response to an anticipated vehicle launch event, a drive motor applies a first torque to the input shaft to adjust a gear lash of the differential unit. | ||||||
| 157 | Systems and methods for managing torque | US15042465 | 2016-02-12 | US10112613B2 | 2018-10-30 | Ryan Hunt; Jonathan Andrew Butcher; Dale Scott Crombez; William David Treharne; Deborah Sue Lienau |
| A method of managing torque at a vehicle standstill includes outputting torque from a powertrain to satisfy a driver torque demand. The method also includes, in response to a nonzero torque demand resulting in vehicle standstill, applying a friction brake to maintain the vehicle standstill and substantially reducing output torque of the powertrain during friction brake application. The method further includes satisfying driver torque demand using the powertrain and releasing the friction brake in response to the driver torque demand deviating from the nonzero torque demand by more than a predetermined amount. | ||||||
| 158 | METHODS FOR TRANSITIONING INTO REDUCED BRAKING PERFORMANCE MODES UPON FAILURE OF A PRIMARY BRAKING SYSTEM | US15978960 | 2018-05-14 | US20180257621A1 | 2018-09-13 | Brandon BEAUVAIS |
| A method according to the present disclosure includes identifying a failure in functionality of the primary braking system, and upon identifying the failure, mitigating an abrupt increase in a pedal travel distance required to brake or otherwise decelerate the vehicle so as to provide a smooth transition from a primary braking mode to a fallback braking mode. Mitigating the increase in the pedal travel distance may include initiating a transition to the fallback braking mode, activating at least one of a plurality of transition braking modes, and gradually increasing the pedal travel distance by deactivating at least one of the at least one previously activated transition braking modes. | ||||||
| 159 | Control device and control method for vehicle | US14909286 | 2014-07-23 | US10024431B2 | 2018-07-17 | Dennis Parker, Jr.; Hiroyuki Kuki; Taichi Kitamura; Takeru Tajima; Yoshiyuki Kokubo; Shunpei Hino; Hiroki Kimura; Shinichiro Watanabe |
| This control device for a vehicle switches a shift range of an automatic transmission through the use of an actuator, wherein the control device for a vehicle is characterized in being provided with a shift selection unit for receiving a shift position selection from a driver and a control unit for switching the shift range to a parking range through the use of an actuator when a vehicle power source turns off or when a drive power source stops, the control unit maintaining a neutral range, when the vehicle power source turns off or when the drive power source stops, until the elapse of a first prescribed time after the shift selection unit receives a neutral position selection while the vehicle power source is on or while the drive power source is driving. | ||||||
| 160 | Brake mechanism for hybrid vehicle engine | US15342194 | 2016-11-03 | US09995390B2 | 2018-06-12 | Emad Al-Regib; Ronald Gaw |
| A hybrid vehicle powertrain assembly includes a combustion engine, an electric machine, an input shaft, a ratchet mechanism, and a controller. The input shaft selectively couples the engine and electric machine. The ratchet mechanism includes a base integrated with a transmission housing, a camwheel fixedly coupled to the input shaft, a pawl, and an actuator to move the pawl. The controller is programmed to, in response to receipt of an engine brake command, output an engagement command to the actuator to move the pawl toward the camwheel for engagement to prevent the input shaft from spinning. A method for controlling a hybrid vehicle powertrain is also provided herein. The method includes, responsive to receipt of an engine brake command, outputting via a controller a command for a ratchet mechanism to engage an input shaft coupled to an engine to prevent the input shaft from spinning. | ||||||
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