Office Action 1: Notice of Allowance (2025-09-26)

CLAIMS:
Amendments to the Claims:

This listing of claims will replace all prior versions and listings of claims in the application:

Listing of Claims:

 1\. (Currently Amended) A control device for a transmission including a continuously variable transmission mechanism including a primary pulley, a secondary pulley, and an endless annular member, the primary pulley being configured to be input power of a drive source mounted on a vehicle, a secondary pulley being configured to transmit the power to a drive wheel, the endless annular member being wound around the primary pulley and the secondary pulley, wherein a rotation speed of the secondary pulley increases as a torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, and after the lock-up clutch is engaged, the control device performs a gear shift process to change a gear ratio of the continuously variable transmission mechanism to a high side or a low side so as to cancel return movement of a drive shaft which has been twisted by the engagement of the lock-up clutch.

 2\. (Currently Amended) The control device for the transmission according to claim 1, wherein when the gear shift process is not performed after the lock-up clutch is engaged, the control device changes the gear ratio of the continuously variable transmission mechanism to the high side while the rotation speed of the secondary pulley decreases.

 3\. (Currently Amended) The control device for the transmission according to claim 2, wherein in a case in which a decrease rate of a rotation speed difference between the drive source and a turbine of the torque converter at the time of the engagement of the lock-up clutch is equal to or greater than a predetermined decrease rate of the rotation speed difference, the control device changes the gear ratio of the continuously variable transmission mechanism to the high

side while the rotation speed of the secondary pulley decreases when the gear shift process is not performed after the lock-up clutch is engaged.

 4\. (Currently Amended) The control device for the transmission according to claim 3, wherein in a case in which the decrease rate of the rotation speed difference between the drive source and the turbine at the time of the engagement of the lock-up clutch is equal to or greater than a decrease rate set in advance, the control device changes the gear ratio of the continuously variable transmission mechanism to the high side while the rotation speed of the secondary pulley decreases when the gear shift process is not performed after the lock-up clutch is engaged.

 5\. (Currently Amended) The control device for the transmission according to claim 2, wherein in a case in which a speed of the vehicle is within a predetermined speed range, the control device changes the gear ratio of the continuously variable transmission mechanism to the high side while the rotation speed of the secondary pulley decreases when the gear shift process is not performed after the lock-up clutch is engaged.

 6\. (Currently Amended) The control device for the transmission according to claim 5, wherein in a case in which the speed of the vehicle is equal to or smaller than a predetermined speed set in advance, the control device changes the gear ratio of the continuously variable transmission mechanism to the high side while the rotation speed of the secondary pulley decreases when the gear shift process is not performed after the lock-up clutch is engaged.

 7\. (Currently Amended) The control device for the transmission according to claim 2, wherein in a case in which the gear ratio of the continuously variable transmission mechanism is within a predetermined gear ratio range, the control device changes the gear ratio of the continuously variable transmission mechanism to the high side while the rotation speed of the

secondary pulley decreases when the gear shift process is not performed after the lock-up clutch is engaged.

 8\. (Currently Amended) The control device for the transmission according to claim 1, wherein when the gear shift process is not performed after the lock-up clutch is engaged, the control device changes the gear ratio of the continuously variable transmission mechanism to the low side while the rotation speed of the secondary pulley increases after the rotation speed of the secondary pulley decreases.

 9\. (Currently Amended) A control method for a transmission including a continuously variable transmission mechanism including a primary pulley, a secondary pulley, and an endless annular member, the primary pulley being configured to be input power of a drive source mounted on a vehicle, a secondary pulley being configured to transmit the power to a drive wheel, the endless annular member being wound around the primary pulley and the secondary pulley, the method comprising:
increasing a rotation speed of the secondary pulley as a torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, and after the lock-up clutch is engaged, changing a gear ratio of the continuously variable transmission mechanism to a high side or a low side so as to cancel return movement of a drive shaft which has been twisted by the engagement of the lock-up clutch.

Claim 10. (Canceled).

 11\. (Currently Amended) A control device for a transmission including a continuously variable transmission mechanism including a primary pulley, a secondary pulley, and an endless annular member, the primary pulley being configured to be input power of a drive source mounted on a vehicle, a secondary pulley being configured to transmit the power to a drive wheel, the endless annular member being wound around the primary pulley and the secondary pulley, wherein

a rotation speed of the secondary pulley increases as a torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, and after the lock-up clutch is engaged, the control device changes a gear ratio of the continuously variable transmission mechanism to a high side after the rotation speed of the secondary pulley decreases and before the rotation speed of the secondary pulley increases.

OFFICE ACTION:
Notice of Pre-AIA  or AIA  Status
The present application, filed on or after March 16, 2013, is being examined under the first inventor to file provisions of the AIA .
Reasons for Allowance
The following is an examiner’s statement of reasons for allowance:
A close prior art, HIROSHI (JP 2020076422A), teaches A control device for a transmission including a continuously variable transmission mechanism including a primary pulley, a secondary pulley, and an endless annular member, the primary pulley being configured to be input power of a drive source mounted on a vehicle, a secondary pulley being configured to transmit the power to a drive wheel, the endless annular member being wound around the primary pulley and the secondary pulley, wherein a rotation speed of the secondary pulley increases as a torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, but does not teach and after the lock-up clutch is engaged, the control device performs a gear shift process to change a gear ratio of the continuously variable transmission mechanism to a high side or a low side so as to cancel return movement of a drive shaft which has been twisted by the engagement of the lock-up clutch in Claims 1 , 9 and 11.
Any comments considered necessary by applicant must be submitted no later than the payment of the issue fee and, to avoid processing delays, should preferably accompany the issue fee.  Such submissions should be clearly labeled “Comments on Statement of Reasons for Allowance.”
Conclusion



CITED REFERENCE SUMMARIES: Ref US20180031058A1: Claims:
A shift control device comprising: a selector configured to receive an operation of selecting a shift range of an automatic transmission and output selection information corresponding to the operation, the automatic transmission being configured to convert and output a driving force of an engine input via a torque converter; a range switch controller configured to switch the shift range of the automatic transmission in accordance with the selection information output by the selector; a parking mechanism that comprises a parking gear and a parking pawl, and that is configured to bring the automatic transmission into a parking state by locking rotation of the automatic transmission through engagement of the parking pawl with the parking gear; a clutch disposed between the torque converter and the parking mechanism and configured to turn on/off transmission of a driving force; a clutch controller configured to control operation of the clutch in accordance with the selection information output by the selector; and a delay setter configured to set a delay time until driving of the parking pawl starts on the basis of a rotation speed difference between a rotation speed of the engine and a rotation speed of a turbine of the torque converter and an oil temperature of the automatic transmission when selection information indicating that the parking range is selected is output, wherein the clutch controller disengages the clutch when the selection information indicating that the parking range is selected is output, and wherein, when the selection information indicating that the parking range is selected is output, the range switch controller drives the parking pawl and brings the automatic transmission into the parking state when the delay time set by the delay setter has elapsed after the clutch is disengaged by the clutch controller.
a selector configured to receive an operation of selecting a shift range of an automatic transmission and output selection information corresponding to the operation, the automatic transmission being configured to convert and output a driving force of an engine input via a torque converter;
a range switch controller configured to switch the shift range of the automatic transmission in accordance with the selection information output by the selector;
a parking mechanism that comprises a parking gear and a parking pawl, and that is configured to bring the automatic transmission into a parking state by locking rotation of the automatic transmission through engagement of the parking pawl with the parking gear;
a clutch disposed between the torque converter and the parking mechanism and configured to turn on/off transmission of a driving force;
a clutch controller configured to control operation of the clutch in accordance with the selection information output by the selector; and
a delay setter configured to set a delay time until driving of the parking pawl starts on the basis of a rotation speed difference between a rotation speed of the engine and a rotation speed of a turbine of the torque converter and an oil temperature of the automatic transmission when selection information indicating that the parking range is selected is output,
wherein the clutch controller disengages the clutch when the selection information indicating that the parking range is selected is output, and
wherein, when the selection information indicating that the parking range is selected is output, the range switch controller drives the parking pawl and brings the automatic transmission into the parking state when the delay time set by the delay setter has elapsed after the clutch is disengaged by the clutch controller.
The shift control device according to claim 1 , wherein the delay setter obtains a torque ratio from the rotation speed difference between the rotation speed of the engine and the rotation speed of the turbine of the torque converter and the oil temperature of the automatic transmission, and sets the delay time in accordance with the torque ratio.
the delay setter obtains a torque ratio from the rotation speed difference between the rotation speed of the engine and the rotation speed of the turbine of the torque converter and the oil temperature of the automatic transmission, and sets the delay time in accordance with the torque ratio.
The shift control device according to claim 1 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature at a time of high idling and/or stalling.
the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature at a time of high idling and/or stalling.
The shift control device according to claim 2 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature at a time of high idling and/or stalling.
The shift control device according to claim 1 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature when the oil temperature of the automatic transmission is a predetermined temperature or lower, and the delay setter sets the delay time to zero when the oil temperature is higher than the predetermined temperature.
the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature when the oil temperature of the automatic transmission is a predetermined temperature or lower, and the delay setter sets the delay time to zero when the oil temperature is higher than the predetermined temperature.
The shift control device according to claim 2 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature when the oil temperature of the automatic transmission is a predetermined temperature or lower, and the delay setter sets the delay time to zero when the oil temperature is higher than the predetermined temperature.
The shift control device according to claim 3 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature when the oil temperature of the automatic transmission is a predetermined temperature or lower, and the delay setter sets the delay time to zero when the oil temperature is higher than the predetermined temperature.
The shift control device according to claim 4 , wherein the delay setter sets the delay time on the basis of the rotation speed difference and the oil temperature when the oil temperature of the automatic transmission is a predetermined temperature or lower, and the delay setter sets the delay time to zero when the oil temperature is higher than the predetermined temperature.
The shift control device according to claim 1 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 2 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 3 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 4 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 5 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 6 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 7 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
The shift control device according to claim 8 , wherein the clutch is disposed between the torque converter and the parking mechanism and is a forward clutch or a reverse brake constituting a forward-reverse switching mechanism configured to switch a normal rotation and a reverse rotation of a driving wheel.
Ref US20080269012A1: Claims:
A hydraulic pressure control device comprising: a hydraulic pressure regulating section that selectively supplies hydraulic pressure to a clutch operatively disposed between an engine and a continuously variable transmission to selectively transmit torque from the engine to a primary pulley of the continuously variable transmission; a rotational movement detecting section that detects rotational movement of the primary pulley of the continuously variable transmission when the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section reaches a torque transmission point in which the clutch is in an engaged state to start rotating the primary pulley, and that outputs a signal during a change of the clutch from a disengaged state to the engaged state so that the signal is indicative of the torque transmission point corresponding to initial movement of the primary pulley of the continuously variable transmission; and a control section that estimates a clutch engagement hydraulic pressure at which the clutch is switched to the engaged state when a vehicle is stopped and in a running range based on the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section when the rotational movement detecting section initially detects the torque transmission point, the control section further controls the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch to a designated pressure that is no greater than the clutch engagement hydraulic pressure corresponding to the torque transmission point, 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 via a drive belt wrapped around the primary pulley and the secondary pulley.
a hydraulic pressure regulating section that selectively supplies hydraulic pressure to a clutch operatively disposed between an engine and a continuously variable transmission to selectively transmit torque from the engine to a primary pulley of the continuously variable transmission;
a rotational movement detecting section that detects rotational movement of the primary pulley of the continuously variable transmission when the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section reaches a torque transmission point in which the clutch is in an engaged state to start rotating the primary pulley, and that outputs a signal during a change of the clutch from a disengaged state to the engaged state so that the signal is indicative of the torque transmission point corresponding to initial movement of the primary pulley of the continuously variable transmission; and
a control section that estimates a clutch engagement hydraulic pressure at which the clutch is switched to the engaged state when a vehicle is stopped and in a running range based on the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section when the rotational movement detecting section initially detects the torque transmission point,
the control section further controls the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch to a designated pressure that is no greater than the clutch engagement hydraulic pressure corresponding to the torque transmission point, 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 via a drive belt wrapped around the primary pulley and the secondary pulley.
The hydraulic pressure control device according to claim 1 , wherein the control section is configured to repeat estimating of the clutch engagement hydraulic pressure for a prescribed number of times prior to setting a final value for the clutch engagement hydraulic pressure.
the control section is configured to repeat estimating of the clutch engagement hydraulic pressure for a prescribed number of times prior to setting a final value for the clutch engagement hydraulic pressure.
The hydraulic pressure control device according to claim 2 , wherein the control section is configured to control the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch so that the hydraulic pressure of the clutch is less than the clutch engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
the control section is configured to control the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch so that the hydraulic pressure of the clutch is less than the clutch engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
The hydraulic pressure control device according to claim 1 , wherein the control section is configured to control the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch so that the hydraulic pressure of the clutch is less than the clutch engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
A hydraulic pressure control method comprising: increasing hydraulic pressure to a clutch operatively disposed between an engine and a continuously variable transmission to selectively transmit torque from the engine to a primary pulley of the continuously variable transmission while a vehicle containing the continuously variable transmission is stopped and in a running range; detecting rotational movement being transmitted to the primary pulley of the continuously variable transmission when the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section reaches a torque transmission point in which the clutch is in an engaged state to start rotating the primary pulley; outputting a signal during a change of the clutch from a disengaged state to the engaged state so that the signal indicates the torque transmission point in which initial movement of the primary pulley of the continuously variable transmission occurs; estimating a clutch engagement hydraulic pressure at which the clutch is switched to the engaged state when the vehicle is stopped and in the running range based on the hydraulic pressure acting on the clutch when the signal is initially detected indicating the torque transmission point; and controlling the hydraulic pressure to the clutch to a designated pressure that is no greater than the clutch engagement hydraulic pressure corresponding to the torque transmission point, when the vehicle is stopped and in the running range based on the clutch engagement hydraulic pressure that was estimated so that the torque from the engine does not rotate a secondary pulley of the continuously variable transmission via a drive belt wrapped around the primary pulley and the secondary pulley.
increasing hydraulic pressure to a clutch operatively disposed between an engine and a continuously variable transmission to selectively transmit torque from the engine to a primary pulley of the continuously variable transmission while a vehicle containing the continuously variable transmission is stopped and in a running range;
detecting rotational movement being transmitted to the primary pulley of the continuously variable transmission when the hydraulic pressure acting on the clutch by the hydraulic pressure regulating section reaches a torque transmission point in which the clutch is in an engaged state to start rotating the primary pulley;
outputting a signal during a change of the clutch from a disengaged state to the engaged state so that the signal indicates the torque transmission point in which initial movement of the primary pulley of the continuously variable transmission occurs;
estimating a clutch engagement hydraulic pressure at which the clutch is switched to the engaged state when the vehicle is stopped and in the running range based on the hydraulic pressure acting on the clutch when the signal is initially detected indicating the torque transmission point; and
controlling the hydraulic pressure to the clutch to a designated pressure that is no greater than the clutch engagement hydraulic pressure corresponding to the torque transmission point, when the vehicle is stopped and in the running range based on the clutch engagement hydraulic pressure that was estimated so that the torque from the engine does not rotate a secondary pulley of the continuously variable transmission via a drive belt wrapped around the primary pulley and the secondary pulley.
The hydraulic pressure control method according to claim 5 , wherein the estimating of the clutch engagement hydraulic pressure is accomplished by repeatedly estimating the clutch engagement hydraulic pressure for a prescribed number of times prior to setting a final value for the clutch engagement hydraulic pressure.
the estimating of the clutch engagement hydraulic pressure is accomplished by repeatedly estimating the clutch engagement hydraulic pressure for a prescribed number of times prior to setting a final value for the clutch engagement hydraulic pressure.
The hydraulic pressure control method according to claim 6 , wherein the controlling of the hydraulic pressure to the clutch is regulated so that the hydraulic pressure of the clutch is less than the engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
the controlling of the hydraulic pressure to the clutch is regulated so that the hydraulic pressure of the clutch is less than the engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
The hydraulic pressure control method according to claim 5 , wherein the control section controls the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch so that the hydraulic pressure of the clutch is less than the engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
the control section controls the hydraulic pressure regulating section to regulate the hydraulic pressure to the clutch so that the hydraulic pressure of the clutch is less than the engagement hydraulic pressure by a prescribed amount while the vehicle is stopped and in the running range.
Ref US20080125284A1: Claims:
A hydraulic fluid pressure control device comprising: a hydraulic pre
[Truncated to input limit]