Abstract: A housing business assistance device includes: a memory; and at least one processor coupled to the memory. The processor performs operations. The operations includes: calculating a first difference between a value indicating a customer of a target company and a value indicating a customer of a company other than the target company for each segment obtained by classifying target customers of a housing-related business into a plurality of layers; determining a target segment for which measures are to be taken using the first difference; determining a transition destination segment to which a value indicating a customer of the target company in the target segment transitions; deriving one or more variables serving as keys in the measures using the target segment and the transition destination segment as inputs; and extracting one or more measure candidates associated with the variables.

Abstract: The sell prediction device according to the present invention comprises: a sell prediction unit that predicts customers with potential to sell a house, on the basis of a prediction model that predicts customers with potential to sell a house and that is generated based on house/customer data, sell record data, and property appraisal data, and on the basis of a target customer's house/customer data and property appraisal data; and an output unit that outputs predicted customers.

Abstract: This measure assistance device comprises: a measure plan identification unit that identifies a measure plan relevant to a factor that has caused a customer in hierarchical segments to move to a higher-level segment; a measure selection unit that selects a measure from among a plurality of the measure plans on the basis of the number of use intentions acquired on the assumption that the measure plan is executed; and a measure inspection unit that inspects the measure on the basis of a change in customer distribution of the hierarchical segments through execution of the measure.

Abstract: A housing business support device 30 is provided with an integrated information storage unit 31, a selecting unit 32, an analyzing unit 33, and an output unit 34. The integrated information storage unit 31 stores at least one of customer information, commodity information, dwelling information, business information, and contact information. The selecting unit 32 presents, for selection, commodity information for extracting a customer candidate, from at least one of commodity information relating to new builds, commodity information relating to renovation, and commodity information relating to aftercare service. The analyzing unit 33 analyzes customers correlated with a selected commodity on the basis of information necessary for extracting a customer candidate associated with the commodity, acquired from the integrated information storage unit 31.

Abstract: There is provided a hydraulic transmission control system for a vehicle having an automatic engine stop/restart function. The hydraulic transmission control system includes a transmission having a power transmission element, an oil pump driven in synchronism with the engine to generate an oil pressure, a pressure regulator valve that regulates the oil pressure and supplies the regulated oil pressure to the power transmission element so as to allow power transmission through the power transmission element, and a control unit that operates the pressure regulator valve to control the oil pressure supplied to the power transmission element to a higher value when the vehicle is shifted from an automatic engine stop state to an automatic engine restart state, than that when the vehicle is in a normal driving state.

Abstract: An automatic transmission system for a vehicle includes a shift-by-wire system which converts a selected command operation range of a range selector into an electric signal and which changes an actual operation range of an automatic transmission into the selected command operation range by driving an actuator according to the electric signal. A lock mechanism restricts the operation of the range selector when the shift-by-wire system is electrically turned off regardless of the present operation range of the range selector.

Abstract: A transmission mechanism of continuously variable transmission in a vehicle comprises a primary pulley and a secondary pulley provided with a first cylinder chamber and a second cylinder chamber, with groove widths being changed by supply of hydraulic pressure, and a belt provided between the pulleys. A hydraulic pressure to the first cylinder chamber is controlled by CVT control unit through a shift control valve according to a driving state of the vehicle, and the second cylinder chamber is continuously supplied with a line pressure. CVT control unit includes an internal memory to retain a heavy-current system fail flag according to the failure information inputted from a motor control unit.

Abstract: A hybrid vehicle includes a first motor generator (1) and an engine (3) connected to first drive wheels (7) via a transmission (5), a second motor generator connected to a second drive wheel (17), a battery (8) electrically connected to the first and second motor generators (7,17), a sensor (25) which detects a running state of the vehicle, a sensor which detects a charge state of the battery (8), and a controller (10,11,12). The controller (10,11,12) controls a drive force of the engine (3) and the first motor generator (1) according to the running state of the vehicle and the charge state of the battery (8), and drives the second motor generator (2) by the battery (8) or the power generated by the first motor generator (1).

Abstract: A CVT has primary and secondary pulleys, and a control unit for controlling the transmission ratio by controlling the line pressure applied to the first and secondary pulleys. The control unit calculates a standard step position of a step motor corresponding to the target transmission ratio and provides a command signal representative of the difference between the standard step position and the current position of the step motor. A shift control valve actuated by the step motor controls the pressure to be applied to the primary pulley. The control unit compares the actual transmission ratio with the target transmission ratio, and if the shift is not completed, the control unit commands an additional step number. Unless the shift to the HI side is accomplished when the additional step number reaches the threshold value, the line pressure is increased to achieve the shift.

Abstract: An automatic transmission system for a vehicle is comprised of a shift-by-wire system which converts a selected command operation range of a range selector into an electric signal and which changes an actual operation range of an automatic transmission into the selected command operation range by driving an actuator according to the electric signal. A lock mechanism restricts the operation of the range selector when the shift-by-wire system is electrically turned off regardless the present operation range of the range selector.

Abstract: A hybrid vehicle includes a first motor generator (1) and an engine (3) connected to first drive wheels (7) via a transmission (5), a second motor generator connected to a second drive wheel (17), a battery (8) electrically connected to the first and second motor generators (7,17), a sensor (25) which detects a running state of the vehicle, a sensor which detects a charge state of the battery (8), and a controller (10,11,12). The controller (10,11,12) controls a drive force of the engine (3) and the first motor generator (1) according to the running state of the vehicle and the charge state of the battery (8), and drives the second motor generator (2) by the battery (8) or the power generated by the first motor generator (1).

Abstract: A lock-up controller is provided for shifting a torque converter of a vehicle from the lock-up state to the unlock state when the accelerator pedal is depressed at a speed larger than a predetermined speed when the vehicle is coasting. The controller is further functioning to prevent the torque converter from shifting to the lock-up state when the torque converter has been shifted to the unlock state and the vehicle speed is within the predetermined re-lock-up prevention speed range so as to avoid frequent lock-up/unlock operation of the torque converter.

Abstract: A transmission mechanism of continuously variable transmission in a vehicle comprises a primary pulley and a secondary pulley provided with a first cylinder chamber and a second cylinder chamber, with groove widths being changed by supply of hydraulic pressure, and a belt provided between the pulleys. A hydraulic pressure to the first cylinder chamber is controlled by CVT control unit through a shift control valve according to a driving state of the vehicle, and the second cylinder chamber is continuously supplied with a line pressure. CVT control unit includes an internal memory to retain a heavy-current system fail flag according to the failure information inputted from a motor control unit.

Abstract: A transmission mechanism of the continuously variable transmission comprises a set of primary and secondary pulleys between which a belt is provided. The CVT control unit is operable to supply line pressure directly to a secondary pulley and also to a primary pulley via a shift control valve associated with a step motor in such a manner as to control a transmission ratio. The CVT control unit calculates a standard step position of the step motor corresponding to the target transmission ratio and provides a command signal representative of a difference between the standard step position and the current position of the step motor. The shift control valve actuated by the step motor controls the pressure to be supplied to the primary pulley. The actual transmission ratio obtained on the basis of the rotation speeds of the pulleys is compared with the target transmission ratio. If the shift is not accomplished, the CVT control unit commands additional step number.

Abstract: A hybrid vehicle is driven by either an engine or a motor by tightening or releasing a clutch interposed between an engine and a transmission. A generator is connected to the engine, and the engine torque is absorbed by the generator when the power source is changed over from the motor to the engine. The clutch is tightened when the engine rotation speed of the motor and the engine coincide. As a result, the torque input to the transmission is maintained constant, and a shock due to change-over of the power source is suppressed.

Abstract: A lock-up controller is provided for shifting a torque converter of a vehicle from the lock-up state to the unlock state when the accelerator pedal is depressed at a speed larger than a predetermined speed when the vehicle is coasting, The controller is further functioning to prevent the torque converter from shifting to the lock-up state when the torque converter has been shifted to the unlock state and the vehicle speed is within the predetermined re-lock-up prevention speed range so as to avoid frequent lock-up/unlock operation of the torque converter.

Abstract: A lockup control system controls a lockup state of the automatic transmission employing a torque converter with a lockup clutch. The lockup control system executes a lockup clutch engagement pressure control for decreasing an engagement differential pressure of the lockup clutch at a predetermined differential pressure for a predetermined time period under a coast lockup state. Further, the lockup control system executes a learning control for obtaining the predetermined differential pressure by adding a differential pressure correction value to a differential pressure learning value by which the torque converter generates a slight slip under the coast lockup state. Therefore, even during the coast lockup state, both of suppressing vibrations by a lowering of a lockup capacity and maintaining a responsibility for re-increasing the differential pressure are ensured.

Abstract: A motor vehicle includes an internal combustion engine and an automatic transmission powered by the engine. The engine has a throttle valve for controlling the amount of air fed thereto. The transmission selectively assumes an Over-drive possible D-range wherein both a lock-up ON condition and a lock-up OFF condition are available and an Over-drive impossible D-range wherein only the lock-up OFF condition is kept. A control system comprises a first section for detecting a first condition of the engine wherein an open degree of the throttle valve is reduced to a certain degree; a second section for detecting a second condition of the transmission wherein the lock-up ON condition of the Over-drive possible D-range is kept; and a third section for engaging a friction element of the transmission to induce an engine brake when the first and second sections detect the first and second conditions respectively.

Abstract: An engine-transmission drivetrain includes a torque converter situated between the engine output shaft and the transmission. The torque converter includes a lock-up clutch. A speed sensor, which measures the rotational speed of an output shaft of the transmission, generates a pulse signal. A transmission controller includes a deceleration dependent lock-up release command generator and a torque converter speed dependent lock-up release command generator. The pulse signal from the speed sensor is used as inputs to both of the lock-up release generators. In the deceleration dependent lock-up release command generator, the pulse signal is processed to derive information as to the magnitude of deceleration which the transmission output shaft is subject to. In the torque converter speed dependent lock-up release generator, the pulse signal is processed to derive information as to rotational speed of an output element of the torque converter.

Abstract: A fuel cut-off and fuel-supply recovery control system for an internal combustion engine coupled to an automatic power transmission with a lock-up torque converter having a lock-up device operable at either one of an open converter state and a locked-up state through a lock-up control based on engine and vehicle operating conditions, comprises an electronic control module configured to store a fuel-cut engine speed (N.sub.1, N.sub.3) above which a fuel cut-off control is executed under a specified engine and vehicle operating condition and a fuel-supply recovery engine speed (N.sub.2) below which a fuel-supply recovery control is restarted so that fuel supply to the engine is recovered from the fuel cut-off control. The electronic control module variably determines a hysteresis between the fuel-cut engine speed and the fuel-supply recovery engine speed so that a deviation (N.sub.3 -N.sub.