Transmission Controlled By Engine Patents (Class 477/115)
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Publication number: 20130324358Abstract: A control apparatus for a vehicle is provided for a vehicle that has a normal mode and a power mode as vehicle driving characteristics. The control apparatus includes a continuously variable transmission mechanism that steplessly changes a speed ratio when rotational driving force of an engine output shaft is transmitted to a rotating output shaft; and a control portion that controls the continuously variable transmission mechanism such that, when a rotation speed is increased to a target rotation speed and a required output of an internal combustion engine when the power mode is selected is the same as when the normal mode is selected, the rate of increase in the rotation speed is greater when the power mode is selected than when the normal mode is selected.Type: ApplicationFiled: August 7, 2013Publication date: December 5, 2013Applicants: AISIN AW COMPANY, LTD., TOYOTA JIDOSHA KABUSHIKI KASHAInventors: Shunsuke OYAMA, Yoichi Tajima, Tomokazu Nomura
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Publication number: 20130324364Abstract: A control apparatus for a transmission that form a plurality of shift speeds by engaging those of a plurality of engagement elements which need be engaged for each shift speed. The control apparatus having a target shift speed changing unit that changes a target shift speed based on a vehicle speed and a neutral control unit that, when predetermined conditions that are predetermined to bring, the transmission into a neutral state are satisfied during traveling, engages at least one of the engagement elements that need be engaged to attain the target shift speed, and disengages the remainder of the engagement elements, thereby bringing the transmission into the neutral state.Type: ApplicationFiled: March 29, 2012Publication date: December 5, 2013Applicant: AISIN AW CO., LTD.Inventors: Takehiko Suzuki, Tomonori Tsugo, Yukio Sugiura
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Patent number: 8596156Abstract: A transmission system (14) comprising an input shaft (112); a first clutch (114) configured to selectively couple a first gear (116) to the input shaft (112); an output shaft (126); a second gear (138) engaging with the first gear (116), —and a second clutch (136) configured to couple the second gear (138) to the output shaft (126) when the first gear (116) rotates the second gear (138) faster than the output shaft (126).Type: GrantFiled: February 25, 2010Date of Patent: December 3, 2013Inventors: Robert David Clark, Chenyao Chen, Robert Lee Chess
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Patent number: 8591379Abstract: Methods and systems are provided for restarting an engine in response to a driver's change-of-mind. In one embodiment, the engine is shutdown during an idle stop with the transmission in a higher gear or with the transmission tied-up to a transmission case. In response to a driver change-of-mind restart request, the transmission is downshifted, or released from the tie-up, to return driveline torque.Type: GrantFiled: June 28, 2011Date of Patent: November 26, 2013Assignee: Ford Global Technologies, LLCInventors: Alex O'Connor Gibson, Felix Nedorezov, Chad Everette Griffin
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Patent number: 8585549Abstract: An accumulator (40) is connected to a line pressure oil passage (33) via an electromagnetic cut-off valve (42) and a one-way valve (39), a three-way electromagnetic switching valve (44), and a pressure holding valve (46) are additionally installed on clutch pressure oil passage (34) of a low clutch (50) which is engaged at a time of an engine stop. The accumulator is cut off from the line pressure oil passage and the low clutch is communicated with the pressure holding valve and the clutch pressure is held to a value immediately before a torque transmission control, at the time of the engine stop and, during an engine restart, the electromagnetic cut-off valve is duty controlled in accordance with an accelerator opening angle and the clutch pressure is discharged from the accumulator.Type: GrantFiled: December 27, 2010Date of Patent: November 19, 2013Assignee: Jatco LtdInventor: Yoshiaki Katou
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Publication number: 20130303333Abstract: A method of controlling a drive system includes receiving a machine travel speed request, and determining an output speed of a variator, associated with the drive system, required to satisfy the travel speed request at a current power source speed. The method also includes determining that a storage device operably connected to the variator has an amount of stored energy sufficient to operate the variator at the variator output speed, and providing torque to a machine transmission with a machine power source and the variator. The variator is operated at the variator output speed using stored energy from the storage device to provide torque to the transmission. The torque provided to the transmission with the power source and the variator is sufficient to satisfy the travel speed request at the current power source speed.Type: ApplicationFiled: May 11, 2012Publication date: November 14, 2013Inventors: Evan Earl Jacobson, Yanchai Zhang
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Patent number: 8579762Abstract: A clutch control system for a vehicle includes a shift command module and an offgoing clutch control module. The shift command module commands an upshift of a clutch-to-clutch transmission when an engine torque is less than a predetermined negative torque. The offgoing clutch control module increases an offgoing clutch pressure above a predetermined apply pressure in response to the command. An offgoing clutch is fully engaged when the offgoing clutch pressure is greater than the predetermined apply pressure.Type: GrantFiled: July 9, 2010Date of Patent: November 12, 2013Inventors: Mark A Yacoub, Matthew D. Whitton, Craig J. Hawkins, Mark A. Schang, Robert L. Williams, Christopher Jay Weingartz
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Publication number: 20130296135Abstract: A method for controlling a transmission of a powertrain system includes executing a single source shortest path search to identify a preferred shift path originating with an initial powertrain state and terminating at a target powertrain state, wherein the single source shortest path search employs transition-specific costs and situational costs to identify the preferred shift path. The preferred shift path is executed to achieve the target powertrain state.Type: ApplicationFiled: May 2, 2012Publication date: November 7, 2013Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: Lawrence A. Kaminsky, Besim Demirovic, Pinaki Gupta, Anthony H. Heap
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Patent number: 8568272Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts a desired engine speed to at least two levels during engine speed run-up from cranking to engine idle speed. The method may improve vehicle launch for stop/start vehicles.Type: GrantFiled: November 9, 2011Date of Patent: October 29, 2013Assignee: Ford Global Technologies, LLCInventors: Alex O'Connor Gibson, Felix Nedorezov, Seung-Hoon Lee, Yuji Fujii, Jeffrey Allen Doering
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Patent number: 8571773Abstract: Disclosed herein is a gear selection method and device for an automatic transmission for a traction phase (Z2) after a coasting phase (S) of a motor vehicle. According to the method, in a traction phase (Z1) before the coasting phase (S), a sliding average value of the rotational speed level (n) and/or of the traction force level (Fx) is formed depending on the particular velocity (v) and particular gradient (ST) and is taken into consideration for defining at least one gear choice of the automatic transmission for the traction phase (Z2) after the particular coasting phase (S).Type: GrantFiled: June 13, 2011Date of Patent: October 29, 2013Assignee: Dr. Ing. h.c. F. Porsche AktiengesellschaftInventor: Martin Roth
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Patent number: 8571768Abstract: A control device for a vehicle continuously variable transmission 4 includes: final speed ratio setting means for setting an overall speed ratio of the continuously variable transmission mechanism 20 and the subtransmission mechanism 30 to be reached on the basis of an operating condition of the vehicle as a final speed ratio; shift control means for controlling the continuously variable transmission mechanism 20 and the subtransmission mechanism 30 such that the overall speed ratio aligns with the final speed ratio at a predetermined transient response; stagnation determining means for determining whether or not a stagnation period in which the overall speed ratio stops varying will occur during an upshift; and reduction control means for shortening a time required to advance to an inertia phase from a start of a shift in the subtransmission mechanism 30 following a determination that the stagnation period will occur.Type: GrantFiled: July 14, 2010Date of Patent: October 29, 2013Assignees: Nissan Motor Co., Ltd., Jatco LtdInventors: Seiichiro Takahashi, Hiroyasu Tanaka, Ryousuke Nonomura, Jouji Seki, Takuichiro Inoue, Mamiko Inoue
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Publication number: 20130282245Abstract: The invention relates to a method for controlling an automatic transmission, more particularly a method for controlling gear changes in an automatic transmission of a motor vehicle driven by an internal combustion engine, having the following steps: predicting the fuel consumption of the internal combustion engine that would result if the automatic transmission were shifted from its present gear into a next higher gear with relatively low transmission ratio between a transmission input and a transmission output of the automatic transmission, and/or predicting the fuel consumption of the internal combustion engine that would result if the automatic transmission were shifted from its present gear into a next lower gear with a relatively high transmission ratio between the transmission input and the transmission output; and comparing the predicted fuel consumption of the internal combustion engine in the next higher gear of the automatic transmission and/or the predicted fuel consumption of the internal combustiType: ApplicationFiled: June 14, 2012Publication date: October 24, 2013Inventors: Bernd Dietzel, Rolf Hoffmann
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Patent number: 8565986Abstract: A system and method for maintaining the operation of an automated transmission (16), particularly a dual dutch transmission, for a motor vehicle, in case of a failure of an engine speed sensor (50) or a bus connection (44) between a first control module (42) controlling an engine (28) being connectable to the transmission (16) through at least one separation clutch (12, 149), and a second control module (34) controlling regulating units (12, 14) for connecting the engine (28) to the transmission (16) or to one or more driving wheels (34) in a force-transmitting manner, wherein gear-shift relevant data, particularly a number of revolutions (no) of the engine, is exchanged between the control modules (34, 42) over the bus connection (44).Type: GrantFiled: June 3, 2009Date of Patent: October 22, 2013Assignees: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG, GETRAG Transmission CorporationInventors: Josef Glatthaar, Tobias Kalisch, Oliver Ottinger, Bruce Palansky
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Patent number: 8565987Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.Type: GrantFiled: September 13, 2012Date of Patent: October 22, 2013Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hitoshi Matsunaga, Kei Kitajima
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Patent number: 8556772Abstract: A manual transmission clutch protection apparatus includes a shift gate cylinder acted upon by the operator controlled shift lever having a first shift pattern that represents all possible shift positions and two or more additional but limited shift patterns corresponding to certain gears which limit the gears selectable and enagageable by the vehicle operator. Two or more actuators which may be solenoids or other electric, hydraulic or pneumatic actuators translate blocking pins or plungers into the additional or limited shift patterns to lockout or block motion of the shift lever and shift gate cylinder into certain gears. Engine speed and temperature sensors, a vehicle speed sensor and a current gear sensor provide data which is utilized to compute which gears, under current sensed operating conditions, should be locked out, that is, unavailable for selection by the vehicle operator.Type: GrantFiled: May 27, 2011Date of Patent: October 15, 2013Assignee: GM Global Technology Operations LLCInventor: Jeffrey J. Biallas
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Patent number: 8556773Abstract: Providing a control apparatus for a vehicular drive system, which permits economical and easy reduction of generation of an abnormal sound upon starting of an engine in a running state of a vehicle. The control apparatus includes on-engine-starting differential limiting means for commanding a differential limiting clutch to limit differential rotary motion between front and rear drive wheels, in advance of automatic starting of an engine under the control of automatic engine starting control means. Accordingly, the limitation of the differential rotary motion between the front and the rear drive wheels by the differential limiting clutch ensures the starting of the engine without backlash which exists in the power transmitting path between the engine and the front and rear drive wheels, thereby permitting economical and easy reduction of generation of the abnormal sound upon starting of the engine in a running state of the vehicle.Type: GrantFiled: October 5, 2009Date of Patent: October 15, 2013Assignee: Toyota Jidosha Kabushiki KaishaInventor: Mitsuru Oba
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Publication number: 20130244833Abstract: 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.Type: ApplicationFiled: February 7, 2013Publication date: September 19, 2013Applicant: JATCO LTDInventors: Takuya TAKAMURA, Toshinari OHDE, Kiyokazu TANAKA
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Patent number: 8529403Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one embodiment, the method adjusts a transmission actuator in response to engine combustion during an engine start. The method may improve vehicle launch for stop/start vehicles.Type: GrantFiled: March 15, 2013Date of Patent: September 10, 2013Assignee: Ford Global Technologies, LLCInventors: Felix Nedorezov, Hong Jiang, Alex O'Connor Gibson, Roger Lyle Huffmaster, Ihab S. Soliman
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Publication number: 20130225361Abstract: A method for executing a transmission shift in a hybrid transmission including first and second electric machines includes executing a shift-through-neutral sequence from an initial transmission state to a target transmission state including executing an intermediate shift to neutral. Upon detecting a change in an output torque request while executing the shift-through-neutral sequence, possible recovery shift paths are identified. Available ones of the possible recovery shift paths are identified and a shift cost for each said available recovery shift path is evaluated. The available recovery shift path having a minimum shift cost is selected as a preferred recovery shift path and is executed to achieve a non-neutral transmission state.Type: ApplicationFiled: February 23, 2012Publication date: August 29, 2013Applicant: GM Global Technology Operations LLCInventors: Pinaki Gupta, Lawrence A. Kaminsky, Besim Demirovic
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Patent number: 8512205Abstract: A method of controlling an automatic transmission of a vehicle in which a hold gear function is activated by a driver request and is deactivated depending on a return condition. To allow an effective, safe to operate, and comfortable use, the return condition depends on one of the following criteria or a useful combination of the same: a flexible time span, consideration of the vehicle stand still time; a rotational speed of the vehicle engine, or one or several parameters which correlate with the engine rotational speed, a new, the same, or a different drive request by the driver, a change in the operating condition of the vehicle, and a plausibility check occurring during the startup procedure.Type: GrantFiled: July 3, 2008Date of Patent: August 20, 2013Assignee: ZF Friedrichshafen AGInventors: Matthias Winkel, Thomas Jager, Roland Mair, Reiner Kneer
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Publication number: 20130196818Abstract: A method of monitoring an emergency condition in an automatic transmission, with which, by comparing a theoretical with an actual rotational speed, measured on the transmission input side, overlap of the activated emergency condition, with a gear engagement process called for during the normal condition, is prevented.Type: ApplicationFiled: January 24, 2013Publication date: August 1, 2013Applicant: ZF FRIEDRICHSHAFEN AGInventor: ZF Friedrichshafen AG
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Publication number: 20130178333Abstract: A method for operating a transmission of a vehicle drivetrain. A transmission ratio can be automatically changed during an operating state depending on a comparison of current operating state parameters with operating parameters stored in a control unit, and can be manually changed depending on a driver's request. Accordingly when the driver requests a change of the transmission ratio, the transmission ratio changes, and a timer starts. If the driver continues the ratio change from an actual transmission ratio value toward a larger or smaller transmission ratio value, the current operating parameters are compared with the stored operating parameters. Upon this comparison, the transmission shifts to higher ratios in comparison to the operating parameters stored in a control device at higher vehicle speeds, and/or a delay between sequential, cyclical transmission ratio changes varies depending on a vehicle deceleration and/or braking pressure in the region of a vehicle brake.Type: ApplicationFiled: January 9, 2013Publication date: July 11, 2013Applicant: ZF FRIEDRICHSHAFEN AGInventor: ZF Friedrichshafen AG
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Patent number: 8473151Abstract: Excursion prevention methods and systems may include transmitting a speed signal from the vehicle speed sensor to the electronic control unit; transmitting a transmission signal from the transmission sensor to the electronic control unit; transmitting an accelerator pedal signal from the accelerator sensor to the electronic control unit; transmitting a brake pedal signal from the brake sensor to the electronic control unit; executing a machine readable control logic with the electronic control unit to determine if an excursion condition is present based on the speed of the vehicle, the status of the transmission, the application of the accelerator pedal of the vehicle, and the application of the brake pedal of the vehicle; and, transmitting an alert signal from the electronic control unit when the excursion condition is present.Type: GrantFiled: March 30, 2010Date of Patent: June 25, 2013Assignee: Toyota Motor Engineering & Manufacturing North America, Inc.Inventor: Danil V Prokhorov
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Patent number: 8465395Abstract: 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.Type: GrantFiled: February 25, 2010Date of Patent: June 18, 2013Assignees: Nissan Motor Co., Ltd., JATCO LtdInventors: Seiichiro Takahashi, Tatsuo Ochiai, Masaaki Uchida, Masato Koga, Ryoji Kadono, Tateki Jozaki, Hideaki Suzuki, Ryousuke Nonomura, Mamiko Inoue
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Patent number: 8467946Abstract: A speed ratio of a continuously variable transmission mechanism 20 is increased when a speed ratio of a subtransmission mechanism 30 connected in series to the continuously variable transmission mechanism 20 is switched from a first speed to a second speed. When an excess rotation speed Nb obtained by subtracting a target rotation speed from an engine rotation speed Ne exceeds a determination value Nr1 during this shifting process, a rapid rotation increase in an internal combustion engine 1 is prevented by reducing a shift speed of the continuously variable transmission mechanism 20 (S105A).Type: GrantFiled: July 14, 2010Date of Patent: June 18, 2013Assignees: Nissan Motor Co., Ltd., Jatco LtdInventors: Seiichiro Takahashi, Hiroyasu Tanaka, Ryousuke Nonomura, Jouji Seki, Takuichiro Inoue, Mamiko Inoue, Hideaki Suzuki
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Patent number: 8457850Abstract: When an inertia phase of an upshift of the transmission is started during a lockup clutch engagement operation, a following command oil pressure to be used during a following lockup clutch engagement operation is learned on the basis of a slip rotation speed, which is a rotation speed difference between an input side rotation speed of the torque converter and an output side rotation speed of the torque converter, at or after a start point of the inertia phase.Type: GrantFiled: September 10, 2010Date of Patent: June 4, 2013Assignee: Jatco LtdInventors: Yukiyoshi Inuta, Hideki Oshita, Morimasa Yamawaki, Kazuo Tomioka, Masayuki Mannen, Tatsuya Hayashi
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Patent number: 8457848Abstract: A work machine includes an internal combustion (IC) engine, and an infinitely variable transmission (IVT) coupled with the IC engine. At least one sensor provides an output signal representing a real-time load value on the IC engine. At least one electrical processing circuit is configured for controlling an output of the IVT, dependent upon a threshold load value for the IC engine and the real-time load value for the IC engine. In one embodiment, the at least one electrical processing circuit includes an engine control unit (ECU) associated with the IC engine, and a transmission control unit (TCU) associated with the IVT. The ECU provides an output signal to the TCU representing the real-time load value. The TCU controls the output of the IVT dependent upon a comparison between the threshold load value and the real-time load value.Type: GrantFiled: October 31, 2007Date of Patent: June 4, 2013Assignee: Deere & CompanyInventors: Briton Todd Eastman, Clayton George Janasek
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Patent number: 8452497Abstract: A method of controlling a shifting operation in an automatic transmission of a commercial vehicle. A targeted gear and an associated target rotational speed are determined, via a transmission control, depending on predetermined parameters, and the shifting operation is executed upon reaching a determined shifting rotational speed. A shift interlock is activated, at least temporarily, during a downshifting operation when, upon reaching the shifting rotational speed, the determined target rotational speed lies below a predetermined rotational speed limit.Type: GrantFiled: June 18, 2009Date of Patent: May 28, 2013Assignee: ZF Friedrichshafen AGInventors: Ulrich Reith, Werner Wolfgang, Bertram Wengert, Maik Wurthner
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Patent number: 8444529Abstract: A hydraulic control apparatus including a cut valve disposed in a hydraulic circuit, a hydraulic storage device connected to the hydraulic circuit through the cut valve, a stroke amount detecting means for detecting an amount of a piston stroke in the hydraulic storage device, and a control means for discharging a hydraulic pressure from the hydraulic storage device to the hydraulic circuit upon restarting an engine from the idling stop, wherein the control means is configured to open the cut valve upon restarting the engine and, after opening the cut valve, close the cut valve in a case where a change in the detected amount of a stroke of the piston is reversed from such a direction as to discharge the hydraulic pressure from the hydraulic storage device to such a direction as to supply the hydraulic pressure to the hydraulic storage device.Type: GrantFiled: April 14, 2011Date of Patent: May 21, 2013Assignee: Jatco LtdInventor: Yoshiaki Katou
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Patent number: 8439802Abstract: A speed change control device of an automatic transmission comprises a first control section that, upon detecting a speed change instruction for a speed change from a first given speed to a second given speed, carries out the speed change by reducing an engaging pressure of a releasing side frictional element that has established the first given speed and increasing an engaging pressure of an engaging side frictional element that would establish the second given speed; a second control section that carries out a correction processing to increase the engaging pressure of the releasing side frictional element when a throttle open degree is increased during the speed change carried out by the first control section; and a third control section that inhibits the correction processing of the second control section when the engaging pressure of the releasing side frictional element is lower than a given value.Type: GrantFiled: January 31, 2012Date of Patent: May 14, 2013Assignee: Jatco LtdInventors: Masami Suzuki, Fumihiro Yamanaka
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Publication number: 20130116090Abstract: A load sensor assembly for measuring an amount of torque transmitted through a torque establishing element includes a core mounted on a transmission housing and a load sensor mounted on the core. The load sensor is positioned against a portion of the torque establishing element whereby a portion of the amount of torque transmitted through the torque establishing element travels through the load sensor and is measured. A cable is connected to the load sensor for transmitting a signal representative of the amount of torque to a transmission controller.Type: ApplicationFiled: December 28, 2012Publication date: May 9, 2013Applicant: FORD GLOBAL TECHNOLOGIES, LLCInventor: FORD GLOBAL TECHNOLOGIES, LLC
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Patent number: 8417411Abstract: A control system may include a polarity determination module, a torque variation module, and a torque sensor diagnostic module. The polarity determination module determines a first polarity of a torque signal that indicates a transmission torque. The torque sensor diagnostic module diagnoses an error of a torque sensor when an detected polarity of the torque signal is opposite from the first polarity. A control system may include a torque variation module and a torque sensor diagnostic module. The torque variation module determines a maximum torque variation during a predetermined diagnostic period based on the torque signal. The torque sensor diagnostic module diagnoses an error of a torque sensor when the maximum torque variation is outside of a torque variation range. The torque variation range is defined by a minimum torque variation threshold and a maximum torque variation threshold.Type: GrantFiled: August 26, 2009Date of Patent: April 9, 2013Inventor: Randall B. Dlugoss
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Patent number: 8414456Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one embodiment, the method adjusts a transmission actuator in response to engine combustion during an engine start. The method may improve vehicle launch for stop/start vehicles.Type: GrantFiled: July 9, 2010Date of Patent: April 9, 2013Assignee: Ford Global Technologies, LLCInventors: Felix Nedorezov, Hong Jiang, Alex O'Connor Gibson, Roger Lyle Huffmaster, Ihab S. Soliman
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Patent number: 8406973Abstract: The present invention provides a driving force control unit for a vehicle having an accelerator opening degree detecting unit for detecting accelerator opening degree, a driving condition detecting unit for detecting engine driving condition, a driving force setting unit for setting a driving force indication value according to a plurality of different driving force characteristics based on the accelerator opening degree and the engine driving condition, a selector for selecting a driving force characteristic from the plural of different driving force characteristics by manipulation. The driving force setting unit setting the driving force indication value according to the selected driving force characteristic.Type: GrantFiled: April 6, 2007Date of Patent: March 26, 2013Assignee: Fuji Jukogyo Kabushiki KaishaInventors: Toshio Masuda, Kenichi Yamamoto, Kenji Hijikata, Satoshi Satomura, Hiroshi Oishi, Toyohide Sunaguchi, Yoshio Iwakami, Munenori Homma, Atsushi Atake, Kouji Kaneda, Tatsuru Fukuda, Minoru Yuki, Masayuki Ushiki, Tsuyoshi Kobayashi, Masahito Motoi, Naoki Shibata, Hiroshi Ogiwara, Katsumasa Igarashi, Junzo Shinozuka, Akihisa Nakamura
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Patent number: 8394001Abstract: A control device controlling a vehicle's automatic transmission. The automatic transmission engages first and second friction engagement elements by fluid pressure from a pump operating using motive power from the vehicle's motor when a shift position is at a reverse traveling position, places the first friction engagement element on standby at a predetermined pressure that is higher than a stroke starting pressure by which a piston stroke is started and lower than a complete engagement pressure or engages the first friction engagement at the complete engagement pressure when the shift position is at a non-traveling position, and engages a third friction engagement element as a starting shift speed when the shift position is at a forward traveling position.Type: GrantFiled: December 20, 2010Date of Patent: March 12, 2013Assignee: Aisin Aw Co., Ltd.Inventors: Hiroshi Tsutsui, Yutaka Teraoka, Keishi Morita, Hiroyuki Fujioka, Hiroyasu Amano, Masatake Ichikawa, Tetsuya Shimizu
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Publication number: 20130053216Abstract: A method of performing a shift operation in an automatic transmission with at least one form-locking shifting transmission part of a vehicle, with which, during a shift to a target gear (GZIEL), a rotational speed synchronization, between the transmission input rotational speed and the output side rotational speed, is performed. When a different rotational direction is detected between the transmission input and the transmission output, the rotational speed of the transmission input is reduced to a minimum and the target gear (GZIEL) is only shifted when the remaining rotational speed difference, between the rotational speed of the transmission input and the rotational speed of the transmission output can be at least substantially synchronized by the form-locking shift element.Type: ApplicationFiled: April 1, 2011Publication date: February 28, 2013Applicant: ZF FRIEDRICHSHAFEN AGInventors: Florian Schneider, Mario Steinborn
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Patent number: 8380406Abstract: A method for changing the timing of gear changes of an automatic transmission for a motor vehicle including repetitively updating a current value of a count whose value is a measure of driving behavior, performing an evaluation of driving behavior and updating the current value by a value determined from the evaluation, determining shift schedules that define the occurrence of a gear change to be produced by the transmission, and using the updated current value to establish from among the shift schedules a shift schedule that defines a gear change to be produced by the transmission.Type: GrantFiled: June 12, 2008Date of Patent: February 19, 2013Assignee: Ford Global Technologies, LLCInventors: Kevin MacFarlane, Henry A. Rebandt, Andrew Wong, Alan Henriksen, Peter J. Bradley, Philip J. Wiethe, Jr.
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Publication number: 20130012356Abstract: A shift controller for an automatic transmission capable of automatically shifting up in a manual mode is provided. In the shift controller, a hysteresis between an automatic upshift line and a downshift permission line is set to be smaller as the accelerator opening degree decreases. As a result, when the accelerator opening degree is larger and therefore hunting is more likely to occur, it is possible to avoid an excessively small time interval between a downshift and an upshift. On the other hand, when the accelerator opening degree is smaller and therefore hunting is less likely to occur, a manual downshift permission region can be expanded to a higher rotational speed region, whereby a driver's manual downshift request can be satisfied in a higher vehicle speed region.Type: ApplicationFiled: September 13, 2012Publication date: January 10, 2013Applicant: Toyota Jidosha Kabushiki KaishaInventors: Hitoshi Matsunaga, Kei Kitajima
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Publication number: 20130005532Abstract: Methods and systems are provided for restarting an engine in response to a driver's change-of-mind. In one embodiment, the engine is shutdown during an idle stop with the transmission in a higher gear or with the transmission tied-up to a transmission case. In response to a driver change-of-mind restart request, the transmission is downshifted, or released from the tie-up, to return driveline torque.Type: ApplicationFiled: June 28, 2011Publication date: January 3, 2013Applicant: FORD GLOBAL TECHNOLOGIES, LLCInventors: Alex O'Connor Gibson, Felix Nedorezov, Chad Everette Griffin
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Publication number: 20130000601Abstract: A method for operating an engine of a vehicle. During a warm-up period following a cold start of the vehicle, a cylinder of the engine is charged to a reduced air-charge pressure, and fuel is injected into the cylinder. After the warm-up period, the cylinder is charged to a non-reduced air-charge pressure, greater for an equivalent driver demand than the reduced air-charge pressure, and fuel is injected into the cylinder.Type: ApplicationFiled: June 30, 2011Publication date: January 3, 2013Applicant: FORD GLOBAL TECHNOLOGIES, LLCInventors: Brad Alan VanDerWege, Ken Jahr, Joseph Norman Ulrey, Todd Anthony Rumpsa
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Publication number: 20120329605Abstract: A shift mistake detection apparatus detects an operation value of an accelerator pedal in a vehicle and a shift range selected by a shift operation of a driver of the vehicle (e.g. reverse, drive, park). The apparatus detects a shift mistake operation when (i) the shift range selected by the shift operation is in a reverse range and the vehicle begins to travel in reverse according to an operation of the accelerator pedal, and (ii) a steep step operation and a steep return operation of the accelerator pedal is detected. The steep step and return operations of the accelerator pedal have an operation value that is greater than or equal to a normal operation value, where the normal operation value may be a value detected when a driver of a vehicle intentionally travels in reverse (i.e., there is no shift mistake).Type: ApplicationFiled: June 22, 2012Publication date: December 27, 2012Applicant: DENSO CORPORATONInventors: Yasuyuki KAWAMURA, Tomohiro TSUJIMURA
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Publication number: 20120322615Abstract: Controlling means of a work vehicle includes, as speed change output setting data indicative of relationship between operational positions of the operational pedal and outputs from a stepless speed change device, first data for setting a deceleration completion position of the operational pedal where the output from the stepless speed change device is zero to provide a larger operational amount of the operational pedal from a stepping release position and second data for setting the deceleration completion position to provide a smaller operational amount of the operational pedal from the stepping release position.Type: ApplicationFiled: March 14, 2012Publication date: December 20, 2012Applicant: KUBOTA CORPORATIONInventors: Yushi Matsuzaki, Atsushi Shinkai, Atsushi Haramoto
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Patent number: 8332109Abstract: A method for responding to a rapid change in engine torque includes monitoring a change in engine torque and determining a rapid change in engine torque when the change in engine torque exceeds a threshold change in engine torque. Subsequent to determining a rapid change in engine torque, an increase in the torque converter slip is provided by reducing the torque converter clutch pressure command by a selected value and thereafter the feedback control is deactivated for a predetermined duration. Subsequent to the predetermined duration, the feedback control is reactivated to decrease the torque converter slip toward a desired torque converter slip value.Type: GrantFiled: January 4, 2010Date of Patent: December 11, 2012Assignee: GM Global Technology Operations LLCInventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie, Scott A. Hearld, Xu Chen, Daniel J. Wickman, Xuefeng Tim Tao
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Publication number: 20120302401Abstract: The invention concerns an arrangement for controlling a vehicle drivetrain having an engine provided with a speed governor and a continuously variable transmission (“CVT”) incorporating a variator which is constructed and arranged to regulate its reaction torque. The control system comprises a control part (504) movable by the driver to provide a driver input, an open loop subsystem (511) for operatively coupling the control part to the governor (520) to control no-load speed of the governor in dependence on the driver input, a closed loop subsystem comprising a comparator (502) which receives a first control signal deprived from the driver input and corresponding to a target engine speed, and a second control signal corresponding to engine speed, and which adjusts variator reaction torque in dependence upon a comparison of the first and second control signals causing the transmission to load the engine suitably to achieve the target engine speed.Type: ApplicationFiled: December 2, 2010Publication date: November 29, 2012Inventor: John William Edward Fuller
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Patent number: 8317656Abstract: A method of operating a drivetrain of a vehicle comprising an engine, a clutch and a transmission comprising a claw-shifted main transmission and a synchronized upstream and/or downstream group, such that shifting from a current gear to a target gear is accomplished by actuating one of the synchronized upstream or downstream group and without actuating the engaged clutch and the claw-shifted main transmission. The method includes reducing engine torque and, when the engine torque is less than or equal to a limit value, the synchronized upstream or downstream group is actuated to disengage the currant gear. Then, when the engine torque is approximately zero, the synchronized downstream or upstream group is disengaged and held in neutral, and the speed of the engine is then adjusted to a target speed. The synchronized upstream or downstream group is actuated to engage the target gear and upon engagement the engine torque is increased.Type: GrantFiled: December 1, 2008Date of Patent: November 27, 2012Assignee: ZF Friedrichshafen AGInventors: Jochen Breuer, Mario Steinborn
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Patent number: 8313414Abstract: An electronic control unit is provided with two types of gear change maps: a first gear change map based on the vehicle speed and the accelerator pedal operation amount; and a second gear change map based on the vehicle speed and the required drive force of the vehicle. The electronic control unit determines whether the automatic transmission should downshift with reference to the first gear change map, and determines whether the automatic transmission should upshift with reference to the second gear change map.Type: GrantFiled: October 21, 2008Date of Patent: November 20, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventors: Seiji Kuwahara, Hideaki Otsubo, Masato Kaigawa, Masayuki Baba
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Patent number: 8298118Abstract: A method for operating a motor vehicle hybrid powertrain having an engine, a motor-generator and a multi-speed automatically-shiftable transmission, wherein the engine and the motor-generator operate to supply torque to the transmission for driving a vehicle. The method includes modulating the torque supply from the motor-generator to the transmission during a gear shift to minimize a transmission output torque disturbance.Type: GrantFiled: July 27, 2009Date of Patent: October 30, 2012Assignee: GM Global Technology Operations LLCInventors: Min-Joong Kim, Shawn H. Swales
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Patent number: 8292777Abstract: A method of controlling a hybrid vehicle during regenerative deceleration, the method including: determining deceleration of the vehicle; upon determining deceleration of the vehicle, operating a reversible electric machine as a generator to regenerate part of the kinetic energy of the vehicle; establishing a respective minimum speed of an internal combustion engine for each gear of a servocontrolled mechanical power train; determining and engaging the highest gear which, combined with the current state of motion of the vehicle, runs the internal combustion engine at higher than the respective minimum speed; keeping the gear engaged as long as the internal combustion engine runs at higher than the respective minimum speed; and downshifting by one gear when the internal combustion engine runs at lower than the respective minimum speed.Type: GrantFiled: September 5, 2008Date of Patent: October 23, 2012Assignees: Ente Per Le Nuove Tecnologie, L'Energia E L'Ambiente-Enea, Magneti Marelli Powertrain S.p.A.Inventors: Angelo Puccetti, Giovanni Maria Gaviani
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Patent number: 8296024Abstract: The described system and method allow a controller to calibrate a transmission variator of a continuously variable transmission for torque control by obtaining static and dynamic qualities and parameters of the variator through an automated calibration procedure. The system and method employ a pair of transmission mode configurations and operational configurations in combination to obtain system-specific information. In this way, the system is able to calibrate out the system variations to provide effective feed forward torque control of the continuously variable transmission. In an embodiment, a first calibration operation is performed while the transmission is neutralized and a second calibration operation is performed while the transmission is engaged in a mode providing a fixed variator output speed.Type: GrantFiled: June 18, 2010Date of Patent: October 23, 2012Assignee: Caterpillar Inc.Inventors: Jason Stoller, Chad Brickner, Brian Lister
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Patent number: 8296002Abstract: A control apparatus for controlling a vehicle, the vehicle provided with: a rotating electrical machine capable of inputting or outputting a torque with respect to an input shaft; and a transmission, which is disposed between the input shaft and an output shaft coupled with an axle, which is provided with a plurality of engaging apparatuses, which transmits a torque between the input shaft and the output shaft, and which can establish a plurality of gear stages having mutually different transmission gear ratios in accordance with engagement states of the plurality of engaging apparatuses, the transmission gear ratio being a ratio between a rotational speed of the input shaft and a rotational speed of the output shaft, the vehicle control apparatus provided with: a detecting device for detecting a braking operation amount of a driver; and an input shaft torque controlling device for controlling a torque of the input shaft such that in cases where the detected braking operation amount changes in a reducing direType: GrantFiled: August 31, 2010Date of Patent: October 23, 2012Assignee: Toyota Jidosha Kabushiki KaishaInventors: Kenta Kumazaki, Tooru Matsubara, Atsushi Tabata