By Acceleration Patents (Class 477/120)
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Patent number: 6689017Abstract: A control apparatus effects shift control of an automatic transmission to produce gear stage shifting using a first shift pattern in which gear stage shifting is based on vehicle speed and throttle opening and a second shift pattern in which gear stage shifting is based on the vehicle speed and a road condition, with gear stage shifting being based on the second shift pattern under vehicle deceleration. The gear stage shift is based on the second shift pattern without shifting from a first gear stage to a second gear stage, which is a higher-speed gear stage than the first gear stage, when the vehicle driving condition changes from a condition crossing a shift line which commands a shift from the first to the second gear stage on the first shift pattern to a condition switching from the first shift pattern to the second shift pattern according to a prescribed condition.Type: GrantFiled: October 26, 2001Date of Patent: February 10, 2004Assignee: Aisin Seiki Kabushiki KaishaInventors: Toshiaki Ishiguro, Toshinori Murahashi
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Patent number: 6658341Abstract: The present invention aims to enable the accurate learning of a true torque point in a wet friction clutch (3), prevent the clutch connection shock by absorbing the response delay upon an ordinary clutch connection control, and to successfully combine the time lag and shock. In the present invention, the value (D) itself of the duty ratio of the duty pulse output from the ECU (16) is learned as the torque point (Dm). In a power transmission device of a vehicle having a fluid coupling (2) and the wet friction clutch (3)provided in series between the engine (E) and transmission (T/M), the value (Dm) of the duty ratio at the time when the clutch input side revolution (Nt) decreases to a value lower than the engine revolution (Ne) by a prescribed revolution (Nm) during the process of gradually connecting the clutch 3 is learned as the torque point. Preferably, learning is conducted after the elapse of a prescribed waiting time (&Dgr;t1).Type: GrantFiled: March 21, 2002Date of Patent: December 2, 2003Assignee: Isuzu Motors LimitedInventors: Eiji Inoue, Takumi Shinojima
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Patent number: 6652418Abstract: A drive-train control system is provided with an engine control system by which variables that influence the engine torque are controlled, a transmission control system by which a ratio of the transmission is controlled, and a map memory from which a set ratio of the transmission can be taken as a function of a torque demanded by the driver and of a variable linked to the vehicle speed, and the characteristics of which are defined in a vehicle-dependent manner taking into account the maximum possible torque.Type: GrantFiled: October 30, 2000Date of Patent: November 25, 2003Assignee: Siemens AktiengesellschaftInventors: Florian Gutknecht-Stöhr, Friedrich Graf, Martin Lachmayr
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Patent number: 6645122Abstract: A control system for an automatic transmission includes a torque converter which hydraulically transmits rotation of the driving power source to the speed change gear unit, a first friction engagement element, a second friction engagement element, a third friction engagement element, a vehicle stopping detecting mechanism for detecting a vehicle stopped condition when a forward driving range is selected, a vehicle weight detector, and a controller. The controller controls the disengagement of the first and second friction engagement elements and the engagement of the third friction engagement element with an engaging force in response to the vehicle weight when the vehicle stopped condition is detected while the forward driving range is selected.Type: GrantFiled: November 28, 2001Date of Patent: November 11, 2003Assignee: Aisin Seiki Kabushiki KaishaInventors: Toshiaki Ishiguro, Masanori Mori
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Publication number: 20030190996Abstract: An accelerator pedal device includes a pedal reaction force providing device for providing a reaction force to an accelerator pedal according to an amount of depression of the accelerator pedal operated by a driver. The reaction force to be provided from the pedal reaction force providing device to the pedal is controlled based on the depression amount of the accelerator pedal. This reaction force control allows precise agreement between throttle opening timing and pedal reaction force timing to produce a predetermined pedal reaction force at a desired degree of throttle opening.Type: ApplicationFiled: March 26, 2003Publication date: October 9, 2003Applicant: Honda Giken Kogyo Kabushiki KaishaInventor: Shinichi Yone
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Patent number: 6622581Abstract: An apparatus and method for controlling an automatic transmission having a controller that changes temporarily from the automatic operating mode, position D to a driver-influenced operating mode if a second rocker switch, which is arrange on the steering wheel, is activated. The automatic operating mode is not discontinued permanently, because after a set time has elapsed, the automatic operating mode becomes active again. Returning to the automatic operating mode is only possible if the current transverse acceleration is below a preset limiting value, and traction operation is in effect at the same time. The remaining time before returning to the automatic operating mode is set to a minimum value, after the manual operating mode has briefly been called up, as soon as one of the referenced conditions, which causes a return to the automatic operating mode to be suppressed, is no longer in effect.Type: GrantFiled: October 19, 2001Date of Patent: September 23, 2003Assignee: Dr. Ing. h.c.F. Porsche AGInventors: Willi Seidel, Josef Petersmann
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Patent number: 6623403Abstract: A shift control method for an automatic transmission based on one of a first shift pattern based on vehicle speed and an opening degree of a throttle valve and a second shift pattern based on the vehicle speed and a road condition includes the steps of switching a vehicle shifting condition to the second shift pattern when the opening degree of the throttle valve is a first predetermined opening degree or smaller than the first predetermined opening degree, and switching the vehicle shifting condition to the first shift pattern when the opening degree of the throttle valve is a second predetermined opening degree or larger than the second predetermined opening degree which is larger than the first predetermined opening degree.Type: GrantFiled: October 29, 2001Date of Patent: September 23, 2003Assignee: Aisin Seiki Kabushiki KaishaInventors: Toshiaki Ishiguro, Toshinori Murahashi
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Publication number: 20030162633Abstract: A shift controlling apparatus for a continuously variable transmission changing of an input side rotational element driven by an engine via a power transmitting element to an output side rotational element, has, a rapid acceleration determination unit for determining whether or not a rapid acceleration demanding condition according to the depressed amount of an accelerator pedal, basic shift mode setting unit for setting a rotating speed of the input side rotational element based on a basic shift mode according to operating conditions such as throttle opening, vehicle speed and engine speed, accelerating shift mode setting unit for increasing the vehicle speed based on an accelerating shift mode correspondingly to an increase in engine speed, and a control unit for switching from the basic shift mode to the accelerating shift mode when the rapid acceleration determination unit determines that a rapid acceleration demanding condition occurs.Type: ApplicationFiled: February 27, 2003Publication date: August 28, 2003Inventors: Jun Nakayama, Masayuki Nishida
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Publication number: 20030130091Abstract: A method and device are described for issuing a feedback signal to the driver of a motor vehicle as soon as an admissible constant load limit of a shifting element in a motor vehicle transmission, especially a starting clutch in an automatic transmission, is exceeded. The feedback signal to the driver takes the form of a haptic signal via an accelerator pedal of the motor vehicle as pulsated motion of the throttle pedal.Type: ApplicationFiled: November 14, 2002Publication date: July 10, 2003Inventor: Jurgen Wafzig
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Patent number: 6575874Abstract: A working vehicle for work such as a turf grass management is provided, which has an improved climb-up performance and an improved engine-break force at a stage of climbing down a slope. The working vehicle mounts a working machine driven by an engine and also a continuously variable transmission thereon, and has a climb-up or climb-down mode Df which sets a transmission ratio of the continuously variable transmission at a maximum value during travel of a slope. The climb-up or climb-down mode Df is selected by an operation of a shift lever or automatically detected by climb-up or climb-down detectors. When the mode Df is set, a pulley ratio of the continuously variable transmission is controlled so as to have the maximum transmission ratio based on a command signal of a control unit.Type: GrantFiled: September 17, 2001Date of Patent: June 10, 2003Assignee: Fuji Jukogyo Kabushiki KaishaInventors: Hiroyuki Ono, Yasuhiko Miyamoto
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Patent number: 6565482Abstract: In a working vehicle, an electronic control regulating valve 121 controls a connection force in clutch mechanisms 35 and 36 in a transmission 30, and a input side revolution signal of the transmission, an output side revolution signal, a speed stage position signal and a pedal angle signal of an inching pedal 114 are inputted to control a slip in the transmission 30. Further, a pedal angle signal of an accelerator pedal 107 is inputted to cope with a hyper-slow mode. Furthermore, in an engine, a charged pressure is controlled in stages to carry out an appropriate power control suitable for a number of stages of the transmission 30.Type: GrantFiled: August 30, 2001Date of Patent: May 20, 2003Assignee: Komatsu Ltd.Inventors: Tetsuo Kobayashi, Hitoshi Takahashi, Kazuhito Nishimaki
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Patent number: 6558294Abstract: A process and arrangement for the control of an automated gearbox upon kickdown by determining possible gear combinations for changedown, calculating the acceleration in the prevailing conditions for each gear combination and the related acceleration times. The acceleration times for the possible gear combinations are compared and a signal is emitted to the gearbox for changing to the gear combination which results in the shortest acceleration time.Type: GrantFiled: October 15, 2001Date of Patent: May 6, 2003Assignee: Scania CV AB (Publ)Inventor: Sven Stafner
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Patent number: 6554741Abstract: In a shift control device for an automatic transmission capable of switching from a normal automatic shift control to a drive-downshift forcible termination control when a time rate of change in transmission input speed is reduced to below a threshold value owing to a drop in transmission input torque during drive downshift from a higher gear position to a lower gear position with an accelerator pedal depressed, a drive-downshift forcible termination control section is provided. The drive-downshift forcible termination section executes the drive-downshift forcible termination control only when the time rate of change in transmission input speed is reduced to below a first predetermined threshold value and a value equivalent to the transmission input torque is reduced to below a second predetermined threshold value, to forcibly terminate the drive downshift.Type: GrantFiled: September 18, 2001Date of Patent: April 29, 2003Assignee: Jatco Transtechnology Ltd.Inventor: Yuji Saito
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Publication number: 20030070656Abstract: The invention is directed to a method and an arrangement for determining a driver command and especially a kickdown command. This driver command is only detected when the pedal position or a desired value derived therefrom exceeds a pregiven threshold value and when the gradient of the pedal position or the desired value derived therefrom exceeds a pregiven threshold value.Type: ApplicationFiled: October 11, 2002Publication date: April 17, 2003Inventors: Marcus Kammerer, Andreas Schmidt, Thomas Frey
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Publication number: 20030064856Abstract: In a method for controlling a drive unit, a driver command value is formed while considering the current transmission ratio and the drive unit is controlled in dependence the driver command value. In addition, a predicted driver command value is determined, which is determined in dependence upon transmission ratios other than the current transmission ratio. In addition, the minimum and maximum possible values are considered in the formation of the driver command value. A correction of the driver command value is undertaken in dependence upon the difference between minimum possible torque and minimum requested torque or between maximum possible torque and maximum requested torque.Type: ApplicationFiled: September 30, 2002Publication date: April 3, 2003Inventors: Volkmar Foelsche, Mario Kustosch
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Publication number: 20030060958Abstract: The invention relates to a process for evaluating a road layout for an automatic vehicle gearbox.Type: ApplicationFiled: November 9, 1998Publication date: March 27, 2003Inventors: MARKUS HENNEKEN, WOLFGANG SCHMID, MARKO POLJANSEK
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Publication number: 20030045399Abstract: A shift control system and a method thereof for an automatic transmission of a vehicle are provided. A shift range assembly permits selection of a specific shift range of automatic shift mode ranges and manual shift mode ranges. The automatic shift mode ranges include a park range, a reverse range, a neutral range, a drive range, and an engine-brake range. A shift lever position sensor detects the specific shift range selected by the shift lever assembly and outputs a corresponding signal. A shift controller outputs a shift signal for down-shifting from a current shift speed to a shift speed lower by 1 shift speed, if the detected specific shift range is the engine-brake range.Type: ApplicationFiled: August 30, 2002Publication date: March 6, 2003Inventor: Sang-Shin Lee
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Patent number: 6516261Abstract: A system for controlling an automatic transmission of a vehicle which determines a downgrade or upgrade parameter based on the vehicle acceleration and selects one from among a plurality of shift programs based on the determined grade parameter to determine a gear ratio based on the selected shift program. The system includes a navigation system which determines the instantaneous vehicle position and outputs road information including upgrade/downgrade condition of road including the determined instantaneous vehicle position. In the system, the grade parameter is corrected based on the navigation information and the grade parameter such that the one from among a plurality of shift programs is selected based on the corrected grade parameter, thereby enhancing drivability during downgrade running, without being affected even if the navigation information is temporarily invalid.Type: GrantFiled: August 23, 1999Date of Patent: February 4, 2003Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Tatsuyuki Ohashi, Norio Nakauchi, Kazuyuki Konno, Yoshiharu Saito, Kenji Hagiwara, Hideki Wakamatsu, Yukio Morita, Takamichi Shimada
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Publication number: 20030013575Abstract: A control system sets a set maximum speed of a utility vehicle, below the capable maximum speed of the vehicle, and recalibrates speed output signals corresponding to the set maximum speed. The system includes a microcontroller and a user-operated vehicle speed actuator, signal-connected to the microcontroller. The speed actuator is calibrated to actuate speeds, via the microcontroller, in a range from a minimum speed to a maximum speed. A user-operated speed set activator is used in conjunction with a ground speed sensor to set the set maximum speed. The microcontroller records the new maximum speed of the vehicle, and recalibrates the pedal position according to the new maximum speed.Type: ApplicationFiled: July 13, 2001Publication date: January 16, 2003Applicant: Deere & CompanyInventors: David Laverne Sprinkle, Mark David Evans
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Publication number: 20030013576Abstract: A control apparatus of an automatic transmission has a gear change control section for detecting an on signal of an OD off switch and performing OD off control, an OD off automatic release setting section for specifying whether or not an OD off state is to be automatically released, an automatic release set state detection section for detecting the automatic release set state in the OD off automatic release setting section, and a first OD off automatic release section for automatically releasing the OD off state when the vehicle becomes a predetermined deceleration state or vehicle stop state if the on signal of the OD off switch and the automatic release set state in the OD off automatic release setting section are detected.Type: ApplicationFiled: July 5, 2002Publication date: January 16, 2003Applicant: FUJITSU TEN LIMITEDInventor: Hiroaki Kagawa
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Patent number: 6497637Abstract: If a throttle valve is fully-closed, it is determined whether or not a transmission is to be downshifted, by determining whether or not an acceleration of the vehicle is equal to or greater than a downshift criterion value. The downshift criterion value is set as a value that decreases as the vehicle speed deviation, which is a difference between a vehicle speed and a target vehicle speed, increases. By using a downshift criterion value, an increase in the vehicle speed deviation resulting from a quick downshift on a steep downhill can be restrained. On a gentle downhill, a downshift is not performed even if the vehicle speed deviation assumes a significant value. Thus, it becomes possible to inhibit the vehicle speed from becoming lower than the target vehicle speed during a short period after downshift. Accordingly, an increase in fuel consumption and deterioration of noise of the engine can be restrained.Type: GrantFiled: June 28, 2001Date of Patent: December 24, 2002Assignee: Toyota Jidosha Kabushiki KaishaInventors: Shirai Takao, Nagasaka Masami
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Patent number: 6478715Abstract: According to the method for controlling at least one power-shift multi-speed boat transmission in conjunction with a fixed propeller or water jet, the upshift speed is a function of a value which indicates the intended acceleration, especially a function of the regulating speed of the control lever or the speed of modification of the transmission input speed.Type: GrantFiled: February 22, 2001Date of Patent: November 12, 2002Assignee: ZF Friedrichshafen AGInventor: Bernard Hunold
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Publication number: 20020151409Abstract: The invention has been made to eliminate a feeling of two-phase speed-change operations by causing a speed-change operation to proceed continuously when the speed-change operation is performed through two-phase control of engagement and release of four engagement elements. To accomplish this purpose, the invention provides a control apparatus for an automatic transmission wherein a predetermined speed-change operation is achieved through a pre-phase speed-change operation in which a first engagement element and a third engagement element are released and engaged respectively and through a post-phase speed-change operation in which a second engagement element and a fourth engagement element are released and engaged respectively. The control apparatus sets a target rotational acceleration of an input shaft of the transmission, and controls release of the second engagement element for a transition to the post-phase speed-change operation in accordance with the target rotational acceleration.Type: ApplicationFiled: April 11, 2002Publication date: October 17, 2002Applicant: AISIN AW CO., LTD.Inventors: Masahiro Hayabuchi, Masaaki Nishida, Hiroshi Tsutsui, Kouichi Kojima, Yutaka Teraoka, Nobuhiro Iwai, Kiyoshi Akutsu
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Patent number: 6454676Abstract: A control system for an internal combustion engine equipped with an automatic transmission capable of performing controls of the engine at a minimum fuel-performance cost or fuel consumption even in a nonlock-up state by correcting a target driving power so as to conform with a transmission efficiency of the automatic transmission.Type: GrantFiled: November 6, 2000Date of Patent: September 24, 2002Assignee: Mitsubishi Denki Kabushiki KaishaInventors: Toshiaki Date, Shiro Yonezawa, Hirofumi Ohuchi
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Patent number: 6450919Abstract: An automatic transmission controller is capable of compensating for both driver type and tendencies of a driver in temporary acceleration, such as in passing. The automatic transmission controller executes a driver type judging subroutine for judging the overall acceleration habits of the driver and classifying the driver as one of a plurality of driver types by monitoring the driving behavior for a predetermined time. The controller also executes a temporary acceleration inclination judging routine for judging the habits of the driver in temporary acceleration by monitoring driving behavior for a period of time shorter than the predetermined time, and executes shift control routines for controlling and changing the shift timing based on the judged driver type and the inclination in temporary acceleration. The controller controls shift timing, taking into account both the driver type and the inclination in temporary acceleration, such as passing.Type: GrantFiled: February 21, 2001Date of Patent: September 17, 2002Assignee: Aisin AW Co., Ltd.Inventors: Muneo Kusafuka, Masamichi Unoki, Masakatsu Iwase
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Publication number: 20020128115Abstract: A controller (80) calculates a target speed ratio of a continuously variable transmission (2) incorporated into an infinitely variable transmission for a vehicle and a target vehicle acceleration based on a vehicle running state. When a predetermined creep torque control condition holds (S90-S93, S101), the controller (80) corrects the target speed ratio such that the deviation of the target acceleration from the real vehicle acceleration to decrease. By controlling the speed ratio of the continuously variable transmission to the corrected target speed ratio, the infinitely variable transmission generates a creep torque consistent with the driver's intention.Type: ApplicationFiled: March 5, 2002Publication date: September 12, 2002Applicant: NISSAN MOTOR CO., LTD.,Inventors: Yasushi Narita, Yoshinori Iwasaki, Tatsuya Nagato
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Patent number: 6434464Abstract: The invention concerns a process for evaluating a driving dynamic request of a driver for the driving strategy of one of an automatic or automated transmission of a motor vehicle. It is proposed to calculate an accelerator pedal stroke, from the accelerator pedal actuation, which is supplied to the driving strategy as an input parameter to the driving strategy equivalent to the driving dynamic request. To this end, a rough value of the accelerator pedal stroke is calculated, especially by subtraction of the accelerator pedal position at beginning of the accelerator pedal movement from the accelerator pedal position, from accelerator pedal values which are in fixed event-dependent ratio to each other. The accelerator pedal stroke results from an event-dependent filtering of the rough value of the accelerator pedal stroke during which a filtering function starts at the end of the accelerator pedal movement, especially when the accelerator pedal position is constant over a presettable time.Type: GrantFiled: October 16, 2001Date of Patent: August 13, 2002Assignee: ZF Friedrichshafen AGInventors: Patrick Speicher, Ralf Vorndran
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Publication number: 20020103056Abstract: A control system for an automatic transmission includes a torque converter which hydraulically transmits rotation of the driving power source to the speed change gear unit, a first friction engagement element, a second friction engagement element, a third friction engagement element, a vehicle stopping detecting mechanism for detecting a vehicle stopped condition when a forward driving range is selected, a vehicle weight detector, and a controller. The controller controls the disengagement of the first and second friction engagement elements and the engagement of the third friction engagement element with an engaging force in response to the vehicle weight when the vehicle stopped condition is detected while the forward driving range is selected.Type: ApplicationFiled: November 28, 2001Publication date: August 1, 2002Inventors: Toshiaki Ishiguro, Masanori Mori
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Patent number: 6427108Abstract: A control system for an automatic vehicle transmission, in which the running resistance acting on the vehicle and the driving force generated by the vehicle are calculated, and a slope of a road on which the vehicle travels is estimated based on at least the calculated running resistance and the driving force. The vehicle running state is then discriminated by comparing the estimated slope with a predetermined value. The maximum driving force to be generated by the vehicle at the current gear ratio is calculated to determine a driving force difference from the calculated driving force and the gear ratio of the transmission is determined such that the driving force difference is a predetermined value in response to the discriminated running state, thereby enhancing the drivability.Type: GrantFiled: July 16, 1999Date of Patent: July 30, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventors: Katsumi Kanasugi, Satoru Hiraki, Shuji Nagatani
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Patent number: 6424905Abstract: A method and system adjusts powertrain controls to avoid significant deviations from set speed during speed control operation. Low vacuum conditions of a reservoir vacuum resulting from high load conditions are detected and eliminated through the initiation of downshifts. Detection is based on the determination that speed control mode has been initialized, the throttle is extended, vehicle acceleration is low, and there has been a significant deviation from set speed. The downshift creates an increase in engine rpm and a reduction in throttle angle to increase the manifold vacuum and thereby recharge the reservoir vacuum and eliminate the low vacuum condition. The transmission can be returned to normal operation and the pre-adjustment gear upon elimination of the low vacuum condition or the occurrence of a driver override condition.Type: GrantFiled: September 22, 1999Date of Patent: July 23, 2002Assignee: DaimlerChrysler CorporationInventors: Edward W. Czarnecki, Margaret C. Novacek, Daniel H. Black
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Patent number: 6421596Abstract: In a shift control method for an automatic transmission, it is first determined if a vehicle is running on a level road according to a signal from a drive state detector, then one of an economy or a power mode is selected according to a current throttle opening ratio. After, an upshifting point of the selected mode is set, a speed ratio is set according to the upshifting point of the selected mode and outputting a corresponding control signal to a drive unit.Type: GrantFiled: December 7, 2000Date of Patent: July 16, 2002Assignee: Hyundai Motor CompanyInventor: Hee-Yong Lee
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Publication number: 20020086773Abstract: A method for controlling the capacity of friction clutches and brakes in a multiple-ratio vehicle transmission and for simultaneously establishing ratio shift point scheduling to effect a desired vehicle speed at which ratio changes occur while the vehicle is in a traction control mode. The method includes calculating a synthetic throttle setting that is used to establish clutch and brake capacity control and wherein separate ratio shift schedules are used for normal operation and for traction control operation, the engine torque required during operation in the traction control mode determining the vehicle speed at which shifts occur for each gear ratio whereby the shift schedule during operation in the traction control mode can be calibrated independently of the throttle position required for optimum clutch and brake capacity control.Type: ApplicationFiled: January 3, 2001Publication date: July 4, 2002Inventors: Barbara Anne Hartline, Brian Michael O'Neil, Bradley Dean Riedle, Charles John Bannon, Michelle S. Grytzelius
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Patent number: 6412361Abstract: The invention relates to a method for determining a starting gear step for a vehicle with a multi-speed stepped variable transmission, wherein the starting gear step is determined by an electronic control device which is dependent on the vehicle mass; and a second variable which depends on the vehicle state is determined from the vehicle mass, the current traction and the current vehicle acceleration resulting therefrom.Type: GrantFiled: March 1, 2001Date of Patent: July 2, 2002Assignee: ZF Friedrichshafen AGInventors: Andreas Wolf, Matthias Winkel, Christoph Rüchardt, Bertram Wengert, Jürgen Müller
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Publication number: 20020058569Abstract: A control apparatus effects shift control of an automatic transmission to produce gear stage shifting using a first shift pattern in which gear stage shifting is based on vehicle speed and throttle opening and a second shift pattern in which gear stage shifting is based on the vehicle speed and a road condition, with gear stage shifting being based on the second shift pattern under vehicle deceleration. The gear stage shift is based on the second shift pattern without shifting from a first gear stage to a second gear stage, which is a higher-speed gear stage than the first gear stage, when the vehicle driving condition changes from a condition crossing a shift line which commands a shift from the first to the second gear stage on the first shift pattern to a condition switching from the first shift pattern to the second shift pattern according to a prescribed condition.Type: ApplicationFiled: October 26, 2001Publication date: May 16, 2002Inventors: Toshiaki Ishiguro, Toshinori Murahashi
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Patent number: 6368247Abstract: A continuously variable transmission that can provide a sufficient engine braking during a downhill running time with neither complicating the control nor inviting an increase in the program capacity is established. In a gear ratio control system 60 for gear ratios in the continuously variable transmission coupled to an engine, setting means 51 to 55 set a target speed of an input unit 21 of the continuously variable transmission during the downhill running time on the basis of a target output of the engine. Control means 56 controls the gear ratios of the continuously variable transmission so that the real speed of the input unit 21 may become the target speed of the input unit 21.Type: GrantFiled: April 27, 2000Date of Patent: April 9, 2002Assignee: Mitsubishi Jidosha Kogyo KabushikiInventor: Kaoru Kondo
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Publication number: 20020035008Abstract: A working vehicle for work such as a turf grass management is provided, which has an improved climb-up performance and an improved engine-break force at a stage of climbing down a slope. The working vehicle mounts a working machine driven by an engine and also a continuously variable transmission thereon, and has a climb-up or climb-down mode Df which sets a transmission ratio of the continuously variable transmission at a maximum value during travel of a slope. The climb-up or climb-down mode Df is selected by an operation of a sift lever or automatically detected by climb-up or climb-down detecting means. When the mode Df is set, a pulley ratio of the continuously variable transmission is controlled so as to have the maximum transmission ratio based on a command signal of a control unit.Type: ApplicationFiled: September 17, 2001Publication date: March 21, 2002Inventors: Hiroyuki Ono, Yasuhiko Miyamoto
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Publication number: 20020035013Abstract: In a shift control device for an automatic transmission capable of switching from a normal automatic shift control to a drive-downshift forcible termination control when a time rate of change in transmission input speed is reduced to below a threshold value owing to a drop in transmission input torque during drive downshift from a higher gear position to a lower gear position with an accelerator pedal depressed, a drive-downshift forcible termination control section is provided. The drive-downshift forcible termination section executes the drive-downshift forcible termination control only when the time rate of change in transmission input speed is reduced to below a first predetermined threshold value and a value equivalent to the transmission input torque is reduced to below a second predetermined threshold value, to forcibly terminate the drive downshift.Type: ApplicationFiled: September 18, 2001Publication date: March 21, 2002Applicant: JATCO TRANSTECHNOLOGY LTD.Inventor: Yuji Saito
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Patent number: 6328673Abstract: A control apparatus and a control method for an automatic transmission, minimizes torque fluctuations which, if left unchecked, give vehicle passengers a disagreeable feeling upon a gear shift. The control apparatus and method suppresses, such torque fluctuations during a shift of the transmission to improve robustness and provide good shift characteristics. An inertia phase is recognized in which the engine speed starts to drop during the shift. At the beginning of the inertia phase, hydraulic pressures supplied to frictional engaging devices in the transmission are kept constant to suppress the torque fluctuations.Type: GrantFiled: March 13, 1997Date of Patent: December 11, 2001Assignee: Hitachi, Ltd.Inventors: Toshimichi Monowa, Tatsuya Ochi
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Patent number: 6285941Abstract: A control system/method to minimize unwanted shifts in an automated mechanical transmission system (12). Initiation of shifts are prohibited unless throttle position (THL) has achieved a substantially steady-state value (|(d/dt(THL))|<REF1≈0).Type: GrantFiled: April 10, 2000Date of Patent: September 4, 2001Assignee: Eaton CorporationInventor: Daniel P. Janecke
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Patent number: 6282465Abstract: A driving force control system for an automotive vehicle comprises a vehicle speed sensor detecting an operating parameter indicative of a speed of the vehicle and generating a vehicle speed signal indicative of said detected operating parameter. An ordinary target driving force generator determines an ordinary target driving force in response to operator manipulation of the accelerator pedal and the vehicle speed. The ordinary target driving force is a predetermined target value of driving force required to keep the vehicle rolling over the surface of a flat road that has 0% gradient. A running resistance increment generator determines an increment in running resistance from a standard resistance that is indicated by the ordinary target driving force. A corrected target driving force generator receives the ordinary target driving force, the vehicle speed and the running resistance increment. It determines corrected target driving force.Type: GrantFiled: March 8, 2000Date of Patent: August 28, 2001Assignee: Nissan Motor Co., Ltd.Inventors: Hiroaki Nishijima, Nobusuke Toukura, Masayuki Yasuoka
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Patent number: 6278925Abstract: A method for determining the onset of positive torque through an automatic transmission (the power-on point), includes saving engine torque magnitudes within a specified tolerance of each other and within a adaptive limits, the highest torque value of the sampled torque magnitudes being stored in memory. The saved value plus a calibrated safety margin is used to compare to the calculated transmission input torque. If the input torque is higher, the powertrain is considered “power-on.” In addition to the safety margin, other calibratable adder torque values can be used to compensate for air conditioning, electrical loads, temperature, etc. If the samples fall below the lower adaptive limit, the lower limit is used plus any torque adders. If the adaptive samples are above the adaptive limit, the upper adaptive limit is used without any torque adders. A calibrated baseline torque value is used for power-on determination until enough valid samples are obtained.Type: GrantFiled: April 18, 2000Date of Patent: August 21, 2001Assignee: Ford Global Technologies, Inc.Inventor: Kenneth Paul Wozniak
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Patent number: 6267708Abstract: To relatively precisely detect the start of torque phase for relatively precisely restraining speed shift shock caused by torque interference in clutch to clutch speed shift, an output from an input shaft rotational speed sensor at a reduction gear unit is passed through a secondary Butterworth high pass filter which is a digital filter having a cutoff frequency of 1.0 Hz to remove a change component caused by acceleration of the vehicle. A filter output Ni_fil which is a change component by generation of transmission torque of an engaged side clutch is thus provided. When this filter output Ni_fil falls to less than a first threshold value of −ref1 and thereafter becomes less than a second threshold value of −ref2 without recovering to be equal to or higher than the first threshold value of −ref1, it is determined to be the start of the torque phase.Type: GrantFiled: November 30, 1999Date of Patent: July 31, 2001Assignee: Aisin Seiki Kabushiki KaishaInventors: Katsutoshi Sato, Fuyumi Kimura
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Patent number: 6251044Abstract: A method and an arrangement for controlling a drive unit of a motor vehicle wherein at least one of the following quantities is determined: torque, power or throttle flap angle. This quantity is compared to the maximum permissible value and, when the maximum permissible value is exceeded by the determined quantity, fault reaction measures are initiated. The maximum permissible value is formed in dependence upon the time-dependent change of the rpm of the drive unit.Type: GrantFiled: August 16, 1999Date of Patent: June 26, 2001Assignee: Robert Bosch GmbHInventor: Martin Streib
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Patent number: 6246942Abstract: The invention concerns a system for evaluating vehicle, drive and operation parameters of a vehicle to select and adjust by means of a microprocessor a speed ratio of a gear according to predetermined calculation rules, characteristic values and characteristic fields wherein an acceleration of the vehicle is mathematically calculated from a number of revolutions of a drive train comprising engine and gear, the number of revolutions corresponding to the driving speed. The problem is to provide for different gear types a uniform system which requires only a few parameters adapted to the vehicle for selecting speed ratio and gear shift. This is attained by the fact that a minimum dwelling time (&Dgr;tf) is associated to each speed ratio range. To each change of speed ratio (ig) is further associated an adjustment time (&Dgr;tz) which in the average is required for the gear to complete a speed ratio change (&Dgr;ig).Type: GrantFiled: July 29, 1999Date of Patent: June 12, 2001Assignee: ZF Friedrichshafen AGInventors: Siegfried Dobler, Karl Mayer, Udo Wolz
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Patent number: 6226584Abstract: A control apparatus for a transmission having a first gear ratio, a second gear ratio, and an output shaft is disclosed. The apparatus includes an actuator assembly which disengages the first gear ratio from the output shaft and engages the second gear ratio to the output shaft in response to an upshift signal. The apparatus further includes a memory device which stores a conservative upshift point and an aggressive upshift point. The apparatus yet further includes a controller operable to read the aggressive shift point and the conservative shift point from the memory device. The controller is further operable to determine if the transmission is operating in a conservative mode of operation or operating in an aggressive mode of operation.Type: GrantFiled: April 26, 1999Date of Patent: May 1, 2001Assignee: Caterpillar Inc.Inventor: Douglas A. Carlson
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Patent number: 6223111Abstract: A control apparatus for a continuously variable transmission is disclosed. The control apparatus includes a transmission speed sensor which generates an actual velocity signal in response measuring speed of an output shaft of the continuously variable transmission. The control apparatus further includes a first input device, or speed pedal, which is positionable in one of an infinite number of positions and generates a desired velocity signal corresponding to the position of the speed pedal. The control apparatus yet further includes a controller operable to receive the desired velocity signal, receive the actual velocity signal, calculate a commanded acceleration ac, and generate a commanded velocity Vc based on the desired velocity signal, a jerk value j, and the commanded acceleration ac. A method of controlling a continuously variable transmission is also disclosed.Type: GrantFiled: April 8, 1999Date of Patent: April 24, 2001Assignee: Caterpillar Inc.Inventors: Michael G. Cronin, Brian D. Kuras, Kevin J. Lueschow, Jerry D. Marr
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Patent number: 6174262Abstract: The present invention offers a control device for an automatic transmission mounted on a vehicle which prevents a shock caused by sudden working of a one-way clutch, when the vehicle accelerates after a deceleration near an intersection or in an intersection. The control device includes an automatic transmission having at least a one-way clutch and achieving a down-shift by applying the one-way clutch, a driving environment detector, a low speed condition detector, and a prohibition means. The driving environment detector detects a driving environment of a vehicle including the automatic transmission. The low speed condition detector detects when the vehicle approaches or enters into a place indicative of a down-shift of the automatic transmission, and the prohibition means prohibits a down-shift caused by applying the one-way clutch when the low speed condition detector detects that the down-shift is indicated.Type: GrantFiled: October 1, 1999Date of Patent: January 16, 2001Assignee: Toyota Jidosha Kabushiki KaishaInventors: Takashi Ohta, Kunihiro Iwatsuki, Yoji Takanami
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Patent number: 6154702Abstract: A vehicle traction control system is controlled in part by a signal value indicative of estimated wheel torque. The estimated wheel torque value is produced within the vehicle's electronic engine control (EEC) module by summing a first value which indicated the estimated torque attributable to engine combustion and a second value which is proportional to engine acceleration/deceleration which indicates the amount of torque attributable to the inertial movement of engine and drive train masses. The second value is modified by a third value based on the speed ratio across the transmission. Before summing the two signal components, the signal which indicates combustion torque is preferably delayed with respect to the signal indicating inertial torque by a delay interval whose duration varies with engine speed to take into account the delay between intake fuel rate changes and combustion forces as well as delays attributable to the timing of the calculations themselves.Type: GrantFiled: September 8, 1997Date of Patent: November 28, 2000Assignee: Ford Global Technologies, Inc.Inventors: Michael Glenn Fodor, Davorin David Hrovat
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Patent number: 6123644Abstract: A method/system for controlling downshifting in an automated mechanical transmission system (10) utilized on a vehicle. The anti-hunt logic after an upshift will sense conditions of high throttle demand (THL>85%) and low vehicle acceleration (d/dt(OS)<0) and reduce at least a portion (72) of the direction of last shift anti-hunt offset to the downshift profiles.Type: GrantFiled: July 19, 1999Date of Patent: September 26, 2000Assignee: Eaton CorporationInventors: Daniel P. Janecke, Mark D. Boardman
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Patent number: 6106434Abstract: An automatic transmission control apparatus for a vehicle and a control method thereof keep the optimum vehicle speed even on a road with a gradient such as an up hill or an down hill in line. Whether or not it is necessary to change the gear ratio is determined based on a vehicle speed and the road gradient and for generating a command signal to change the gear ratio if necessary, thereby changing the gear ratio.Type: GrantFiled: May 14, 1998Date of Patent: August 22, 2000Assignee: Hitachi, Ltd.Inventors: Masahiko Ibamoto, Hiroshi Kuroiwa, Toshimichi Minowa