With Synchronization Patents (Class 477/124)
  • Patent number: 11703122
    Abstract: A motor sticking diagnosis and repair method includes the steps of, when an operation of a shift lever is detected, determining whether a current position matches a target position, when the current position does not match the target position, rotating the motor toward the target position, determining once again whether the current position matches the target position after rotation of the motor, when the current position does not match the target position, diagnosing whether the motor sticking has occurred, when the motor is diagnosed as being stuck, allowing the motor to switch to a free-rotation mode by temporarily blocking the current being applied to the motor upon sticking diagnosis, and selecting either a first repair strategy or a second repair strategy depending on whether the position of the motor changes after switching to the free-rotation mode.
    Type: Grant
    Filed: April 13, 2022
    Date of Patent: July 18, 2023
    Assignee: Hyundai Kefico Corporation
    Inventor: Ji-Hyeok Kang
  • Patent number: 10802530
    Abstract: An input device includes: an operating unit that is operated by a user; a detent pin that is displaceable along with an operation of the operating unit; a columnar detent member where a spiral groove about a predetermined axis A is formed on an outer peripheral surface of the detent member that is contact with the detent pin; and a motor (rotary driving part) that rotates the detent member about axis A.
    Type: Grant
    Filed: May 16, 2018
    Date of Patent: October 13, 2020
    Assignee: PANASONIC INTELLECTUAL PROPERTY MANAGEMENT CO., LTD.
    Inventors: Masahiro Mizukami, Toshio Tanaka
  • Patent number: 10704675
    Abstract: A controller causes a clutch to transition from a half-engaged state to an engaged state when a difference in rotational velocity between input and output sides of the clutch falls within a predetermined range in the half-engaged state of the clutch. The controller executes a moving start control to increase an output rotational velocity of a prime mover and cause the clutch to transition to the engaged state when a predetermined first condition is satisfied in the half-engaged state of the clutch.
    Type: Grant
    Filed: July 20, 2017
    Date of Patent: July 7, 2020
    Assignee: YAMAHA HATSUDOKI KABUSHIKI KAISHA
    Inventor: Shinobu Ohata
  • Patent number: 10458541
    Abstract: A control system and method for a vehicle manual transmission system comprising a shiftlock system determines a maximum measured wheel speed of a plurality of measured wheel speeds, estimates a speed of an input shaft of the manual transmission system based on a measured output shaft speed, the maximum measured wheel speed, and a set of known parameters of components of the vehicle connected between a flywheel coupled to an output shaft of a torque generating system and the vehicle wheels, and when the estimated input shaft speed of the manual transmission system is greater than a threshold speed for a threshold period, commands the shiftlock system to restrict the engagement of a set of gear ratios of the manual transmission system.
    Type: Grant
    Filed: May 8, 2018
    Date of Patent: October 29, 2019
    Assignee: FCA US LLC
    Inventors: Songping Yu, Ali Abdulsaid, Mohamed Othman, Marcio V Quiles
  • Patent number: 10415678
    Abstract: A brake arrangement for a gearbox is provided, where the gearbox comprises an input shaft, a counter shaft, a main shaft and a plurality of gear wheels pairs which each comprises a primary gear wheel arranged on the counter shaft and a secondary gear wheel arranged on the main shaft. The brake arrangement further comprises at least two brake units each configured to act with a braking torque on the counter shaft or a component connected to the counter shaft, and a control unit configured to control the activation of the brake units. The control unit is configured to activate the at least two brake units one at a time or both simultaneously during an upshift process in the gear box when a secondary gear wheel of a gear wheel pair to be engaged in the gear box is retarded to a synchronous speed with the main shaft.
    Type: Grant
    Filed: April 22, 2016
    Date of Patent: September 17, 2019
    Assignee: Scania CV AB
    Inventors: Peer Norberg, Daniel Häggström
  • Patent number: 10167910
    Abstract: A method for operating a transmission device for a motor vehicle, wherein the transmission device has an automatic clutch and a manual transmission. During one operation of the transmission device, the clutch is closed before a driving gear is engaged at the manual transmission if, when the clutch is at least partially open, actuation of the manual transmission is identified.
    Type: Grant
    Filed: June 9, 2015
    Date of Patent: January 1, 2019
    Assignee: AUDI AG
    Inventor: Andreas Schiergl
  • Patent number: 10150462
    Abstract: A DCT shifting control method of a vehicle includes: a temporary engaging step that engages an N-3 stage gear having a gear ratio larger than an N stage gear that is a currently engaged gear; a first torque switching step that starts to slip a first clutch engaged with the N-3 stage gear and disengages a second clutch engaged with the N stage gear that is the currently engaged gear; a synchronization speed adjusting step that synchronizes a speed of a power source of a vehicle with a desired input shaft speed by controlling the power source of the vehicle, disengages the N stage gear, and engages the N-2 stage gear that is the desired gear, with the slip of the first clutch maintained; and a second torque switching step that finishes shifting by disengaging the first clutch and engaging the second clutch.
    Type: Grant
    Filed: March 25, 2016
    Date of Patent: December 11, 2018
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Jae Sung Bang, Jae Kyu Hyun, Sang Joon Kim, Tae Hee Jung
  • Patent number: 9889767
    Abstract: A MGECU in a control device mounted on a vehicle has a feedback control section, a correction torque calculation section, an instruction torque calculation section. The feedback control section calculates a torque to be used for performing a feedback control of an actual rotation speed to follow a target rotation speed. The correction torque calculation section calculates a correction torque based on a change rate of the target rotation speed and inertia of a rotary body which includes the motor generator. When the target rotation speed is changed to decrease a difference between the target rotation speed and the actual rotation speed, the correction torque calculation section reduces the correction torque. The instruction torque calculation section adds the torque calculated by the feedback control section and the correction torque calculated by the correction torque calculation section in order to obtain the instruction torque to be used for the motor generator.
    Type: Grant
    Filed: April 14, 2015
    Date of Patent: February 13, 2018
    Assignee: DENSO CORPORATION
    Inventor: Shingo Kawasaki
  • Patent number: 9558597
    Abstract: A vehicle system includes a processing device programmed to monitor an operating state of a vehicle and the operation of at least one subsystem module. Depending on the operating state of the vehicle, the processing device can detect a subsystem module failure. If a failure is detected, the processing device can perform a remedial action. The remedial action taken may be based on the type of failure detected.
    Type: Grant
    Filed: December 10, 2015
    Date of Patent: January 31, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Mahmoud Yousef Ghannam, Jayagopal Appukutty, Abraham G. Philip, David James Tippy
  • Patent number: 9341261
    Abstract: A torque converter clutch (TCC) control valve system for a motor vehicle transmission includes a dual valve assembly with a first exhaust line that opens to air and a TCC control valve assembly with a second exhaust line that opens to air. The TCC control valve assembly communicates with the dual valve assembly through a fluid line, and the TCC control valve assembly further communicates with a torque converter having a lockup clutch. When the lockup clutch is in a faulted open state, air is drawn into the dual valve assembly through the first exhaust line. The air flows through the dual valve assembly and from the dual valve assembly though the fluid line to portions of the TCC control valve assembly, and from the TCC control valve assembly to the torque converter. The air replaces hydraulic fluid in the torque converter, and the displaced hydraulic fluid from the torque converter exits through the second exhaust line.
    Type: Grant
    Filed: July 14, 2014
    Date of Patent: May 17, 2016
    Assignee: GM Global Technology Operations, LLC
    Inventors: Joel H. Gunderson, Derek Kinch
  • Patent number: 9162663
    Abstract: The present invention provides a method of controlling input torque of a powered vehicle. The vehicle includes a transmission having an input shaft, an output shaft, and a countershaft. The method includes providing input torque to the input shaft, determining a rotational acceleration of the countershaft, and measuring vehicle speed. The method also includes determining a threshold based on the measured vehicle speed. The measured countershaft acceleration is compared to the threshold and the input torque is controlled based on the result of the comparison.
    Type: Grant
    Filed: September 7, 2012
    Date of Patent: October 20, 2015
    Assignee: Allison Transmission, Inc.
    Inventors: John P. Kresse, Avery T. Sheets
  • Patent number: 9097189
    Abstract: When a driver attempts to hurriedly start driving a stopped vehicle, for example, the driver may, without realizing it, begin operating an accelerator pedal before shifting a shift lever from a non-drive position to a drive position. In such a situation, when the shift lever is shifted from a non-drive position to a drive position while the accelerator pedal is being operated, a drive power limiting process is implemented for limiting the drive power when the drive power is output from a drive source in accordance with the amount that the accelerator is being operated. As a result, when the shift lever is shifted from a non-drive position to a drive position in the abovementioned manner, it is possible to restrict starting of the vehicle, which is caused by the transmission of drive power from the drive source to the wheels. This reduces the strange sensation experienced by the driver.
    Type: Grant
    Filed: June 23, 2011
    Date of Patent: August 4, 2015
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Motonari Ohbayashi, Yuki Minase, Shinya Kodama, Toshihiro Takagi, Masashi Takagi
  • Patent number: 9033851
    Abstract: A motor drive assembly can prevent a two-way roller clutch of the current speed ratio and a two-way roller clutch of the next speed ratio from engaging simultaneously, and includes a first-speed friction plate formed with engaging protrusions on the first-speed side, and a shift ring formed with engaging recesses. While the shift ring is in a first-speed shift position SP1f, the engaging protrusions are adapted to be engaged in the engaging recesses, thereby preventing rotation of the shift ring relative to the first-speed friction plate. The shift ring is provided with projections on its inner periphery. The drive assembly further includes an annular protrusion formed with cutouts. When the projections are axially and circumferentially displaced from the respective cutouts, the projections are adapted to interfere with the annular protrusion, thereby preventing axial movement of the shift ring between the first-speed shift position SP1f and a second-speed shift position SP2f.
    Type: Grant
    Filed: December 28, 2011
    Date of Patent: May 19, 2015
    Assignee: NTN Corporation
    Inventors: Yoshinori Itakura, Guodong Li
  • Patent number: 8870714
    Abstract: An auxiliary transmission module has an auxiliary transmission having an input shaft, an output shaft, and a mechanical synchronizer, and a controller. The controller is configured to command a downshift for the auxiliary transmission, control the input shaft to a generally synchronous speed with the output shaft for engagement, and increment the speed of the input shaft by a predetermined speed differential above the speed of the output shaft or engagement if the auxiliary transmission is unengaged after controlling to the generally synchronous speed. A method of downshifting includes commanding a downshift for the auxiliary transmission, controlling an input shaft to a generally synchronous speed with an output shaft for engagement, comparing a rotational speed upstream with a rotational speed downstream to verify engagement, and controlling the input shaft to an asynchronous speed with the output shaft for engagement during a recycle event when it is unverified.
    Type: Grant
    Filed: September 13, 2012
    Date of Patent: October 28, 2014
    Assignee: Eaton Corporation
    Inventors: Jon Allen Steeby, Marcel Amsallen
  • Patent number: 8364368
    Abstract: A reliability for a power-train feed-forward torque may be decreased when a degree of reliability for an estimated braking torque is decreased due to disturbance factors. A power-train feedback torque is corrected based on a degree of reliability for a power-train torque, for which a reliability for a braking condition is taken into account. In a similar manner, a brake feedback torque is corrected based on a degree of reliability for a braking torque, for which a reliability for a power-train condition is taken into account. Accordingly, it is possible to compensate the decrease of reliability for the power-train feed-forward torque or brake feed-forward torque by the correction for the power-train feedback torque or the brake feedback torque.
    Type: Grant
    Filed: December 22, 2009
    Date of Patent: January 29, 2013
    Assignees: Advics Co., Ltd., DENSO CORPORATION
    Inventors: Masatoshi Hanzawa, Masayoshi Takeda, Hiroyuki Kodama, Hajime Kumabe
  • Patent number: 8290670
    Abstract: A clutch control device includes: a plurality of hydraulic clutches built into a transmission; a clutch switching pattern storage device in which a plurality of clutch switching patterns, each defining engage/release changeover timing with which the plurality of hydraulic clutches are engaged/released are stored in correspondence to individual speed change patterns adopted by the transmission; a clutch switching pattern selection device that selects a clutch switching pattern stored in the clutch switching pattern storage device in correspondence to a speed change pattern for the transmission at a time of speed change; and a hydraulic control device that executes hydraulic control for the plurality of hydraulic clutches in correspondence to the clutch switching pattern selected by the clutch switching pattern selection device.
    Type: Grant
    Filed: April 26, 2006
    Date of Patent: October 16, 2012
    Assignee: Hitachi Construction Machinery Co., Ltd.
    Inventors: Tetsuji Tanaka, Masami Higaki, Hideo Nakayama, Eiichi Sakai, Hidenobu Tsukada
  • Patent number: 8272994
    Abstract: An apparatus includes a clutch control unit to control a control amount of a clutch and a brake to temporarily stop an output side rotating body while the clutch is disconnected. A clutch-control-amount detector detects the control amount of the clutch and an engagement start detector detects an engagement start of the clutch when a rotational speed difference between the input side rotating body and the output side rotating body becomes equal to or less than a predetermined value. An engagement-start control-amount detector detects the control amount of the clutch in the engagement start and a clutch-correction-control-amount deriver derives a correction control amount of the clutch based on the control amount of the clutch at the time when the engagement start is detected after the output side rotating body is temporarily stopped. The clutch control unit feedback-controls the control amount of the clutch based on the correction control amount.
    Type: Grant
    Filed: February 13, 2009
    Date of Patent: September 25, 2012
    Assignee: Honda Motor Co., Ltd.
    Inventors: Yoshiaki Nedachi, Yoshiaki Tsukada, Takashi Ozeki, Hiroyuki Kojima, Kazuyuki Fukaya
  • Patent number: 8265843
    Abstract: A control system and method for an electromagnetic clutch brake, including an electromagnetic clutch brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain. A protective circuit of the control system normally monitors data inputs from a databus that may indicate conditions that are not favorable for clutch brake actuation. The protective circuit prevents actuation of the clutch brake under such conditions. In the event the data inputs are not available from the databus, the protective circuit permits operation in a fall-back mode in which a brake ON timer is checked prior to clutch brake actuation. A primary counter is incremented with each normal clutch brake actuation and a secondary counter is incremented with each fall-back clutch brake actuation.
    Type: Grant
    Filed: May 19, 2011
    Date of Patent: September 11, 2012
    Assignee: Eaton Corporation
    Inventors: Michael J. Hornbrook, Yeidei Wang
  • Patent number: 8152691
    Abstract: A method for controlling shifts in an automated group transmission that comprises a multi-stage main transmission, a multi-stage splitter group connected upstream from the main transmission and a multi-stage range-change group connected downstream from the main transmission. The method includes the steps of disengaging the separator clutch to relieve the load of the motor; shifting range-change group to neutral and bringing the speed of the motor to the synchronous speed of the target gear; braking the main transmission and the splitter or upstream group via a transmission brake; changing the transmission ratios in the main transmission and in the splitter group; synchronizing the range-change group by partially engaging the separator clutch; engaging the desired transmission ratio in the range-change group; and simultaneously increasing the load on the drive motor and fully engaging the separator clutch.
    Type: Grant
    Filed: February 22, 2008
    Date of Patent: April 10, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Martin Miller, Bernd Doebele, Josef Bader
  • Patent number: 8133155
    Abstract: A multi-ratio rotorcraft drive system and a method of changing gear ratios thereof are disclosed. According to one embodiment, the multi-ratio rotorcraft drive system comprises a rotor system comprising one or more rotors and one or more engines. Each engine of the one or more engines is coupled to the rotor system through a multi-ratio transmission. The multi-ratio transmission comprises an output shaft coupled to the rotor system, an input shaft coupled to a respective engine of the one or more engines, a high speed clutch integrated into a high speed gear train, and a low speed clutch integrated into a low speed gear train. The high speed clutch and the low speed clutch are freewheeling clutches without a friction plate and are capable of disconnecting the output shaft and the input shaft in an overrunning condition when the output shaft spins faster than the input shaft.
    Type: Grant
    Filed: July 14, 2009
    Date of Patent: March 13, 2012
    Assignee: Bell Helicopter Textron Inc.
    Inventors: Ryan T. Ehinger, Carlos A. Fenny, Charles J. Kilmain, Eric A. Sinusas, Kevin Worrell
  • Patent number: 8057358
    Abstract: A control system and method for an electromagnetic clutch brake, including an electromagnetic clutch brake actuator coil surrounding a power input shaft for a multiple-ratio transmission in a vehicle powertrain. A protective circuit of the control system normally monitors data inputs from a databus that may indicate conditions that are not favorable for clutch brake actuation. The protective circuit prevents actuation of the clutch brake under such conditions. In the event the data inputs are not available from the databus, the protective circuit permits operation in a fall-back mode in which a brake ON timer is checked prior to clutch brake actuation. A primary counter is incremented with each normal clutch brake actuation and a secondary counter is incremented with each fall-back clutch brake actuation.
    Type: Grant
    Filed: September 12, 2007
    Date of Patent: November 15, 2011
    Assignee: Eaton Corporation
    Inventors: Michael J. Hornbrook, Yeidei Wang
  • Patent number: 7976431
    Abstract: A method for shifting an automated transmission situated in a drive train of a motor vehicle between an engine and a drive axle and having at least one multi-speed main transmission and a two-speed range change group rear-mounted thereon. The main transmission has at least one counter shaft with a transmission brake. A clutch engages the prime mover and the main transmission and the range change group is shifted via unsynchronized dog clutches which are combined in pairs in a common shift set and have two shift positions and one neutral position such that, during a range change gear shift both in the main transmission and the range change group a change between two ratio stages occurs. A range change up-shift includes synchronizing the input shaft and the target gear utilizing the transmission brake and passively synchronizing the dog shifted transmission parts by the edge beveling of the concerned dog clutches.
    Type: Grant
    Filed: September 9, 2008
    Date of Patent: July 12, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Josef Bader, Andreas Graf, Martin Miller, Mario Steinborn, Thomas Hafen
  • Patent number: 7771315
    Abstract: A method for the control of an automatic transmission during a change of ratio procedure, wherein the synchronous speed of rotation (SD) for the new transmission gear-stage lies under the no-load speed of rotation (LD) of a drive motor which can be connected to the transmission and wherein a gear-stage engagement actuator for the engagement of a new transmission gear-stage is then activated, when the transmission input speed of rotation (GED) has reached a predetermined speed of rotation window (F), which window also encompasses the synchronous speed of rotation (SD). In order to make such a shifting method more comfortable than previously, the invented method deviates from that procedure based on downshifting, which has been customary up to this time and rather proceeds in a upshifting mode.
    Type: Grant
    Filed: June 3, 2005
    Date of Patent: August 10, 2010
    Assignee: ZF Friedrichshafen AG
    Inventors: Rupert Kramer, Mario Steinborn
  • Patent number: 7706949
    Abstract: A method and system for executing a shift from a first fixed gear to a second fixed gear in a powertrain system comprising a two-mode, compound-split, electro-mechanical transmission operative to receive a speed input from an engine is described. It includes deactivating an off-going clutch, and generating a time-based profile for rotational speed of an oncoming clutch. The input speed is controlled based upon the rotational speed of the oncoming clutch and an output of the transmission. The oncoming clutch is actuated, preferably when the input speed is synchronized with a rotational speed of an output shaft of the transmission multiplied by a gear ratio of the second fixed gear, preferably after a predetermined elapsed period of time in the range of 500 milliseconds.
    Type: Grant
    Filed: May 25, 2006
    Date of Patent: April 27, 2010
    Assignee: GM Global Technology Operations, Inc.
    Inventors: Jy-Jen F. Sah, Anthony H. Heap
  • Publication number: 20100029438
    Abstract: A speed control method for an automatic transmission includes a first synchronizing process, in which a first clutch portion is operated to be in an engaging state in order to synchronize a first input shaft to a power source, a second synchronizing process, in which the first input shaft is synchronized to the output shaft by operating a gear train connected the first input shaft so as to be in an engaging state, after the first clutch portion is operated so as to be in the disengaging state and a torque transmission path switchover process for switching a torque transmitting path from a second input shaft to the first input shaft by operating the first clutch portion so as to be in an engaging state while the second clutch portion is operated so as to be in an disengaging state.
    Type: Application
    Filed: July 31, 2009
    Publication date: February 4, 2010
    Applicant: AISIN AI CO., LTD
    Inventors: Kazutaka KOBAYASHI, Takeshige Miyazaki, Fumiaki Ito
  • Patent number: 7632213
    Abstract: A method is disclosed for optimizing the gear-shifting sequence in a step-variable transmission fitted in a motor vehicle, in particular in an automated shift transmission, which has a plurality of gears, which can be engaged and disengaged by means of respective clutches, the method comprising the following steps: registering at least one of a tolerance-dependent and a wear-dependent parameter of a clutch of the step-variable transmission; and adjustment of a set-point displacement value of a gear-shifting member of the clutch, which corresponds to the parameter and which is approached in the course of a gear shift, as a function of the value of the parameter registered.
    Type: Grant
    Filed: October 2, 2006
    Date of Patent: December 15, 2009
    Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG
    Inventors: Rainer Disch-Simon, Tobias Kalisch
  • Patent number: 7599778
    Abstract: This is a constant-mesh transmission that uses special latches, electromagnetic actuators to operate said latches, and an associated computerized control unit to command said actuators and, at the same time, synchronize the speed of the motor/engine and the gear trains with the speed of the transmission output shaft. During gear ratio changes, the transmission control cooperates with the motor/engine control in such a way that speed differences between—and torque transmitted through—the gear trains involved and the output shaft are minimal; this permits effortless and on-the-fly coupling and decoupling of gears to/from the output shaft, without requiring any clutch operation. This transmission can be used in a variety of automotive and industrial applications, and is mainly intended for automotive vehicles with internal combustion engines.
    Type: Grant
    Filed: June 13, 2006
    Date of Patent: October 6, 2009
    Inventor: Juan Zak
  • Publication number: 20080287257
    Abstract: The present invention relates to a transmission for a tractor, and more particularly to a transmission for a tractor in which a main transmission part arranged between a forward/reverse transmission part and a sub transmission part is shortened, thereby reducing the whole length thereof.
    Type: Application
    Filed: March 28, 2008
    Publication date: November 20, 2008
    Inventors: Hyo-jung KIM, Sang-heon LEE
  • Publication number: 20080254932
    Abstract: The invention concerns an automated motor vehicle shift transmission (1) with an input shaft, an output shaft and several selectively engaged gears, the input shaft (W1) being connected to a drive motor (M) via an engine clutch (K) that can be engaged and disengaged. To avoid an interruption of the traction force during a shift process, a controllable friction clutch is provided as a change-under-load clutch (K5) to connect the input shaft (W1) directly to the output shaft (W3, W4) when necessary. The invention also concerns a method for controlling the gearshifts of an automated motor vehicle shift transmission comprising an input shaft, an output shaft and several selectively engaged gears, and in which the input shaft is connected to a drive motor via an engine clutch that can be engaged or disengaged, such that in a shift process between a loaded gear that is engaged and a target gear to be engaged, the engine clutch remains closed during the gear change.
    Type: Application
    Filed: August 21, 2006
    Publication date: October 16, 2008
    Applicant: ZF Friedrichshafen AG
    Inventor: Karl-Fritz Heinzelmann
  • Publication number: 20080248924
    Abstract: An ECU executes a program that includes the steps of performing neutral shift control, clutch release control, and engine torque control when a shift is required, the ste of moving a shift selector shaft in a selecting direction when a gear is disengaged and a shift position is neutral even if a drive torque TQ is greater than ? and a clutch stroke C is less than ?, the step of performing synchro control, the step of performing clutch engagement control, and the step of performing gear engagement control.
    Type: Application
    Filed: October 18, 2006
    Publication date: October 9, 2008
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Masayuki Kato, Tatsuhiro Miyake, Daisuke Ido
  • Publication number: 20080248923
    Abstract: An ECU executes a program including a step of detecting a running speed of a vehicle and a current gear stage of the vehicle, a step of determining whether or not shifting is required, a step of calculating a required period T(D) for performing double clutch control if shifting is required, a step of calculating a required period T(S) for synchro-rotational synchronization, a step of determining whether or not the required period T(D) for double clutch control is equal to or shorter than the required period T(S) for synchro-rotational synchronization, and a step of carrying out shifting by performing double clutch control if the required period T(D) for double clutch control is equal to or shorter than the required period T(S) for synchro-rotational synchronization. A sense of incongruity felt by a driver during shifting is thereby suppressed.
    Type: Application
    Filed: January 27, 2005
    Publication date: October 9, 2008
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Masaaki Otsubo
  • Publication number: 20080234105
    Abstract: A worsening of drivability is to be kept to a minimum by making a fail-safe control taking the state in the event of failure of a shifting operation into account. When clamping a sleeve to a free rotatable gear and during the period after instructing movement of the sleeve to a clamping position until movement of the sleeve to a predetermined positional range which makes it possible to judge that the sleeve has been clamped to the free rotatable gear, a pushing load for the sleeve is increased if the sleeve is in a fixed state near the balk ring, while if the sleeve is in a fixed state near the free rotatable gear, the sleeve is once returned to a neutral position thereof and is re-clamped to the free rotatable gear. Further, the number of times the sleeve is re-clamped to the free rotatable gear is counted and the use of the free rotatable gear is inhibited in accordance with the counted number of times.
    Type: Application
    Filed: January 24, 2008
    Publication date: September 25, 2008
    Applicant: Hitachi, Ltd.
    Inventors: Hiroshi SAKAMOTO, Tatsuya Ochi, Yoshiyuki Yoshida, Tetsuo Matsumura, Kinya Fujimoto, Masashi Seimiya
  • Patent number: 7387590
    Abstract: A method for operating a motor vehicle after receiving an acceleration signal in which the motor vehicle power train includes first and the second torque transmission devices connected to first and second subgears. The operational method includes selecting and engaging a predetermined target gear in one of the two subgears and selection and engagement of a predetermined intermediate target gear, in the other of the two subgears, while the power train continues to remain engaged. The intermediate target gear is so chosen that it will be higher than the target gear, so that the rpm of the gear input shaft of the target subgear, will be greater than the rpm of the gear input shaft of the intermediate target subgear, in which the current gear is engaged.
    Type: Grant
    Filed: August 17, 2005
    Date of Patent: June 17, 2008
    Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
    Inventor: Felix Dreher
  • Patent number: 7211028
    Abstract: Power train control unit 100 controls friction clutch 203 when shifting from one cogwheel row to the other cogwheel row, sets the target synchronous rotation speed based on the output rotation speed of a transmission and parameters indicative of the state of engine 1 or the transmission, and sets the command value to the friction clutch so that the input rotation speed can be synchronized with the target synchronous rotation speed. Control unit 100 sets the target shifting required time based on parameters indicative of the state of engine 1 or the transmission, and corrects the command value to the friction clutch so that the required shift time can approach the above target shift required time.
    Type: Grant
    Filed: June 18, 2004
    Date of Patent: May 1, 2007
    Assignee: Hitachi, Ltd.
    Inventors: Tetsuo Matsumura, Naoyuki Ozaki, Kinya Fujimoto, Hiroshi Kuroiwa, Takashi Okada
  • Patent number: 7204784
    Abstract: An apparatus for controlling a gear ratio changing operation in a transmission includes clutch controlling device, a motor generating an assist driving torque, and an assist driving torque controlling device for controlling, in response to a clutch operation, the motor to generate a target assist driving torque. While transmission of driving torque between an internal combustion engine and the transmission is being cut off during a clutch control at a constant stroke speed from an engaged state to a disengaged state for a shift operation in the transmission, the assist driving torque controlling device controls the motor to generate an assist driving torque so that the assist driving torque reaches the target assist driving torque at a constant rise rate per time.
    Type: Grant
    Filed: December 23, 2004
    Date of Patent: April 17, 2007
    Assignee: Aisin Seiki Kabushiki Kaisha
    Inventors: Yoshihide Suzuki, Takahiro Misu
  • Patent number: 6884200
    Abstract: An automatic transmission in which a plurality of gear trains is shifted by a shift mechanism which has at least two stages, including stronger and weaker operational force stages. Shift operation of the shift mechanism is started with the weaker operation force, and is switched to the stronger operation force when the movement of the shift mechanism is detected. Ratio of rotating speeds of input and output shafts is controlled by a clutch variably controlling the transmitted torque. Shift operation of the shift mechanism is switched to the stronger operation force when the ratio of rotating speeds of input and output shafts is close to the rotating speed of the gear being selected.
    Type: Grant
    Filed: March 26, 2003
    Date of Patent: April 26, 2005
    Assignee: Suzuki Motor Corporation
    Inventor: Hiromichi Shimaguchi
  • Patent number: 6871131
    Abstract: A method of changing gear in an automated transmission system of a motor vehicle having a multi-ratio gearbox with an input shaft and an output shaft, a take-up clutch located between the input shaft and an output shaft of an engine, a number of pairs of intermeshing gears.
    Type: Grant
    Filed: November 17, 2003
    Date of Patent: March 22, 2005
    Assignee: LuK Lamellen und kupplungsbau Beteiligungs KG
    Inventors: Martin Brandt, Bard Vestgard, Gunter Hirt
  • Patent number: 6851328
    Abstract: A transmission control apparatus includes transmission lines disposed between a pair of transmission shafts and a hydraulic multiple disc transmission clutch disposed on one side of the transmission lines. Power from an engine is transmitted via one of the transmission lines to a traveling unit. Each of the transmission lines has a friction clutch. A first gear mechanism operated by a first actuator is disposed between one of the transmission shafts and the first transmission line. A second gear mechanism operated by a second actuator is disposed between one of the transmission shafts and the second transmission line. When the first transmission line is powered, a first system operates the second gear mechanism into a speed position; the first clutch to a non-transmitting state and the second clutch to a transmitting state, thereby providing a progressive shifting of the transmission clutch from a transmitting state to a semi-transmitting state.
    Type: Grant
    Filed: March 26, 2003
    Date of Patent: February 8, 2005
    Assignee: Kubota Corporation
    Inventors: Susumu Umemoto, Tetsuo Yamaguchi, Hidetoshi Hana, Isamu Kawai, Takashi Yasumi, Yoshifumi Horiuchi, Tetsu Fukui
  • Patent number: 6819995
    Abstract: A system for controlling vehicle braking operation includes a mechanism for determining desired service brake force, a mechanism for determining vehicle deceleration, an electronically actuatable engine compression brake unit, an electronically controllable turbocharger boost pressure adjustment device and a transmission including a number of automatically selectable gear ratios, wherein each of these components are coupled to a control computer. The control computer is operable to activate the engine compression brakes whenever service brake action is detected, and to modulate the downshift engine speed points of the transmission as a function of the desired brake force. The boost pressure adjustment device and the engine compression brake may optionally be controlled to maintain a vehicle deceleration rate below a deceleration rate threshold. Alternatively, the downshift engine speed points may be controlled to maintain the vehicle deceleration rate below the deceleration rate threshold.
    Type: Grant
    Filed: February 22, 2001
    Date of Patent: November 16, 2004
    Assignee: Cummins, Inc.
    Inventor: Steven M. Bellinger
  • Patent number: 6779417
    Abstract: A power transmission system having first to third gear pairs, each having an input gear arranged on an input shaft and an output gear arranged on an output shaft. First to third synchromeshes that may disconnect a corresponding one of the first to third gear pairs from either the input or output shaft, or perform a baulking operation for power transmission until the rotation of a corresponding one of the gear pairs and input or out shaft are synchronized, and/or connect a corresponding one of the gear pairs and either the input or output shaft by meshed engagement. When a speed position of the transmission is shifted from an M-th speed to an L-th speed, the third synchromesh moves toward the third gear pair by a predetermined amount without engaging the third gear pair so as to transmit a driving force from the input shaft to the out pout shaft.
    Type: Grant
    Filed: October 25, 2002
    Date of Patent: August 24, 2004
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventors: Sunao Ishihara, Isamu Sunaga
  • Patent number: 6770010
    Abstract: Power train control unit 100 controls friction clutch 203 when shifting from one cogwheel row to the other cogwheel row, sets the target synchronous rotation speed based on the output rotation speed of a transmission and parameters indicative of the state of engine 1 or the transmission, and sets the command value to the friction clutch so that the input rotation speed can be synchronized with the target synchronous rotation speed. Control unit 100 sets the target shifting required time based on parameters indicative of the state of engine 1 or the transmission, and corrects the command value to the friction clutch so that the required shift time can approach the above target shift required time.
    Type: Grant
    Filed: November 26, 2002
    Date of Patent: August 3, 2004
    Assignee: Hitachi, Ltd.
    Inventors: Tetsuo Matsumura, Naoyuki Ozaki, Kinya Fujimoto, Hiroshi Kuroiwa, Takashi Okada
  • Publication number: 20040127332
    Abstract: A vehicle engine (70) is connected with a belt-type continuously variable transmission (1) via a clutch (32). The transmission (1) transmits torque via a belt (43) between a pair of pulleys (41, 42), and varies the transmission torque according to a supply of oil pressure. The clutch (32) engages by means of oil pressure supplied as a shift lever is changed over from a neutral range to a drive range. An oil pressure supplying device (10, 44, 45, 46) supplies the oil pressure required to transmit torque between the belt (43) and the pulleys (41, 42), and the oil pressure for engaging the clutch (32). Slippage between the belt (43) and the pulleys (41, 42) is prevented during engagement of the clutch (32) by restricting the output torque of the engine (70) over a predetermined period of time.
    Type: Application
    Filed: August 29, 2003
    Publication date: July 1, 2004
    Applicant: JATCO Ltd
    Inventors: Jihoon Kang, Yasutaka Kawamura, Tatsuo Ochiai, Hirofumi Okahara
  • Publication number: 20040063541
    Abstract: A method for recognition of the sychronization position and the end of the synchronization operation in an automated shiftable transmission with an electromotive shift actuator is disclosed, which is characterized in that the rotational speed of the shift actuator is detected and the synchronization position, as will as the end of the synchronized operation,is determined based upon the change of the rotational speed.
    Type: Application
    Filed: July 30, 2003
    Publication date: April 1, 2004
    Inventors: Reinhard Berger, Martin Vornehm, Stefan Winkelmann
  • Publication number: 20030139870
    Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.
    Type: Application
    Filed: March 4, 2003
    Publication date: July 24, 2003
    Applicant: Hitachi, Ltd.
    Inventors: Hiroshi Sakamoto, Toshimichi Minowa, Takashi Okada, Mitsuo Kayano, Tatsuya Ochi
  • Patent number: 6579208
    Abstract: The present invention is directed toward a method to digitally control a transfer case through a digital data bus to provide synchronized low to high shift capabilities in vehicles that employ a controller area network (CAN) system. In addition, a transfer case that can be digitally controlled in a vehicle with a controller area network (CAN) system to provide synchronized low to high shifts is also disclosed.
    Type: Grant
    Filed: April 2, 2001
    Date of Patent: June 17, 2003
    Assignee: BorgWarner, Inc.
    Inventors: Gary A. Oliveira, Richard Thomas Fosmoe, John R. Ficht
  • Patent number: 6577938
    Abstract: A system for selecting between automatic and manual control of a number of gear ratios of a semiautomatic transmission includes an internal combustion engine coupled to a semiautomatic transmission having a number of manually selectable gear ratios and a number of automatically selectable gear ratios wherein the engine and transmission are both subject to management and control thereof by a control computer. A memory unit includes a software algorithm for controlling shifting between the automatically selectable gear ratios and the control computer is operable to execute the software algorithm. A switch is provided, which is preferably a cruise control enable/disable switch, wherein the control computer is responsive to a cruise control disable position of the switch to inhibit execution of the software algorithm and thereby subject the automatically selectable gear ratios to manual control thereof.
    Type: Grant
    Filed: October 6, 1997
    Date of Patent: June 10, 2003
    Assignee: Cummins, Inc.
    Inventors: Steven M. Bellinger, David J. Munt
  • Publication number: 20030100404
    Abstract: Power train control unit 100 controls friction clutch 203 when shifting from one cogwheel row to the other cogwheel row, sets the target synchronous rotation speed based on the output rotation speed of a transmission and parameters indicative of the state of engine 1 or the transmission, and sets the command value to the friction clutch so that the input rotation speed can be synchronized with the target synchronous rotation speed. Control unit 100 sets the target shifting required time based on parameters indicative of the state of engine 1 or the transmission, and corrects the command value to the friction clutch so that the required shift time can approach the above target shift required time.
    Type: Application
    Filed: November 26, 2002
    Publication date: May 29, 2003
    Applicant: HITACHI, LTD.
    Inventors: Tetsuo Matsumura, Naoyuki Ozaki, Kinya Fujimoto, Hiroshi Kuroiwa, Takashi Okada
  • Patent number: 6561949
    Abstract: A coupling assembly 10 which selectively causes a primary mass or flywheel 20 be engaged or be coupled to a crankshaft 18 as a transmission gear assembly 23 moves from a first gear position to a second gear position and which further selectively causes the primary mass or flywheel 20 to be disengaged or disconnected from the crankshaft 18 as the vehicle is accelerated from an idle state, effective to decrease or substantially eliminate acceleration lag.
    Type: Grant
    Filed: February 14, 2001
    Date of Patent: May 13, 2003
    Assignee: Ford Global Technologies, LLC.
    Inventors: David Allen Janson, Charles Edward Marshall, Alvin Henry Berger, Ronald Thomas Cowan, Gregory Daniel Goleski
  • Patent number: 6561950
    Abstract: A control device for a synchromesh automatic transmission includes: an input shaft driven by a combustion engine; an output shaft coupled to the input shaft by gears; a plurality of groups of transmission gears having different gear ratios and interposed between the input shaft and the output shaft; sleeve gears coupling any one of the transmission gears with the output shaft; a shifting and selecting actuator operating the sleeve gears; a shifting and selecting position sensor detecting control inputs in a shifting direction and a selecting direction; and a control unit instructing operations of the above components, wherein the control unit judges whether or not a position of completing the operations is within a range of a target position based on an output from the shifting and selecting position sensor at a time of finishing the gear changing operation.
    Type: Grant
    Filed: July 11, 2000
    Date of Patent: May 13, 2003
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Toshio Ohtsuka
  • Patent number: 6560521
    Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.
    Type: Grant
    Filed: August 31, 2000
    Date of Patent: May 6, 2003
    Assignee: Hitachi, Ltd.
    Inventors: Hiroshi Sakamoto, Toshimichi Minowa, Takashi Okada, Mitsuo Kayano, Tatsuya Ochi