Engine Controlled Patents (Class 477/73)
  • Patent number: 11332183
    Abstract: A method for operating a steering system of a motor vehicle includes ascertaining a first torque depending on a target steering rack position and depending on the actual steering rack position, ascertaining a second torque depending on a vehicle speed, ascertaining a supporting torque depending on the first and the second torques, and introducing the supporting torque into a steering gear of the steering system.
    Type: Grant
    Filed: October 12, 2018
    Date of Patent: May 17, 2022
    Assignee: Robert Bosch GmbH
    Inventor: Nicolas Boos
  • Patent number: 10994736
    Abstract: The present specification relates to a system and a method for preventing overheating of an axle in a construction equipment. A system for preventing overheating of an axle in a construction equipment is mounted in the construction equipment and transmits driving power of an engine to a wheel, and the system includes: a brake pedal; a brake sensor which detects displacement of the brake pedal when the brake pedal is manipulated by an operator; an exhaust brake which is mounted in the engine and operates and controls an opening degree of an exhaust gas discharge passageway of the engine; and a control unit which adjusts the opening degree of the exhaust gas discharge passageway by controlling the exhaust brake corresponding to the displacement of the brake pedal when manipulation of the brake pedal is detected by the brake sensor.
    Type: Grant
    Filed: July 13, 2017
    Date of Patent: May 4, 2021
    Assignee: DOOSAN INFRACORE CO., LTD.
    Inventor: Kwang Seok Park
  • Patent number: 10640100
    Abstract: The present disclosure relates to a technique for improving durability of a clutch and shifting stability. The present disclosure provides a method of controlling a clutch of an automated manual transmission (AMT) vehicle, which reduces a micro-slip control time in order to improve durability of the clutch by performing a full-lock control of the clutch after slip control for learning a clutch characteristic curve. Additionally, the method shortens time to open the clutch for a subsequent shifting by predicting the time when a shift restarts after the full-lock control and by resuming the micro-slip control.
    Type: Grant
    Filed: November 30, 2017
    Date of Patent: May 5, 2020
    Assignees: Hyundai Motor Company, KIA Motors Corporation
    Inventors: Sung Hyun Cho, Seong Hwan Cheong
  • Patent number: 10589734
    Abstract: A method for operating a drive device for a motor vehicle. The drive device has an internal combustion engine, an output shaft, and a clutch connected between the internal combustion engine and the output shaft. In a coasting operating mode, an idling speed control of the internal combustion engine to an idling speed is carried out and the clutch is opened, and, in an overrun operating mode, the clutch is closed. When shifting from the coasting operating mode to the overrun operating mode, while, at the same time, carrying out the idling speed control of the internal combustion engine to the idling speed, the clutch is closed, so that an entrainment of the internal combustion engine occurs.
    Type: Grant
    Filed: March 24, 2016
    Date of Patent: March 17, 2020
    Assignee: AUDI AG
    Inventor: Martin Enke
  • Patent number: 10369722
    Abstract: The present invention relates to a control for truck mixers having a hydraulically driven mixer drum, with the hydraulic pump of the mixer drive being driven by the drive motor of the truck mixer or by a separate motor. In accordance with the invention, the speed of the drive motor is adjustable in dependence on the demanded drum speed, with the desired drum speed being able to be set via an operating lever.
    Type: Grant
    Filed: April 18, 2008
    Date of Patent: August 6, 2019
    Assignee: Liebherr—Mischtechnik GmbH
    Inventors: Werner Frey, Berthold Ruf
  • Patent number: 10344852
    Abstract: A control apparatus configured to control an automatic transmission to which a driving force of an engine is input includes a detection unit provided in the automatic transmission, and a processing unit configured to generate load information concerning a load on the automatic transmission based on the detection result of the detection unit and transmit the load information to the control apparatus of the engine. The processing unit transmits dummy information that is not based on the detection result of the detection unit as the load information at least on condition that the automatic transmission is in an operation state in which a load on an input shaft is released.
    Type: Grant
    Filed: January 23, 2018
    Date of Patent: July 9, 2019
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Yuya Tachibanada, Masaya Agata
  • Patent number: 9845094
    Abstract: A method for controlling a line pressure of a hybrid vehicle includes applying, by a controller, a set current corresponding to a target pressure to a first solenoid valve controlling the line pressure, driving, by the controller, a second solenoid valve to open an engine clutch after the applying step, comparing, by the controller, a difference value between a real pressure of the engine clutch sensed by a pressure sensor and the target pressure with a preset pressure after the driving step, and as a result of performing the comparing step, if the difference value is equal to or greater than the preset pressure, controlling, by the controller, an increase of a revolution per minute (RPM) speed of the electric oil pump and an increase of a pressure of the first solenoid valve to be alternately generated.
    Type: Grant
    Filed: July 29, 2016
    Date of Patent: December 19, 2017
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Young Chul Kim, Jong Hyun Kim, June Ho Lee, Sang Hyun Jeong
  • Patent number: 9650047
    Abstract: A manual transmission is partially automated by utilizing a controller to regulate the torque capacity of the clutch. Under most circumstances, the controller manipulates the clutch according to driver manipulation of a clutch pedal to simulate a non-automated manual transmission. However, to save fuel, the controller may enter a sailing mode in which the clutch is disengaged without the driver depressing the clutch pedal. The controller exits sailing mode in response to the vehicle speed decreasing below a threshold which is a function of the currently selected gear ratio. The threshold is selected such that the engine will not stall and will be able to generate sufficient power for acceleration when the clutch is re-engaged to exit sailing mode. In order to extend the use of sailing mode, the controller may activate a downshift indicator at a slightly higher speed threshold to encourage the driver to downshift.
    Type: Grant
    Filed: April 23, 2015
    Date of Patent: May 16, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Matthew John Shelton, Alexander O'Connor Gibson, James William Loch McCallum, Stuart N. Ford, Hong Jiang
  • Patent number: 9598082
    Abstract: In consideration of an amplification effect of a braking force at the time of brake operation, upper-limits (?, ?) of a brake operation force (Brk) with which the execution of free-run coasting and neutral coasting is started may be different, on the basis of whether or not a brake booster can be filled with a negative pressure. Therefore, while the braking force at the time of brake operation is secured, the range of the brake operation force (Brk) with which coasting is executed can be enlarged, and an improvement in fuel economy can be made.
    Type: Grant
    Filed: October 21, 2013
    Date of Patent: March 21, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Rentaro Kuroki, Takuya Hirai, Masaki Mitsuyasu, Jonggap Kim, Masaki Matsunaga, Yasunari Kido, Takeaki Suzuki, Takayuki Kogure, Yukari Okamura, Akihiro Sato, Yusuke Kinoshita
  • Patent number: 9441555
    Abstract: A method for running of a vehicle having a combustion engine which can selectively be connected to a driveshaft (104, 105) for propulsion of the vehicle, the vehicle can be run in a first mode (M1) with the engine connected to the driveshaft (104, 105) and in which fuel supply to the engine is substantially shut off, in a second mode (M2) with the engine disconnected from the driveshaft (104, 105) and a third mode like the first mode, but with the fuel supply not cut off. On a downgrade, determining whether running in the first mode (M1) will result in a speed increase, and then running in the second mode (M2) if running it in the first mode (M1) would cause a speed increase.
    Type: Grant
    Filed: June 7, 2012
    Date of Patent: September 13, 2016
    Assignee: SCANIA CV AB
    Inventors: Mustafa Abdul-Rasool, Oskar Johansson, Mikael Ögren
  • Patent number: 9440653
    Abstract: A drive control device for a vehicle including an engine and a clutch device provided in a power transmission path between the engine and a drive wheel includes: a normal traveling unit causing the vehicle to travel while the engine is connected to the drive wheel; a free-run coasting unit disconnecting the engine from the drive wheel during traveling and causing the vehicle to coast while the engine is stopped; a neutral coasting unit disconnecting the engine from the drive wheel during traveling and causing the vehicle to coast while the engine is autonomously operated; and a coasting switching control unit setting an upper limit value of an upward gradient of a road surface, at which the neutral coasting is stopped, such that the upper limit value is larger than an upper limit value of the upward gradient of the road surface, at which the free-run coasting is stopped.
    Type: Grant
    Filed: October 15, 2013
    Date of Patent: September 13, 2016
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Takeaki Suzuki, Masaki Matsunaga, Yasunari Kido, Takayuki Kogure, Yukari Okamura, Rentaro Kuroki, Takuya Hirai, Masaki Mitsuyasu, Jonggap Kim, Akihiro Sato, Yusuke Kinoshita
  • Patent number: 9394973
    Abstract: Methods and systems are provided that involve or include a transmission. During one of the methods, a motor is operated based on speed data to synchronize a first rotor of the transmission with a second rotor of the transmission, where the speed data is indicative of speeds of the first and the second rotors. The synchronized first and second rotors are engaged with one another to transfer torque from the motor to the output.
    Type: Grant
    Filed: December 30, 2013
    Date of Patent: July 19, 2016
    Inventor: Daniel Theobald
  • Patent number: 9103439
    Abstract: A method of eliminating a tooth-on-tooth position at an interlocking shifting element. The tooth-on-tooth position is eliminated by operating at least one actuator such that, during a first operating attempt the actuator is operated using a defined target parameter, after which it is checked whether as a result of the operation of the actuator the tooth-on-tooth position has been eliminated. If the tooth-on-tooth position is not eliminated, then repeating subsequent operating attempts of operation of the actuator, each time with an increased target parameter, until, after the corresponding operation of the actuator, the tooth-on-tooth position is eliminated by the m-th operating attempt. For elimination of a subsequent tooth-on-tooth position, the target parameter defined for the first elimination attempt is adapted such that the subsequent tooth-on-tooth position is eliminated by an n-th attempt.
    Type: Grant
    Filed: July 3, 2014
    Date of Patent: August 11, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Florian Schneider, Mario Steinborn, Thomas Jager
  • Patent number: 9008926
    Abstract: A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.
    Type: Grant
    Filed: October 16, 2008
    Date of Patent: April 14, 2015
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
  • Patent number: 8909397
    Abstract: When an abnormality except for a temperature abnormality of a travel-purpose battery is detected, a battery of the present invention renders a system main relay to make a change to a battery-less travel mode while using a battery cooling fan to cool the travel-purpose battery. When a temperature abnormality of the travel-purpose battery is still detected, a system-off command signal is output to cause the hybrid vehicle to become unable to travel. In this way, limp home mode and system shutoff of the hybrid vehicle can be surely implemented even in the case where an abnormality occurs to the travel-purpose battery.
    Type: Grant
    Filed: February 29, 2008
    Date of Patent: December 9, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Koji Aridome, Takahiko Nakagawa
  • Patent number: 8825319
    Abstract: A method of controlling the performance of a vehicle from a stationary condition includes operating a vehicle powertrain in a creep mode following the disengagement of a driver-operated braking device; and operating the vehicle powertrain in a launch mode following an engagement of a driver-operated acceleration device subsequent to the disengagement of the driver-operated braking device. Operating a vehicle powertrain in a creep mode includes: applying a friction clutch to couple an engine crankshaft of the vehicle powertrain with an input shaft of the transmission; determining a torque command to accelerate the vehicle powertrain at a predetermined rate; providing the torque command to an engine controller to controllably increase the input torque to the transmission; and operating a closed loop engine speed control module to prevent the crankshaft speed from slowing below a predetermined engine idle speed.
    Type: Grant
    Filed: February 14, 2013
    Date of Patent: September 2, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Christopher E. Whitney, Klaus Pochner, Colin Hultengren, Krishnedu Kar
  • Patent number: 8781695
    Abstract: A method and apparatus to control the pickup on an uphill slope of an automotive vehicle provided with an automatic or robotized gearbox provide the definition of a control strategy of the gear box operation, also according to the gradient of the uphill slope, which is preferably calculated based on a longitudinal acceleration value of the automotive vehicle, and based on the altitude at which the automotive vehicle can be found, which is preferably calculated based on a detected atmospheric pressure value. In this way, it is also possible to consider the reduction in the engine torque due to the reduction in the air density with altitude.
    Type: Grant
    Filed: December 5, 2008
    Date of Patent: July 15, 2014
    Assignee: Fiat Group Automobiles S.p.A.
    Inventors: Andrea Bianco, Claudio Cervone, Giuseppe Gatti, Giuseppe Lorusso, Euplio Pagliarulo, Francesco Cimmino
  • Patent number: 8666580
    Abstract: A crankshaft of an engine, an output shaft of a first electric motor, and an output shaft of a second electric motor are directly or indirectly connected to each other mechanically. When the engine is started, a vibration reduction torque is caused to act on the crankshaft that is set in the form of a periodic torque based on the crank angle, so that torque pulsation of the engine is suppressed. The output torque of the first electric motor is controlled in accordance with the sum of a motoring torque and a part of the vibration reduction torque. The output torque of the second electric motor is controlled in accordance with the sum of its essential output torque for causing the vehicle to travel and a torque for compensating for a shortage of the vibration reduction torque that occurs because a part of the vibration reduction torque is output from the first electric motor.
    Type: Grant
    Filed: June 7, 2010
    Date of Patent: March 4, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Toshiya Hashimoto
  • Patent number: 8617028
    Abstract: A system is provided for managing torque in a vehicle driveline coupled to an internal combustion engine and to a hybrid motor/generator. An engine control circuit provides to a transmission control circuit an engine torque value corresponding to torque applied by the engine to the driveline. A hybrid control circuit provides to the transmission control circuit a motor torque value corresponding to torque applied by the hybrid motor/generator to the driveline. The transmission control circuit controls operation of at least one friction device and controls shifting of the transmission, and also manages torque applied to the drive line by the engine and by the hybrid motor/generator based on the engine torque value and the motor torque value such that the friction device control and shift schedule instructions do not require modification to accommodate inclusion of the hybrid motor/generator in the system or exclusion of the hybrid motor/generator from the system.
    Type: Grant
    Filed: July 23, 2009
    Date of Patent: December 31, 2013
    Assignee: Allison Transmission, Inc.
    Inventors: John Kresse, Jeffrey Runde
  • Patent number: 8584824
    Abstract: A method and device for controlling an automatic freewheeling function in a vehicle where a freewheeling function is active due to a prevailing freewheeling condition and where a control unit is programmed to: predict that the vehicle soon will travel in a steep downhill slope that is steeper compared to a prevailing downhill slope; simulate if less fuel will be consumed if the freewheeling function is inactivated in a a further position before the vehicle enters the steeper downhill slope, compared to if the vehicle enters the steeper downhill slope with the freewheeling function active; and inactivate the freewheeling function in the further position, that is, before the vehicle enters the steeper downhill slope if the simulation shows that less fuel will be consumed.
    Type: Grant
    Filed: May 8, 2009
    Date of Patent: November 19, 2013
    Assignee: Volvo Lastvagnar AB
    Inventors: Anders Eriksson, Niklas Öberg
  • Patent number: 8467946
    Abstract: A speed ratio of a continuously variable transmission mechanism 20 is increased when a speed ratio of a subtransmission mechanism 30 connected in series to the continuously variable transmission mechanism 20 is switched from a first speed to a second speed. When an excess rotation speed Nb obtained by subtracting a target rotation speed from an engine rotation speed Ne exceeds a determination value Nr1 during this shifting process, a rapid rotation increase in an internal combustion engine 1 is prevented by reducing a shift speed of the continuously variable transmission mechanism 20 (S105A).
    Type: Grant
    Filed: July 14, 2010
    Date of Patent: June 18, 2013
    Assignees: Nissan Motor Co., Ltd., Jatco Ltd
    Inventors: Seiichiro Takahashi, Hiroyasu Tanaka, Ryousuke Nonomura, Jouji Seki, Takuichiro Inoue, Mamiko Inoue, Hideaki Suzuki
  • Patent number: 8328684
    Abstract: A method for controlling a creeping process of a motor vehicle with an internal combustion engine, a torque converter with a pump shell driven by the internal combustion engine and a turbine shell driving an automated transmission and a separation clutch disposed in the torque flow between the internal combustion engine and the torque converter, wherein a creeping process is initiated when a gas pedal for driver control of the internal combustion engine and a brake pedal are not actuated and a driving velocity of the motor vehicle is less than a predetermined value. In order to be able to perform the creeping process with converter slippage and also with slippage of the separation clutch a creep torque transmitted through the separation clutch is adjusted as a function of the slippage of the torque converter for initiating the creeping process and during the creeping process.
    Type: Grant
    Filed: June 4, 2009
    Date of Patent: December 11, 2012
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventor: Markus Klump
  • Patent number: 8308607
    Abstract: A method for automatic restarting a temporarily shut-down internal combustion engine with automatic stop-start in a motor vehicle with manual gear shift on the basis of conditions including the current actuation states of clutch and brake includes determining a current actuation state of a clutch and a wheel brake, and, if the brake has been actuated within a preset period before any actuation of the clutch, starting the engine when the clutch is fully actuated and the brake is released.
    Type: Grant
    Filed: January 27, 2011
    Date of Patent: November 13, 2012
    Assignee: Ford Global Technologies, LLC
    Inventors: Urs Christen, Rainer Busch, Daniel B. Kok, Anthemios P. Petridis, David Hesketh, Christopher E. Pedlar, Peter G. Wilson
  • Patent number: 8292784
    Abstract: In a vehicle control device, a brake feedback control unit calculates a brake feedback torque Tfb-BK using a PID control model when a current state is a brake feedback use state. The brake feedback control unit stops the calculation of the brake feedback torque Tfb-BK when the current state is a brake feedback limitation state, and stores as an output value the brake feedback torque Tfb-BK that is output at a brake limitation start timing. At a brake limitation release timing, the brake feedback control unit restarts the feedback control using the stored brake feedback torque Tfb-BK as an initial value. The brake mechanism can thereby generate a predetermined brake torque of not more than 0 [N·m] immediately after the brake limitation release timing.
    Type: Grant
    Filed: July 14, 2009
    Date of Patent: October 23, 2012
    Assignees: DENSO CORPORATION, Advics Co., Ltd.
    Inventors: Motoaki Umakoshi, Shotaro Fukuda, Hajime Kumabe, Masayoshi Takeda, Yukio Mori
  • Patent number: 8257224
    Abstract: A method for controlling an inching procedure of a motor vehicle, which has at least one friction clutch arranged between a drive unit and a transmission. The torque of the clutch is specified by a control unit and set by a clutch actuator. If the brake and load lever are not actuated, a multi-stage is started by an torque set by the clutch. To perform the process, the torque is increased up to a specified maximum limit to reach a specified speed in a first stage. A specified time period is waited in a second stage if the specified speed does not reached the maximum limit. The torque is increased by a specified value in a third phase if the specified speed is not reached, and the torque is reduced in a fourth stage and a driver warning is output if the specified speed again is not reached.
    Type: Grant
    Filed: February 3, 2012
    Date of Patent: September 4, 2012
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventor: Michael Reuschel
  • Patent number: 8170762
    Abstract: A method for controlling a hydraulic flow within a powertrain comprising an electromechanical transmission mechanically-operatively coupled to an engine adapted to selectively transmit power to an output, wherein the transmission utilizes a hydraulic control system serving a number of hydraulic oil consuming functions includes monitoring minimum hydraulic pressure requirements for each of the functions, determining a requested hydraulic pressure based upon the monitoring minimum hydraulic pressure requirements and physical limits of the hydraulic control system including a maximum pressure, determining a desired flow utilizing a hydraulic control system flow model based upon the requested hydraulic pressure, and utilizing the desired flow to control an auxiliary hydraulic pump.
    Type: Grant
    Filed: October 13, 2008
    Date of Patent: May 1, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Michael D. Foster, Eric S. Tryon, Jy-Jen F. Sah, Ali K Naqvi
  • Patent number: 7993240
    Abstract: A variable ratio gear system is configured for use with a constant speed generator being driven by a variable speed rotor. The variable ratio system includes three shafts: The first shaft is mechanically coupled to the rotor; the second shaft is mechanically coupled to a variable gear system; and the third shaft is mechanically coupled to the generator and the variable gear system. A control system is configured to adjust the output of the variable gear system to control the rotational speed of the generator. A brake is configured to control the rotation of the second shaft.
    Type: Grant
    Filed: January 29, 2009
    Date of Patent: August 9, 2011
    Assignee: AMSC Windtec GmbH
    Inventors: Peter Weichbold, Robert Tratnig
  • Patent number: 7937201
    Abstract: A device delivers a torque setpoint signal applicable to the vehicle wheels of a motor vehicle including an automatic transmission. The torque setpoint signal has static and dynamic components that are set according to input data supplied by an input unit and based on a recorded list of parameters representing the driver's will, the motor vehicle state, and the environment thereof. The device includes a first unit for computing the dynamic component of a gross torque, a second unit for computing the static component of a gross torque, the second unit being connected to the output of the first unit, and a unit for adaptation to a brake situation producing the static component of the torque adapted to the braking situation according to the list of parameters.
    Type: Grant
    Filed: September 5, 2005
    Date of Patent: May 3, 2011
    Assignee: Renault s.a.s.
    Inventors: Frédéric Roudeau, Jean Bretheau, Vincent Vermuse
  • Publication number: 20100185368
    Abstract: From a point when the clutch is disengaged, a braking torque is applied in addition to the braking torque of the drivetrain located downstream from the clutch. The braking torque of the drivetrain downstream from the clutch comprises, for example, a drag torques of the transmission, an axle and/or one or more brakes. The added braking torque applied corresponds to the braking torque of the internal combustion engine at, or immediately before, the instant when the internal combustion engine is decoupled from the drivetrain downstream from the clutch by disengaging the clutch. By applying the additional braking torque to the drivetrain downstream from the clutch, the total braking torque that acts on the wheel, before and after the disengagement of the clutch, remains the same. The vehicle can therefore coast or stop in a smooth manner.
    Type: Application
    Filed: May 27, 2008
    Publication date: July 22, 2010
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Florian Schneider, Thomas Jager
  • Patent number: 7698041
    Abstract: A drive unit includes an engine and a transmission having a variable transmission ratio. An instantaneous setpoint power output quantity of the drive unit is determined from an intended power output. The setpoint power output quantity is a function of the instantaneous transmission ratio of the transmission at least for a given intended power output.
    Type: Grant
    Filed: June 29, 2005
    Date of Patent: April 13, 2010
    Assignee: Robert Bosch GmbH
    Inventor: Martin Streib
  • Publication number: 20100009807
    Abstract: In a vehicle control device, a brake feedback control unit calculates a brake feedback torque Tfb-BK using a PID control model when a current state is a brake feedback use state. The brake feedback control unit stops the calculation of the brake feedback torque Tfb-BK when the current state is a brake feedback limitation state, and stores as an output value the brake feedback torque Tfb-BK that is output at a brake limitation start timing. At a brake limitation release timing, the brake feedback control unit restarts the feedback control using the stored brake feedback torque Tfb-BK as an initial value. The brake mechanism can thereby generate a predetermined brake torque of not more than 0 [N·m] immediately after the brake limitation release timing.
    Type: Application
    Filed: July 14, 2009
    Publication date: January 14, 2010
    Applicants: Denso Corporation, Advics Co., Ltd.
    Inventors: Motoaki Umakoshi, Shotaro Fukuda, Hajime Kumabe, Masayoshi Takeda, Yukio Mori
  • Patent number: 7603221
    Abstract: An automatic slowing down system for a vehicle taking a bend includes a computer that integrates a series of instructions to process at least one of first, second and third signals according to kinematic control laws of vehicle displacement to deliver signals for a forward motion actuator and a steering actuator, a forward control and a steering control that supply the first signal representative of a forward motion data and a steering data to the computer based on an operator's requirement, a linear speed sensor and a yaw speed sensor that supply the second signal to the computer, and a unit that supplies the third signal relating to road grip to the computer.
    Type: Grant
    Filed: February 11, 2003
    Date of Patent: October 13, 2009
    Assignee: Nexter Systems
    Inventors: Emile Urvoy, Olivier Pape, Stephane Leveque
  • Patent number: 7584040
    Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).
    Type: Grant
    Filed: February 3, 2004
    Date of Patent: September 1, 2009
    Assignee: Peugeot Citroen Automobiles SA
    Inventor: Stéphane Rimaux
  • Patent number: 7527579
    Abstract: A clutch control device is used to engage and disengage a clutch of a straddle-type vehicle. A method of using the device comprises detecting a predetermined operation, such as positioning a key switch in an ON position, for starting use of the straddle-type vehicle, detecting application of a brake of the straddle-type vehicle, and actuating clutch control means that disconnects the clutch upon detection of application of the brake if the predetermined operation for starting use is detected.
    Type: Grant
    Filed: December 12, 2005
    Date of Patent: May 5, 2009
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventors: Toru Zenno, Atsushi Kamo
  • Patent number: 7510502
    Abstract: Load change impacts in a motor vehicle, especially as a result of abrupt changes in the position of the accelerator pedal, are prevented with the novel method. At least one dual clutch mechanism is provided between the drive engine and the gearbox. The gearbox has several selectable gear steps and the clutch is controlled in relation to the torque that is to be transmitted. The driving comfort is improved by controlling the clutch during the starting process of the motor vehicle and/or the gear steps are engaged during the starting process of the vehicle in such a way that the speed of rotation of the gear input shaft is lower than the idling speed of rotation of the engine.
    Type: Grant
    Filed: August 14, 2006
    Date of Patent: March 31, 2009
    Assignee: Volkswagen AG
    Inventors: Edgar Bothe, Wolfgang Schreiber
  • Patent number: 7357753
    Abstract: Method for regulating the rotational speed of a clutch-independent power take-off. The power take-off is driven by an engine arranged in a vehicle. The engine is connected to an automatic stagegeared transmission by way of an automated vehicle clutch. At least one control unit is provided for controlling the transmission, the vehicle clutch and the engine. The control unit controls the rotational speed of the engine as a function of the position of the throttle lever and controls the transmission as a function of the position of a gear selector. The rotational speed of the engine is regulated by way of a control and the degree of engagement of the vehicle clutch is regulated by way of the throttle lever when the power take-off is engaged and a drive position is selected by way of the gear selector. The rotational speed of the engine is automatically reduced when equipment engaged to the power take-off approaches a limit position.
    Type: Grant
    Filed: March 15, 2006
    Date of Patent: April 15, 2008
    Assignee: Volvo Lastvagnar AB
    Inventors: Marcus Steen, Sixten Berglund, Anders Eriksson
  • Patent number: 7220213
    Abstract: A vehicle control apparatus is configured to avoid a forward lunging of a vehicle during a downshift while decelerating. The vehicle control apparatus has a clutch element that operatively coupled to an output of an engine to perform a gear shift operation and a controller that controls engine speed during shifts. If deceleration fuel cutoff conditions are met immediately after engine speed control accompanying a gear shift, delaying the start of fuel cutoff is prohibited and fuel cutoff is started right away whenever the deceleration operating conditions immediately prior to the start of engine speed control have been sustained for at least a specific length of time. On the other hand, if the deceleration duration is less than the specified time, the start of fuel cutoff is delayed so as to avoid catalyst overheating.
    Type: Grant
    Filed: February 14, 2005
    Date of Patent: May 22, 2007
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tetsuya Shimada, Masahiro Iriyama, Masami Murayama
  • Patent number: 7153235
    Abstract: The present invention provides a running control device for an industrial vehicle that has superior driving operability and that allows easy starting and stopping on road surfaces that have sloped or stepped surface. The running control device for an industrial vehicle includes an engine, a sensor that detects an operation amount of an accelerator member, a transmission that has a forward clutch and reverse clutch, a brake that applies braking to the vehicle, and a controller. The controller simultaneously controls the engine revolutions, the engaging force of the forward clutch and reverse clutch and the braking force of the brake in accordance with the operation amount.
    Type: Grant
    Filed: March 16, 2004
    Date of Patent: December 26, 2006
    Assignees: Komatsu Forklift Co., Ltd., Komatsu Ltd.
    Inventors: Masayuki Takamura, Takeo Kato, Takayuki Mori
  • Patent number: 7074160
    Abstract: A control device for a drive line of a vehicle, in which a drive line from a power source to drive wheel includes a wheel control for controlling the speed of the wheels, and a connection mechanism for increasing/decreasing a torque transmission capacity between the power source and the drive wheels. The control device includes a trouble detector for detecting that the wheel control is in a situation unable to control the speed of the wheels normally. A braking detector detects that a braking operation to brake the rotation of the wheels is executed. And, a torque interruption control reduces the torque transmission capacity by the connection mechanism, when it is detected by the trouble detector that the wheel control cannot control the speed of the wheels normally and when it is detected by the braking detector that the braking operation to brake the rotation of the wheels is executed.
    Type: Grant
    Filed: October 18, 2000
    Date of Patent: July 11, 2006
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Daisuke Inoue, Hideki Yasue, Tadashi Tamura, Hiroki Kondo, Yuji Hattori, Tetsuo Hamajima
  • Patent number: 6979280
    Abstract: In a control apparatus for a vehicle, when a coast downshifting is performed in response to a downshifting command from a vehicle operator during braking operation under the fuel cut control, the braking force of the wheel brake is increased so as to increase the deceleration. This makes it possible to achieve a predetermined deceleration with a good response to the deceleration request of the vehicle operator represented by the downshifting command. The control apparatus is structured to decrease the braking force of the wheel brake such that the increase in the engine braking force is offset by the inertia caused by the rise in the engine speed resulting from downshifting upon the coast downshifting due to the vehicle speed increase. The control apparatus for the vehicle, thus, reduces the shock caused by the sharp increase in the engine braking force.
    Type: Grant
    Filed: July 14, 2003
    Date of Patent: December 27, 2005
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Koji Oshima, Hiromichi Kimura
  • Patent number: 6969341
    Abstract: An engine deceleration control system for an internal combustion engine of a vehicle is arranged to prohibit correcting an air quantity supplied to the engine when an elapsed time period from a moment of turning off of an accelerator of the engine is within a first predetermined time period, or when an elapsed time period from a moment of turning off of a lockup clutch of a torque converter is within a second predetermined time period or when a shifting of a transmission connected to the engine is being executed, and to cancel prohibiting the correction of the supplied air quantity when a braking operation is executed.
    Type: Grant
    Filed: October 9, 2003
    Date of Patent: November 29, 2005
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Takamitsu Hase, Tomohiko Takahashi
  • Patent number: 6708096
    Abstract: A method and device are described for controlling an element of a drive train, which is influenceable by an operating device, in a vehicle having a control unit and a storage device, the element and/or the operating device being implementable in different variants. In this case, at least one identifier is stored in the storage device, the identifier representing the respective variant of the element and/or of the operating element which is contained in the vehicle. The element is controlled by the control unit as a function of the respective identifier in accordance with the respective variant. At the same time, different states of the respective variant of the element are selected, in particular through the operating means, an identifier being assigned for each possible state.
    Type: Grant
    Filed: November 8, 2002
    Date of Patent: March 16, 2004
    Assignee: Robert Bosch GmbH
    Inventors: Rasmus Frei, Andrea Steiger-Pischke, Christian Schwientek, Marko Poljansek, Wolfgang Hermsen, Markus Paeulgen
  • Patent number: 6620077
    Abstract: An enhanced braking mode for a work machine includes activating engine compression release brakes while placing a torque converter in an overspeed condition. By doing so, both the engine and the torque converter contribute to decelerating the work machine. This combined braking horsepower is greater than that available using the engine compression release brakes with the torque converter in a locked condition. In addition, the braking horsepower available in this enhanced braking mode is comparable to that available with the employment of hydraulic retarders, which can be substantially more expensive, and require additional hydraulic cooling system capability. The enhanced braking mode is preferably carried out automatically by the electronic control module when the vehicle is in a retarding mode.
    Type: Grant
    Filed: September 4, 2001
    Date of Patent: September 16, 2003
    Assignee: Caterpillar Inc
    Inventors: Douglas A. Carlson, Scott A. Leman
  • Patent number: 6560522
    Abstract: A driving force control apparatus is configured to prevent degradation of acceleration performance and the occurrence of large torque shock when shifting from the non-execution to the execution of a driving force control operation. A first target driving force is selected when the driving force control operation is being executed and a second target driving force is selected when the driving force control operation is not being executed. When shifting from the execution to the non-execution, the shifting target driving force is calculated such that the driving force shifts slowly. When accelerating from rest or a slow speed, the speed at which the driving force control operation shifts into the execution mode is increased as the accelerator position becomes larger.
    Type: Grant
    Filed: December 20, 2001
    Date of Patent: May 6, 2003
    Assignee: Nissan Motor, Co., Ltd.
    Inventors: Shusaku Katakura, Masahiro Iriyama, Munetoyo Ikeda, Daisuke Yoshinoya
  • Patent number: 6551212
    Abstract: A decelerator control system includes a first control member, a machine control device, an engine, at least one brake, and a transmission. The first control member is manually moveable and is adapted to produce a first operator control signal. The machine control device is adapted to receive the first operator control signal and responsively produce an engine control signal, a brake control signal, and a transmission control signal. The engine is adapted to receive the engine control signal and responsively control the speed of the engine. The brake is adapted to receive the brake control signal and responsively control an engagement of the brake. The transmission is adapted to receive the transmission control signal and responsively control an engagement of the transmission.
    Type: Grant
    Filed: February 16, 2001
    Date of Patent: April 22, 2003
    Assignee: Caterpillar Inc
    Inventors: Thomas G. Skinner, Jeff A. Steinmann
  • Patent number: 6438479
    Abstract: An apparatus for controlling an automatic transmission of an automobile and a control method thereof. When a feedback control is executed by the automatic transmission while the speed is being changed, the control operation may often lose stability. This is due to a large deviation between a target value and a practical value at the start of the feedback control operation being caused by a change in the opening degree of the throttle and a change in the oil temperature in the automatic transmission. To solve such a technical problem, the invention employs a control apparatus which detects that the automatic transmission is changing the speed, operates the output shaft torque of the automatic transmission, recognizes a point of inflection of the output shaft torque while the speed is being changed, sets a target output shaft torque of the automatic transmission, and sets an initial target value at a moment of said point of inflection.
    Type: Grant
    Filed: February 2, 2000
    Date of Patent: August 20, 2002
    Assignee: Hitachi, Ltd.
    Inventors: Tatsuya Ochi, Toshimichi Minowa, Hiroshi Ohnishi
  • Patent number: 6421589
    Abstract: The invention is directed to a method and an arrangement for detecting a changing quantity for a motor vehicle. The changing quantity is the position of an operator-controlled element. At least one stop value is determined for the operator-controlled element when released. Outside of the operation of the motor vehicle, this stop value is dependent upon the operation of a test apparatus connected to the control unit of the motor and/or when a defined state of the control unit and/or when there is a defined sequence of specific actuations of operator-controlled elements.
    Type: Grant
    Filed: September 26, 2000
    Date of Patent: July 16, 2002
    Assignee: Robert Bosch GmbH
    Inventors: Frank Bederna, Martin Streib
  • Patent number: 6371883
    Abstract: A vehicular transmission comprises an engine E, a continuously variable transmission CVT and a starting clutch 5. The driving force from the engine E is conveyed through the continuously variable transmission CVT with a speed change to a countershaft 2, and the starting clutch 5 is used to convey this driving force from the countershaft 2 to wheels of a vehicle. In this power transmission, when the vehicle is decelerated for a halt, the fuel supply to the engine is terminated to decelerate the vehicle. In addition, the starting clutch 5 is released gradually under a predetermined condition, and then the engine E is stopped to bring the vehicle into a halt.
    Type: Grant
    Filed: June 15, 2000
    Date of Patent: April 16, 2002
    Assignee: Honda Giken Kogyo Kabushiki Kaisha
    Inventor: Takahiro Eguchi
  • Patent number: 6259986
    Abstract: A method is presented for controlling powertrain torque by minimizing the error between the actual powertrain torque (as read by the torque sensor) and the desired powertrain torque (as requested by the vehicle driver). Since torque sensors are known to drift under certain conditions, such as high ambient temperature, the output of the torque sensor is adjusted by an offset value. This offset value is determined by reading the torque sensor output when the speed ratio (engine speed/turbine speed) is substantially unity, and the net torque at the torque converter is substantially zero. This adjusted output is then filtered to avoid abrupt fluctuations in the powertrain torque, and used to improve powertrain control so that better drive feel and increased fuel economy can be achieved.
    Type: Grant
    Filed: March 10, 2000
    Date of Patent: July 10, 2001
    Assignee: Ford Global Technologies, Inc.
    Inventor: Allan Joseph Kotwicki
  • Patent number: 6162146
    Abstract: In one aspect of the present invention, an electrohydraulic control device for a drive train of a machine is disclosed. A control member produces an operator control signal. An engine control module receives the operator control signal and responsively reduces the rotational speed of the engine. A transmission control module additionally receive the operator control signal and responsively controls the engagement of a predetermined transmission clutch to reduce the transmitted torque from the transmission.
    Type: Grant
    Filed: April 28, 1999
    Date of Patent: December 19, 2000
    Assignee: Caterpillar Inc.
    Inventor: Kenneth J. Hoefling