Gearing Controlled Patents (Class 477/75)
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Patent number: 10690225Abstract: A transaxle comprises first and second input shafts coaxial to each other, an output shaft drivingly connected to the second input shaft, a torque limiter interposed between the first and second input shafts, and a housing incorporating the first and second input shafts, the output shaft and the torque limiter. The torque limiter includes first and second sleeves. The first sleeve is fitted to the first input shaft unrotatably relative to the first input shaft. The second sleeve is fitted to the second input shaft unrotatably relative to the second input shaft. The first and second sleeves are layered in a radial direction of the first and second input shafts so as to be pressed against each other with a radial surface pressure to limit a torque transmitted between the first and second sleeves to a limiting value.Type: GrantFiled: February 23, 2017Date of Patent: June 23, 2020Assignee: KANZAKI KOKYUKOKI MFG.CO., LTD.Inventor: Michio Tsukamoto
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Patent number: 10527163Abstract: The present invention is a control device for an automatic transmission, the control device being adapted to control the automatic transmission including a torque converter and a stepped transmission mechanism provided on a power transmission route from the torque converter to drive wheels, wherein while a non-driving range of the automatic transmission is selected, determination on interlock in the stepped transmission mechanism is executed on the basis of deceleration of an output shaft of the stepped transmission mechanism and a change in the torque converter.Type: GrantFiled: September 14, 2016Date of Patent: January 7, 2020Assignees: JATCO LTD, NISSAN MOTOR CO., LTD.Inventors: Masahiro Hamano, Youji Itou, Haruka Kondo, Norihira Amano
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Patent number: 9815455Abstract: A control device for a vehicle drive device having a speed change mechanism that attains a predetermined shift speed by engaging multiple engagement elements. The control device predicts an amount of heat generation and determines whether any jumping shift from the current shift speed to the shift speed that is the multiple shift speeds higher or lower than the current shift speed can be permitted or not between the current shift speed and the target shift speed, and if the jumping shift can be permitted, the control unit performs the jumping shift and controls the speed change mechanism so as to shift the shift speed from the current shift speed to the target shift speed.Type: GrantFiled: October 4, 2013Date of Patent: November 14, 2017Assignee: AISIN AW CO., LTD.Inventors: Kohei Tsuda, Tomohiro Onouchi, Keiichirou Kusabe
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Patent number: 9765826Abstract: A transmission includes a gear train, a transmission shaft driven by the gear train, a transmission casing incorporating the gear train and the transmission shaft, an axle driven by the gear train, a power take-off (PTO) unit attached to the transmission casing, and a parking brake. The transmission shaft and the axle are extended parallel to each other. The PTO unit includes a PTO input shaft, a PTO shaft, and a PTO drive train transmitting power from the PTO input shaft to the PTO shaft. The PTO input shaft is connected coaxially to the transmission shaft so as to receive power from the transmission shaft. The parking brake is provided on the transmission shaft or the PTO input shaft.Type: GrantFiled: August 5, 2015Date of Patent: September 19, 2017Assignee: KANZAKI KOKYUKOKI MFG. CO., LTD.Inventor: Shuji Nishimoto
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Patent number: 9709167Abstract: A shift control method and system for a hybrid vehicle are provided to increase the recovery rate of regenerative energy, improve the fuel efficiency, and minimize the loss of the fuel efficiency upon reaccelerating after braking. The method include: acquiring in real-time information regarding a transmission input speed during driving and sensing a brake pedal operation. In addition, whether a road driving situation or a driver tendency corresponds to a skip shift allowable condition is detected when the brake pedal operation is sensed. A target shift stage to which a skip shift of two or more stages is performed is selected from a current shift stage based on the transmission input speed in real-time, when the road driving situation or the driver tendency corresponds to the skip shift allowable condition. Then a transmission is operated to shift to the selected target shift stage.Type: GrantFiled: August 28, 2015Date of Patent: July 18, 2017Assignee: Hyundai Motor CompanyInventors: Sang Joon Kim, Chan Ho Lee, Joon Young Park
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Patent number: 9008926Abstract: 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: GrantFiled: October 16, 2008Date of Patent: April 14, 2015Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke AktiengesellschaftInventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
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Publication number: 20150045184Abstract: A power take-off (PTO) unit takes-off power from a transmission for driving a first drive wheel of a vehicle and transmits the taken-off power to a second drive wheel of the vehicle. The PTO unit includes a PTO casing, a PTO shaft and a brake for braking the PTO shaft. The PTO casing is mounted on another casing incorporating the transmission. The PTO shaft is journalled by the PTO casing, drivingly connected to the transmission shaft of the transmission and drivingly connected to the second drive wheel. The brake is disposed in the PTO casing. The brake includes an unslidable pawl that is not slidable axially in the axial direction of the PTO shaft, and includes a slidable pawl that is slidable axially in the axial direction of the PTO shaft so as to selectively engage or disengage with and from the unslidable pawl.Type: ApplicationFiled: July 29, 2014Publication date: February 12, 2015Inventor: Shuji NISHIMOTO
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Publication number: 20140378275Abstract: A multi-mode transmission is configured to transfer torque among an internal combustion engine, torque machines and an output member. A method for controlling shifting in the transmission includes, in response to a command to execute a range shift in the transmission to a target transmission range: applying mechanical braking torque to reduce output torque from the transmission to off-load torque from an off-going clutch, operating in a pseudo-gear range to synchronize an oncoming clutch, and applying the oncoming clutch to establish the transmission in the target range.Type: ApplicationFiled: June 24, 2013Publication date: December 25, 2014Applicant: GM Global Technology Operations LLCInventors: ANTHONY H. HEAP, SEAN W. MCGROGAN, KRUNAL P. PATEL
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Patent number: 8874338Abstract: A method for electronically controlling a bicycle gearshift and a bicycle electronic system, wherein when a gearshifting request is transmitted from an electronic control unit to a driving unit, the driving unit associates a wait for a waiting time therewith. In the case of a multiple gearshifting, the waiting time allows a chain to mesh securely with a toothed wheel. By providing for the wait to be carried out in a driving unit of a derailleur, the computing capability of an electronic control unit is not affected by the management of the wait, and the electronic control unit is free to carry out other functions, for example the management of errors of the electronic system, communication with a display unit or various sensors of the electronic system, etc.Type: GrantFiled: June 5, 2008Date of Patent: October 28, 2014Assignee: Campagnolo S.r.l.Inventor: Federico Miglioranza
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Publication number: 20140162844Abstract: A transmission with a countershaft brake includes a countershaft, a positive displacement pump including a pump housing having a chamber with an inlet and an outlet, the pump being driven by the countershaft, and a flow restrictor disposed at or downstream of the chamber outlet, the flow restrictor being adjustable to increase and decrease an amount of flow restriction from, the outlet of the chamber. Torque needed to drive the pump increases with an increasing flow restriction by the flow restrictor. A method for braking a countershaft in a transmission is also provided.Type: ApplicationFiled: August 19, 2011Publication date: June 12, 2014Applicant: Mack Trucks, IncInventors: John Jerwick, Michael E. Kahl
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Patent number: 8682535Abstract: A vehicle speed estimator includes a unit that selects a minimum rotation speed among rotation speeds of wheels detected by a rotation speed detector and calculates a reference wheel speed of a construction vehicle at every predetermined time. The unit includes: a variable filter processor that performs a low-pass filter processing to the minimum rotation speed, the variable filter processor having a variable time constant; and a time constant changer that changes the time constant of the variable filter processor in accordance with travel conditions of the construction vehicle.Type: GrantFiled: January 14, 2013Date of Patent: March 25, 2014Assignee: Komatsu Ltd.Inventors: Koji Uematsu, Kazuhiro Hatake, Azumi Nomura
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Patent number: 8317654Abstract: A method of controlling a multi-step transmission which is connected, via a friction clutch or by a torque converter, to a engine, and, via an axle, to wheels such that when the vehicle is stationary, the engine is running and the drivetrain is disengaged, rolling of the vehicle is prevented or restricted by a shift of the multi-step transmission. The method to prevent rolling includes the step that when the multi-step transmission is in neutral, a safety function is activated, in which actuation of a shift operation element, the accelerator and brake pedals and the current rolling speed are detected by sensors and, if the driving operation elements have not been actuated, then if a predefined rolling speed limit is exceeded, the friction clutch is disengaged if necessary, a starting gear is engaged and the friction clutch is engaged.Type: GrantFiled: July 4, 2008Date of Patent: November 27, 2012Assignee: ZF Friedrichshafen AGInventor: Rainer Petzold
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Patent number: 8311712Abstract: A method of operating of a drivetrain, having at least a drive motor and an automatic transmission with at least five shift elements, to improve a shift speed such that during a first upshift or a first downshift, at least one required shift element is prepared such that, when a synchronization point is reached, the successive upshift or the successive downshift can be immediately carried out. The method comprises the steps of requiring, at most, two of the at least five shift elements be disengaged and a remainder of the shift elements be disengaged for each gear for transferring one of torque and force; and one of increasing and decreasing a torque of the drive motor, relative to a torque of the drive motor derived from a driver's wish, during one of the first upshift or downshift and the successive upshift or downshift to assist with an overlapped implementation of the successive upshifts or the successive downshifts.Type: GrantFiled: June 1, 2011Date of Patent: November 13, 2012Assignee: ZF Friedrichshafen AGInventors: Klaus Steinhauser, Christian Popp
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Patent number: 8290670Abstract: 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: GrantFiled: April 26, 2006Date of Patent: October 16, 2012Assignee: Hitachi Construction Machinery Co., Ltd.Inventors: Tetsuji Tanaka, Masami Higaki, Hideo Nakayama, Eiichi Sakai, Hidenobu Tsukada
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Patent number: 8260498Abstract: A vehicle control architecture designed based on a top-down approach with abstraction and modularity. The control architecture includes a vehicle/environment sensing and perception processor that processes sensor signals, and motion planning processors that provide lane center trajectory planning and tracking command, lane change trajectory planning and tracking command, and forward and backward speed and target tracking command. The architecture also includes a driver command interpreter that interprets driver commands and a command integration processor that provides reference dynamics for vehicle lateral, roll and longitudinal dynamics. The architecture also includes a control integration and supervisory controller that provides control integration and outputs integrated longitudinal force command signals, integrated lateral force command signals, integrated yaw moment command signals and steering torque command signals that are used by a vehicle longitudinal controller and a vehicle lateral controller.Type: GrantFiled: October 27, 2009Date of Patent: September 4, 2012Assignee: GM Global Technology Operations LLCInventor: Weiwen Deng
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Patent number: 7983824Abstract: A method for operation of a drivetrain including a drive motor and an automatic transmission having at least five shift elements, of which, at least two elements are disengaged in each forward and reverse gear and the other shift elements are engaged. Two successive shifts are accomplished by two overlapped single gear shifts such that: a) during the first shift, a first shift element is engaged or disengaged while a second shift element is disengaged or engaged; b) during the first shift, second and third shift elements are prepared for either engagement or disengagement; and c) during the first and the second shifts at least one fourth shift element is kept engaged or nearly engaged.Type: GrantFiled: June 7, 2007Date of Patent: July 19, 2011Assignee: ZF Friedrichshafen AGInventors: Klaus Steinhauser, Christian Popp
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Publication number: 20100323845Abstract: 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: ApplicationFiled: February 22, 2008Publication date: December 23, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Martin Miller, Bernd Doebele, Josef Bader
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Publication number: 20100041513Abstract: The present invention relates to a method for overcoming tooth butt conditions (ZaZ) when engaging gears in transmissions. A sensitive adjustment of the clutch to apply torque for rotating the drive shaft of the transmission in order to overcome tooth butt conditions has certain limits because of the proportion of the power required and desired for making said sensitive adjustment. This may cause unpleasant jerking of the vehicle or a clearly audible locking noise of the involved positively connected elements and undesired mechanical stress to said elements. The method according to the present invention provides a remedy due to the fact that during each shifting process, regardless of the occurrence of a tooth butt condition, the clutch is brought into a position allowing minimum predetermined torque transmission to the drive shaft of the transmission, and this torque is supported on a transmission brake, which is often already available.Type: ApplicationFiled: September 3, 2007Publication date: February 18, 2010Applicant: ZF FRIEDRICHSHAFEN AGInventors: Bernd Doebele, Norbert Wiencek
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Patent number: 7584040Abstract: 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: GrantFiled: February 3, 2004Date of Patent: September 1, 2009Assignee: Peugeot Citroen Automobiles SAInventor: Stéphane Rimaux
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Publication number: 20080188347Abstract: A method for controlling a power assisted propulsion system in a motor vehicle so as to perform a transition from a lower gear to a higher gear without interrupting a driving torque applied to driving wheels; the propulsion system displays an internal combustion engine provided with a drive shaft and a power assisted transmission comprising in turn: a power assisted mechanical gearbox provided with a primary shaft connectable to the drive shaft and a secondary shaft connected to a transmission shaft which transmits motion to the driving wheels; a power assisted clutch interposed between the drive shaft and the primary shaft of the gearbox to connect and disconnect the drive shaft to the primary shaft of the gearbox; a power assisted brake; and an epicycloidal gear having three rotating elements: a first rotating element connected to the drive shaft, a second rotating element connected to the secondary shaft of the gearbox, and a third rotating element connected to the brake.Type: ApplicationFiled: November 9, 2007Publication date: August 7, 2008Applicant: Magneti Marelli Powertrain S.P.A.Inventors: Fabrizio Amisano, Aldo Sorniotti, Mauro Velardocchia
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Patent number: 7402123Abstract: In an automatic transmission control system and method, an electronic control unit is programmed to output a command to establish another gear stage different from the gear stage at the time of occurrence of fault-induced disengagement by combination of engagements of the friction elements other than the friction elements to be engaged at the time of occurrence of fault-induced disengagement, and simultaneously output a plurality of commands to establish a plurality of gear stages corresponding to combination of engagements of the friction elements to be engaged and disengaged, respectively, at the gear stage at the time of occurrence of fault-induced disengagement, when the gear stage at the time of occurrence of the fault-induced disengagement is a predetermined gear stage and the friction element undergoing the fault-induced disengagement is not determined.Type: GrantFiled: May 31, 2006Date of Patent: July 22, 2008Assignee: Jatco LtdInventors: Hiroyuki Kobayashi, Hajime Tasaka, Hirofumi Michioka
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Patent number: 7058497Abstract: When a shift routine is not being executed in an automatic transmission and a difference between an actual turbine speed and a calculated synchronous speed is equal to, or greater than, a preset value ?, a difference ?NT between an estimated turbine speed and the actual speed when the automatic transmission is in a neutral state is calculated. When ?NT is equal to, or less than, a preset value ?, it is determined that a failure related to the neutral state of the automatic transmission has occurred. Also, when ?NT is greater than a preset value ?, it is determined that a failure related to slipping of a frictional engaging element has occurred.Type: GrantFiled: September 23, 2003Date of Patent: June 6, 2006Assignee: Toyota Jidosha Kabushiki KaishaInventors: Koji Nagata, Yuuji Kashihara, Yoji Takanami, Kazutoshi Nozaki, Akio Murasugi
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Patent number: 6950736Abstract: In the case of malfunctioning of an inhibitor switch of an automatic transmission, a current vehicle speed is compared with a maximum vehicle speed of a reverse speed when the current vehicle speed is other than 0. The transmission is then controlled to a target shift-speed determined on the basis of vehicle driving state parameters, when the current vehicle speed is higher than the maximum vehicle speed of the reverse speed.Type: GrantFiled: July 24, 2003Date of Patent: September 27, 2005Assignee: Hydundai Motor CompanyInventor: Young Shin Cho
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Patent number: 6746359Abstract: A primary shift portion has a first predetermined speed ratio at a first shift-speed, a second predetermined speed ratio at a second shift-speed, a speed ratio of “1” at third and fifth shift-speeds, and a third predetermined speed ratio at fourth and sixth shift-speeds. A secondary shift portion has a predetermined reduction speed ratio at first, second, third, and fourth shift-speeds, and a speed ratio of “1” at fifth and sixth shift-speeds. The method realizes a 6-speed automatic transmission being capable of sequentially up- and down-shifting and a plurality of skip shifts with an existing 5-speed automatic transmission.Type: GrantFiled: December 16, 2002Date of Patent: June 8, 2004Assignee: Hyundai Motor CompanyInventors: Myoung-Hun Kang, Jae-Duk Jang, Hyu-Tae Shim
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Patent number: 6726595Abstract: An oil pressure control apparatus for an automatic transmission helps ensure sufficient oil pressure to be supplied to a friction engagement element for performing at least either a first shift stage or a reverse shift stage. Further, the oil pressure control apparatus for the automatic transmission effectively performs pressure adjustment of the oil pressure to be supplied to the friction engagement element upon shifting a neutral shift stage to either the first shift stage or the reverse shift stage.Type: GrantFiled: March 22, 2002Date of Patent: April 27, 2004Assignee: Aisin Seiki Kabushiki KaishaInventor: Suguru Futamura
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Publication number: 20030116393Abstract: The invention relates to a method and an apparatus for operating an automated change-speed gearbox of a motor vehicle. The control device of the change-speed gearbox communicates via signals with a control unit of an anti-block control system. To allow particularly comforatable operation of the change-speed gearbox, the invention envisages that, as a function of signals from the control unit of the anti-lock control system, the change-speed gearbox is set to a neutral position, an appropriate gear ratio is determined and this gear ratio is engaged.Type: ApplicationFiled: November 25, 2002Publication date: June 26, 2003Applicant: DaimlerChrysler AGInventors: Thomas Grass, Klaus Neft, Anton Rink, Joachim Schaefer
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Patent number: 6569057Abstract: A motor vehicle transmission system blocks the disengagement of the clutch (14) and the shifting of the transmission (12) into neutral for starting the engine (10), if the transmission is already in gear at the time the system is switched on. The blocking is canceled if the main brake (58) is applied and the application of the brake (58) is confirmed by a brake sensor (56), or if the driver moves a shifter element (24) from a non-neutral shift-gate position to the neutral shift-gate position after the system has been turned on.Type: GrantFiled: October 15, 2001Date of Patent: May 27, 2003Assignee: LuK Lamellen und Kupplungsbau Beteiliungs KGInventors: Charles John Jones, Robin John Warren, Ian Duncan Kennedy
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Patent number: 6537177Abstract: A method to prevent overspeed of an internal combustion and attached ancillary devices in a mechanized vehicle includes one or more procedures to prevent improper gear selection to disengage the lockup function of a torque converter, to initiate engine braking and to destroke variable displacement hydraulic pumps. Requested gear selection in downshift is allowed only after interrogation of brake pressure, ground speed, shift selection requested and torque converter output speed. The torque converter lock-up solenoid is activated or deactivated in response to torque converter output speed which is compared to selected values to engage or disengage. Engine braking using a compression release braking system response to engine RPM in manual or automatic mode to prevent overspeed. Variable displacement pumps are destroked in response to engine RPM by adjusting swashplate control. The systems may be operated independently or under the control of a common electronic module.Type: GrantFiled: December 20, 2000Date of Patent: March 25, 2003Assignee: Caterpillar IncInventors: Jeffrey L. Degroot, H. Paul Dietz, Susan J. Gaugush, Thomas G. Skinner
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Publication number: 20020137594Abstract: An oil pressure control apparatus for an automatic transmission helps ensure sufficient oil pressure to be supplied to a friction engagement element for performing at least either a first shift stage or a reverse shift stage. Further, the oil pressure control apparatus for the automatic transmission effectively performs pressure adjustment of the oil pressure to be supplied to the friction engagement element upon shifting a neutral shift stage to either the first shift stage or the reverse shift stage.Type: ApplicationFiled: March 22, 2002Publication date: September 26, 2002Inventor: Suguru Futamura
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Patent number: 6371883Abstract: 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: GrantFiled: June 15, 2000Date of Patent: April 16, 2002Assignee: Honda Giken Kogyo Kabushiki KaishaInventor: Takahiro Eguchi
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Publication number: 20010020206Abstract: A controller (9) estimates (calculates) an engine revolution speed of after shifting to a target gear position, based on vehicle speed and a gear ratio of an automatic transmission (3) at the target gear position. Then, the controller (9) changes the target gear position to a higher one when the calculated engine revolution speed is not less than a preset value. The controller changes the target gear position by one or more gears. Since the target gear position is raised, an engine does not overrun upon shifting down. If the target gear position is lower than a current gear position by one gear, and an engine overrun is expected, no shifting down is admitted.Type: ApplicationFiled: February 27, 2001Publication date: September 6, 2001Inventor: Nobuyuki Nishimura
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Patent number: 5991679Abstract: For an automatic gearbox (2) a safety system is proposed in which erroneous releasing of the clutch or brake during cross-over is detected by the fact that the time variations of the transmission input speed and of the product of the transmission output speed multiplied by the first reduction ratio do not increase.Type: GrantFiled: January 16, 1998Date of Patent: November 23, 1999Assignee: ZF Friedrichshafen AGInventor: Peter Sigg
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Patent number: 5584208Abstract: An automatic transmission system includes a drive device, electronic control and a valve control. An accelerator pedal, a brake pedal, speedometer and a gear will send signals to the electronic control. Based on these signals, the electronic control will control the valve control. Hydraulic fluid is provided to the drive device based upon operation of the valves in the valve control. The drive device contains a plurality of clutches for each of the valves of the valve control. These clutches are sequentially engaged by sequential operation of the valves in order to connect the engine shaft with an axle of the vehicle to thereby drive the vehicle.Type: GrantFiled: March 31, 1995Date of Patent: December 17, 1996Inventor: Jin Soo Ha
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Patent number: 5566070Abstract: A control method/system for sensing deflection-type gear neutral signal (GNS) errors in an automated mechanical transmission system (10) is provided. A gear neutral sensor (76/76A) provides signals indicative of axial position in a remote shift shaft (56) from which the neutral and not-neutral positioning of associated jaw clutch members (144) is inferred. Deflections in the shift members, such as the shift yokes (50), may result in erroneous indications of a neutral condition, which is a deflection-type gear neutral signal error sensed by the control of the present invention.Type: GrantFiled: February 2, 1995Date of Patent: October 15, 1996Assignee: Eaton CorporationInventors: William J. Mack, Gregory J. Organek, Daniel G. Smedley
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Patent number: 5508916Abstract: A control method/system for controlling engagement of a target gear ratio (GR.sub.T)in a vehicular automated mechanical transmission system (10) is provided. The control causes engine speed (ES) to be alternately greater than and then less than synchronous engine speed (ES=IS=OS*GR.sub.T) to cause torque reversals across the engaging positive jaw clutch associated with the target gear ratio to minimize or prevent partial engagement caused by torque lock conditions.Type: GrantFiled: February 13, 1995Date of Patent: April 16, 1996Assignee: Eaton CorporationInventors: Ronald K. Markyvech, Thomas A. Genise
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Patent number: 5385515Abstract: A control system and method for a vehicular semi-automatic mechanical transmission system (10) is provided for allowing controller or operator request for a direct downshift into a preselected start ratio, under certain predefined conditions. The direct downshift into the preselected start gear ratio is sequenced such that the target synchronous engine speed (OS*GR) at target gear ratio engagement is substantially equal to a preselected desirable, preferably constant, value for all selectable start ratios.Type: GrantFiled: August 11, 1993Date of Patent: January 31, 1995Assignee: Eaton CorporationInventors: Kwok W. Chan, Michael Dobson
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Patent number: 5351776Abstract: The invention is directed to an control system for a motor vehicle and includes: a plurality of control elements coacting for carrying out control tasks with reference to engine power, drive power and braking operation, respectively, and a plurality of coordinating elements for coordinating the coaction of the first elements to effect a control of operating performance of the motor vehicle in correspondence to a request of the driver. The elements are arranged in the form of a plurality of hierarchial levels. At least one of the coordinating elements of one of the hierarchial levels is adapted for acting on the elements of an adjacent hierarchial level when translating the request of the driver into a corresponding operating performance of the motor vehicle thereby acting on a pregiven subordinate system of the driver-vehicle system while providing the performance required from the higher hierarchial level for this subordinate system.Type: GrantFiled: April 6, 1992Date of Patent: October 4, 1994Assignee: Robert Bosch GmbHInventors: Frieder Keller, Martin Streib, Otto Holzinger, Rolf Leonhard, Thomas Golzer
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Patent number: 5347885Abstract: A shift control system controls an automatic transmission of a vehicle wherein half-lock-up control for a lock-up clutch is executed when the running state of the vehicle is in a predetermined operative range.Type: GrantFiled: May 28, 1992Date of Patent: September 20, 1994Assignee: Toyota Jidosha Kabushiki KaishaInventors: Yutaka Taga, Yasuo Hojo, Atsushi Tabata