Gearing Controlled Patents (Class 477/75)
  • Patent number: 9815455
    Abstract: 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: Grant
    Filed: October 4, 2013
    Date of Patent: November 14, 2017
    Assignee: AISIN AW CO., LTD.
    Inventors: Kohei Tsuda, Tomohiro Onouchi, Keiichirou Kusabe
  • Patent number: 9765826
    Abstract: 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: Grant
    Filed: August 5, 2015
    Date of Patent: September 19, 2017
    Inventor: Shuji Nishimoto
  • Patent number: 9709167
    Abstract: 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: Grant
    Filed: August 28, 2015
    Date of Patent: July 18, 2017
    Assignee: Hyundai Motor Company
    Inventors: Sang Joon Kim, Chan Ho Lee, Joon Young Park
  • 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
  • Publication number: 20150045184
    Abstract: 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: Application
    Filed: July 29, 2014
    Publication date: February 12, 2015
    Inventor: Shuji NISHIMOTO
  • Publication number: 20140378275
    Abstract: 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: Application
    Filed: June 24, 2013
    Publication date: December 25, 2014
    Applicant: GM Global Technology Operations LLC
  • Patent number: 8874338
    Abstract: 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: Grant
    Filed: June 5, 2008
    Date of Patent: October 28, 2014
    Assignee: Campagnolo S.r.l.
    Inventor: Federico Miglioranza
  • Publication number: 20140162844
    Abstract: 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: Application
    Filed: August 19, 2011
    Publication date: June 12, 2014
    Applicant: Mack Trucks, Inc
    Inventors: John Jerwick, Michael E. Kahl
  • Patent number: 8682535
    Abstract: 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: Grant
    Filed: January 14, 2013
    Date of Patent: March 25, 2014
    Assignee: Komatsu Ltd.
    Inventors: Koji Uematsu, Kazuhiro Hatake, Azumi Nomura
  • Patent number: 8317654
    Abstract: 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: Grant
    Filed: July 4, 2008
    Date of Patent: November 27, 2012
    Assignee: ZF Friedrichshafen AG
    Inventor: Rainer Petzold
  • Patent number: 8311712
    Abstract: 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: Grant
    Filed: June 1, 2011
    Date of Patent: November 13, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Klaus Steinhauser, Christian Popp
  • 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: 8260498
    Abstract: 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: Grant
    Filed: October 27, 2009
    Date of Patent: September 4, 2012
    Assignee: GM Global Technology Operations LLC
    Inventor: Weiwen Deng
  • Patent number: 7983824
    Abstract: 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: Grant
    Filed: June 7, 2007
    Date of Patent: July 19, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Klaus Steinhauser, Christian Popp
  • Publication number: 20100323845
    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: Application
    Filed: February 22, 2008
    Publication date: December 23, 2010
    Inventors: Martin Miller, Bernd Doebele, Josef Bader
  • Publication number: 20100041513
    Abstract: 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: Application
    Filed: September 3, 2007
    Publication date: February 18, 2010
    Inventors: Bernd Doebele, Norbert Wiencek
  • 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: St├ęphane Rimaux
  • Publication number: 20080188347
    Abstract: 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: Application
    Filed: November 9, 2007
    Publication date: August 7, 2008
    Applicant: Magneti Marelli Powertrain S.P.A.
    Inventors: Fabrizio Amisano, Aldo Sorniotti, Mauro Velardocchia
  • Patent number: 7402123
    Abstract: 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: Grant
    Filed: May 31, 2006
    Date of Patent: July 22, 2008
    Assignee: Jatco Ltd
    Inventors: Hiroyuki Kobayashi, Hajime Tasaka, Hirofumi Michioka
  • Patent number: 7058497
    Abstract: 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: Grant
    Filed: September 23, 2003
    Date of Patent: June 6, 2006
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Koji Nagata, Yuuji Kashihara, Yoji Takanami, Kazutoshi Nozaki, Akio Murasugi
  • Patent number: 6950736
    Abstract: 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: Grant
    Filed: July 24, 2003
    Date of Patent: September 27, 2005
    Assignee: Hydundai Motor Company
    Inventor: Young Shin Cho
  • Patent number: 6746359
    Abstract: 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: Grant
    Filed: December 16, 2002
    Date of Patent: June 8, 2004
    Assignee: Hyundai Motor Company
    Inventors: Myoung-Hun Kang, Jae-Duk Jang, Hyu-Tae Shim
  • Patent number: 6726595
    Abstract: 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: Grant
    Filed: March 22, 2002
    Date of Patent: April 27, 2004
    Assignee: Aisin Seiki Kabushiki Kaisha
    Inventor: Suguru Futamura
  • Publication number: 20030116393
    Abstract: 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: Application
    Filed: November 25, 2002
    Publication date: June 26, 2003
    Applicant: DaimlerChrysler AG
    Inventors: Thomas Grass, Klaus Neft, Anton Rink, Joachim Schaefer
  • Patent number: 6569057
    Abstract: 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: Grant
    Filed: October 15, 2001
    Date of Patent: May 27, 2003
    Assignee: LuK Lamellen und Kupplungsbau Beteiliungs KG
    Inventors: Charles John Jones, Robin John Warren, Ian Duncan Kennedy
  • Patent number: 6537177
    Abstract: 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: Grant
    Filed: December 20, 2000
    Date of Patent: March 25, 2003
    Assignee: Caterpillar Inc
    Inventors: Jeffrey L. Degroot, H. Paul Dietz, Susan J. Gaugush, Thomas G. Skinner
  • Publication number: 20020137594
    Abstract: 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: Application
    Filed: March 22, 2002
    Publication date: September 26, 2002
    Inventor: Suguru Futamura
  • 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
  • Publication number: 20010020206
    Abstract: 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: Application
    Filed: February 27, 2001
    Publication date: September 6, 2001
    Inventor: Nobuyuki Nishimura
  • Patent number: 5991679
    Abstract: 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: Grant
    Filed: January 16, 1998
    Date of Patent: November 23, 1999
    Assignee: ZF Friedrichshafen AG
    Inventor: Peter Sigg
  • Patent number: 5584208
    Abstract: 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: Grant
    Filed: March 31, 1995
    Date of Patent: December 17, 1996
    Inventor: Jin Soo Ha
  • Patent number: 5566070
    Abstract: 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: Grant
    Filed: February 2, 1995
    Date of Patent: October 15, 1996
    Assignee: Eaton Corporation
    Inventors: William J. Mack, Gregory J. Organek, Daniel G. Smedley
  • Patent number: 5508916
    Abstract: 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: Grant
    Filed: February 13, 1995
    Date of Patent: April 16, 1996
    Assignee: Eaton Corporation
    Inventors: Ronald K. Markyvech, Thomas A. Genise
  • Patent number: 5385515
    Abstract: 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: Grant
    Filed: August 11, 1993
    Date of Patent: January 31, 1995
    Assignee: Eaton Corporation
    Inventors: Kwok W. Chan, Michael Dobson
  • Patent number: 5351776
    Abstract: 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: Grant
    Filed: April 6, 1992
    Date of Patent: October 4, 1994
    Assignee: Robert Bosch GmbH
    Inventors: Frieder Keller, Martin Streib, Otto Holzinger, Rolf Leonhard, Thomas Golzer
  • Patent number: 5347885
    Abstract: 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: Grant
    Filed: May 28, 1992
    Date of Patent: September 20, 1994
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Yutaka Taga, Yasuo Hojo, Atsushi Tabata