Electronic Digital Control Patents (Class 477/78)
  • Patent number: 10330192
    Abstract: A vehicle makes a notification to prompt a driver to perform a predetermined operation in a case in which a predetermined function of the vehicle is lost, and starts a recovery operation of the function on condition that the predetermined operation is performed.
    Type: Grant
    Filed: February 27, 2017
    Date of Patent: June 25, 2019
    Assignee: HONDA MOTOR CO., LTD
    Inventors: Akio Muto, Shohei Taka, Mitsuhiro Araki
  • Patent number: 10267413
    Abstract: A method of operating an automated transmission control for a powershift transmission having a plurality of powershift gears and a synchronized transmission having a plurality of synchronized gears in the drive-train of a vehicle. The drive-train includes a drive motor, the powershift transmission and the synchronized transmission, with an electronic control unit by which an upshift of the gears of the synchronized transmission and the upshift of the gears of the powershift transmission can be carried out, and to which a motor load signal representing the motor load of the drive motor and a rotational speed signal representing the rotational speed at the output of the drive motor can be sent.
    Type: Grant
    Filed: November 8, 2017
    Date of Patent: April 23, 2019
    Assignee: ZF Friedrichshafen AG
    Inventor: Hans Pilzweger
  • Patent number: 10221947
    Abstract: A method controls synchronization of a pinion rotating on a primary shaft driven by a traction machine of a vehicle and rotatably connected to a secondary shaft of a parallel shaft gearbox without synchronization mechanisms. The method includes sending to the traction machine, before coupling of the pinion on the primary shaft, a torque command which depends on a torque signal calculated to minimize a difference between a primary speed and a secondary speed multiplied by a reduction ratio between the primary shaft and the secondary shaft. The calculated torque signal is limited in amplitude when the speed difference is greater in absolute value than a desired accuracy on the targeted primary speed upon completion of the synchronization. The calculated torque signal is saturated on a maximum or minimum torque of the traction machine if the calculated torque signal is not between the maximum or minimum torque.
    Type: Grant
    Filed: March 4, 2015
    Date of Patent: March 5, 2019
    Assignees: RENAULT s.a.s., NISSAN MOTOR Co. Ltd.
    Inventors: Abdelmalek Maloum, Karima Nair
  • Patent number: 10030595
    Abstract: A multipurpose vehicle includes an engine, a fuel supply unit that supplies fuel to the engine, a gear transmission device that changes speed of power from the engine through a shifting operation, a coupling state detection sensor that detects a coupling state of the gear transmission device, a determination unit that determines whether the coupling state is an incomplete coupling state based on a detection signal from the coupling state detection sensor, and a fuel supply control unit that executes a fuel cut to reduce a fuel supply amount of the fuel from the fuel supply unit to the engine to a value less than a reference value, if the determination unit determines that the coupling state is the incomplete coupling state.
    Type: Grant
    Filed: November 17, 2016
    Date of Patent: July 24, 2018
    Assignee: Kubota Corporation
    Inventors: Noriyasu Honjo, Tatsuya Tsuji
  • Patent number: 9915214
    Abstract: Method for controlling speed surge of an internal combustion engine of a moving vehicle during a ratio change of a manual gearbox, the vehicle including an engine control unit with a transient progressive torque reduction phase activated when the driver requests zero torque or when the foot is raised, the engine control unit: detects the raised foot and activates the transient progressive torque reduction phase; records engine speed and determines the gearbox ratio engaged when the foot is raised; determines, a maximum permissible engine speed (Nmax) which is greater than the recorded speed (Nlvp) of the raised foot, in accordance with the engine speed recorded and the engaged gearbox ratio; monitors the current speed (Nc) so that if Nc>Nmax, a stop is initiated with immediate effect of the transient progressive torque reduction phase, an if Nc?Nmax, the transient progressive torque reduction phase is maintained.
    Type: Grant
    Filed: July 2, 2015
    Date of Patent: March 13, 2018
    Assignees: CONTINENTAL AUTOMOTIVE FRANCE, CONTINENTAL AUTOMOTIVE GMBH
    Inventor: Dominique Crenne
  • Patent number: 9897194
    Abstract: A method to control an electric motor of a hydraulic system of a transmission in a vehicle; the hydraulic system has a circulation pump, which allows a lubricant oil to circulate, and/or an actuation pump, which provides the hydraulic pressure needed to operate the transmission, a carrier shaft on which the pumps are mounted, and the electric motor designed to cause the rotation of the carrier shaft; the steps provided are: determining a requested torque to be applied by the electric motor to the carrier shaft; determining a requested rotation speed to be imparted by the electric motor to the carrier shaft; and controlling the electric motor so as to pursue the requested torque and the requested rotation speed.
    Type: Grant
    Filed: September 2, 2016
    Date of Patent: February 20, 2018
    Assignee: Ferrari S.p.A.
    Inventors: Alessandro Barone, Barbara Prina, Luca Poggio, Francesco Marcigliano
  • Patent number: 9810319
    Abstract: In an apparatus for controlling an automatic transmission connected to a prime mover mounted on a vehicle, having a torque converter equipped with a lock-up clutch, when predetermined operating conditions of the vehicle are satisfied at drive-off, a lock-up clutch engaging circuit is formed through a hydraulic supply circuit. Next it is determined whether engage-position sticking malfunction of the lock-up clutch has occurred based on a ratio of an input rotational speed of the automatic transmission relative to an output rotational speed of the prime mover and a change rate of the output rotational speed of the prime mover when the lock-up clutch engaging circuit has been formed, and fail-safe control is then implement when the sticking is determined.
    Type: Grant
    Filed: July 13, 2015
    Date of Patent: November 7, 2017
    Assignee: HONDA MOTOR CO., LTD
    Inventors: Masato Shigenaga, Yusuke Yoshimura
  • Patent number: 9689489
    Abstract: An apparatus for moving a shift lever includes an actuator to move the shift lever to a predetermined shift stage by applying a pressure to one side of the shift lever through a pressing member, a position detection unit to detect a position of the pressing member, and a control unit to drive a driving unit, which provides, if a stoppage of the pressing member is detected based on the detection result of the position detection unit, a driving force to the pressing member so as to eliminate the stoppage.
    Type: Grant
    Filed: December 18, 2014
    Date of Patent: June 27, 2017
    Assignee: SL Corporation
    Inventors: Nam Sik Baek, Deuk Kwon Kim
  • Patent number: 9625035
    Abstract: A method of controlling a transmission includes detecting a first inflection point and a second inflection point in the movement of the accelerator pedal. An amplitude between the first inflection point and the second inflection point is then calculated, and a period of time between the first inflection point and the second inflection point is measured. An attenuation coefficient is defined from the amplitude and the measured period of time between the first and second inflection points. A current iteration temporary gear ratio is defined as the gear ratio calculated during the most recent iteration of an iterative gear ratio selection algorithm, and is adjusted with the defined attenuation coefficient to define a current iteration final output gear ratio. The operation of the transmission is then controlled to change the transmission from a previous iteration final output gear ratio to the current iteration final output gear ratio.
    Type: Grant
    Filed: September 16, 2015
    Date of Patent: April 18, 2017
    Assignee: GM Global Technology Operations LLC
    Inventors: Woowon Chung, Jeryl McIver
  • Patent number: 9321447
    Abstract: An approach is provided in which a powertrain synchronizer analyzes condition data that corresponds to impending conditions external to a vehicle. The powertrain synchronizer predicts a driver's future action in response analyzing the condition data and adjusts the vehicle's powertrain subsystem based upon the predicted driver action.
    Type: Grant
    Filed: May 16, 2014
    Date of Patent: April 26, 2016
    Assignee: International Business Machines Corporation
    Inventors: Tamer E. Abuelsaad, Gregory J. Boss, Brent Hodges, John E. Moore, Jr.
  • Patent number: 9163675
    Abstract: The present invention relates to a clutch control device, more particularly, to a clutch control device wherein a mechanical section may be miniaturized and operational errors can be reduced using a non-contact type displacement detection system which uses a linear distance sensor for a clutch clearance and the position of the mechanical section can be accurately controlled by using a plurality of solenoid valves.
    Type: Grant
    Filed: December 7, 2011
    Date of Patent: October 20, 2015
    Assignee: WONKWANG E & TECH CO., LTD.
    Inventors: Dong Guen Lee, Seong Cheol Lee, Seong Jin Kim, Byeong Cheol Baek
  • Patent number: 9080619
    Abstract: A control system for a transmission of a vehicle includes a first angular rotation module, a second angular rotation module, and a slip module. The first angular rotation module determines a first angular rotation of a first component of the transmission during a predetermined period based on a first signal generated by a first sensor. The second angular rotation module determines a second angular rotation of a second component of the vehicle during the predetermined period based on a second signal generated by a second sensor. The slip module selectively indicates that a clutch of the transmission is slipping based on the first angular rotation and the second angular rotation.
    Type: Grant
    Filed: July 3, 2013
    Date of Patent: July 14, 2015
    Inventors: Dongxu Li, Timothy R. Stockdale, David C. Webert
  • Patent number: 9020718
    Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.
    Type: Grant
    Filed: June 28, 2006
    Date of Patent: April 28, 2015
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yuji Katsumata, Satoshi Segawa
  • Patent number: 8936530
    Abstract: A method concerning determining of a contact point for a clutch (106) of a vehicle (100), such that the clutch (106) to transmit driving power between a first power source in the form of an engine (101) and at least one powered wheel (113, 114), by opening of the clutch (106), and when the contact point is being determined and the vehicle (100) is in motion controlling the speed of the first power source (101) towards a first speed (?1) which is higher than an idling speed of the first power source (101).
    Type: Grant
    Filed: March 12, 2012
    Date of Patent: January 20, 2015
    Assignee: Scania CV AB
    Inventors: Karl Redbrandt, Andreas Laghamn
  • Patent number: 8892315
    Abstract: A method for controlling a continuously variable ratio transmission is described. The method may include controlling a continuously variable ratio unit (“variator”) having rotary input and output members through which the variator is coupled between an engine and a driven component, the variator receiving a primary control signal and being constructed and arranged to exert upon its input and output members torques which correspond directly to the control signal. The method may also include determining a target engine acceleration, determining settings of the variator's primary control signal and of an engine torque control for providing the required engine acceleration and adjusting the control signal and/or the engine torque control based on these settings, predicting a consequent engine speed change, allowing for engine and/or transmission characteristics, and correcting the settings of the control signal and engine torque based on a comparison of actual and predicted engine speeds.
    Type: Grant
    Filed: January 11, 2012
    Date of Patent: November 18, 2014
    Assignee: Torotrak (Development) Limited
    Inventors: Matthew Gibson Field, Stephen William Murray, Matthew Piers Burke
  • Patent number: 8708082
    Abstract: A control system for a transmission of a vehicle including an engine includes a deceleration fuel cutoff (DFCO) module and an accumulator module. The DFCO module initiates a DECO period of engine operation. The accumulator module increases a working pressure of a transmission accumulator in response to a start of the DFCO period. A method for controlling a transmission of a vehicle including an engine includes initiating a DECO period of engine operation, and increasing a working pressure of a transmission accumulator in response to a start of the DFCO period.
    Type: Grant
    Filed: August 17, 2011
    Date of Patent: April 29, 2014
    Inventor: Richard A. Weaver
  • Patent number: 8700247
    Abstract: A hybrid powertrain includes an engine, an electric machine, and a transmission. A method to control the powertrain includes monitoring operation of the powertrain, determining whether conditions necessary for growl to occur excluding motor torque and engine torque are present, and if the conditions are present controlling the powertrain based upon avoiding a powertrain operating region wherein the growl is enabled.
    Type: Grant
    Filed: December 5, 2012
    Date of Patent: April 15, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Jeremy Wise, Chihang Lin, Anthony H. Heap
  • Patent number: 8630778
    Abstract: A system and method for determining a required throttle position and operating a throttle in the required throttle position to attain a required engine speed for fuel cut acquisition is disclosed. A lock-up clutch may be engaged without a shock if a required engine speed is achieved that corresponds to a current transmission speed. Fuel economy may be increased by cutting fuel to the engine when a lock-up clutch is engaged.
    Type: Grant
    Filed: August 7, 2009
    Date of Patent: January 14, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventor: Chris Hopp
  • Patent number: 8463514
    Abstract: A method and control system for an actuator of a clutch of a motor vehicle includes a main control unit determining a desired value for a torque to be transmitted in dependence on predetermined first parameters. A setting signal for the actuator corresponding to the desired value is generated by an additional control unit on the basis of the determined desired value. A desired value tolerance range for the determined desired value of the torque is determined by the main control unit in dependence on predetermined second parameters. The additional control unit determines an actual value of the torque transmissible by the clutch unit and generates a new setting signal for the actuator when the actual value is outside the desired value tolerance range.
    Type: Grant
    Filed: May 7, 2008
    Date of Patent: June 11, 2013
    Assignee: Magna Powertrain AG & Co KG
    Inventor: Johannes Quehenberger, Sr.
  • Publication number: 20130045835
    Abstract: A method of controlling engine crankshaft torque on a vehicle requests crankshaft torque modification using multiple types of torque actuators prior to and during a single commanded shift, such as an upshift. Appropriate levels of torque modification for the request, as well as appropriate times to make determinations regarding actuator type and make crankshaft torque reduction requests are determined in light of timing of key events during the shift.
    Type: Application
    Filed: August 19, 2011
    Publication date: February 21, 2013
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Mark A. Schang, Robert L. Williams, David Szpara
  • Patent number: 8380411
    Abstract: A clutch control device for vehicle equipped with a clutch actuator driven by a working fluid, wherein secular change in the flow rate control valve for controlling the working fluid is compensated, and the rate of connection of the clutch is correctly controlled by a simple means. To control the stroke of a clutch actuator 110, the clutch control device is provided with a single flow rate control valve 1 that controls the feed and discharge of the working fluid by using an electromagnetic solenoid. A flow rate control valve control device 9 is provided with a learning device 91 that learns the neutral position of the flow rate control valve 1 which shuts off the flow of the working fluid, separately detects the amounts of electric current to a coil 8 of when the rate of change in the stroke becomes zero depending upon the directions in which the valve body of the flow control valve 1 moves, and learns the central point at the neutral position by averaging the detected values.
    Type: Grant
    Filed: September 16, 2009
    Date of Patent: February 19, 2013
    Assignee: Isuzu Motors Limited
    Inventors: Yoshihiro Takei, Yasushi Yamamoto, Hiroyuki Kawanishi
  • Publication number: 20120316029
    Abstract: A method for controlling a vehicle on an uphill incline includes automatically shifting a transmission to first gear, automatically stopping the engine, using wheel torque to maintain a one-way clutch engaged and to hold a transmission component against rotation, preventing vehicle rollback by automatically engaging a target gear and tying-up the transmission automatically restarting the engine, and automatically reengaging first gear.
    Type: Application
    Filed: June 8, 2011
    Publication date: December 13, 2012
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Felix Nedorezov, Hong Jiang, Davor D. Hrovat, Steven G. Thomas, Alex O. Gibson, Roger L. Huffmaster
  • Patent number: 8332109
    Abstract: A method for responding to a rapid change in engine torque includes monitoring a change in engine torque and determining a rapid change in engine torque when the change in engine torque exceeds a threshold change in engine torque. Subsequent to determining a rapid change in engine torque, an increase in the torque converter slip is provided by reducing the torque converter clutch pressure command by a selected value and thereafter the feedback control is deactivated for a predetermined duration. Subsequent to the predetermined duration, the feedback control is reactivated to decrease the torque converter slip toward a desired torque converter slip value.
    Type: Grant
    Filed: January 4, 2010
    Date of Patent: December 11, 2012
    Assignee: GM Global Technology Operations LLC
    Inventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie, Scott A. Hearld, Xu Chen, Daniel J. Wickman, Xuefeng Tim Tao
  • Patent number: 8311711
    Abstract: A shift control device is provided with a structure wherein when a driver selects a manual shift mode, an appropriate shift level is set as an initial shift level in conformity to a driver's will to have or not to have a drive-force source braking effect. When a shift lever 72 is operatively moved to an S-position to select an S-mode, depending on whether a stay time in a position “D” continuing for a certain time period or more (step S2), a shift mode switching or a manual shift mode direct-selecting is determined, and then an initial shift level is individually determined for a shift mode switching (YES in step S2) and a manual shift mode direct-selecting (NO in step S2). This determines appropriate initial shift level in conformity to the driver's will to have the drive-force source braking effect in the shift mode switching and that not to have the drive-force source braking effect in the manual shift mode direct-selecting.
    Type: Grant
    Filed: July 17, 2008
    Date of Patent: November 13, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Takahiko Tsutsumi, Toshio Sugimura
  • Patent number: 8306707
    Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.
    Type: Grant
    Filed: November 10, 2008
    Date of Patent: November 6, 2012
    Assignee: Parker-Hannifin Corporation
    Inventors: Yisheng Zhang, John Loeffler
  • Patent number: 8285462
    Abstract: A hybrid transmission is operative to transfer torque between an input member and torque machines and an output member in one of a plurality of fixed gear and continuously variable operating range states through selective application of torque transfer clutches. The torque machines are operative to transfer power from an energy storage device. A method for controlling the hybrid transmission includes operating the hybrid transmission in one of the operating range states, determining a first set of internal system constraints on output torque transferred to the output member, determining a second set of internal system constraints on the output torque transferred to the output member, and determining an allowable output torque range that is achievable within the first set of internal system constraints and the second set of internal system constraints on the output torque transferred to the output member.
    Type: Grant
    Filed: October 21, 2008
    Date of Patent: October 9, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Tung-Ming Hsieh, Bin Wu
  • Patent number: 8280599
    Abstract: A vehicle control device where, the transmission apparatus is provided with a state in which the rotational driving force is not transmitted from the output member to the input member when a first engaging element is engaged; the vehicle control device is provided with a control unit that controls the transmission apparatus to engage the first engaging element by a hydraulic pressure from the electric pump for implementing the state in an idle stop state in which the vehicle is in a moving state and the engine is stopped; in a case where a travel speed of the vehicle is not greater than a predetermined release threshold value, the first engaging element is engaged by the hydraulic pressure from the electric pump; and in a case where the travel speed of the vehicle is greater than the predetermined release threshold value, all of the engaging elements are released.
    Type: Grant
    Filed: January 28, 2010
    Date of Patent: October 2, 2012
    Assignee: Aisin Aw Co., Ltd.
    Inventors: Takehiko Suzuki, Kyosuke Komizo, Takahiro Sekii, Yasuhiko Kobayashi
  • Patent number: 8265844
    Abstract: A clutch control device for vehicle is equipped with a clutch actuator driven by a working fluid, and works to correctly control the rate of connection of the clutch by a simple means compensating secular change of a flow rate control valve that controls the working fluid. The clutch control device has a single flow rate control valve 1 for controlling the feed and discharge of the working fluid to change the stroke of the clutch actuator 110. The flow rate control valve 1 has a neutral position at where feed and discharge of the working fluid is stopped. A flow rate control valve control device 9 is provided with a learning device 91 for learning the neutral position. To control the stroke, the flow rate control valve control device 9 corrects the amount of electric current to a coil 8 of an electromagnetic solenoid based on a value learned by the learning device 91 and compensates a change in the flow rate characteristics caused by secular change.
    Type: Grant
    Filed: March 13, 2008
    Date of Patent: September 11, 2012
    Assignee: Isuzu Motors Limited
    Inventors: Yoshihiro Takei, Yasushi Yamamoto, Hiroyuki Kawanishi
  • Patent number: 8257225
    Abstract: An embodiment of a control method for carrying out a gear shifting in an automatic manual transmission having a dual-clutch gearbox to pass from a current shorter gear to a successive longer gear; the embodiment includes the steps of: receiving a gear shifting command; opening a first clutch associated to the current gear; closing a second clutch associated to the successive gear in a same first moment; finishing the opening of the first clutch associated to the current gear and finishing the closure of the second clutch associated to the successive gear in a same closing moment; keeping the rotation speed of the drive shaft of the engine constant and equal to an initial value imposed by the gear ratio of the current gear until the closing moment in which the opening of the first clutch is completed; after the closing moment, progressively decreasing the rotation speed of the drive shaft of the engine from the initial value imposed by the gear ratio of the current gear to a final value imposed by the gear rat
    Type: Grant
    Filed: March 18, 2010
    Date of Patent: September 4, 2012
    Assignee: Ferrari S.p.A.
    Inventors: Francesco Marcigliano, Luca Poggio
  • Patent number: 8133152
    Abstract: A power transmission device for a vehicle having a clutch 3 between an engine 1 and a transmission 4, preventing variation in the engine torque and shift shock when the engine control mode returns from an engine control at the time of shifting back to an accelerator pedal follow-up control for normal traveling. Timer means 62 is provided for a clutch control device 6 that executes the control for disengaging the clutch 3 at the time of shifting and engaging it after the completion of the shifting. The timer means 62 controls a moment for starting the clutch engagement control depending on the engine conditions, etc. The state of increasing the amount of clutch engagement varies and the state of engine rotational speed varies, too. When the engine control at the time of shifting is returned back to the accelerator pedal follow-up control at the time of normal traveling, therefore, the engine can be placed in a condition where the engine torque does not vary despite the control mode is changed over.
    Type: Grant
    Filed: November 19, 2007
    Date of Patent: March 13, 2012
    Assignee: Isuzu Motors Limited
    Inventors: Nobuyuki Iwao, Hiroshi Usuba
  • Patent number: 8108113
    Abstract: A method (42) for preventing incorrect gear shifts in automatic transmissions (14) of motor vehicles comprising the following steps: determining a current output torque (Mis) of a source gear (GSOURCE); generating a history of output torques by storing the current output torque in the source gear (GSOURCE) for a time interval having a predetermined duration; determining an absolute value of a minimal output torque (Mmin) and an absolute value of a maximum output torque (Mmax) from the history (60) of output torques, comparing the two values and determining the greater absolute value; determining (S3) an absolute value of a target torque (MTARGET) of a target gear (GTARGET), if an instruction for a gear change exists; comparing (S4) the absolute value of the target torque (MTARGET) with the greater absolute value; and shifting (S5) the transmission (14) from the source gear (GSOURCE) to the target gear (GTARGET), if the absolute value of the target torque (MTARGET) is less than or equal to the greater absolute
    Type: Grant
    Filed: July 30, 2010
    Date of Patent: January 31, 2012
    Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG
    Inventor: Martin Seufert
  • Patent number: 8068965
    Abstract: A control apparatus for a shift-position changing mechanism that changes the shift positions of an automatic transmission mounted in a vehicle using a rotational force of an actuator based on a signal corresponding to the state of an operation member, including: a mechanism that generates a rotational force for moving the actuator toward a rotation stop positional-range corresponding to the shift position, based on a rotation stop position of the actuator; a detection unit that detects a rotation amount of the actuator; a control unit that controls the actuator based on the signal and the detected rotation amount; and a learning unit that learns the rotation stop positional-range corresponding to the shift position, based on an amount by which the actuator has been rotated since a control over the actuator executed by the control unit is stopped.
    Type: Grant
    Filed: October 10, 2007
    Date of Patent: November 29, 2011
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hideki Kubonoya, Masato Kaigawa, Keiji Hoshino, Shigeru Kamio
  • Patent number: 8014925
    Abstract: A control apparatus for an automatic transmission includes an operational condition detecting unit for detecting a vehicle operational condition, a slope detecting unit for detecting a road surface slope, and a shift characteristic selecting unit for selecting one of a plurality of shift maps preliminarily set according to the road surface slope. The control apparatus further includes an acceleration/deceleration calculating unit for calculating an acceleration or deceleration from the degree of increase or decrease in vehicle speed per unit time, a deceleration shift characteristic for deciding a gear position according to the deceleration and the vehicle speed, and a brake detecting unit for detecting a brake operation. When the road surface slope is determined to be a downhill slope and the brake operation is detected, the selected shift map is changed to the deceleration shift characteristic and the gear position is decided according to the deceleration shift characteristic.
    Type: Grant
    Filed: January 23, 2008
    Date of Patent: September 6, 2011
    Assignee: Honda Motor Co., Ltd.
    Inventors: Yoshiharu Saitou, Ryuji Murata
  • Publication number: 20110166757
    Abstract: A method for responding to a rapid change in engine torque includes monitoring a change in engine torque and determining a rapid change in engine torque when the change in engine torque exceeds a threshold change in engine torque. Subsequent to determining a rapid change in engine torque, an increase in the torque converter slip is provided by reducing the torque converter clutch pressure command by a selected value and thereafter the feedback control is deactivated for a predetermined duration. Subsequent to the predetermined duration, the feedback control is reactivated to decrease the torque converter slip toward a desired torque converter slip value.
    Type: Application
    Filed: January 4, 2010
    Publication date: July 7, 2011
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.
    Inventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie, Scott A. Hearld, Xu Chen, Daniel J. Wickman, Xuefeng Tim Tao
  • Patent number: 7962268
    Abstract: A shift-by-speech transmission system allows a driver or a motorcyclist to choose a desired gear by voice commands. Conventional sequential semi-manual shifting only allows the driver to shift one gear up or down from a current gear using a gearshift lever or a paddle shifter. The level of driver engagement in existing semi-manual shifters leaves much to be desired for many auto enthusiasts. An intuitive and engaging shift-by-speech technology disclosed in the present invention, called “VoiceShift”, allows the driver or the motorcyclist to switch gears by voice commands. VoiceShift also allows the driver or the motorcyclist to skip gears to up-shift and down-shift as desired, as long as a desired gear does not result in mechanically-detrimental situations.
    Type: Grant
    Filed: May 20, 2008
    Date of Patent: June 14, 2011
    Inventor: Samuel Seungmin Cho
  • Patent number: 7946953
    Abstract: A dual clutch transmission includes a group of odd-numbered speed drive trains, including at least a first speed drive train to be driven for setting a first speed serving as the lowest speed; a first clutch to be engaged for driving any one of the odd-numbered speed drive trains including the first speed drive train; a group of even-numbered speed drive trains, including at least a second speed drive train to be driven for setting a second speed serving as the second lowest speed; a second clutch to be engaged for driving any one of the even-numbered speed drive trains including the second speed drive train; an automatic speed control system for selecting one of all the odd-and-even numbered speed drive trains to be driven, and for selecting either the first or second clutch to be engaged for driving the selected speed drive train in correspondence to a traveling speed of a vehicle equipped with the dual clutch transmission; and a manual selection device for selecting any one of all the odd-and-even numbered
    Type: Grant
    Filed: October 15, 2008
    Date of Patent: May 24, 2011
    Assignee: Kanzaki Kokyukoki Mfg. Co., Ltd.
    Inventors: Kazunari Koga, Tomoyuki Ebihara, Norihiro Ishii, Kengo Sasahara
  • Patent number: 7878942
    Abstract: A method for shifting an automated transmission situated in a drive train of a motor vehicle between an engine and a drive axle and having at least one multi-speed main transmission and a two-speed range change group rear-mounted thereon. The main transmission has at least one counter-shaft with an transmission brake. A clutch engages the prime mover and the main transmission and the range change group is shifted via unsynchronized dog clutches, which are combined in pairs in a common shift set having two shift positions and one neutral position such that during a range change gearshift, both in the main transmission and in the range change group, a change between two ratio stages occurs. A range change up-shift and down-shift each include active synchronization of the dog clutch by way of the transmission brake and of the separating clutch.
    Type: Grant
    Filed: September 9, 2008
    Date of Patent: February 1, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Josef Bader, Andreas Graf, Martin Miller, Mario Steinborn, Thomas Hafen
  • Patent number: 7806804
    Abstract: Method for shifting, in particular engaging and/or disengaging, gears in an automatic multi-stage gearbox of a motor vehicle, wherein the gearbox comprises a drive input shaft (18) connectable to an engine drive output shaft (16) by means of a friction clutch (12) which acts as a separating clutch (12), and a drive output shaft (20) couplable to a drive wheel or to drive wheels of the motor vehicle, wherein a shift process takes place, in particular only, as a function of rotational speeds (n) of the shafts, wherein each gear is assigned a synchronizing device (36), which acts as a shift clutch, in order to connect the drive input shaft (18) to the drive output shaft (20), comprising the following steps: setting the separating clutch (12) into a dragging position such that a low, preferably predefined, drag torque is transmitted from the engine drive output shaft (16) to the drive input shaft (18), which drag torque is sufficient to bring a rotational speed (nIS) of the drive input shaft (18) when the shift c
    Type: Grant
    Filed: January 27, 2010
    Date of Patent: October 5, 2010
    Assignee: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG
    Inventors: Patrick Dreher, Martin Seufert
  • Patent number: 7801655
    Abstract: A signal processing system with rapid signal processing, for example for controlling the transmission of a motor vehicle, with an input module that calls for a desired reaction by emitting a request signal, a signal processing module, and a target module that implements the desired reaction, which, to accelerate processing, provides that several steps are carried out in parallel, such that the said signal processing module comprises a check module and a clock module each of which receives the request signal, the signal processing module also comprises an actuator module acting between the input module and the clock module, the clock module is connected to the output of the check module, and the actuator module is connected to the target module for transmitting the output signal of the signal processing module.
    Type: Grant
    Filed: June 2, 2006
    Date of Patent: September 21, 2010
    Assignee: ZF Friedrichshafen AG
    Inventors: Rainer Bürker, Mario Steinborn
  • Patent number: 7780570
    Abstract: An ECU executes a program for implementing a method that includes: a step of performing control so that torque capacity Tch of a frictional engagement device that is brought from an engaged state into a disengage state by a downshift operation is gradually reduced to start an inertia phase when a power-on downshift is performed; and a step of stopping the gradual reduction of the torque capacity Tch when the rate of change in an input shaft rotation speed NI of an automatic transmission has reached a desired rate of change ?N(1). Variation in output torque is kept small, and the shock that can occur at the time of a shift is thus reduced.
    Type: Grant
    Filed: November 19, 2007
    Date of Patent: August 24, 2010
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kunihiro Iwatsuki, Takaaki Tokura
  • Patent number: 7769517
    Abstract: A lock-up clutch control apparatus for controlling a lock-up clutch (6) provided in a torque converter (5) installed between an engine (3) and a transmission (4), is disclosed. The lock-up clutch control apparatus has a differential pressure generator (7,8) which engages, causes a slip of or disengages the lock-up clutch by adjusting the differential pressure supplied to the lock-up clutch (6); a sensor (11/15) for detecting a rotational speed of the engine; a sensor (16) for detecting an input rotational speed to the transmission; and a controller (1). The controller (1) conducts proportional integration control by using a command signal to the differential pressure generator (7,8), so that an actual slip rotational speed, which is the difference between the engine rotational speed (Np) and input rotational speed (Ni) to the transmission, becomes a target slip rotational speed (Nt).
    Type: Grant
    Filed: October 21, 2005
    Date of Patent: August 3, 2010
    Assignee: JATCO Ltd
    Inventors: Satoshi Segawa, Hiroshi Sekiya, Tatsuya Imamura, Koji Dohi, Kouji Saitou, Masayuki Kobayashi, Masayoshi Nakasaki
  • Publication number: 20100184561
    Abstract: The invention relates to a method for controlling a shift process in a dual-clutch gearbox having a dual-clutch gearbox input shaft connected to a drive engine, having two friction clutches and having two partial gearboxes.
    Type: Application
    Filed: January 21, 2010
    Publication date: July 22, 2010
    Applicant: GETRAG Getriebe- und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG
    Inventors: Reinhard Schaarschmidt, Joachim Buerkle, Mathias Himmelsbach, Roland Pfister, Oliver Ottinger, Andreas Schaefer, Uwe Leibbrand, Raphael Ahne, Tobias Kalisch
  • Patent number: 7727111
    Abstract: A vehicle driveline control system includes monitoring when the transmission is in gear and the clutch is left open. If that condition exists for a selected amount of time, the controller provides an indication to the driver regarding the open clutch status. In one example, the controller alters the RPM rate of the engine to provide audible feedback to the driver. For example, the controller raises the engine RPM rate from an idle rate to a higher rate to simulate what the driver hears upon vehicle launch. A variety of indicators and control strategies may be used with a system designed according to this invention.
    Type: Grant
    Filed: December 3, 2002
    Date of Patent: June 1, 2010
    Assignee: ZF Meritor, LLC
    Inventors: Muneer Abusamra, Ronald Peter Muetzel, James Henry Devore
  • Patent number: 7702445
    Abstract: What is described is a control system for controlling the driving-away maneuver in a motor vehicle provided with a gearbox comprising a primary input shaft which can be coupled to a drive shaft of a propulsion system of the vehicle by means of a servo-assisted friction clutch, wherein a control unit receives at its input signals indicating a command imparted by the driver of the motor vehicle by operating the accelerator pedal, and generates—on the basis of a mathematical reference model—reference torque request signals indicating the reference torques requested from the drive shaft and from the friction clutch during the driving-away manoeuvre, and also generates—by comparison between signals indicating the estimated angular velocities of the drive shaft and of the primary gear shaft, and detected signals indicating the actual angular velocities of the drive shaft and of the primary gear shaft—corresponding corrective contributions, in such a way as to construct command signals for controlling torque actuato
    Type: Grant
    Filed: June 8, 2006
    Date of Patent: April 20, 2010
    Assignee: C.R.F. Società Consortile per Azioni
    Inventors: Renato Gianoglio, Claudia Supparo, legal representative, Dario Del Pin, Giovanni Ellena, Massimo Fossanetti, Massimo Lupo, Attilio Porta, Pandeli Borodani
  • Patent number: 7693637
    Abstract: A vehicle control system is comprised of a controller which is arranged to select an optimal mode adapted to a driving point of a vehicle from an optimal mode map of defining a plurality of running modes of the vehicle, to detect a generation of a mode transition in the optimal mode map, and to hold a current running mode selected before the transition for a holding time period when the generation of the mode transition is detected.
    Type: Grant
    Filed: July 1, 2005
    Date of Patent: April 6, 2010
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Michel Mensler, Shinichiro Joe
  • Patent number: 7621844
    Abstract: A shift control device is provided for a vehicle transmission having first and second clutches arranged to be selectively engaged when one of gear ranges in first and second gear groups, respectively, is selected. The shift control device includes a rotational speed detecting section, a deceleration detecting section, a rotational speed estimating section, a gear determining section and a pre-shifting section. The rotational speed estimating section is configured to determine an estimated rotational speed of a drive source after downshifting based on a current rotational speed and a deceleration rate. The pre-shifting section is configured to control the vehicle transmission to achieve a waiting state before switching engagement states of the first and second clutches to obtain a next gear range when the next gear range is on a downshift side of a current gear range and the estimated rotational speed is lower than a first prescribed rotational speed.
    Type: Grant
    Filed: April 24, 2007
    Date of Patent: November 24, 2009
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Satoshi Kishi
  • Patent number: 7601094
    Abstract: A method for maintaining a fuel cut function in a vehicle wherein, depending on the rate of vehicle deceleration, the pressure upon the lock-up and shift clutches associated with the vehicle's automatic transmission is changed accordingly. This is unlike prior practice, where a fixed pressure was applied to the lock-up and shift clutches at all deceleration rates. In the present invention, if the rate of deceleration is small, the pressure applied to the shift and lock-up clutches is low; there is no increase of the applied pressures. If the rate of deceleration is moderate, the pressure on the lock-up and shift clutches is moderately increased. If the rate of deceleration is high, there is no increase of the applied pressures. Further, if the rate of deceleration is high, the lock-up clutch is completely disengaged.
    Type: Grant
    Filed: May 23, 2006
    Date of Patent: October 13, 2009
    Assignee: Honda Motor Co., Ltd.
    Inventor: Mike Dickinson
  • Publication number: 20090247357
    Abstract: A method for controlling an actuating device in an automated shifting system of a motor vehicle. The position of the actuating device is determined by a path measurement system. The actuating device can be controlled by a pressure regulation device, including a pressure medium reservoir, at least two pressure lines and a switching valve for connecting a first pressure line to a pressure medium line leading to the pressure chamber of the actuating device, and a pressure regulating device for adapting the pressure level of the main pressure line to the control pressure level of the actuating device. By appropriately controlling the pressure regulation device before the piston of the actuating device moves in the intended direction, it is moved in the direction opposite to the intended movement direction. When this movement direction is registered the movement direction is changed to the intended movement direction.
    Type: Application
    Filed: April 25, 2007
    Publication date: October 1, 2009
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Bernd Doebele, Martin Miller
  • Publication number: 20090186742
    Abstract: The invention relates to a dual clutch transmission with two friction clutches and a method for controlling it, where the two friction clutches are actuated by means of electromechanical disengaging units. To counteract lockup of the dual clutch transmission in the event of a failure of an electric motor, the functional capability of the electric motors is monitored. If the function of an electric motor is deficient or lacking, a signal is generated in the control device that brings about in the program sequence of the transmission control system a disengagement of all of the gears that are situated in a sub-drivetrain whose friction clutch is actuated by the affected electric motor. In this way it is possible to prevent lockup of the dual clutch transmission during a malfunction of an electric motor during a state in which torque is being transmitted to the sub-drivetrain, even if the disengaging device is of self-holding design or is locked up during the malfunction.
    Type: Application
    Filed: November 10, 2008
    Publication date: July 23, 2009
    Applicant: LuK Lamellen und Kupplungsbau Beteiligungs KG
    Inventor: Alexander Dreher
  • Publication number: 20090163319
    Abstract: A work machine includes an internal combustion (IC) engine, and an infinitely variable transmission (IVT) coupled with the IC engine. The IVT includes an adjustable module and a mechanical module, with an adjustable input/output (I/O) ratio. A clutch is coupled with the mechanical module and has an output. An adjustable operator input device provides an output signal representing a power limit control. At least one electrical processing circuit is coupled with the operator input device and configured for controlling a selected combination of the I/O ratio and the clutch output, dependent upon the output signal from the operator input device.
    Type: Application
    Filed: December 19, 2007
    Publication date: June 25, 2009
    Inventor: Clayton George Janasek