Speed Responsive Control Patents (Class 477/80)
  • Patent number: 11485371
    Abstract: A method of estimating a load on a vehicle (10), the method comprising: obtaining a first load estimate using a first load estimation technique; obtaining a second load estimate using a second load estimation technique; analysing characteristics of the first load estimate and the second load estimate; and, based on the analysis selecting either the first load estimate or the second load estimate as an output load estimate.
    Type: Grant
    Filed: July 2, 2019
    Date of Patent: November 1, 2022
    Assignee: JAGUAR LAND ROVER LIMITED
    Inventors: Thomas Owen, Roger Wardle, David Parry
  • Patent number: 11453287
    Abstract: A method for determining transmission and/or clutch parameters of a motor vehicle automatic transmission having at least one clutch, in particular for basic calibration of the transmission, in particular an automated manual transmission and/or a dual-clutch transmission, includes determining drag torque and/or kiss point of the clutch using an actuable synchronization device. The clutch has at least one drive side connected to an internal combustion engine output shaft and at least one output side connected to a transmission input shaft. The transmission output and/or drive shaft is blocked. The drive side of the clutch is driven. Basic calibration of the transmission is improved by driving the drive side of the clutch by an electric motor, providing a freewheel-shifted gear stage, and driving the drive side of the clutch by the electric motor in a rotation direction opposite the internal combustion engine output shaft.
    Type: Grant
    Filed: October 29, 2018
    Date of Patent: September 27, 2022
    Assignee: Volkswagen Aktiengesellschaft
    Inventor: Jannis Zimmermann
  • Patent number: 11118675
    Abstract: A method for controlling gear shifting, including: acquiring a current gear-shifting parameter of the vehicle (101); according to the current gear-shifting parameter and a preset target rotational speed, determining a gear-shifting inputted rotational speed (102); and when a rotational speed of the vehicle reaches the gear-shifting inputted rotational speed, controlling a shifting fork to start up a gear-shifting operation (103). The method for controlling gear shifting presets the target rotational speed of the gears, and, according to the current gear-shifting parameter of the vehicle that is acquired in real time and the preset target rotational speed, inversely calculates the gear-shifting inputted rotational speed, whereby the gear-shifting inputted rotational speed is an accurate gear-shifting inputted rotational speed that matches with the current condition of the vehicle.
    Type: Grant
    Filed: May 31, 2019
    Date of Patent: September 14, 2021
    Assignee: GREAT WALL MOTOR COMPANY LIMITED
    Inventors: Zhiyuan Shen, Philip-Thomas Harris, Haoyong Lv, Peng Jia, Wenjian Liu
  • Patent number: 10875367
    Abstract: A vehicle includes a powerplant, such as an engine, configured to power front and rear wheels, and a controller. The controller is programmed to, brake a first of the front wheels and a first of the rear wheels while powering a second of the front wheels and a second of the rear wheels to warm those tires, and subsequently brake the second front wheel and the second rear wheel while powering the first front wheel and the first rear wheel to warm those tires.
    Type: Grant
    Filed: February 19, 2018
    Date of Patent: December 29, 2020
    Assignee: Ford Global Technologies, LLC
    Inventors: Ethan D. Sanborn, James Fritz
  • Patent number: 10688983
    Abstract: Systems and methods negate the effects of increased motor speed by a hybrid electric vehicle during an engine-off, coasting condition. Upon determining that the hybrid electric vehicle is traveling at a relatively high speed, and is experiencing an engine-on, coasting condition, the hybrid electric vehicle is transitioned to an electric motor-only mode of operation. Negative motor torque is generated to decelerate the hybrid electric vehicle while it is coasting. To optimize conditions for regenerative braking, the hybrid electric vehicle may downshift to a lower gear, increasing electric motor speed. However, the amount of negative motor power that is generated by the downshift can result in an undesirable deceleration experience. This negative motor torque can be reduced based upon the torque multiplication factor at the lower gear to mimic negative torque at the wheels had the hybrid electric vehicle not downshifted to the lower gear.
    Type: Grant
    Filed: August 4, 2017
    Date of Patent: June 23, 2020
    Assignee: TOYOTA MOTOR ENGINEERING & MANUFACTURING NORTH AMERICA, INC.
    Inventor: Thomas S. Hawley
  • Patent number: 10518779
    Abstract: A transmission control system for a machine is disclosed. The transmission control system may determine whether engine speed regulation during gear shift is enabled or disabled for the machine. The transmission control system may select a speed threshold, for inhibiting a high speed directional shift of the machine, based on whether the engine speed regulation during gear shift is enabled or disabled for the machine. The transmission control system may compare a speed of the machine and the speed threshold, and may selectively inhibit the high speed directional shift for the machine based on comparing the speed of the machine and the speed threshold.
    Type: Grant
    Filed: March 29, 2018
    Date of Patent: December 31, 2019
    Assignee: Caterpilliar Inc.
    Inventors: Abhishek Awana, Aaron Y. Ho, Michael K. Schallhorn, Jeremy Folkerts
  • Patent number: 10322674
    Abstract: A display control method includes performing display control of detection information of an object detected by a detector including a camera. The detection information includes a first image based on a captured image captured by the camera and a second image based on an image rendered on the basis of a detection result of the detector. The display control method further includes switching and displaying the first image and the second image in accordance with a vehicle speed index of a vehicle.
    Type: Grant
    Filed: October 22, 2015
    Date of Patent: June 18, 2019
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yasuhiko Takae, Takashi Sunda, Tatsuya Shino
  • Patent number: 10082808
    Abstract: A method and to a control device for controlling a haptic accelerator pedal in a motor vehicle includes displacing a pedal lever in an actuation direction between a rest position and a maximally actuated position. The pedal lever is configured to be excited by an actuator by exerting a counter force against the actuation direction to generate a haptically perceivable signal. A current position of the pedal lever relative to a current position of the actuator is determined outside the phases for generating the haptically perceivable signal, and the actuator is subsequently controlled in such a manner that the actuator actively follows a change in the determined position of the pedal lever. The positional control is configured to prevent interfering influences on the pedal lever by the actuator.
    Type: Grant
    Filed: October 19, 2012
    Date of Patent: September 25, 2018
    Assignee: Robert Bosch GmbH
    Inventors: Alexandre Wagner, Udo Sieber, Daniel Henning
  • Patent number: 9909654
    Abstract: A linear gear shift power transfer mechanism includes a gear shift unit; a power input clamp ring element having an inward-tilted power input ring surface, first teardrop-shaped recesses and first radial positioning hole; a power output clamp ring element having an inward-tilted power output ring surface, second teardrop-shaped recesses and second radial positioning hole; a first ball ring element whose first positioning ring element has a first positioning portion and bulging ring element each provided with limiting slots; a power input rotator having a third teardrop-shaped recesses and first axial positioning hole; a power output rotator having fourth teardrop-shaped recesses and second axial positioning hole; helical resilient elements having radial and axial positioning posts and received in bulging ring elements, with the radial positioning posts disposed in first and second radial positioning holes through the limiting slots, the axial positioning posts disposed in first and second axial positioning ho
    Type: Grant
    Filed: October 29, 2015
    Date of Patent: March 6, 2018
    Assignee: MOTIVE POWER INDUSTRY CO., LTD.
    Inventors: Hsin-Lin Cheng, Ching-Chung Teng
  • Patent number: 9878713
    Abstract: A method and apparatus for controlling the operation of an engine of a motor vehicle is disclosed in which the engine is restarted while the vehicle is in motion by bump starting it if the speed of the vehicle falls within predetermined speed limits but is otherwise restarted using a starter motor. The number of starts for which the starter motor is used is thereby reduced advantageously reducing wear of the starter motor and increasing the life and/or reducing the duty cycle of the battery or source of power used for the starter motor.
    Type: Grant
    Filed: March 22, 2012
    Date of Patent: January 30, 2018
    Assignee: Ford Global Technologies, LLC
    Inventors: Themi Philemon Petridis, Peter George Brittle, Ian Halleron
  • Patent number: 9108510
    Abstract: A method and a control device for controlling a haptic acceleration pedal in a motor vehicle includes determining a foreseeable signal position in which a haptically perceivable signal is foreseeably to be generated by the acceleration pedal at a future time. The signal position is configured to be located between a rest position and a maximally actuated position within the shifting range of the pedal. While the pedal is located in a current position between the rest position and the foreseeable position, an actuator that is configured to generate a haptically perceivable signal on the acceleration pedal is arranged in such manner that the actuator is in operational connection with the acceleration pedal when the acceleration pedal has reached the foreseeable position. The configuration results in a prompt generation of a haptically perceivable signal and a reduced energy consumption for the actuator.
    Type: Grant
    Filed: October 16, 2012
    Date of Patent: August 18, 2015
    Assignee: Robert Bosch GmbH
    Inventors: Udo Sieber, Markus Deissler, Daniel Henning
  • 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
  • Publication number: 20150105217
    Abstract: A dual clutch transmission (DCT) control method for a vehicle mounted with a DCT, which is not provided with an output shaft speed sensor, when a wheel speed sensor has failed, or the information cannot be controlled in a situation where shift gears are not coupled, properly couples the shift gears while preventing a clutch burst, and thus a controller can control DCT by calculating an output shaft speed of DCT.
    Type: Application
    Filed: May 7, 2014
    Publication date: April 16, 2015
    Applicants: Hyundai Motor Company, Kia Motors Corp.
    Inventor: Young Min Yoon
  • Publication number: 20150088393
    Abstract: A method for controlling a powertrain includes the following steps: (a) determining whether a vehicle is coasting to a stop based on an accelerator pedal position; (b) determining whether an automatic transmission is in first gear; (c) shifting an input clutch from an engaged state to a disengaged state in order to operatively disconnect the automatic transmission from an internal combustion engine if the vehicle is coasting to a stop and the automatic transmission is not in first gear; and (d) shifting the automatic transmission to the first gear in order to allow the internal combustion engine to be shut down while the vehicle is coasting to a stop.
    Type: Application
    Filed: September 26, 2013
    Publication date: March 26, 2015
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Martin Gentile, Armin Mueller
  • Publication number: 20150080178
    Abstract: The present disclosure relates generally to an energy capture for an electric drive machine, and more particularly to systems and methods for capturing energy during braking of the electric drive machine. In some examples, the disclosure describes an energy capture device including at least two planetary gear assemblies. The first planetary gear assembly can be operatively coupled to an engine, and can engage and disengage, via a first overrunning clutch, a shaft coupled to a generator. The second planetary gear assembly can be at least partially fixed to the first planetary gear assembly, and can engage and disengage, via a second overrunning clutch, the shaft. The first overrunning clutch can disengage the shaft and the second overrunning clutch can engage the shaft during a braking period.
    Type: Application
    Filed: September 13, 2013
    Publication date: March 19, 2015
    Applicant: Caterpillar Inc.
    Inventor: Krishnakumar Ramamoorthy
  • Patent number: 8956264
    Abstract: A control system for a vehicle transmission includes a controller configured to output a first torque estimate defined in terms of one nonlinear function of a transmission parameter for a particular value of the transmission parameter. The controller also receives a measured torque of the transmission at the particular value of the transmission parameter, and outputs a modified torque estimate for the particular value of the transmission parameter based on the measured torque.
    Type: Grant
    Filed: June 26, 2012
    Date of Patent: February 17, 2015
    Assignee: Ford Global Technologies
    Inventors: Diana Yanakiev, Yuji Fujii, Gregory Michael Pietron, Alexander O'Connor Gibson, Joseph F. Kucharski, Nimrod Kapas
  • Patent number: 8936532
    Abstract: A method and device for operating a dual clutch transmission connectable to an internal combustion engine provided in a vehicle includes providing a control unit for managing at least the internal combustion engine and the transmission, providing a prediction model including at least one simulated shift sequence for the transmission, predicting the time between a first power upshift/downshift and a second power upshift/downshift for the transmission by using the at least one prediction model, modifying at least one parameter for operating the transmission if the predicted time between the first power upshift/downshift and the second power upshift/downshift for the transmission is shorter than a predetermined time.
    Type: Grant
    Filed: December 21, 2009
    Date of Patent: January 20, 2015
    Assignee: Volvo Lastvagnar AB
    Inventors: Behrooz Razaznejad, Anders Eriksson, Johan Bjernetun
  • Patent number: 8924107
    Abstract: A control device for an automatic transmission mounted on a vehicle to establish a plurality of shift speeds by engaging engagement elements that need to be engaged for each shift speed. The control device includes a target shift speed setting device, a during-travel neutral control device and a prediction control device. The prediction control device takes action when a predicted prechange time becomes equal to or less than a predetermined time while the automatic transmission is in the neutral state, the predicted prechange time being a time predicted on the basis of variations in vehicle speed and being a time before implementation of a change of the target shift speed that involves changing the particular engagement element from a disengaged state to an engaged state in order to maintain the neutral state.
    Type: Grant
    Filed: February 26, 2013
    Date of Patent: December 30, 2014
    Assignee: Aisin AW Co., Ltd.
    Inventors: Masatake Ichikawa, Yutaka Teraoka, Hiroyasu Amano
  • Patent number: 8900096
    Abstract: A system and method for diagnosing and controlling an unusual hydraulic state of an electric variable transmission of a hybrid vehicle achieving multi modes including a first mode and a second mode, the method may include determining whether the first mode is converted into the second mode, determining whether a hydraulic pressure is generated in a clutch which is engaged and the generated hydraulic pressure is higher than a predetermined hydraulic pressure when the first mode is converted into the second mode, and determining that the hybrid vehicle is in an unusual condition if the hydraulic pressure is not generated in the clutch or the generated hydraulic pressure is higher than the predetermined hydraulic pressure.
    Type: Grant
    Filed: July 12, 2012
    Date of Patent: December 2, 2014
    Assignee: Hyundai Motor Company
    Inventors: Sanghyun Jeong, Jong Hyun Kim, Youngchul Kim, Jang Mi Lee, SanLok Song, Seungjae Kang, Jaeshin Yi, Haksung Lee, Seung Ki Kong
  • Patent number: 8882636
    Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a target where a magnitude of a sensed parameter of a shaft of the transmission corresponds to a desired noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.
    Type: Grant
    Filed: November 27, 2012
    Date of Patent: November 11, 2014
    Assignee: Ford Global Technologies, LLC
    Inventors: Gregory Michael Pietron, Yuji Fujii, Diana Yanakiev, Joseph F. Kucharski, Nimrod Kapas, Alexander O'Connor Gibson, Seung-Hoon Lee
  • Patent number: 8876655
    Abstract: A control strategy for launching a motor vehicle includes using an electric motor to provide high torque at low speeds during synchronization of launch clutches. An internal combustion engine is started and connected with the electric motor to provide additional torque capacity. Selective engagement and disengagement of an engine disconnect clutch prevents the engine start from interfering with the motor vehicle launch.
    Type: Grant
    Filed: December 14, 2011
    Date of Patent: November 4, 2014
    Assignee: GM Global Technology Operations, LLC
    Inventors: Norman Schoenek, Min-Joong Kim, Hong Yang
  • Patent number: 8781695
    Abstract: A method and apparatus to control the pickup on an uphill slope of an automotive vehicle provided with an automatic or robotized gearbox provide the definition of a control strategy of the gear box operation, also according to the gradient of the uphill slope, which is preferably calculated based on a longitudinal acceleration value of the automotive vehicle, and based on the altitude at which the automotive vehicle can be found, which is preferably calculated based on a detected atmospheric pressure value. In this way, it is also possible to consider the reduction in the engine torque due to the reduction in the air density with altitude.
    Type: Grant
    Filed: December 5, 2008
    Date of Patent: July 15, 2014
    Assignee: Fiat Group Automobiles S.p.A.
    Inventors: Andrea Bianco, Claudio Cervone, Giuseppe Gatti, Giuseppe Lorusso, Euplio Pagliarulo, Francesco Cimmino
  • Patent number: 8771145
    Abstract: A method of controlling a double clutch transmission of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle, may include maintaining a clutch which has been in an engaged state at the preceding gear, in the engaged state until after an order to shift to the subsequent gear may be generated, when shifting from the preceding gear to the current gear, releasing the clutch after the order to shift to the subsequent gear may be generated, and engaging a shift gear of the subsequent gear after the releasing of the clutch.
    Type: Grant
    Filed: November 23, 2011
    Date of Patent: July 8, 2014
    Assignees: Hyundai Motor Company, Kia Motors Corp.
    Inventors: Joung Chul Kim, Ju Hyun Nam, Hee Yong Lee, Byeong Wook Jeon
  • Patent number: 8758196
    Abstract: A method of controlling a transmission of a vehicle may include beginning synchronization between a speed shift gear of a target gear and an output shaft to shift gears from a current gear to a lower gear set as the target gear in response to deceleration of the vehicle, after the synchronization between the output shaft and an input shaft by the speed shift gear of the target gear has been completed, maintaining the synchronized state therebetween for a predetermined time period, and completing engagement with the target gear to complete the shifting of the gears after the maintaining of the synchronized state.
    Type: Grant
    Filed: November 9, 2011
    Date of Patent: June 24, 2014
    Assignee: Hyundai Motor Company
    Inventors: Sung Yeol Kim, Seung Min Lee, Choung Wan Son, Seok Young Shin, Ju Hyun Nam, Sung Yop Lee, Kwang Min Won
  • Patent number: 8725372
    Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.
    Type: Grant
    Filed: May 19, 2010
    Date of Patent: May 13, 2014
    Assignees: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG, Bayerische Motoren Werke Aktiengesellschaft, Conti Temic microelectronic GmbH
    Inventors: Rainer Rinck, Markus Schuerlein, Tobias Soller
  • Patent number: 8721497
    Abstract: Disclosed therein is an automatic speed control system for a manual transmission. Clutch operating means using a combination of a motor and gears, transmission lever operating means using a combination of a motor and gears, and a control part, which check a driving state of a vehicle in real time and controls the motor if gear-shifting is needed, are additionally mounted to a general manual transmission, so that the general manual transmission can automatically shift the gear like an automatic transmission.
    Type: Grant
    Filed: December 30, 2010
    Date of Patent: May 13, 2014
    Assignee: Donghwan Ind. Corp.
    Inventor: Jung Ho Beak
  • Patent number: 8725371
    Abstract: A speed changing control apparatus for use in a vehicle includes: a driving power source configured to generate driving power for running; a transmission having a synchromesh mechanism configured to synchronize an input shaft revolution number with an output shaft revolution number and an actuator configured to automatically carry out a shift operation; and an automatic clutch disposed between the driving power source and the transmission. The speed changing control apparatus is configured to start a shift disengaging operation for the transmission after a speed change is requested and before the automatic clutch turns into a decoupled state, so as to suppress torsional vibration at the time of decoupling the automatic clutch. Such control enables the synchromesh mechanism to carry out revolution synchronization with the input shaft revolution number of the transmission in a lowered state, and diminishes a revolution difference subjected to synchronization.
    Type: Grant
    Filed: March 5, 2009
    Date of Patent: May 13, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Masato Shimizu, Masato Tateno, Masayasu Mizobuchi
  • Publication number: 20140121059
    Abstract: A multiple ratio transmission having an input shaft, an output shaft and oncoming clutch and off-going clutch for effecting ratio upshifts is provided. The transmission also includes a transmission controller configured for controlling shifts. During the torque phase of a ratio upshift, the controller increases input torque. Next, the controller estimates an oncoming clutch target torque. The controller controls a torque input to ensure the off-going clutch remains locked. The controller measures an actual transmission value for a torque transmitting element of the transmission and corrects the oncoming clutch target torque using the actual transmission value whereby an increasing torque for the oncoming friction element is achieved with minimal torque transients along the output shaft during the upshift.
    Type: Application
    Filed: January 3, 2014
    Publication date: May 1, 2014
    Applicant: Ford Global Technologies, LLC
    Inventors: Christopher John Teslak, Gregory Michael Pietron, Hongtei Eric Tseng, Yuji Fujii, Michael Glenn Fodor, Diana Yanakiev, Seung-Hoon Lee
  • Patent number: 8668623
    Abstract: A continuously variable transmission (CVT) system including a primary clutch assembly with an engine braking assembly is provided. The primary clutch assembly includes first and second sheave assemblies, a cylindrical sleeve coupler and an engine braking assembly. The first sheave portion has a centrally extending post. The cylindrical sleeve coupler is rotationally mounted on a portion of the post. The sleeve coupler has an engaging surface that is configured to engage an inner face of a drive belt. The second sheave portion has a central passage that is rotationally mounted on the sleeve coupler.
    Type: Grant
    Filed: June 5, 2010
    Date of Patent: March 11, 2014
    Assignee: TEAM Industries, Inc.
    Inventors: Zoran Vuksa, Bruce A. Nelson, Shane C. Okeson
  • Patent number: 8663067
    Abstract: A method of operating an automatic transmission of a motor vehicle. The automatic transmission, when the motor vehicle is driven with an actuated accelerator and an engaged starting clutch, and then coasts with the accelerator not actuated and the starting clutch engaged, during coasting with the engaged starting clutch the transmission remaining in the gear in which it was previously driven with the gas pedal actuated. When the transmission input speed of the automatic transmission drops below a limit value, during coasting, the starting clutch is disengaged. During coasting with a disengaged starting clutch in the automatic transmission, a gear is shifted that matches the current speed of the motor vehicle so that, when the starting clutch is subsequently engaged, a gear is available that matches the speed of the motor vehicle prevailing at the time the starting clutch is subsequently engaged.
    Type: Grant
    Filed: March 5, 2008
    Date of Patent: March 4, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Roland Mair, Florian Schneider
  • Patent number: 8652004
    Abstract: A method of operating a vehicle drive train having a drive machine, a transmission apparatus having a plurality of shift elements and an output drive. The plurality of shift elements are engaged or disengaged in a power flow for achieving different transmission ratios within the transmission apparatus. The output drive is coupled to a transmission output shaft and the drive machine is coupled to a transmission input shaft of the transmission apparatus. Upon a request to interrupt power flow within the transmission apparatus, between the transmission input shaft and the transmission output shaft, a maximum number of shift elements are transferred to and/or held in an engaged operating state, and the remaining portion of the shift elements are transferred to and/or held in a disengaged operating state with the transmission output shaft being rotatable.
    Type: Grant
    Filed: December 21, 2010
    Date of Patent: February 18, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Valentine Herbeth, Jorg Arnold, Georg Mihatsch, Thilo Schmidt, Klaus Steinhauser
  • 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: 8612105
    Abstract: A system for control of a gearbox, having at least one control unit controlling the gearbox where the gearbox is installed in a motor vehicle having an engine connected to drive the gearbox. The system effects a first upshift from a first gear to a second gear if the acceleration a for the vehicle is greater than nil for the second gear and the current engine speed is within a first engine speed range; and effects a second upshift from the first gear to a third gear if the current engine speed is within a second engine speed range. The first speed range is lower than the second speed range of the engine. A method, a motor vehicle, a computer program and a computer program product for the method are disclosed.
    Type: Grant
    Filed: September 10, 2010
    Date of Patent: December 17, 2013
    Assignee: Scania CV AB
    Inventors: Fredrik Swartling, Peter Asplund, Mikael Öun
  • Patent number: 8543299
    Abstract: An exemplary control device includes an input torque detection unit that detects an input torque input to the input shaft; and a controller that: determines torque distribution of two of the friction engagement elements that form the shift speeds; and calculates a transmission torque of the two friction engagement elements based on the input torque and the torque distribution and sets the engagement pressure to obtain a torque capacity that can transmit the transmission torque, wherein the controller sets the engagement pressure such that slippage does not occur in the two friction engagement elements in a state where engagement of the two friction engagement elements forms the shift speeds and such that, even if an additional friction engagement element engages based on the line pressure while the two friction engagement elements are engaged, one of the three friction engagement elements is caused to slip.
    Type: Grant
    Filed: July 24, 2012
    Date of Patent: September 24, 2013
    Assignee: Aisin AW Co., Ltd.
    Inventors: Tetsuya Shimizu, Masamichi Yamaguchi, Satoshi Nishio, Kenichi Tsuchida, Akitomo Suzuki, Kazunori Ishikawa, Shin-ichirou Murakami
  • Patent number: 8478470
    Abstract: A drivetrain system for a mobile machine is disclosed. The drivetrain system may have an engine, a generator driven by the engine to generate electric power, and a traction motor driven by the electric power from the generator. The drivetrain system may also have a controller in communication with the engine, the generator, and the traction motor. The controller may be configured to determine a change in loading on the traction motor, and determine a change in fueling of the engine that will be required to accommodate the change in loading on the traction motor. The controller may also be configured to selectively rate-limit the change in fueling, and implement the rate-limited change in fueling prior to transmission of the change in loading on the traction motor to the engine.
    Type: Grant
    Filed: May 31, 2012
    Date of Patent: July 2, 2013
    Assignee: Caterpillar Inc.
    Inventors: Matthew D. Meads, Keith A. Leisinger, Rajeswari Addepalli
  • Publication number: 20130150209
    Abstract: A system and method for diagnosing and controlling an unusual hydraulic state of an electric variable transmission of a hybrid vehicle achieving multi modes including a first mode and a second mode, the method may include determining whether the first mode is converted into the second mode, determining whether a hydraulic pressure is generated in a clutch which is engaged and the generated hydraulic pressure is higher than a predetermined hydraulic pressure when the first mode is converted into the second mode, and determining that the hybrid vehicle is in an unusual condition if the hydraulic pressure is not generated in the clutch or the generated hydraulic pressure is higher than the predetermined hydraulic pressure.
    Type: Application
    Filed: July 12, 2012
    Publication date: June 13, 2013
    Applicant: Hyundai Motor Company
    Inventors: SANGHYUN JEONG, JONG HYUN KIM, YOUNGCHUL KIM, JANG MI LEE, SANGLOK SONG, SEUNGJAE KANG, JAESHIN YI, HAKSUNG LEE, SEUNG KI KONG
  • Publication number: 20130116088
    Abstract: A method for improving starting of an engine that may be repeatedly stopped and started is presented. In one example, the method adjusts a desired engine speed to at least two levels during engine speed run-up from cranking to engine idle speed. The method may improve vehicle launch for stop/start vehicles.
    Type: Application
    Filed: November 9, 2011
    Publication date: May 9, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Alex O'Connor Gibson, Felix Nedorezov, Seung-Hoon Lee, Yuji Fujii, Jeffrey Allen Doering
  • Publication number: 20130109533
    Abstract: In a downshift of an automatic transmission in a state where an accelerator pedal is depressed, one of a clutch-to-clutch shift in which the shift is carried out by gradually reducing an engagement pressure of a clutch or a brake to be disengaged in the shift and a rotation synchronization shift in which the shift is carried out by reducing the engagement pressure of the clutch or the brake more quickly than in the clutch-to-clutch shift is selected based on an output shaft torque of the automatic transmission, a region where the rotation synchronization shift is selected is lower in output shaft torque than a region where the clutch-to-clutch shift is selected, and hence it is possible to appropriately selectively execute a shift placing emphasis on a shock and a shift placing emphasis on a shift speed in accordance with the output shaft torque.
    Type: Application
    Filed: October 15, 2012
    Publication date: May 2, 2013
    Inventors: Tooru MATSUBARA, Atsushi TABATA, Masakazu KAIFUKU, Yoshiki ANDO
  • Patent number: 8412422
    Abstract: A vehicle control apparatus including a brake mechanism that produces braking force through actuation of a first actuator, a shift mechanism that changes the shift position of a transmission through actuation of a second actuator, a controller that controls the electric power supplied to the first actuator and the electric power supplied to the second actuator; a first electric power supply unit that supplies electric power to the controller; a second electric power supply unit that supplies electric power to the first actuator; and a third electric power supply unit that supplies electric power to the second actuator. An actuator control unit controls the electric power supplied to the second actuator from the second electric power supply unit or from the third electric power supply unit when the second actuator is not able to operate using electric power supplied from the first electric power supply unit.
    Type: Grant
    Filed: May 3, 2012
    Date of Patent: April 2, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Kamada, Yasushi Hanaki, Naoki Taki, Akira Nagasaka, Yoshinobu Nozaki, Akira Nagae
  • Patent number: 8406967
    Abstract: A control apparatus for an automatic transmission system having a serial arrangement of a stepwise variable automatic transmission mechanism and a continuously variable automatic transmission mechanism, the control apparatus being disposed in the automatic transmission system and performing a shift control of the continuously variable automatic transmission mechanism in accordance with variation in transmission ratio of the stepwise variable automatic transmission mechanism, the control apparatus including a control section configured to execute a retardation processing upon shift control of one of the continuously variable transmission mechanism and the stepwise variable transmission mechanism which has a smaller response delay of an actual transmission ratio from a target transmission ratio than that of the other transmission mechanism.
    Type: Grant
    Filed: February 25, 2010
    Date of Patent: March 26, 2013
    Assignees: Nissan Motor Co., Ltd., Jatco Ltd
    Inventors: Seiichiro Takahashi, Tatsuo Ochiai, Masaaki Uchida, Masato Koga, Ryoji Kadono, Tateki Jozaki, Hideaki Suzuki, Ryousuke Nonomura, Mamiko Inoue
  • Patent number: 8398527
    Abstract: A method of controlling a dual-clutch transmission in a motor vehicle, including two partial drivetrains, each having a plurality of gears, which each can be connected to a crankshaft of an internal combustion engine by a friction clutch, the method having the following steps: the first friction clutch transmits a torque to the first partial drivetrain assigned to it; the second friction clutch transmits at most a negligible torque to the second partial drivetrain; and the two partial drivetrains have a common differential, where when there are changes in torque and the amount of torque to be transmitted is low, and there is downshifting into a gear with a high transmission ratio in the first partial drivetrain, downshifting occurs into a gear with a low transmission ratio in the second partial drivetrain, and preliminary torque is applied to the differential by this gear.
    Type: Grant
    Filed: May 3, 2012
    Date of Patent: March 19, 2013
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventor: Georg Goeppert
  • Patent number: 8382640
    Abstract: This apparatus is provided with a clutch mechanism 14. The clutch mechanism 14 is interposed between an engine 11 and a transmission 15, and is coupled to a clutch pedal 28. An operating mode of the clutch mechanism 14 changes in conjunction with a change of an operating position of the clutch pedal 28. In the case that an execution condition is met, the apparatus lowers a maximum operating speed of the clutch mechanism 14 in comparison with a state in which an execution condition is not met. The execution condition includes the following execution start condition that “the operating position of the clutch pedal 28 is a position setting the clutch mechanism 14 to a disengaged state, and a changing speed of the operating position of the clutch pedal 28 in an engaging direction at a time of setting the clutch mechanism 14 to an engaged state from the disengaged state is equal to or higher than a predetermined starting speed”.
    Type: Grant
    Filed: June 10, 2008
    Date of Patent: February 26, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Shinichi Takeuchi, Kotaro Hoshihara, Shinichiro Watarai, Yasuyuki Hagino
  • Publication number: 20130045836
    Abstract: A control unit of a motor vehicle for activating a form-locking shift element of a transmission of the motor vehicle in such a way that a defined rotational speed difference is defined, between an input-side component of the form-locking shift element and an output-side component of the form-locking shift element, in order to engage the form-locking shift element. The control unit monitors the rotational speed gradient of the rotational speed of the output-side component of the form-locking shift element from an activation time of the form-locking shift element, at which the engagement process of the form-locking shift element begins. The control unit generates a control signal for a drive assembly in order to increase the torque, at a drive assembly, in the event that the control unit determines that the monitored rotational speed gradient falls below a lower limit.
    Type: Application
    Filed: August 1, 2012
    Publication date: February 21, 2013
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventor: Jens WELLER
  • Patent number: 8366585
    Abstract: A method for determination of the synchronization point of an automatic double clutch transmission comprising two component transmissions each with one input shaft that connects via a friction clutch to the drive shaft of a motor and several gears, each shifted via a friction-synchronized gear clutch. The method includes the steps of selecting the gear clutch of a gear of a momentarily load-free component transmission; moving the associated gear setter to the neutral position as needed; successive movement of the associated gear setter in the direction of the shifting position of the selected gear until synchronous running is attained on the gear clutch within an applicable threshold; determination of the current synchronization point of the gear clutch from the current adjustment parameter of the associated gear setter; and adaptation of the valid synchronization point of the gear clutch to the current synchronization point.
    Type: Grant
    Filed: November 2, 2009
    Date of Patent: February 5, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Markus Terwart, Mario Bühner, Karl Locher, Martin-Joachim Bader, Dietmar Zuber, Olaf Moseler
  • Patent number: 8346444
    Abstract: A shift quality error detection system for an automatic transmission includes a vehicle acceleration determination module to determine a vehicle acceleration. An acceptance window module defines upper and lower limits of a desired vehicle acceleration. The shift quality error detection module compares the determined vehicle acceleration to the upper and lower limits of the desired vehicle acceleration. A shift quality error detection module selectively provides a shift quality error based on the comparison. A method of detecting shift quality error of an automatic transmission comprises determining a vehicle acceleration during a transmission gear shift. The method also includes comparing the vehicle acceleration to an acceptance window of desired vehicle accelerations and outputting an error signal based on the acceleration comparison.
    Type: Grant
    Filed: March 3, 2008
    Date of Patent: January 1, 2013
    Inventors: Haytham A. Fayyad, William R. Mayhew
  • Publication number: 20120302399
    Abstract: When reception of engine rotating speed information from an engine control unit is failed, the control unit puts gear positions belonging to a second gear position group in a non-operable and connected state, and then puts a second clutch into a engaged state to convert a rotating speed of a second input shaft detected by a second rotational sensor into a rotating speed of an engine output shaft. The control unit controls so as to fasten a first clutch based on the converted rotating speed of the engine output shaft, thereby enabling a star of a vehicle.
    Type: Application
    Filed: May 11, 2012
    Publication date: November 29, 2012
    Applicant: SUZUKI MOTOR CORPORATION
    Inventor: Minoru MURAKAMI
  • 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: 8321109
    Abstract: A method and a device for controlling a clutch, for example an automatic friction clutch forming part of a drive train of a motor vehicle, for a torque transfer between an engine and a transmission, with the clutch having significant clutch way points assigned to it. For achieving the operational readiness of the clutch over the shortest possible time period, whereby an accurate clutch adjustment is still guaranteed, a clutch way point coordinate system is monitored by checking the point of engagement of the clutch, established through a learning process and having at least a relevant clutch way point for the starting procedure. In case of any recognized change(s), the clutch way point is suitably corrected or otherwise used as is.
    Type: Grant
    Filed: May 27, 2008
    Date of Patent: November 27, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Rainer Petzold, Peter Herter
  • 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: 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