Docstoc feed for: Legal->Patents->Interrelated Power Delivery Controls

Controller For Vehicle Power Transmission Apparatus - Patent 8152692

Patents-373 — Mon, 16 Apr 2012 13:56:53 GMT

shared by: Patents-373 on: Monday, April 16, 2012

INCORPORATION BY REFERENCE The disclosure of Japanese Patent Application No. 2009-037217 filed on Feb. 19, 2009 including the specification, drawings and abstract is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a controller for a vehicle power transmission apparatus, and in particular, to improvement of fuel economy during neutral control. 2. Description of the Related Art For hydraulic pressure supplied to a hydraulic pressure control circuit of a vehicle power transmission apparatus, typically, working fluid that is discharged from a mechanical oil pump that is driven by an engine is supplied as the sourcepressure. In conventional vehicles, fixed discharge pumps, of which the discharge capacity is invariable, and gear pumps are often used. As described in Japanese Patent Application Publication No. 61-215853 (JP-A-61-215853), for example, an apparatusis already available that includes a first and second pump, and in which the destination of each of these pumps is appropriately changed via an electromagnetic valve depending on the state of the vehicle, whereby the discharge capacity of the entire oilpump is changed. In recent years, a vehicle power transmission apparatus is realized that is capable of performing neutral control that suppresses the idling load of the engine by bringing a power transmission path into a power transmission suppression state bybringing an engagement device, interposed between an engine and driving wheels in a power transmission path, into a slip state or a release state when predetermined neutral control conditions, such as that the foot brake is in an on state and the vehiclespeed is zero while a travel position is selected, are satisfied. A controller for an automatic transmission described in Japanese Patent Application Publication No. 2008-275000 (JP-A-2008-275000) is an example of such an apparatus. In such a vehicle power transmission apparatu

Shift Control Method For An Automatic Group Transmission - Patent 8152691

Patents-373 — Mon, 16 Apr 2012 13:56:46 GMT

shared by: Patents-373 on: Monday, April 16, 2012

This application is anational stage completion of PCT/EP 2008/052161 filed Feb. 22, 2008 which claims priority from German Application Serial No. 10 2007 010 827.5 filed Mar. 6, 2007FIELD OF THE INVENTION The invention concerns a shift control method for an automated group transmissionBACKGROUND OF THE INVENTION Group transmissions with a multi-gear main transmission, an upstream group in drive connection upstream from the latter and a range-change group in drive connection downstream thereof have been known for a long time and are preferably used inutility vehicles. By designing the upstream group, which usually has two stages and can also be called the splitter group, with a small transmission ratio interval, the transmission ratio intervals between the transmission ratio steps of the maintransmission are approximately halved and the total number of transmission ratio steps available is thus doubled. By virtue of usually a two-stage range-change group the spread of the transmission, as a whole is substantially increased and the totalnumber of transmission ratio steps is again doubled. Hence, in combination with a three-step main transmission (with three forward gears and a reverse gear), a 12-gear group transmission (with a total of 12 forward gears and a maximum of 4 reversegears) is obtained, and in combination with a four-stage main transmission (with four forward gears and one reverse gear) a 16-gear group transmission (with a total of 16 forward and a maximum of 4 reverse gears) is obtained. Compared with an individual transmission with a comparable number of gears and similar gear steps and spread, the group transmission has far more compact dimensions and lower weight. However, since many shift operations in a group transmissionentail changing transmission ratio steps in more than one of the part-transmissions and therefore take place in a relatively complex manner, most of the known group transmissions are designed to be shifted with either partial

Drive Train As Well As A Method Of Operating A Hydraulic Pump Of A Drive Train - Patent 8152689

Patents-373 — Mon, 16 Apr 2012 13:56:30 GMT

shared by: Patents-373 on: Monday, April 16, 2012

This application claims priority from German Application Serial No. 10 2007 039 083.3 filed Aug. 18, 2007.FIELD OF THE INVENTION The invention relates to a method of operating a hydraulic pump of a drive train of a motor vehicle having a transmission and a drive engine. Moreover, the invention relates to a drive train.BACKGROUND OF THE INVENTION The main components of a drive train of a motor vehicle are a drive engine and a transmission. The transmission converts the tractive force provided by the drive engine. The components of the drive unit may be controlled via an oil volume flowprovided by a hydraulic pump of the drive train. The oil volume flow, provided by the hydraulic pump, is further used for cooling the components of the drive engine. For cost reasons, a fixed displacement pump is typically used in the drive engine of a motor vehicle for providing the oil volume flow, which is used to control and cool the components of the drive engine. In these cases, the input speed of thefixed displacement pump is adjusted, depending on the speed of the drive engine of the drive train, so that the oil volume flow, provided by the hydraulic pump, is dependent upon the speed of the drive engine. In order to avoid inadmissible heating intransmissions, for example in automatic transmissions, which comprise a hydrodynamic torque converter, a hydraulic pump has to provide a high oil volume flow even when the drive engine is running at low speed. Consequently, when the drive engine isoperating at high speed, the hydraulic oil volume flow, provided by the hydraulic pump, is too big. The excess oil volume flow is released by pressure limiting valves, whereby hydraulic energy is converted into heat and consequently lost. A drive for a fixed displacement pump of the drive train of a motor vehicle is known from DE 38 12 412 A1. The drive comprises a planetary gear, namely a planetary gear with an input path and two output paths, the output paths acting upon oneanother w

Engine Revolutions Control Device Of Working Vehicle And Method - Patent 8152690

Patents-373 — Mon, 16 Apr 2012 13:56:08 GMT

shared by: Patents-373 on: Monday, April 16, 2012

The present invention relates to a working vehicle which is moved as its engine power is transmitted to the transmission, and more particularly to an apparatus and method of controlling engine revolutions.BACKGROUND ART A power transmission path of the engine of a wheel loader is provided with a transmission having a forward clutch, a reverse clutch, and respective speed gear clutches. For example, when a working vehicle is moving backward and a forward/reverse selecting lever which is provided at a driver seat is operated to a forward position, a gear change command is generated, the forward clutch is selected, switching ismade from the reverse clutch before the gear change to the selected forward clutch after the gear change, the engine power is transmitted to the selected gear-changed forward clutch of the transmission to drive the drive wheels, and the vehicle ischanged to move from reverse to forward. The wheel loader often performs V-shape loading. The V-shape loading is an operation pattern that the wheel loader travels forward to a natural ground to excavate earth and sand, travels backward after the excavation to reach a turning point,travels forward to load the earth and sand on a hopper or a dump truck and travels the same route repeatedly. At the time of the V-shape loading, the wheel loader is driven at a low speed and frequently switched to change from reverse running to forward running or from forward running to reverse running. The troublesome forward/reverse changeover at low-speed running is performed not only at the time of the V-shape loading but also at the time of loading a cargo on a ship by the wheel loader. When working at a low-speed forward/reverse switching as described above, a low-speed gear range suitable for the work is selected by a shift range lever. For example, the wheel loader adopting a transmission consisting of first to fourth speedgears selects a shift range "2" which is a low-speed gear range to perform low-speed working.

Construction Vehicle - Patent 8147376

Patents-373 — Mon, 16 Apr 2012 06:52:21 GMT

shared by: Patents-373 on: Monday, April 16, 2012

S This national phase application claims priority to Japanese Patent Application No. 2007-083845, filed on Mar. 28, 2007. The entire disclosure of Japanese Patent Application No. 2007-083845 is hereby incorporated herein by reference.TECHNICAL FIELD The present invention relates to a construction vehicle.BACKGROUND ART A twin-clutch transmission speed change control device such as the one disclosed in Japanese Laid-Open Patent Publication No. 2006-194405 has been proposed in the past as a speed change control device of a transmission for a vehicle. In thistype of speed change control device, pre-shifting is performed prior to switching from the current speed step that belongs to one speed step group to a target speed step that belongs to another speed step group. The term "pre-shifting" refers to anoperation whereby a speed-change shaft that is not coupled to an input shaft among two speed-change shafts, and a target speed-change step gear that corresponds to a target speed-change step, are coupled using a coupling mechanism prior to switching ofthe speed-change step, allowing the time lag that occurs during switching of the speed-change step to be reduced. When, for example, the speed-change step is switched from a second speed to a third speed, one speed-change shaft is coupled with the inputshaft and the speed-change step gear of the second speed, and the vehicle travels at the second speed. During this process, the coupling mechanism moves from the neutral position toward the speed-change step gear of the third speed, and a gear providedto the coupling mechanism meshes with a coupling gear provided to the speed-change step, whereby the other speed-change shaft that is not coupled with the input shaft is coupled with the speed-change step gear of the third speed. The speed-change shaftcoupled with the speed-change step gear of the second speed is then released from the input shaft, and the speed-change shaft coupled with the speed-change step gear of the t

Control Strategy For Multi-mode Vehicle Propulsion System - Patent 8147377

Patents-373 — Mon, 16 Apr 2012 06:51:25 GMT

shared by: Patents-373 on: Monday, April 16, 2012

Internal combustion engines may be controlled in a variety of ways to provide acceptable driving comfort across a range of operating conditions while still meeting the performance demands of the driver. Some engines may utilize two or moremodes of operation to achieve improved drivability and performance. As one example, one or more cylinders of an engine may transition between a spark ignition mode and a homogeneous charge compression ignition mode based, for example, on the amount oftorque requested by the driver. As another example, engine output may be coordinated with the selective use of a secondary motor to achieve improved efficiency, drivability, and performance, such as is the case with a hybrid propulsion vehicle system. However, during some conditions, the torque produced by the engine and/or motor may change rapidly due to a mode transition or a change in the vehicle performance requested by the driver. For example, if a rapid increase in engine torque occurswithin a lash region of the transmission or other system of the vehicle driveline, noise and vibration harshness (NVH) or "clunk" may occur. In some cases, this clunk may be perceived by the driver where the transmission is transitioned too rapidlybetween a positive and negative torque transfer. As one example, a transition of one or more engine cylinders between combustion modes may cause a temporary torque transient that may increase the likelihood of clunk if the transition is performed withinor near the lash region. Similarly, the addition and subtraction of torque from the driveline via a secondary motor may increase the likelihood of clunk where the transmission is operated near or within the lash region. In one approach described herein, some of the above issues may be addressed by a vehicle control method for a vehicle including an internal combustion engine and an electric motor coupled to a torque converter, the torque converter having aspeed ratio from torque converter output spee

Hydraulic Control Apparatus Of An Automated Multi-step Change-speed Gearbox - Patent 8147380

Patents-373 — Mon, 16 Apr 2012 06:51:22 GMT

shared by: Patents-373 on: Monday, April 16, 2012

This application is a National Stage completion of PCT/EP2007/060816 filed Oct. 11, 2007, which claims priority from German patentapplication serial no. 10 2006 049 972.7 filed Oct. 24, 2006.FIELD OF THE INVENTION The invention relates to a hydraulic control device of an automated multi-step transmission with a plurality of gear-actuating cylinders for engaging and disengaging the gears of a multi-step transmission, with at least two pressure-controlledgear-regulating valves for controlling the operating pressure in what is in each case one pressure chamber of the gear-actuating cylinders, and with a multiplex arrangement of a plurality of singly switchable pressure-controlled selector valves forassigning the gear-regulating valves to, in each case, one pressure chamber of the gear-actuating cylinders.BACKGROUND OF THE INVENTION Automated multi-step transmissions, designed as an automated manual transmission with a single input shaft and an assigned decoupler, designed as an automated dual-clutch with two input shafts assigned respectively to one of two partialtransmissions, as well as with one decoupler respectively per input shaft, have been known in different designs for some time and have in part been used for several years in series-production vehicles. The control device of an automated manual transmission comprises actuators, such as gear actuators for engaging and disengaging the gears, as well as a clutch actuator for engaging and disengaging the decoupler arranged in the power flow betweenthe internal combustion engine and the input shaft of the transmission, as well as the control elements for controlling these actuators. In a similar manner, a control device of an automated dual-clutch transmission for each of the two partialtransmissions comprises, in each case, actuators, such as gear actuators for engaging and disengaging the assigned gears and a clutch actuator for disengaging and engaging the assigned decoupler, as well as control elements for c

Method Of Clutch Control To Start An Engine With A Hybrid Transmission - Patent 8147375

Patents-373 — Mon, 16 Apr 2012 06:51:19 GMT

shared by: Patents-373 on: Monday, April 16, 2012

The present invention relates generally to hybrid powertrains for motorized vehicles, and hydraulic control thereof.BACKGROUND OF THE INVENTION Motorized vehicles include a powertrain operable to propel the vehicle and power the onboard vehicle electronics. The powertrain, or drivetrain, generally includes an engine that powers the final drive system through a multi-speed powertransmission. Many vehicles are powered by a reciprocating-piston type internal combustion engine (ICE). Hybrid vehicles utilize alternative power sources to propel the vehicle, minimizing reliance on the engine for power. A hybrid electric vehicle (HEV), for example, incorporates both electric energy and chemical energy, and converts the sameinto mechanical power to propel the vehicle and power the vehicle systems. The HEV generally employs one or more electric machines that operate individually or in concert with an internal combustion engine to propel the vehicle. Since hybrid vehiclescan derive their power from sources other than the engine, engines in hybrid vehicles may be turned off while the vehicle is stopped or is being propelled by the alternative power source(s). Parallel hybrid architectures are generally characterized by an internal combustion engine and one or more electric motor/generator assemblies, all of which have a direct mechanical coupling to the transmission. Parallel hybrid designs utilizecombined electric motor/generators, which provide traction and may replace both the conventional starter motor and alternator. The motor/generators are electrically connected to an energy storage device (ESD). The energy storage device may be achemical battery. A control unit is employed for regulating the electrical power interchange between the energy storage device and motor/generators, as well as the electrical power interchange between the first and second motor/generators. Electrically-variable transmissions (EVT) provide for continuously variable speed ratios by combi

Airflow Based Idle Speed Control Power Security - Patent 8147378

Patents-373 — Mon, 16 Apr 2012 06:50:33 GMT

shared by: Patents-373 on: Monday, April 16, 2012

FIELD The present disclosure relates to engine speed control and more particularly to engine speed control in a torque-based system.BACKGROUND The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of thedescription that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. Internal combustion engines combust an air and fuel mixture within cylinders to drive pistons, which produces drive torque. Airflow into the engine is regulated via a throttle. More specifically, the throttle adjusts throttle area, whichincreases or decreases air flow into the engine. As the throttle area increases, the air flow into the engine increases. A fuel control system adjusts the rate that fuel is injected to provide a desired air/fuel mixture to the cylinders. Increasingthe air and fuel to the cylinders increases the torque output of the engine. Engine control systems have been developed to control engine torque output to achieve a desired predicted torque. Traditional engine control systems, however, do not control the engine torque output as accurately as desired. Further,traditional engine control systems do not provide as rapid of a response to control signals as is desired or coordinate engine torque control among various devices that affect engine torque output.SUMMARY An engine control system comprises a torque determination module, a limit determination module, a torque limit module, and a torque control module. The torque determination module determines a desired torque based on a desired engine speed. The limit determination module determines a torque limit based on one of an engine oil temperature and a transmission fluid temperature. The torque limit module determines a final torque based on th

Clutch Control System For Saddle Riding Type Vehicle - Patent 8147381

Patents-373 — Mon, 16 Apr 2012 06:50:27 GMT

shared by: Patents-373 on: Monday, April 16, 2012

S The present application claims priority under 35 USC 119 to Japanese Patent Application No. 2007-251325 filed on Sep. 27, 2007 the entire contents of which are hereby incorporated by reference.FIELD OF THE INVENTION The present invention relates to a clutch control system for a saddle riding type vehicle, the system including a clutch connecting and disconnecting a driving force from an engine relative to a driving wheel, an actuator causing the clutch toengage or disengage, and an actuator control means controlling the actuator.DESCRIPTION OF BACKGROUND ART In general with regard to motorcycles an output from an engine is transmitted to a driving wheel via a clutch. An engine brake is applied when sudden downshifting is carried out or on a similar occasion, resulting in a decrease in a grip forcefrom a road surface. The driving wheel may at times run idle due to a reduced tire grip force. To respond to such situations occurring as a result of the engine brake being applied, a control has been proposed for engaging and disengaging the clutch orfor providing a back torque limiter. See, for example, Japanese Patent Laid-open No. 2003-294062. Japanese Patent Laid-open No. 2003-294062 controls the clutch by estimating an engine brake operating condition based on a parameter indicating a vehicle operating condition. The vehicle operating condition can, however, be varied byapplication of the brake only to the driving wheel or changes in road surface conditions, other than the engine brake. As a result, the means of estimation using the parameter indicating the vehicle operating condition may not be able to identifycorrectly the tire grip condition.SUMMARY AND OBJECTS OF THE INVENTION The present invention has been made to solve the foregoing problems and it is an object of an embodiment of the present invention to provide a clutch control system for a saddle riding type vehicle capable of maintaining a good grip force of thedriving wheel by identifying actual con

Shift Control Device Of Automatic Transmission - Patent 8147379

Patents-373 — Mon, 16 Apr 2012 06:50:25 GMT

shared by: Patents-373 on: Monday, April 16, 2012

The present invention relates to a shift control device of an automatic transmission which is equipped with a manual shift mode, which may be installed in automotive vehicles. Conventionally, the automatic transmission for automotive vehicles which is equipped with the automatic shift mode, in which a shift gear is selected automatically depending on vehicle traveling states, and the manual shift mode, in which theshift gear is selected by a manual operation of a driver, has been used widely. A shift operating portion 20 for a range selection of this kind of automatic transmission has M range of the manual shift mode, in addition to P range for parking, R range for reversing, N range for neutral, and D range for forwarding of theautomatic shift mode (see FIG. 2A). When the driver operates a shift lever 21 to D range, the forward traveling of the vehicle with the automatic shift mode can be provided. Meanwhile, when the shift lever 21 is shifted to M range by the driver, the manual mode is selected. Inthe manual mode, the shift-up operation of gear is achieved by pushing the shift lever 21 downward, i.e., toward the "+" side (FIG. 2B), while the shift-down operation of gear is achieved by pushing the shift lever 21 upward, i.e., toward the "-" side(FIG. 2B). Herein, according to the above-described automatic transmission equipped with the manual mode, the shift control is configured to execute the shift-up control automatically even in case of the manual mode when a preset limit speed A of theengine is detected in order to prevent the over-revolution state of the engine which may increase over the engine's limit speed L and cause some damage to the engine (see FIG. 5). However, there is a concern that this automatic shift-up control would give the driver unconformable driving feelings because of its unexpected shift to the driver, and would cause the unstable vehicle driving because the driving force could notbe ensured as the driver had expected. Moreover, there

Control Of A Dry, Dual-clutch Transmission During An Engine Restart Of A Hybrid Electric Vehicle - Patent 8147373

Patents-373 — Mon, 16 Apr 2012 06:49:59 GMT

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1. Field of the Invention This invention relates generally to a powertrain for a hybrid electric vehicle (HEV) and, more particularly, to a powertrain with a dry dual-clutch automatic transmission and its control during an engine restart event. 2. Description of the Prior Art A hybrid electric vehicle (HEV) is a vehicle configured with a hybrid propulsion system that utilizes at least two different sources of torque for propelling the vehicle. A hybrid propulsion system may combine a conventional propulsion systemthat includes an internal combustion engine and a stepped-ratio automatic transmission with an electric propulsion system that includes one or more electric motors and a rechargeable energy storage device, such as a battery, that can power the electricmotors or store energy to improve fuel economy over the conventional vehicle. A hybrid electric vehicle typically provides different powertrain operating modes with the engine running or shutdown depending on the vehicle operating conditions, batteryconditions, and driver's propulsion request. Hence, one of the major functions that an HEV provides is the ability to start or stop the engine during certain conditions. When the engine is running, the electric portion of the propulsion system may beused to assist the engine in providing the required vehicle propulsion. During the conditions when the engine is shutdown, the driver's propulsion request can be provided entirely by the electric motor. Motor vehicles can be designed to employ certain aspects of hybrid electric technology to reduce fuel consumption, but without use of a hybrid drivetrain. In such vehicles, called "micro-HEVs", shutting down the engine during conditions wherethe engine operates at idle speed will be used to reduce fuel consumption and reduce emissions in a conventional powertrain that includes an internal combustion engine and a stepped-ratio automatic transmission, but no electric machine for driving thewheels. In a micro-HEV

Method Of Controlling Hybrid Vehicle - Patent 8147374

Patents-373 — Mon, 16 Apr 2012 06:49:26 GMT

shared by: Patents-373 on: Monday, April 16, 2012

S The present application is based on, and claims priority from, Korean Application Serial Number 10-2008-0121359, filed on Dec. 2, 2008, the disclosure of which is hereby incorporated by reference herein in its entirety.TECHNICAL FIELD The present disclosure relates to a method of controlling a hybrid vehicle, particularly a technology about a method of controlling a motor generator in regenerative braking.BACKGROUND ART A hybrid vehicle has a regenerative braking function that provides not only braking force but electricity to charge a battery by generating a predetermined amount of reverse torque in a motor generator in braking. On the other hand, in a vehicle equipped with an automatic transmission, as the vehicle speed decreases, gearshift is performed from the present N-state to an N-1-state. Accordingly, in a vehicle equipped with a hybrid driving apparatus including an automatic transmission, in a pre-stop state in which a driver releases the acceleration pedal and presses down the brake pedal for deceleration, a considerableamount of reverse torque is exerted in the input shaft of the automatic transmission for generative braking and pre-stop gearshift (i.e., N to N-1 shift). However, when the pre-stop gearshift is performed with the considerable amount of reverse torque exerted in the input shaft of the automatic transmission as described above, the input shaft may reverse while the clutch inside the automatictransmission slides. In the above case, it is difficult to control the desired gearshift and a desired driveablity cannot be ensured. Further, the oil pump in the automatic transmission may be reversely operated, such that it does not supply oil into the automatictransmission, but pumps the oil out of the automatic transmission. Therefore, friction members in the automatic transmission may be damaged and the automatic transmission may even fail or be broken. The above information disclosed in this Background Art section is only for enhancement of u

Continuously Variable Transmission And Control Method Thereof - Patent 8142330

Patents-373 — Sun, 15 Apr 2012 22:02:57 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

FIELD OF THEINVENTION This invention relates to a continuously variable transmission having a continuously variable transmission mechanism and a subtransmission mechanism.BACKGROUND OF THE INVENTION A belt type continuously variable transmission (to be referred to as a "CVT" hereafter) comprises a pair of pulleys having a variable groove width and a belt wrapped around the pulleys, and is capable of varying a speed ratio continuously bymodifying the respective groove widths of the pulleys. In a vehicle installed with a CVT, an engine can be used in a more efficient operating condition than in a vehicle having a conventional stepped transmission, and therefore improvements in a powerperformance and a fuel consumption performance of the vehicle can be expected. To improve the power performance and fuel consumption performance of a vehicle installed with a CVT further, a speed ratio range (to be referred to as a "ratio range" hereafter) of the CVT is preferably enlarged. By enlarging the ratio range ofthe CVT, speed ratios on a large speed ratio side can be used during startup and acceleration, thereby further improving the power performance of the vehicle, and speed ratios on a small speed ratio side can be used during high-speed travel, therebyfurther improving the fuel consumption performance of the vehicle. To enlarge the ratio range of the CVT, a pulley diameter may be increased, but with this method, the CVT increases in size and weight, which is undesirable. Therefore, in JP60-37455A and JP61-241561A, a two-forward speed subtransmission mechanism is provided in series with the CVT to the front or rear thereof, and by changing a gear position of the subtransmission mechanism in accordance with theoperating conditions of the vehicle, a wide ratio range is realized without increasing the size of the CVT.SUMMARY OF THE INVENTION In the above-described transmission combining a CVT and a subtransmission mechanism, a problem arises with respect to the conditions unde

Vehicle Engine Shutdown Prevention System - Patent 8142331

Patents-373 — Sun, 15 Apr 2012 22:02:44 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

The present invention relates to engine shutdown systems, more particularly to such systems that are keyless.BACKGROUND ART In vehicles having push-button starters, when the push-button is actuated to turn off a running engine while a transmission of the vehicle is engaged in a "drive" position, the vehicle may begin to move forwards or backwards after the engine hasbeen shut down. This unintentional movement of the vehicle when the engine is turned off can be dangerous for people in proximity of the vehicle, for the driver of the vehicle and/or for the vehicle itself. Previous systems have been known to provide audio and/or visual warnings when the engine of a vehicle is shut down while the transmission of the vehicle is engaged in a "drive" position. However, such warnings may be ignored or may bedefective. In addition, these systems do not prevent the engine of the vehicle from shutting down, and as such, the danger of unintentional movement of the vehicle remains. Accordingly, improvements are desirable.SUMMARY It is therefore an aim of the present invention to provide an improved safety system for an engine shutdown system. Therefore, in accordance with the present invention, there is provided a vehicle engine shutdown prevention system comprising a position determination module adapted to be connected to a transmission of the engine for determining if thetransmission is engaged in a position included in a first group of transmission positions or in a second group of transmission positions, the second group including at least one position for which the vehicle remains stationary when the engine is shutdown, and the first group including all the transmission positions which are not included in the second group, the position determination module emitting a block signal when the transmission is engaged in one of the first group of positions, and ablocking unit adapted to interconnect a user actuated switch and an engine control unit and to define the only path

Transmission Device And Method For Operating A Vehicle Drivetrain - Patent 8142332

Patents-373 — Sun, 15 Apr 2012 22:02:26 GMT

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This application claims priority from German Patent Application Serial No. 10 2008 000 342.5 filed Feb. 19, 2008.FIELD OF THE INVENTION The invention concerns a transmission device with at least two change-under-load shift elements. In addition the invention concerns methods for operating a vehicle drivetrain with a drive engine constructed with the transmission device.BACKGROUND OF THE INVENTION To be able to carry out shift operations in vehicles or vehicle drivetrains without interrupting the traction force, in change-under-load transmissions two so-termed change-under-load shift elements are actuated at the same time during shiftoperations under load. For this purpose, for example electro-mechanical actuating devices are associated with the two change-under-load shift elements, which comprise for each change-under-load shift element a separate actuator or a separate forcecontrol element. If a change-under-load transmission is configured as a dual-clutch transmission, then during driving operation it is always the case that only one of the change-under-load shift elements is actuated or shifted into the force flow of thevehicle's drivetrain, while the other is disengaged from the force flow and is in a load-free operating condition. Only during a change-under-load shift operation or during the load transfer from the shift element to be disengaged in the direction of the shift element to be engaged, is it necessary, during a certain part of the shift sequence, to actuateboth change-under-load shift elements at the same time, since the transmission capacity of the change-under-load shift element to be engaged has to be increased during a traction upshift or a thrust downshift, whereas the transmission capacity of theshift element being disengaged is reduced to the same extent. During traction downshifts or thrust upshifts the procedure just described does not take place until the end of the shift operation. To avoid compromising comfort during a shift and to p

Controlling Torque In A Flywheel Powertrain - Patent 8142329

Patents-373 — Sun, 15 Apr 2012 22:02:21 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

1. Field of the Invention This invention relates generally to a powertrain for a motor vehicle and, more particularly, to controlling torque transmitted between a flywheel and vehicle wheels. 2. Description of the Prior Art A hybrid vehicle powertrain combines a conventional propulsion system, which includes an internal combustion engine and a step-change automatic transmission, with an energy storage system to improve fuel economy over a conventional vehiclepowertrain. Various techniques for regenerating and storing kinetic energy of the vehicle include electric systems, which include an electric motor and electric storage battery; hydraulic systems, which store energy in a pressurized hydraulic tank andflywheel systems, which store energy in a rotating flywheel or disc. A major challenge present by flywheel systems is the need to provide robustly and smoothly the flywheel torque to the wheels. One way that has been proposed is to determine the wheel torque through the measurement of wheel slip as an input intothe control of the flywheel torque delivery to the wheels. This measurement can be difficult since it is very stiff and can change with environmental conditions, creating the need to have very accurate ratio control. Wheel slip is a difficultmeasurement to make in a vehicle particularly under low loads, and it has a high gain. Small errors in this measurement can cause large control perturbations.SUMMARY OF THE INVENTION A method for controlling a powertrain for a motor vehicle includes determining a desired flywheel torque, determining, with reference to the desired flywheel torque, a desired torque capacity torque of a clutch through which torque istransmitted between the flywheel and wheels of the vehicle, operating the clutch to produce the desired clutch torque capacity, determining a slip error across the clutch, and changing a gear ratio of a continuously variable transmission located in adrive path between the clutch and said wheels to a gear

Method For Controlling A Starting Clutch - Patent 8142328

Patents-373 — Sun, 15 Apr 2012 22:02:18 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

This claims benefitof German Patent Application 10 2007 031 387.1, filed Jul. 5, 2007, and hereby incorporated by reference herein. The invention relates to a method for actuating a starting clutch in a hybrid vehicle having a combustion engine and an electric machine, wherein the starting clutch is actuated in the direction of engagement to start the combustion engine bythe electric machine.BACKGROUND Hybrid vehicles are known from the existing art that have a combustion engine, and an electric machine that may be designed for booster operation, for recuperation, and for sole propulsion of the vehicle. In hybrid vehicles of this sort, theelectric machine is also used by preference to start the combustion engine. To this end, a starting clutch is disengaged before the combustion engine is started, so that the electric machine can first be accelerated. That is followed by a so-calledimpulse start by engaging the starting clutch. Such impulse starts are generally critical in terms of comfort, in particular when restarting the hybrid vehicle after shutting off the combustion engine during a vehicle stop, for example at traffic lightsor railway crossings or other stops where travel is to be resumed again after a short time. In such situations the driver does not expect any sacrifice of comfort induced by the starting process.SUMMARY OF THE INVENTION An object of the invention is to improve a starting process in terms of comfort, in particular when restarting the hybrid vehicle. Furthermore, the improvement of a starting process should also improve the long-term stability of the startingclutch, without necessitating an increased outlay for components. The present invention provides a method for actuating clutch in a hybrid vehicle having a combustion engine with a crankshaft and an electric machine with a rotor, where to start the combustion engine the electric machine is accelerated to apredetermined speed and the starting clutch operating between the electric m

Method For Controlling The Coupling And The Decoupling Of Two Motors Of A Parallel Hybrid Motive Power Group - Patent 8142327

Patents-373 — Sun, 15 Apr 2012 22:02:07 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

Thepresent invention relates to controlling the coupling and the decoupling of the first motor and the second motor of a parallel hybrid drive train, and of a parallel hybrid drive train, for example, comprising a first electric motor and a second heatengine that can be coupled via a controlled clutch, and which are intended to drive a motor vehicle. Motor vehicles equipped with a parallel hybrid drive train are known. Parallel hybrid drive trains are drive trains that include a first motor that is generally electric and a second motor that is generally a heat engine, that can be coupled ordecoupled via a controlled clutch so as to continuously optimize the use of the various energies available. Depending on the vehicle operating conditions, the electric motor is used either alone or coupled with the heat engine, in which case the electric motor can also operate in energy collection mode. The coupling/uncoupling of the heat engine andthe electric motor is achieved using the controlled clutch. This assembly is controlled by control units, or more generally, computer systems dedicated to each of the components--heat engine, clutch, and electric motor--supervised by a main computerthat determines the optimal operating mode of the drive train according to the vehicle operating conditions. When the supervising computer gives an instruction to change from a state where only the electric motor is being used to a state where the electric motor is coupled to the heat engine or the reverse, the dedicated control units for thecomponents govern the coupling or decoupling of the heat engine and the electric motor under the most satisfactory conditions for the operation of the vehicle. In particular, coupling and decoupling are carried out in conditions such that, at the moment the clutch closes or just before it opens, the electric motor and the heat engine are rotating at the same speed, and also such that there iscontinuity in the drive torque of the main shaft through whi

Clutch Engagement Process In Which The Target Angle Is Controlled - Patent 8137240

Patents-373 — Sun, 15 Apr 2012 13:30:14 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

This application is the US National Stage of International Application No. PCT/EP2007/060307, filed Sep. 28, 2007 and claims the benefit thereof. The International Application claims the benefits of European Patent Office application No.06021138.0 EP filed Oct. 9, 2006, both of the applications are incorporated by reference herein in their entirety.FIELD OF INVENTION The invention relates to a method for clutch engagement of an input drive shaft of a continuous flow machine to an output drive shaft by means of a clutch.BACKGROUND OF INVENTION In gas and steam power stations, gas and steam turbines are available as types of drive. Gas and steam turbines are continuous flow machines. As a result of its short start-up time, a gas and steam power station can provide high power levelsin a short time. The combination of gas turbines and steam turbines produces electrical power with good efficiency and high flexibility using various primary energy sources, and in terms of the operational characteristics of the entire turbine set. The gas circuit and steam circuit are connected in one system, in order to increase the efficiency. The hot exhaust gas from the gas turbine is used to produce steam in a waste-heat boiler, and this produces mechanical torque in the steamturbine (three-pressure process). This combination increases the efficiency for the production of electrical power by about 36% to, for example, 57(%). One such installation is illustrated by way of example in FIG. 1 (outline sketch of a single-shaftgas and steam installation with an SSS clutch between the steam turbine and the synchronous generator). The example of a gas and steam single-shaft installation has a gas turbine 1, a generator 2, an exciter 3, a clutch 4 and a steam turbine 5. In the case of the single-shaft installation considered by way of example in FIG. 1, the gas turbine and steam turbine are located with just one generator on a common shaft train. Approximately 10% of the investment c

Transmission Temperature Sensing And Control - Patent 8137239

Patents-373 — Sun, 15 Apr 2012 13:30:04 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

Vehicle propulsion systems typically include a transmission for transferring mechanical work from a propulsion device such as an internal combustion engine or electrically powered motor to a drive wheel of the vehicle. These transmissions canbe configured to provide a plurality of selectable gear ratios between an input shaft for receiving the mechanical work and an output shaft for delivering the mechanical work to the drive wheel. A transmission controller can be provided for selectingthe appropriate transmission gear ratio. In some examples, the controller can adjust the transmission gear ratio via one or more transmission actuators that can manipulate the various transmission elements for effectuating the selected gear ratio by wayof a clutch or other suitable device. One approach for controlling the actuation signal provided to these transmission actuators is described by U.S. Pat. No. 6,262,556. This approach describes how the actuation signal that is provided to an actuator during a transmission shiftcan be adjusted based on a measured temperature of the transmission's hydraulic fluid. In particular, U.S. Pat. No. 6,262,556 describes how a temperature measured at the transmission sump can be used to select the actuation signal. However, the inventors herein have identified several issues with the above approach. As one example, the inventors have recognized that measuring the temperature of the hydraulic fluid at only a single location, such as by way of a temperaturesensor, provides only a limited indication of transmission temperature during some conditions. For example, during warm-up of the transmission after a cold start, thermal gradients may exist between different regions of the transmission. Furthermore,if the temperature sensing capability of the temperature sensor becomes degraded over time, the transmission may be improperly controlled. Further still, a dedicated transmission temperature sensor can add additional cost and complexity

Ouput Torque Modulation Control Of A Transmission In A Hybrid Electric Vehicle - Patent 8137236

Patents-373 — Sun, 15 Apr 2012 13:29:54 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

1. Field of the Invention This invention relates generally to a powertrain for a hybrid electric vehicle (HEV), and in particular to controlling torque transmitted by the output of the powertrain to the vehicle wheels while executing a gear shift. 2. Description of the Prior Art In a conventional vehicle with a fixed-ratio transmission, the driver can experience driveline disturbances during a transmission shift event, i.e., an upshift or a downshift. The driveline disturbances occur due to the acceleration anddeceleration of engine and transmission components, which acceleration and deceleration produce an inertial torque during the shift event. In the case of an upshift, the transmission output torque increases during the ratio change phase, i.e., inertiaphase, of the shift as a result of the engine speed changing, as shown in FIG. 1 at point 12. This output torque disturbance is felt by the vehicle's occupants and severely degrades shift quality. The magnitude of the output shaft torque disturbance increases the faster the upshift is performed, since the magnitude of engine deceleration is greater. By reducing engine torque produced during the upshift, as shown at point 14, the inertialtorque can be offset and the output shaft torque increase can be minimized, as shown at point 16, thereby improving the quality of the shift. This method described with reference to FIG. 1 is referred to as "input torque modulation" control. In the case of a downshift, the transmission output torque decreases during the ratio change phase as the engine and transmission components accelerate to the synchronous speed for the lower gear, as shown in FIG. 2 at point 18. Moreover, asshown at point 20 during the torque transfer phase, the transmission output torque can spike near the completion of the downshift as the engine accelerates. The drop in output torque during the ratio change phase is felt by vehicle's occupants and cangive the sense of an acceleration discontinuity

Braking Method And Device With Energy Recovery In Particular For A Vehicle Equipped With Hybrid Traction System - Patent 8137235

Patents-373 — Sun, 15 Apr 2012 13:29:43 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

S Not ApplicableSTATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT Not ApplicableFIELD OF THE INVENTION The present invention relates to a braking method and device with energy recovery, in particular for a vehicle equipped with hybrid traction system.DESCRIPTION OF THE PRIOR ART The laws on greenhouse gases emissions impose increasingly stricter limits in terms of the efficiency of land vehicles with endothermic engine. Vehicle equipped with hybrid traction systems are known in the art, in such vehicles the locomotion is carried out by both one or more endothermic engines and one or more electric engines. These last ones are fed by means of batteries that maybe recharged by the electric engine that functions as a generator. In particular, in the concept of regenerative braking, also known in the art, the electric engine, functioning as a generator, transforms the kinetic energy of the vehicle into electricenergy that is returned to the power supply. The light, average and heavy vehicle, in particular, not only have a remarkable engine brake due to the internal friction, but may also be equipped with an additional decelerating brake more or less complex, which operates on the thermal engineor on the drive-line, for example of the type Exhaust Engine Brake, or Decompression Brake, or combined, or Intarder/Retarder: these additional systems are useful in order to not to overstrain the traditional braking systems in case of long downhillroads. The use of an engine-generator replacing the additional brake, on the other hand, is not devoid of problems, because the stall torque provided by the engine-generator decreases as the state of charge of the battery pack increases, and thereforemay be zero in case of particularly long downhill roads, that is when the batteries are fully recharged. Moreover, the systems known for the management of the battery recharging, in order to maximize the recharging, may disconnect the endothermic enginefrom the transmission when the

Gearshift Controller For Industrial Vehicle - Patent 8137238

Patents-373 — Sun, 15 Apr 2012 13:29:42 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

The present invention relates to a gearshift controller for an industrial vehicle such as a wheel loader.BACKGROUND ART A device is known so far which is constructed such that the output torque of the engine is transmitted to the transmission through the torque converter (hereafter, "tor-con") (for instance, refer to Patent Document 1). The device described inthis Patent Document 1 calculates a speed ratio, which is a ratio of rotational speeds on an input axis side and an output axis side of the tor-con, and performs an upshift or a downshift of the speed stage, when the ratio of the rotational speedsreaches a predetermined value set beforehand. [Patent Document 1] Japanese Patent No. 3388594SUMMARY OF THE INVENTIONProblem to be Solved by the Invention When excavation work is done by causing a wheel loader to dart at a pile of earth and sand, big driving force is needed. However, the device described in the above-mentioned patent document 1 automatically shifts up when the speed ratio of thetor-con is large. Therefore, even when it is tried to cause the wheel loader to dart at the earth and sand at, for instance, the 1st speed, there occurs an upshift to the 2nd speed immediately before the wheel loader reaches there, so that an enoughdriving force was not occasionally obtained upon the excavation work.Means for Solving the Problem The gearshift controller for an industrial vehicle according to the present invention includes: a speed ratio detection unit that detects speed ratios of an input axis and of an output axis of a tor-con; a gearshift control unit that shifts up aspeed stage when the detected speed ratio is equal to or more than a first predetermined value and shifts down the speed stage when the detected speed ratio is equal to or less than a second predetermined value, which is smaller than the firstpredetermined value; and an operation member with which a downshift to the first speed is instructed by operation thereof by an operator. When the down

System And Method For Automatic Transmission Shift Control - Patent 8137241

Patents-373 — Sun, 15 Apr 2012 13:29:33 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

FIELD The present disclosure relates to engine control systems and more particularly to control systems for automatic transmissions.BACKGROUND The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of thedescription that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. Internal combustion engines draw air into an intake manifold through an air intake and a throttle. The air is mixed with fuel to create an air/fuel (A/F) mixture. The A/F mixture is combusted within cylinders to drive pistons that apply atorque to a crankshaft. For example, the torque applied to the crankshaft from the pistons due to combustion may be referred to as "engine torque." The engine torque may cause the crankshaft to rotate. The rotational speed of the crankshaft may bereferred to as "engine speed," and may be measured in revolutions per minute, or RPM. Engine torque is transferred from the crankshaft to one or more wheels of a vehicle via a transmission. For example, the transmission may be a manual transmission (i.e. operated by a driver) or an automatic transmission (i.e. operated by acontrol module). The transmission may further include a plurality of gears that translate the engine torque to wheel torque. In other words, each of the plurality of gears may translate the rotational speed of the engine crankshaft to a differentrotational speed of the vehicle wheels. More specifically, gear ratios represent relationships between each of the plurality of gears and the crankshaft, respectively. For example only, a lowest gear (e.g. first gear) may include a gear ratio of 3.5:1and a highest gear (e.g. fifth gear) may include a gear ratio of 0.7:1. A shift operation between the plurality of gears of the tran

Device For Actuating A Plurality Of Hydraulic Control Cylinders - Patent 8137237

Patents-373 — Sun, 15 Apr 2012 13:29:03 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

This patent claims priority of German Patent Application No. 10 2007 006 802.8, filed Feb. 12, 2007, which application is incorporated herein by reference.FIELD OF THE INVENTION The invention relates to a device for actuating a plurality of hydraulic control cylinders.BACKGROUND OF THE INVENTION Devices for actuating a plurality of hydraulic control cylinders can be employed, for example, in motor vehicles for hydraulic actuation of a shift transmission. The shift transmission may be a double-clutch transmission. For that purpose itis known, for example, to actuate the control cylinders by means of a pressure regulating valve and a rotary valve connected downline from the latter.BRIEF SUMMARY OF THE INVENTION The object of the invention is to provide an alternative and/or improved device for actuating a plurality of hydraulic control cylinders. The problem is solved with a device for actuating a plurality of hydraulic control cylinders having a pressure regulating valve with a first and a second pressure regulating output, a first selector valve connected downline from the pressureregulating outputs and a second selector valve connected downline from the first selector valve, where the second pressure regulating output is optionally assignable through the first and second selector valves to one of the individual pressure outputs,and the particular individual pressure outputs that are not assigned to the second pressure regulating output are assignable to the pressure regulating output. Advantageously, because of the series connection of the pressure regulating valve and the two selector valves, one of the individual pressure outputs of the second selector valve can be connected to the second pressure regulating output, i.e.,it can, for example, be pressurized. All of the remaining individual pressure outputs of the second selector valve can simultaneously be assigned to the first pressure regulating output, i.e., they can, for example, be switched to zero press

Multi-ratio Rotorcraft Drive System And A Method Of Changing Gear Ratios Thereof - Patent 8133155

Patents-373 — Sun, 15 Apr 2012 06:25:42 GMT

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FIELD The present disclosure relates to the field of rotorcraft systems, and more particularly to a multi-ratio rotorcraft drive system and a method of changing gear ratios thereof.BACKGROUND Powered lift rotorcrafts such as helicopters and tiltrotors use lifting forces generated by wings or rotor blades that revolve around a mast. In a conventional rotorcraft, rotor blades are powered by one or more engines by way of atransmission, and the speed of the transmission input is reduced using one or more fixed ratio reduction stages such that the speed of the output powering the rotor is lower than the input speed by a fixed ratio. Optimization of rotorcraft performance,including noise, range, and efficiency, can be accomplished by varying rotor speed. A typical method of reducing rotor speed in a rotorcraft is to reduce the input speed of a transmission provided by an engine, which directly reduces the rotor speed by a proportional amount. A general problem in performing this technique isthat reducing the operating speed of the engine may result in a loss in engine efficiency or performance, degrading the net performance improvements possible by reducing the rotor RPM. This is mainly because the speed range of the engine that producesoptimal power is more narrow and limited than that of the rotor system. In order to overcome these shortcomings, multi-ratio transmissions can be used to provide appropriate torque and speed to the rotor shaft by engaging gears of different ratios. Friction clutches disengage the torque transfer path within a transmission and enable the engagement of an alternate gear system with a different reduction ratio. In such cases, torque is transmitted from the engine to the output shaft viafrictional coupling between clutch plates. While common for automobiles, the disadvantages of relying on friction to provide torque throughout speed transitions are; a lack of overrunning capability, increased debris generation, heat generation during eng

Control System And Method For Accelerator Pedal Based Shift Point Stabilization For An Automatic Transmission - Patent 8133154

Patents-373 — Sun, 15 Apr 2012 06:25:38 GMT

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FIELD The present disclosure relates to automatic transmissions, and more particularly, to control systems and methods for automatic transmissions.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Motorized vehicles may include a powerplant (e.g., an engine, an electric motor and/or a combination thereof) that produces drive torque that is transmitted through a transmission, such as an automatic transmission, to wheels of the vehicle. The drive torque is transmitted through one of various gear ratios of the transmission to achieve a desired axle torque. Operation of the powerplant and transmission are commonly regulated by one or more control modules to achieve the desired axle torque. For example, an engine control module may be used to regulate a throttle that controls the air entering theengine. Additionally, a transmission control module may be used to select the gear ratio. Automatic transmissions may shift automatically based on various vehicle operating conditions, such as vehicle speed, drive torque, and throttle position. Typically, a desired transmission operating range may be selected by the vehicle operator using a driver interface device, such as a gear selector mechanism. The ranges provided by most automatic transmissions may generally include PARK,REVERSE, NEUTRAL, and DRIVE. In DRIVE, the automatic transmission may be regulated to shift between different forward gear ratios based on the vehicle speed drive torque, and throttle position. Additionally, the desired axle torque may be selected by the vehicle operator using another driver interface device, such as an accelerator pedal. Based on the desired transmission operating range and desired axle torque selected by the vehicleoperator, a desired gear ratio may be determined. The desired gear ratio may be determined via table lookup of throttle position versus vehicle speed in a base shift pattern

System And Method To Reduce Stall During Deceleration Fuel Shut Off - Patent 8133157

Patents-373 — Sun, 15 Apr 2012 06:25:14 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

FIELD The present application relates generally to a system and method to improve drivability with deceleration fuel shut off, and more specifically to control cylinder activation and deactivation to reduce stall during deceleration fuel shut off(DFSO).BACKGROUND AND SUMMARY In vehicles having internal combustion engines, it can be beneficial to discontinue fuel injection to all or some of the engine cylinders during certain operating conditions, such as during vehicle deceleration or braking. The greater thenumber of cylinders deactivated, or the longer cylinders are deactivated, the greater the fuel economy improvement that can be achieved. The inventors herein, however, have identified some drivability issues with deceleration fuel shut off (DFSO) related to engine stalls. Specifically, a likelihood of engine stalls may increase when trying to re-enable deactivated cylindersdepending on the functioning of an anti-lock braking system (ABS) on low .mu. coefficient surface such as ice. For example, if the ABS system is degraded thus causing drive wheels to lock-up (i.e., have an effective speed of zero) on such surfaces,this may increase the chance that an engine speed is substantially decreased or brought to zero thus increasing a chance of engine stalls. One approach to address engine stalling during fuel-cut control is described in the U.S. Pat. No. 6,334,835. In the '835 reference, abrupt deceleration of a vehicle is detected based on a depression amount or depression speed of a brakepedal. If abrupt deceleration of the vehicle has been detected during fuel-cut control, a command is issued to make forcible restoration of control out of the fuel-cut control. Then a lock-up clutch is disconnected and fuel injection for an engine isresumed so as to restore a rotational speed of the engine and to prevent stalling. However, the inventors herein have recognized several disadvantages of such an approach. For example, the abrupt deceleration may include the co

System Constraints Method Of Controlling Operation Of An Electro-mechanical Transmission With An Additional Constraint - Patent 8133151

Patents-373 — Sun, 15 Apr 2012 06:25:13 GMT

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This disclosure pertains to control systems for hybrid powertrain systems.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Known hybrid powertrain architectures can include multiple torque-generative devices, including internal combustion engines and non-combustion machines, e.g., electric machines, which transmit torque through a transmission device to an outputmember. One exemplary hybrid powertrain includes a two-mode, compound-split, electro-mechanical transmission which utilizes an input member for receiving tractive torque from a prime mover power source, preferably an internal combustion engine, and anoutput member. The output member can be operatively connected to a driveline for a motor vehicle for transmitting tractive torque thereto. Machines, operative as motors or generators, can generate torque inputs to the transmission independently of atorque input from the internal combustion engine. The machines may transform vehicle kinetic energy transmitted through the vehicle driveline to energy that is storable in an energy storage device. A control system monitors various inputs from thevehicle and the operator and provides operational control of the hybrid powertrain, including controlling transmission operating state and gear shifting, controlling the torque-generative devices, and regulating the power interchange among the energystorage device and the machines to manage outputs of the transmission, including torque and rotational speed.SUMMARY An electro-mechanical transmission is operatively coupled to first and second electric machines to transmit power to an output member. A method for controlling operation of the electro-mechanical transmission includes determining motor torqueconstraints for the first and second electric machines and battery power constraints for an electrical energy storage device electrically connected to the first and second e

System And Method For Controlling Machine Component Temperatures - Patent 8133156

Patents-373 — Sun, 15 Apr 2012 06:25:07 GMT

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This disclosure relates generally to fluid temperature control systems, and, more particularly, to systems for increasing or maintaining the temperature of a machine component by restricting movement of the torque converter turbine during idleconditions, and transferring heat generated by the torque converter under the restricted condition to the component.BACKGROUND Conventional mobile machines are known to include a power source, such as a diesel or gasoline powered engine, that is operatively connected through a drivetrain to traction devices for propulsion. To control the temperature of the engine andother components during operation, such machines may also include a liquid cooling system generally consisting of a pump fluidly connected through one or more conduits to circulate coolant through a power source coolant jacket and a heat exchanger. Theheat exchanger may be associated with a cooling fan that provides a flow of air to draw heat from the exchanger, thereby providing more effective cooling. Other machine components, such as a transmission and torque converter fluid cooler, hydraulicsystem or brake fluid cooler, and engine oil cooler, may be fluidly connected to the same cooling system to control the temperature of fluids associated therewith. Thermal management during engine warm-up or under idle conditions is typically controlledby a thermostat connected to a by-pass conduit that restricts the flow of coolant from the system to the heat exchanger. However, other machine components connected to the system may continue to draw heat away from the power source. At initial start-up and during idling, particularly in cold environmental conditions, the initial responsiveness and performance of the power source and other machine systems can suffer. More importantly, however, it is known that at lowtemperatures, even at room temperature, carbon deposits may begin to form on injectors, valves and other engine components. This can affect engine performanc

Transmission Scheduling For Multi Transmission

Patents-373 — Sun, 15 Apr 2012 06:25:04 GMT

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Some internal combustion engines may be operated in a four stroke mode, whereby the engine is operated to perform a combustion cycle once every four piston strokes. Other internal combustion engines may be operated in a two stroke mode, wherebythe engine is operated to perform a combustion cycle once every two piston strokes. Engines may produce greater maximum torque when operated in the two stroke mode as compared to the four stroke mode since the combustion frequency and therefore thepower density of the engine may be greater in the two stroke mode than the four stroke mode. However, engines may demonstrate greater fuel efficiency when operated in the four stroke mode as compared to the two stroke mode, due in part to better air andfuel mixing before combustion of the charge is initiated. Improvements in valve actuation systems have enabled engines to be operated in the two stroke mode under some conditions and the four stroke mode in other conditions. This approach has enabled improvements in both fuel efficiency and increasedmaximum torque of the engine. However, the inventors herein have identified some issues with the this approach. As one example, transmission shifting may be increased as a result of the multi-mode engine capability. Increased transmission shifting mayresult in reduce fuel efficiency, increased transmission wear, and reduced drivability of the vehicle as the transmission shifts may be perceived by the vehicle operator. The inventors have recognized that transmission shifting may be reduced in some examples by a method of operating a propulsion system for a vehicle, where the propulsion system includes an internal combustion engine coupled to one or more drivewheels of the vehicle via a transmission. As a non-limiting example, the method includes: operating the engine to produce an engine output; transferring the engine output to one or more drive wheels of the vehicle via the transmission; and adjusting anumber of strokes performed

Drive System For An Industrial Truck With An Internal Combustion Engine - Patent 8133150

Patents-373 — Sun, 15 Apr 2012 06:24:56 GMT

shared by: Patents-373 on: Sunday, April 15, 2012

S Not applicable.STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH Not applicable.BACKGROUND OF THE INVENTION Hybrid drives for motor vehicles have been known for a long time. In U.S. Pat. No. 3,566,717, the entire contents of which is incorporated herein by reference, a drive system for motor vehicles is disclosed in which the shaft of the internalcombustion engine is coupled to the first shaft of a three-shaft epicyclic gearing. A first electric motor is coupled to the second shaft of the three-shaft epicyclic gearing. The third shaft is coupled to a second electric motor and to the wheels ofthe vehicle. The power transfer is carried out as power split, partly on the mechanical path via the third shaft of the epicyclic gearing and the remaining part on the electrical path from the first to the second electric motor. The transmission ratio,which acts from the internal combustion engine on the wheels of the vehicle is set by the speed ratio of the internal combustion engine and the first electric motor. The known arrangement may be used as a stepless gear mechanism but due to the internalpower flows is only suitable for one direction of travel. A drive system for motor vehicles has become known from DE 101 41 923, the entire contents of which is incorporated herein by reference, in which the shaft of the internal combustion engine is coupled to the first shaft of a three-shaftepicyclic gearing. A first electric motor is connected to the second shaft of the epicyclic gearing and the third shaft is coupled to a second electric motor and the wheels of the vehicle. For reverse driving, the connection of the third shaft of theepicyclic gearing to the second electric motor and the wheels of the vehicle is separated by a clutch, and the shaft of the internal combustion engine and the shaft of the first electric motor are connected by means of a clutch, so that electrical powertransfer is possible in series from the first electric motor operating in the manner of a

Control Device For Power Transmission Device For Vehicles - Patent 8133152

Patents-373 — Sun, 15 Apr 2012 06:24:38 GMT

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This invention relates to a control device for a power transmission device for a vehicle having a clutch between an engine and a transmission and, particularly, to a control device for a power transmission device for a vehicle equipped with anengine control device for executing an accelerator pedal follow-up control using the amount the accelerator pedal is depressed as a basic parameter and a clutch control device for controlling the amount of engaging the clutch.BACKGROUND ART It is a modern trend of the vehicles to employ a power transmission device for vehicles which automatically executes the shifting operation or the clutch operation for easy driving. One of such power transmission devices for vehicles is a powertransmission device used for diesel engine-mounted vehicles, employing a transmission of the type of parallel shaft gear mechanism, arranging an automatic clutch, and interposing a fluid coupling between the engine and the automatic clutch as disclosedin, for example, Japanese Patent No. 3724491 (patent document 1) assigned to the present applicant. The engine for the power transmission device (see FIG. 4) described in the patent document 1 is equipped with an engine control device which determines the amount of feeding the fuel (fuel injection amount) depending upon the amount theaccelerator pedal is depressed and the engine rotational speed. When normally traveling, the fuel injection amount is controlled by using the amount the accelerator pedal is depressed as a basic parameter (accelerator pedal follow-up control). At thetime of shifting by disengaging the clutch for shifting attempt, the engine control device assumes a control mode to control the engine (engine control at the time of shifting) independently of the amount the accelerator pedal is depressed to cope with asharp decrease in the engine load stemming from the disengagement of the clutch and resumes the accelerator pedal follow-up control at a moment when the clutch is engaged. The

Method For Automatically Controlling A Neutral Position And A Parking Lock Of A Motor Vehicle Transmission - Patent 8128530

Patents-373 — Sat, 14 Apr 2012 22:12:26 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

This application claims priority from German Application Serial No. 10 2007 000 557.3 filed Oct. 24, 2007.FIELD OF THE INVENTION The invention relates to a method of automatically controlling a neutral position and a parking lock of an automatic or automated motor-vehicle transmission, where the neutral position and the parking lock of the transmission for immobilizingthe vehicle can be engaged subject to a drive position (P, R, N, D) selected using a selector device and subject to other operating parameters of the motor vehicle. The invention also relates to a motor vehicle controlled by way of this method.BACKGROUND OF THE INVENTION Known automatic or automated motor vehicle transmissions normally feature a parking lock with which an output shaft of the transmission can be mechanically immobilized. In addition to a purely mechanical system for actuating such a parking lockby way of a mechanical functional connection between a gear selector lever operated by the driver in the interior of the motor vehicle and the parking lock in the transmission, electromechanical and electrohydraulic systems for actuating such a parkinglock are known from DE 4127991 C2. The parking lock in the transmission is connected by way of an electrical functional connection with a selector device that can be operated by the driver in the interior of the motor vehicle, and in which case theparking lock can be electromechanically, or as the case may be electrohydraulically actuated such that a parking lock function implemented by an electronic control device of the transmission, subject to a drive position selected on the selector deviceand subject to other operating parameters of the motor vehicle. In addition, different methods are known for automatically engaging such a parking lock. It is thus proposed in U.S. Pat. No. 3,937,105 that the parking lock of the transmission is automatically engaged independently of the drive positionselected by the driver when an ignition circuit of t

Key Inter Lock Control System And Starting Device Having The Same - Patent 8128531

Patents-373 — Sat, 14 Apr 2012 22:11:55 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The present application claims priority to Korean Patent Application Number 10-2008-0051023 filed May 30, 2008, the entire contents of which application is incorporated herein for all purposes by this reference.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates generally to a key interlock control system, and, more particularly, to a key interlock control system which solves problems of heat and noise generated during operation of a key interlock, and a starting devicehaving the same. 2. Description of Related Art Generally, for safety purposes, the transmission of a vehicle employs and uses a key interlock system which allows a starting key to be removed from a starting switch only when a gearshift lever is located in a parking position, that is, in a`P` position. The key interlock system prevents jackrabbit start of a vehicle having automatic transmission, and prevents a vehicle from sliding when the vehicle is parked on sloping ground. When the gearshift lever moves to a position other than the `P` position, a parking position switch for detecting the shift of the gearshift lever transmits a signal providing notification that the gearshift lever is moved to a position otherthan the `P` position to a control unit, and the control unit checks the signal and then transmits a signal requesting that power be supplied to a solenoid so as to operate a key interlock device. Thereafter, if power is supplied to the solenoid andelectricity is conducted through the solenoid, the solenoid operates the key interlock device so that a key is prevented from being removed when the gearshift lever is located in a position other than the `P` position. Meanwhile, when the gearshift lever is located in the `P` position, the control unit cuts off power to the solenoid, that is, cuts off conduction of electricity through the solenoid, so that the key interlock device is not operated, therebyenabling a key to be removed. However, since a conventional

Hybrid Transmission With Disconnect Clutch And Method Of Starting An Engine Using Same - Patent 8123656

Patents-373 — Sat, 14 Apr 2012 14:32:27 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The invention relates to a hybrid transmission having a motor operable for powering the transmission and being connectable to an engine.BACKGROUND OF THE INVENTION One type of hybrid transmission is a transmission that may be powered by an engine as well as an electric motor/generator connected with an energy storage device. A key goal in designing a hybrid powertrain is to enable high operatingefficiency over various operating modes to meet a wide variety of vehicle operating conditions. Often, an electric-only operating mode (i.e., wherein the vehicle is powered only by the motor) and an engine-only operating mode are provided. A hybridoperating mode, in which both the engine and the motor add power, may also be provided. Efficiencies in conducting the various operating modes to best meet vehicle power demands while maintaining smooth transitions between modes are desired.SUMMARY OF THE INVENTION A hybrid transmission is provided that includes an engine connection member configured for continuous connection with an engine. The transmission further includes a motor, which may be an electric motor/generator, and a torque-transfer devicethat is operable to transfer torque from the motor to a transmission input member connected with a transmission gearing arrangement, with the transmission input member being upstream in power flow from the transmission gearing arrangement. A componentis "upstream" in power flow from another component when it receives applied torque prior to the other component. The torque transfer device provides a controllable connection between the transmission input member and the powering devices (i.e., themotor and the engine) to enable smooth transitioning between operating modes. A damping mechanism may be used to connect the engine with the torque transfer device in order to isolate engine vibrations. The transmission gearing arrangement may be amechanical gearing arrangement without any additional motors, such that the hybrid transm

Power Output Apparatus, Drive System, And Control Method Of Power Output Apparatus - Patent 8123655

Patents-373 — Sat, 14 Apr 2012 14:31:56 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The present invention relates to a power output apparatus, a motor vehicle equipped with the power output apparatus, a drive system including the power output apparatus, and a control method of the power output apparatus.BACKGROUND ART In one proposed structure of a power output apparatus, an engine and a first motor generator are connected to an output shaft via a planetary gear mechanism, a second motor generator is connected to the output shaft via a transmission, and abattery is arranged to receive and transmit electric power from and to the first motor generator and the second motor generator (see, for example, Japanese Patent Laid-Open Gazette No. 2004-204960). This proposed power output apparatus adequatelycorrects and updates an output torque of the second motor generator to compensate for a decrease in output torque to the output shaft during a changeover of a gear ratio in the transmission.DISCLOSURE OF THE INVENTION The prior art power output apparatus prevents a significant decrease in output torque to the output shaft during a changeover of the gear ratio in the transmission, but does not take into account the input and output of electric power into andfrom the battery. A variation in power consumption of the second motor generator due to, for example, delayed detection of a rotation speed of the second motor generator by a sensor may cause excessive power input into or excessive power output from thebattery. The power output apparatus of the invention, the motor vehicle equipped with the power output apparatus, the drive system including the power output apparatus, and the control method of the power output apparatus thus aim to protect anaccumulator unit from excessive power input and excessive power output. The power output apparatus of the invention, the motor vehicle equipped with the power output apparatus, the drive system including the power output apparatus, and the controlmethod of the power output apparatus also aim to regulate a rate of

Continuously Variable Transmission, Vehicle Having The Continuously Variable Transmission, And Control Device And Control Method For The Continuously Variable Transmission - Patent 8123658

Patents-373 — Sat, 14 Apr 2012 14:31:26 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

This application claims the benefit of priority under 35 USC 119 of Japanese patent application no. 2007-021240, filed on Jan. 31, 2007, which application is hereby incorporated by reference in its entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission (CVT) for a vehicle, and a control device and method for the CVT. 2. Description of Related Art Conventionally, electronically-controlled continuously variable transmissions (ECVTs) have been known. ECVTs can adjust the gear ratio irrespective of engine speed and are widely used in vehicles such as scooters. In an ECVT, in general, feedback control of the gear ratio between an input shaft and an output shaft is performed to achieve a target gear ratio. However, unintentional vibration above and below a target gear ratio ("hunting") may occurbecause of changes over time in characteristics of a slide mechanism of the ECVT, sensor output abnormalities, mismatches in control gain due to individual differences among ECVTs, and so forth. Such hunting in the gear ratio deteriorates drivability ofthe vehicle and places a large load on and deteriorates a gear ratio varying motor. JP-B-Hei 8-23313 discloses a method to control a motor for driving an exhaust control valve, in which the motor is temporarily stopped when it has hunted a predetermined number of times. It is conceivable to apply this technique to the gearratio varying motor of an ECVT. However, the gear ratio may not be at the target gear ratio when the gear ratio varying motor of the ECVT is temporarily stopped after a predetermined number of huntings. That is, it may not be possible to achieve the target gear ratio. Inaddition, a load may be placed on the input and output shafts of the ECVT while the gear ratio control means is temporarily stopped, causing deviation from the target gear ratio. Thus, the technique of JP-B-Hei 8-23313 cannot suitably control an ECVT,even if hunt

Hybrid Driving Apparatus, Vehicle With The Same And Control Method Of The Same - Patent 8123654

Patents-373 — Sat, 14 Apr 2012 14:31:17 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

CROSS REFERENCE TO RELATED APPLICATION This application is a National Stage of International Application No. PCT/JP2007/075420 filed Dec. 27, 2007, claiming priority based on Japanese Patent Application No. 2007-002548, filed Jan. 10, 2007, the contents of all of which areincorporated herein by reference in their entirety.TECHNICAL FIELD The invention relates to a hybrid driving apparatus provided with a power source and an electric motor, a vehicle with the same and a control method of the same, and particularly to a structure in which the electric motor is mechanicallyconnected to a rotation output shaft via a transmission mechanism capable of selecting a plurality of gear ratios.BACKGROUND ART Japanese Patent Laying-Open No. 2004-203219 has disclosed a hybrid driving apparatus in which an electric motor allowing control of a rotational speed is connected to an output member receiving a torque supplied from a main power source via atransmission mechanism performing shifting by changing an engagement device between engaged and released states. This hybrid driving apparatus controls the electric motor to attain a specific target rotational speed during power-off shifting so that a shifting delay and/or a shifting shock may be prevented at the time of power-off shifting. Japanese Patent Laying-Open No. 06-319210 has disclosed another hybrid driving apparatus that can prevent a shock at the time of shifting by executing torque down of an electric motor when a torque is being transmitted from a rotation outputshaft to the electric motor during shifting. Further, it can be expected that the shift shock can be prevented in a wider range of the drive state when the technology disclosed in Japanese Patent Laying-Open No. 06-319210 for preventing the shift shock due to the torque down of theelectric motor is applied to the hybrid driving apparatus of Japanese Patent Laying-Open No. 2004-203219. In some cases, charging is limited in a power storage device connected electri

Method For Preventing Uncontrolled Rollback - Patent 8123659

Patents-373 — Sat, 14 Apr 2012 14:31:15 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

CROSS REFERENCE TO RELATED APPLICATION This application claims the priority right from the German patent application DE 102007055085.7 that was filed on Nov. 16, 2007, the content of which is herewith incorporated in its entirety by reference.BACKGROUND OF THE INVENTION The invention relates to a method for preventing an uncontrolled rollback of a vehicle with released brake by influencing the toque transmission through the drive train between a motor and at least one driven wheel as well as vehicle equippedaccordingly. For example, influencing the torque transmission is accomplished by controlling engagement of at least one clutch or its actuators. In case a rollback status is determined, i.e. a movement in opposite direction as the predetermineddirection of the motor vehicle is determined, a means for influencing the torque transmission, i.e. for example the clutch, is controlled such that the drive train creates a torque that acts against the rollback movement. Various methods are known attempting by means of superimposing a torque to reduce rollback to zero, i.e. a movement of the vehicle with released brake in the direction opposite to the desired direction. For instance, in typical automatictransmissions the torque converter transmits a drive torque when a drive forward mode is chosen. This torque can be chosen such that the motor vehicle at any incline can hold the vehicle in place even without using the brake or increasing the rotationalspeed of the motor. Frequently, these properties are perceived as very comfortable. Therefore, suggestions are known preventing a rollback at a variety of possible inclines. In this connection, it is for instance pointed to DE 10239392A1, DE102004017635A1 and DE 19910573A1. The latter discloses for example the possibility to prevent rollback of a vehicle having a dual clutch transmission. It has been found that the goal that is to be accomplished, namely zero movement of the vehicle,cannot or hardly can be achieved

Method For The Operation Of A Drive Train - Patent 8123657

Patents-373 — Sat, 14 Apr 2012 14:31:12 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

This application is a National Stage completion of PCT/EP2008/062274 filed Sep. 16, 2008, which claims priority from German patent application serial no. 10 2007045 365.7 filed Sep. 22, 2007.FIELD OF THE INVENTION The invention relates to a method for operating a drive train of a motor vehicle comprising at least one transmission and one hybrid drive.BACKGROUND OF THE INVENTION The main components of a drive train in a motor vehicle are a drive unit and a transmission. A transmission converts torque and rotational speed, and hereby converts the available pull force of the drive unit. This present invention relates tooperation of a drive train which has at least one transmission and one hybrid drive as a drive unit. A method for operating an automatic transmission and a hybrid drive off a motor vehicle is known through US 2005/0221947 A1 whereby a clutch is positioned, on one hand, between a combustion engine of the hybrid drive and an electric motor of thehybrid drive, and, on the other hand, an additional clutch is positioned between the electric motor and the automatic transmission. At the time when the drive train is driven exclusively by the electric motor of the hybrid drive, the combustion engineof the hybrid drive, in accordance with the state of the art, can be started in such a way that, during execution of an upshift by the automatic transmission of the drive train, the clutch, positioned between the combustion engine of the hybrid drive andthe electric motor, becomes engaged. In accordance with US 2005/0221947 A1, the electric motor of the hybrid drive hereby serves to start the combustion engine of the hybrid drive, whereby starting of the combustion engine takes place during theexecution of an upshift, thus at interrupting the traction force.SUMMARY OF THE INVENTION On this basis, the present invention addresses the problem to create a novel method for operating a drive train comprising a transmission and a hybrid drive. In accordance with the inve

Vehicle Control System And Method Of Controlling Vehicle - Patent 8118705

Patents-373 — Sat, 14 Apr 2012 06:57:37 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

INCORPORATION BY REFERENCE The disclosures of Japanese Patent Application No. 2008-164817 filed on Jun. 24, 2008 and Japanese Patent Application No. 2009-116818 filed on May 13, 2009, including the specifications, drawings and abstracts are incorporated herein byreference in their entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to control of a vehicle on which an automatic transmission is installed, and in particular to control of the vehicle for eliminating a state in which air is present in a hydraulic fluid supplied into the automatictransmission when the hydraulic fluid has a low temperature. 2. Description of the Related Art In an automatic transmission, a hydraulic fluid stored in an oil pan is sucked up by an oil pump through a strainer, and is supplied to each constituent component of the automatic transmission. In the automatic transmission of this type, if thesuction amount of the hydraulic fluid through the strainer increases because the viscosity of the hydraulic fluid is high, or the engine speed is high, for example, the amount of the hydraulic fluid in the oil pan is reduced, and the strainer may beexposed to above the oil level, thus causing a problem that air is likely to be mixed into the hydraulic fluid when it is sucked through the strainer. Similarly, when the oil level of the hydraulic fluid in the oil pan changes due to the inertial forceapplied to the hydraulic fluid under certain running conditions of the vehicle, the strainer may be exposed to above the oil level, thus causing a problem that air is likely to be mixed into the hydraulic fluid when it is sucked through the strainer. Ifthe hydraulic fluid that contains air is supplied to a friction device that is engaged so as to establish a gear position of the automatic transmission, a sufficiently high hydraulic pressure needed to engage the friction device cannot be supplied to thefriction device, and slipping may occur in the friction device. As

Machine Having A Multiple-ratio Transmission - Patent 8118706

Patents-373 — Sat, 14 Apr 2012 06:56:35 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The present disclosure relates to machines and, more particularly, to machines having multiple-ratio transmissions.BACKGROUND Many machines include a power system operable to propel the machine by transmitting power from a prime mover (such as an engine or electric motor) to propulsion devices (such as wheels or tracks) through a multiple-ratio transmission. Such amultiple-ratio transmission can transmit power at any of a number of transmission drive ratios, or speed ratios between the input and the output of the multiple-ratio transmission. As a result, there often exist multiple alternative combinations ofprime-mover operating speed and transmission drive ratio that could be used to propel the machine at any particular speed. The prime-mover operating speed and transmission drive ratio used to propel the machine at any given speed may affect variousaspects of the performance of the machine, including the energy efficiency of the power system. U.S. Patent Application Publication No. 2004/0254047 to Frank et al. ("the '047 application") discloses controlling an engine and an associated continuously variable transmission in a manner to maintain operation of the engine constantly on aspeed/power curve where the engine has its maximum energy efficiency. The control system disclosed in the '047 application determines either a power requirement or a torque requirement based on operator input received via an accelerator pedal. Inresponse to changes in the determined power or torque requirement, the control system adjusts the engine operating speed and torque, as well as the transmission drive ratio, while maintaining operation of the engine constantly on the speed/power curvewhere it has its maximum energy efficiency. Although the control method of the '047 application discloses controlling its engine and continuously variable transmission to maintain the engine on the speed/power curve where the engine has its maximum energy efficiency, certain disadvantagespersis

Vehicle And Control Method Of Vehicle - Patent 8118704

Patents-373 — Sat, 14 Apr 2012 06:56:34 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

Thisis a 371 national phase application of PCT/JP2008/050899 filed 23 Jan. 2008, claiming priority to Japanese Patent Application No. JP 2007-015485 filed 25 Jan. 2007, the contents of which are incorporated herein by reference.TECHNICAL FIELD The present invention relates to a vehicle and a control method of the vehicle.BACKGROUND ART A proposed configuration of a vehicle includes an engine, a planetary gear mechanism constructed to have a carrier linked with an crankshaft of the engine and a ring gear linked with drive wheels, a first motor linked with a sun gear of theplanetary gear mechanism, a second motor linked with the ring gear, and a battery arranged to transfer electric power to and from the first motor and the second motor (see, for example, Patent Document 1). According to the vehicle, in response to astarting demand of the engine when the vehicle is parked, a lock position is first set based on a rotational position of the rotor of the second motor, for example, is selected as one of six. The ring gear is locked by the flow of electric currentthrough two, phases corresponding to the set lock position among three phases to form the fixed magnetic field on a stator of the second motor. After locking the ring gear, the engine is motored by means of the first motor and started. This arrangementprevents occurrence of a shock or a tremor when the engine is started. Patent Document 1: Japanese Patent Laid-Open No. 2006-81324DISCLOSURE OF THE INVENTION In a vehicle equipped with a multistage transmission located between the ring gear of the planetary gear mechanism and an axle of the vehicle in addition to the above hardware configuration, at a gearshift position set to a parking position, thering gear is generally disconnected from the axle by means of the multistage transmission, while the axle is locked. In this state, restriction of rotation of the ring gear is demanded for reduction of the shock when the ring gear is connected to thedrive wheels b

Method For Controlling An Automated Friction Clutch - Patent 8118708

Patents-373 — Sat, 14 Apr 2012 06:56:25 GMT

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This application is a national stage completion of PCT/EP2007/051832 filed Feb. 27, 2007, which claims priority from German Application Serial No. 10 2006 014141.5 filed Mar. 28, 2006.FIELD OF THE INVENTION The invention concerns a method for controlling an automated friction clutch arranged in a drive train of a motor vehicle in the force flow, between a drive engine and a drive transmission. The clutch is designed to be passively closed andengaged or disengaged by a pressure-medium-actuated clutch actuator, wherein the actuating position of the clutch actuator or an associated transmission element is detected and used for controlling the friction clutch.BACKGROUND OF THE INVENTION Automated friction clutches of the above type are mainly formed as dry clutches with at least one drive disk, with contact being maintained by the spring pressure of at least one contact pressure spring, since this type of structure isparticularly well developed and robust and since its axial structural length is short. In the rest condition when no actuating force is applied, its operating status is engaged, this clutch structure also enables the motor vehicle concerned to be parkedsafely by engaging a gear in addition to putting on the parking brake. The friction clutch is, in each case, disengaged mainly in order to bridge speed differences between the drive engine of the motor vehicle and the input shaft of the transmission when starting off and after gear shifts, as well as for carryingout gear shifts not under load, and is then engaged in a controlled manner, such that the respective clutch torque, i.e., the torque that can be transmitted momentarily by the friction clutch (clutch capacity), is determined by a hydraulically orpneumatically actuated clutch actuator. The clutch actuator can be made as a pressure-medium-actuated actuation cylinder arranged outside the friction clutch and whose actuating piston is connected, via a disengagement lever, to a release bearing mounted

Method For Controlling A Belt-type Continuously Variable Transmission And A Friction Clutch In A Vehicular Drive Line - Patent 8118707

Patents-373 — Sat, 14 Apr 2012 06:56:17 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The present invention relates to a method for controlling a belt-type continuously variabletransmission and a friction clutch in a vehicular drive line. Such a control method is well known and, for instance, is described in U.S. Pat. No. 4,606,446 in relation with a transmission having two variable pulleys and a belt wrapped around and infrictional contact therewith. The invention also relates to a method for designing such a transmission. A problem generally encountered in belt-type transmission is that slip between the friction components thereof, i.e. its belt and pulley components, needs to be avoided or at least may occur only to a limited extend, since excessive slip resultsin excessive wear and tear of these components. To prevent such slip, a sufficient normal force is to be applied between the pulleys and the belt, which normal force is often determined in dependence on the engine torque to be transmitted by thetransmission increased by a safety margin. The safety margin is introduced because the engine torque is not always accurately known and, moreover, because sudden torque level variations, i.e. torque jolts, may also be introduced into the drive line bothby the engine itself and via the driven wheel or wheels, e.g. when driving over a pothole in the road. It has been a long-standing development aim to minimise the said safety margin, since the efficiency and durability of the transmission may be significantly improved thereby. A solution has been found in controlling the friction clutch in sucha manner that the torque that is transmitted or transmissible thereby, which is denoted the clutch slip torque hereinafter, is less than the torque that is transmissible by the transmission, i.e. between the belt and each pulley thereof. This lattertorque level is denoted the transmission slip torque hereinafter. According to U.S. Pat. No. 4,606,446 the clutch may thereby be positioned either upstream or downstream of the transmission with respect to

Hybrid Transmission Having Synchronizers - Patent 8118703

Patents-373 — Sat, 14 Apr 2012 06:56:13 GMT

shared by: Patents-373 on: Saturday, April 14, 2012

The present invention relates generally to transmissions, and more particularly to transmissions used in hybrid vehicles.BACKGROUND OF THE INVENTION Hybrid vehicles commonly use at least two different energy conversion processes that can include a mechanical engine and an electric motor. And the associated transmission, or whether a transmission is used at all, sometimes depends on theparticular drive configuration of the hybrid vehicle--parallel, serial, or mixed. One example of a transmission that can be used in a mixed hybrid is an electrically variable transmission (EVT). EVT transmissions typically have at least one planetary gear set where the mechanical engine and the electric motor are operably connected to different members of the planetary gear sets. Further, wet clutches are used to change speed ratios inthe transmission, and hydraulic systems are in turn used to control the wet clutches. Hydraulic systems are complex, costly, and require many components including the particularly bulky and difficult to manufacture valve bodies.SUMMARY OF THE INVENTION One implementation of a presently preferred transmission that is used in a hybrid vehicle comprises at least one planetary gear set with a plurality of members, and at least one synchronizer that selectively couples and decouples at least one ofthe plurality of members to change a speed ratio in the transmission. Another implementation of a presently preferred transmission that is used in a hybrid vehicle comprises an input shaft, an output shaft, a first planetary gear set, a second planetary gear set, a third planetary gear set, a first electric motor,a second electric motor, and at least one synchronizer. The first planetary gear set is operatively connected to the input shaft, the second planetary gear set is operatively connected to the first planetary gear set, and the third planetary gear set isoperatively connected to the second planetary gear set. Further, the first electric motor is operati

Control Device For Hybrid Vehicle Drive Apparatus - Patent 8113987

Patents-373 — Fri, 13 Apr 2012 23:41:38 GMT

shared by: Patents-373 on: Friday, April 13, 2012

The present invention relates to a control device for hybrid vehicle drive apparatus having a differential mechanism operative to perform a differential action, an electric motor and a mechanical shifting portion. More particularly, thisinvention relates to a control device for preventing a rotation speed of a rotary element, forming part of a power transmitting path, from increasing when a rapid drop occurs in a load acting on an input shaft of the mechanical shifting portion during arunning of a vehicle.BACKGROUND ART One type of hybrid vehicles is provided with an electrically controlled differential portion including a differential mechanism, connected to an engine in a drive-force transmissive state, whose differential state is controlled with controllingan operating state of a first electric motor, a second electric motor connected to a power transmitting path extending from the differential mechanism to drive wheels, and a mechanical shifting portion forming part of the power transmitting path. Thedifferential mechanism includes a differential-action limiting device with which the differential mechanism can be selectively switched into one of a differential state enabling the differential action and a non-differential state disenabling thedifferential action. When starting up the engine, the control device operates to rotate the first and second electric motors utilizing the differential action of the differential mechanism for drivably rotate the engine for startup thereof. Such a control device for hybrid vehicle drive apparatus is disclosed in, for instance, Patent Publication 1 (JP No. 2005-264762). Besides, Patent Publication 2 (JP No. 2003-193878) and Patent Publication 3 (JP No. 2006-2913) disclosetechnologies that are known in the art. With such a hybrid vehicle drive apparatus disclosed in, for instance, Patent Publication 1, when the vehicle is driven with at least the engine to run at a high speed, if a vehicle occupant operates to switch a sh

Control Of Sequential Downshifts In A Transmission - Patent 8113989

Patents-373 — Fri, 13 Apr 2012 23:40:34 GMT

shared by: Patents-373 on: Friday, April 13, 2012

1. Field of the Invention This invention relates generally to automatic transmissions for automotive vehicles, in particular to transmissions comprising planetary gearsets operated by friction control elements. 2. Description of the Prior Art It is difficult to achieve acceptable shift quality on sequential, i.e., continuous downshifts, such as a 6-4-3 or 5-3-2 downshift, in an automatic transmission because a torque disturbance may occur during the transition from the first to thesecond portion of the shift. In order to execute the transition smoothly, the offgoing control element, a clutch or brake, for the second shift must slip before the oncoming element of the first shift gains torque capacity. The shifts are difficult to calibrate robustly. If the offgoing element slips too soon, a neutral interval occurs near the end of the shift. Conversely, if the offgoing element slips too late, a torque bump occurs as the oncoming element ofthe first shift gains capacity. To achieve acceptable feel, the oncoming and offgoing elements must be closely synchronized. But precise synchronization is difficult to achieve under all operating conditions. The period required to execute successive downshifts between adjacent gears using conventional control techniques is unacceptable approximating 1.2 seconds to complete such downshifts. There is a need in the industry for a control strategy thatpermits successive downshifts to be completed smoothly and within an acceptably short period.SUMMARY OF THE INVENTION A method for executing a sequential downshift in a transmission includes disengaging a first element and starting disengagement of a second element, forcing a third element toward synchronous speed by increasing to a low capacity a torquecapacity of the fourth element before engaging the third element, and engaging the third and fourth elements. With this control strategy, there is no need to precisely synchronize the oncoming element of the first shift with the offg

Hydraulic Control Module For Vehicle Transmission And Diagnostic Detection Method For The Same - Patent 8113988

Patents-373 — Fri, 13 Apr 2012 23:40:20 GMT

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The present invention relates generally to motorized vehicle powertrains, and more specifically to hydraulic control modules for vehicle transmissions, and diagnostic detection methodologies for the same.BACKGROUND OF THE INVENTION In general, motorized vehicles, such as the conventional automobile, include a powertrain that is comprised of an engine in power flow communication with a final drive system (e.g., rear differential and wheels) via a multi-speed powertransmission. Hybrid type powertrains generally employ an internal combustion engine (ICE) and one or more motor/generator units that operate either individually or in concert to propel the vehicle. That is, power output from the engine andmotor/generators are transferred through planetary gearing in the multi-speed transmission for communication to the vehicle's final drive system. The primary function of the transmission is to regulate speed and torque to meet operator demands forvehicle speed and acceleration. Most automatic transmissions include a number of gear elements, generally in the nature of one or more epicyclic planetary gear sets, for coupling the transmission's input and output shafts. Traditionally, a related number of hydraulicallyactuated torque establishing devices, such as clutches and brakes (the term "torque transmitting device" often used to refer to both clutches and brakes), are selectively engageable to activate the aforementioned gear elements for establishing desiredforward and reverse speed ratios between the transmission's input and output shafts. Engine torque and speed are converted by the transmission, for example, in response to the tractive-power demands of the motor vehicle. Shifting from one speed ratio to another is performed in response to engine throttle and vehicle speed, and generally involves releasing one or more "off-going" clutches associated with the current or attained speed ratio, and applying one ormore "on-coming" clutches associated with the desired o

Method For Controlling The Coupling And The Decoupling Of The First Motor And Second Motor Of A Parallel Hybrid Motive Power Group - Patent 8109855

Patents-373 — Fri, 13 Apr 2012 17:15:27 GMT

shared by: Patents-373 on: Friday, April 13, 2012

The present invention relates to a method for controlling the coupling anddecoupling of the first motor and the second motor of a parallel hybrid drive train of the type that includes a first motor that drives a main input shaft of a gearbox, a second motor, and a coupling/decoupling means for the second motor and the firstmotor, maneuverable between an open position and a closed position to make it possible to change the gearbox ratio when the drive train is operating in hybrid mode. Motor vehicles equipped with parallel hybrid drive trains are known. Parallel hybrid drive trains are drive trains that include a first motor that is generally electric and a second motor that is generally a heat engine, that can be coupled ordecoupled via a controlled clutch so as to continuously optimize the use of the various energies available. Depending on the vehicle operating conditions, the electric motor is used either alone or coupled with the heat engine, in which case the electric motor can operate in energy collection mode. The connection/disconnection (or coupling/decoupling) of the heat engine and the electric motor is achieved using the controlled clutch. This assembly is controlled by control units, or more generally, computer systems dedicated to each of thecomponents--heat engine, clutch, and electric motor--supervised by a main computer that determines the optimal operating mode of the drive train according to the vehicle operating conditions. In addition, the supervising computer regularly gives instructions to change the gearbox ratio. Actually, for such drive trains, continuously optimizing the use of various energy sources results in changing the gearbox ratio very frequently. In order to carry out the gearbox ratio changes, the supervising computer gives the necessary instructions to the drive train so that the gearbox ratio can be changed in the best conditions. In particular, changing the gearbox ratio entails three phases: a first phase during which the

Method For Operating A Drive Train Of A Vehicle During Trailing Throttle Operation - Patent 8109856

Patents-373 — Fri, 13 Apr 2012 17:15:21 GMT

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This application is a National Stage completion of PCT/EP2008/050107 filed Jan. 8, 2008, which claims priority from German patent application serial no. 10 2007 008 086.9 filed Feb. 17, 2007.FIELD OF THE INVENTION The invention concerns a method for operating a drivetrain of a vehicle during coating operation.BACKGROUND OF THE INVENTION In drivetrains of so-termed parallel hybrid vehicles known from practice, which usually comprise in each case an internal combustion engine, an electric machine and a transmission device, thrust torque to be applied to the drive outputs isprovided by the electric machine and the combustion engine. During this the electric machine is operated as a generator and electrical energy is recuperated. The electric machines, among other things, are arranged in the force flow between thecombustion engine and the transmission devices of the drivetrains. In addition, between the electric machines and the drive outputs of the drivetrains in each case a shift element with continuously variable transmission capacity is provided, so that thenominal output torques to be applied at the drive output depends on the transmission capacity of the shift elements. To save fuel, depending on the operating condition the internal combustion engines are shut off during thrust operation. To do this, the still running combustion engines and the electric machines are decoupled from the drive output by the shiftelements and the combustion engines are then stopped actively by the electric machines. In this, however, it is a disadvantage that the above-described decoupling of the combustion engines and electric machines gives rise to traction force interruptions. Furthermore, the above-described mode of operation reduces the spontaneity ofthe drivetrain to an undesired extent, since the time span between the specification of a driver's wish calling for a change in the operating condition of the drivetrain, and the time when the operating point of a drivetrain

Vehicle Launch Device Having Fluid Coupling And Electric Machine - Patent 8109857

Patents-373 — Fri, 13 Apr 2012 17:15:21 GMT

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FIELD The present disclosure relates to a mechanism and method of controlling an automatic shifting power transmission.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may or may not constitute prior art. In automatic shifting power transmissions, gear ratio changes are effected by selectively connecting members of planetary gear sets. This is accomplished by selectively engaging torque-transmitting devices such as brakes or clutches. For eachgear ratio change, there is a corresponding sequence of off-going clutch disengagement and on-coming clutch engagement. By providing a regulated fluid pressure gain to the clutches, the smooth engagement and disengagement of the clutches may beaccomplished. Additionally, a majority of automatic shifting power transmissions employ a hydrodynamic fluid drive, such as a torque converter or a fluid coupling, between the power source (engine) and a multi-speed gear configuration, such as the planetarygear arrangement discussed above. This hydrodynamic fluid drive will allow the vehicle to come to rest without stalling the engine and will provide a measure of isolation preventing the torsional vibrations, caused by the firing events of the engine,from being transmitted though the powertrain. As is well known, the hydrodynamic fluid drive is a slipping drive that has a high efficiency loss at vehicle launch. This loss decreases, but is still present, as the hydrodynamic fluid drive approaches a 1 to 1 speed ratio at high speed andlow torque. The stall speed of the hydrodynamic fluid drive is an important consideration for proper vehicle launch. The stall speed is the speed at which the hydrodynamic fluid drive will hold the engine speed and not allow further gain. The stall speedis usually chosen based on engine torque characteristic, vehicle weight, vehicle duty cycle, etc. A properly selected stall speed will allow the engine to spin to the peak torque range

Diagnostic Systems And Methods For A Torque Sensor - Patent 8108096

Patents-373 — Fri, 13 Apr 2012 14:49:22 GMT

shared by: Patents-373 on: Friday, April 13, 2012

FIELD The present disclosure relates to vehicle diagnostic systems, and more particularly to diagnostic systems for operation of a torque sensor.BACKGROUND The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of thedescription that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure. A drivetrain for a vehicle may include an internal combustion engine that generates drive torque. Air is drawn into a cylinder of the engine and mixed with fuel to form a combustion mixture. The combustion mixture is compressed within thecylinder and is combusted to drive a piston within the cylinder. Reciprocating motion of the piston rotates a crankshaft of the engine to produce drive torque, which may be detected by a torque sensor. Torque sensors may be used for numerous applications in a vehicle, such as to measure a drive and brake torque and a steering-wheel torque. The torque sensors may measure rotational torque. For example, an engine crankshaft or a transmissionaxle may produce a rotational output torque, which may be detected by respective torque sensors. Outputs of the torque sensors may be used for engine and/or transmission control.SUMMARY In one embodiment, a system is provided that includes an engine torque module that generates a first estimated torque signal. The first estimated torque signal is generated based on a mass airflow signal, a fuel amount delivered to cylinders ofan engine, and an engine speed. A torque detection module generates an actual torque signal based on a torque signal received from a torque sensor that indicates an actual output torque of a transmission. A torque estimation module generates a secondestimated torque signal. The second estimated torque signal is g

Dual Clutch Transmission - Patent 8105203

Patents-373 — Fri, 13 Apr 2012 09:42:00 GMT

shared by: Patents-373 on: Friday, April 13, 2012

1. Field of the Invention The present invention relates to a dual clutch transmission comprising a first clutch to be engaged for setting any one of a plurality of forward-traveling odd-numbered speeds and a second clutch to be engaged for setting any one of a pluralityof forward-traveling even-numbered speeds, wherein a desired forward-traveling speed is caused by alternately engaging/disengaging the first and second clutches, and wherein a backward-traveling drive train is adapted to be activated by engaging one ofthe first and second clutches. 2. Related Art As disclosed in JP 2003-269592, there is a well-known dual clutch transmission which receives power from a prime mover and is automatically gearshifted to change the speed of the output rotary power transmitted to an axle. The dual clutchtransmission comprises a group of odd-numbered speed gear trains, a group of even-numbered speed gear trains, a first clutch, and a second clutch. When one of the odd-numbered speed gear trains is selected to be activated, the selected odd-numberedspeed gear train is activated by engaging the first clutch, i.e., receives power from the prime mover through the engaged first clutch. When one of the even-numbered speed gear trains is selected to be activated, the selected even-numbered speed geartrain is activated by engaging the second clutch, i.e., receives power from the prime mover through the engaged second clutch. During the gearshift of the dual transmission between neighboring odd and even numbered speeds, the next speed gear train is selected while the current speed gear train still remains engaged, i.e., the current speed gear train and the next speedgear train are simultaneously selected to be driven, and then one of the first and second clutches having been engaged for activating the current speed gear train is disengaged while the other of the first and second clutches is engaged so as to activatethe next speed gear train, i.e., the engagement and disengagemen

Transmission Control Device For Motorcycle - Patent 8105202

Patents-373 — Fri, 13 Apr 2012 09:38:57 GMT

shared by: Patents-373 on: Friday, April 13, 2012

S The present application claims priority under 35 USC 119 to Japanese Patent Application No. 2007-025408 filed on Feb. 5, 2007 the entire contents of which are hereby incorporated by reference.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission control device for a motorcycle. More specifically, to a transmission control device for a motorcycle wherein in a motorcycle incorporating an automatic transmission, an automatic gear shifting iseffected to permit the starting of the motorcycle only when the rider is seated. 2. Description of Background Art A control device is known wherein the engine is started on the condition that a rider is sitting on a seat provided to the vehicle. For example, JP-U No. 12-133929 proposes an operational control device for a riding working machine, which stopsthe engine when an unseated state has continued for a set period of time or more, and maintains the engine in a stopped state until a startup standby state is reached, for example, when the transmission is in the neutral state and a PTO clutch is in adisengaged state. Further, JP-U NO. H5-32079 proposes a shift lever lock device for an automatic transmission, which locks the shift lever in the neutral position when the shift lever is in the neutral position and the rider is not seated on the riderseat. In the case of the operation control device described in P-U No. 2-133929, the engine is stopped when a set period of time has elapsed after the rider moves away from the vehicle, so it is required to start the engine again every time thevehicle restarts. Further, with the device described in JP-U NO. H5-32079, he shift lever is locked when, for example, a motorcycle is stopped at an intersection by placing the shift lever into the neutral position, and the rider raises himself/herselffrom the seat. In this case, to restart the motorcycle, it is required to release the lock, and shift the shift lever into the drive range.SUMMA

Method And Device For Adjusting The Friction Coefficient Of A Friction Clutch Situated In A Hybrid Power Train - Patent 8105205

Patents-373 — Fri, 13 Apr 2012 09:38:46 GMT

shared by: Patents-373 on: Friday, April 13, 2012

This claims the benefit of German Patent Application No. 10 2007 029 208.4 filed on Jun. 25, 2007, and hereby incorporated by reference herein. The invention relates to a method and a device for adjusting the friction coefficient of a friction clutch situated in a hybrid power train between an electric machine and a combustion engine, actuated by a clutch actuator.BACKGROUND FIG. 4 shows a principle of arrangement of a known hybrid power train of a vehicle. A combustion engine 10 is connected through a friction clutch 12 to an electric machine 14 that is operable as a motor and as a generator, which in turn isconnected through a torque converter 16 that operates for example hydraulically, to an automatic transmission 18, which drives driven wheels 20 of the vehicle. Depending on its operating state, electric machine 14 works together with an energy storageelement 22, which is charged when electric machine 14 is in generating mode and from which energy is taken when electric machine 14 is in motor mode. Friction clutch 12 is actuated by a clutch actuator 24, for example an electric motor. The power train example just described is controlled by an electronic control device 26, with inputs 28 that are connected to sensors for detecting the operating state of the power train, for example an accelerator pedal sensor, a transmissionselector lever sensor, a speed sensor for detecting the speed of rotation of combustion engine 10, a load sensor for detecting the setting of a load control element of combustion engine 10, a sensor for detecting the speed of rotation of a vehicle wheel,etc. Outputs 30 of electronic control device 26 are connected to actuators and other control devices to control the operation of the combustion engine, the electric machine 14, the automatic transmission 18 as well as possibly the converter 16. Only theconnection of an output of electronic control device 26 to clutch actuator 24 is shown. Electronic control device 26 contains a microprocess

Method And Device For Controlling A Fluid-actuated Control System - Patent 8105204

Patents-373 — Fri, 13 Apr 2012 09:38:33 GMT

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This application is a national stage completion of PCT/EP2007/053137 filed Apr. 2, 2007, which claims priority from German ApplicationSerial No. 10 2006 016 412.1 filed Apr. 7, 2006.FIELD OF THE INVENTION The invention concerns a method and device for controlling a fluid-actuated control system, in particular for fixing the position of control elements and a device for implementing the method.BACKGROUND OF THE INVENTION Nowadays severe demands are made on fluid-actuated control systems, for brevity also called fluid medium systems in what follows, and particularly on systems of such type designed for automated or automatic transmissions in motor vehicles. Besides special requirements in relation to low weight along with great reliability, long life and low maintenance, in passenger cars in particular vibrations and noise caused by device components of the fluid medium system must be avoided if possible orat least reduced as much as possible. In addition, special requirements exist in relation to the actuation speed of control elements to be actuated, since a traction force interruption caused by a gear change should be as brief as possible. At the sametime, the fluid medium system should be as inexpensive as possible to produce and assemble and should consume little energy in operation. Thus, until now, it has been usual in fluid-actuated transmissions, following a control action, i.e., a change in the position of at least one fluid-actuated control element, to switch off the pressure on the pressure-actuated control element(s)or at least to reduce it to a lower pressure level sufficient to maintain the desired position of the pressure-actuated element(s). This relieves the stress on the pressure medium lines and other pressurized components of the pressure medium system andthe control elements, and so enables a reduction of the loading of the entire fluid medium system, which can then correspondingly be designed to be less strong and lighter, and/or to have a

Automatic Disengaging/engaging Method Of A Clutch Dependent Power Take-off - Patent 8100811

Patents-373 — Fri, 13 Apr 2012 02:35:40 GMT

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The present invention relates to a security system preventing undesired engagement of the clutch-dependent power take-off (PTO) for a vehicle provided with a clutch-dependent PTO arranged on the gearbox of the vehicle. In order for it to be possible to handle the load on a truck effectively, load-handling equipment is necessary. The commonest examples of such equipment are tipping gear and cranes. Also common are hook loaders, refuse-handling units, rotatingcement mixers, flushing units and air compressors for loading or unloading bulk loads. In order to utilize the driving power of the vehicle engine to drive the load-handling equipment as well, a power take-off (commonly called PTO) is required. The driving power from the PTO can be transmitted either mechanically via a propellershaft or belts or hydraulically by virtue of a hydraulic pump being mounted on the PTO. PTOs are divided into clutch-independent and clutch-dependent PTOs. The clutch-dependent PTOs are mounted on the gearbox and are usually driven by the intermediate shaft of the gearbox. This means that the PTO is clutch-dependent, that is tosay the PTO stops when the clutch between the engine and gearbox of the vehicle is disengaged. Depending on whether or not the gearbox is equipped with a split gear, the ratio between the engine and the power take-off can be influenced, clutch-dependentPTOs are suitable for load-handling equipment which is used when the vehicle is stationary, for example tipping units, cranes, hook loaders, pumps for emptying/filling from various containers and air compressors for loading or unloading bulk loads. In WO 2004/030973 is shown an automatic gearbox of the automated stage-geared gearbox type which serves as an example of a transmission system suitable for the present invention. This type of gearboxes have become increasingly common inheavy-duty vehicles as microcomputer technology has developed further and made it possible, with a control computer and a number of a

Process For Controlling A Friction Clutch - Patent 8100812

Patents-373 — Fri, 13 Apr 2012 02:35:24 GMT

shared by: Patents-373 on: Friday, April 13, 2012

This claims thebenefit of German Patent Application No. 10 2008 017 563.3 filed Apr. 7, 2008 and hereby incorporated by reference herein. The present invention relates to a process for controlling an automated friction clutch with a stroke-sensitive wear adjustment device.BACKGROUND Automated friction clutches with wear adjustment devices and their control are known. Stroke-sensitive wear adjustments find application in the so-called closed friction clutches that are open in a resting position and closed under pressure,for instance, by a lever actuator, up to an extreme position at which maximally transmittable torque is achieved through the friction clutch. At the same time, the lever must be pressurized with an increasing actuator force to obtain increasingtransmittable torque magnitudes so that the friction lining of the clutch disc are pressed with an increasing force. Owing to wear of the friction clutch lining or of the clutch disc pressurized by the pressure plates of the friction clutch, the clutchstroke increases, thus the travel between a resting position and an extreme position will be increased. The wear adjustment device of such friction clutches is designed so that self-adjustment occurs at a discrete distance from the compensation amountof the decreasing axial thickness of the friction lining, when the actuator pressurizes the lever, for instance a diaphragm spring or lever spring, with a force that locks the friction clutch and thus requires an actuator force that corresponds to thetransmitted maximum clutch torque. Actuator forces are regulated in the process, based on the torque of the internal combustion engine required by the driver due to his driving style. If, for instance, only small engine torque is required, the actuatorforce, particularly due to energetic and wear reasons, will be set such that the torque at disposal from the internal combustion engine is transmitted without impermissible slip. In case a vehicle is operated for a ve

Integrated Parking Brake And Clutch Control System - Patent 8096921

Patents-373 — Thu, 12 Apr 2012 20:54:11 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

The invention relates generally to a control system for a vehicle and, more particularly, to an integrated parking brake and clutch control system for a vehicle.BACKGROUND All terrain vehicles can include a manually operated clutch and a parking brake. A clutch lever and a brake lever, used to apply the clutch and parking brake, respectively, can be mounted in close proximity to one another on a handlebarassembly of the vehicle. However, with some known configurations, application of the parking brake can be awkward or cumbersome due to the nature of the multiple steps that can be required.SUMMARY According to one embodiment, an integrated parking brake and clutch control system for a vehicle is provided. The system includes a clutch perch configured for mounting on a handlebar assembly of a vehicle. The system further includes a clutchlever pivotably coupled to the clutch perch, with the clutch lever being pivotable between a rest position and a clutch-applied position, and between the rest position and a parking-brake-applied position. The system also includes a brake leverpivotably coupled to the clutch perch, with the brake lever being pivotable between a rest position and a depressed position. The system further includes a lock pin supported by, and moveable with, the brake lever. The clutch lever defines apin-receiving aperture and is configured to receive respective ends of a clutch cable and a parking brake cable of a vehicle. The lock pin is selectively insertable into the pin-receiving aperture when the clutch lever is in the parking-brake-appliedposition such that the clutch lever is prevented from pivoting to either of the rest position or the clutch-applied position. According to another embodiment, a vehicle is provided that includes a frame, at least one front wheel suspended from the frame, at least one rear wheel suspended from the frame, a source of motive power supported by the frame and a transmissionsupported by the frame and coupled to

Transmission Scheduling For Multi

Patents-373 — Thu, 12 Apr 2012 20:53:57 GMT

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Motor Control Device, Motored Vehicle Equipped Therewith, And Method Of Controlling A Motor - Patent 8096919

Patents-373 — Thu, 12 Apr 2012 20:53:42 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

The present invention relates generally to motor control devices, motored vehicles equipped therewith, and methods of controlling motors, and particularly to devices that control motors mounted in electric vehicles, hybrid vehicles, fuel cellvehicles and other motored vehicles as a source of motive power, motored vehicles equipped therewith, and methods of controlling motors.BACKGROUND ART Japanese Patent Laying-open No. 2003-304604 discloses a device driving a motor mounted as a source driving electric vehicles, hybrid vehicles, fuel cell vehicles and other various types of vehicles. In this device, if a temperature detection means detects that the motor has a temperature equal to or higher than a temperature limit, a motor output control means limits the output of the motor. Herein a means for detecting a rate of change intemperature detects the rate of change in temperature of the motor and modifies a setting of the temperature limit in accordance with the rate of change detected. More specifically, if the motor's rate of change in temperature is equal to or larger than a predetermined rate of change, the means for detecting a rate of change in temperature determines that the motor has a large increase in temperature, andaccordingly the means sets the current temperature limit to be a first temperature limit, and when the motor attains the first temperature limit or higher the motor output control means limits the output of the motor. In contrast, if the motor's rate of change in temperature is smaller than the predetermined rate of change, the means for detecting a rate of change in temperature determines that the motor has a small increase in temperature, and accordinglythe means sets the current temperature limit to be a second temperature limit higher than the first temperature limit, and when the motor attains the second temperature limit or higher the motor output control means limits the output of the motor. This device allows a vehicle to run an increas

Method And Apparatus To Prioritize Input Acceleration And Clutch Synchronization Performance In Neutral For A Hybrid Powertrain System - Patent 8092339

Patents-373 — Thu, 12 Apr 2012 13:45:54 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

This disclosure pertains to control systems for electromechanical transmissions.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Known powertrain architectures include torque-generative devices, including internal combustion engines and electric machines, which transmit torque through a transmission device to an output member. One exemplary powertrain includes atwo-mode, compound-split, electromechanical transmission which utilizes an input member for receiving motive torque from a prime mover power source, preferably an internal combustion engine, and an output member. The output member can be operativelyconnected to a driveline for a motor vehicle for transmitting tractive torque thereto. Electric machines, operative as motors or generators, generate an input torque to the transmission, independently of an input torque from the internal combustionengine. The electric machines may transform vehicle kinetic energy, transmitted through the vehicle driveline, to electrical energy that is storable in an electrical energy storage device. A control system monitors various inputs from the vehicle andthe operator and provides operational control of the powertrain, including controlling transmission operating range state and gear shifting, controlling the torque-generative devices, and regulating the electrical power interchange among the electricalenergy storage device and the electric machines to manage outputs of the transmission, including torque and rotational speed. Transmissions within a hybrid powertrain, as described above, serve a number of functions by transmitting and manipulating torque in order to provide torque to an output member. In order to serve the particular function required, thetransmission selects between a number of operating range states or configurations internal to the transmission defining the transfer of torque through the transmission. Kn

Method For Setting The Filling Pressure For A Clutch - Patent 8092343

Patents-373 — Thu, 12 Apr 2012 13:45:18 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

CROSS REFERENCE TO RELATED APPLICATION This application claims the priority right from the German patent application DE 102007054726.0 that was filed on Nov. 14, 2007, the content of which is herewith incorporated in its entirety by reference.BACKGROUND OF THE INVENTION The invention relates to a method for setting the filling pressure for a clutch comprising clutch linings, a clutch release spring and a hydraulic pressure system for closing the clutch against a force from the clutch release spring, wherein theclutch linings are brought at an engagement point of the clutch into abutment such that a further increase of the pressure in the pressure system would establish a torque transmittal capacity in the clutch. Typically, the hydraulic pressure system of a clutch cylinder comprises a clutch piston that is connected to an input side and an output side of the clutch in a fixed manner and rotates therewith. At the engagement point of the clutch the forcefrom the clutch cylinder exerted onto the clutch pads is compensated by the force from the clutch release spring so that the clutch linings just abut against each other but without exerting any significant thrust forces against each other. In the automotive field use of clutches that are automatically controlled by a control device have become more and more common, as for instance clutches in dual clutch transmissions. For this type of actuating a clutch it is important todetermine exactly the engagement point for guaranteeing high quality of the clutch operation. For determining this engagement point starting from the entirely released clutch position, the clutch cylinder needs to be filled with hydraulic fluid. For accomplishing this filling action quickly, the filling pressure can be set to a highvalue. Such a high filling pressure allows establishing a high volume flow in the pressure system so that the clutch cylinder is filled quickly so that the engagement point, starting from the released clutch, is reach

Method For Recovering Electrical Energy In Vehicle With Regenerative Braking - Patent 8092338

Patents-373 — Thu, 12 Apr 2012 13:44:52 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

S This application relates to International Application No. PCT/FR2007/051373 filed Jun. 4, 2007 and French Patent Application No. 0652675 filed Jun. 27, 2006, of which the disclosures are incorporated herein by reference and to which priorityis claimed. The present invention is applied particularly to advantage in the motor vehicle sector. It relates in particular to a process for the recovery of electrical energy in a motor vehicle equipped with a regenerative braking system.BACKGROUND OF THE INVENTION 1. Field of the Invention. When a motor vehicle is braked, kinetic energy is dissipated into the brake disks in the form of heat. In order to recover this kinetic energy, the current state of the art provides for regenerative braking systems. Devices of this type areable to recover the kinetic energy given off during braking and to convert this into electrical energy. 2. Description of Related Art. In a motor vehicle, the regenerative braking device is connected to an electrical distribution circuit of the vehicle, which comprises a battery in which this electrical energy can be stored. This battery is usually a conventional lead/acidbattery. The electrical distribution circuit returns the energy that is stored in the battery to the different electrical and electronic components in the motor vehicle. In a general manner, the requirements that a motor vehicle has for electrical energy increase as the number of such items of electrical and electronic equipment increase. There are two possible ways of meeting the growing need of motorvehicles, firstly by increasing the power of the alternators and the storage capacity of the battery or secondly by improving the energy performance of the electrical supply system. The regeneration of electrical energy by regenerative braking contributes to an increase in the mean output of the electrical supply system and increases the amount of energy available at the same nominal installed power. Increasing the power of the a

Method For Adapting An Automated Transmission Of A Heavy Vehicle In Consideration Of A Speed Sensitive PTO - Patent 8092342

Patents-373 — Thu, 12 Apr 2012 13:44:49 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

The present invention relates to adapting an automated transmission of a heavy commercial vehicle in view of the active state of an associated power take off unit that should not be driven at a speed exceeding a certain specified and safe limit. Heavy commercial vehicles such as overland trucks and buses are known to employ automatic mechanical transmissions that are based on preprogrammed routines. Automatic mechanical transmissions of the stage-geared gearbox type have becomeincreasingly common in heavy-duty vehicles as microcomputer technology has continued to advance. These computer-based advancements have made it possible, with a control computer and a number of control elements, for example servo motors, toprecision-control the engine speed, the connection and disconnection of an automated clutch between the engine and gearbox, and between coupling members of the gearbox relative to one another, so that smooth gearshifts are always obtained at correctengine speeds. The advantage of this type of automatic gearbox, compared to a traditional automatic gearbox constructed with planetary gear steps and having a hydrodynamic torque converter on the input side, is two-fold. In a first aspect, and particularlywith regard to use in heavy vehicles, the electronic based AMT system is more simple and robust, and can be produced at substantially lower cost than traditional automated gearboxes. In a second aspect, the electronic based AMT system enables thevehicle to be more efficient with respect to fuel consumption. One of the problems in controlling an AMT, however, is attributable to the power consumption imposed by an associated power take off (PTO). A PTO can generally be classified as a PTO upstream or downstream of the master clutch. In general, aPTO that is upstream of the master clutch can take power from the vehicle's engine regardless of the state of engagement and activity of the vehicle's transmission via the master clutch. In contrast, a PTO that is l

Hybrid Electric Vehicle Powertrain Control After A Requested Change In Vehicle Direction - Patent 8092340

Patents-373 — Thu, 12 Apr 2012 13:44:41 GMT

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1. Field of the Invention This invention relates generally to a powertrain for a hybrid electric vehicle (HEV), and more particularly, to controlling the actuators of a HEV when the driver requests a change from a forward to a reverse vehicle motion direction or fromreverse to forward vehicle motion direction. 2. Description of the Prior Art As illustrated in the FIG. 1, a HEV powertrain may be arranged with a first and second vehicle propulsion torque path. The first path may include an engine connected to an electric machine, such as a crank integrated starter-generator (CISG),and a multiple-speed, discrete ratio transmission connected to the electric machine, the first torque path being driveably connected to a first set of vehicle wheels. The second torque path includes an electric motor driveably connected to a second setof vehicle wheels, producing an electric rear axle drive (ERAD). The transmission may be a powershift transmission having dual input clutches and dual layshaft gear sets or an automatic transmission having planetary gear sets with a hydrokinetic torque converter and control elements for producing forwarddrive in multiple gear ratios and reverse drive. When a vehicle operator shifts a gear lever selector (i.e. PRNDL) between a forward drive position and a reverse drive position, or vice versa, the operator expects that the vehicle will slow down, stop, and then move in a direction opposite tothe current direction of motion. To achieve this, in conventional vehicles, the transmission gear is disengaged from a forward gear and engaged into a reverse gear (or vice versa) if the vehicle speed is sufficiently low. But in a HEV powertrain whichprovides dual vehicle propulsion torque paths and is equipped with multiple torque actuators (i.e. engine, electric machines) and an automatic transmission, care has to be taken in switching from a forward to a reverse vehicle direction (or vice versa)in order to prevent unintended vehicle motion, engine

Method Of Controlling Continuous Variable Transmission - Patent 8092341

Patents-373 — Thu, 12 Apr 2012 13:44:36 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

S The present application is based on and claims priority from Korean Application Serial Number 10-2008-0038877, filed on Apr. 25, 2008, the disclosure of which is hereby incorporated by reference herein in its entirety.TECHNICAL FIELD The present invention relates to a method of controlling a transmission, and more particularly, to a method of controlling hydraulic pressure applied to a transmission so as to maintain a stable speed ratio when a vehicle starts.BACKGROUND ART A transmission for a vehicle provides a speed-torque conversion (commonly known as "gear reduction" or "speed reduction") from a higher speed motor to a slower but more forceful output. A continuous variable transmission (CVT), which uses abelt as a variator that is a transmission element, receives power transmitted from an engine by a primary pulley, transmits the power to a secondary pulley by the belt, and outputs the power, on which speed change is performed by the secondary pulley, todriving wheels. In the above-mentioned CVT, since a speed ratio is continuously changed due to the difference in diameter formed between the belt and the pulleys, hydraulic pressure applied to a pulley piston of a movable pulley of each pulley is controlled. Accordingly, the diameters formed between the belt and the pulleys are changed, so that a desired speed ratio is obtained. A pulley clamping force, which is a force of a pulley pushing the belt, should be appropriately formed in order to allow power to be smoothly transmitted between the pulleys and belt without slip. The pulley clamping force is determineddepending on the input torque input from the engine to the pulley. In order to form the pulley clamping force determined as described above, target hydraulic pressure corresponding to the pulley clamping force must be appropriately determined, and thehydraulic pressure applied to the pulley must be controlled to be the target hydraulic pressure. Meanwhile, the start condition of a vehicle is a driving

Control Device For Hybrid Vehicle Power Transmitting Apparatus - Patent 8088034

Patents-373 — Thu, 12 Apr 2012 05:22:20 GMT

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The present invention relates to a control device for a hybrid vehicle power transmitting apparatus for use in a hybrid vehicle having an internal combustion engine and an electric motor. More particularly, it relates to a technology offacilitating a warm-up of the hybrid vehicle power transmitting apparatus.BACKGROUND ART There has been known a hybrid vehicle power transmitting apparatus including a differential mechanism for distributing an output of an engine, such as an internal combustion engine to a power transmitting path between a first electric motor anddrive wheels, a differential-action limiting device that limits a differential action of the differential mechanism or canceling such a differential action, and a second electric motor connected to a power transmitting apparatus extending from thedifferential mechanism to the drive wheels. For instance, Patent Publication 1 (Japanese Patent Application Publication No. 2006-46386) discloses in FIG. 1 such a hybrid vehicle power transmitting apparatus. With a control device for the hybrid vehiclepower transmitting apparatus, if a need for warming up an exhaust system is determined, such as for instance a catalyst of the engine, the engine is driven at a given engine warm-up rotation speed, while the differential mechanism is placed under adifferential state enabling a differential action to be initiated. With the control device for the hybrid vehicle power transmitting apparatus disclosed in Patent Publication 1, it will suffice for an engine rotation speed not to be bound with a vehicle speed due to the differential action of the differentialmechanism. This will be effective for facilitating the warm-up of the engine and an exhaust system thereof. However, the other component parts than those including the engine and the exhaust system thereof, i.e., for instance, the component parts ofthe hybrid vehicle power transmitting apparatus involving the differential mechanism are required to warm up, for allow

Vehicle And Control Method Of Vehicle - Patent 8088035

Patents-373 — Thu, 12 Apr 2012 05:21:41 GMT

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This is a 371 national phase application of PCT/JP2008/056346 filed 31 Mar. 2008, claiming priority to Japanese Patent Application No. JP 2007-091136 filed 30 Mar. 2007, the contentsof which are incorporated herein by reference.TECHNICAL FIELD The present invention relates to a vehicle and a control method of the vehicle.BACKGROUND ART In one proposed hybrid vehicle having an engine and a motor, a threshold value of the vehicle speed is set based on the temperature of a battery which supplies electric power to the motor and the output value of the battery actually outputtingelectric power. The threshold value represents a boundary of a region to prohibit operation stop of the engine (see, for example, Patent Document 1). This vehicle is intended for protecting the battery by setting the threshold value of the vehiclespeed smaller for the high temperature of the battery while setting the threshold value of the vehicle speed greater for the large actual output from the battery, and by prohibiting the operation stop of the engine when the vehicle speed is greater thanthe threshold value. Patent Document 1: Japanese Patent Laid-Open No. 2006-170128DISCLOSURE OF THE INVENTION The battery state is not only determined by the battery temperature and the actual output from the battery, but also highly dependent on the battery state of charge SOC defined as an index of the amount of electric power dischargeable from thebattery. The input and output limits of the battery are especially an important factor in controlling the battery. The input and output limits represent an allowable charging electric power to be charged in the battery and an allowable dischargingelectric power to be discharged from the battery in accordance with the battery temperature and the battery state of charge SOC. In the vehicle of the invention and the control method of the vehicle, the object of the invention is to effectively prevent an accumulator unit such as a secondary battery from being

Drive Control Device For Vehicle - Patent 8088036

Patents-373 — Thu, 12 Apr 2012 05:20:50 GMT

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The present invention relates to a drive control device for a motor vehicle.BACKGROUND ART In a motor vehicle, a driver operates an accelerator pedal to demand engine power. If the diver feels insufficient acceleration, the driver further depresses the accelerator pedal. The rotation speed of vehicle wheels (equivalent to a vehiclespeed) is responsive to the operation of the accelerator pedal. A control system of Patent Document 1 controls both an input to an engine and a counter torque in a CVT (continuously variable transmission) on the basis of a preliminarily stored engine map. Patent Document 1: Japanese Unexamined PatentPublication No. 7-505699 (1995) (via PCT)DISCLOSURE OF THE INVENTIONProblems to be Solved by the Invention The aforementioned CVT is of a torque control type. In the case of the torque control type, a transmission torque is controlled by pushing and pulling a roller by a hydraulic cylinder for pressing the roller against a disk. The transmissiontorque nonlinearly changes, for example, with respect to a change in the transmission gear ratio of the CVT. As a result, a plurality of different gains should be selectively employed according to the transmission gear ratio in the control of the hydraulic pressure of the hydraulic cylinder for providing a desired transmission torque. This complicates computations to be performed in an ECU (Electronic Control Unit), resulting in difficulty in improving power train response. Further, higher costs are required for the tuning and calibration of the control system. It is therefore an object of the present invention to provide a vehicle drive control device which is less expensive and excellent in responsiveness.Means for Solving the Problems According to a preferred embodiment of the present invention to achieve the aforementioned object, a vehicle drive control device comprises a continuously variable transmission mechanism (hereinafter referred to as "CVT") of a torque controltype capable of continu

Hydraulic Control Apparatus For Vehicle Automatic Transmission - Patent 8088039

Patents-373 — Thu, 12 Apr 2012 05:20:49 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

INCORPORATION BY REFERENCE The disclosure of Japanese Patent Application No. 2009-031702 filed on Feb. 13, 2009 including the specification, drawings and abstract is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a hydraulic control apparatus that switches speed change steps of a vehicle automatic transmission. 2. Description of the Related Art There have been proposed various hydraulic control apparatuses that switch speed change steps of an automatic transmission that constitutes a portion of a power transmission path of a vehicle, by releasing or engaging engagement elements of theautomatic transmission. An example of such hydraulic control apparatuses is a hydraulic control apparatus for a vehicle automatic transmission that is disclosed in Japanese Patent Application Publication No. 2004-76926 (JP-A-2004-76926). The vehicleautomatic transmission described in the publication No. 2004-76926 includes a first clutch as one of the aforementioned engagement elements. In order to hydraulically control the release or engagement of the first clutch, the hydraulic control apparatusis equipped with a D-range pressure channel that is supplied with a predetermined D-range pressure when a selector device is operated to a forward-travel position, as well as with a check valve, and a pressure control valve capable of continuouslychanging the oil pressure at its output port. The output port of the pressure control valve is connected to the first clutch, and an input port of the pressure control valve is connected to the D-range pressure channel. Besides, the check valve is provided parallel to the pressure controlvalve, between the first clutch and the D-range pressure channel. While allowing pressure oil to flow from the first clutch into the D-range pressure channel, the check valve blocks the pressure oil to flow in the opposite direction. Due to this construction, the hydraulic control

Control Device Of A Vehicle, Control Method And Recording Medium Bearing A Program Implementing The Method - Patent 8088038

Patents-373 — Thu, 12 Apr 2012 05:20:38 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

This is a 371 national phase application ofPCT/JP2007/074622 filed 17 Dec. 2007, claiming priority to Japanese Patent Application No. 2007-032193 filed 13 Feb. 2007, the contents of which are incorporated herein by reference.TECHNICAL FIELD The invention relates to control of a vehicle equipped with an internal combustion engine and a rotating electric machine, and particularly to control of a vehicle in which a driver can select a manual shift mode for gear shifting.BACKGROUND ART In recent years, attention has been given to hybrid vehicles as environmentally friendly vehicles. The hybrid vehicle is equipped with an electric motor as a drive power source for vehicle running in addition to a conventional internalcombustion engine. Japanese Patent Laying-Open No. 2006-62569 has disclosed a technique that allows a driver to select a manual shift mode for gear shifting in this hybrid vehicle. A shift device disclosed in Japanese Patent Laying-Open No, 2006-62569 controls the hybrid vehicle in which an engine, a first electric motor and a second electric motor connected to drive wheels are connected together via a planetary gearmechanism. This shift device includes a shift level to be operated for selecting a plurality of shift positions. This shift lever can be selectively shifted by a manual operation to a parking position, neutral position, forward automatic shift position(D position) and forward manual shift drive position (M position). In the M position, an up-shift position "+" and a down-shift-position "-" are aligned to each other in a longitudinal direction of the vehicle. When a driver shifts the shift lever tothe up-shift position "+" or the downshift position "-", a "D" range or an "L" range is selected. Thereby, the shift control is performed so that a gear ratio may not exceed a ratio on a maximum speed side of the shift range. In the hybrid vehicle disclosed in Japanese Patent Laying-Open No. 2006-62569, as described above, the revolution speeds

Process For Actuating A Transmission Mechanism - Patent 8088040

Patents-373 — Thu, 12 Apr 2012 05:20:31 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

This application claims priority from German Application Serial No. 10 2007 023 956.6 filed May 23, 2007.FIELD OF THE INVENTION The invention concerns a process for actuating a transmission mechanism having several shifting elements that can be acted on with hydraulic fluid from a pressure source.BACKGROUND OF THE INVENTION Engine start/stop functions are used for reducing fuel consumption, as well as for reducing pollutant emissions of motor vehicles, configured with internal combustion engines and known from the practice. By way of these functions, internalcombustion engines are shutdown with the aid of different vehicle concepts in appropriate operating states of the vehicle, wherein these functions are activated or de-activated, depending on the operating states of the various vehicle components, and theinternal combustion engine of the vehicle is even shutdown during short vehicle standstills. Moreover, the internal combustion engines are again started up and/or shutdown when predefined startup criteria are present. In order to prevent impairment of a conventional driving operation, due to an engine start/stop function, a quick startup process of the internal combustion engine and immediate buildup of power flow is necessary in the transmission mechanism ofa vehicle when the driver of the vehicle requests to continue driving, especially when driving into heavy traffic and right-of-way roads. In conventionally designed automatic transmission mechanisms or automated manual transmissions, which areconfigured with shifting elements designed as wet-running disk clutches or disk brakes for engaging or disengaging different transmission steps of the transmission mechanism. The shifting elements are essentially supplied with the required actuatingpressure, via a main transmission pump, only when the internal combustion engine is running. In this process, the startup pressure and/or actuating pressure of a shifting element are respectively adjusted, via at least o

Valve Arrangement In A Hydraulic Control Unit - Patent 8088041

Patents-373 — Thu, 12 Apr 2012 05:20:13 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

This application claims priority from German Application Serial No. 10 2008 042 383.1 filed Sep. 26, 2008.FIELD OF THE INVENTION The present invention relates to a valve arrangement in a hydraulic or pneumatic circuit, in particular in an electrohydraulic control device for controlling a transmission.BACKGROUND OF THE INVENTION The pressure of hydraulic or pneumatic systems is controlled by valves that control the pressure by a modulating movement between at least two axial forces acting against one another. The axial forces result from at least one pressure and afurther external force which, for example, are applied by a spring, a solenoid or a second hydraulic pressure to the valve gate. The constantly increasing demands on the quality and speed of control of hydraulic or pneumatic control systems result in systems that are more and more vulnerable to disturbances. This is due, for example, to the compromise that is required toachieve a high control speed of the valves, because ever smaller valve gates are used which, however, are very vulnerable to disturbances of all sorts (disturbance force/return surface=pressure disturbance) because of their small return surface (gatesurface on which the pressure to be modulated is applied). This is particularly the case when the control forces for actuating the valve gate are very small and/or high control pressures have to be reached. In hydraulic systems which are exposed to acceleration, like motor vehicle transmissions, the force ratios at the valve gates, among others, are influenced by the mass forces resulting from the acceleration. This effect is especially pronouncedif the valve gates are arranged with their longitudinal axis, and thus their only translational degree of freedom, in the direction of travel. As a result, the pressure ratios also undesirably change in the hydraulic system. In particular, inelectromagnetic pressure controllers designated as a pressure pilot valve, and thus in the pilot-actuated v

Straddle Type Vehicle, Power Unit And Continuously Variable Transmission - Patent 8088037

Patents-373 — Thu, 12 Apr 2012 05:20:13 GMT

shared by: Patents-373 on: Thursday, April 12, 2012

This application claims the benefit of priority under 35 USC 119 of Japanese patent application no. 2007-094033, filed on Mar. 30, 2007, and Japanese patent application no. 2007-246274, filed on Sep. 21, 2007, which applications are herebyincorporated by reference in their entireties.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission (CVT), and more specifically to a straddle-type vehicle equipped with an electronically controlled CVT. 2. Description of Related Art In straddle-type vehicles, such as scooter motorcycles, a V-belt type continuously variable transmission (CVT) is widely used. A V-belt type CVT includes a primary shaft to which output of a power source, such as an engine, is input, asecondary shaft that extracts output to be transmitted to a driving wheel, and a paired primary sheave and a secondary sheave that are respectively disposed on the primary shaft and the secondary shaft. The groove width of each of the sheaves isdesigned to be variable, and a V-belt is wound around the sheaves. The V-belt type CVT has a groove width adjustment mechanism that is used to vary the groove width of each sheave. As a result, the winding diameter of the V-belt around each sheave isadjusted to adjust the speed change ratio between the sheaves in a continuously variable manner. The primary and secondary sheaves are each formed by a fixed flange and a movable flange that form a V groove therebetween. Each movable flange moves in an axial direction of the primary or secondary shaft. The groove width adjustmentmechanism moves the moveable flange to adjust the speed change ratio in a continuously variable manner. A known V-belt type CVT of this type uses an electric motor to move a movable flange of a primary sheave, thereby adjusting the groove width. The movement driving force of the electric motor moves the moveable flange in either a direction thatnarrows the width of the primary sheav

Control Device For Vehicle Power Transmitting Apparatus - Patent 8083638

Patents-373 — Wed, 11 Apr 2012 22:24:20 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

The present invention relates to a vehicle power transmitting apparatus having an electrically controlled differential portion and a shifting portion. The electrically controlled differential portion is operative to control an operating stateof an electric motor, connected to rotary elements of a differential mechanism in a power transmissive state, for controlling a differential state between a rotation speed of an input shaft, to which a drive force source is connected, and a rotationspeed of an output shaft to control a differential state. The shifting portion forms a part of a power transmitting path between the electrically controlled differential portion and drive wheels. More particularly, it relates to a technology ofperforming shift control in the shifting portion.BACKGROUND ART There has been known a vehicle power transmitting apparatus including an electrically controlled differential portion and a shifting portion. The electrically controlled differential portion is operative to control an operating state of anelectric motor, connected to rotary elements of a differential mechanism in a power transmissive state, for controlling a differential state between a rotation speed of an input shaft, to which a drive force source is connected, and a rotation speed ofan output shaft to control a differential state. The shifting portion forms a part of a power transmitting path between the electrically controlled differential portion and drive wheels. For instance, Patent Publication 1 (Japanese Patent ApplicationPublication No. 2005-264762) discloses an example of such a vehicle drive apparatus. Since such a hybrid type drive apparatus enables a speed ratio to be electrically altered, an engine can be sustained at an optimum operating condition with resultant improvement in fuel consumption. Further, Patent Publication 1 discloses atechnology of appropriately controlling the electric motor to allow the engine to immediately start up. In addition to such a

Transmission Apparatus - Patent 8083642

Patents-373 — Wed, 11 Apr 2012 22:23:46 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

CROSS-REFERENCE TORELATED APPLICATIONS The present application claims priority from Japanese Patent Application No. 2007-244656, filed Sep. 21, 2007 and Japanese Patent Application No. 2008-136252, filed May 26, 2008. The contents of both priority applications are herebyincorporated by reference in their entirety.BACKGROUND OF THE DISCLOSURE 1. Field of the Disclosure The present disclosure generally relates to transmissions including an automated shift-type manual transmission wherein a manual transmission may be automatically operated. In particular, the present disclosure relates to devices to reduce dragtorque caused by a viscosity of lubricating oil remaining between clutch discs even when a wet rotary clutch disengages. 2. Description of the Related Art To form an automated shift-type manual transmission by automating a manual transmission, there must be an automated control for disengaging and engaging a clutch installed to connect and disconnect the engine and transmission. In this regard, awet rotary clutch is generally used due to its superior controllability. Japanese Laid-Open Patent Publication No. 2007-092814 discloses an automated shift-type manual transmission comprising a wet rotary clutch. In such transmissions, it is possible to change gear ratios or transition from a neutral mode to aforward or reverse driving mode. A synchromesh mechanism conducts a meshing operation during transition from a neutral mode to a shift mode to provide a desired gear ratio when the wet rotary clutch disengages. The synchromesh mechanism operates when the wet rotary clutch is disengaged. Because a rotary member at an input of the synchromesh mechanism is rotated by an engine when the wet rotary clutch is engaged, the synchromesh mechanism may notsynchronously rotate the rotary member at the input with respect to a rotary member at an output of the synchromesh mechanism which is rotating with a wheel. Thus, the meshing operation wherein the synchromesh mechani

Apparatus And Method For Controlling Continuously Variable Transmission And Program For Performing The Control Method - Patent 8083640

Patents-373 — Wed, 11 Apr 2012 22:23:38 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

1. Field of the Invention The present invention relates, in general, to an apparatus and method for controlling a continuously variable transmission (CVT) and a program for performing the control method. In particular, the invention relates to a technology forcontrolling the clamping pressure of the transmission belt of the CVT. 2. Description of the Related Art In the related art, a continuously variable transmission (CVT), in which a transmission belt clamps a pair of pulleys having a variable groove width, is known. In the CVT, clamping pressure of the transmission belt prevents slippage of thetransmission belt on the pulleys. However, during a quick braking operation of a vehicle, the output speed of the CVT is quickly reduced, so that torque applied to the transmission belt is excessively increased. In the above state, the transmissionbelt may slip on the pulleys due to the excessively increased torque, To prevent the slippage of the transmission belt on the pulleys in the CVT during a quick braking operation, a technique of increasing the clamping pressure of the transmission beltduring the quick braking operation has been proposed. Japanese Patent Laid-Open Publication No. H8-210450 describes a line pressure control apparatus for appropriately controlling the line pressure in a V-belt type CVT such that the line pressure does not become higher or lower than referencelevels during a braking operation of a vehicle. In the V-belt type CVT using the line pressure control apparatus disclosed in Japanese Patent Laid-Open Publication No. H8-210450, line pressure is applied to a movable flange of the first pulley of a pairof pulleys clamped by a V-belt, while transmission control pressure, which is obtained by reducing the line pressure using a transmission control valve, is applied to a movable flange of the second pulley. Thus, the V-belt type CVT continuously controlsthe transmission ratio using the difference between the transmission control pressure and

Method For Operating An Automatic Gearbox - Patent 8083641

Patents-373 — Wed, 11 Apr 2012 22:22:34 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

This application is a national stagecompletion of PCT/EP2007/051833 filed Feb. 27, 2007, which claims priority from German Application Serial No. 10 2006 014 941.6 filed Mar. 31, 2006.FIELD OF THE INVENTION The invention concerns a method for operating an automatic transmission.BACKGROUND OF THE INVENTION Vehicles need transmissions to in order to transform torques and speeds. The task of a vehicle transmission is to convert the traction force potential of a drive engine. The present invention concerns a method for operating an automatictransmission. In the context of this invention the term automatic transmission should be understood to mean any transmission with an automatic gear change, also known as an automatic variable-speed transmission. In the development of automatic transmissions a continual trend can be observed of increasing the number of gears, particularly the forward gears of an automatic transmission. Thus, at present automatic transmissions with eight forward gearsand one reverse gear are being developed, such automatic transmissions having at least five shift elements, and in an automatic transmission of this type at least three of these at least five shift elements are engaged for torque transfer and forcetransfer in any forward gear and in a reverse gear. In a gear engagement from a neutral position to a forward gear or a reverse gear in such an automatic transmission, the torque or force transfer must be established safely and gently. Until now,however, no methods have been known for operating such automatic transmissions, which ensure safe and gentle gear engagement. Against this background, the present invention addresses the problem of providing a new type of method for operating an automatic transmission.SUMMARY OF THE INVENTION With regard to a first aspect of the present invention, that problem is solved by a method for operating an automatic transmission as defined herein. According to this, in a gear engagement to shift the aut

Method For The Wear-free Braking Of A Vehicle With An Electrodynamic Drive System - Patent 8083639

Patents-373 — Wed, 11 Apr 2012 22:22:20 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

This application claims priority from German Application Serial No. 10 2007 055 706.1 filed Dec. 5, 2007.FIELD OF THE INVENTION The present invention relates to a method for the wear-free braking of a vehicle with an electrodynamic drive system, in particular a parallel hybrid vehicle.BACKGROUND OF THE INVENTION From the prior art, hybrid vehicles that comprise a hybrid transmission are known. In addition to the internal combustion engine, they comprise an electric motor or electric machine. In serial hybrid vehicles, a generator is powered by theinternal combustion engine and the generator supplies electrical energy to the electric motor, which drives the wheels. Furthermore, parallel hybrid vehicles are known, in which a summation of the torques of the internal combustion engine and at leastone electric machine that can be connected with the internal combustion engine takes place. In such cases, the electric machines can be connected to the belt drive or to the crankshaft of the internal combustion engine. The torques produced by theinternal combustion engine and/or the at least one electric machine are transmitted to the driven axle by a downstream transmission unit. From the prior art, in the case of parallel hybrid vehicles, it is known to couple the electric machine not directly between the internal combustion engine and the transmission, but rather via a single-stage planetary gear set in a releasablemanner between the combustion engine and the transmission, whereby an electro-dynamic drive system is formed. For example, U.S. Pat. No. 6,805,648 B1 by the present Applicant, the content of the disclosure relating to the electrodynamic drive system is incorporated herein by reference and describes an electrodynamic drive system for a vehicle whichcomprises, between a drive engine and a main transmission; a planetary gear set that serves as a summation gear system and includes the three elements: a sun gear, a ring gear and a planetary gear carrier. In

Shift Control Device For Automatic Transmission And Shift Control Method Thereof - Patent 8079935

Patents-373 — Wed, 11 Apr 2012 16:50:29 GMT

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This invention relates to a shift control device for an automatic transmission, and a shift control method thereof.BACKGROUND OF THE INVENTION In a typical, well-known automatic transmission for an automobile, the rotation of an engine is input via a torque converter, speed-varied by a shift mechanism having a plurality of planetary gears, and then output to a drive shaft or apropeller shaft (axle side). The shift mechanism in this type of automatic transmission executes a shift by transmitting the rotation of an input shaft to a specific gear or carrier of the planetary gear in accordance with a shift position, and transmitting the rotation ofthe specific gear or carrier to an output shaft appropriately. Further, a plurality of friction elements such as clutches and brakes are provided to constrain the rotation of the specific gear or carrier appropriately during the shift, and apredetermined shift is performed by switching a transmission path through engagement and disengagement combinations of the friction elements. Furthermore, hydraulic clutches and brakes, the engagement state of which is controlled in accordance with anoil pressure supply/discharge state, are normally used as the friction elements. When a predetermined shift is performed in a conventional automatic transmission while the vehicle is traveling near a boundary region of a vehicle traveling condition, a selected gear position varies such that the shift is performed repeatedly. For example, when a 3-4 shift is performed from a third speed to a fourth speed, a 3-4 shift from the third speed to the fourth speed and a 4-3 shift from the fourth speed to the third speed are performed repeatedly, leading to a continuous shift in theform of 3-4-3-4- . . . . When a shift is performed continuously in this fashion, the same friction element is engaged and disengaged repeatedly over a long time period, and therefore a thermal load applied to the friction element increases (the temperature rises). As are

Method And Apparatus To Control Engine Torque To Peak Main Pressure For A Hybrid Powertrain System - Patent 8079933

Patents-373 — Wed, 11 Apr 2012 16:49:50 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

This disclosure pertains to control systems for electro-mechanical transmissions.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Known powertrain architectures include torque-generative devices, including internal combustion engines and electric machines, which transmit torque through a transmission device to an output member. One exemplary powertrain includes atwo-mode, compound-split, electro-mechanical transmission which utilizes an input member for receiving motive torque from a prime mover power source, preferably an internal combustion engine, and an output member. The output member can be operativelyconnected to a driveline for a motor vehicle for transmitting tractive torque thereto. Electric machines, operative as motors or generators, generate a torque input to the transmission, independently of a torque input from the internal combustionengine. The electric machines may transform vehicle kinetic energy, transmitted through the vehicle driveline, to electrical energy that is storable in an electrical energy storage device. A control system monitors various inputs from the vehicle andthe operator and provides operational control of the powertrain, including controlling transmission operating state and gear shifting, controlling the torque-generative devices, and regulating the electrical power interchange among the electrical energystorage device and the electric machines to manage outputs of the transmission, including torque and rotational speed. Operation of the above devices within a hybrid powertrain vehicle require management of numerous torque bearing shafts or devices representing connections to the above mentioned engine, electrical machines, and driveline. Input torque from theengine and an electric machine torque or electric machine torques can be applied individually or cooperatively to provide output torque. Various control schemes and op

Engine Stall Prevention System For Industrial Vehicles And Method Of Controlling The Same - Patent 8079934

Patents-373 — Wed, 11 Apr 2012 16:49:29 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

1. Field of the Invention The present invention relates generally to a transmission for industrial vehicles and, more particularly, to a system for preventing an engine from stalling when an industrial vehicle is braked, which is provided with a brake detection unit,detects the operation of the brake pedal of an industrial vehicle, which is traveling, using the brake detection unit, and causes a control unit, which operates in conjunction with the operation of a brake pedal, to determine whether the speed and engineRevolutions Per Minute (RPM) of the vehicle are equal to or less than respective preset values, and to automatically switch a shuttle valve to a neutral state or a half-clutch state, and a method of controlling the system. 2. Description of the Related Art As generally known in the art, an industrial vehicle, such as an agricultural tractor, is configured such that a main transmission and a sub-transmission are integrally coupled in series in a transmission and, thus, a Power Take-Off (PTO) outputis transmitted when the tractor is driven. Here, the main transmission is configured such that gear trains, which are related to the forward and reverse traveling modes of the industrial vehicle, are arranged therein and is responsible for changes in speed, and the sub-transmission isresponsible for increasing the range of speed for given speed stages provided by the main transmission. Here, a shuttle valve for performing the forward and reverse switching of the main transmission is mounted to the transmission. Only when the transmission of power is interrupted by pressing a clutch pedal while pressing a brake pedal in order to stop the movement of a vehicle body during traveling, or when a shuttle valve enters a neutral state or a half-clutch statethrough the manipulation of the shuttle lever, does the engine of the above-described industrial vehicle maintain an idle state without stalling after braking. However, the conventional industrial vehicle, describe

Gear Shift Control Of A Dual Clutch Transmission - Patent 8079936

Patents-373 — Wed, 11 Apr 2012 16:48:29 GMT

shared by: Patents-373 on: Wednesday, April 11, 2012

1. Field of the Invention This invention relates generally to a dual input clutch powershift transmission for a motor vehicle. In particular, the invention pertains to controlling the input clutches during gear ratio changes produced by such transmissions. 2. Description of the Prior Art A powershift transmission is a geared mechanism having two input clutches, which alternately connect a power source, such as an engine or electric motor, to two transmission input shafts. The transmission produces multiple gear ratios in forward drive and reverse drive though operation of gearing arranged in a dual layshaft configuration between the transmission input and its output. One input clutch transmits torque between theinput and a first layshaft associated principally with even-numbered gears; the other input clutch transmits torque between the transmission input and a second layshaft associated principally with odd-numbered gears. The transmission produces gear ratiochanges by alternately engaging a first input clutch and running in a current gear, disengaging the second input clutch, preparing a power path in the gearing for operation in the target gear, disengaging the first clutch, engaging the second clutch andpreparing another power path in the gearing for operation in the next gear. Because a dual clutch transmission has no torque converter to provide damping, such transmissions begin and end each gear shift with the holding clutch, i.e., the input clutch through which engine torque is transmitted to the transmission inputshaft for the target gear, slipping. To provide acceptable shift quality, it is necessary to maintain the correct slip without excess flare and without locking the holding clutch. At the same time, the input clutches must maintain sufficient torque atthe output shaft to provide consistent acceleration before, during and after the shift. The magnitude slip across the input clutches must be closely controlled of slip across the input clutches.

Oil Pressure Control Apparatus For Automatic Transmission - Patent 8075448

Patents-373 — Tue, 13 Dec 2011 20:02:43 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

Thedisclosure of Japanese Patent Application No. 2009-175091 filed on Jul. 28, 2009 including the specification, drawings and abstract is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION The present invention pertain to an oil pressure control apparatus for an automatic transmission mounted on a vehicle, for example, and relates in particular to an oil pressure control apparatus for an automatic transmission in which an oilpressure servo that engages and disengages one friction engagement element includes two hydraulic oil chambers so that the friction engagement element is engaged with a low torque capacity when an oil pressure is supplied to one of the hydraulic oilchambers and with a high torque capacity when an oil pressure is supplied to the two hydraulic oil chambers.DESCRIPTION OF THE RELATED ART In the related art, there has been proposed a multi-speed automatic transmission mounted on a vehicle or the like and including a friction engagement element (refer to a brake 13-2 disclosed in Japanese Patent Application Publication No.JP-A-2005-098432) which is engaged during engine braking at shift speeds (1st and 2nd) established by engagement of a one-way clutch, for example, and which is also engaged at reverse speeds (REV1 and REV2). Such a friction engagement element requires alow transfer torque capacity during engine braking, for example, and a high transfer torque capacity at reverse speeds. Therefore, an oil pressure servo for the friction engagement element includes a hydraulic oil chamber on the inner peripheral side(inner oil chamber) and a hydraulic oil chamber on the outer peripheral side (outer oil chamber), that is, the friction engagement element can be engaged and disengaged by two oil pressure servos (refers to an oil pressure servo 70 shown in FIG. 1 ofJapanese Patent Application Publication No. JP-A-2005-098432). That is, a hydraulic oil pressure is supplied to only the hydraulic oil chamber on the inner periphe

Driving Force Control Apparatus And Driving Force Control Method - Patent 8075445

Patents-373 — Tue, 13 Dec 2011 20:02:09 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

INCORPORATION BYREFERENCE The disclosure of Japanese Patent Application No. 2005-225888 filed on Aug. 3, 2005, including the specification, drawings and abstract is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a driving force control apparatus and a driving force control method. More particularly, the invention relates to a driving force control apparatus and a driving force control method which change a shift speed from anoptimal shift speed for passing the starting point of a curve to an optimal shift speed for passing the end point of the curve at an optimal time point when the vehicle goes round the curve. 2. Description of the Related Art Japanese Patent Application Publication No. JP-A-2000-27981 describes a shifting control apparatus which includes a starting-point control means, a curve control means, an end-point control means, and selection control means. The starting-pointcontrol means sets a driving force appropriate for passing the starting point of a curve ahead of a vehicle, based on an optimal driving force at each point of a road ahead of the vehicle. The optimal driving force at each point is calculated based onthe road condition at each point. When the curve control means determines that the vehicle is going through the curve where the vehicle needs to turn by a predetermined amount or more, the curve control means sets a driving force appropriate for goingthrough the curve. When the end-point control means determines that the vehicle is running toward the end point of the curve, the end-point control means sets a driving force appropriate for passing the end point of the curve. The selection controlmeans selects the maximum driving force, among the driving forces set by the starting-point control means, the curve control means, and the end-point control means. Japanese Patent Application Publication No. JP-A-2002-122225 describes a shifting control apparat

Vehicle Control System And Method - Patent 8075447

Patents-373 — Tue, 13 Dec 2011 20:02:06 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

CROSSREFERENCE TO RELATED APPLICATION This application is based on and incorporates herein by reference Japanese Patent Application No. 2007-85241 filed on Mar. 28, 2007.FIELD OF THE INVENTION The present invention relates to a vehicle control system and a method for controlling a vehicle.BACKGROUND OF THE INVENTION It is conventionally known (for example, JP 2000-168389A) as one type of vehicle control system to control the switching operation of a gear shift range of an automatic transmission of a vehicle in accordance with a range selecting operation ofa shift lever provided in a range selector. It is furthermore known (for example, JP 2003-242567A) as another type of vehicle control system to control the switching operation of ON/OFF of the engine of a vehicle in accordance with the operation of an ignition key. Furthermore, in the above two types of control systems, the shift lever and the ignition key are normally provided at different positions of the vehicle. Therefore, when a driver of the vehicle is about to start the engine and move the vehicle,the driver needs to operate the ignition key to turn on the engine, switch the operation target from the ignition key to the shift lever and then select the gear shift range such as D (drive) range or R (reverse) range. Accordingly, the change of theoperation target makes a series of vehicle operations before moving of the vehicle cumbersome.SUMMARY OF THE INVENTION The present invention therefore has an object to provide a vehicle control system and a method, which simplifies a vehicle operation required to switching engine operation and vehicle operation. According to the present invention, a vehicle control system comprises a range selector having an operating member operable by a driver of a vehicle, and a shift control device for controlling a switching operation of a shift range of anautomatic transmission of the vehicle in accordance with a range selecting operation of the operating member. The vehicle c

Key Interlock System Of Vehicle Equipped With Automatic Transmission - Patent 8075446

Patents-373 — Tue, 13 Dec 2011 20:02:03 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

S The present application claims priority to Korean Patent Application Number 10-2008-0072180 filed Jul. 24, 2008, the entire contents of which application is incorporated herein for all purposes by this reference.BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a key interlock system of a vehicle equipped with an automatic transmission, which has a mechanical structure. 2. Description of Related Art In general, key interlock systems of vehicles equipped with an automatic transmission should satisfy two conditions of US Federal Motor Vehicle Safety Standards 114 (FMVSS114). The first condition is that the shift lever positioned at the P-range (Parking) can shift to other ranges (R-range, N-range, and D-range) only when the key inserted in the ignition lock cylinder is turned to `ON`. The second condition is thatthe key can be pulled out of the key hole of the ignition lock cylinder only when the shift lever is positioned at the P-range (Parking). The key interlock systems of vehicles equipped with an automatic transmission have important functions of preventing safety accidents due to carelessness of drivers and vehicle theft. Further, most key interlock systems of vehicles equipped with an automatic transmission, which has been widely used, electronic devices that control the operation of the ignition lock switch and key interlock switch, using a solenoid that isoperated by control of an ECU (Electronic Control Unit). However, the electronic devices are expensive, make large noise in operation, and easily break down. The information disclosed in this Background of the Invention section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that thisinformation forms the prior art already known to a person skilled in the art.BRIEF SUMMARY OF THE INVENTION Various aspects of the present invention are directed to provide a key

Hydraulic Control System - Patent 8070650

Patents-373 — Tue, 13 Dec 2011 11:49:59 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

INCORPORATION BY REFERENCE The disclosure of Japanese Patent Application No. 2008-109390 filed on Apr. 18, 2008 including the specification, drawings and abstract is incorporated herein by reference in its entirety.BACKGROUND OF THE INVENTION 1. Field of the Invention The invention relates to a hydraulic control system of a vehicle power train. 2. Description of the Related Art Some of known power trains mounted on vehicles include a belt-type continuously variable transmission, a hydraulic lock-up clutch, and the like. The belt-type continuously variable transmission clamps a belt by hydraulic pressure to transmitpower, and changes the belt winding diameters to vary speed ratios. The hydraulic lock-up clutch is provided in a fluid power transmission device that is arranged in a power transmission path between a power source and the belt-type continuouslyvariable transmission. A hydraulic control system of such a vehicle power train includes a large number of various control valves, electromagnetic valves for controlling the control valves, and the like. For example, the hydraulic control system includes a linepressure control valve, a shift hydraulic pressure control valve, a clamping hydraulic pressure control valve, a lock-up control valve, and the like. The line pressure control valve regulates a line pressure, which is a source pressure (control sourcepressure) of hydraulic pressures at various portions. The shift hydraulic pressure control valve regulates the line pressure, which is the source pressure, and supplies a drive pulley (primary pulley) of the belt-type continuously variable transmissionwith a shift hydraulic pressure by which the speed ratio of the belt-type continuously variable transmission is controlled. The clamping hydraulic pressure control valve also regulates the line pressure, which is the source pressure, and supplies adriven pulley (secondary pulley) of the belt-type continuously variable transmission with a clamping hydraulic p

Method And System For Controlling Engine Speed, Engine Torque And Output From A Torque Converter - Patent 8070653

Patents-373 — Tue, 13 Dec 2011 11:48:38 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

The invention relates to improvements in apparatus for transmitting force between a rotary driving unit (such as the engine of a motor vehicle) and a rotary driven unit (such as the variable-speed transmission in the motor vehicle). Inparticular, the invention relates to a method for controllably slipping a pump clutch in a torque converter or for controllably slipping a clutch inserted between an engine and a torque converter. Specifically, the method reduces turbo-lag for vehicleswith turbocharged engines or controls torque output in response to parameters associated with operation of the vehicle.BACKGROUND OF THE INVENTION Turbochargers are used in vehicle engines to increase the power output of the engine without increasing the size of the engine, specifically, the cylinder displacement. That is, a turbocharger can significantly improve the power-to-weight ratiofor the engine. A turbocharger uses the exhaust flow from the engine to spin a turbine, which in turn spins an air pump. The turbine in the turbocharger spins at speeds of up to 150,000 rotations per minute. Power increases of 30 to 40 percent aretypical for turbocharged engines. Unfortunately, turbochargers do not provide an immediate power boost during a launch event. A time period, typically measured in seconds or fractions of seconds is needed for the turbine to reach the speeds necessary to produce the desiredboost. This phenomenon, known as "turbo-lag," results in a hesitation at the start of a launch event. It is known to decrease turbo-lag by reducing the inertia of the rotating parts in the turbocharger, mainly by reducing the weight of the parts. Thisweight reduction enables the turbine and compressor to accelerate more quickly, and start providing boost earlier. Inertia can be reduced by reducing the size of the turbocharger. Unfortunately, a smaller turbocharger may not be able to provideadequate boost at higher engine speeds. Also, a smaller turbocharger may rotate at excessive

Hybrid Powertrain And Dual Clutch Transmission - Patent 8070649

Patents-373 — Tue, 13 Dec 2011 11:48:30 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

FIELD The present disclosure relates to a powertrain and transmission for a motor vehicle and more particularly to a hybrid powertrain and dual clutch transmission for a motor vehicle.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may or may not constitute prior art. Within the motor vehicle automatic transmission art, the dual clutch transmission (DCT) is a relative newcomer. A typical dual clutch transmission configuration includes a pair of mutually exclusively operating input clutches which drive a pairof layshafts or countershafts disposed on opposite sides of an output shaft. One of each of a plurality of pairs of constantly meshing gears which define the various forward gear ratios is freely rotatably disposed on one of the layshafts and the otherof each pair of gears is coupled to the output shaft. A plurality of synchronizer clutches selectively couple one of the gears to the layshaft to achieve a forward gear ratio. After the synchronizer clutch is engaged, the input clutch associated withthe active layshaft is engaged. Dual clutch transmissions are known for their sporty, performance oriented shift characteristics. They typically exhibit good fuel economy due to good gear mesh efficiency and ratio selection flexibility in design. The synchronizer clutcheshave low spin losses which also contributes to overall operating efficiency. However, dual clutch transmissions have several unique design considerations. For example, because of the torque throughput during launch and the heat that can be generated during slip, the input clutches must be of a relatively large size. The size requirement applies as well to the cooling system which must be able to dissipate relatively large quantities of heat. Finally, because such transmissions typically have many sets of axially aligned gears, their overall length may beproblematic in some platform configurations. The present invention is direc

Method And Apparatus For Adapting Engine Operation In A Hybrid Powertrain System For Active Driveline Damping - Patent 8070647

Patents-373 — Tue, 13 Dec 2011 11:48:27 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

This disclosure pertains to control systems for hybrid powertrain systems.BACKGROUND The statements in this section merely provide background information related to the present disclosure and may not constitute prior art. Known hybrid powertrain architectures include torque generative devices which transfer torque through a transmission device to an output member. One exemplary hybrid powertrain includes a two-mode, compound-split, electromechanical transmissionwhich utilizes an input member for receiving tractive torque from a prime mover power source, preferably an internal combustion engine, and an output member. The output member can be operatively connected to a driveline for a motor vehicle fortransferring and reacting tractive torque therewith. Torque generative devices can include internal combustion engines, fuel cells, and torque generating machines comprising, e.g., electric machines and hydraulic machines. Torque generating machinescan operate as torque motors to transfer torque to the transmission independently of a torque input from the internal combustion engine. Torque generating machines can operate as generators to transform vehicle kinetic energy transferred through thevehicle driveline to potential energy that is storable in an electrical energy storage device in the form of electric power or storable in a hydraulic accumulator energy storage device in the form of hydraulic pressure. A control system monitors variousinputs from the vehicle and the operator and provides operational control of the hybrid powertrain, including, e.g., controlling engine operation, transmission operating range state and gear shifting, controlling the torque generating machines, andregulating the power interchange among the energy storage device and the torque generating machines to manage torque, speed, and power outputs of the transmission.SUMMARY A powertrain includes an engine coupled to an input member of a hybrid transmission. The hybrid transmission is o

Transmission Clutch Stroking Control During An Engine Restart In A Hybrid Electric Vehicle - Patent 8070648

Patents-373 — Tue, 13 Dec 2011 11:48:06 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

1. Field of the Invention This invention relates generally to a powertrain for a hybrid electric vehicle (HEV) and, more particularly, to control of a transmission friction control element during an engine restart event. 2. Description of the Prior Art A hybrid electric vehicle (HEV) is a vehicle configured with a hybrid propulsion system that utilizes at least two different sources of torque for propelling the vehicle. As one non-limiting example, a hybrid propulsion system may combine aconventional propulsion system that includes an internal combustion engine and a stepped-ratio change automatic transmission with an electric propulsion system that includes one or more electric motors and a rechargeable energy storage device, such as abattery, that can power the electric motors or store energy to improve fuel economy over the conventional vehicle. A hybrid electric vehicle typically provides different powertrain operating modes with the engine running or shutdown depending on thevehicle operating conditions, battery conditions, and driver's propulsion request. Hence, one of the major functions that an HEV provides is the ability to start or stop the engine during certain conditions. When the engine is running, the electricportion of the propulsion system may be used to assist the engine in providing the required vehicle propulsion. During the conditions when the engine is shutdown, the driver's propulsion request can be provided entirely by the electric motor. Motor vehicles can be designed to employ certain aspects of hybrid electric vehicle technology to reduce fuel consumption, but without use of a hybrid drivetrain. In such vehicles, called micro-HEVs, shutting down the engine during conditionswhere the engine operates at idle speed will be used to reduce fuel consumption in a conventional powertrain that includes an internal combustion engine and a stepped-ratio change automatic transmission, but no electric machine for driving the wheels. The primary

Method For Overcoming Tooth Butt Conditions When Engaging Gears In Transmissions - Patent 8070652

Patents-373 — Tue, 13 Dec 2011 11:48:01 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

This application is a National Stage completion of PCT/EP2007/059163 filed Sep. 3, 2007, which claims priority fromGerman patent application serial no. 10 2006 046 605.5 filed Sep. 30, 2006.FIELD OF THE INVENTION The present invention relates to a method for overcoming tooth abutment conditions when engaging gears in transmissions.BACKGROUND OF THE INVENTION Transmissions with several gears have at least one drive shaft, which in the case of a motor vehicle is usually driven by an internal combustion engine connected to the transmission drive shaft via a shiftable clutch often configured as a dryfriction clutch. The transmission output shaft is for example connected via a differential gear to the drivable wheels of the vehicle. As internal combustion engines can only be operated within a relatively low speed range, the transmission is used foradjusting the speed of the drive shaft at a given speed of the vehicle and/or at a given speed of the output shaft such that the internal combustion engine may work at the most favorable operating level. Besides certain special forms, like e.g. continuously variable transmissions, a customary transmission for passenger cars has at least two, but mostly 4 to 7 fixed transmission ratios or gears, apart from the drive shaft and output shaft, areverse gear with reversal of rotation direction being nearly always provided. Transmissions with even considerably more gears are used in freight vehicles. The individual gears are either shifted when certain gear pairs (or also equivalent transmission means like belt sprockets) are shifted into the flow of torque, while other gear pairs do not actively rotate with the transmission of torque. Forthis purpose, certain gear wheels may be arranged displaceable but rotationally fixed on shafts and be displaced when the allocated gear is engaged such that they mesh with another gear wheel. Alternatively, the gear wheels may permanently intermeshwith their allocated gear wheels, and the torq

Work Machine Coast And Brake Control With An Infinitely Variable Transmission - Patent 8070651

Patents-373 — Tue, 13 Dec 2011 11:47:56 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

The present invention relates to work machines, and, more particularly, to work machines including an internal combustion engine coupled with an infinitely variable transmission (IVT).BACKGROUND OF THE INVENTION A work machine, such as a construction work machine, an agricultural work machine or a forestry work machine, typically includes a prime mover in the form of an internal combustion (IC) engine. The IC engine may either be in the form of acompression ignition engine (i.e., diesel engine) or a spark ignition engine (i.e., gasoline engine). For most heavy work machines, the prime mover is in the form of a diesel engine having better lugging, pull-down and torques characteristics forassociated work operations. An IC engine may be coupled with an IVT which provides continuous variable output speed from 0 to maximum in a stepless fashion. An IVT typically includes hydrostatic and mechanical gearing components. The hydrostatic components convertrotating shaft power to hydraulic flow and vice versa. The power flow through an IVT can be through the hydrostatic components only, through the mechanical components only, or through a combination of both depending on the design and output speed. One example of an IVT for use in a work machine is a hydromechanical transmission which includes a hydraulic module coupled with a planetary gear set. Another example of an IVT for a work machine is a hydrostatic transmission which includes ahydraulic module coupled with a gear set. The deceleration rate with an IVT can be more abrupt than a traditional torque converter powershift transmission when the ground speed control pedal is fully released. The IVT ratio of input to output speed increases as the speed control pedal is released and the vehicle inertia back drives the engine and abruptly slowsdown the vehicle. This brings the vehicle to a stop quickly and is undesirable to the operator. What is needed in the art is a work machine with an IVT which is configured and co

Method Of Clutch Actuation For Hybrid Transmissions - Patent 8066620

Patents-373 — Tue, 13 Dec 2011 04:40:47 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

The present invention relates generally to hybrid powertrains for vehicles, and hydraulic control thereofBACKGROUND OF THE INVENTION Motorized vehicles include a powertrain operable to propel the vehicle and power the onboard vehicle electronics. The powertrain, or drivetrain, generally includes an engine that powers the final drive system through a multi-speed powertransmission. Many vehicles are powered by a reciprocating-piston type internal combustion engine (ICE). Hybrid vehicles utilize alternative power sources to propel the vehicle, minimizing reliance on the engine for power. A hybrid electric vehicle (HEV), for example, incorporates both electric energy and chemical energy, and converts the sameinto mechanical power to propel the vehicle and power the vehicle systems. The HEV generally employs one or more electric machines that operate individually or in concert with an internal combustion engine to propel the vehicle. Since hybrid vehiclescan derive their power from sources other than the engine, engines in hybrid vehicles may be turned off while the vehicle is stopped or is being propelled by the alternative power source(s). Parallel hybrid architectures are generally characterized by an internal combustion engine and one or more electric motor/generator assemblies, all of which have a direct mechanical coupling to the transmission. Parallel hybrid designs utilizecombined electric motor/generators, which provide traction and may replace both the conventional starter motor and alternator. The motor/generators are electrically connected to an energy storage device (ESD). The energy storage device may be achemical battery. A control unit is employed for regulating the electrical power interchange between the energy storage device and motor/generators, as well as the electrical power interchange between the first and second motor/generators. Electrically-variable transmissions (EVT) provide for continuously variable speed ratios by combining featur

Method For Controlling Shifts In An Automated Step-down Transmission - Patent 8066617

Patents-373 — Tue, 13 Dec 2011 04:40:38 GMT

shared by: Patents-373 on: Tuesday, December 13, 2011

This application claims priority from German patent application serial no. 10 2008 000 752.8 filed Mar. 18, 2008, and also claims priority from German patent application serial no. 10 2008 042345.9 filed Sep. 25, 2008.FIELD OF THE INVENTION The invention concerns a method for controlling shifts in an automated step-down transmission arranged in a drivetrain of a motor vehicle between a drive engine and a drive axle and comprises at least a multi-stage main transmission and,downstream therefrom, a range group, and in which the main transmission has an intermediate transmission structure with at least one countershaft provided with a controllable transmission brake, an input shaft being connected to the drive engine via aseparate clutch, such that the main transmission can be shifted unsynchronized and the range group after synchronization, and such that the transmission ratio engaged in the main transmission before and after the range shift is identical.BACKGROUND OF THE INVENTION Step-down transmissions with a multi-stage main transmission and, downstream from it, a range group and sometimes also with a splitter group in drive connection upstream or downstream of the main transmission, have been known for a long time andare preferably used in commercial vehicles. By means of, for example, a two-stage splitter group with a gear ratio interval corresponding to approximately half of an average gear ratio interval between two successive ratio steps of the maintransmission, the gear ratio intervals of the main transmission are halved and the total number of gears of the step-down transmission available is doubled. By means of a usually two-stage range group with a gear ratio interval over the overall ratiointerval of the main transmission by approximately an average ratio interval between two successive ratio steps of the main transmission, the spread of the transmission gear ratios as a whole is approximately doubled and the total number of gears of thestep-down tra