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Controller For Vehicle Power Transmission Apparatus - Patent 8152692
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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