СПОСОБ КАЛИБРОВКИ ДАТЧИКА ВЫБРАННОЙ ПЕРЕДАЧИ И СИСТЕМА ДАТЧИКОВ ВЫБРАННОЙ ПЕРЕДАЧИ

... 1. Способ калибровки датчика выбранной передачи для многоступенчатой механической трансмиссии, имеющей механизм переключения передач Н-типа, в котором выбираемые передачи расположены в два ряда и имеют несколько параллельных плоскостей движения рычага переключения передач, а механизм переключения передач содержит селекторный переключающий элемент, приводимый в движение рычагом переключения передач в угловом и осевом направлениях для включения выбираемых передач, в котором осуществляют контроль за движением селекторного переключающего элемента в процессе переключения передач с использованием датчика выбранной передачи, который предоставляет информацию о движении селекторного переключающего элемента в направлении включаемой передачи, преобразуют это движение в скорость в направлении включаемой передачи и используют заранее заданные характеристические изменения скорости для получения калибровочного значения в направлении включаемой передачи.2. Способ по п.1, в котором при определении калибровочного ...

ТРАНСПОРТНОЕ СРЕДСТВО И СПОСОБ УПРАВЛЕНИЯ ТРАНСПОРТНЫМ СРЕДСТВОМ

Изобретение относится к транспортным средствам. Транспортное средство содержит источник движущей силы, автоматическую коробку передач и электронный блок управления (ЭБУ) для выполнения первого и второго режима движения. В первом режиме управление движущей силой и переключение передач происходит по запросу водителя. Во втором режиме целевое состояние движения назначается независимо от запроса водителя, при этом выполняется управление движущей силой и переключение передач. Условием переключения передач является условие включения повышающей передачи и понижающей передачи. Величина гистерезиса между условием включения повышающей и понижающей передачи в первом режиме движения отлична от величины гистерезиса во втором режиме. ЭБУ переключает передачи относительно того, выполнять ли переключение передач во втором режиме движения с меньшей величиной гистерезиса, чем величина гистерезиса в первом режиме. ЭБУ предотвращает переключение передач при условии включения повышающей либо понижающей передачи ...

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ АВТОМАТИЧЕСКОЙ ТРАНСМИССИЕЙ

Предлагается способ и устройство для управления переключением автоматических трансмиссий. В предпочтительном конкретном исполнении устройство и способ управления определяет окно для такого синхронного зацепления, что зацепление муфты сцепления осуществляется или имеет тенденцию к осуществлению тогда, когда входной вал вращается со скоростью, равной или немного превышающей точную синхронную скорость.

Automatisches Schaltsteuersystem für einen Antriebsstrang und Verfahren

Ein Maschinenantriebsstrang mit einem Getriebe (208) umfasst eine Steuervorrichtung, die anspricht, um selektiv die Übersetzung des Getriebes (208) in Ansprechen auf eine Schaltsignal (302) zu variieren. Ein einem Maschinenwerkzeug zugeordneter Hubsensor (29) überwacht eine Werkzeugstellung und stellt ein Hubsignal (302) bereit. Ein Fahrgeschwindigkeitssensor (39) überwacht die Fahrgeschwindigkeit und stellt ein Fahrgeschwindigkeitssignal (308) bereit. Ein Steuergerät (232) überwacht die Hub- und Fahrgeschwindigkeitssignale, vergleicht das Hubsignal (302) mit einem vorbestimmten Stellungsbereich, vergleicht das Fahrgeschwindigkeitssignal (308) mit einem vorbestimmten Fahrgeschwindigkeitsbereich und stellt, wenn das Fahrgeschwindigkeitssignal (308) innerhalb des vorbestimmten Fahrgeschwindigkeitsbereichs liegt und das Hubsignal (302) innerhalb des vorbestimmten Stellungsbereichs liegt, das Schaltsignal (302) bereit, was veranlasst, dass die selektiv variable Übersetzung des Getriebes (208 ...

Verfahren zum Steuern eines Getriebes eines Fahrzeugs

Ein Verfahren zum Steuern eines Getriebes umfasst ein Detektieren eines Auftretens eines Herunterschaltens in dem Getriebe von einem ersten Übersetzungsverhältnis in ein zweites Übersetzungsverhältnis. Es wird eine Ermittlung vorgenommen, ob das Fahrzeug innerhalb des Schnellstraßen-Geschwindigkeitsbereichs arbeitet und ob ein Gaspedal zumindest einen Mindestprozentsatz einer vollständig niedergedrückten Stellung niedergedrückt ist. Wenn das Herunterschalten von dem hohen Übersetzungsverhältnis in das niedrige Übersetzungsverhältnis detektiert wird, das Fahrzeug innerhalb des Schnellstraßen-Geschwindigkeitsbereichs arbeitet und das Gaspedal zumindest den Mindestprozentsatz der vollständig niedergedrückten Stellung niedergedrückt ist, wird ein Countdown-Timer gestartet, um von einer vordefinierten Zeit auf null herunter zu zählen. Es wird ein Hochschalten des Getriebes von dem zweiten Übersetzungsverhältnis in das erste Übersetzungsverhältnis beschränkt, während der Countdown-Timer eine ...

Gear selector mechanisms

PROPELLING DRIVE CONTROL APPARATUS FOR WORKING VEHICLE

Kinetic energy recovery system

Device and method for controlling automatic gearbox

Shifting apparatus for manual transmission

Adjusting device for calibrating transmission

The invention relates to an adjusting device for calibrating a transmission, which comprises a main bearing shaft (12) supported in a shift lever housing (10), and an adjusting element (14). The adjusting element (14) can be engaged with a guide member (22) connected on the shift lever housing (10), wherein the adjusting element (14) is disposed along a central axis (16) of the main bearing shaft (12).

CONTROL DEVICE FOR THE PROPULSION OF A WORK VEHICLE, FOR EXAMPLE OF AN AGRICULTURAL TRACTOR

HYDRAULIC CONTROL DEVICE OF AUTOMATIC TRANSMISSION

A dual purpose pressure adjusting valve provides a hydraulic pressure upon failure of electric power supply and controls the hydraulic pressure selectively directed toward a high clutch and a low & reverse brake using a line pressure, that bypasses a manual valve, as a source pressure. A switching valve switches hydraulic pressure feeding passages of the high clutch and low & reverse brake in response to selection of a range position between D-range position and R-range position. A first rotation member and a transmission input shaft are connected to each other when the high clutch is engaged. The first rotation member is a member other than a transmission output gear. A high clutch inhibitor valve uses D-range pressure PD as a signal pressure and is arranged between the switching valve and the high clutch. The high clutch inhibitor valve opens a communication between the dual purpose pressure adjusting valve and the high clutch when the signal pressure is applied thereto and doses the ...

Control device for automatic transmission

There is provided a control device for an automatic transmission configured to automatically shift a transmission of a driving force of a motor in response to a driving state. The automatic transmission includes a synchromesh mechanism configured to couple gear pairs and a rotary shaft to transmit the driving force of the motor to the gear pairs and a switching apparatus configured to switch a coupling state of the gear pairs and the rotary shaft. A preload control unit is configured to operate the switching apparatus to apply a preload to the synchromesh mechanism when a shift transmission request is detected. A shift control unit is configured to operate the switching apparatus to apply a shift load greater than the preload to the synchromesh mechanism after the preload is applied to the synchromesh mechanism.

Dual-clutch transmission

A dual-clutch transmission has two input shafts for connection to a power shift clutch, at least one countershaft offset in parallel to the input shafts, an output gearwheel designed as an idler gear and situated coaxially with respect to the countershaft, at least one gearwheel plane having an idler gear situated coaxially with respect to the countershaft, and a shifting unit having a first shift position in which the output gearwheel and the countershaft are connected to one another in a rotationally fixed manner. The shifting unit has a second shift position in which the idler gear and the output gearwheel are directly connected to one another in a rotationally fixed manner.

Change of mind shift control

A method of controlling shifts in a multi-speed transmission includes beginning an initial shift, which changes the transmission from a starting gear to an initial target gear, and executing an adjusted shift, which changes the transmission to an adjusted target gear having higher speed ratio than the initial target gear, when transition conditions are satisfied. The transition conditions include a threshold increase in torque request, which is sufficient to require the transmission to be placed into the adjusted target gear. The transition conditions also include a common controlling clutch, which is partially engaged during the initial shift and the adjusted shift and is an off-going clutch to place the transmission in the adjusted target gear. Executing the adjusted shift does not include placing the transmission in a neutral mode. Furthermore, executing the adjusted shift does not include completing the initial shift.

CONTROL APPARATUS FOR VEHICLE DRIVE-FORCE TRANSMITTING APPARATUS

A control apparatus for a vehicle drive-force transmitting apparatus which defines a first drive-force transmitting path provided with a first clutch and a two-way clutch and a second drive-force transmitting path provided with a continuously variable transmission and a second clutch. The control apparatus switches the two-way clutch from its lock mode to its one-way mode, when the second drive-force transmitting path is to be established in place of the first drive-force transmitting path. The drive-force transmitting apparatus includes a hydraulic actuator configured to control switching of the two-way clutch between the lock mode and the one-way mode. When a request for establishing the second drive-force transmitting path in place of the first drive-force transmitting path is made during forward running of the vehicle with the two-way clutch being in the lock mode, the control apparatus executes a dither control for fluctuating a hydraulic pressure applied to the hydraulic actuator.

Valve for locking and releasing a hydraulically actuated shifting element

A stop valve assembly is provided for the locking and unlocking of at least one hydraulic chamber of a shift element that is applied with operating pressure and is coaxially arranged at a shaft in a transmission housing of an automatic transmission of a motor vehicle. At least one first stop valve for lowering the operating pressure of the shift element and at least one second stop valve for raising the operating pressure of the shift element are provided.

State transition control for a multi-mode hybrid powertrain

A powertrain includes a controller and gear sets, clutches, rotatable members, and torque actuators, e.g., an engine and one or more motor/generator units. Each torque actuator outputs a total control torque. The total control torque from a given actuator is used to achieve a target value, which is a torque value of a member of one of the gear sets, clutches, or rotatable members. The controller includes proportional-integral (PI) control logic. The total control torque is the sum of proportional and integral torque terms from the PI control logic. The controller detects a predetermined vehicle event, for instance a change in a hybrid range state or a control gain reduction event, and then automatically resets the integral control torque term(s) for the physical target value during the requested vehicle event to thereby maintain the total control torque for the same target value through the execution of the predetermined vehicle event.

Shift range switching apparatus

There is provided a shift range switching apparatus that can perform appropriate fail-safe control when a power source supplied to an electronically controlled shift range switching apparatus is instantaneously interrupted. When due to instantaneous interruption of a power source supplied to the shift range switching apparatus, the shift range switching apparatus is reactivated, a target shift range is determined based on a rotation position of a detent plate detected by a detent position sensor immediately after the reactivation, and the rotation position of the detent plate is controlled.

Control device for performing a start control

A control device that includes an electronic control unit that is configured to, in a case where a request to start the internal combustion engine is made while a downshift for changing a speed ratio of the speed change device so that the speed ratio after shifting is higher than the speed ratio before shifting is being performed in the electric drive state, perform the first start control after the downshift is completed.

System and method for synchronizing engine and transmission system operation within an agricultural vehicle

A system and method for controlling a transmission system is provided. One agricultural vehicle includes a vehicle controller configured to instruct an engine controller to maintain an engine at a constant speed and to receive a first signal from a transmission controller indicative of gear shift initiation. The vehicle controller is also configured to instruct the engine controller to maintain the engine at a current torque upon receipt of the first signal and to receive a second signal from the transmission controller indicative of gear shift completion. The vehicle controller is configured to instruct the engine controller to maintain the engine at the constant speed upon receipt of the second signal.

System And Method For Optimizing Downshifting Of A Transmission During Vehicle Deceleration

The present disclosure provides a method of selecting a gear ratio of a transmission. The method includes measuring a current road grade with a sensing device and communicating the current road grade measurement to the controller. The controller receives a signal corresponding to a service brake input and determines a desired maximum acceleration limit of the vehicle. The method also includes calculating a predicted vehicle acceleration, measuring a current vehicle acceleration, and calculating an error value as a function of the predicted vehicle acceleration and measured vehicle acceleration. The method also computes an estimated required tractive braking effort and estimated tractive braking effort for at least one of N automatically selectable gear ratios of the transmission and selects one gear ratio of the N automatically selectable gear ratios for the operation of the transmission based on a comparison of the estimated required tractive braking effort and estimated tractive braking ...

СИСТЕМА ГИДРАВЛИЧЕСКОГО УПРАВЛЕНИЯ ДВУХСТОРОННЕЙ ЗУБЧАТОЙ МУФТОЙ КОРОБКИ ПЕРЕДАЧ

Изобретение относится к системам гидравлического управления двухсторонней зубчатой муфтой транспортных средств. Система содержит гидроцилиндр с поршнем и штоком, двухпозиционные электромагнитные клапаны, управляемые электронным блоком, трехпозиционный гидравлический распределитель, двухпозиционный дополнительный клапан и двухпозиционный вспомогательный клапан. На штоке закреплена вилка перемещения зубчатой муфты. Рабочий вход дополнительного клапана при его выключении сообщается с выходом электромагнитного клапана, а при включении - с напорной гидролинией. Рабочий выход дополнительного клапана сообщается с полостью гидроцилиндра. На штоке поршня сделана кольцевая канавка, а в корпусе гидроцилиндра сделано входное отверстие, сообщающееся с распределителем через клапан с функцией ИЛИ и выходное отверстие. Управляющий вход вспомогательного клапана сообщен с выходным отверстием в корпусе гидроцилиндра, а рабочий вход - с распределителем через клапан с функцией ИЛИ. Рабочий выход вспомогательного ...

СИСТЕМА ГИДРАВЛИЧЕСКОГО УПРАВЛЕНИЯ ЗУБЧАТОЙ МУФТОЙ КОРОБКИ ПЕРЕДАЧ ТРАНСПОРТНОГО СРЕДСТВА

Изобретение относится к коробкам передач с автоматическим управлением. Система гидравлического управления зубчатой муфтой содержит гидроцилиндр, в корпусе которого расположен поршень со штоком. На штоке закреплена вилка перемещения муфты. Система содержит двухпозиционные электромагнитные клапаны, управляемые электронным блоком, трехпозиционный гидравлический распределитель, двухпозиционные дополнительные клапаны. Рабочий вход каждого дополнительного клапана при его выключении сообщается с выходом электромагнитного клапана, а при включении дополнительного клапана его рабочий вход сообщается с напорной гидролинией. Рабочий выход каждого дополнительного клапана сообщается с одной из полостей гидроцилиндра. На штоке поршня сделана кольцевая канавка, а в корпусе гидроцилиндра напротив штока сделаны входные отверстия, сообщающиеся с распределителем, и выходные отверстия, расположенные напротив входных отверстий. Каждый дополнительный клапан имеет по два управляющих входа, один из которых сообщен ...

VERFAHREN ZUM BETREIBEN EINES AUTOMATGETRIEBES

System und Verfahren des Steuerns eines Getriebes für ein Fahrzeug

Ein System und ein Verfahren des Steuerns eines Getriebes für ein Fahrzeug können ein Getriebe mittels Steuerns einer Öltemperatur im Getriebe schützen, wenn auf einer lang-bergauf-Straße gefahren wird. Das System kann aufweisen: einen Verbrennungsmotor (30), welcher ein Antriebsdrehmoment erzeugt, ein Getriebe (40), welches das im Verbrennungsmotor (30) erzeugte Antriebsdrehmoment umwandelt und ausgibt, eine Verriegelungskupplung (50), welche zwischen dem Verbrennungsmotor (30) und dem Getriebe (40) angeordnet ist und welche direkt den Verbrennungsmotor (30) selektiv mit dem Getriebe (40) kuppelt, einen Datendetektor (10), welcher Daten zum Steuern des Getriebes (40) erfasst, und eine Steuerungsvorrichtung (20), welche basierend auf den Daten ermittelt, ob eine langbergauf-Straßenbedingung erfüllt ist, welche ermittelt, ob eine Schutzlogikbetriebsbedingung erfüllt ist, falls die lang-bergauf-Straßenbedingung erfüllt ist, und welche eine Schutzlogik betreibt, falls die Schutzlogikbetriebsbedingung ...

Antriebsvorrichtung für ein Kraftfahrzeug

Die Erfindung betrifft eine Antriebsvorrichtung für ein Kraftfahrzeug, mit einer Brennkraftmaschine (10), die auf ein Getriebe (12) abtreibt, das eine Anzahl von Übersetzungsstufen aufweist, die in einem Zugbetrieb, in dem das Fahrzeug von der Brennkraftmaschine (10) angetrieben wird, schaltbare Fahrgänge (1 bis 6) bereitstellt, und zwar von einem Anfahrgang (1) bis zu einem höchsten Fahrgang (6). Erfindungsgemäß weist das Getriebe (12) zumindest eine, einen Schubgang (7) bereitstellende Übersetzungsstufe auf, die nicht im Zugbetrieb schaltbar ist, sondern nur in einem Schubbetrieb, in dem das Fahrzeug die Brennkraftmaschine (12) schleppt.

PROPELLING DRIVE CONTROL APPARATUS FOR WORKING VEHICLE

A propelling drive control apparatus for a working vehicle comprising hydraulically operable friction clutches, a first clutch control valve for selecting between the friction clutches, and a second clutch control valve connected in series to the first clutch control valve. The second clutch control valve is manually switchable to a declutching position for disengaging the friction clutches, a first clutch engaging position for engaging one of the friction clutches, and a second clutch engaging position intermediate between the declutching position the first clutch engaging position. In this second clutch engaging position one of the friction clutches is operable under a lower hydraulic pressure than in the first clutch engaging position.

A shift-by-wire selector control system for a motor vehicle transmission

DRIVE TRAIN AND SYSTEMS FOR A THREE-WHEELED VEHICLE

An apparatus includes a housing, an input portion including an input gear, an idler portion including an idler gear, and an output portion including an output gear and an output member disposed outside of the housing and substantially coplanar with a drive portion of a rear wheel assembly. The housing can couple to an engine assembly such that rotation of an engine output member rotates the input gear. The input gear can move within the housing between a first position, in which the input gear engages the idler gear and is spaced apart from the output gear to indirectly rotate the output gear in a first direction via the idler gear, and a second position, in which the input gear engages the output gear and is spaced apart from the idler gear to directly rotate the output gear in a second direction. The output member rotates with the output gear.

Automatic transmission and method for determining selection operation of automatic transmission

In the present invention, when there has been a selection operation from a range other than the drive range to the drive range while stopped, if the time during which the range other than the drive range was selected was longer than a predetermined time threshold and the input rotational velocity of a transmission is lower than a predetermined rotational velocity threshold, a transmission controller determines that there has been a selection operation from the reverse range to the drive range, and when the time during which the range other than the drive range was selected was shorter than the time threshold or the input rotational velocity is higher than the rotational velocity threshold, the transmission controller determines that there has been a selection operation from the parking range or neutral range to the drive range.

técnicas de mudança de transmissão interativa

METHOD FOR DETERMINING A SHIFT SEQUENCE OF A CHANGE OF TRANSMISSION RATIO OF A GEAR MECHANISM DEVICE OF A VEHICLE DRIVE TRAIN

A method is described for determining a shift sequence of a change of transmission ratio of a gear mechanism device of a vehicle drive train. The shift sequence is determined as a function of an operating state of the vehicle drive train which is present when the actual transmission ratio is engaged in the gear mechanism device. The operating state is characterized by various operating state variables of the vehicle drive train which represent input variables of a model (B2) which maps the vehicle drive train. Output variables of the model (B2), at least one target predefined value which characterises the shift sequence and is determined applicatively in the form of a functional relationship and limiting values of operating state variables or of combinations of operating state variables are fed to an optimization routine (B1) as input variables, in the region of which the functional relationship of the at least one target predefined value is minimized, and in addition torque profiles which ...

Drive train and systems for a three-wheeled vehicle

An apparatus includes a housing, an input portion including an input gear, an idler portion including an idler gear, and an output portion including an output gear and an output member disposed outside of the housing and substantially coplanar with a drive portion of a rear wheel assembly. The housing can couple to an engine assembly such that rotation of an engine output member rotates the input gear. The input gear can move within the housing between a first position, in which the input gear engages the idler gear and is spaced apart from the output gear to indirectly rotate the output gear in a first direction via the idler gear, and a second position, in which the input gear engages the output gear and is spaced apart from the idler gear to directly rotate the output gear in a second direction. The output member rotates with the output gear.

Hydraulic control device of automatic transmission

A dual purpose pressure adjusting valve provides a hydraulic pressure upon failure of electric power supply and controls the hydraulic pressure selectively directed toward a high clutch and a low & reverse brake using a line pressure, that bypasses a manual valve, as a source pressure. A switching valve switches hydraulic pressure feeding passages of the high clutch and low & reverse brake in response to selection of a range position between D-range position and R-range position. A first rotation member and a transmission input shaft are connected to each other when the high clutch is engaged. The first rotation member is a member other than a transmission output gear. A high clutch inhibitor valve uses D-range pressure PD as a signal pressure and is arranged between the switching valve and the high clutch. The high clutch inhibitor valve opens a communication between the dual purpose pressure adjusting valve and the high clutch when the signal pressure is applied thereto and doses the ...

METHODS AND SYSTEM FOR PROVIDING VEHICLE PERFORMANCE FEEDBACK

Systems and methods for supplying feedback to a driver of a vehicle so that transmission shifting busyness may be reduced are presented. In one example, the systems and methods include increasing resistance of an accelerator pedal in response to a difference between an available powertrain torque and a desired powertrain torque.

Method for determining the shift sequence of a change of transmission ratio of a transmission device in a vehicle drive train

The shift sequence for a transmission ratio change of a vehicle drive train is determined depending on an operating state of the vehicle drive train existing upon the actual transmission ratio of the transmission device. The operating state is characterized by various operating state quantities of the vehicle drive train, which represent input quantities of a model representing the vehicle drive train. Output quantities of the model supply at least one target value that determines the shift sequence in terms of characterization and application as input quantities of an optimization routine, by which a minimization of the functional connection of at least one target value is carried out. The torque characteristics representing the shift sequence of devices of the vehicle drive train are determined depending on the minimum of the functional connection of at least one target value, taking into account the limits of the operating state quantities.

AUTOMATIC SPEED CHANGE METHOD FOR DUMP TRUCK FOR CONSTRUCTION MACHINE

Automatic speed change system for drum trucks The engine controller (50) receives (53) a signal from an accelerator pedal (57) and controls fuel injection of an engine (10) by changing a rack (43) position. The controller (50) also calculates (54) the engine output condition as well as torque, based on signals from an engine rotation speed sensor (47) and a rack position sensor (46). A speed controller (60) has a first control circuit (61), which receives a shift position signal (R,N,D,V,IV,III,II) from a shift lever (63) and a vehicle speed signal from an input or output shaft sensor (48,49) of a gear box (16) and changes gears when the vehicle speed reaches predetermined values. A second control circuit (62) receives engine output condition and torque signals from the engine controller (50) and judges if gear change is possible, based on the current engine output power and the calculated value after gear change.

СПОСОБ КАЛИБРОВКИ ДАТЧИКА ВЫБРАННОЙ ПЕРЕДАЧИ И СИСТЕМА ДАТЧИКОВ ВЫБРАННОЙ ПЕРЕДАЧИ

Изобретение относится к транспортным средствам с механической трансмиссией. Способ калибровки датчика выбранной передачи для механической трансмиссии с механизмом переключения передач Н-типа, в котором выбираемые передачи расположены в два ряда и имеют несколько параллельных плоскостей движения рычага переключения передач. Механизм переключения передач содержит переключающий элемент, приводимый в движение рычагом переключения передач в угловом и осевом направлениях, в котором контролируют движение переключающего элемента при переключении передач с использованием датчика выбранной передачи. Датчик предоставляет информацию о движении переключающего элемента в направлении включаемой передачи. Преобразуют это движение в скорость в направлении включаемой передачи и используют заранее заданные характеристические изменения скорости для получения калибровочного значения в направлении включаемой передачи. Повышается эффективность определения следующей передачи. 3 н. и 13 з.п. ф-лы, 9 ил.

СПОСОБ УПРАВЛЕНИЯ СИСТЕМОЙ ПРИВОДА АВТОМОБИЛЯ

Изобретение относится к управлению двигателем внутреннего сгорания. Техническим результатом является сокращение расхода топлива автомобилем и улучшение реакции на запрос водителем крутящего момента от системы привода при остановке вращения двигателя в системе привода. Предложен способ улучшения эксплуатации системы привода автомобиля, содержащей двигатель и автоматическую трансмиссию с преобразователем крутящего момента. Двигатель может быть остановлен, в то время как автомобиль, где установлен двигатель, продолжает качение. Трансмиссия, соединенная с двигателем, может быть переключена во время качения автомобиля для улучшения отклика автомобиля, если водитель запрашивает увеличение крутящего момента двигателя. 5 з.п. ф-лы, 6 ил.

Способ (варианты) и система для обеспечения обратной связи для водителя транспортного средства с указанием на режим работы транспортного средства

Представлены системы и способы обеспечения обратной связи для водителя транспортного средства. В одном из примеров упомянутые системы и способы содержат увеличение сопротивления нажатию педали акселератора в зависимости от разности между доступным крутящим моментом силовой установки и требуемым крутящим моментом силовой установки. Обеспечивается снижение времени недоступности переключения передач трансмиссии. 3 н. и 17 з.п. ф-лы, 6 ил.

Способ (варианты) и система обеспечения обратной связи о рабочих характеристиках транспортного средства

СПОСОБ КАЛИБРОВКИ ДАТЧИКА ВЫБРАННОЙ ПЕРЕДАЧИ И СИСТЕМА ДАТЧИКОВ ВЫБРАННОЙ ПЕРЕДАЧИ

Изобретение относится к транспортным средствам с механической трансмиссией. Способ калибровки датчика выбранной передачи для механической трансмиссии с механизмом переключения передач Н-типа, в котором выбираемые передачи расположены в два ряда и имеют несколько параллельных плоскостей движения рычага переключения передач. Механизм переключения передач содержит переключающий элемент, приводимый в движение рычагом переключения передач в угловом и осевом направлениях, в котором контролируют движение переключающего элемента при переключении передач с использованием датчика выбранной передачи. Датчик предоставляет информацию о движении переключающего элемента в направлении включаемой передачи. Преобразуют это движение в скорость в направлении включаемой передачи и используют заранее заданные характеристические изменения скорости для получения калибровочного значения в направлении включаемой передачи. Повышается эффективность определения следующей передачи. 3 н. и 13 з.п. ф-лы, 9 ил.

СПОСОБ И УСТРОЙСТВО ДЛЯ УПРАВЛЕНИЯ АВТОМАТИЧЕСКОЙ ТРАНСМИССИЕЙ

Изобретение предназначено для управления переключением автоматической трансмиссии. Механическая коробка передач, имеющая ряд избираемых передаточных отношений, включает входной и выходной валы, управляющий узел для получения входных сигналов и для обработки их по заданным логическим правилам для выдачи командных выходных сигналов управляющим приводам системы, в том числе и управляющему приводу коробки передач, а также устройство для выдачи командных сигналов приводам управления для начала зацепления пары частей жесткого зацепления, связанных с конечным передаточным отношением только тогда, когда выражение (OS•GRT+К>ISE>(OS• GRT) является верным, где: OS - скорость выходного вала, об/мин, GRT - численное значение конечного передаточного отношения, К - положительное число, об/мин, ISE - ожидаемая скорость входного вала в момент жесткого зацепления пары частей жесткого сцепления, связанных с конечным передаточным отношением. Такое изобретение позволяет создать полностью или частично автоматизированный ...

СИСТЕМА ГИДРАВЛИЧЕСКОГО УПРАВЛЕНИЯ ЗУБЧАТОЙ МУФТОЙ КОРОБКИ ПЕРЕДАЧ

Изобретение относится к системам гидравлического управления зубчатой муфтой коробки передач. Система содержит силовой гидроцилиндр с поршнем и штоком, двухпозиционные электромагнитные клапаны, управляемые электронным блоком, трехпозиционный гидравлический распределитель, двухпозиционный дополнительный клапан и двухпозиционный вспомогательный клапан. На штоке закреплена вилка перемещения зубчатой муфты. Управляющий вход дополнительного клапана сообщается с распределителем через клапан с функцией «ИЛИ». Рабочий вход дополнительного клапана при его выключении сообщается с выходом электромагнитного клапана, а при включении – c напорной гидролинией. На штоке поршня сделана кольцевая канавка, в корпусе гидроцилиндра сделано входное отверстие, сообщающееся с распределителем через клапан с функцией «ИЛИ», и выходное отверстие. Управляющий вход вспомогательного клапана сообщен с выходным отверстием. Рабочий вход вспомогательного клапана при его выключении сообщается с рабочим выходом дополнительного ...

СИСТЕМА И СПОСОБ ОСТАНОВА И ЗАПУСКА ДВИГАТЕЛЯ ВО ВРЕМЯ ДВИЖЕНИЯ АВТОМОБИЛЯ

Schaltanordnung für ein Kraftfahrzeuggetriebe

Schaltanordnung (40) für ein Kraftfahrzeuggetriebe (16), das wenigstens eine Gangstufe aufweist, die mittels einer zugeordneten Schaltkupplung (28) einlegbar und auslegbar ist, mit einem Gehäuse (42), mit einer Spindel (46), die entlang einer Spindelachse (48) ausgerichtet ist, ein Spindelgewinde (50) aufweist und an dem Gehäuse (42) drehbar gelagert ist, mit einer Mutter (52), die ein Muttergewinde (54) aufweist, das mit dem Spindelgewinde (50) in Eingriff steht, wobei an der Mutter ein Schaltfinger (56) ausgebildet ist, und mit wenigstens einer Schaltstange (60), die an dem Gehäuse (42) beweglich gelagert ist und die mit der Schaltkupplung (28) koppelbar ist. An dem Gehäuse (42) sind eine Radialnut (64), in die der Schaltfinger (56) in einer Basis-Axialposition der Mutter eingreift und innerhalb der der Schaltfinger (56) verdrehbar ist, und eine Axialführung (66) vorgesehen, die sich axial an die Radialnut (64) anschließt und in die der Schaltfinger (56) eingreifen kann, um die Mutter ...

Fahrzeugsteuereinheit

Es wird eine Fahrzeugsteuereinheit angegeben. Die Fahrzeugsteuereinheit (100) sieht einen Automatikmodus vor, der ein Übersetzungsverhältnis in Abhängigkeit von einem Betriebszustand eines Fahrzeugs (1) automatisch bestimmt, und sieht ferner einen temporären manuellen Modus vor, der bei einer Fahrerbetätigung ein beliebiges aus mehreren vorab vorgegebenen, vorbestimmten Übersetzungsverhältnissen auswählt und einen Betriebsmodus in Abhängigkeit von dem Betriebszustand des Fahrzeugs (1) automatisch in den Automatikmodus umschaltet. Wenn ein Betriebsmodus von dem Automatikmodus in den temporären manuellen Modus durch einen Herunterschaltvorgang umgeschaltet wird, der ein Übersetzungsverhältnis in ein niedrigeres Übersetzungsverhältnis in einem Getriebe (50) ändert, und eine Motordrehzahl niedriger als eine in Abhängigkeit von einer Fahrzeuggeschwindigkeit vorgegebene Referenzdrehzahl ist, wählt die Fahrzeugsteuereinheit (100) ein beliebiges der vorbestimmten Übersetzungsverhältnisse derart ...

Verfahren zur Steuerung und/oder Regelung eines Antriebsmotors bzw. Antriebssystem arbeitend nach dem zuvor genannten Verfahren

Die Erfindung betrifft ein Verfahren zur Steuerung und/oder Regelung eines Antriebsmotors (2), eines Getriebes (3) und/oder einer Kupplung (6) eines Kraftfahrzeuges, insbesondere eines Verbrennungsmotors (2a) und/oder eines automatischen und/oder automatisierten Getriebes (3) für ein Kraftfahrzeug, wobei das Getriebe (3) mindestens eine Getriebeeingangswelle (4) und mindestens eine Getriebeausgangswelle (5) aufweist, wobei die Getriebeeingangswelle (4) mit einer Antriebswelle (2b) des Antriebsmotors (2) über die mindestens eine Kupplung (6) drehwirksam verbindbar und von der Antriebswelle (2b) entkoppelbar ist und wobei das Getriebe (3) mehrere ein- und auslegbare Gangstufen (I bis V) aufweist, wobei bei einem Hochschaltvorgang von einer niedrigeren in eine höhere Gangstufe dieser Hochschaltvorgang bei im wesentlichen geschlossener Kupplung (6) realisiert wird und wobei bei diesem Hochschaltvorgang dann die im Getriebe (3) eingelegte niedrigere Gangstufe ausgelegt wird und die Drehzahl ...

PROCEDURE FOR THE OPERATION OF AN AUTOMAT TRANSMISSION

HYDRAULIC CONTROL DEVICE OF AN AUTOMATIC TRANSMISSION

Controller for vehicle and control method for vehicle

CONTROLLER FOR VEHICLE AND CONTROL METHOD FOR VEHICLE A controller for a vehicle (10) including a continuously variable transmission mechanism (18), a mechanical stepped transmission mechanism (20), and a drive wheel is provided. The controller includes an electronic control unit (80). The electronic control unit (80) is configured to execute gear change control of the mechanical stepped transmission mechanism (20) so as to establish any simulated gear stage of a plurality of simulated gear stages and to change a gear ratio of the continuously variable transmission mechanism (18) stepwise. When determining that the mechanical stepped transmission mechanism (20) has failed, the electronic control unit (80) is configured to fix the mechanical stepped transmission mechanism (20) at a limp-home mode mechanical gear stage, prohibit a stepped gear change of the continuously variable transmission mechanism (18), and change the gear ratio of the continuously variable transmission mechanism (18) ...

SYNCHRONIZED GEAR SHIFT SYSTEM

A mechanism with an inner race, which has cams, an outer race and rollers between the cams and the outer race. The inner race has a first notch while the outer race has a second notch with a narrow portion and a wider portion. A member is disposed in the first and second notches. Positioning of the member in the first notch and the narrow portion of the second notch inhibits relative rotation between the inner and outer races and power is not transmitted between the outer race and a power transmitting member, such as a gear. Positioning of the member in the first notch and the wider portion of the second notch permits some relative rotation between the inner and outer races to cause the cams to urge the rollers outwardly so that the outer race frictionally engages the power transmitting member to facilitate transmission of rotary power therebetween.

SYSTEM AND METHOD FOR FACILITATING CORRECT GEAR MESHING AND CLUTCH ENGAGEMENT IN VEHICLES

A technique for facilitating correct meshing of transmission gears and smooth clutch engagement in vehicles that require driver synchronization of speeds of transmission mating gears. The technique includes an arrangement for ascertaining vehicle road speed, an arrangement for automatically selecting a recommended gear based on the vehicle road speed and informing the driver of the selection. An arrangement is also provided for calculating the ideal engine rpm based on the selected recommended gear and informing the driver of the ideal rpm. During operation, the operator adjusts the engine rpm to substantially match said ideal engine rpm to smoothly mesh the vehicle in the recommended gear. In an alternative embodiment, the dual needle tachometer is used to display actual engine crankshaft and transmission input shaft speeds respectively to facilitate smooth clutch engagement in the vehicle.

Hydraulic transmission actuator

Control apparatus of automatic transmission

Method for Executing Interleaved Gearshifts

AUTOMATIC TRANSMISSION, AND APPARATUS AND PROCESS OF ORDERING OF THIS ONE

AUTOMATIC TRANSMISSION, AND CONTROL METHOD AND APPARATUS THEREOF

Une transmission automatique comprend au moins une section d'entrée, une section de sortie, des premier et second éléments de mise en prise par frottement et une unité de commande. La section d'entrée reçoit un couple d'entrée d'une unité d'entraînement. Le premier élément de mise en prise par frottement a un état mis en prise permettant à la section de sortie de tourner à un premier rapport de transmission par rapport à la section d'entrée. Le second élément de mise en prise par frottement a un état mis en prise permettant à la section de sortie de tourner à un second rapport de transmission par rapport à la section d'entrée. L'unité de commande commande au moins un passage de vitesse du premier rapport de transmission au second rapport de transmission. L'unité de commande commande les premier et second éléments de mise en prise par frottement et l'unité d'entraînement de sorte à annuler un couple d'inertie résultant du passage de vitesse.

METHOD FOR OPERATING AN AUTOMOBILE

Controller for vehicle and control method for vehicle

METHOD FOR OPERATING AN AUTOMATIC GEARBOX

The invention relates to a method for operating an automatic gearbox of a motor vehicle, in particular a variable automatic gearbox. Said automatic gearbox comprises at least five shifting elements. At least three shifting elements are closed for transmitting torque and/or force in a forward gear and in a reverse gear. According to the invention, when a gear is selected to shift the automatic gearbox from a neutral position into a forward gear or into a reverse gear, at least one of the shifting elements of the automatic gearbox, which is closed in the respective forward gear and/or reverse gear, is closed in a modulating manner.

VEHICLE AND METHOD FOR CONTROLLING VEHICLE

This vehicle is provided with a shift sensor and an ECU (800) that switches a shift range on the basis of the combination of shift signals received from the shift sensor. The ECU includes a determination unit (810) and a switching unit (820). The determination unit (810) determines whether or not to execute a first limp-home driving that holds the shift range from before the occurrence of a shift abnormality on the basis of the change appearance (number and type of changed shift signals) of a shift signal pattern. If a shift abnormality has arisen, when the execution of the first limp-home driving is permitted, a switching unit (820) executes the first limp-home driving and holds the shift range from before the occurrence of the shift abnormality, and when the execution of the first limp-home driving is prohibited, the switching unit (820) executes a second limp-home driving and switches the shift range to an N range.

Control device for automatic transmission and control method for automatic transmission

The present invention is a control device for an automatic transmission, the control device being adapted to control the automatic transmission including a torque converter and a stepped transmission mechanism provided on a power transmission route from the torque converter to drive wheels, wherein while a non-driving range of the automatic transmission is selected, determination on interlock in the stepped transmission mechanism is executed on the basis of deceleration of an output shaft of the stepped transmission mechanism and a change in the torque converter.

Method of learning the neutral position in a vehicle equipped with an internal combustion engine with a stop and start system

A method of learning the neutral position in a vehicle equipped with an internal combustion engine with a Stop and Start system. The method provides for learning the duty cycle values associated with the odd gears (ODD) and the even gears (EVEN) engaged during vehicle running, determining the maximum duty cycle value (ODDmax) for the odd gears (ODD) and the minimum duty cycle value (EVENmin) for the even gears (EVEN), determining a duty cycle band to which the neutral gear condition (N) corresponds on the basis of the minimum duty cycle value (EVENmin) for the even gears (EVEN) and the maximum duty cycle value (ODDmax) for the odd gears (ODD), and controlling the Stop and Start system on the basis of the duty cycle band to which the neutral gear condition (N) corresponds.

МЕХАНИЧЕСКАЯ КОРОБКА ПЕРЕДАЧ

Изобретение относится к коробкам передач. Механическая коробка передач содержит корпус, первичный и вторичный валы, ведущие и ведомые шестерни, шестерню-маховик, фрикционные и обгонные муфты. Ведущие шестерни размещены на промежуточном валу с возможностью быть передвинутыми вдоль него, а ведомые шестерни с обгонными муфтами установлены жестко на вторичном валу, причем ведущие и ведомые шестерни находятся в постоянном зацеплении. Обеспечивается упрощение конструкции передачи и повышение ее КПД. 1 ил.

Steuereinrichtung/Verfahren für ein automatisiertes mechanisches Getriebe

Kraftfahrzeug mit einer Vorrichtung zum Steuern eines automatisch schaltenden Getriebes

Kraftfahrzeug mit einer Vorrichtung zum Steuern eines automatisch schaltenden Getriebes (3) mit mindestens einer Wähleinrichtung (10 in A Gasse), durch die zumindest die in einem Automatikmodus (A) einstellbaren Fahrstufen (P, R, N, D) festlegbar sind, und mit einer elektronischen Getriebe-Steuereinheit (5), durch die abhängig von den Signalen (E1) der Wähleinrichtung (10) und weiteren Eingangssignalen (Ei) die Schaltelemente (A, B, C, D, E) des Getriebes (3) zum Einlegen eines jeweils vorgegebenen Ganges (G1 bis G8, GR) ansteuerbar sind, wobei die Steuereinheit (5) als Eingangssignal (E2) auch den Zustand eines Transportmodus (TM) erhält und ein Transportmodus-Funktionsmodul (7) aufweist, durch das im aktiven Transportmodus (TM) nur die Vorwärts-Gänge (G2, G3, G4) anwählbar sind, in denen das schwächste Schaltelement (hier Kupplung E) des Getriebes (3) stets geschlossen ist.

Schalt-Steuer-/Regelvorrichtung

... [Aufgabe] Eine Schalt-Steuer-/Regelvorrichtung bereitzustellen, welche dann, wenn eine Unterbrechungsoperation von einem Manuelles-Schalten-Modus durch einen Fahrer in einem Automatisches-Schalten-Modus durchgeführt wird, einen Schaltmodus gemäß einem Betriebswillen des Fahrers zu dem Automatisches-Schalten-Modus zurückstellt. [Mittel zur Lösung] In einer Schalt-Steuer-/Regelvorrichtung, welche ein Automatisches-Schalten-Modus-Rückstellmittel umfasst, welches einen Manuelles-Schalten-Modus hat, in welchem ein Getriebe manuell geschaltet wird, und einen Automatisches-Schalten-Modus hat, in welchem das Getriebe automatisch geschaltet wird basierend auf einem Automatisches-Schalten-Kennfeld, und dann, wenn ein manueller Schaltvorgang in dem Automatisches-Schalten-Modus durchgeführt wird, den Schaltmodus zu dem Manuelles-Schalten-Modus wechselt, und dann automatisch den Schaltmodus zu dem Automatisches-Schalten-Modus nach dem manuellen Schaltvorgang zurückstellt, wobei das Automatisches-Schalten-Modus-Rückstellmittel ...

Verfahren zum Betreiben eines Handschaltgetriebes in einem Kraftfahrzeug

Bei einem Verfahren zum Betreiben eines Handschaltgetriebes (3) in einem Kraftfahrzeug (1), bei welchem in Fahrzuständen des Kraftfahrzeugs (1), bei denen in dem Handschaltgetriebe (3) kein Gang eingelegt ist und erkannt wird, dass ein Gang eingelegt werden soll, wird angezeigt, welcher Gang in dem Handschaltgetriebe (3) eingelegt werden soll.

Einstellvorrichtung zum Justieren eines Schaltgetriebes

Eine Einstellvorrichtung zum Justieren eines Schaläuse (10) gelagerte Hauptlagerwelle (12) und ein Einstellelement (14), welches in ein an dem Schalthebelgehäuse (10) angelagertes Führungsmittel (22) einhakbar ist, wobei das Einstellelement (14) entlang einer Mittelachse (16) der Hauptlagerwelle (12) angeordnet ist.

Verfahren zur Bewertung des Schaltverhaltens eines Kraftfahrzeuggetriebes

Verfahren zur Bewertung einer Getriebeeinrichtung mit Hilfe unterschiedlicher Kennwerte, wobei diese Kennwerte mittels veränderbar oder konstanter Parameter bestimmbar sind.

Controlled cooling of a frictional engagement device in an energy recovery system

The energy recovery transmission comprises a friction engagement device, such as a clutch 4, a cooling fluid input arranged to supply cooling fluid to the friction engagement device, and a cooling flow controller that controls the flow to the friction engagement device. The cooling flow controller is arranged to generally increase cooling flow with the state of engagement of the friction engagement device, such as increased flow with increased transmitted torque and speed differential across the device or dissipated power of the friction engagement device during a slip event. The flow controller may operate at two discrete flow rates and cooling fluid may flow for a predetermined time period before or after an engagement event.

A control system for a motor vehicle transmission

A method is disclosed for operating a control system for a motor vehicle transmission. The control system includes a selector which is operable by the driver of the vehicle to select one of the operating modes of the transmission (Park mode, Drive mode, Neutral mode and Reverse mode), an arrangement of illuminated labels (P, R, N, D) indicating the selector mode and an indexing mechanism for maintaining the immobilisation of the selector in its different positions respectively P, R, N, and D and also enabling the control system to perceive the transition from one position to another. The method consists of detecting the intermediate positions between two indexing position and determining if a brake has been depressed, and if no, sending a command to flash the illuminated label corresponding to the drive mode susceptible of being selected to warn the driver that the selector has been left in a position which might be unsafe.

COURSE SWITCH MECHANISM

CONTROL EQUIPMENT/CPROCEDURE FOR AN AUTOMATED MECHANICAL TRANSMISSION

CONTROL DEVICE FOR VEHICLE AND CONTROL METHOD FOR VEHICLE

An electronic control unit is configured to set a target torque phase time which is used in torque phase control based on an output shaft torque difference. The electronic control unit sets the target torque phase time to be longer when the output shaft torque difference is large than when the output shaft torque difference is small. Accordingly, since the target torque phase time can be appropriately set, it is possible to achieve both of preventing a sudden change in driving force and torsion vibration of an output shaft and preventing a decrease in drivability due to hesitation at the same time. Sudden change in driving force and torsion vibration of the output shaft occur when the difference in driving force between before and after a gear shift is large. Hesitation occurs when the difference in driving force between before and after the gear shift is small.

SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION

The present disclosure provides a method of selecting a gear ratio of a transmission. The method includes measuring a current road grade with a sensing device and communicating the current road grade measurement to the controller. The controller receives a signal corresponding to a service brake input and determines a desired maximum acceleration limit of the vehicle. The method also includes calculating a predicted vehicle acceleration, measuring a current vehicle acceleration, and calculating an error value as a function of the predicted vehicle acceleration and measured vehicle acceleration. The method also computes an estimated required tractive braking effort and estimated tractive braking effort for at least one of N automatically selectable gear ratios of the transmission and selects one gear ratio of the N automatically selectable gear ratios for the operation of the transmission based on a comparison of the estimated required tractive braking effort and estimated tractive braking ...

Method and apparatus for controlling a shift-by-wire transmission

For control of the transmission of the switching element of the closure method and control device

método de controle de um veículo equipado com um mecanismo motor a combustão interna com um sistema de parada e partida e unidade de controle eletrônica

METHOD FOR CONTROLLING A GEAR BRAKE FOR AN AUTOMATED CHANGE-SPEED GEARBOX

The invention relates to a method for controlling the operation of a gear brake on an automated change-speed gearbox which can be coupled via a separating clutch to a drive engine of a motor vehicle, having an actuating cylinder (8) for the gear brake, which actuating cylinder (8) is actuated by pressure medium via associated air inlet and outlet valves (16, 18), and having at least one main switch-off valve (4) which is arranged upstream of the air inlet and outlet valves (16, 18) and via which a setpoint pressure of a pressure medium which is fed to the actuating cylinder (8) can be adjusted. In order to determine, for example, production-induced deviations in the function of the gear brake or to take them into consideration during the operation of said gear brake, it is provided in one embodiment that, in the case of a gearshift operation with the gearbox shifted into neutral, the separating clutch open and the gear brake closed, the rotational-speed gradient is determined of the rotating ...

Transmissions with electronics interface assembly for torque sensor

A transmission includes sensors positioned adjacent respective pairs of magnetized bands on a shaft of the transmission for detecting magnetic flux emanating from the bands in response to torque on the shaft. The transmission further includes an electronics interface assembly configured to respectively provide drive signals to the sensors and to receive from the sensors, in response to the drive signals, output signals indicative of the torque on the shaft as detected by the sensors.

Connecting device for outside a variable-speed transmission

A connecting device of a vehicle drive-train, located outside a variable-speed transmission, for rotationally coupling a shaft to a drive-train element. A sliding sleeve is rotationally fixed on the shaft but slides axially between first and second positions. In the first position, the shaft is rotationally disengaged from the drive-train element and, in the second position, they are rotationally coupled. An actuator displaces the sliding sleeve between the first and second positions, with a shift groove along a peripheral contour of the sliding sleeve and engagement members for engaging in the groove. The sliding sleeve can rotate and move axially relative to the engagement members and the groove is shaped as a curved guiding such that, when the engagement members engage in the groove and the sliding sleeve rotates relative to the engagement member, the sliding sleeve moves axially between the first and second positions by virtue of the groove.

Control apparatus for vehicular automatic transmission

A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by respective combinations of frictional coupling devices of a plurality of frictional coupling devices in an engaged state thereof, with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit, includes a fail-safe control portion configured to perform a predetermined fail-safe function when shifting direction values requiring a shifting control of said vehicular automatic transmission and shifting output values respectively generated according to said shifting direction values are not coincident with each other, said shifting output values being represented by respective electric signals for driving said plurality of solenoid valves.

Method of automatically changing speed of dump truck for use as constrcution vehicle

A method for automatically changing the speed of a dump truck for use as a construction vehicle which is capable of improving the fuel cost by utilizing the engine output effectively and efficiently, improving the durability of the power transmission system and giving the driver a comfortable ride. According to this automatic speed change method, a desired, optimum speed stage which meets the loading condition of said dump truck and/or the engine output condition can be selected by using controllers (50, 60) each having a built-in computer. ...

CONTROL DEVICE

СИСТЕМА ГИДРАВЛИЧЕСКОГО УПРАВЛЕНИЯ ДВУХСТОРОННЕЙ ЗУБЧАТОЙ МУФТОЙ КОРОБКИ ПЕРЕДАЧ

Изобретение относится к системе гидравлического управления двухсторонней зубчатой муфтой коробки передач с автоматическим управлением. Система содержит гидроцилиндр c поршнем и штоком, двухпозиционные электромагнитные клапаны, управляемые электронным блоком, трехпозиционный гидравлический распределитель, двухпозиционные дополнительные клапаны и двухпозиционные вспомогательные клапаны. На штоке закреплена вилка перемещения зубчатой муфты. Рабочий вход каждого дополнительного клапана при его выключении сообщается с выходом электромагнитного клапана, а при включении - с напорной гидролинией. Рабочий выход каждого дополнительного клапана сообщается с одной из полостей гидроцилиндра. На штоке поршня сделана кольцевая канавка, а в корпусе гидроцилиндра напротив штока сделаны входные отверстия, сообщающиеся с распределителем, и выходные отверстия. Управляющий вход каждого вспомогательного клапана сообщен с одним из выходных отверстий в корпусе гидроцилиндра, а рабочий вход - с распределителем.

КОНТРОЛЛЕР ДЛЯ АВТОМОБИЛЯ И СПОСОБ УПРАВЛЕНИЯ АВТОМОБИЛЕМ

Изобретение относится к транспортным средствам. Контроллер управления трансмиссией автомобиля содержит электронный блок управления, изменяющий передачи механического механизма ступенчатой трансмиссии так, чтобы устанавливать любую ступень смоделированной передачи, и изменяеющий передаточное число механизма бесступенчатой трансмиссии. Ступени смоделированной передачи имеют свое второе передаточное число частоты вращения источника привода относительно выходной частоты вращения механизма ступенчатой трансмиссии. Ступени смоделированной передачи устанавливаются для каждой ступени механической передачи. Количество ступеней смоделированной передачи равно или превышает количество ступеней механической передачи. Когда электронный блок управления обнаруживает сбой механизма ступенчатой трансмиссии, то он фиксирует механизм ступенчатой трансмиссии на ступени передачи аварийного режима. Также он запрещает ступенчатое изменение передачи механизма бесступенчатой трансмиссии и изменяет передаточное число ...

CONTROLLER FOR VEHICLE AND CONTROL METHOD FOR VEHICLE

A controller for a vehicle including a continuously variable transmission mechanism, a mechanical stepped transmission mechanism, and a drive wheel is provided. The controller includes an electronic control unit. The electronic control unit is configured to execute gear change control of the mechanical stepped transmission mechanism so as to establish any simulated gear stage of a plurality of simulated gear stages and to change a gear ratio of the continuously variable transmission mechanism stepwise. When determining that the mechanical stepped transmission mechanism has failed, the electronic control unit is configured to fix the mechanical stepped transmission mechanism at a limp-home mode mechanical gear stage, prohibit a stepped gear change of the continuously variable transmission mechanism, and change the gear ratio of the continuously variable transmission mechanism in a stepless manner on the basis of a vehicle state.

SYSTEM AND METHOD FOR OPTIMIZING DOWNSHIFTING OF A TRANSMISSION DURING VEHICLE DECELERATION

The present disclosure provides a method of selecting a gear ratio of a transmission. The method includes measuring a current road grade with a sensing device and communicating the current road grade measurement to the controller. The controller receives a signal corresponding to a service brake input and determines a desired maximum acceleration limit of the vehicle. The method also includes calculating a predicted vehicle acceleration, measuring a current vehicle acceleration, and calculating an error value as a function of the predicted vehicle acceleration and measured vehicle acceleration. The method also computes an estimated required tractive braking effort and estimated tractive braking effort for at least one of N automatically selectable gear ratios of the transmission and selects one gear ratio of the N automatically selectable gear ratios for the operation of the transmission based on a comparison of the estimated required tractive braking effort and estimated tractive braking ...

Shift operation device of automatic transmission

The present invention provides a shift operation device of an automatic transmission. The shift operation device is capable of inhibiting the increase of part number. The shift operation device includes a rotation part (30), which is capable of rotating in relative to a shell (10) and is mounted on a main body in a movable manner along an axial direction, and the externalcircumferential surface of which is provided with a clamping part (30i); a second one-way clutch (30b, 50), which allows the rotation part (30) to rotate only in a forward direction in relative to the shell (10); a shift part (40), which is mounted on the shell (10) in such a way that the shift part is rotatable and a circle of shift groove used for enabling the rotation part (30) to move along the axial direction is formed on the external circumferential surface; a first one-way clutch (41, 30f), which allows the rotation part (30) to rotate only in a reversal direction in relative to the shell (10); a plurality of shift ...

Transmission control

차량 감속시 변속기의 저단변속을 최적화하기 위한 시스템 및 방법

... 본 개시는 변속기의 기어비를 선택하는 방법을 제공한다. 방법은 감지 장치로 현재의 도로 경사도를 측정하고 현재의 도로 경사도 측정값을 제어기로 전달하는 단계를 포함한다. 제어기는 차량으로부터 서비스 브레이크 입력에 대응하는 신호를 수신하고 차량의 원하는 최대 가속도 한계를 결정한다. 방법은 또한 예측 차량 가속도를 계산하는 단계, 현재의 차량 가속도를 측정하는 단계, 및 예측 차량 가속도와 측정된 차량 가속도의 함수로서 오류값을 계산하는 단계를 포함한다. 방법은 또한 변속기의 N 개의 자동 선택 가능한 기어비 중 적어도 하나에 대해 예상 요구 견인 제동력과 예상 견인 제동력을 계산하며 예상 요구 견인 제동력과 예상 견인 제동력의 비교를 기반으로 변속기의 작동을 위해 N 개의 자동 선택 가능한 기어비 중 하나의 기어비를 선택한다.

CONTROL DEVICE OF AUTOMATIC TRANSMISSION

ENGINE CONTROL SYSTEM AND METHOD

An engine control strategy for a marine vessel propulsion system receives a request for a gear from among plural transmission gears, determines an engine speed for the requested transmission gear shift, adjusts the engine to the determined speed for a predetermined amount of time, and prevents the requested transmission gear shift from occurring for the predetermined amount of time while maintaining the engine at the predetermined speed. After the predetermined amount of time elapses, the requested shift is allowed to occur.

VEHICLE CONTROL UNIT

There is provided a vehicle control unit. The vehicle control unit provides an automatic mode that automatically determines a gear ratio in accordance with an operational status of a vehicle and a temporary manual mode that, with a driver's operation, selects any one predetermined gear ratio from among predetermined gear ratios set in advance and automatically switches a mode of operation to the automatic mode according to the operational status of the vehicle. When switching a mode of operation from the automatic mode to the temporary manual mode through a downshift operation that changes a gear ratio to a lower one in a transmission and an engine speed is lower than a reference rotational speed set in accordance with a vehicle speed, the vehicle control unit selects any one of the predetermined gear ratios such that the engine speed is equal to or more than the reference rotational speed. 1. A vehicle control unit for a vehicle in which mechanical power received from an internal combustion engine through an engine output shaft is transmitted to a driving wheel through a process of causing a transmission to change a rotational speed and that is capable of controlling the transmission , the vehicle control unit being configured to provide an automatic mode , in which a gear ratio is automatically determined in accordance with an operational status of the vehicle and the determined gear ratio is used to change a rotational speed in the transmission , and a manual mode , in which any one of a plurality of predetermined gear ratios that are set in advance is selected in accordance with a driver operation and the selected gear ratio is used to change a rotational speed in the transmission ,wherein the manual mode includes a temporary manual mode in which a switch to the automatic mode automatically takes place in accordance with the operational status of the vehicle and, at the time of switching a mode of operation from the automatic mode to the temporary manual mode ...

Method for operating a vehicle drive train

A method of operating a vehicle drive-train with an engine and a transmission during a gearshift in which an interlocking shift element is disengaged and a frictional shift element is engaged. Upon a shift command, the shifting time and a transmission input speed are monitored. If the input speed deviates from a synchronous speed equivalent to the gear ratio being disengaged, recognizing disengagement of the interlocking shifting element. If an engaged operating condition of the interlocking shifting element to be disengaged is detected, after the lapse of a time interval beginning with the shift command, a current drive torque of the drive machine is brought by motor actuation to a level that corresponds to a difference between the current transmission input torque and a torque that can be transmitted by the frictional shifting element to be engaged, operating with slip, plus a torque offset value.

Gearbox control device

A transmission control device ( 6 ) for an automatic or automated transmission ( 2 ). A shifting strategy of the transmission control device ( 6 ) controls and/or regulates the operation of the transmission ( 2 ) based on driving condition data such as vehicle mass, driving resistance, vehicle inclination, vehicle velocity, vehicle acceleration, engine rotational speed and/or engine torque, and based on data about the driver's wishes. The transmission control device ( 6 ) continuously calculates the driving condition data of the vehicle mass, driving resistance and/or vehicle inclination based on topographic data of a current position of the motor vehicle, and/or the shifting strategy determines a gear change from an actual gear into a target gear based on topographic data of a defined distance ahead of a motor vehicle. The defined distance ahead of the motor vehicle depends on the currently velocity of the vehicle.

Gear preselect systems for a dual clutch transmission

A dual-clutch transmission (DCT) system includes a vehicle speed offset module that generates a vehicle speed offset signal based on a preselect time and a vehicle acceleration signal. A compensated vehicle speed module generates a compensated vehicle speed based on the vehicle speed offset signal and a vehicle speed. A preselect command module generates a predicted gear signal based on a comparison between the compensated vehicle speed and a shift point from a shift pattern module. The predicted gear signal, identifies a first predicted gear of a DCT. The preselect time is defined as at least an amount of time to disengage a second predicted gear and preengage the first predicted gear.

Method for operating a transmission device with a plurality of friction-locking and positive-locking shifting elements

A method of operating a transmission device comprising friction-locking and form-locking shift elements for obtaining different gear ratios. A shift request for engaging a shift element undergoes a time delay dependent upon an operating state prior to a time of engagement of the shift element. A rotational speed differential between halves of the shift element lies within a rotational speed differential window required for the engagement procedure is assigned to the time of engagement. A gradient of the transmission input speed is ascertained at the time of the shift request, and the actual gradient is subsequently monitored and compared with the gradient that existed at the time of the shift request. If an absolute deviation greater than a threshold value is ascertained, the time delay is changed or an actuation of another shift element to be disengaged is varied such that the deviation is reduced below the threshold value.

Shifting control apparatus for vehicular power transmitting system

A shifting control apparatus for a power transmitting system of a vehicle provided with a vehicle drive electric motor, and a step-variable automatic transmission constituting a part of a power transmitting path between said vehicle drive electric motor and drive wheels, the shifting control apparatus controls said vehicle drive electric motor to perform a regenerative operation in a coasting state of the vehicle, and controls said automatic transmission to perform a shift-down operation at a predetermined coasting shift-down vehicle speed in the coasting state, the shifting control apparatus is configured: to change said coasting shift-down vehicle speed according to a regenerative power of said vehicle drive electric motor; to control said vehicle drive electric motor in the coasting state of the vehicle, so as to perform the regenerative operation at a vehicle speed higher than a predetermined drive/driven switching vehicle speed value, and so as to generate a vehicle drive torque at a vehicle speed lower than said predetermined drive/driven switching vehicle speed value; and to lower said coasting shift-down vehicle speed value at which the shift-down operation of said automatic transmission to a lowest shift position thereof is performed, and said drive/driven switching vehicle speed value, with an increase of said regenerative power of said vehicle drive electric motor.

Synchronous Automatic Transmission Up-Shift Control Utilizing Input Torque Signal

A synchronous automatic transmission up-shift control utilizes input torque measurements. The input torque is measured during an up-shift having preparatory, torque, and inertia phases. Target input torque profiles for the torque and inertia phases are determined based on the input torque during the preparatory phase. During the torque phase, an engine torque is controlled to cause the input torque to achieve the target profile for the torque phase. During the inertia phase, an on-coming clutch is controlled to cause the input torque to achieve the target profile for the inertia phase.

Method for controlling an automated shift gearbox

A method for controlling a drivetrain in a motor vehicle which has an internal combustion engine with a crankshaft, an automated gearbox with engagable and disengagable gears and a gearbox input shaft and a gearbox output shaft which drives drive wheels, a friction clutch which connects the crankshaft and the gearbox input shaft in a separable manner and is operated in an automated fashion, and a control unit for controlling the drivetrain. For driving comfort, before the vehicle comes to a stop, a starting gear is engaged in an overrun mode such that, after opening the friction clutch, a synchronization of gearbox input and output shaft rotational speed of the starting gear is initiated at a gearbox input shaft rotational speed which is higher than a target rotational speed of the gearbox input shaft yielded by the transmission ratio of the starting gear between the gearbox input and output shaft.

Method of controlling double clutch transmission of vehicle

A method of controlling a double clutch transmission of a vehicle to conduct a series of downshifting operations from a preceding gear to a subsequent gear via a current gear in response to deceleration of the vehicle, may include maintaining a clutch which has been in an engaged state at the preceding gear, in the engaged state until after an order to shift to the subsequent gear may be generated, when shifting from the preceding gear to the current gear, releasing the clutch after the order to shift to the subsequent gear may be generated, and engaging a shift gear of the subsequent gear after the releasing of the clutch.

Electro-hydraulic actuation group for an automotive servo-assisted mechanical transmission

In an automotive servo-assisted mechanical transmission, an electro-hydraulic actuation group has an actuation unit, a power unit able to provide hydraulic pressure to the actuation unit and an electronic control unit, the actuation and power units being equipped with respective components that are all mounted on a hydraulic casing of the actuation unit so as to define with one another a single assembly, at least part of the components being equipped with respective electrical connectors that are arranged in a manner such that they can all be engaged by a same multiple electrical connector device, electrically connectable to the electronic control unit.

Shift controlling apparatus

A shift controlling apparatus includes an automatic shift mode returning member with a manual shift mode wherein a transmission is manually shifted and an automatic shift mode wherein the transmission is automatically shifted based on an automatic shift map and changes over. When a manual shift operation is carried out in the automatic shift mode, the shift mode moves to the manual shift mode and then automatically returns to the automatic shift mode after the manual shift operation. The automatic shift mode returning member includes a manual operational detection member for detecting a manual shift operation for shift up or shift down of the transmission during the automatic shift mode, first operational state discrimination member for discriminating an operational state of a vehicle when the manual shift operation is carried out, and second operational state discrimination member for discriminating an operational state of the vehicle after the manual shift operation.

Control system for shifting an automatic transmission

A control system is provided for shifting an automatic transmission of a motor vehicle, which includes, but is not limited to a speed controller, and an electronic control device. Through the electronic control device the parameters vehicle speed, position of the speed controller and acceleration of the speed controller can be captured. Through the electronic control device and through comparison of the captured values of the parameters with predetermined reference values a shifting time is determined for shifting the automatic transmission.

Control apparatus and control method for vehicular automatic transmission

In a downshift of an automatic transmission in a state where an accelerator pedal is depressed, one of a clutch-to-clutch shift in which the shift is carried out by gradually reducing an engagement pressure of a clutch or a brake to be disengaged in the shift and a rotation synchronization shift in which the shift is carried out by reducing the engagement pressure of the clutch or the brake more quickly than in the clutch-to-clutch shift is selected based on an output shaft torque of the automatic transmission, a region where the rotation synchronization shift is selected is lower in output shaft torque than a region where the clutch-to-clutch shift is selected, and hence it is possible to appropriately selectively execute a shift placing emphasis on a shock and a shift placing emphasis on a shift speed in accordance with the output shaft torque.

Control system with remote drivers

A control system for a transmission includes a transmission control module having a processor configured to determine an output torque command and having a pulse width modulation (PWM) switch configured to generate a PWM signal at least partially representative of the output torque command. A network is in communication with the transmission control module and is configured to receive and transmit the PWM signal. A driver is integrated with the electromagnetic actuator and is in communication with the network. The driver is configured to receive the PWM signal and convert the PWM signal into a drive current that enables the electromagnetic actuator to fulfill the output torque command.

SHIFT MECHANISM, AND VEHICLE EQUIPPED THEREWITH

A shift mechanism that provides a shift mechanism for enabling smooth gear shifting by a transmission, and a vehicle equipped therewith. With this mechanism, a shift drum, to which shift forks are connected via grooves on an outer periphery, is held every predetermined rotation angle. When differences are produced in the degree of rotation between a third rotating member that rotates by motor rotation and a second rotating member that rotates in accordance with the third rotating member, bias is accumulated in a torsion spring. Bias that is accumulated is released when the rotation angle of the third rotating member equals or exceeds a predetermined angle of rotation, rotating a first rotating member via a second rotating member, and rotating the shift drum quickly. 1. A shift mechanism that moves shift forks connected to a gear of a transmission and changes a gear position of the transmission , the shift mechanism comprising:a shift cam that has, on an outer periphery, cam grooves to which the shift forks are connected, and rotates at a predetermined rotation angle and moves the shift forks at a certain rotation angle;a cam phase holding section that holds the shift cam at phases determined per the certain rotation angle;a rotating section that is provided so as to be able to rotate in forward and reverse directions from a reference rotation position, and rotates and moves the shift cam through the certain rotation angle;a transferring section that rotates by section of motor rotation, rotates in one of the forward and reverse directions from the reference rotation position, and, by transferring that rotation to the rotating section, rotates the rotating section;a regulating section that, while the transferring section is rotating in one direction in response to the motor rotation, regulates the rotation of the rotating section until the transferring section has reached a predetermined rotation angle, and allows the rotation of the rotating section at or above the ...

Electronically controlled range valve for multi-speed planetary transmission

A shift by wire control for a multi-speed vehicle transmission is provided. The control includes a shift by wire shift valve in fluid communication with other shift valves and clutch trim valves to provide double blocking features in the neutral range and a reverse range. The shift by wire valve is configured with multiple differential areas to provide failure modes for all forward ranges.

Control device of automatic transmission

An automatic transmission has an automatic shift mode and a manual shift mode. When an opposite manual operation is performed, during an automatic shift based on a shift map in the automatic shift mode, in an opposite direction opposite to the automatic shift or when the opposite manual operation is performed, during a forced shift performed regardless of the manual operation in the manual shift mode, in the opposite direction opposite to the forced shift, a control apparatus forbids a shift based on a first manual operation and permits a shift based on a second or subsequent manual operation in the opposite direction opposite to the automatic shift or the forced shift.

Clutch torque trajectory correction to provide torque hole filling during a ratio upshift

A multiple ratio transmission having an input shaft, an output shaft and oncoming clutch and off-going clutch for effecting ratio upshifts is provided. The transmission also includes a transmission controller configured for controlling shifts. During the torque phase of a ratio upshift, the controller increases input torque. Next, the controller estimates an oncoming clutch target torque. The controller controls a torque input to ensure the off-going clutch remains locked. The controller measures an actual transmission value for a torque transmitting element of the transmission and corrects the oncoming clutch target torque using the actual transmission value whereby an increasing torque for the oncoming friction element is achieved with minimal torque transients along the output shaft during the upshift.

Shift control apparatus for continuously variable transmission

A shift control apparatus for a continuously variable transmission includes: a target transmission gear ratio setting section configured to set a target transmission gear ratio with reference to a map based on an accelerator opening degree and a vehicle speed; a shift control section configured to control a shift of the continuously variable transmission based on the target transmission gear ratio; and a downshift restricting section configured to judge whether or not a restriction of the downshift is needed based on at least one of a variation amount of the accelerator opening degree and an accelerator depression speed, and to perform the restriction of the downshift when the downshift restricting section judges that the restriction of the downshift is needed, irrespective of a variation of the accelerator opening degree inputted to the target transmission gear ratio setting section.

Dual clutch transmission

A transmission for a motor vehicle with an engine includes a transmission housing and a dual clutch assembly with a clutch housing connectable to an engine output member. The clutch housing is rotationally supported within the transmission housing. The selective engagement of the dual clutch assembly interconnects the dual clutch housing with at least one of a first input member and a second input member. The transmission also includes a plurality of gear sets associated with various forward and reverse gear ratios, a controller implemented with an algorithm that provides a lock-up profile for the dual clutch assembly, and a plurality of synchronizer assemblies that couple at least one of the gear sets with at least one of a first countershaft and a second countershaft. The selective engagement of at least one of the synchronizer assemblies establishes at least one of the forward speed ratios.

Control System and Method for the Transmission of a Vehicle

A control system for the transmission of an agricultural vehicle or an industrial off-highway vehicle, wherein the system comprises a controller of the clutch, connected thereto to supply an operating signal, a plurality of sensors suitable for measuring a plurality of characteristic quantities of the transmission and connected to the controller to supply a plurality of signals proportional to the quantities, a torque processor suitable for calculating a reference torque and connected to the controller to supply thereto a signal proportional to the reference torque, and a thermal load managing device suitable for receiving at least some of the plurality of quantities and for receiving the reference torque in order to calculate at least one operative datum on which the thermal power exchanged in the clutch is dependent. The control system is suited to process the operative datum to operate the transmission so as to limit the temperature in the clutch. 1. A control system for a transmission of an agricultural vehicle or an industrial off-highway vehicle , the vehicle including at least one clutch , the control system comprising:a controller of the at least one clutch, connected thereto to supply a reference signal for operating the clutch,a plurality of sensors suitable for measuring a plurality of characteristic quantities of the transmission and connected at least to the controller to supply a plurality of signals proportional to those quantities, the quantities comprising quantities proportional to a power dissipated by the clutch in slipping conditions and quantities proportional to a power carried off by a flow of lubricating liquid of the clutch,a torque processor suitable for calculating a reference torque and connected to the controller to supply to the controller a signal proportional to the reference torque,a thermal load managing device suitable for receiving at least some of the plurality of quantities and for receiving the reference torque in order to ...

Control device of vehicle power transmission device

It is provided a control device of a vehicle power transmission device including a transmission capable of fixing a rotating member with either of engagement of a one-way clutch or engagement of an engagement device, the transmission having a predetermined shift stage formed on condition that at least the rotating member is fixed, if an input torque to the transmission is changed after the engagement of the engagement device, a torque capacity of the engagement device being temporarily reduced without changing the predetermined shift stage, and if a request for applying a driven torque is made during reduction of the torque capacity of the engagement device, the temporarily reduced torque capacity of the engagement device being recovered, and the driven torque being increased depending on a recovery status of the torque capacity.

CONTROL APPARATUS FOR VEHICULAR AUTOMATIC TRANSMISSION

A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by respective combinations of frictional coupling devices of a plurality of frictional coupling devices in an engaged state thereof, with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit, includes a fail-safe control portion configured to perform a predetermined fail-safe function when shifting direction values requiring a shifting control of said vehicular automatic transmission and shifting output values respectively generated according to said shifting direction values are not coincident with each other, said shifting output values being represented by respective electric signals for driving said plurality of solenoid valves. 16-. (canceled)7. A control apparatus for a vehicular automatic transmission configured to selectively establish a plurality of shift positions by respective combinations of frictional coupling devices of a plurality of frictional coupling devices in an engaged state thereof , with output hydraulic pressures of respective ones of a plurality of solenoid valves provided in a hydraulic control circuit , comprising:a fail-safe control portion configured to perform a predetermined fail-safe function when shifting direction values requiring a shifting control of said vehicular automatic transmission and shifting output values respectively generated according to said shifting direction values are not coincident with each other,said shifting output values being represented by respective electric signals for driving said plurality of solenoid valves.8. The control apparatus according to claim 7 , wherein said fail-safe control portion performs said predetermined fail-safe function in a case that the shifting direction values and the shifting output values are not coincident each other by changing any of said shifting direction values with which a ...

METHOD FOR THE OPERATION OF A TRANSMISSION DEVICE IN A VEHICLE DRIVE TRAIN

A method shifting a vehicle drive-train transmission having frictional and interlocking shifting elements which are engageable to obtain various gears. When shifting from a current gear to a target gear, in which the interlocking shifting element is engaged, if after the shift starts it becomes necessary to engage the current gear in the transmission while engaging the interlocking shifting element, a current operating condition of the interlocking shifting element is determined. If the current operating condition of the interlocking shifting element indicates that engagement can be interrupted and the interlocking shifting element can be disengaged, the interlocking shifting element is disengaged. If the current operating condition of the interlocking shifting element indicates that engagement of the interlocking shifting element has to be carried out and the interlocking shifting element engaged, then the interlocking shifting element is engaged and/or the force flow in the transmission device is interrupted. 113-. (canceled)141. A method of operating a transmission device () of a vehicle drive-train which comprises a plurality of frictional shifting elements (B , C , D , E) and at least one interlocking shifting element (A , F) which are either engaged or disengaged to obtain various gears (“1” to “R”) , when a gearshift has been requested from a currently engaged gear (“5”; “8”) to a target gear (“4”; “7”) , in which to carry out the requested gearshift , the at least one interlocking shifting element (F; A) has to be engaged , the method comprising the steps of:{'b': 1', '1, 'if it becomes necessary to engage the current gear (“5”; “8”) in the transmission device () during an engaging phase of the interlocking shifting element (F; A) initiated by a previous demand for the engagement of the target gear (“4”; “7”), determining a current operating condition of the interlocking shifting element (F; A), and if a current operating condition of the interlocking ...

METHOD OF CONTROLLING A VEHICLE EQUIPPED WITH AN INTERNAL COMBUSTION ENGINE WITH A STOP AND START SYSTEM

A method of controlling a vehicle equipped with an internal-combustion engine with a “stop and start” system. The method provides, during vehicle running, for learning the “duty cycle” values associated with the odd gears and even gears, determining the “maximum duty cycle” value for the odd gears and “minimum duty cycle” value for the even gears, determining a duty-cycle band to which the “neutral gear” condition corresponds on the basis of the “minimum duty cycle” value for the even gears and “maximum duty cycle” value for the odd gears, and controlling the “stop and start” system on the basis of the duty-cycle band to which the “neutral gear” condition corresponds. 111171717. A method of controlling a vehicle equipped with an internal-combustion engine () with a “stop and start” system , wherein the internal-combustion engine () includes a driver-operated gear-selection lever and gearbox () and odd gears (ODD) are coupled to a same first primary shaft of the gearbox () and even gears (EVEN) are coupled to a same second primary shaft of the gearbox () , the method comprising steps of:providing, in a preliminary adjustment phase, a position sensor close to the gear-selection lever and being set-up to read the position of the gear-selection lever;learning, during vehicle running, respective “duty cycle” values associated with the odd gears (ODD) and even gears (EVEN);{'sub': 'max', 'determining a “maximum duty cycle” value (ODD) of the “duty cycle” values that correspond to a condition of the odd gears (ODD);'}{'sub': 'min', 'determining a “minimum duty cycle” value (EVEN) of the “duty cycle” values that correspond to a condition of the even gears (EVEN);'}{'sub': min', 'max, 'determining a duty-cycle band to which a “neutral gear” condition (N) corresponds and that is included within a value range extremes of which are represented by the “minimum duty cycle” value (EVEN) of the “duty cycle” values that correspond to the “even gears (EVEN)” condition and “maximum ...

CONTROL DEVICE FOR DUAL CLUTCH TRANSMISSION AND CONTROL METHOD FOR DUAL CLUTCH TRANSMISSION

A dual clutch transmission includes a transmission control unit that controls action of a first clutch actuator, a second clutch actuator, and a shift mechanism; determines whether or not a clutch torque capacity for an engaging-side clutch has increased to a determination value during a clutch change period; and, if the clutch torque capacity for the engaging-side clutch has increased to the determination value, changes the torque transmission path by reducing the clutch torque capacity of a release-side clutch. 18-. (canceled)9. A control apparatus for a dual clutch transmission comprising:a first main shaft including odd-numbered transmission gears;a first clutch that transmits an engine torque to the first main shaft or blocks a transmission of the engine torque to the first main shaft;a second main shaft including even-numbered transmission gears;a second clutch that transmits the engine torque to the second main shaft or blocks the transmission of the engine torque to the second main shaft;an output shaft including driven gears arranged to mesh with the odd-numbered transmission gears and the even-numbered transmission gears, rotation from the first main shaft or the second main shaft being transmitted through the output shaft to a drive wheel; anda transmission control unit that controls the first clutch and the second clutch in a clutch interchange period to change a path of transmission of the torque to shift from a previous stage to a next stage; whereinthe transmission control unit determines whether or not a clutch torque capacity of an engaging-side clutch among the first clutch and the second clutch in a next stage increases to a determination value in the clutch interchange period, and if the clutch torque capacity of the engaging-side clutch in the next stage increases to the determination value, to change the path of transmission of the torque by reducing a clutch torque capacity of a release-side clutch among the first clutch and the second clutch ...

Method for the operation of a transmission device in a vehicle drive train when a request is made to change gears

A method of operating a transmission of a vehicle drive-train when a gearshift from a current gear toward a target gear has been requested. The transmission having frictional shifting elements and at least one interlocking shifting element. If an actuating electrical current, equivalent to a closed operating condition of the frictional shifting element to be engaged, and an actuating electrical current, equivalent to an open operating condition of the interlocking shifting element to be disengaged, are determined while, at the same time, a closed operating condition of the interlocking shifting element to be disengaged is detected by a sensor, a fault is recognized. If the fault is recognized during a predefined test period, one or more selected shifting elements are disengaged and a force flow in the transmission is interrupted. Alternatively, by disengaging the frictional shifting element to be engaged, the current gear is engaged in the transmission.

METHOD FOR THE OPERATION OF A TRANSMISSION DEVICE IN A VEHICLE DRIVE TRAIN, COMPRISING AT LEAST ONE FORM-FITTING SHIFTING ELEMENT AND MULTIPLE FRICTIONALLY ENGAGED SHIFTING ELEMENTS

When a request is made to change gears, the form-fitting shifting element being disengaged, for the requested gear change, is disengaged at a predefined target disengagement moment following the target disengagement moment. When the gear is actually changed, an actual disengagement moment is determined based on when the form-fitting shifting element begins disengaging and a transmission operating state variable. If there is a deviation between the actual moment and the target moment of disengagement, then the target disengagement moment is modified by a time value, and the moment when the form-fitting shifting element begins to be actuated is shifted in time in relation to the target moment of disengagement and/or actuation of the shifting element to be connected is adjusted to a determined characteristic of the operating state of the form-fitting shifting element to be disconnected such that it is disengaged approximately at the target disengagement moment. 113-. (canceled)1411. A method of operating a transmission device () , of a vehicle drive train , comprising at least one form-fitting shifting element (A , F) and a plurality of frictionally engaged shifting elements (B , C , D , E) , which are either connected or disconnected to obtain different transmission ratios (“” to “R”) , the method comprising the steps of:{'b': 4', '7', '5', '8', '3, 'when a request is made to change gears from an actual gear ratio (“” or “”) to a target gear ratio (“” or “”), disconnecting the form-fitting shifting element (F or A) and connecting at least one of the frictionally engaged shifting elements (B or C) to carry out the requested gear change, and the form-fitting shifting element (F or A) that is to be disengaged, as a result of the requested gear change, being in a disengaged state at a predefined desired moment of disengagement (T_soll) following a predefined desired span of time of disengagement (t_soll) for the disengaged operating state;'}{'b': 3', '2', '3', '3', '1, ' ...

Method for regulating garage shifts

A method is provided for shifting a transmission having an input member, an output member, at least four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. At least one of the torque transmitting devices is a dog clutch or a band clutch. The method includes applying a torque transmitting mechanism to interconnect a first member of a planetary gear set with another member of a planetary gear set or a stationary member. The method also includes applying the dog clutch or band clutch to interconnect a second member of a planetary gear set with another member of a planetary gear set or the stationary member, after the first torque transmitting mechanism is applied. After the dog or band clutch is applied, the torque transmitting mechanism is released.

Adaptable thermal management of a vehicle dual-clutch transmission

A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.

Actuator arrangement for a motor vehicle drive train

Actuator arrangement for a drive train, which has at least one friction clutch for transmitting drive torque and has a transmission. The friction clutch can be actuated by means of a hydraulic clutch cylinder, which is connected directly to a pump port of a pump driven by an electric motor in order to actuate the friction clutch, such that the friction clutch can be actuated by varying the speed of the pump. The actuator arrangement has a parking lock actuator device for actuating a parking lock arrangement of the drive train. The parking lock actuator device has at least one hydraulic parking lock cylinder, which can be connected to the pump, such that the parking lock arrangement can be actuated by varying at least one of the direction of rotation or the speed of the pump.

ACTUATOR SYSTEM FOR A CLUTCH AND A GEAR SWITCH

An actuator device configured to actuate a first functional unit and a second functional unit. The actuator device has an actuator motor configured to generate a rotational drive movement, a first shift device assigned to the first functional unit, a second shift device assigned to the second functional unit, and a shift drum which couples the actuator motor and the shift devices in terms of drive. The first shift device is coupled to the shift drum via a first positive control mechanism, and the second shift device is coupled to the shift drum via a second positive control mechanism. By the positive control mechanism, a rotational movement of the shift drum, which can be generated by the rotational drive movement, may be converted into a translatory movement of the first shift device and/or into a translatory movement of the second shift device. 113-. (canceled)14. An actuator device configured to actuate a clutch and a shift fork which effectuates a gear stage change in a transmission having at least two transmission gear stages , the actuator device comprising:a motor configured to generate a rotational drive movement;a first shift device assigned to the shift fork;a second shift device assigned to the clutch;a shift drum configured to operatively couple the motor and the first and second shift devices;a first positive control mechanism configured to couple the first shift device to the shift drum and convert a rotational movement of the shift drum generated by the rotational drive movement into a translatory movement of the first shift device; anda second positive control mechanism configured to couple via the second shift device to the shift drum and convert a rotational movement of the shift drum generated by the rotational drive movement into a translatory movement of the second shift device.15. The actuator device of claim 14 , wherein the shift drum claim 14 , the first shift device and/or the second shift device are arranged coaxially.16. The actuator ...

Hydraulic control arrangement for an automatic transmission

In a hydraulic control arrangement for an automatic transmission of a motor vehicle having a parking lock activation system wherein operating fluid is supplied via a parking lock slide valve to a first parking lock pressure chamber for moving a parking lock-up piston in one direction into a locking position or moving the parking lock piston in an opposite direction, whereby operating fluid is released from the first parking lock pressure chamber via a discharge slide valve by way of which the first parking brake pressure chamber is connected to a tank for releasing the parking lock-up.

SHIFT RAIL TRANSMISSION POSITION SENSING

Receiving sensor data related to position of a gear in a transmission, the sensor data including data from a first sensor and data from a second sensor; determining a first indicated position of the gear from the data from the first sensor; determining a second indicated position of the gear from the data from the second sensor; comparing the first indicated position to the second indicated position; and determining based on the comparison a gear engagement status of the gear. 1. A method , comprising:receiving sensor data related to position of a gear in a transmission, the sensor data including data from a first sensor and data from a second sensor;determining a first indicated position of the gear from the data from the first sensor;determining a second indicated position of the gear from the data from the second sensor;comparing, in a computing device, the first indicated position to the second indicated position;determining based on the comparison a gear engagement status of the gear.2. The method of claim 1 , wherein the first sensor and the second sensor are attached to a shift rail in a shift rail transmission.3. The method of claim 2 , wherein the first sensor and the second sensor are Hall Effect sensors that generate an output when passing through a magnetic field and wherein the output is indicative of field strength and varies according to proximity of the sensors to magnets attached to the transmission.4. The method of claim 3 , wherein each magnet is attached to a steel plate.5. The method of claim 3 , wherein there are two magnets of opposite polarity.6. The method of claim 2 , wherein the gear is a first gear of a plurality of gears claim 2 , and wherein the shift rail moves a gear engagement element to selectively engage the first gear at a first end of the shift rail travel path or to engage a second gear of the plurality of gears at a second end of the shift rail travel path.7. The method of claim 6 , wherein the first sensor is situated to ...

GEARBOX CONTROL DEVICE

A transmission control device () for an automatic or automated transmission (). A shifting strategy of the transmission control device () controls and/or regulates the operation of the transmission () based on driving condition data such as vehicle mass, driving resistance, vehicle inclination, vehicle velocity, vehicle acceleration, engine rotational speed and/or engine torque, and based on data about the driver's wishes. The transmission control device () continuously calculates the driving condition data of the vehicle mass, driving resistance and/or vehicle inclination based on topographic data of a current position of the motor vehicle, and/or the shifting strategy determines a gear change from an actual gear into a target gear based on topographic data of a defined distance ahead of a motor vehicle. The defined distance ahead of the motor vehicle depends on the currently velocity of the vehicle. 113-. (canceled)14. A transmission control device for at least one of controlling and regulating operation of either an automatic or an automated transmission of a motor vehicle , the transmission control device comprising:a shifting strategy which at least one of controls and regulates the operation of the transmission based on at least one of driving condition data, vehicle mass, driving resistance, vehicle inclination, vehicle velocity, vehicle acceleration, engine rotational speed, engine torque, and also based on data about a driver's wishes,the transmission control device continuously calculating at least one of the driving condition data, the vehicle mass, the driving resistance and the vehicle inclination based on topographic data of a current position of the motor vehicle,the transmission control device, upon at least one of switching on an ignition and at a standstill of the motor vehicle with a switched on ignition, calibrating an inclination sensor based on the topographic data of the current position of the motor vehicle, andthe transmission control device ...

Control for Torque Converter Having Multiple Selectively Engageable Converter Couplers

An apparatus and method of controlling a torque transmitting apparatus having multiple selectively engageable couplers is provided. The multiple couplers may be selectively engaged and disengaged to provide a mechanical, friction or fluid coupling between portions of the torque transmitting apparatus and other components of a vehicle powertrain during various operational stages. The control apparatus includes a fluid pressure control device and a fluid flow control device.

Control device for vehicle, and motorcycle

In a vehicle including two paths as torque transmission paths from an engine to an output shaft of a transmission, each of the paths provided with a clutch and a transmission mechanism, a gear shift shock due to a torque generated at the moment when the paired gears of the next gear level are engaged is significantly reduced. In normal travel control, a control device sets a transmitted torque capacity of each of the clutches in the two paths at maximum. Also, in the normal travel control, the control device sets the paired gears of the transmission mechanism in a previous path that is one of the paths, in an engaged state, and sets the transmission mechanism in a next path that is the other path, in a neutral state. When a gear shift command is generated, the control device lowers the transmitted torque capacity of the clutch in the next path. After that, the control device engages the paired gears of the transmission mechanism in the next path with each other, before the transmitted torque capacity of the clutch in the next path reaches a minimum value.

CONTROL UNIT FOR SYNCHRONOUS ENGAGING DEVICE

When a synchronizing sleeve that is driven by an actuator in response to gear shift request is stroked from a release position to an engagement position, a differential rotation speed between an input rotation and an output rotation is calculated at stroke positions after a synchronization completion position; and when the said differential rotation speed is equal to or more than a predetermined threshold value, a damage determination index is calculated based on the said differential rotation speed. Further, when a cumulative value of the damage determination index accumulated for each gear position becomes equal to or more than a predetermined threshold value, the engagement operation of the gear position corresponding to the said cumulative value is disabled. This makes it possible to effectively determine the degree of damage when a gear whine occurs to a synchronized engaging device. 1. A control unit for synchronous engaging device comprising:an input shaft of a transmission;one or more input gears that are installed on the input shaft to transmit rotation of the input shaft;an output shaft that is arranged in parallel with the input shaft;one or more output gears that are installed on the output shaft to engage with each of the one or more input gears;a synchronous engaging device having a sleeve capable of being stroked between an engaging position that engages by synchronizing rotation of either of the input gears with rotation of the input shaft or by synchronizing rotation of either of the output gears with the output shaft, and a release position that releases such engagement;an actuator for driving the sleeve;a control section that controls the synchronous engagement operation by the synchronous engaging device;a rotation detection section that detects input rotation on the input shaft side and output rotation on the output shaft side;an acquisition section for stroke position information for acquiring information related to a stroke position of the ...

CONTROL DEVICE FOR AUTOMATIC TRANSMISSION

There is provided a control device for an automatic transmission configured to automatically shift a transmission of a driving force of a motor in response to a driving state. The automatic transmission includes a synchromesh mechanism configured to couple gear pairs and a rotary shaft to transmit the driving force of the motor to the gear pairs and a switching apparatus configured to switch a coupling state of the gear pairs and the rotary shaft. A preload control unit is configured to operate the switching apparatus to apply a preload to the synchromesh mechanism when a shift transmission request is detected. A shift control unit is configured to operate the switching apparatus to apply a shift load greater than the preload to the synchromesh mechanism after the preload is applied to the synchromesh mechanism. 1. A control device for an automatic transmission that automatically shifts a transmission of a driving force of a motor in response to a driving state and includes: a rotary shaft; a plurality of gear pairs provided on the rotary shaft; a synchromesh mechanism configured to couple the gear pairs and the rotary shaft to transmit the driving force of the motor to the gear pairs; and a switching apparatus configured to apply a load to the synchromesh mechanism by an actuator to switch a coupling state of the gear pairs and the rotary shaft when a shift transmission request is detected , the control device comprising:a preload control unit configured to operate the switching apparatus to apply a preload to the synchromesh mechanism when the shift transmission request is detected, anda shift control unit configured to operate the switching apparatus to apply a shift load greater than the preload to the synchromesh mechanism after the preload is applied to the synchromesh mechanism.2. The control device for an automatic transmission according to claim 1 , wherein the preload is applied to the synchromesh mechanism for a predetermined time period from a time point ...

METHOD FOR CONTROLLING A GEAR BRAKE FOR AN AUTOMATED CHANGE-SPEED GEARBOX

A method of controlling a transmission brake of an automated change-speed transmission having a control cylinder, that is pressurized by inlet and outlet valves, and an upstream main cut-off valve by which a nominal pressure, supplied to the control cylinder, is regulated. Functional deviations of the transmission brake can be considered during a shifting operation, when the transmission is in neutral, the motor coupling clutch is disengaged and the transmission brake is engaged. The rotational speed gradient and the mass of the transmission components to be braked are determined and used to calculate the current braking torque of the transmission brake. The current braking torque relates to the current regulated nominal pressure, and the determined values are stored in a control unit and used during subsequent actuation of the transmission brake. 15-. (canceled)681618416188. A method of controlling operation of a transmission brake in an automated change-speed transmission that is couplable by a separator clutch to a drive engine of a motor vehicle , the transmission brake is controlled by a control cylinder () that is pressure-medium-actuated by way of associated inlet and outlet valves ( , ) , and at least one main cut-off valve () is arranged upstream from the inlet and the outlet valves ( , ) by which a nominal pressure , of a pressure medium supplied to the control cylinder () , is controllable , the method comprising the steps of:determining, with a control unit, a rotational speed gradient of rotating transmission components to be braked by the transmission brake, when in a shifting operation with the transmission in neutral, the separator clutch disengaged and the transmission brake engaged;determining, with the control unit, a mass of the rotating transmission components to be braked by the transmission brake during the shifting operation;calculating, with the control unit, a value of currently effective braking torque of the transmission brake from the ...

DOUBLE TRANSITION SHIFT CONTROL IN AN AUTOMATIC POWERSHIFTING TRANSMISSION

A system and method for controlling double transition shifts in an automatic transmission having multiple gear sections. During a double transition shift, the system performs simultaneous closed loop control of the primary oncoming clutch in the primary gear section and the secondary off-going clutch of the secondary gear section. Before the input shaft of the secondary gear section is fully pulled down or the secondary off-going clutch becomes overheated, the system switches closed loop control of the input shaft to the secondary on-coming clutch of the secondary gear section. The system utilizes model-based calculations to determine the initial clutch pressure settings when a clutch enters closed loop control. 140-. (canceled)41. An automatic transmission for use in a vehicle powertrain , comprising:a countershaft gear section, the countershaft gear section connected to an output shaft;a planetary gear section;an intermediate shaft connected between the countershaft gear section and planetary gear section;an input shaft connected to the planetary gear section; anda processor-based controller unit in operative communication with the countershaft gear section and the planetary gear section;wherein the controller is configured to perform closed loop control of the intermediate shaft speed during the double transition upshift using a primary on-coming clutch in the countershaft gear section to achieve pull-down of the intermediate shaft;wherein the controller is further configured to perform closed loop control of the input shaft speed using a secondary off-going clutch in the planetary gear section to achieve partial pull-down of the input shaft while the intermediate shaft is being pulled down; andwherein the controller is further configured to release the secondary off-going clutch and perform closed loop control of the input shaft speed using a secondary on-coming clutch in the planetary gear section to complete the pull-down of the input shaft.42. The automatic ...

AUTOMATIC SHIFT OF MECHANICAL GEARBOX

Disclosed are power machines, and drive systems for use thereon, as well as methods of providing automatic gear shifting. The drive system includes a controller configured to implement automatic gear shifting. Gear engagement is determined following a gear shift, and a drive pump or other drive system components is automatically controlled to rotate a gearbox gear in first and second directions until the gear is properly engaged. 1. A drive system for a power machine , comprising:a drive pump;a drive motor operably coupled to and driven by the drive pump, the drive motor having a rotational output member; a plurality of gear reduction sets coupled to the output shaft; and', 'a coupling mechanism for coupling the input shaft to the output shaft via engagement with a selected one of the plurality of gear reduction sets; and, 'a gearbox having an input shaft operably coupled to the rotational output member of the drive motor and an output shaft operably coupled to a wheel, the gearbox further includinga controller configured to provide an alignment signal to align the coupling mechanism with the selected gear reduction set from the plurality of gear reduction sets.2. The drive system of claim 1 , wherein the controller is configured to provide the alignment signal to control the rotational output member.3. The drive system of claim 2 , wherein the controller is configured to provide the alignment signal to cause the rotational output member to rotate in one of a first direction and a second direction.4. The drive system of claim 3 , wherein the controller is configured to provide the alignment signal to cause the rotational output member to rotate in the first direction and subsequently to rotate in the second direction.5. The drive system of claim 2 , wherein the controller is configured to provide the alignment signal at a first level and subsequently at a second level different from the first level.6. The drive system of and further comprising a coupling actuator ...

AUTOMATIC TRANSMISSION APPARATUS AND STRADDLE-TYPE VEHICLE EQUIPPED WITH THE APPARATUS

An automatic transmission apparatus includes a clutch including a drive side rotator to which torque of an engine is transmitted and a driven side rotator, a multi-gear transmission mechanism including a dog clutch, at least one actuator to drive the clutch and the transmission mechanism, a torque changing device to change the torque of the engine, a gear shifting command output device to output a gear shifting command, and a transmission control system to control the at least one actuator and the torque changing device. The transmission control system includes a shock reduction control unit to execute control to, upon receiving the gear shifting command from the gear shifting command output device, reduce the engine torque by controlling the torque changing device and thereafter to start to disengage the clutch by controlling the at least one actuator. 1. An automatic transmission apparatus comprising:a clutch including a drive side rotator to which engine torque is transmitted and a driven side rotator arranged to contact with and separate from the drive side rotator;a multi-gear transmission mechanism including a dog clutch and disposed between the driven side rotator of the clutch and a driving wheel of a straddle-type vehicle;at least one actuator arranged to drive the clutch and the multi-gear transmission mechanism;a torque changing device arranged to change the engine torque;a gear shifting command output device arranged to output a gear shifting command; anda transmission control system arranged and programmed to control the at least one actuator and the torque changing device, the transmission control system including a shock reduction control unit arranged and programmed to execute a control process to, upon receiving the gear shifting command from the gear shifting command output device, reduce the engine torque by controlling the torque changing device and thereafter to start to disengage the clutch by controlling the at least one actuator.21. The ...

AUTOMATIC TRANSMISSION APPARATUS AND STRADDLE-TYPE VEHICLE EQUIPPED WITH THE APPARATUS

An automatic transmission apparatus includes a transmission mechanism, an actuator arranged to rotate a shift drum, and a control device. The control device includes a determining unit arranged to detect a state of a straddle-type vehicle and to determine whether the straddle-type vehicle is in a first state in which an engaging force between the transmission gears is estimated to be equal to or greater than a predetermined value or in a second state in which the engaging force is estimated to be less than the predetermined value; a first gear shifting control unit arranged and programmed to control the actuator so that, if in the first state, the rotational speed of the shift drum becomes a first rotational speed; and a second gear shifting control unit arranged and programmed to control the actuator so that, if in the second state, the rotational speed of the shift drum becomes a second rotational speed that is lower than the first rotational speed. 1. An automatic transmission apparatus to be mounted to a straddle-type vehicle , the automatic transmission apparatus comprising:a multi-speed transmission mechanism that includes a plurality of transmission gears arranged to engage with each other via a dog clutch and changes a combination of the engaging transmission gears in association with rotation of a shift drum;an actuator arranged to rotate the shift drum; and a determining unit arranged to detect a state of the straddle-type vehicle and to determine whether the straddle-type vehicle is in a first state in which an engaging force between the transmission gears having engaged with each other before gear shifting is estimated to be equal to or greater than a predetermined value or in a second state in which the engaging force is estimated to be less than the predetermined value;', 'a first gear shifting control unit arranged and programmed to control the actuator so that, if the determining unit determines that the straddle-type vehicle is in the first state, a ...

SHIFT SYSTEM FOR POWER TRANSMITTING DEVICE

A mechanism with an inner race, which has cams, an outer race and rollers between the cams and the outer race. The inner race has a first notch while the outer race has a second notch with a narrow portion and a wider portion. A member is disposed in the first and second notches. Positioning of the member in the first notch and the narrow portion of the second notch inhibits relative rotation between the inner and outer races and power is not transmitted between the outer race and a power transmitting member, such as a gear. Positioning of the member in the first notch and the wider portion of the second notch permits some relative rotation between the inner and outer races to cause the cams to urge the rollers outwardly so that the outer race frictionally engages the power transmitting member to facilitate transmission of rotary power therebetween. 1. A power transmitting device , comprising:a rotary shaft;a power transmitting member having an inner bore surface surrounding said shaft;an engagement mechanism operable for selectively coupling said power transmitting member for rotation with said shaft, said engagement mechanism including a drive hub, a bearing set and an actuator, said drive hub being fixed for rotation with said shaft and defining an annular cavity and an actuator slot, said bearing set being disposed between said shaft and said inner bore surface of said power transmitting member and including an inner race, an outer race and a plurality of roller elements disposed between said inner race and said outer race, said inner race having a first portion fixed for rotation with said shaft and a second portion extending into said annular cavity of said drive hub, said first portion of said inner race defining an annular chamber and said second portion of said inner race defining a first actuator notch that is aligned with said actuator slot of said drive hub, said outer race being a radially expandable split ring having a first portion surrounding said ...

METHOD AND CONTROL DEVICE FOR CONTROLLING A POSITVELY LOCKING SHIFT ELEMENT OF A TRANSMISSION

A method of actuating a form-locking shift element of a transmission. To shift from a current gear to a target gear, an actuation time is determined for the locking shift element to be engaged during a gear shift depending on a reaction time of the assemblies participating during actuation of the locking shift element, an engaging time of the locking shift element, and at least one filtered signal such that the locking shift element is engaged within a specified rotational speed window encompassing a specified differential rotational speed. It is verified whether the locking shift element can be engaged within the specified rotational speed window depending on at least one unfiltered signal, and, if the locking shift element can be engaged within the specified rotational speed window, the actuation is unaffected; conversely, if the locking shift element cannot be engaged within the specified rotational speed window, the actuation is affected. 110-. (canceled)11622. A method of actuating a form-locking shift element () of a transmission () to execute a gear shift from a currently engaged gear to a target gear of the transmission () , the method comprising the steps of:{'b': 6', '2', '6', '6', '6, 'determining an actuation time for the form-locking shift element () of the transmission () to be engaged during the gear shift, depending on a reaction time of assemblies participating in actuation of the form-locking shift element (), depending on an engaging time of the form-locking shift element (), and depending on at least one filtered signal, so that the form-locking shift element () is engaged within a specified rotational speed window encompassing a specified differential rotational speed;'}{'b': '6', 'verifying whether the form-locking shift element () can actually be engaged within the specified rotational speed window depending on at least one unfiltered signal; and'}{'b': 6', '6, 'if it is determined that the form-locking shift element () can be engaged within ...

Clutch arrangement and drivetrain for a motor vehicle

A clutch arrangement for a drivetrain of a motor vehicle. The clutch arrangement has a first clutch, a second clutch, and a hydraulic actuator arrangement. The actuator arrangement has a first hydraulic cylinder for actuating the first clutch and a second hydraulic cylinder for actuating the second clutch. The actuator arrangement has an actuator pump which is driven by means of an electric motor and which can be operated in two directions of rotation. The actuator pump has a first port, which is connected to the first hydraulic cylinder, and a second port, which is connected to the second hydraulic cylinder. The actuator arrangement actuates the first or the second clutch depending on the direction of rotation of the actuator pump.

METHOD TO CONTROL A TRANSMISSION BRAKE

A method of controlling a transmission brake of an automated change-speed transmission, of a countershaft design provided with claw clutches, the brake being functionally connected, on its input side, to a transmission shaft and actuated hydraulically or pneumatically by way of inlet and outlet valves such that, for an upshift from a gear under load to a target gear, when the loaded gear is disengaged, in order to synchronize the target gear, first the inlet valve is opened and the outlet valve is closed, then to produce a substantially constant braking torque, the inlet valve is closed after having been open for a determinable opening duration, and to reach a synchronous rotational speed, the outlet valve is opened after having been closed for a determinable closing duration. The time during which the inlet valve is open is determined as a function of a specified characteristic parameter of the synchronization process. 111-. (canceled)12. A method of controlling a transmission brake of an automated change-speed transmission , of a countershaft design provided with claw clutches , the transmission brake is functionally connected , on an input side thereof to a transmission shaft and is actuated either hydraulically or pneumatically by an inlet valve and an outlet valve , each of the inlet and the outlet valves is a 2/2-way magnetic switching valve , such that , for an upshift from a gear under load to a target gear , when the loaded gear has been disengaged , to synchronize the target gear , first the inlet valve is opened and the outlet valve is closed , then to produce a substantially constant braking torque (M) the inlet valve is closed after having been open for a determinable opening time duration (T) , and to reach a synchronous rotational speed the outlet valve is opened after having been closed for a determinable closing time duration (T) , the opening time duration (T) for which the inlet valve is open being determined as a function of a specified ...

Method for Determining a Shift Sequence of a Change of Transmission Ratio of a Gear Mechanism Device of a Vehicle Drive Train

A method for determining a shift sequence of a change of transmission ratio of a transmission device of a vehicle drive train is described. The shift sequence is determined depending on an operating state of the vehicle drive train existing upon the actual transmission ratio inserted in the transmission device. The operating state is characterized by various operating state quantities of the vehicle drive train, which represent input quantities of a model representing the vehicle drive train (B). Output quantities of the model (B) supply at least one target value that determines the shift sequence in terms of characterization and application, in the form of a functional connection and limits of the operating state quantities or of combinations of operating state quantities as input quantities of an optimization routine (B), in the area of which a minimization of the functional connection of at least one target value is carried out, and the torque characteristics representing the shift sequence of devices of the vehicle drive train are determined depending on the minimum of the functional connection of at least one target value, taking into account the limits of the operating state quantities. In the area of the devices, during each change of transmission ratio, a torque is introduced in the vehicle drive train and/or a torque leading into the vehicle drive train is changed. 11231411122122213222. Method for determining a shift sequence of a change of transmission ratio of a transmission device () of a vehicle drive train () with a drive unit () connected to the transmission device () on the side of the input of the transmission and an output drive () operatively connected to the transmission device () on the side of the output of the transmission , starting from an actual transmission ratio inserted in the transmission device () in the direction of a target transmission ratio to be inserted in the transmission device () , whereas , for carrying out the change of ...

SHIFT CONTROL DEVICE FOR AUTOMATIC TRANSMISSION

An automatic transmission shift control device include a controller that is programmed to shift an automatic transmission by issuing a command for switching an interference shift element from an engaged state to a disengaged state, and by issuing a command for switching a friction shift element from a released state to a locked state. The controller includes a progressive friction-shift-element switchover section which causes progressive switching of the friction shift element from the released state to the locked state prior to the command for switching of the interference shift element from the engaged state to the disengaged state. The controller includes an interference-shift-element switchover section which causes the switching of the interference shift element from the engaged state to the disengaged state when transmission torque of the interference shift element decreases to a predetermined value as the friction shift element progressively switches from the released state to the locked state. 1. An automatic transmission shift control device comprising:a controller programmed to shift an automatic transmission by issuing a command for switching an interference shift element from an engaged state to a disengaged state, and by issuing a command for switching a friction shift element from a released state to a locked state, a progressive friction-shift-element switchover section which causes progressive switching of the friction shift element from the released state to the locked state prior to the command for switching of the interference shift element from the engaged state to the disengaged state; and', 'an interference-shift-element switchover section which causes the switching of the interference shift element from the engaged state to the disengaged state when transmission torque of the interference shift element decreases to a predetermined value as the progressive friction-shift-element switchover section causes progressive switching of the friction ...

Twin clutch controlling apparatus

A twin clutch controlling apparatus includes an ATM control unit for controlling a shift actuator and a clutch actuator and a shift pedal P for carrying out shifting request to the ATM control unit. When a shifting request by the shift pedal P is issued, the ATM control unit drives the shift actuator to change over the shift stage to a next stage gear irrespective of an operational amount of a clutch lever L and then causes the manual operation clutch capacity arithmetic operation value (tqcltmt) to correspond to a clutch capacity corresponding to the next stage gear using an operational amount of the clutch lever L that exceeds a predetermined value as a trigger. If a predetermined period of time elapses while the clutch lever L is not operated, then the shifting request is an erroneous operation and the shift stage is returned to an original gear.

SHIFT-BY-WIRE SELECTOR CONTROL SYSTEM FOR A MOTOR VEHICLE TRANSMISSION

A method for operating a multi-stable shift-by wire selector control system of a motor vehicle transmission. The multi-stable shift-by wire selector control system includes a multi-stable selector which is operable by the driver of the vehicle to select a respective one of the operating modes of the transmission, an arrangement of illuminated labels indicating the selector mode and an indexing mechanism for maintaining the immobilization of the selector in its different positions. 1. A method for operating a multi-stable shift-by wire selector control system of a motor vehicle transmission , the vehicle having an engine and a foot brake pedal , the transmission having a number of operating modes , at least four of the operating modes being Park mode , Drive mode , Neutral mode and Reverse mode , the Park mode and the Neutral mode being so-called non drive mode and the other mode Reverse and Drive being so-called drive mode , a transmission control unit (TCU) which in use controls the ratio of the transmission , the system includes a multi-stable selector which is operable by the driver of the vehicle to select a respective one of the operating modes of the transmission , the vehicle also has an electronic transmission selector (ETS) for sensing the selected mode position of the selector and sending a command to the TCU , the system further includes an arrangement of illuminated labels (P , R , N , D) indicating the selector mode , an indexing mechanism for maintaining the immobilization of the selector in its different positions respectively P , R , N , and D and also enabling the driver to perceive the transition from one position to another and a warning device , the method comprising , when the selector has been monitored between two indexing position or intermediate position so called hysteresis range where no instruction command is sent to the TCU , the steps of:a) determining whether the selector has been moved from a non drive mode to a drive mode;b) checking ...

Dual-Clutch Transmission

A dual-clutch transmission has two input shafts for connection to a power shift clutch, at least one countershaft offset in parallel to the input shafts, an output gearwheel designed as an idler gear and situated coaxially with respect to the countershaft, at least one gearwheel plane having an idler gear situated coaxially with respect to the countershaft, and a shifting unit having a first shift position in which the output gearwheel and the countershaft are connected to one another in a rotationally fixed manner. The shifting unit has a second shift position in which the idler gear and the output gearwheel are directly connected to one another in a rotationally fixed manner. 111-. (canceled)12. A dual-clutch transmission , comprising:a power shift clutch;two input shafts configured for connection to a power shift clutch;at least one countershaft that is offset in parallel to the two input shafts;an output gearwheel which is configured as an idler gear and situated coaxially with respect to the at least one countershaft;a first gearwheel plane having an idler gear that is situated coaxially with respect to the at least one countershaft;a shifting unit having a first shift position in which the output gearwheel and the at least one countershaft are connected to one another in a rotationally fixed manner, wherein the shifting unit has a second shift position in which the idler gear and the output gearwheel are directly connected to one another in a rotationally fixed manner;at least one additional gearwheel plane, which in at least one forward gear or at least one reverse gear is provided together with the first gearwheel plane for transmitting a force flow or power flow,wherein the dual-clutch transmission has a total of five gearwheel planes maximum and a total of five shifting units maximum for shifting at least eight forward gears and at least one reverse gear.13. The dual-clutch transmission of claim 12 , wherein the shifting unit has a synchronizing element ...

Driving system and electric vehicle comprising the same

A driving system of an electric vehicle and an electric vehicle comprising the same are provided. The driving system comprises: a driving motor, a transmission and a hydraulic system. The transmission may include an input shaft, an output shaft, a first transmission unit, a first clutch, a second transmission unit and a second clutch.

System and method for performing an engine stop and start for a rolling vehicle

Methods and systems for improving operation of a vehicle driveline that includes an engine and an automatic transmission with a torque converter are presented. In one non-limiting example, the engine may be stopped while a vehicle in which the engine operates is rolling. A transmission coupled to the engine may be shifted as the vehicle rolls so that vehicle response may be improved if a driver requests an increase of engine torque.

HYDRAULIC SYSTEM FOR A DUAL-CLUTCH TRANSMISSION

A dual-clutch transmission includes a hydraulic system for actuating hydraulic cylinders of the clutches and the shifting elements. The hydraulic system has a pressure accumulator providing an accumulated pressure in the hydraulic system, and control valves actuatable by a control unit and respectively arranged in pressure lines routed to the hydraulic cylinders of the clutches to adjust the hydraulic pressure applied to the clutches. Pressure sensors associated with the control unit detect the hydraulic pressure. The control unit activates a pressure reduction mode when detecting a long vehicle downtime, and the accumulated pressure can be reduced in the pressure reduction mode, in which the control unit continuously opens the control valve associated with one clutch. Additionally, the pressure sensor associated with the first clutch together with the control unit is integrated into a control circuit in which the first pressure sensor assumes the detection of the actual accumulated pressure value. 18.-. (canceled)9. A dual-clutch transmission for a vehicle , comprising:first and second clutches;gearshift elements to shift between forward and reverse gears; and a pressure accumulator for providing an accumulator pressure in the hydraulic system,', 'first pressure lines routed to the hydraulic cylinders of the first and second clutches,', 'control valves disposed in the first pressure lines, respectively,', 'a control unit operably connected to the control valves for adjusting a hydraulic pressure applied to the first and second clutches, said control unit being configured to activate a pressure reduction mode, when detecting an extended downtime of the vehicle, so as to reduce the accumulator pressure by continuously opening in the pressure reduction mode one of the control valves associated to one of the first and second clutches, and', 'pressure sensors operably connected to the control unit for detecting the hydraulic pressure applied to the first and second ...

AUTOMATIC TRANSMISSION POWER FLOW DETECTION

A transmission is provided having a control module, an input member, an output member, four planetary gear sets, a plurality of coupling members, a plurality of torque transmitting devices, and at least one speed sensor assembly. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes. The control module includes a control logic sequence for assuring engagement of torque transmitting mechanisms for achieving specific gear ratios between the input and output members. 1. A transmission for a vehicle , the transmission including:an input member;an output member;a plurality of planetary gear sets each having a first, second, and third members, and wherein the input member is connected to one of the members of one of the planetary gear sets and the output member is connected to another one of the members of one of the planetary gear sets;a plurality of interconnecting members each connecting for common rotation one of the first, second, or third members of one of the planetary gear sets with another of the first, second, or third members of another planetary gear set;a plurality of torque transmitting mechanisms each selectively connecting one of the first, second, or third members of one of the planetary gear sets with another of the first, second, or third members of a planetary gear set or a stationary member;a plurality of speed sensor assemblies each having a speed sensor and a speed sensor ring, and wherein each of the speed sensor rings are disposed on one of the first, second, or third members of one of the planetary gear sets or one of the interconnecting members, anda transmission control module having a control logic sequence, wherein the control module operates to control engagement of each of the plurality of torque transmitting mechanisms, and wherein each of the speed sensors is capable of detecting a rotational speed of the corresponding speed sensor ring and sending a speed ...

Fluid arrangement

A fluid assembly in a hydraulic circuit, comprising one or more reservoirs configured to store fluid. The fluid assembly also includes a pump configured to transport the fluid in the hydraulic circuit and actuate a load from a transmission of a motor vehicle, a pressure accumulator configured to collect pressure built up by the pump and actuate the load, and a valve system configured to allow fluid communication of the load with the pump.

Control system and method thereof for multispeed transmission

An electro-hydraulic control system for a multispeed transmission having a plurality of torque-transmitting mechanisms includes a controller for operably controlling the transmission, a fluid source for supplying hydraulic fluid, and a plurality of torque-transmitting mechanisms being operably selected between an applied and an unapplied state to achieve a plurality of ranges including at least one reverse, a neutral, and a plurality of forward ranges. The system includes a plurality of trim systems having pressure control solenoids and trim valves. The system may also include one or more shift valves disposed in fluid communication with the fluid source and being capable of moving between stroked and de-stroked positions. In any given range, only two of the plurality of torque-transmitting mechanisms may be applied. Moreover, three of the plurality of pressure control solenoids are normally high solenoids, and the remaining solenoids are normally low solenoids.

Device for controlling automatic transmission

A device for controlling an automatic transmission including a first frictional engagement element that is engaged at a first gear shift stage and is released at a second gear shift stage, the device including a piston stroke return determination means for determining a released state of a piston that is actuated to press friction discs of the first frictional engagement element, and a gear shift start determination means for restricting execution of a gear shift from the second gear shift stage to the first gear shift stage until it is determined that the piston is in a predetermined released state after a gear shift from the first gear shift stage to the second gear shift stage is finished.

SERIES HYBRID DRIVE UNIT

A series hybrid drive unit that is downsized while improving power transmission efficiency. In the series hybrid drive unit, a generator is driven by an engine, and a motor is operated by electricity generated by the generator. Torque generated by the generator is delivered to drive wheels through a final reduction unit. An input member that is rotated by a torque of the engine, and that is arranged parallel to a rotational center axis Og of the generator. The generator and the motor are arranged parallel to each other while keeping a predetermined clearance, and the final reduction unit is arranged parallel to the motor. The input member and the generator are connected through a first wrapping transmission mechanism, and torque of the motor is transmitted to a final reduction unit through a second wrapping transmission mechanism. 1. A series hybrid drive unit , in which a generator is driven by an engine , and a motor is operated by electricity generated by the generator to generate a torque to be delivered to drive wheels through a final reduction unit , comprising:an input member that is rotated by a torque of the engine, and that is arranged such that a rotational center axis thereof extends parallel to a rotational center axis of the generator,wherein the generator and the motor are arranged such that the rotational center axis of the generator and a rotational center axis of the motor extend parallel to each other while keeping a predetermined clearance,the final reduction unit is arranged such that a rotational center axis of the final reduction unit extends parallel to the rotational center axis of the motor,the series hybrid drive unit further comprises:a first wrapping transmission mechanism including a first drive sheave mounted on the input member, a first driven sheave mounted on the generator, and a first transmission member applied to the first drive sheave and the first driven sheave to transmit a torque therebetween; anda second wrapping ...

TRANSMISSION FOR A VEHICLE

A power transmission mechanism transmits torque of the input shaft to the output shaft, and includes gear mechanisms corresponding to each of gear stages respectively. A control device controls the power transmission mechanism to realize one of a first control mode, a second control mode and a third control mode selectively. In the first control mode, a first gear stage is selected and the power transmission mechanism transmits torque via only a first gear mechanism. In the second control mode, a second gear stage is selected and the power transmission mechanism transmits torque via only a second gear mechanism. In the third control mode, at gear-shift from the first gear stage to the second gear stage, the power transmission mechanism circulates torque having a prescribed amount to the input shaft from the output shaft via the first gear mechanism while transmitting torque of the input shaft to the output shaft. 1. A transmission for a vehicle interposed in a power transmission system which connects a drive output shaft of a driving source of said vehicle and drive wheels of said vehicle , said transmission selectively realizing at least one of gear stages , and comprising:an input shaft which forms a power transmission system between said drive output shaft and said input shaft;an output shaft which forms a power transmission system between said drive wheels and said output shaft;a power transmission mechanism, interposed between said input shaft and said output shaft for transmitting torque of said input shaft to said output shaft, which includes gear mechanisms, each corresponding to each of said gear stages;a control device which controls said power transmission mechanism to selectively realize one of a first control mode, a second control mode, and a third control mode;wherein said first control mode is a mode in which, when a first gear stage of said gear stages is selected, said power transmission mechanism transmits said torque of said input shaft to said ...

Transmissions with Torque and/or Speed Sensor Arrangements

A transmission includes sensors positioned adjacent respective pairs of magnetized bands on a shaft of the transmission for detecting magnetic flux emanating from the bands in response to torque on the shaft. The transmission further includes an electronics interface assembly configured to respectively provide drive signals to the sensors and to receive from the sensors, in response to the drive signals, output signals indicative of the torque on the shaft as detected by the sensors. 1. A transmission comprising:a shaft;sensors positioned adjacent respective pairs of the magnetized bands on the shaft for detecting magnetic flux emanating from the bands in response to torque on the shaft.28-. (canceled)9. The transmission of wherein:the sensors are connected together by a wiring sub-assembly such that signals can be communicated from one of the sensors to another one of the sensors over the wiring sub-assembly.1012-. (canceled)13. The transmission of wherein:each sensor is positioned within a sensor housing adjacent to a respective pair of the magnetized bands.14. The transmission of wherein:each sensor includes a pair of fluxgates.15. The transmission of wherein:each sensor includes one or more fluxgates.16. The transmission of wherein:the shaft is an input shaft of the transmission.17. The transmission of wherein:the shaft is an output shaft of the transmission.18. The transmission of wherein:the magnetized bands are arranged in alternating polarity.19. A transmission comprising:a shaft having three adjacent magnetized bands thereon;a first sensor positioned adjacent a first pair of the magnetized bands for detecting magnetic flux emanating from the first pair of magnetized bands in response to torque on the shaft; anda second sensor positioned adjacent a second pair of the magnetized bands for detecting magnetic flux emanating from the second pair of magnetized bands in response to torque on the shaft.20. The transmission of wherein:the first sensor is positioned ...

METHOD FOR OPERATING A MANUAL TRANSMISSION IN A MOTOR VEHICLE

A method for operating a manual transmission in a motor vehicle, includes recognizing in driving states of the motor vehicle in which no gear is engaged in the manual transmission a condition indicating that a gear is to be engaged; and displaying which gear is to be engaged in the manual transmission. 19-. (canceled)10. A method for operating a manual transmission in a motor vehicle , comprising:recognizing in driving states of the motor vehicle in which no gear is engaged in the manual transmission that a gear is to be engaged; anddisplaying which gear is to be engaged in the manual transmission.111. The method of claim , wherein the recognizing step comprises recognizing an actuation of a clutch connected with the manual transmission as indicating that the gear is to be engaged.12. The method of claim 11 , further comprising displaying the gear to be engaged in the manual transmission when the clutch is actuated.13. The method of claim 10 , further comprising determining which gear is to be engaged as a function of a speed of the motor vehicle claim 10 ,141. The method of claim claim 10 , further comprising determining which gear is to be engaged as a function of a rotational speed of the combustion engine expected to result when the gear is engaged.15. The method of claim 14 , further comprising selecting a range of the rotational speed of the combustion engine to be achieved when engaging the gear.169. The method of claim claim 14 , wherein the gear to be engaged is displayed in a display of a combination-instrument.179. The method of claim claim 14 , further comprising turning off the combustion engine in driving states in which no gear is engaged in the manual transmission and in which the clutch is not actuated.189. The method of claim claim 14 , further comprising displaying that the gear is to be engaged during a downhill drive of the motor vehicle when the brakes are actuated in driving states in which no gear is engaged in the manual transmission. The ...

CONTROL DEVICE FOR VEHICLE DRIVE APPARATUS

Desired is a control device for a vehicle drive apparatus capable of determining an engagement failure in an engagement device when shifting a transmission device to a neutral state and making the rotational speed of a driving force source reduced. In order to shift a transmission device from a state in which an object shift speed is established and the vehicle is traveling to a neutral state in which no shift speed is established in the transmission device (#), when an object engagement device is disengaged while maintaining engagement of a non-object engagement device and the rotational speed of a driving force source (#) is made to be reduced, an engagement failure in the object engagement device (#) is determined based on a change in the rotational speed of an input member. 16-. (canceled)7. A control device for a vehicle drive apparatus , the vehicle drive apparatus including , on a power transmission path connecting an input member drivingly coupled to a driving force source and an output member drivingly coupled to wheels , a transmission device that includes a plurality of engagement devices and establishes a plurality of shift speeds with different speed ratios in accordance with a state of engagement of the plurality of engagement devices , whereinin order to shift the transmission device from a state in which an object shift speed is established and a vehicle is traveling to a neutral state in which no shift speed is established in the transmission device, the object shift speed being a shift speed established by engagement of an object engagement device that is one of the plurality of engagement devices and a non-object engagement device that is another one or more of the plurality of engagement devices, when the object engagement device is disengaged while maintaining engagement of the non-object engagement device and a rotational speed of the driving force source is made to be reduced, an engagement failure in the object engagement device is determined ...

METHOD OF DIAGNOSING MALFUNCTION IN DUAL CLUTCH TRANSMISSION

Disclosed is a method of diagnosing a malfunction in a dual clutch transmission (DCT) attributable to a gear synchromesh failure, without an output shaft speed sensor. The method includes: calculating, a difference (referred to as a first difference) between a first input shaft speed and the product of a wheel speed and a first gear ratio; a difference (referred to as a second difference) between a second input shaft speed and the product of a wheel speed and a second gear ratio; diagnosing a first input shaft as having a transmission gear synchromesh failure when the first difference is greater than a first reference value and the second difference is equal to or smaller than a second reference value; and performing control such that a gear shifting operation is performed using only a second input shaft when the first input shaft is diagnosed as having a transmission gear synchromesh failure. 1. A method of diagnosing a malfunction in a dual clutch transmission , comprising:calculating a first difference between a first input shaft speed and the product of a wheel speed and a first gear ratio;calculating a second difference between a second input shaft speed and the product of a wheel speed and a second gear ratio;diagnosing a first input shaft as having a transmission gear synchromesh failure when the first difference is greater than a first reference value and the second difference is equal to or smaller than a second reference value; andperforming control such that a gear shifting operation is performed using only a second input shaft when the first input shaft is diagnosed as having a transmission gear synchromesh failure.2. The method according to claim 1 , further comprising:calculating a third difference between the product of the first input shaft speed and a corresponding transmission gear ratio and the product of the second input shaft speed and a corresponding transmission gear ratio when the first difference is greater than the first reference value and ...

DRIVE ASSEMBLY WITH LUBRICANT RESERVOIR

A drive assembly for a motor vehicle includes a housing having a transmission housing chamber, a reservoir, and a clutch housing chamber. At least one of the transmission housing chamber or the clutch housing chamber are fluidically connected to the reservoir. A transmission is disposed in the transmission housing chamber. A clutch is disposed in the clutch housing chamber. The clutch is drivingly connected to the transmission. An actuator has an actuating element engaged with the clutch. The clutch is moveable by the actuating element between a disengaged position and an engaged position. A valve is operatively connected to the actuating element of the actuator to allow lubricant flow from the reservoir to at least one of the transmission housing chamber and the clutch housing chamber when the clutch is in the engaged position and to prevent lubricant flow from the reservoir when the clutch is in the disengaged position

METHOD FOR CONTROLLING A HYBRID DRIVELINE IN ORDER TO ACHIEVE GEAR CHANGE WITHOUT INTERRUPTION OF TORQUE

A method is provided to control a hybrid powertrain to achieve gear shifts without torque interruption, comprising a gearbox with input shaft and output shafts; a first planetary gear connected to the input shaft and a first main shaft; a second planetary gear connected to the first planetary gear and a second main shaft; first and second electrical machines respectively connected to the first and second planetary gears; a first gear pair and a third gear pair between the first main shaft and a countershaft; and a second gear pair between the second main shaft and the countershaft, which is connected with the output shaft via a fifth gear pair. The method comprises disconnecting the first gear pair; connecting the first planetary gear with the output shaft via a coupling mechanism connecting the first main shaft and output shaft; disconnecting the fifth gear pair; transferring torque generated from the combustion engine from the second planetary gear to the countershaft via the second gear pair; and transferring a torque from the countershaft to the output shaft via the third gear pair. 1. A method to control a hybrid powertrain to achieve gear shifts without torque interruption , comprising a gearbox with an input shaft and an output shaft ; a first planetary gear , connected to the input shaft and a first main shaft; a second planetary gear , connected to the first planetary gear and a second main shaft; a first electrical machine , connected to the first planetary gear; a second electrical machine , connected to the second planetary gear; a first gear pair and a third gear pair , arranged between the first main shaft and a countershaft; and a second gear pair , arranged between the second mind shaft and the countershaft , wherein the countershaft is connected with the output shaft via a fifth gear pair , wherein a combustion engine , via the input shaft , is connected with a first planetary wheel carrier , arranged in the first planetary gear and wherein the ...

Method for controlling a hybrid vehicle driveline

A method is provided to control a hybrid powertrain, comprising a combustion engine; a gearbox with an input shaft connected to the combustion engine and an output shaft; a first planetary gear connected to the input shaft a second planetary gear connected to the first planetary gear; first and second electrical machines respectively connected to the first and second planetary gears; first gear pair connected with the first planetary gear and the output shaft; and second gear pair connected with the second planetary gear and the output shaft. The method comprises: a) engaging gears corresponding to the first gear pair and to the second gear pair; and b) connecting a second sun wheel, arranged in the second planetary gear and a second planetary wheel carrier with each other, with the use of a second coupling device.

CONTROL DEVICE FOR AUTOMATIC TRANSMISSION

A control apparatus for automatic-transmission provided with input-clutch through which drive force generated by engine is input to automatic-transmission, released-side frictional coupling device being placed in released state to perform shifting action of automatic-transmission, and engaged-side frictional coupling device being placed in engaged state to perform shifting action, control apparatus including: first shifting mode control means including slipping means for placing input-clutch in released state, engaging means for placing input-clutch in engaged state, and releasing/engaging switching control means for controlling shifting action of automatic-transmission being performed in first shifting mode wherein released-side frictional coupling device is brought into released state, and engaged-side frictional coupling device is brought into engaged state, while input-clutch is placed in released or slipping state under control of slipping means, and input-clutch is then brought into engaged state under control of engaging means, with a change of operating speed of engine connected to input-shaft of automatic-transmission.

GEAR ACTUATOR FOR DOUBLE CLUTCH TRANSMISSION

Disclosed herein is a gear actuator for a double clutch transmission. A power pack module is formed of a select solenoid, a shift motor, and a controller. Therefore, a wiring is omitted, so that defects pertaining to the wiring can be prevented, and the structure of the gear actuator is compact. Various parts can be used in common so that the production cost and the part management cost can be reduced. 1. A gear actuator for a double clutch transmission , comprising:an odd-numbered stage power pack module and an even-numbered stage power pack module each comprising a select solenoid, a shift motor, and a controller directly attached to the select solenoid and the shift motor;a body housing in which the odd-numbered stage power pack module and the even-numbered stage power pack module are installed; anda control shaft assembly coupled to the power pack modules in the body housing and configured to transmit a select and shift operation force to a lug of a shift rail.2. The gear actuator according to claim 1 , wherein the select solenoid and the shift motor of each of the power pack modules are installed parallel to each other.3. The gear actuator according to claim 1 , wherein respective rear ends of the select solenoid and the shift motor of each of the power pack modules are disposed on the same plane.4. The gear actuator according to claim 1 , wherein the select solenoid and the shift motor of the odd-numbered stage power pack module and the select solenoid and the shift motor of the even-numbered stage power pack module are axisymmetrically disposed.5. The gear actuator according to claim 1 , wherein the controller is applied in common to the odd-numbered stage power pack module and the even-numbered stage power pack module.6. The gear actuator according to claim 1 , wherein the select solenoid comprises a single coil for forming a magnetic field claim 1 , wherein the coil is divided into two parts spaced apart from each other claim 1 , and the two parts have ...

SYSTEM AND METHOD OF CONTROLLING TRANSMISSION FOR VEHICLE

A system and a method of controlling a transmission for a vehicle can protect the transmission by controlling an oil temperature in the transmission when driving on a long uphill road. The system may include: an engine generating driving torque; a transmission converting and outputting the driving torque generated at the engine; a lock-up clutch disposed between the engine and the transmission, and directly coupling the engine to the transmission selectively; a data detector detecting data for controlling the transmission; and a controller determining whether a long uphill road condition is satisfied based on the data, determining whether a protective logic operating condition is satisfied if the long uphill road condition is satisfied, and operating a protective logic if the protective logic operating condition is satisfied. 1. A system of controlling a transmission for a vehicle comprising:an engine generating driving torque;a transmission converting and outputting the driving torque generated at the engine;a lock-up clutch disposed between the engine and the transmission, and directly and selectively coupling the engine to the transmission;a data detector detecting data for controlling the transmission; anda controller determining whether a long uphill road condition is satisfied based on the data, determining whether a protective logic operating condition is satisfied if the long uphill road condition is satisfied, and operating a protective logic if the protective logic operating condition is satisfied.2. The system of claim 1 , wherein the lock-up clutch is controlled to directly couple the engine to the transmission and the transmission is controlled to lower a shift-speed in the protective logic.3. The system of claim 1 , wherein the long uphill road condition is satisfied if an altitude difference between a current position and a first preceding position positioned ahead from the current position by a first predetermined distance is greater than or equal to ...

VEHICLE CONTROL DEVICE AND VEHICLE CONTROL METHOD

A vehicle control device comprising: a balance gradient calculation unit configured to calculate a balance gradient that is a gradient at which a propulsive force of the vehicle and a resistance force applied to the vehicle are balanced when the vehicle travels in a gear-in coasting state in which an engine is connected to a gear and the vehicle travels without supplying fuel to the engine, in a case where a traveling state of the vehicle is a neutral coasting state; and a traveling control unit configured to: switch, based on the calculated balance gradient and a specified road gradient, the traveling state of the vehicle from the neutral coasting state to the gear-in coasting state in a case where the traveling state of the vehicle is the neutral coasting state; and end, the gear-in coasting state when determining that an end condition is satisfied. 1. A vehicle control device comprising an electronic control unit configured to:specify a road gradient of a section from a position of a vehicle to a position ahead by a predetermined distance from the position of the vehicle on a road on which the vehicle travels;calculate a balance gradient that is a gradient at which a propulsive force of the vehicle and a resistance force applied to the vehicle are balanced when the vehicle travels in a gear-in coasting state in which an engine is connected to a gear and the vehicle travels without supplying fuel to the engine, the balance gradient being calculated in a case where a traveling state of the vehicle is a neutral coasting state that is a state of traveling without connecting the engine to the gear; andswitch, based on the calculated balance gradient and the specified road gradient, the traveling state of the vehicle from the neutral coasting state to the gear-in coasting state in a case where the traveling state of the vehicle is the neutral coasting state; determine whether an end condition of the gear-in coasting state is satisfied after a predetermined time has ...

REFERENCE POSITION SETTING METHOD FOR AUTOMATED MANUAL TRANSMISSION

A reference position setting method for an automated manual transmission is allowed to initialize an accurate reference position while minimizing relative movement of a finger, and to reduce noise generated when the finger moves to an end of a shifting direction to secure quieter and faster operation capability. 1. A reference position setting method for an automated manual transmission , comprising:moving a finger in selecting and shifting directions at the same time;checking whether the finger moves in a diagonal direction between the selecting and shifting directions perpendicular to each other; andmoving the finger in a direction opposite the selecting direction moved in the step of checking that the finger moves in the diagonal direction to choose a reference position.2. The reference position setting method according to claim 1 , wherein the step of moving the finger in the direction opposite the selecting direction is performed when the finger moves to an end of the selecting direction in the step of checking that the finger moves in the diagonal direction.3. The reference position setting method according to claim 1 , wherein the step of checking whether the finger moves in the diagonal direction includes stopping the finger from moving in the shifting direction between a point of time at which the finger begins to move in the selecting direction and a point of time at which the finger reaches an end of the selecting direction.4. The reference position setting method according to claim 1 , wherein claim 1 , when the finger moves to an end of the selecting direction in the step of checking whether the finger moves in the diagonal direction claim 1 , the finger is stopped from moving in the shifting direction claim 1 , and the step of moving the finger in the direction opposite the selecting direction is performed.5. The reference position setting method according to claim 1 , further comprising claim 1 , when it is checked whether the finger moves to one end ...

Controller For Automatic Transmission

When a jump downshift via an intermediate shift stage is requested and a rotation speed of an input shaft approaches a synchronous rotation speed of the intermediate shift stage, a target torque phase time when the gear shift via the intermediate shift stage is performed with input switching is set to be shorter than that when the gear shift via the intermediate shift stage is performed without using input switching and torque phase control is performed. Accordingly, it is possible to promptly perform engagement of an engagement-side frictional engagement element at the time of passing through the intermediate shift stage and to rapidly perform the gear shift after passing through the intermediate shift stage.

CONTROL DEVICE FOR VEHICLE AND CONTROL METHOD FOR VEHICLE

When a power-on downshift via an intermediate shift stage accompanied by input switching control is required and a predetermined shift stage is a shift stage lower than the intermediate shift stage, an electronic control unit performs torque phase control in a torque phase control time shorter than the torque phase control time that is set when the predetermined shift stage is a shift stage higher than the intermediate shift stage. Accordingly, it is possible to complete disengagement of a disengagement-side element early and to suppress a rapid increase of an input shaft rotation speed due to a clutch torque remaining. 1. A control device for a vehicle , 'the plurality of frictional engagement elements including an engagement maintaining element, the engagement maintaining element being configured to transmit power from the engine to the planetary gear mechanism by engagement,', 'the vehicle including an engine, driving wheels, and an automatic transmission, the automatic transmission including a planetary gear mechanism and being disposed in a power transmission path between the engine and the driving wheels, the automatic transmission being configured to establish a shift stage of a plurality of shift stages by selectively engaging a plurality of frictional engagement elements with each other,'}the control device comprising the required shift stage being a shift stage that is required depending on driving conditions of the vehicle,', 'the intermediate gear shift control being control to perform a gear shift via an intermediate shift stage,', 'the intermediate shift stage being a shift stage between the current shift stage and the required shift stage,, 'an electronic control unit configured to perform intermediate gear shift control when the electronic control unit determines that gear shift control for the automatic transmission is required and there is a shift stage difference of two or more stages between a current shift stage and a required shift stage,'}the ...

CONTROL DEVICE FOR VEHICLE AND CONTROL METHOD FOR VEHICLE

An electronic control unit is configured to set a target torque phase time which is used in torque phase control based on an output shaft torque difference. The electronic control unit sets the target torque phase time to be longer when the output shaft torque difference is large than when the output shaft torque difference is small. Accordingly, since the target torque phase time can be appropriately set, it is possible to achieve both of preventing a sudden change in driving force and torsion vibration of an output shaft and preventing a decrease in drivability due to hesitation at the same time. Sudden change in driving force and torsion vibration of the output shaft occur when the difference in driving force between before and after a gear shift is large. Hesitation occurs when the difference in driving force between before and after the gear shift is small. 1. A control device for a vehicle ,the vehicle including an engine, driving wheels, and an automatic transmission, the automatic transmission being connected to the engine via an input shaft and being connected to the driving wheels via an output shaft, the automatic transmission being a stepped type automatic transmission and being configured to establish one shift stage of a plurality of shift stages by selectively engaging a plurality of frictional engagement elements with each other, the control device comprising set a target torque phase time during a gear shift of the automatic transmission based on an output shaft torque difference, the output shaft torque difference being a difference between a torque of the output shaft before the gear shift and a torque of the output shaft after the gear shift; and', 'perform torque phase control based on the set target torque phase time, the torque phase control being control to control torque capacities of a disengagement-side element and an engagement-side element, the plurality of frictional engagement elements including the disengagement-side element and the ...

HYDRAULIC PRESSURE SUPPLY SYSTEM OF DUAL CLUTCH TRANSMISSION FOR VEHICLE

Disclosed is a hydraulic pressure supply system of a dual clutch transmission for a vehicle in which by independently configuring a low pressure supply route and a high pressure supply route, the hydraulic pressure supply system can enable a low hydraulic pressure that is generated in a hydraulic pump for a low pressure to be supplied to a gear lubrication device and a clutch cooling/lubrication device and enable a low hydraulic pressure that is generated in a hydraulic pump for a high pressure to be supplied to a gear control device and a clutch control device. 1. A hydraulic pressure supply system of a dual clutch transmission for a vehicle , the hydraulic pressure supply system comprising:a low pressure supply route comprising a low pressure hydraulic pump that generates a low hydraulic pressure using a fluid that is stored at a low pressure oil pan and that supplies the generated low hydraulic pressure directly to a gear lubrication device and a clutch cooling/lubrication device, and a cooler that cools a portion of a low hydraulic pressure that is supplied from the low pressure hydraulic pump and that supplies the portion of the low hydraulic pressure to the gear lubrication device or the clutch cooling/lubrication device; anda high pressure supply route comprising a high pressure hydraulic pump that generates a hydraulic pressure of a high pressure using a fluid that is stored at a high pressure oil pan and that supplies the generated high hydraulic pressure, a clutch control device including first and second clutch pressure control solenoid valves that supply a portion of the hydraulic pressure of the high pressure to first and second clutches, and a gear control device including a gear actuator pressure control solenoid valve that is configured to control other portions of the hydraulic pressure of the high pressure and that supplies the controlled hydraulic pressure to a gear actuator,wherein the low pressure supply route and the high pressure supply route ...

Gear shift control device for vehicle transmission and gear shift control method for vehicle transmission

In gear-shift control apparatus and method for a vehicular transmission, a variator which is interposed between an engine and driving wheels and which is capable of modifying a gear (speed) ratio continuously; a sub transmission which is installed in series with the variator and which is capable of switching a plurality of gear-shift stages through a replacement of engagement elements; and a transmission controller which performs a gear ratio control for the variator and a gear-shift stage control for the sub transmission are installed. During a deceleration through a second speed stage of the sub transmission, when the variator is a state in which the variator is at a lowest gear (speed) ratio, a down-shift in which the sub transmission is forced to perform the gear-shift from a second speed stage to a first speed stage, with the variator maintained at the lowest gear (speed) ratio.

AUTOMATED SEQUENTIAL TRANSMISSIONS

A driveline assembly for a recreational vehicle may include an engine and an automated sequential transmission. 1. An automated sequential transmission , comprising:a shift fork moveable between a plurality of gear shift positions;a first drum operably coupled to the shift fork and configured to move between the one or more gear shift positions based on a control input; anda second drum operably coupled to the first drum and the shift fork, wherein the second drum is configured to move between a first position and a second position relative to the first drum based on the shift fork encountering a block-out event.2. The automated sequential transmission of claim 1 , further comprising a biasing member claim 1 , the biasing member biasing the second drum towards the first position.3. The automated sequential transmission of claim 2 , wherein the biasing member is supported by the first drum.4. The automated sequential transmission of claim 2 , wherein the second drum is a sleeve and the first drum is received in an interior of the second drum.5. The automated sequential transmission of claim 1 , wherein the shift fork is operatively coupled to the first drum and the second drum through a pin.6. The automated sequential transmission of claim 5 , wherein the pin is positioned in a first track of the first drum and a second track of the second drum.7. The automated sequential transmission of claim 1 , wherein the first drum rotates around an axis based on the control input indicating a change from a first gear shift position to a second gear shift position.8. The automated sequential transmission of claim 7 , wherein the second drum translates along the axis in response to the first actuator rotating around the axis and the occurrence of the block-out event.9. The automated sequential transmission of claim 1 , further comprising:an interface operably coupled to the shift fork,wherein the interface is able to engage a first gear corresponding to the first gear shift ...

Power transmission system of vehicle and gear-shift control method for the same

A power transmission system of a vehicle and a gear-shift control method are provided. The power transmission system includes a first drive assembly ( 101 ) and a second drive assembly ( 102 ). The first drive assembly includes a first automatic transmission ( 2 ) and a first motor ( 1 ) connected with the first automatic transmission ( 2 ) for outputting power to two wheels of the vehicle. The second drive assembly ( 102 ) includes a second automatic transmission ( 2000 ) and a second motor ( 1000 ) connected with the second automatic transmission ( 2000 ) for outputting power to the other two wheels of the vehicle. The first and second automatic transmission are configured to be shifted to a preset gear or a gear adjacent to the preset gear, such that when one of the first and second automatic transmission is shifted to the preset gear, the other one of the first and second automatic transmission is shifted to the preset gear or the gear adjacent to the preset gear.

Bridge Element for Establishing an Electrical Connection, and Arrangement

A bridge element (3) for establishing an electrical connection and at least one mechanical connection between an actuator (1) and a bridge element (3) for a transmission control unit of a transmission includes first electrical contacts (5a, 6a) and second electrical contacts (5b, 6b), which are connected to the first electrical contacts (5a, 6a) with electrical conductors (5, 6), and at least first mechanical connecting elements (7, 8) proximate the first electrical contacts (5a, 6a).

Traveling work vehicle

A traveling work vehicle includes a gear-shifting control unit that outputs a gear-shifting control command to a main gear-shifting apparatus for shifting gears without cutting off power transmission, a sub gear-shifting apparatus for shifting gears by cutting off power transmission, and a first operation unit and a second operation unit that provide gear-shifting, upshifting or downshifting, operation commands to the gear-shifting control unit. The gear-shifting control unit has a first travel control section that generates a gear-shifting control command for shifting gears in the main gear-shifting apparatus in response to the gear-shifting operation command from the first operation unit in a work traveling mode, and a second travel control section that generates a gear-shifting control command for shifting gears in the sub gear-shifting apparatus in response to the gear-shifting operation command from the second operation unit in the work traveling mode.

METHOD OF CONTROLLING A TRANSMISSION

A method of controlling a transmission includes selecting a target speed of a second shaft, and measuring a second speed of the second shaft and an output speed of an output shaft. The method includes detecting a rolling neutral condition wherein a first and second clutch are uncoupled from a torque generator and a synchronizer is mated to a predicted gear to apply a load in a direction, and one of a first condition wherein the output speed is decreasing and the target speed is less than the second speed and a second condition wherein the output speed is increasing and the target speed is less than the second speed. The method then includes translating the synchronizer away from the predicted gear, coupling and decoupling the second clutch to and from the torque generator, and mating the synchronizer to the predicted gear to again apply the load in the direction. 1. A method of controlling a transmission , wherein the transmission is coupled to a torque generator and has a first clutch connected to a first input shaft and configured for transmitting torque from the torque generator to a selected gear and an output shaft , a second clutch connected to a second input shaft and configured for transmitting torque from the torque generator to a predicted gear and the output shaft , and a synchronizer matable with the predicted gear , the method comprising:selecting a target rotational speed of the second input shaft;measuring a second rotational speed of the second input shaft and an output rotational speed of the output shaft; [ 'the synchronizer is mated to the predicted gear such that the synchronizer applies a load to the predicted gear in an initial loading direction; and', "a rolling neutral condition in which: 'the first clutch and the second clutch are uncoupled from the torque generator such that the first clutch does not transmit torque from the torque generator to the first input shaft, and the second clutch does not transmit torque from the torque generator ...

CONTROL DEVICE OF VEHICLE

A vehicle control device including a multi-speed transmission switching gear shift positions in accordance with a combination of hydraulic friction engagement devices operations and pressure control solenoid valves, the control device shifting gears by providing a shift output signal including a quick-apply signal to the valves after a first time from a shift request, the control device has: a pulsation drive control portion to control selectively pulsating the pressure control solenoid valves in a cycle; and a quick-apply control prohibiting portion to prohibit a provision of a quick-apply control using the quick-apply signal for a second time from a time of termination of the pulsation drive control, and to permit the provision of the quick-apply control after the elapse of the second time, for a valve having undergone the control, the pulsation drive control portion to terminate the control for a valve when the shift request is made. 1. A control device of a vehicle including a multi-speed transmission switching gear shift positions in accordance with combination of operations of a plurality of hydraulic friction engagement devices and a plurality of pressure control solenoid valves respectively controlling pressures of hydraulic fluid to the plurality of hydraulic friction engagement devices , the control device of a vehicle shifting gears by providing a shift output signal including a quick-apply signal to the plurality of pressure control solenoid valves after a first predetermined time from a shift request based on an operational state , the control device comprising:a pulsation drive control portion configured to provide a pulsation drive control of selectively pulsating the plurality of pressure control solenoid valves in a predetermined cycle; anda quick-apply control prohibiting portion configured to prohibit a provision of a quick-apply control using the quick-apply signal for a second predetermined time from a time of termination of the pulsation drive ...

Controller for automatic transmission

When an inertia phase has started while torque phase control is being executed, the torque phase control is ended, a target torque capacity of an engaging element in inertia phase control is corrected on the basis of a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element at the time when the torque phase control has completed (or a difference between the target torque capacity of the engaging element at the time when the inertia phase has started and the target torque capacity of the engaging element, which is set at the time when the inertia phase control has started), and the inertia phase control is started.

Control device for vehicle, and control method for vehicle

An electronic control unit is configured to control a hydraulic pressures of engaging element and disengaging element in accordance with a preset target output shaft torque during a power-on downshift. The electronic control unit is configured to delay a start of decrease in the hydraulic pressure of the disengaging element from a start of a torque phase while maintain the hydraulic pressure of the disengaging element at the start of the torque phase. The electronic control unit is configured to start decreasing the hydraulic pressure of the disengaging element when the electronic control unit determines that overspeed of an input shaft is occurring during the torque phase and a predetermined condition is established.

CONTROLLER FOR VEHICLE

When an engagement-side clutch taking charge of rotation control in a downshift is the same as a rotation control clutch in the previous gear shift or a clutch of which the engagement has been switched in the previous gear shift, there is a likelihood that clutch hydraulic controllability will decrease and the clutch hydraulic controllability is secured by delaying start of the gear shift. It is possible to execute a gear shift which is a downshift without unnecessary waiting by setting a delay time by which the start of the gear shift is delayed depending on an accelerator depression amount such that the delay time is shorter when the accelerator depression amount is small than when the accelerator depression amount is large. 1. A controller for a vehicle , the vehicle including an engine , a plurality of frictional engagement elements , and a transmission which is a stepped type and of which a gear shift is executed by switch of engagement of the plurality of frictional engagement elements , the controller comprising:an electronic control unit configured to: when the gear shift of the transmission is a downshift and the frictional engagement element taking charge of rotation control in the gear shift which is the downshift is the same as the frictional engagement element having taken charge of the rotation control in the previous gear shift or the frictional engagement element of which the engagement has been switched in the previous gear shift,(i) set a predetermined delay time depending on an accelerator depression amount; and(ii) start the gear shift after the predetermined delay time elapses after a gear shift start request of the downshift.2. The controller for a vehicle according to claim 1 , whereinthe electronic control unit is configured to set the predetermined delay time to be shorter when a torque to an input shaft of the transmission during the downshift is small than when the torque to the input shaft is large.3. The controller for a vehicle ...

CONNECTING DEVICE FOR OUTSIDE A VARIABLE-SPEED TRANSMISSION

A connecting device of a vehicle drive-train, located outside a variable-speed transmission, for rotationally coupling a shaft to a drive-train element. A sliding sleeve is rotationally fixed on the shaft but slides axially between first and second positions. In the first position, the shaft is rotationally disengaged from the drive-train element and, in the second position, they are rotationally coupled. An actuator displaces the sliding sleeve between the first and second positions, with a shift groove along a peripheral contour of the sliding sleeve and engagement members for engaging in the groove. The sliding sleeve can rotate and move axially relative to the engagement members and the groove is shaped as a curved guiding such that, when the engagement members engage in the groove and the sliding sleeve rotates relative to the engagement member, the sliding sleeve moves axially between the first and second positions by virtue of the groove. 111-. (canceled)1221213201320. A connecting device of a vehicle drive-train , located outside a geared variable-speed transmission () , for rotationally coupling a vehicle shaft () to a vehicle drive-train element ( , ) that is rotatable relative to it , in particular to either a second vehicle shaft () or a housing () , the connecting device comprising:{'b': 10', '12', '12', '12', '13', '20', '12', '13', '20, 'a sliding sleeve () which is arranged in a rotationally fixed manner on the vehicle shaft () and is axially movable on the vehicle shaft () between at least first and second positions such that, in the first position, the vehicle shaft () is rotationally decoupled from the vehicle drive-train element (, ) while, in the second position, the vehicle shaft () is rotational coupled to the vehicle drive-train element (, ),'}{'b': 16', '17', '18', '10', '16', '17', '10, 'an actuating means (, , ) for displacing the sliding sleeve () between the first and the second positions, via at least one shift groove (, ) along a ...

HYDRAULICALLY ACTUATED TRANSFER CASE

A drive torque transfer case is provided. The transfer case includes an input shaft, an output shaft, a gear assembly coupled to the input shaft, and a range clutch assembly coupled to the output shaft. The range clutch assembly includes a clutch member and a multi-piston actuator configured to receive a pressurized transmission fluid for selectively axially translating the clutch member to engage a component of the gear assembly for transmitting a drive torque from the input shaft to the output shaft. The multi-piston actuator includes an internal piston having a first annular surface area A and a third annular surface area A and an external piston having a second annular surface area A and a fourth annular surface area A The A and A are in hydraulic communication with a first hydraulic chamber, and A and A are in hydraulic communication with a second hydraulic chamber. 1. A drive torque transfer case for a vehicle having a transmission , comprising:an input shaft extending along a longitudinal axis A;an output shaft co-axially aligned with the input shaft;a gear assembly coupled to the input shaft; anda range clutch assembly coupled to the output shaft,wherein the range clutch assembly includes a clutch member and a multi-piston actuator configured to receive a pressurized transmission fluid from the transmission for selectively axially translating the clutch member to engage a component of the gear assembly for transmitting a drive torque from the input shaft to the output shaft.2. The drive torque transfer case of claim 1 , further comprising a transfer case housing;wherein the gear assembly includes a sun gear rotationally fixed to the input shaft, a ring gear non-rotationally fixed to the transfer case housing, and planetary gear carrier having a plurality of planetary gears meshed between the sun gear and the ring gear;wherein the clutch member is a dog clutch splined to the output shaft and axially translatable in a first axial direction and in an opposite ...

VEHICLE CONTROL APPARATUS

A control apparatus for a vehicle provided with a step-variable transmission which is disposed between drive wheels and a drive power source including at least an engine, and which is shifted by changing operating states of coupling devices, the control apparatus including an engine stability time estimating portion configured to estimate a length of stability time required for stabilization of an output state of the engine, when a determination to implement a power-on shift-down action of the step-variable transmission is made, and a control portion configured to delay a moment of generation of a shift-down command to implement the power-on shift-down action of the step-variable transmission, with respect to a moment of the determination to implement the power-on shift-down action, where the estimated length of stability time is longer than a predetermined value. 1. A control apparatus for a vehicle provided with a step-variable transmission which is disposed between drive wheels and a drive power source including at least an engine , and which is shifted by changing operating states of coupling devices , the control apparatus comprising:an engine stability time estimating portion configured to estimate a length of stability time required for stabilization of an output state of the engine, when a determination to implement a power-on shift-down action of the step-variable transmission is made; anda control portion configured to delay a moment of generation of a shift-down command to implement the power-on shift-down action of the step-variable transmission, with respect to a moment of the determination to implement the power-on shift-down action, where the estimated length of stability time is longer than a predetermined value.2. The control apparatus according to claim 1 , wherein the control portion calculates a length of delay of the moment of generation of the shift-down command from the moment of determination to implement the power-on shift-down action claim ...

HYDRAULIC CONTROL APPARATUS OF SHIFT CONTROL UNIT FOR DUAL CLUTCH TRANSMISSION

A hydraulic control apparatus may include a first valve bifurcating hydraulic pressures of two pressure control solenoid valves, a second valve selectively supplying one pressure from the first valve to first chambers of first and second actuators and another hydraulic pressure from the first valve to second chambers of first and second actuators, a third valve bifurcating hydraulic pressure from the first valve, a fourth valve selectively supplying one pressure from the third valve to first chambers of third and fourth actuators and selectively supplying another pressure from the third valve to second chambers of third and fourth actuators, and a fifth valve selectively supplying one pressure from the third valve to a first chamber of a fifth actuator and an exhaust port and selectively supplying another pressure from the third valve to a second chamber of the fifth actuator and the exhaust port. 1. A hydraulic control apparatus of a shift control unit for a dual clutch transmission , the hydraulic control apparatus comprising:a first pressure control solenoid valve variably controlling a line pressure and outputting the controlled line pressure through a first discharge hydraulic line connected to the first pressure control solenoid valve.a second pressure control solenoid valve variably controlling the line pressure and outputting the controlled line pressure through a second discharge hydraulic line connected to the second pressure control solenoid valve;a first shift valve connected to the first and second discharge hydraulic lines and converting hydraulic communication to supply hydraulic pressures of the first and second pressure control solenoid valves received through the first and second discharge hydraulic lines to downstream sides thereof, each through two paths;a second shift valve connected to the first shift valve and converting hydraulic communication to selectively supply the hydraulic pressure of the first pressure control solenoid valve received ...

Method and Control Unit for Operating a Vehicle Drive Train

A method for operating a vehicle drive train () includes, during a downshift, disengaging at least one shift element (A through F) from a power flow of the transmission (), guiding a power transmission capacity of a torque converter lockup clutch () to a level at which the torque converter lockup clutch () is in a non-slip operating condition during a positive engine override when a rotational speed of a prime mover () is guided towards a synchronous speed of a demanded desired ratio, and guiding the power transmission capacity of the torque converter lockup clutch ()—no later than a point in time of the downshift at which the rotational speed of the prime mover () is equal to the synchronous speed of the desired ratio—to a level at which the torque converter lockup clutch () is transferred into a continuous slip operation due to torque. 19-: (canceled)1012519346. A method for operating a vehicle drive train () that comprises a prime mover () , a transmission () in which multiple ratios (“” through “” , “R”) are implementable via selective engagement and disengagement of shift elements (A through F) , a hydrodynamic torque converter () comprising a torque converter lockup clutch () , and a driven end () , the method comprising:{'b': 5', '5, 'initiating a downshift in the transmission () from an actual ratio (i_ist) presently engaged in the transmission () towards a demanded desired ratio (i_soll);'}{'b': 5', '5, 'during the downshift, disengaging at least one shift element, which is engaged in a power flow (K) of the transmission () in order to implement the actual ratio (i_ist) presently engaged in the transmission (), from the power flow (K) in order to interrupt the power flow (K);'}{'b': 4', '4', '2', '2', '2', '2, 'adjusting a power transmission capacity of the torque converter lockup clutch () to a level at which the torque converter lockup clutch () is in a non-slip operating condition during a positive engine override, the rotational speed (n) of the prime ...

Gear Selection for Multi-Geared, Pedal-Operated Vehicles

A microprocessor may consider difficulties in changing gears, for a multi-geared, pedal-operated vehicle, within the limits placed on the gear shifting due to fatigue, pedaling rate (cadence), torque placed in the pedals and the speed of the multi-geared, pedal-operated vehicle. These limitations may be into consideration in determining, in real-time, suitable gear choices for an operator of the multi-geared, pedal-operated vehicle.

GEAR SHIFT DEVICE FOR A MOTOR VEHICLE TRANSMISSION

The invention relates to a gear shift device for a motor vehicle transmission, comprising a first and a second gearbox component which are rotatable relative to each other around a gearbox axis, a friction ring which is connected to the first gearbox component comprising a conical frictional surface, a plurality of first disks and a plurality of second disks. The first and second disks form a multi-disk clutch, the first disks being coupled to a synchronization element in a rotationally fixed manner, and the synchronization element comprising, axially adjoining the conical frictional surface of the friction ring, a conical mating surface for speed synchronization between the first gearbox component and the first disks. Further, the first disks are designed as a synchronization disk where the synchronization element is integrally formed thereon and/or one of the first disks is designed as a disk support coupling all first disks in the circumferential direction in a form-locking manner. 1. A gear shift device for a motor vehicle transmission , comprisinga first gearbox component and a second gearbox component which are rotatable relative to each other around a gearbox axis,a friction ring which is connected to the first gearbox component so as to be rotationally fixed therewith in the circumferential direction and axially displaceable thereto and comprises a conical frictional surface,a plurality of first disks which are connected to one another so as to be rotationally fixed in the circumferential direction and axially displaceable relative to one another, anda plurality of second disks which are connected to one another so as to be rotationally fixed in the circumferential direction and axially displaceable relative to one another and are connected to the second gearbox component,the first and second disks being alternately arranged one behind the other and forming a multi-disk clutch,the first disks being coupled to a synchronization element in a rotationally fixed ...

Hybrid Powertrain for a Motor Vehicle, and Method for Operating a Hybrid Powertrain

A hybrid drive train () for a motor vehicle, includes a dual clutch assembly () with a first clutch (K) and a second clutch (K) having a shared input element (EG) connectable to an internal combustion engine (). The first clutch (K) includes a first output element (AG), and the second clutch (K) includes a second output element (AG). A transmission arrangement () includes a first sub-transmission () and a second sub-transmission (). An input shaft () of the first sub-transmission () is connected to the first output element (AG), and an input shaft () of the second sub-transmission () is connected to the second output element (AG). The dual clutch assembly () also includes a third clutch (K) for connecting the first sub-transmission () and the second sub-transmission (), a first electric machine () connected to the first input shaft (), a second electric machine () connected to the second input shaft (), and a control device () for actuating the dual clutch assembly (), the transmission arrangement (), the third clutch (K), and the first electric machine () and the second electric machine (). 114-. (canceled)1510. A hybrid drive train () for a motor vehicle , comprising:{'b': 14', '1', '2', '1', '2', '12', '1', '1', '2', '2, 'a dual clutch assembly () with a first clutch (K) and a second clutch (K), the first and second clutches (K, K) comprising a shared input element (EG) connectable to an internal combustion engine (), the first clutch (K) comprising a first output element (AG), the second clutch (K) comprising a second output element (AG),'}{'b': 16', '32', '34', '24', '32', '1', '26', '34', '2, 'a transmission arrangement () with a first sub-transmission () and a second sub-transmission (), an input shaft () of the first sub-transmission () connected to the first output element (AG), an input shaft () of the second sub-transmission () connected to the second output element (AG);'}{'b': 3', '32', '34, 'a third clutch (K) configured for connecting the first sub- ...

WORK VEHICLE

A work vehicle includes a target speed setting unit configured to set a desired target speed, a travel speed detecting unit configured to detect a travel speed of a vehicle body, an engine, a work implement attached to the vehicle body and driven by an output of the engine, a travel device, a brake disposed between the travel device and the engine and configured to brake the travel device, a clutch disposed between the engine and the brake and configured to transmit or interrupt power from the engine to the travel device, and a controller configured to reduce a difference between the travel speed and the target speed by controlling an engagement pressure of the clutch and an engagement pressure of the brake. 1. A work vehicle comprising:a target speed setting unit configured to set a desired target speed;a travel speed detecting unit configured to detect a travel speed of a vehicle body;an engine;a work implement attached to the vehicle body and driven by an output of the engine;a travel device;a brake disposed between the travel device and the engine and configured to brake the travel device;a clutch disposed between the engine and the brake and configured to transmit or interrupt power from the engine to the travel device; anda controller configured to reduce a difference between the travel speed and the target speed by controlling an engagement pressure of the clutch and an engagement pressure of the brake.2. The work vehicle according to claim 1 , whereinthe controller is configured to reduce the difference between the travel speed and the target speed by controlling the engagement pressure of the clutch, the engagement pressure of the brake, and the output of the engine.3. The work vehicle according to claim 1 , whereinthe controller is configured to calculate a heat generation amount of the clutch, andthe controller is configured to change the engagement pressure of the clutch and the engagement pressure of the brake in accordance with the heat generation ...

Clutch Torque Trajectory Correction To Provide Torque Hole Filling During A Ratio Upshift

A multiple ratio transmission having an input shaft, an output shaft and oncoming clutch and off-going clutch for effecting ratio upshifts is provided. The transmission also includes a transmission controller configured for controlling shifts. During the torque phase of a ratio upshift, the controller increases input torque. Next, the controller estimates an oncoming clutch target torque. The controller controls a torque input to ensure the off-going clutch remains locked. The controller measures an actual transmission value for a torque transmitting element of the transmission and corrects the oncoming clutch target torque using the actual transmission value whereby an increasing torque for the oncoming friction element is achieved with minimal torque transients along the output shaft during the upshift.

ACCELERATION BASED MODE SWITCH

The present invention provides a method of selecting and implementing a shift schedule for a transmission in a vehicle that includes an output speed sensor and a controller. The method includes measuring output speed with the output speed sensor and comparing the measured output speed to an output speed threshold. The controller receives throttle percentage and compares the throttle percentage to a throttle threshold. The method also includes calculating output acceleration and transmission gear ratio with the controller. The shift schedule is selected based on the measured output speed, calculated output acceleration, calculated transmission gear ratio, and throttle percentage. 1. A method of selecting between a first and a second shift schedule for a transmission in a vehicle , the transmission including a controller and a plurality of sensors , the method comprising:storing a first and second shift schedule in the controller, the first and second shift schedule each having predefined shift points;storing a plurality of predefined threshold values in the controller, the plurality of threshold values including an output speed threshold, an engine speed threshold, a throttle threshold, and an output acceleration threshold;receiving a plurality of inputs measured by the plurality of sensors;comparing the plurality of predefined threshold values with the plurality of inputs received from the plurality of sensors; andselecting either the first shift schedule or the second shift schedule based on the result of comparing the plurality of predefined threshold values with the inputs from the plurality of sensors.2. The method of claim 1 , further comprising controllably shifting the transmission according to a third shift schedule prior to the selecting step claim 1 , wherein the third shift schedule includes a plurality of predefined shift points and at least one of the plurality of predefined shifts points of the third shift schedule is different from at least one of the ...

HYBRID POWERTRAIN WITH A GEARBOX AND METHOD TO CONTROL THE HYBRID DRIVETRAIN

A hybrid powertrain that includes a combustion engine (); a gearbox () with an input shaft () and an output shaft (); a first planetary gear () connected to the input shaft () a second planetary gear () connected to the first planetary gear (); a first electrical machine () connected to the first planetary gear (); a second electrical machine () connected to the second planetary gear (); a first gear pair (G) and a third gear pair (G) situated between the first planetary gear () and the output shaft (); and a second gear pair () and a fourth gear pair (G) situated between the second planetary gear () and the output shaft (); a countershaft () provided between the respective first and the second planetary gears () and the output shaft (), and () connected to the output shaft () via a fifth gear pair (GM ). Also, disclosed is a method for controlling the hybrid powertrain. Also a method for controlling a hybrid powertrain () and a computer programme (P) for controlling the hybrid powertrain (). 14282010812101410161216017210202662781220. A hybrid powertrain comprising a combustion engine (); a gearbox () with an input shaft () and an output shaft (); a first planetary gear () connected to the input shaft (); a second planetary gear () connected to the first planetary gear (); a first electrical machine () connected to the first planetary gear (); a second electrical machine () connected to the second planetary gear (); a first gear pair (G , ) and a third gear pair (G , ) which are situated between the first planetary gear () and the output shaft (); and a second gear pair (G , ) and a fourth gear pair (G , ) which are situated between the second planetary gear () and the output shaft () ,characterised{'b': 18', '10', '12', '20, 'in that a countershaft () is provided between the respective first and second planetary gears (, ) and the output shaft (), and'}{'b': 18', '20', '3', '21, 'that the countershaft () is connected to the output shaft () via a fifth gear pair (G, ...