| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 61 | Control apparatus of automatic transmission | US10188803 | 2002-07-05 | US20030013576A1 | 2003-01-16 | Hiroaki Kagawa |
| A control apparatus of an automatic transmission has a gear change control section for detecting an on signal of an OD off switch and performing OD off control, an OD off automatic release setting section for specifying whether or not an OD off state is to be automatically released, an automatic release set state detection section for detecting the automatic release set state in the OD off automatic release setting section, and a first OD off automatic release section for automatically releasing the OD off state when the vehicle becomes a predetermined deceleration state or vehicle stop state if the on signal of the OD off switch and the automatic release set state in the OD off automatic release setting section are detected. | ||||||
| 62 | System and process for controlling an automatically shifting transmission | US09534304 | 2000-03-23 | US06363805B1 | 2002-04-02 | Horst Marchart |
| A system and a process are provided so that a transmission, which is automatically shifting per se, can be operated a driving position switch for a first automatic operating mode and a switching rocker for a second operating mode influenced by the driver. In order to provide such a system and a process which has a selecting device and can be influenced for a short time by the driver, the control unit changes, from the automatic operating mode normally selected in a position D of the first selecting device (of the driving position switch), without the selection by the first selecting device, temporarily into the operating mode influenced by the driver when a second selecting device (a rocker or another signal device) arranged on the steering wheel is actuated. | ||||||
| 63 | Automatic shift control system for an automatic transmission including a select-shift manual control | US09123040 | 1998-07-27 | US06292731B1 | 2001-09-18 | Johann Kirchhoffer; Werner Croonen; Eric Reichert; Thomas Wagner; Scott Raymond Crandall; Robert Cary Haase |
| A multiple ratio automatic transmission control system for an automotive vehicle comprising a multiple ratio gear set and a simple planetary gear set arranged in series. The control system has multiple control modes including an automatic control mode in which upshifts and downshifts between adjacent ratios are achieved by engaging and releasing friction clutches and brakes in the simple planetary gear set and in the multiple ratio gear set and wherein a manual shift control mode includes a select-shift control. Engine braking is available in each gear for both operating modes. In the select-shift manual control mode, a particular gear can be chosen by the operator for continuous single-ratio operation. The control system includes variable force solenoids that are multiplexed in combination with pressure modulator valves for achieving each operating mode. | ||||||
| 64 | Hybrid drive control system for vehicle | US262119 | 1999-03-04 | US6083138A | 2000-07-04 | Shunichi Aoyama; Shinichiro Kitada; Noboru Hattori; Isaya Matsuo |
| A hybrid vehicle propulsion system comprises an electric motor as a first propulsion source, an engine as a second propulsion source and a continuously variable transmission for receiving an input rotation from at least one of the motor and engine and for delivering a driving torque to a drive axle of the vehicle. A controller controls a transmission ratio of the transmission so that the transmission ratio in a motor drive mode is higher than the transmission ratio in an engine drive mode. | ||||||
| 65 | Control to suspend automatic upper ratio shifting | US200555 | 1998-11-27 | US5992256A | 1999-11-30 | Jon A. Steeby; Douglas C. Gooch |
| A partially automated mechanical transmission system (92) having a mechanical transmission (10) with a lower group (first-eighth) of manually shifted ratios and an upper group (ninth-tenth) of ratios with automatic shifting between ratios in the upper group and requiring manual shifting between groups. Control logic is provided to sense a driver intention to retain the transmission engaged in a current engaged upper group ratio until the occurrence of an event, such a manual shift into transmission neutral. In one embodiment, the on/off switch (184) from the cruise control control panel (125) is utilized to provide a signal indicative of operator intent to temporarily suspend automatic upper ratio shifting. | ||||||
| 66 | Transition to degraded mode of operation | US790209 | 1997-02-05 | US5875409A | 1999-02-23 | Jon A. Steeby; Daniel P. Janecke |
| A degraded mode of operation (FIG. 7) for a partially automated mechanical transmission system (92) having a splitter-type mechanical transmission (10) with a splitter section (14) automatically shifted in only certain ratios (ninth/tenth). Upon sensing certain system faults when in this automatic splitter shifting mode, the splitter section is retained, as is, until main section neutral can be confirmed, at which time the splitter section is returned to manual control for all transmission ratios. | ||||||
| 67 | Power train controller and control method | US787818 | 1997-01-23 | US5776031A | 1998-07-07 | Toshimichi Minowa; Yoshiyuki Yoshida; Junichi Ishii |
| A power train controller and control method are provided for a passenger car driven by a combustion engine and an automatic gear changing transmission. Control sensors detect a current operating state of the passenger car. Three different modes of operation, including sports mode, economy mode, and comfortable mode are selected by the driver. Depending on the selected mode, the automobile transmission is controlled in different shifting patterns as a function of the sensed vehicle operating conditions. | ||||||
| 68 | Power train controller and control method | US523607 | 1995-09-05 | US5620393A | 1997-04-15 | Toshimichi Minowa; Yoshiyuki Yoshida; Junichi Ishii |
| A power train controller and control method are provided for a passenger car driven by a combustion engine and an automatic gear changing transmission. Control sensors detect a current operating state of the passenger car. Three different modes of operation, including sports mode, economy mode, and comfortable mode are selected by the driver. Depending on the selected mode, the automobile transmission is controlled in different shifting patterns as a function of the sensed vehicle operating conditions. | ||||||
| 69 | Operation mode control system for use in automatic power transmission for selectively halting execution of hold mode | US579578 | 1990-09-10 | US5410476A | 1995-04-25 | Naonori Iizuka |
| An operation mode control system for an automatic automotive power transmission includes a manually operable mode selection switch for selecting an operation mode from among economy, power, and hold modes. When an acceleration demand magnitude is larger than a criterion value while the hold mode is selected, the execution of the hold mode is suspended. This suspension of the hold mode execution is automatically released without operating the manually operable mode selection switch when certain conditions are reached. The power mode may be executed in place of the hold mode during the suspension of the hold mode execution. | ||||||
| 70 | Vehicle speed control system for motor vehicle having an automatic transmission control system | US528335 | 1990-05-29 | US5088351A | 1992-02-18 | Osamu Miyake; Nobuyasu Suzumura; Shoji Kawata |
| A vehicle speed control system comprising an automatic speed control system for controlling the vehicle velocity to a set velocity selected by an operator, and automatic transmission control system for controlling the speed stage of the automatic transmission of the vehicle in response to the deviation between the actual vehicle velocity and the set vehicle velocity of the automatic speed control means. The automatic transmission control system comprises two operating modes including a first mode when the automatic speed control system is controlling the vehicle velocity, and a second mode when the automatic speed control system is not controlling the vehicle velocity, and the automatic transmission control system prohibits the shift of the speed stage to a fixed speed stage when the automatic speed control system is controlling the vehicle velocity. The automatic speed control system does not detect a shift of the speed stage when the automatic speed control system is controlling the throttle valve during shifting of the speed stage. The automatic speed control system controls a throttle valve in response to an abnormal state of the transmission. | ||||||
| 71 | Control system for engine and transmission using two power modes | US299684 | 1989-01-23 | US4972737A | 1990-11-27 | Seiji Makimoto |
| A control system for a vehicle with an automatic transmission in which the gear ratio is automatically changed in accordance with the operating condition of the vehicle includes a control means set for at least a first range if air-fuel ratios to be determined in accordance with engine speed and a second range of air-fuel ratios for controlling the air-fuel ratio of the engine to enrich a fuel mixture more than in the first range of air-fuel ratios. A shift control system has a first shift characteristic setting means for setting a first shift characteristic, and a second shift characteristic setting means for setting a second shift characteristic such that an upshift is effected in a higher vehicle speed range than that in the first shift characteristic. A characteristic changing means selects the first shift characteristic during ordinary driving (i.e. non-power driving) and the second shift characteristic during a specific operating condition. An air-fuel ratio changing means expands the first range of air-fuel ratios toward the high-speed side of engine operation when the second shift characteristic has been selected by the characteristic changing means to narrow the second range of air-fuel ratios. Thus, when an acceleration force is demanded during ordinary driving, the vehicle is driven to gain a sufficient acceleration force, and at the same time the air-fuel ratio enrichment control is restrained to control the worsening of fuel economy. | ||||||
| 72 | Electronic control system for a motive unit | US600039 | 1984-04-13 | US4653003A | 1987-03-24 | Gerhard Kirstein |
| Components of a motive unit to be checked are connected to a control system that includes a microcomputer through branch lines. One branch line serves to provide trigger signals and test the components in the normal operating state when the parts are rotating (i.e. in the dynamic state). The other branch serves to monitor the same components for malfunctions in the stopped condition when the parts are not moving (i.e. in the static state). The other branch contains a switching network, a current/voltage source controlled by the microcomputer, and an analog-to-digital converter. There is further provided a priority control circuit over which program interrupt requests or requests for changing to an emergency program are transmitted. In the event a malfunction causes an interrupt request to be generated, the interrupt request from the priority control circuit is transmitted immediately or with a delay depending upon the priority assigned to the particular event malfunction. | ||||||
| 73 | Method of automatic gear selection in a vehicle power transmission | US403614 | 1982-07-27 | US4517646A | 1985-05-14 | Karl G. Magnusson; Hans V. Stahl |
| Method for automatic gear selection in a vehicle power transmission, said selection being catered for by a control system including an electronic unit (1) which, in response to signals representing vehicle speed and engine load, coacts with a programmable read-only memory PROM (28), in which there are stored, for each gear position, alternative speed limits for changing gear to neighboring gears and also limiting values relating to speed change and engine load for selection between said alternative speed limits. To eliminate the risk of unsuitable gear selection for heavy vehicles, e.g. in conjunction with changing gear on a hill, the invention is essentially distinguished in that during travel, data on speed change and engine load are stored in a random access memory RAM (29); that the speed value most recently stored in said RAM before the initiation of the gear selection is compared, together with values stored in said RAM and relating to speed change and engine load at a certain instant before the initiation of the speed change, with values stored in said PROM and relating to speed, speed change and engine load, respectively; that said comparison results in the choice of a certain gear; that in the electronic unit (1) there is generated an output signal representing the selected gear; and that said output signal is fed to an operative means for indicating and/or engaging the selected gear. | ||||||
| 74 | DRIVE SWITCHING APPARATUS | US15324887 | 2015-08-25 | US20170210225A1 | 2017-07-27 | Yasuhiro NAKANE |
| A drive switching apparatus includes an output member connected to a drive switching member and displacing the drive switching member to three shift positions by being rotated, a deceleration mechanism decelerating rotation of an input portion connected to an electric motor and outputting the rotation to an output portion, a rotation absorption mechanism including an elastic member interposed between an input element connected to the output portion and an output element connected to the output member, the rotation absorption mechanism absorbing rotation of the input element in a case where rotation of the output element is restricted during the rotation of the input element, aid a switch operation portion provided at the output element, the switch operation portion turning a switch on and off according to a rotational position of the output member in order to detect the shift positions of the drive switching member. | ||||||
| 75 | VEHICLE AND METHOD OF CONTROLLING A VEHICLE | US14000393 | 2012-02-20 | US20140067218A1 | 2014-03-06 | Pete Stares; David Clare |
| Embodiments of the present invention provide a motor vehicle having: prime mover means; at least first and second groups of one or more wheels; and a driveline operable by means of control means to connect a torque transmission path from the prime mover means to the first and second groups of one or more wheels such that the first group of one or more wheels and not the second group is coupled to the torque transmission path when the driveline is in a first mode of operation and both the first and second groups of one or more wheels are coupled to the torque transmission path when the driveline is in a second mode of operation, the driveline being operable to connect the second group to the torque transmission path by means of an auxiliary portion comprising first and second releasable torque transmitting means and a prop shaft, the first releasable torque transmitting means being operable to connect a first end of the prop shaft to the torque transmission path, the second releasable torque transmitting means being operable to connect a second end of the prop shaft to the second group of one or more wheels, the control means being operable to control the auxiliary portion to switch the driveline between the first and second modes of operation such that in the first mode the prop shaft is disconnected from both the torque transmission path and said second group of one or more wheels, the driveline being operable to transition from the first mode to the second mode responsive to a value of at least one vehicle operating parameter, when a transition to the second mode is made the vehicle being operable not to transition back to the first mode from the second mode before a disconnect delay period has expired. | ||||||
| 76 | Optimizing shift strategies through driving simulation | US11878046 | 2007-07-20 | US07949452B2 | 2011-05-24 | Anders Eriksson; Marcus Steen |
| A motor vehicle includes a clutch and an automated transmission between the engine and the drive wheels of the vehicle. A method for shift control in the motor vehicle when starting off or under way includes continuously performing computer simulations of the future driving of the vehicle, at least in response to information on road incline and throttle opening position, for a set of different shift schedules with combinations of engine speeds when shifting and shift steps, and selecting a shift schedule from the set of shift schedules which is optimal with regard to a selected criterion. | ||||||
| 77 | Method and device for controlling an automatic transmission for a motor vehicle | US11596856 | 2005-05-30 | US07933704B2 | 2011-04-26 | Frédéric Roudeau; Thomas Turpin |
| An automatic transmission of a power train for a motor vehicle capable of producing a set operating speed and a set power train control to attain an engine speed, according to a torque applied to wheels that is adapted to wishes of the driver. The device includes: an input unit that furnishes input data; a control unit having at least two modules according to two distinct driving modes, an automatic mode and a manual mode with pulse control; a processing module for processing signals furnished by a motor vehicle speed control; a selection module that receives signals from the processing module and from the motor vehicle speed control and capable of furnishing a selection signal (mode). | ||||||
| 78 | SHIFT CONTROL DEVICE FOR VEHICULAR AUTOMATIC TRANSMISSION | US12669169 | 2008-07-17 | US20100174458A1 | 2010-07-08 | Takahiko Tsutsumi; Toshio Sugimura |
| A shift control device is provided with a structure wherein when a driver selects a manual shift mode, an appropriate shift level is set as an initial shift level in conformity to a driver's will to have or not to have a drive-force source braking effect. When a shift lever 72 is operatively moved to an S-position to select an S-mode, depending on whether a stay time in a position “D” continuing for a certain time period or more (step S2), a shift mode switching or a manual shift mode direct-selecting is determined, and then an initial shift level is individually determined for a shift mode switching (YES in step S2) and a manual shift mode direct-selecting (NO in step S2). This determines appropriate initial shift level in conformity to the driver's will to have the drive-force source braking effect in the shift mode switching and that not to have the drive-force source braking effect in the manual shift mode direct-selecting. | ||||||
| 79 | SHIFT CONTROL APPARATUS FOR VEHICULAR CONTINUOUSLY VARIABLE TRANSMISSIONS | US12526104 | 2008-02-14 | US20100100289A1 | 2010-04-22 | Masahiro Tawara; Shinya Toyoda; Tadashi Tamura |
| A shift control apparatus for vehicular continuously variable transmissions is equipped with a related value calculating portion (102) that calculates a first driving force related value in association with an automatic shift mode in which an automatic shift control portion (92) performs shift control and that calculates a second driving force related value in association with a manual shift mode in which a manual shift control portion (94) performs shift control, and a second changeover portion (108). The first driving force related value and the second driving force related value are set larger as the driving force output from an engine (12) increases. The second changeover portion makes a changeover from the manual shift mode to the automatic shift mode on the basis of a relationship between the first driving force related value and the second driving force related value. | ||||||
| 80 | Shift control apparatus and method for automatic transmission of vehicle | US11797711 | 2007-05-07 | US07695404B2 | 2010-04-13 | Hidenori Saitoh; Masami Kondo |
| When an n speed prohibition command is being output from the AI shift controlling component, the AI shift control is performed even in the S mode if the vehicle speed V is lower than the reference vehicle speed Vn, whereby busy shifting can be effectively prevented when the vehicle is running on an uphill road or cornering. When the vehicle speed V is equal to or higher than the reference vehicle speed Vn, the AI shift control is cancelled, thus minimizing the possibility of a large engine brake force being applied to the vehicle despite the intention of the driver. | ||||||
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