专利检索_..大气温度专利检索_..大气温度专利检索查询

序号	专利名	申请号	申请日	公开（公告）号	公开（公告）日	发明人
221	CONTROL SYSTEM FOR AN AUTOMATIC GEARBOX OF A MOTOR VEHICLE	PCT/EP2000/010458	2000-10-24	WO02036384A1	2002-05-10
The invention relates to a control system for an automatic gearbox of a motor vehicle in the event of reduced engine torque. The automatic gearbox is driven by an internal combustion engine which can be influenced by an accelerator pedal, and a signal (HDK) which is proportional to a pedal position is transmitted to an electronic gearbox control system (EGS) in which gear shifting programmes (SKL, SKL red) having gear shifting parameters are stored. The reduced engine torque is taken into account in the selection of the gear shifting programme in such a way that, in a quasi-stationary state and during at least approximately complete load operation, an engine torque reduction factor (k MOM red) is determined, constituting an influencing variable for the selection of the gear shifting programme (SKL, SKL red). The invention also relates to an electronic gearbox control system (EGS) for carrying out the control process.
222	System, method, and apparatus for operating a high efficiency, high output transmission	US16596440	2019-10-08	US10859158B2	2020-12-08	Thomas Connolly; Joseph Paul Furner; Sipei Chen; Jeff Hawarden; Ian Daniel McKenzie; Christopher DeBoer
A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.
223	System, method, and apparatus for operating a high efficiency, high output transmission	US16596431	2019-10-08	US10859157B2	2020-12-08	Thomas Connolly; Joseph Paul Furner; Sipei Chen; Jeff Hawarden; Ian Daniel McKenzie; Christopher DeBoer
A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. A controller controls the shift actuator utilizing an actuating pulse and an opposing pulse.
224	CONTROL APPARATUS	US15926091	2018-03-20	US20180283542A1	2018-10-04	Yutaka Ishikawa; Yuya Tachibanada
A control apparatus of an automatic transmission connected to an internal combustion engine of a vehicle includes a determination unit configured to determine an operation state of a hydraulic oil temperature sensor based on comparison between a threshold and a difference between a hydraulic oil temperature of the automatic transmission and a cooling water temperature of the internal combustion engine. When the operation state of the hydraulic oil temperature sensor is determined as normal by the comparison with the threshold, the determination unit further determines the operation state of the hydraulic oil temperature sensor based on an operation state of an oil pressure sensor determined using the hydraulic oil temperature, an oil pressure of hydraulic oil, and a rotation speed.
225	Selection of launch ratio in a multi-speed automatic transmission	US14912298	2014-08-07	US09625031B2	2017-04-18	Emil Sahlberg; Andi Lowndes; Kirk Bradshaw
A method and apparatus for modifying the shift map of an automatically controlled vehicle transmission having individually selectable speed ratios. A calibrator determines launch ratio from a plurality of speed ratios and is responsive to ambient pressure and/or ambient temperature. The calibrator may be further responsive to engine speed, engine temperature, transmission temperature, gradient and direction of gradient.
226	SMART TRANSMISSION SHIFT DELAY METHOD AND SYSTEM FOR CLIMATE CONTROL FOR A VEHICLE	US15192504	2016-06-24	US20160305542A1	2016-10-20	Manfred Koberstein; Tina M. Maurer; Stephen R. Dennon; Ranganathan Madhavan; Jim C. Rollinson
A method and system for the cancellation of transmission shift delay as a function of an optimum target temperature is disclosed. Once the pre-selected optimum target is achieved the shift delay is cancelled and the transmission is upshifted. Thus the disclosed inventive concept is based the cancellation of the shift delay on achieving climate control air conditioning comfort targets. Such comfort targets could include one or more of the measured HVAC evaporator temperature, the HVAC discharge temperature, or the in-vehicle cabin temperatures. When a temperature sensor measuring the selected temperature reaches the pre-selected target temperature the shift delay may be cancelled and the transmission may be upshifted, thus maximizing passenger comfort while minimizing fuel consumption. Having the shift delay based upon the achievement of specific measurable comfort targets in the form of target temperatures rather than a set time period allows optimization between cabin comfort and fuel efficiency.
227	Drive force distribution device and method for distributing drive force	US11496515	2006-08-01	US07553257B2	2009-06-30	Ryouhei Shigeta; Tomoaki Kato; Akihiro Ohno; Tsuyoshi Murakami; Tadashi Yoshioka; Shunzo Tanaka
An ECU estimates the temperatures of the heat generating portions provided in a drive force transmission system, or a transaxle, a rear differential, and a torque coupling, in correspondence with not only the rotational speed (the differential rotational speed) of each heat generating portion and the torque transmission rate of the torque coupling but also the outside temperature detected by an outside temperature sensor. If the estimated temperature of any of the heat generating portions exceeds a respective predetermined temperature, the ECU controls operation of the torque coupling to suppress overheating of the heat generating portion. That is, the temperature of each heat generating portion is accurately detected through a simplified structure and overheating of the heat generating portion is effectively suppressed.
228	Oil warming strategy for transmission	US12153957	2008-05-28	US20090011901A1	2009-01-08	Frank A. DeMarco
A method is provided for increasing a temperature of oil in a continuously variable transmission during engine start-up, the transmission including a fluid pump and motor, and a mechanical transmission. The method includes starting the engine, maintaining the fluid pump at substantially zero displacement, and heating the transmission oil by relative rotation of a first clutch disc and first clutch hub of a first clutch assembly and by relative rotation of a second clutch disc and second clutch hub of a second clutch assembly. The method further includes maintaining a substantially zero net torque from the transmission during the heating of the oil by the first and second clutch assemblies.
229	Control apparatus for vehicle and hybrid vehicle	US11408023	2006-04-21	US07438664B2	2008-10-21	Kenichi Saito
In a hybrid vehicle incorporating an internal combustion engine having an in-cylinder injector and a motor, when the temperature of the in-cylinder injector rises, if a current engine operation point is inside a prescribed intermediate load range (deposit risk range) where the temperature of the in-cylinder injector tends to rise, an engine load is increased or reduced while an engine speed is maintained, to thereby change the engine operation point to an engine operation point inside a low load range or to an engine point inside a high load range. A reduction or an increase in the engine output associated with the change of the engine operation point is compensated for by increasing or reducing the output of the motor. Thus, deposit accumulation in the in-cylinder injector is avoided.
230	Method and apparatus for controlling joint force of friction-joint component mounted on vehicle	US10654973	2003-09-05	US07115067B2	2006-10-03	Tsutomu Tashiro
An apparatus is provided for controlling a joint force of a friction-joint component placed in a torque transmitting mechanism (e.g., transmission) mounted on a vehicle. The friction-joint component is connected to a drive source. The apparatus comprises a guideline producing unit, joint force controlling unit, and drive force controlling unit. The guideline producing unit produces a first target operation guideline for the torque transmitting mechanism and a second target operation guideline for the drive source. The first target operation guideline includes a transmitted torque capacity of the torque transmitting mechanism. The joint force controlling unit controls the joint force based on the first target operation guideline. The controlling unit includes a unit setting a value to the joint force depending on the information regulating the transmitted torque capacity. The drive force controlling unit controls a drive force of the drive source based on the second target operation guideline.
231	Model-based control for torque biasing system	US10827550	2004-04-19	US07101310B2	2006-09-05	William E. Smith; Eric A Bansbach
A method of controlling a torque biasing system includes determining a torque command, calculating a torque error based on the torque command and a model-based torque. A control signal is generated based on the torque error and the torque biasing system is operated based on the control signal.
232	Method and apparatus for the control of characteristic operating values of a power train	US10326853	2002-12-20	US07056262B2	2006-06-06	Oliver Amendt; Peter Bührle; Mario Jung; Jürgen Gerhart; Johannes Moosheimer
A first characteristic operating value, for example the amount of transmissible clutch torque, in a motor vehicle power train with an engine is controlled by using at least a second characteristic value. The second characteristic value is subject to adaptation, if necessary, during an operating phase of the motor vehicle. The method steps are: starting the engine; and assuring that for a predetermined first time period after starting the engine, the first characteristic operating value is controlled independently of the second characteristic value, wherein the predetermined first time period depends on at least one predetermined third characteristic operating value.
233	Motor vehicle comprising a drive train having a multiple clutch drive	US10466349	2001-12-21	US06951526B2	2005-10-04	Jochen Kuhstrebe; Olaf Moseler; Axel Rohm; Eduard Steiner; Rainer Reuthal; Hans-Jürgen Schneider; Wolfgang Kundermann; Jörg Sudau; John Thomas; Thomas Strasser
A power train for a motor vehicle includes a drive unit, a gearbox having first and second input shafts, and a clutch having first and second multi-disk clutch arrangements assigned to respective input shafts for transferring torque between the drive unit and the gearbox. An operating fluid, especially a cooling oil, is supplied to the clutch arrangements for operation under action of the fluid. An actuator arrangement is assigned to the gearbox for engaging and disengaging gears assigned to the first and second input shafts, and a control unit controls the actuator arrangement so that at least one gear is automatically engaged when the clutch is released.
234	Catalyst activation controlling apparatus for emission control catalyst in internal combustion engine	US10452125	2003-06-03	US06935989B2	2005-08-30	Nobuyuki Shibagaki
A clutch controlling device switches the degree of engagement of a clutch according to at least one of the running state of a vehicle, the running state of an engine, or the manipulation state of a gearbox. A detecting device detects the temperature of an emission control catalyst. When a clutch controlling device decreases the degree of engagement of the clutch, the clutch controlling device increases the degree of engagement of the clutch if the temperature of the catalyst detected by the detecting device is less than a reference temperature. Accordingly, the temperature of the catalyst is increased.
235	Automatic gear system	US10489571	2002-09-10	US20050043139A1	2005-02-24	Ian Kennedy
The invention relates to an automated gear shift system for a multiple-ratio transmission having a synchronizer and a method for this purpose.
236	Controller for the drive train of a motor vehicle	US108943	1998-07-01	US5997434A	1999-12-07	Friedrich Graf; Erwin Achleitner
A controller for a drive train of a motor vehicle having an engine and an automatic transmission, includes an engine controller through which variables that influence the torque of the engine are controlled, a transmission controller through which shift processes of the automatic transmission are controlled, and an interface which connects the engine controller and the transmission controller to one another and through which data are transmitted to give the vehicle good handling. The interface is used to transmit a status signal which signals to the transmission controller that catalytic converter regeneration is taking place, and through which a shift process in the transmission is changed in the transmission controller.
237	Lubricant control apparatus for automatic transmission	US957748	1997-10-24	US5961419A	1999-10-05	Takayuki Hisano; Kazumasa Tsukamoto; Masahiro Hayabuchi; Satoru Kasuya
A lubricant control apparatus for an automatic transmission including a lubricating unit for feeding the lubricating oil to the portions of a speed change mechanism so that the heat to be generated in the speed change mechanism may be absorbed and recovered by the lubricating oil. The lubricant control apparatus includes a detector that detects the acting state of the speed change mechanism; a determiner that determines a necessary lubricating oil flow on the basis of the calorific value in the speed change mechanism, the calorific value being calculated from the detected acting state of the speed change mechanism; and a structure for feeding the lubricating oil to the speed change mechanism on the basis of the determined necessary lubricating oil flow. The lubricant control apparatus feeds an optimum lubricating oil flow according to the acting state of the speed change mechanism.
238	Method and arrangement for actuating an automatic transmission	US299446	1994-09-01	US5501644A	1996-03-26	Hong Zhang
The invention is directed to an arrangement for actuating an automatic transmission of a motor vehicle which is equipped with a drive unit wherein fuel is consumed. The transmission ratios are then so adjusted that the drive unit is driven in its operating range wherein consumption is optimal. The adjustment of the transmission ratio takes place in dependence upon at least a first signal (nab) representing the transmission output rpm and/or the engine rpm and/or the transmission input rpm. Furthermore, the adjustment of the transmission ratio is dependent upon a second signal (moab) which represents a desired value for the torque outputted by the transmission. The adjustment of the transmission ratio then takes place with the aid of a comparison of the first signal and/or the second signal to at least one threshold value (moabstst). According to the invention, the one threshold value is at least dependent upon parameters which influence the maximum torque to be outputted by the drive unit to the transmission.
239	Adaptive control of servo activating hydraulic fluid pressure for a shift in an automatic transmission	US626729	1990-12-17	US5125293A	1992-06-30	Satoshi Takizawa
The present invention relates to an adaptive correction of servo activating hydraulic fluid pressure during shift. In one embodiment according to the present invention, a ratio of a mass airflow rate of intake air admitted to an engine (Qa) to a revolution speed of a transmission output shaft (No) is calculated, and a first parameter (TqSEN) is determined in response to the ratio (Qa/No). Besides, a second parameter (No) is the transmission output shaft speed (No). The servo activating hydraulic fluid pressure is determined in response to this first and second parameters. In another embodiment, a turbine shaft speed (Nt) is calculated from the output shaft speed (No) and a gear ratio (g) of a gear position established before shifting. The turbine shaft revolution speed (Nt) is used instead of the output shaft speed (No) in determining the first parameter (TqSEN).
240	Adaptive control of servo activating pressure for motor vehicle automatic transmission	US624236	1990-12-07	US5109732A	1992-05-05	Satoshi Takizawa
The present invention relates to an adaptive correction of servo activating hydraulic fluid pressure in agreement with driving force variability. In one embodiment according to the present invention, a ratio of a mass airflow of intake air admitted to an engine (Qa) and a revolution speed of a transmission output shaft (No) is calculated, and a parameter (TqSEN) is determined as a function of the ratio (Qa/No). The servo activating hydraulic fluid pressure is determined in response to this parameter. In another embodiment, a turbine shaft speed (Nt) is calculated from the output shaft speed (No) and a gear ratio (g) of a gear position established before shifting. The turbine shaft revolution speed (Nt) is used instead of the output shaft revolution speed (No) in determining a parameter (TqSEN).

7 8 9 10 11 12 13 14 15 16

IPRDB

热门服务

关于我们

友情链接

联系方式