Class / Patent application number | Description | Number of patent applications / Date published |
475118000 | Speed responsive control | 12 |
475119000 | Safety device | 1 |
20080318723 | HYDRAULIC CONTROL SYSTEM OF 8-SPEED AUTOMATIC TRANSMISSION FOR VEHICLES - A hydraulic control system of an eight-speed automatic transmission includes a first clutch/second clutch control portion controlled by a first proportional control solenoid valve and selectively supplying hydraulic pressure of a first pressure control valve to the first clutch or the second clutch; a third clutch control portion controlled by a second proportional control solenoid valve and supplying hydraulic pressure of a second pressure control valve to the third clutch; a fourth clutch/first brake control portion controlled by a third proportional control solenoid valve and selectively supplying hydraulic pressure of a third pressure control valve to the fourth clutch or the first brake, the fourth clutch/first brake control portion supplying reverse range pressure to the first brake at the reverse speed; and a second brake control portion controlled by a fourth proportional control solenoid valve and directly supplying hydraulic pressure of a fourth pressure control valve to the second brake. | 12-25-2008 |
475120000 | Pressure control | 4 |
20090075773 | METHOD AND APPARATUS TO DETECT A MODE-GEAR MISMATCH DURING OPERATION OF AN ELECTRO-MECHANICAL TRANSMISSION - A method for operating the powertrain includes monitoring operator inputs, monitoring a transmission output, and terminating an engine operating mode when a time-rate change in the transmission output exceeds a threshold absent a change in the monitored operator inputs. | 03-19-2009 |
20090111636 | ELECTROYHYDRAULIC CONTROL DEVICE OF A GEAR UNIT - An electrohydraulic control device ( | 04-30-2009 |
20090209383 | Transmission Clutch Control Apparatus And Method - A method for controlling a clutch assembly includes controlling an actual clutch fill pressure using open-loop pressure controls when an active fill phase is detected, and using closed-loop pressure controls when the active fill phase is complete or when an overfill condition is detected. The method supplies the actual clutch pressure according to a second set of open-loop pressure controls when a step in commanded clutch pressure is detected. The method monitors a fill pressure and time during the step, and applies the clutch pressure according to the closed-loop pressure controls when either value equals a corresponding threshold value. A clutch assembly has a piston for compressing clutch disks to initiate a shift event, an algorithm for controlling the shift event, and a sensor for determining an actual clutch pressure during the shift phases. The algorithm switches between closed-loop and open-loop pressure controls in response to different shift phases. | 08-20-2009 |
20130281246 | 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. | 10-24-2013 |
475121000 | Ratio change | 7 |
20080214350 | PRESSURE ASSISTED PARK SERVO - A pressure assisted park servo assembly for an automatic transmission includes a servo or spool valve which receives pressurized hydraulic fluid from various sources including two solenoid valves and transmission ports. The servo valve controls two flows of pressurized hydraulic fluid to a servo assembly to place the transmission in or release it from park. The improved park servo assembly exhibits enhanced operating speed. | 09-04-2008 |
20090170650 | SHIFT CONTROL APPARATUS FOR AUTOMATIC TRANSMISSION - A shift control apparatus that disconnects and connects respective pairs of friction engagement elements during downshift to a speed spaced apart by two or more steps through an intermediate shift speed. A shift controller controls a hydraulic pressure of a second shift release element by feedback control, and in accordance with the increase in the torque capacity of the second shift release element, also controls the torque capacity of a first shift engagement element so as to be sufficiently higher than the amount of change in the torque capacity of the second shift release element. The occurrence of adverse consequences in which a shift shock is generated is effectively suppressed because a sufficient reaction force cannot be ensured during engagement switching due to insufficient torque capacity of the first shift engagement element, and since the second shift release element cannot be appropriately feedback-controlled, difficulty in control of rotation change results. | 07-02-2009 |
20110245005 | AUTOMATIC TRANSMISSION CONTROL DEVICE - A control device controlling a vehicle's automatic transmission. The automatic transmission engages first and second friction engagement elements by fluid pressure from a pump operating using motive power from the vehicle's motor when a shift position is at a reverse traveling position, places the first friction engagement element on standby at a predetermined pressure that is higher than a stroke starting pressure by which a piston stroke is started and lower than a complete engagement pressure or engages the first friction engagement at the complete engagement pressure when the shift position is at a non-traveling position, and engages a third friction engagement element as a starting shift speed when the shift position is at a forward traveling position. When the shift position is at the forward traveling position, the first friction engagement element is placed on standby at the predetermined pressure if a vehicle speed is lower than a predetermined vehicle speed, or releases the predetermined standby pressure if the vehicle speed is equal to or higher than the predetermined vehicle speed. | 10-06-2011 |
20150300486 | DIRECT CLUTCH SLIP CONTROL - An automatic transmission for a vehicle drivetrain includes a transmission housing, an input shaft, an output shaft, and a plurality of gears within the transmission housing. The plurality of gears defines multiple mechanical gear ratios between the input shaft and the output shaft. The transmission further includes a plurality of clutches operable to selectively engage the multiple mechanical gear ratios, and a plurality of rotational speed sensors. Each rotational speed sensor is operable to measure rotational speeds relative to the transmission housing for of one of the input shaft, the output shaft, or one of the plurality of gears. The transmission further includes a transmission control system configured to receive signals representing the measured rotational speeds from the plurality of rotational speed sensors and control the plurality of clutches to change between gear ratios based at least in part on the signals representing the measured rotational speeds. | 10-22-2015 |
475122000 | Speed responsive valve control | 3 |
475123000 | Electrical control | 3 |
20080227580 | AUTOMATIC TRANSMISSION AND METHOD OF PREVENTING OVER-REVOLUTION OF THE SAME - An automatic transmission comprising a plurality of planetary gears disposed between an input shaft and an output shaft and having a plurality of rotational elements, a plurality of frictional elements selectively engaged and released for controlling rotations and connections of the plurality of rotational elements in accordance with instructions so as to realize a plurality of gear positions, rotational speed detecting means for detecting a rotational speed of a predetermined one of the plurality of rotational elements, other than the input shaft and the output shaft, and frictional element release means for releasing all of the plurality of frictional elements when it is judged that the rotational speed of the predetermined one of the plurality of rotational elements is higher than a predetermined rotational speed. | 09-18-2008 |
20090088281 | AUTOMATIC TRANSMISSION - An automatic transmission is provided. One embodiment of the automatic transmission may include a valve body including control valves for hydraulically controlling a friction engaging element provided within said transmission. The automatic transmission may further include an electric control unit located on said valve body for controlling gear shifting of said automatic transmission. The automatic transmission may further include a transmission case having a peripheral wall for at least partially enclosing a gear shift mechanism and an outer wall provided adjacent to said peripheral wall, wherein said electric control unit is located within a containing space surrounded by said peripheral wall, said outer wall and said valve body. | 04-02-2009 |
20090280945 | Transmission apparatus - A transmission apparatus is disclosed for transmitting power from a motor for driving an airport ground support tractor. The transmission apparatus includes a housing which has an input end and an output end, the housing defining a transmission enclosure. A torque converter is disposed within the housing, the torque converter having an input driven by the motor and an output for transmitting torque from the motor. An input shaft is rotatably supported within the housing, the input shaft having a first and a second extremity. The first extremity of the input shaft is driven by the output from the torque converter. A planetary gear train intermeshes with the input shaft, the gear train being disposed between the first and second extremities of the input shaft. A planetary gear train support is provided for rotatably supporting the planetary gear train. A casing is disposed coaxially relative to the input shaft, the casing intermeshing with the gear train and the input shaft is rotated in a first rotational direction. The planetary gear train is structured such that in a first mode of operation, when the input shaft is rotated in the first rotational direction, the casing is rotated in the first rotational direction. However, in a second mode of operation, when the input shaft is rotated in the first rotational direction, rotation of the casing relative to the housing is inhibited so that the planetary gear train support rotates in the second rotational direction. A main shaft has a driven end and a driving end, the main shaft being rotatably supported by the housing. The arrangement is such that the driven end of the main shaft is secured to the planetary gear train support so that the support selectively drives the main shaft in the first rotational direction and the second rotational direction. An output shaft has a first end and a second end. The output shaft is rotatably supported by the housing such that the output shaft is disposed coaxially relative to the main shaft so that the output shaft is selectively driven by the driving end of the main shaft. A first gear wheel defines a splined bore, the splined bore intermeshing with an external spline defined by the main shaft. The arrangement is such that, when the main shaft is rotating, the external spline and intermeshing splined bore cooperate for rotating the first gear wheel. A lay shaft is disposed within the enclosure, the lay shaft having a longitudinal axis disposed spaced and parallel relative to a rotational axis of the main shaft. A gear assembly is disposed within the enclosure such that the gear assembly is supported by the lay shaft for rotation thereof about the longitudinal axis. The gear assembly defines a driven gear and a driving gear which is disposed axially relative to the driven gear. The driven gear intermeshes with the first gear wheel such that when the first gear wheel rotates about the rotational axis of the main shaft, the intermeshing driving gear is rotated about the longitudinal axis of the lay shaft for rotating the gear assembly including the driven gear. A second gear wheel intermeshes with the driven gear, the second gear wheel defining a bore for the rotatable reception therein of the output shaft. A synchro device is operably disposed between the first and second gear wheels such that, in a first disposition of the synchro device, the motor rotates the main shaft which drives the first gear wheel for rotating the gear assembly for rotating the second gear wheel. The synchro device drivingly connects the second gear wheel to the output shaft so that a first gear ratio is established between the input and the output shafts. In a second disposition of the synchro device, the motor rotates the main shaft and the synchro device drivingly connects the main shaft to the output shaft and disconnects the second gear wheel from driving connection to the output shaft so that a second gear ratio is established between the input and the output shafts. An electro-hydraulic actuator is operatively connected to the synchro device for selectively moving the synchro device between the first and second dispositions thereof for selectively establishing the first and second gear ratios. | 11-12-2009 |