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Giancarlo Osella
Giancarlo Osella, Orbassano (torino) IT
| Patent application number | Description | Published |
|---|---|---|
| 20090151495 | ELECTRO-HYDRAULIC CONTROL APPARATUS FOR A MOTOR-VEHICLE TRANSMISSION WITH AT LEAST FIVE FORWARD GEARS AND ONE REVERSE GEAR - The control apparatus comprises, in its version intended for a double-clutch transmission with six or seven forward gears and one reverse gear, a first shift fork for engaging the first gear or the third gear, respectively, a second shift fork for engaging the reverse gear or the fifth gear, respectively, a first hydraulic actuator arranged to control the movement of the first shift fork, a second hydraulic actuator arranged to control the movement of the second shift fork, a selection slide valve which can be moved into a first operating position in which the first hydraulic actuator is selected and a second operating position in which the second hydraulic actuator is selected, a pilot solenoid valve for controlling the movement of the slide valve between the first and second operating positions, and first and second gear shift solenoid valves for controlling the supply of fluid to the hydraulic actuator each time selected by the slide valve or the connection of said actuator with a tank. The slide valve is configured in such a manner that the first and second operating positions are end-of-travel positions, wherein the first operating position is a rest position, in which the pilot solenoid valve does not generate any hydraulic pilot control signal and the slide valve is held by resilient means against a first mechanical stop, and wherein the second operating position is a maximum-control position, in which the pilot solenoid valve generates a hydraulic control signal such that the slide valve is brought against a second mechanical stop opposite to the first one. | 06-18-2009 |
| 20100113219 | METHOD FOR CONTROLLING THE UPSHIFT OPERATION IN A MOTOR VEHICLE EQUIPPED WITH A DOUBLE CLUTCH TRANSMISSION - According to the method the crossover phase of the friction clutches is performed by defining a linear torque profile for the first friction clutch having a given initial value and a zero final value, a linear torque profile for the second friction clutch having a zero initial value and a given final value, and a linear torque profile for the engine having a given initial value and a given final value. The final value of the torque profile of the second friction clutch is calculated, the initial value of the engine torque being known, by determining a final value of the longitudinal acceleration of the vehicle equal to a given percentage of the initial value of the longitudinal acceleration of the vehicle. The final value of the engine torque profile is calculated, the final value of the torque profile of the second friction clutch being known, on the basis of the final value determined for the longitudinal acceleration of the vehicle. The initial value of the torque profile of the first friction clutch is chosen so as to be greater than a minimum value calculated by determining the condition of synchronism of the driving shaft and of the first primary shaft. | 05-06-2010 |
| 20100138121 | METHOD OF CONTROLLING A FRICTION CLUTCH IN A MOTOR-VEHICLE TRANSMISSION - The method comprises the steps of: | 06-03-2010 |
Giancarlo Osella, Orbassano IT
| Patent application number | Description | Published |
|---|---|---|
| 20090157271 | ELECTRO-HYDRAULIC CONTROL APPARATUS FOR A MOTOR VEHICLE TRANSMISSION WITH AT LEAST FIVE FORWARD GEARS AND ONE REVERSE GEAR - The control apparatus comprises, in its version intended for a double-clutch transmission, first, second and third shift forks each movable between first and second engagement positions to engage a respective gear, of which the first shift fork is able to engage at least the first gear and the second shift fork is able to engage at least the second gear, first, second and third double-acting hydraulic actuators arranged to control each the movement of a respective shift fork between the first and second engagement position, of which the first hydraulic actuator is associated to the first shift fork and the second hydraulic actuator is associated to the second shift fork, a slide valve selectively movable into one of at least three operating positions in each of which the slide valve selects a respective hydraulic actuator, and first and second gear shift solenoid valves for controlling the supply of fluid to the hydraulic actuator each time selected by the slide valve or the connection of that actuator to a tank. The first shift fork is moved into the engagement position of the first gear upon energization of the first gear shift solenoid valve, whereas the second shift fork is moved into the engagement position of the second gear upon energization of the second gear shift solenoid valve. | 06-18-2009 |
| 20090292428 | CONTROL SYSTEM FOR A MOTOR VEHICLE PROVIDED WITH A SEMIAUTOMATIC GEARBOX WITH DISCRETE RATIOS - The control system comprises | 11-26-2009 |
| 20090292510 | PROCEDURE FOR ESTIMATING THE TORQUE TRANSMITTED BY A FRICTION CLUTCH CONTROLLED BY AN ACTUATOR - The procedure estimates the torque transmitted by a friction clutch coupled to the shaft of a motor vehicle engine and controlled by means of an actuator, the procedure comprising the operations of: | 11-26-2009 |
| 20090299584 | METHOD FOR MONITORING A GEAR-CHANGE OPERATION IN A MOTOR VEHICLE PROVIDED WITH A DUAL-CLUTCH TRANSMISSION - The method monitors a gear-change operation in a motor vehicle provided with an engine whose crankshaft is connected to a transmission having a gearbox) comprising first and second primary shafts connectable to the crankshaft of the engine by respective friction clutches controlled by corresponding actuators, and a secondary or output shaft connectable to the primary shafts by gears defining a plurality of velocity ratios or gears. The method comprises the operation of verifying and validating the detection of the disengagement of the previously engaged gear by detecting the angular velocity of the primary shaft corresponding to the gear to be disengaged, and comparing the detected value of said angular velocity with at least one reference angular velocity. | 12-03-2009 |