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    Shift indicator system for vehicle
    72.
    发明授权
    Shift indicator system for vehicle 失效
    车辆换档指示器系统

    公开(公告)号：US4853673A

    公开(公告)日：1989-08-01

    申请号：US890289

    申请日：1986-07-29

    Applicant: Yoshinobu Kido ,  Toshihiro Yamada

    Inventor： Yoshinobu Kido ,  Toshihiro Yamada

    IPC: B60K23/00 ,  B60R16/02 ,  B60R16/023 ,  B60W10/04 ,  B60W10/10 ,  F16H59/24 ,  F16H59/36 ,  F16H59/42 ,  F16H59/48 ,  F16H61/00 ,  F16H61/02 ,  F16H63/40 ,  F16H63/42

    CPC classification number: B60R16/0236 ,  F16H63/42 ,  F16H2059/366 ,  F16H59/24 ,  F16H59/36 ,  F16H59/48 ,  F16H61/0213

    Abstract: A shift indicator system for a vehicle comprises an engine speed sensor, an engine speed comparator for comparing the engine speed detected by the engine speed sensor with a preset value, an indicator which provides an indication for directing upshifting when the engine speed is not lower than the preset value, a delay circuit which inhibits the indicator from providing the indication for directing upshifting until the engine speed continues to be not lower than the preset value for a predetermined time interval, an engine speed increasing rate detector for detecting the rate of increase of the engine speed, an engine load increasing rate detector for detecting the rate of increase of the engine load, and a delay time setting circuit which receives the outputs of the engine speed increasing rate detector and the engine load increasing rate detector, and makes the predetermined time interval shorter as the engine speed increasing rate increases and longer as the engine load increasing rate increases.

    Abstract translation: 用于车辆的换档指示器系统包括发动机速度传感器，用于将由发动机转速传感器检测到的发动机转速与预设值进行比较的发动机转速比较器，当发动机转速不低于时提供指示换档指示的指示器 所述预设值，延迟电路，其禁止所述指示器提供用于引导升档的指示，直到所述发动机转速在预定时间间隔内持续不低于所述预设值;发动机速度增加率检测器，用于检测所述预设值， 发动机转速，用于检测发动机负荷增加率的发动机负载增加率检测器，以及接收发动机增速率检测器和发动机负荷增加率检测器的输出的延迟时间设定电路， 发动机转速增加率随着发动机负荷的增加而增加，时间间隔越短 吃了增加。

    Hydrostatic transmission
    73.
    发明授权
    Hydrostatic transmission 失效

    公开(公告)号：US3442153A

    公开(公告)日：1969-05-06

    申请号：US3442153D

    申请日：1967-05-08

    Applicant: SUNDSTRAND CORP

    Inventor： ROSS WILLIAM A

    IPC: B62D11/18 ,  F16H47/04 ,  F16H61/46 ,  F16H61/462

    CPC classification number: B62D11/183 ,  F16H47/04 ,  F16H61/46 ,  F16H61/462 ,  F16H2037/088 ,  F16H2047/045 ,  F16H2059/366 ,  Y10T477/637

    Abstract: 1,221,857. Hydromechanical change speed gear control. SUNDSTRAND CORP. 24 April, 1968 [8 May, 1967], No. 19506/68. Heading F2D. In a hydromechanical variable speed gear for a motor vehicle wherein planet pinions 46 on a carrier 47 connectible to an input shaft 14 mesh a sun gear 51 on an output shaft 21 and a reaction ring gear 45 controlled by one or more hydrostatic transmissions 16, 17 driven from the input shaft 14 and hydraulically operated friction clutches 53, 55 are selectively engaged to lock-up the planet train for a pure hydrostatic drive and to connect the carrier 47 to the input shaft 14 for a split torque hydromechnical drive, the pump displacement of each hydrostatic transmission is controlled by an engine speed responsive governor valve 65 which meters pressure liquid to a displacement adjusting servo 33 through a reversing valve 147 and a shift valve 145 which reverses the connections between the governor valve 65 and servo 33 when the gear changes from hydrostatic drive to a hydromechanical drive. Fluid system components.-The governor valve 65 is urged left by a centrifugal governor 263 against the bias of a spring 266 which reacts against a rod 272 positioned in accordance with accelerator pedal position. The shift valve 145 changes over automatically when the servo pressure acting through a line 202 (or 201) on the end of the shift valve overcomes main supply pressure 140 acting between differential lands 185, 186 (or 188, 189). A neutral control valve 153 normally blocks lines 303, 304 from the hydrostatic transmission supply and return lines 112, 113. When the right hand end 295 of the valve 153 is vented a spring 301 moves the valve right to connect the lines 303, 304 to opposite ends of the servo 33 whereafter unequal pressure in the lines 112, 113 adjusts the pump displacement to equalize the pressures. A governor valve 151 supplies pressure liquid to the end 295 of the neutral valve 153 when the engine speed exceeds 1000 r.p.m. and vents the neutral valve at engine idle. A manual control 69 may over-ride the governor valve 151 and vent the neutral valve 153 at any time. Pressure liquid for the neutral valve 153 is supplied from the shift valve 145 through valves 155, 157 associated with the actuating piston 164, 160 of the friction clutches 53, 55. Make-up fluid is supplied to the hydrostatic transmission through check valves 119, 120 and a high pressure relief valve 125 is provided. Operation.-To start in forward ratio the reversing valve 147 and shift valve 145 are positioned as shown, whereupon pressure liquid is supplied to the clutch actuating servo 164 to engage the clutch 53 for pure hydrostatic drive. On depression of the accelerator pedal the governor valve 65 is moved right and as the engine speed increases is returned to the left by the governor 263. This initial movement of the governor valve 65 does not change the displacement of the hydrostatic transmission pump 23 since the neutral valve 153 is still vented. When the engine speed exceeds 1000 r.p.m. the governor valve 151 supplies pressure liquid to the neutral valve 153 which blocks lines 303, 304 whereafter the displacement of the pump 23 is controlled by the governor valve 65. As the engine speed rises above the value determined by the accelerator pedal position the governor valve 65 is moved left to supply pressure liquid through line 229 to the left end of the servo 33 to increase the displacement of the pump 23 and additionally load the engine to maintain its preset speed . When the pump displacement attains its maximum value the pressure in the line 229 and line 202 is sufficient to move the shift valve 145 right whereupon the clutch servo 164 is vented to disengage the clutch 53 and the clutch servo 160 pressurized to engage the clutch 55 for hydromechanical drive. In addition the shift valve 145 reverses the connections between the governor valve 65 and servo 33 so that the line 229 is connected to the right end of the servo 33. Thereafter further increases in engine speed cause the pump displacement to be reduced and thus additionally brake the ring gear 45 to increase output speed. During hydromechanical drive the pump displacement may be reduced to zero for a purely mechanical drive and then increased to a maximum in the opposite direction. Hydromechanical operation is not available for reverse drive since, with the valve 147 changed over, increasing pressure the line 229 due to increase engine speed acts through the line 201 on the right end of the shift valve whilst the line 202 is vented.

    Electromagnetic valve control device and work vehicle
    74.
    发明授权
    Electromagnetic valve control device and work vehicle 有权

    公开(公告)号：US12055212B2

    公开(公告)日：2024-08-06

    申请号：US18379335

    申请日：2023-10-12

    Applicant: KUBOTA CORPORATION

    Inventor： Tetsuo Yamaguchi ,  Ryoma Iwase

    IPC: F16H61/40 ,  F16H47/04 ,  F16H59/70 ,  F16H61/02 ,  F16H59/36 ,  F16H59/40

    CPC classification number: F16H61/0206 ,  F16H47/04 ,  F16H59/70 ,  F16H61/40 ,  F16H2059/366 ,  F16H59/40

    Abstract: An electromagnetic valve control device includes a current gear ratio obtainer to obtain a current gear ratio as a ratio of an output revolutions number of a driver and an output revolutions number of a transmission, a current electric current value obtainer to obtain a current electric current value as a value of an electric current to be inputted to a first electromagnetic valve or a second electromagnetic valve, and a switching controller to, based on the current electric current value and a gear ratio difference as a difference between a target gear ratio and the current gear ratio, perform electromagnetic valve switching control to switch between use of the first electromagnetic valve to control a pump swash plate and use of the second electromagnetic valve to control the pump swash plate.

    VEHICLE INITIALISATION
    75.
    发明公开
    VEHICLE INITIALISATION 审中-公开

    公开(公告)号：US20240240713A1

    公开(公告)日：2024-07-18

    申请号：US18564568

    申请日：2022-05-27

    Applicant: JAGUAR LAND ROVER LIMITED

    Inventor： Timothy HUTCHINSON ,  Sarath NAIR

    IPC: F16H61/16 ,  F16H59/36 ,  F16H59/54 ,  F16H59/68 ,  F16H61/00

    CPC classification number: F16H61/16 ,  F16H59/54 ,  F16H2059/366 ,  F16H2059/683 ,  F16H2061/0053 ,  F16H2061/161

    Abstract: A control system for a vehicle includes one or more controllers, wherein the control system is configured to: receive a driver gear shift request; determine if the vehicle is in a vehicle initialisation period; determine if a driver of the vehicle is actuating at least one brake of the vehicle; store the driver gear shift request in dependence-based at least in part on the determination that the vehicle is in the vehicle initialisation period and the driver is actuating at least one brake of the vehicle; determine if the vehicle initialisation period has ended; and control execution of the stored driver gear shift request when the vehicle initialisation period has ended.

    METHOD AND CONTROL DEVICE FOR OPERATING A VEHICLE DRIVELINE
    77.
    发明公开
    METHOD AND CONTROL DEVICE FOR OPERATING A VEHICLE DRIVELINE 审中-公开

    公开(公告)号：US20240068559A1

    公开(公告)日：2024-02-29

    申请号：US18240530

    申请日：2023-08-31

    Applicant: ZF Friedrichshafen AG

    Inventor： Johannes Glückler ,  Christian Mittelberger ,  Stefan Spühler ,  Morten Scherpelz

    IPC: F16H61/02 ,  F16H59/14 ,  F16H59/78 ,  F16H61/04

    CPC classification number: F16H61/0213 ,  F16H59/14 ,  F16H59/78 ,  F16H61/0403 ,  F16H2059/366

    Abstract: A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

    VEHICLE WITH AUTOMATIC DOWNSHIFT FUNCTION
    80.
    发明申请
    VEHICLE WITH AUTOMATIC DOWNSHIFT FUNCTION 审中-公开

    公开(公告)号：US20190128418A1

    公开(公告)日：2019-05-02

    申请号：US16173834

    申请日：2018-10-29

    Applicant: KAWASAKI JUKOGYO KABUSHIKI KAISHA

    Inventor： Kengo Ueda ,  Hiroki Tominaga

    IPC: F16H63/50

    CPC classification number: F16H63/502 ,  B60Y2200/12 ,  F02D37/02 ,  F02D41/0225 ,  F02D41/023 ,  F02D2200/101 ,  F16H59/68 ,  F16H59/70 ,  F16H61/04 ,  F16H2059/366 ,  F16H2061/0474

    Abstract: A vehicle with an automatic downshift function, comprises an engine including a throttle device and an ignition device; an engine speed sensor which detects an engine speed; a shift operation member which is operated by a rider; a manual transmission connected to the engine, a shift operation sensor which detects the operation of the shift operation member; and a controller which controls the engine based on a detection signal of the engine speed sensor and a detection signal of the shift operation sensor. In a case where the controller determines that a deceleration shift operation has been initiated based on the detection signal of the shift operation sensor, the controller performs an automatic downshift control so that the controller controls the throttle device to increase an intake-air amount and controls the ignition device to change an ignition timing, based on the engine speed detected by the engine speed sensor.

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