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1.发明授权
公开(公告)号：US5924958A
公开(公告)日：1999-07-20
申请号：US839824
申请日：1997-04-18
CPC分类号： F16H61/061 , F16H61/0206 , Y10T477/69373 , Y10T477/693738 , Y10T477/693754 , Y10T477/69383
摘要： If a shift to the 3rd speed is decided during the 5th-4th speed shift, in which the hydraulic servo for a second clutch is released by pressure regulation control, a changeover valve is switched by a solenoid valve so that the fluid pressure P.sub.C2 from the pressure regulating valve is conducted to a third clutch hydraulic servo. Thereby, the third clutch hydraulic servo pressure P.sub.C3 stands by at a predetermined engaging pressure P.sub.H and, at the same time, the servo-start of a fourth brake fluid pressure P.sub.B4 is performed by another pressure regulating valve. Meanwhile, the fluid pressure P.sub.C2 is released by an accumulator. After the servo-start ends and the 4th speed is established, the 4-3 speed shift control is performed, thus preventing shift shock and reducing shift duration.
摘要翻译： 在通过压力调节控制释放第二离合器的液压伺服系统的第五至第四速度变速期间，如果转向第三速度，则转换阀由电磁阀切换，使得来自 压力调节阀被传导到第三离合器液压伺服系统。 因此，第三离合器液压伺服压力PC3以预定的接合压力PH等待，同时第四制动液压力PB4的伺服启动由另一压力调节阀执行。 同时，液压PC2由蓄能器释放。 伺服启动结束，第4速度建立后，执行4-3变速控制，防止换档冲击，减少换档持续时间。
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公开(公告)号：US5931761A
公开(公告)日：1999-08-03
申请号：US6899
申请日：1998-01-14
CPC分类号： F16H61/061 , F16H2059/186 , F16H2061/044 , F16H61/21 , Y10T477/69 , Y10T477/6939 , Y10T477/69398
摘要： In a driven state, a hydraulic pressure of disengagement side is set at a stroke pressure, a one-way clutch in an operating state is over-run, an engine rotation speed is in an idle state, and an automatic transmission is in a neutral state. In a drive state, the hydraulic pressure of disengagement side is controlled so that a difference between an engine rotation speed and an input rotation speed reaches a difference between the both rotation speeds at a start of the shift control. In a state of a synchronized rotation after the shift, the hydraulic pressure of disengagement side is controlled so that the input rotation reaches the synchronized rotation.
摘要翻译： 在从动状态下，分离侧的液压被设定为冲程压力，工作状态下的单向离合器过度运转，发动机转速处于怠速状态，自动变速器处于中立状态 州。 在驱动状态下，控制分离侧的液压，使得在变速控制开始时，发动机转速与输入转速之间的差达到两个转速之间的差值。 在变速后的同步旋转的状态下，控制分离侧的液压，使得输入旋转达到同步旋转。
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公开(公告)号：US06422356B1
公开(公告)日：2002-07-23
申请号：US09401965
申请日：1999-09-22
申请人： Akitomo Suzuki , Hiroshi Tsutsui , Tsuyoshi Kawamoto , Masahiro Ida , Yoshihisa Yamamoto , Masaaki Nishida , Kazumasa Tsukamoto
发明人： Akitomo Suzuki , Hiroshi Tsutsui , Tsuyoshi Kawamoto , Masahiro Ida , Yoshihisa Yamamoto , Masaaki Nishida , Kazumasa Tsukamoto
IPC分类号： F16H564
CPC分类号： F16H63/3003
摘要： The automatic transmission of the present invention prevents fluctuation of torque transmission through a band brake. In the hydraulic operator for the band brake, a resilient elastic cushion is provided between a rod abutting one end of the band of the band brake and a piston. Any slippage between the band and drum of the band brake will result in oscillation of the rod. However, the elastic cushion absorbs oscillation of the rod, thereby isolating the piston from that oscillation.
摘要翻译： 本发明的自动变速器防止通过带式制动器的转矩传递的波动。 在用于带式制动器的液压操作器中，弹性弹性缓冲垫设置在邻接带式制动器的带的一端和活塞之间的杆之间。 带式制动器的带和鼓之间的任何滑动将导致杆的振荡。 然而，弹性缓冲垫吸收杆的振动，从而将活塞与该振动隔离。
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公开(公告)号：US6102830A
公开(公告)日：2000-08-15
申请号：US56793
申请日：1998-04-08
IPC分类号： F16H59/24 , F16H59/36 , F16H59/42 , F16H59/44 , F16H59/68 , F16H61/06 , F16H61/08 , F16H61/00
CPC分类号： F16H61/061 , F16H2059/6807 , F16H2306/24 , F16H59/24 , F16H59/36 , F16H59/42 , F16H59/44 , Y10T477/693675 , Y10T477/6937 , Y10T477/6939
摘要： When a shift to a second gear ratio (second ratio) is determined during a shift control for a first shift (shift from fourth ratio to third ratio), the process status, or circumstances, of the first shift is determined using a hydraulic pressure for a fourth brake being engaged at the determination. When the process status, that is, the process circumstances, is in early phase, the first shift is interrupted and shift control for the direct shift to the second ratio (shift from fourth ratio to second ratio) is performed (first shift pattern). When the process status is in a late phase, the first shift control is continued, and after ending of the first shift control, the control for the shift to the second gear ratio (shift from third ratio to second ratio) is performed (second shift pattern). In the case of power off state, the second shift pattern is performed irrespective of the process status.
摘要翻译： 当在第一班次的换档控制（从第四档次向第三档位转换）中确定换档到第二变速比（第二档位）时，第一变速档的处理状态或状态是使用液压 在确定时接合第四制动器。 当处理状态即处理情况处于早期阶段时，第一班次被中断，并且执行从第四比例到第二比例的直接班次的换档控制（第一班班模式）。 当过程状态处于后期阶段时，第一变速控制继续进行，并且在第一变速控制结束之后，进行向第二变速比的换档（从第三速比向第二转速）的控制（第二变速 模式）。 在断电状态的情况下，与处理状态无关地执行第二移位模式。
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公开(公告)号：US06220402B1
公开(公告)日：2001-04-24
申请号：US09261489
申请日：1999-03-03
申请人： Hiroshi Tsutsui , Kazumasa Tsukamoto , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Akihito Iwata , Akira Isogai
发明人： Hiroshi Tsutsui , Kazumasa Tsukamoto , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Akihito Iwata , Akira Isogai
IPC分类号： F16D5100
CPC分类号： F16H63/3003
摘要： A hydraulic servo includes a cylinder, a piston and a rod. The piston divides the interior space of the cylinder between a closed hydraulic chamber and a back chamber which has an opening to the interior space of an automatic transmission. The rod is slidably mounted in the piston for relative movement through a predetermined distance. A frictional engagement element is engaged by the rod which is extended from one end of the cylinder by applying a hydraulic pressure to the hydraulic chamber. A passage is provided between the piston and the rod which is opened or closed by the relative movement between the piston and rod so that the hydraulic chamber and the back chamber are connected or disconnected. A valving arrangement (“closer”) closes the passage at the end of the return stroke of the piston toward the hydraulic chamber.
摘要翻译： 液压伺服机构包括气缸，活塞和杆。 活塞将气缸的内部空间划分在具有到自动变速器的内部空间的开口的闭合的液压室和后室之间。 杆可滑动地安装在活塞中以相对运动经过预定距离。 摩擦接合元件由杆接合，杆通过向液压室施加液压而从气缸的一端延伸。 在活塞和杆之间设有通过活塞和杆之间的相对运动打开或关闭的通道，使得液压室和后室连接或断开。 阀门装置（“靠近”）在活塞的返回行程结束时朝向液压室关闭通道。
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公开(公告)号：US5911646A
公开(公告)日：1999-06-15
申请号：US774529
申请日：1996-12-30
申请人： Hiroshi Tsutsui , Kazumasa Tsukamoto , Masahiro Hayabuchi , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki
发明人： Hiroshi Tsutsui , Kazumasa Tsukamoto , Masahiro Hayabuchi , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki
CPC分类号： F16H61/20 , B60T7/122 , B60W2550/142 , B60W30/18118 , F16H2059/663 , F16H2061/205 , F16H2061/207 , F16H3/66 , Y10T477/646 , Y10T477/681
摘要： When a vehicle is halted with the transmission in a forward drive range, an input clutch is disengaged to enhance the fuel efficiency and, at the same times a hill-hold brake is engaged to prevent the vehicle from rolling backward on a steep up-slope. At that time, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually reduced by .DELTA.P.sub.CIR (P.sub.C-1 =P.sub.C-1 -.DELTA.P.sub.CIR) while the hydraulic pressure P.sub.B-1 of the hill-hold brake B1 is increased gradually so as to satisfy an equation P.sub.B-1 =K1+K2 X e where .DELTA.P.sub.cir is a change in hydraulic pressure which is required for gradually disengaging the first clutch C1, K1 is a hill-hold brake pressure at which braking resistance begins, K2 is hill-hold brake pressure producing a fully braked condition, and e is the input/output rotational-speed ratio of a torque converter Subsequently during start of vehicle movement, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually increased (P.sub.C-1 =p.sub.C-1 +.DELTA.P.sub.C-1A) while the hydraulic pressure P.sub.B-1 of the hill-hold brake B1 is gradually decreased (P.sub.B-1 ==P.sub.B-1-.DELTA.P.sub.B-1) until the ratio of the rotational speed N.sub.C-1 of the first clutch C1 becomes less than a rotational speed N.sub.C-1E corresponding to the clutch being almost engaged .DELTA.P.sub.C-1A and .DELTA.P.sub.B-1 are incremental values proportional to accelerator depression so that a delay in starting is reduced in accordance with driver demand.
摘要翻译： 当车辆在前进驱动范围内的变速器停止时，输入离合器被分离以提高燃料效率，并且同时接合山形制动器以防止车辆在陡峭的上坡上向后滚动 。 此时，在山体抱闸B1的液压PB-1逐渐增大的同时，通过DELTA PCIR（PC-1 = PC-1-DELTA PCIR）逐渐减小输入离合器C1的液压PC-1 以满足公式PB-1 = K1 + K2×e，其中DELTA Pcir是逐渐脱离第一离合器C1所需的液压变化，K1是制动电阻开始时的保持制动压力，K2 是抱闸制动压力，产生完全制动状态，e是变矩器的输入/输出转速比。 随后在车辆移动开始时，输入离合器C1的液压PC-1逐渐增加（PC-1 = pC-1 + DELTA PC-1A），而抱抱制动器B1的液压PB-1为 逐渐减小（PB-1 = PB-1-DELTA PB-1），直到第一离合器C1的转速NC-1的比率变得小于对应于几乎接合的离合器的转速NC-1E DELTA PC- 1A和DELTA PB-1是与加速器抑制成比例的增量值，从而根据驾驶员需求减少启动延迟。
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公开(公告)号：US5931885A
公开(公告)日：1999-08-03
申请号：US841716
申请日：1997-04-30
申请人： Takayuki Kubo , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Hiroshi Tsutsui , Kazumasa Tsukamoto
发明人： Takayuki Kubo , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Hiroshi Tsutsui , Kazumasa Tsukamoto
CPC分类号： F16H61/061 , F16H2059/144 , F16H2061/0078 , F16H2061/0087 , F16H59/72 , Y10T477/6937 , Y10T477/6939
摘要： A control apparatus executes appropriate speed change control under any operating conditions encountered during an up-shift by change-over, without requiring an increase in control logic. Engagement side hydraulic pressure is swept up as a result of an arithmetic operation in torque phase speed change control. Disengagement side hydraulic pressure is calculated by initial speed change control, dependent on the engagement side hydraulic pressure. The engagement side hydraulic pressure is directly controlled and the disengagement side hydraulic pressure is indirectly controlled, i.e. responsive to the engagement side control. Consequently, the same control scheme can be executed regardless of power-on state or power-off state and regardless of vehicle operating conditions.
摘要翻译： 控制装置在通过转换的上移期间遇到的任何操作条件下执行适当的速度变化控制，而不需要增加控制逻辑。 作为转矩相位变化控制中的算术运算的结果，接合侧液压被扫除。 取决于接合侧液压，通过初始变速控制计算脱离侧液压。 直接控制接合侧液压，并且间接控制分离侧液压，即响应于接合侧控制。 因此，无论电源接通状态或断电状态如何，都可以执行相同的控制方案，而不管车辆操作条件如何。
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公开(公告)号：US06068576A
公开(公告)日：2000-05-30
申请号：US145888
申请日：1998-08-02
申请人： Hiroshi Tsutsui , Takao Taniguchi , Kazumasa Tsukamoto , Masaaki Nishida , Yoshihisa Yamamoto , Masao Saito , Takayuki Kubo , Akitomo Suzuki
发明人： Hiroshi Tsutsui , Takao Taniguchi , Kazumasa Tsukamoto , Masaaki Nishida , Yoshihisa Yamamoto , Masao Saito , Takayuki Kubo , Akitomo Suzuki
CPC分类号： F16H61/061 , F16H2059/144 , F16H2059/405 , F16H2059/425 , F16H2059/6807 , F16H2061/0078 , F16H2061/044 , Y10T477/693636 , Y10T477/69373
摘要： When a vehicle driving state of an automatic transmission is changed to a power-off state from a power-on state during a down shift involving the disengagement of one friction element and the engagement of another friction element, a disengagement side pressure PA is reduced rapidly by a feedback control based on the change in gear ratio because of a reduction of an input torque. The disengagement side pressure control is unable to complete change of the gear ratio to complete the down shift. When the disengagement side pressure is reduced to a value less than a return spring load pressure PG or when the gear ratio change has not achieved a basic value in a predetermined time, the down shift control is changed from primary control by the disengagement side pressure control to primary control by an engagement side control so that the gear ratio change is completed by control of the engagement side pressure.
摘要翻译： 当自动变速器的车辆行驶状态在涉及一个摩擦元件的脱离和下一个摩擦元件的接合以及与另一个摩擦元件的接合的下降换档期间从通电状态变为断电状态时，分离侧压力PA迅速减小 通过由于输入转矩的降低而基于变速比的变化的反馈控制。 脱离侧压力控制不能完成变速比的变化以完成向下换档。 当分离侧压力降低到小于复位弹簧负载压力PG的值时，或者当齿轮比变化在预定时间内未达到基本值时，下降控制从主控制通过分离侧压力控制 通过接合侧控制进行初级控制，从而通过控制接合侧压力来完成齿轮比变化。
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9.发明授权
公开(公告)号：US5908370A
公开(公告)日：1999-06-01
申请号：US840711
申请日：1997-04-25
申请人： Takayuki Kubo , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Hiroshi Tsutsui , Kazumasa Tsukamoto
发明人： Takayuki Kubo , Masaaki Nishida , Yoshihisa Yamamoto , Akitomo Suzuki , Hiroshi Tsutsui , Kazumasa Tsukamoto
CPC分类号： F16H61/061 , F16H2061/0492 , F16H2061/0496 , F16H59/14 , F16H59/24 , F16H59/36 , F16H59/44 , Y10T477/6937 , Y10T477/69373 , Y10T477/6939
摘要： In power-on, high-vehicle-speed and high-torque conditions, a control unit sets a torque allotment ratio such that a main clutch bears all the torque. Thereby, the input shaft rotational speed is increased by controlling solely the main clutch releasing pressure. In power-on and low-torque or low-vehicle-speed conditions, the control unit sets a torque allotment ratio for the main clutch torque and the sub-clutch torque to 1:1. Thereby, control of the main clutch releasing pressure and control of the sub-clutch engaging pressure simultaneously proceed in parallel to produce a change in the input shaft rotational speed without a time lag. The hydraulic control apparatus thus conducts proper downshift control for a shift involving clutch engagement changeover, under all vehicle running conditions, without need for additional control logic.
摘要翻译： 在上电，高车速和高扭矩条件下，控制单元设定扭矩分配比，使得主离合器承受所有扭矩。 因此，仅通过控制主离合器释放压力来增加输入轴转速。 在上电和低扭矩或低车速条件下，控制单元将主离合器扭矩和副离合器扭矩的转矩分配比设置为1：1。 因此，主离合器释放压力的控制和副离合器接合压力的控制同时并行进行，从而在输入轴转速没有时间延迟的情况下产生变化。 因此，在所有车辆运行条件下，液压控制装置对于涉及离合器接合切换的换档进行适当的降档控制，而不需要额外的控制逻辑。
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公开(公告)号：US5902213A
公开(公告)日：1999-05-11
申请号：US995518
申请日：1997-12-22
CPC分类号： F16H61/061 , F16H59/24 , F16H59/36 , F16H59/40 , F16H59/42 , Y10T477/69363 , Y10T477/69387
摘要： In an automatic transmission including a gear unit with a second brake connected in series with a one-way clutch and a first brake that is not connected with a one-way clutch, the second brake and the first brake are controlled by linear solenoid valves individually. A vehicle load is detected, and when the vehicle is in a high load state, at first the second brake performs an engagement control, then after input rotation to the gear unit is synchronized with output rotation of the gear unit, the first brake performs an engagement control. When the vehicle is in a low load state, at first the first brake performs an engagement control, then after input rotation to the gear unit is synchronized with output rotation of the gear unit, the second brake performs an engagement control.
摘要翻译： 在包括具有与单向离合器串联的第二制动器的减速器和不与单向离合器连接的第一制动器的自动变速器中，第二制动器和第一制动器分别由线性电磁阀控制 。 检测到车辆负载，当车辆处于高负载状态时，首先第二制动器执行接合控制，然后在齿轮单元的输入转动与减速器的输出转动同步之后，第一制动器执行 订婚控制。 当车辆处于低负载状态时，首先第一制动器执行接合控制，然后在齿轮单元的输入转动与减速器的输出转动同步之后，第二制动器进行接合控制。
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