| Class / Patent application number | Description | Number of patent applications / Date published |
|---|
| 477044000 |
Belt-type
| 36 |
| 477039000 |
With clutch control
| 20 |
| 477040000 |
With brake control
| 6 |
| 477038000 |
With fluid drive | 5 |
| 20090239705 | CONTROL DEVICE AND CONTROL METHOD FOR VEHICLE - By shifting a lock-up clutch of a torque converter from a released state into an engaged state on condition that a gear ratio of an input shaft of a CVT to an output shaft of the CVT is decreasing (upshift), a lock-up control at the time of an increase in vehicle speed is performed while the gear ratio is being changed in a stepped manner. Thus, it is possible to synchronize a decrease in engine rotational speed due to shifting with a decrease in engine rotational speed due to lock-up engagement. Hence, lock-up engagement may be performed so that the driver does not recognize a decrease in engine rotational speed due to the lock-up engagement and, as a result, it is possible to prevent driver's uncomfortable feeling. | 09-24-2009 |
| 20100137100 | LOCK-UP CLUTCH CONTROL APPARATUS - In one embodiment, when a condition (specifically, brake ON) of rising of a source pressure (line pressure) of a lock-up control valve is satisfied during deceleration lock-up control, a lock-up differential pressure instruction value is corrected to a low side with that source-pressure rising amount taken into consideration. | 06-03-2010 |
| 20100210412 | CONTROL APPARATUS AND CONTROL METHOD FOR CONTINUOUSLY VARIABLE TRANSMISSION - An ECU executes a program including the steps of: learning a differential pressure of a lock-up clutch; determining whether or not learning has been completed when a vehicle is in a coasting state and a brake is applied; lowering the lock-up differential pressure such that the lock-up clutch can be disengaged immediately and prohibiting or suppressing control for increasing transmission gain when learning has been completed; and increasing a lower limit guard value for the lock-up differential pressure and performing control for increasing the transmission gain when learning has not been completed. | 08-19-2010 |
| 20100304926 | Transmission Clutch Stroking Control During an Engine Restart In a Hybrid Electric Vehicle - A method for controlling restart of an engine in a hybrid electric powertrain includes stopping the vehicle and engine, initiating the restart, estimating time required to restart the engine after the restart is initiated, filling and stroking launch elements of a transmission, when the estimated time substantially equals a second estimated time required to fill and stroke said launch elements, and increasing the torque capacity of the launch elements to accelerate the vehicle. | 12-02-2010 |
| 20150119195 | CONTROL APPARATUS FOR VEHICLE - A control apparatus for a vehicle provided with an internal combustion engine, an oil pump actuated by said engine for pressurizing operation oil, and a belt-type continuously variable transmission to which the operation oil pressurized by said oil pump is supplied, is provided. A transmission control is performed by controlling an operation oil pressure supplied to said continuously variable transmission, and an automatic stop of said engine is performed when a predetermined condition is satisfied. A transmission ratio of said continuously variable transmission is detected, and a continuable time period of the automatic stop of said engine is set according to the detected transmission ratio upon automatically stopping said engine. The automatic stop of said engine is controlled to end when a continuation time period of the automatic stop of said engine reaches the continuable time period. Good vehicle start performance can be obtained when restarting the engine after the automatic stop, regardless of the brake operation manner and the like upon stopping the vehicle. | 04-30-2015 |
| 477043000 |
Controlled by engine map | 5 |
| 20090143191 | Power train control system - A power train is provided having a power source operably coupled to a transmission to transmit a power output to at least one traction device. The power train also has a controller configured to regulate the power output so that the power output generated when the at least one traction device is moving at a maximum speed is the maximum power output that the power source and the transmission are capable of producing. | 06-04-2009 |
| 20090143192 | Drive Control Device for Vehicle - A vehicle drive control device includes a continuously variable transmission mechanism (hereinafter referred to as CVT ( | 06-04-2009 |
| 20090197735 | TRANSMISSION CONTROL METHOD FOR CONTINUOUSLY VARIABLE TRANSMISSION - A transmission control method for a continuously variable transmission for enhancing the response of a change in engine speed to a driver's accelerating/decelerating operation. In a hydraulic type continuously variable transmission, when a sport operating mode is being selected (step S | 08-06-2009 |
| 20100261576 | ENGINE ROTATIONAL SPEED CONTROL APPARATUS - An engine rotational speed control apparatus is provide to prevent a degradation of fuel efficiency caused by an unnecessary increase of the rotational speed of an engine when a depression amount of an accelerator pedal is briefly increased and then immediately decreased. In particular, when the vehicle is accelerated, an optimum fuel efficiency operating point along an optimum fuel efficiency curve is not moved immediately to another optimum fuel efficiency operating point corresponding to a new target drive force. Instead, the target drive force is reached by increasing the engine load while increasing the engine rotational speed as little as possible, and thus using an operating point that does not lie on the optimum fuel efficiency curve. | 10-14-2010 |
| 20140121058 | Event-Based Retarding in a Machine with a Continuously Variable Transmission - A method controls the power-transmission in a machine having a continuously variable transmission (CVT) and a power source operatively coupled together in a powertrain. The method regulates operation of the CVT with a retarding power limit in order to limit the amount of retarding power transferable from the powertrain to the power source. The retarding power may be utilized to decelerate or decrease the speed of the machine. The method may register an operator input signal indicative of a deceleration event from a plurality of possible deceleration events. The deceleration event is compared to a lookup table to determine if the retarding power limit should be adjusted. The method may adjust the retarding power limit in accordance with the comparison. | 05-01-2014 |
| 477041000 |
Interrelated control of diverse transmissions | 3 |
| 20090105041 | Method for controlling a vehicle powertrain having step ratio gearing and a continuously variable transmission to achieve optimum engine fuel economy - A method is disclosed for controlling overall transmission ratios in a vehicle powertrain with an engine, fixed multiple-ratio gearing and infinitely variable ratio components. For a given vehicle speed and for a given vehicle traction wheel horsepower, the fixed multiple-ratio gearing and the infinitely variable ratio components are controlled to operate with an overall ratio that will permit the engine to operate with optimum efficiency. | 04-23-2009 |
| 20120322613 | CONTROL DEVICE OF CONTINUOUSLY VARIABLE TRANSMISSION FOR VEHICLE - A control device continuously variable transmission for vehicle according to the present invention includes a continuously variable transmission mechanism capable of continuously changing a speed ratio, a sub-transmission mechanism provided in series with the continuously variable transmission mechanism, including a first gear position and a second gear position having a smaller speed ratio than the first gear position as forward gear positions and adapted to switch between the first gear position and the second gear position by selectively engaging or releasing a plurality of frictional engagement elements, and a transmission control unit wherein a vehicle is stopped with the gear position of the sub-transmission mechanism kept in the second gear position when being stopped in a state where the gear position of the sub-transmission mechanism is in the second gear position. | 12-20-2012 |
| 20130123065 | Systems and Methods for Operating a Driveline System - Systems and methods for operating a driveline system are disclosed and include a step-variable transmission. A continuously variable transmission (CVT) is coupled between an input source and the step-variable transmission. The CVT receives a first torque from the input source and outputs a second torque. The CVT has a plurality of planetary members in rolling contact with an inner race and an outer race. A radial distance between the planetary members and a drive-transmitting member corresponds to a transmission ratio of the CVT. | 05-16-2013 |
| 477050000 |
Fluid pressure control | 2 |
| 20090143193 | VEHICLE DRIVE UNIT - A vehicle drive unit is provided which includes a hydraulic circuit capable of efficiently supplying a hydraulic pressure from an accumulator to a hydraulic servo while minimizing the capacity of the accumulator. In a hydraulic circuit included in a continuously variable transmission, an accumulator is connected through an electromagnetic switch valve to an oil passage connecting a clutch pressure control valve and a manual valve, a one-way valve for allowing oil to flow only in the direction from the clutch pressure control valve toward the accumulator and the forward clutch is provided in the oil passage. The electromagnetic switch valve switches an oil passage to a communicating state when the oil pump is driven and switches the oil passage to a shut-off state when the oil pump is stopped. | 06-04-2009 |
| 20100016118 | SERVO ASSISTANCE DEVICE FOR MOTOR VEHICLE VARIABLE-SPEED TRANSMISSION - A servo-assistance device ( | 01-21-2010 |
| 477042000 |
Constant speed output | 1 |
| 20120258839 | AUXILIARY POWER UNIT HAVING A CONTINUOUSLY VARIABLE TRANSMISSION - Inventive embodiments are directed to components, subassemblies, systems, and/or methods for auxiliary power units (APU). In one embodiment, the APU includes a source of rotational power such as a combustion engine operably coupled to a continuously variable transmission (CVT). The CVT can be coupled to a load. In some embodiments, the load is provided by a generator. In one embodiment, the APU has a control system configured to control the operation of the engine and the operation of the CVT. The control system can facilitate substantially constant speed operation of the generator in the presence of variable operation of the engine. In another embodiment, the APU includes a continuously variable accessory drive (CVAD) operably coupled to an engine. The CVAD can include a continuously variable transmission operably coupled to a generator. In one embodiment, a skew-based control system is adapted to facilitate a change in the ratio of a CVAD. | 10-11-2012 |
| Entries |
| Document | Title | Date |
|---|
| 20080261771 | CONTINUOUSLY VARIABLE TRANSMISSION - Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a main axle is adapted to receive a shift rod that cooperates with a shift rod nut to actuate a ratio change in a CVT. In another embodiment, an axial force generating mechanism can include a torsion spring, a traction ring adapted to receive the torsion spring, and a roller cage retainer configured to cooperate with the traction ring to house the torsion spring. Various inventive idler-and-shift-cam assemblies can be used to facilitate shifting the ratio of a CVT. Embodiments of a hub shell and a hub cover are adapted to house components of a CVT and, in some embodiments, to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces and braking features for a CVT are disclosed. | 10-23-2008 |
| 20080293539 | Control apparatus for vehicular drive system - A control apparatus for a vehicular drive system including (a) a first drive power source, (b) an electrically controlled differential portion which has a differential mechanism and a second drive power source connected to a rotary element of the differential mechanism and which is operable to control a differential state between a rotating speed of its input shaft connected to the first drive power source and a rotating speed of its output shaft by controlling an operating state of the second drive power source, (c) a switching portion operable to switch a power transmitting path between the electrically controlled differential portion and a drive wheel of a vehicle, between a power transmitting state and a power cut-off state, and (d) a third drive power source operatively connected to the power transmitting path, the control apparatus including a power-source torque-variation reducing portion configured to reduce an amount of variation of a torque of the first drive power source or the third drive power source upon switching of the power transmitting path from the power cut-off state to the power transmitting state. | 11-27-2008 |
| 20090054204 | Engine Unit and Straddle-Type Vehicle - A continuously variable transmission of an engine unit. A driving side pulley is mounted on a crankshaft. A driven side pulley is mounted on a driven shaft. A belt is looped around the driving and driven side pulleys. The continuously variable transmission is housed in a transmission case. The transmission case includes a drive shaft supporting portion supporting an end portion of the crankshaft, a driven shaft supporting portion supporting an end portion of the driven shaft | 02-26-2009 |
| 20090062065 | POWERTRAIN CONTROL METHOD AND SYSTEM - The invention concerns a method of operating a motor vehicle powertrain comprising an infinitely variable transmission and an engine. The transmission comprises a rotary transmission input coupled to the engine, a rotary transmission output coupled to the vehicle wheels, a variator which provides a continuously variable ratio (the “variator ratio”), and gearing for coupling the variator between the engine and the transmission output in such a manner that the ratio of transmission output speed to transmission input speed (the “reciprocal transmission ratio”) is a function of the variator ratio. The available range of variator ratios maps onto both forward and reverse reciprocal transmission ratios, and at a particular variator ratio (the “geared neutral ratio”) the transmission output is stationary despite its being coupled through the transmission to the rotating transmission input. The comprises sustaining engine speed in a range of low reciprocal transmission ratios containing and extending to either side of geared neutral, by applying a drive torque demand to the engine even while the powertrain is operating in overrun. | 03-05-2009 |
| 20090062066 | Power Train For A Motor Vehicle - Power train for a motor vehicle, having an engine with a driven shaft which has a crankshaft axle which is located longitudinally to the direction of travel and which is connected to a starting unit, a preliminary gear stage with an input shaft and an output shaft, the input shaft of the preliminary gear stage being connected to the starting unit and the output shaft of the preliminary gear stage having a lateral offset to the crankshaft axle, a variator which is preferably made as a disk variator with two adjustable disk sets for the continuous transmission of torque, and for which the input-side disk set is connected to the output shaft of the preliminary gear stage, while the output-side disk set is located laterally offset, a subsequent gear stage which has an input shaft and an output shaft and which is located on the same side of the variator as the preliminary gear stage, the input shaft of the subsequent gear stage being connected to the output-side disk set of the variator, and a first differential with a lateral driven shaft which is located transversely to the direction of travel and between the engine and the starting unit, and forms a first drive axle, the first differential being connected to the output shaft of the subsequent gear stage. | 03-05-2009 |
| 20090124454 | CONTROLLER OF VEHICLE AUTOMATIC TRANSMISSION - A control system capable of ensuring an engine braking force and a drive force even in case a failure occurs in a speed change ratio control or a deceleration control of an automatic transmission. The control system includes: a failure detecting mechanism for detecting a failure to set any of predetermined speed change ratios; and a speed change commanding mechanism for outputting a speed change command to set a speed change ratio larger than the current speed change ratio in accordance with a signal outputted when the failure detecting mechanism detects the failure. | 05-14-2009 |
| 20090131216 | CONTROLLER FOR VEHICLE DRIVE DEVICE - A vehicle drive unit control system. The vehicle includes a prime mover arranged on a power transmission route from a continuously variable transmission to a wheel, a clutch mechanism arranged on a first route from the prime mover to the wheel, and a shift range or shift position can be shifted selectively between a drive range or drive position where a power can be transmitted through the first route and a non-drive range or non-drive position where a power cannot be transmitted through the first route. The control system includes a vehicle speed control demand judging mechanism judging a vehicle speed control demand in case of shifting the shift range or shift position from the non-drive range or non-drive position to the drive range or drive position; and a prime mover controller controlling torque of the prime mover based on the judged vehicle speed control demand. | 05-21-2009 |
| 20090305843 | CONTROL SWITCH - A control switch includes a rotary shaft rotatably mounted therein. A switching knob is mounted to the rotary shaft and a surface of the control switch. Also, a stationary shaft is arranged beside the rotary shaft. A driving control disk and a locking control disk are sequentially and rotatably fit onto the stationary shaft so that when the switching knob on the surface is actuated, the rotary shaft is rotated to selectively drive cables through the driving control disk or the locking control disk to thereby effect switching of transmission modes and the function of locking. Thus, the amount of space required for installation is reduced and the chance of malfunctioning is also reduced and further, the costs are reduced. | 12-10-2009 |
| 20090312145 | CONTINUOUSLY VARIABLE TRANSMISSION - Embodiments are directed to a front end accessory drive (FEAD), subassemblies, and components therefor. Embodiments disclosed cover power modulating devices (PMD) which can be used in a FEAD. In one embodiment, a continuously variable transmission (CVT) is coupled directly to a crankshaft of a prime mover, and the CVT is used to regulate the speed and/or torque delivered to an accessory. A compound drive device includes a motor/generator subassembly cooperating with a CVT subassembly to provide a motor functionality with torque multiplication or division, or alternatively, a generator functionality with torque multiplication or division. In some embodiments, a FEAD includes a PMD having a sun shaft configured to couple to a sun of the PMD and to an electric motor component, such as an electrical armature or an electrical field. In one embodiment, the electrical armature the electrical field are placed concentrically and coaxially and configured to rotate relative to one another in opposite directions. | 12-17-2009 |
| 20110015033 | CONTINUOUSLY VARIABLE TRANSMISSION AND CONTROL METHOD THEREOF - The transmission controller performs a non-coordinated shift, in which the gear position of the subtransmission mechanism is modified from the second gear position to the first gear position at a higher speed than when the gear position of the subtransmission mechanism is modified by a coordinated shift while permitting a deviation between the through speed ratio and the target through speed ratio, instead of the coordinated shift when it is determined that the second speed kick down shift is to be performed. | 01-20-2011 |
| 20130053215 | System and Method for Correction of Vehicle Speed Lag in a Continuously Variable Transmission (CVT) and Associated Vehicle - A method and associated system for compensation of vehicle speed lag resulting from changing load conditions in a continuously variable transmission (CVT) vehicle includes detecting and measuring true engine torque resulting from load changes placed on the vehicle engine. A true engine speed droop is calculated from the true engine torque. A compensated engine speed signal is generated based on the calculated true engine speed droop and is applied to the engine to produce a true engine speed that corresponds to a target engine speed at the load condition corrected for true engine speed droop. | 02-28-2013 |
| 20130165295 | SHIFT CONTROL APPARATUS FOR CONTINUOUSLY VARIABLE TRANSMISSION - A shift control apparatus for a continuously variable transmission includes: a target transmission gear ratio setting section configured to set a target transmission gear ratio with reference to a map based on an accelerator opening degree and a vehicle speed; a shift control section configured to control a shift of the continuously variable transmission based on the target transmission gear ratio; and a downshift restricting section configured to judge whether or not a restriction of the downshift is needed based on at least one of a variation amount of the accelerator opening degree and an accelerator depression speed, and to perform the restriction of the downshift when the downshift restricting section judges that the restriction of the downshift is needed, irrespective of a variation of the accelerator opening degree inputted to the target transmission gear ratio setting section. | 06-27-2013 |
| 20130165296 | SHIFT CONTROL APPARATUS FOR CONTINUOUSLY VARIABLE TRANSMISSION - A shift control apparatus for continuously variable transmission includes: a pseudo accelerator opening degree generating section configured to generate a pseudo accelerator opening degree larger than the actual accelerator opening degree when the actual accelerator opening degree is decreased when the judging section judges that the vehicle runs the uphill; the target transmission gear ratio setting section being configured to set the target transmission gear ratio by the pseudo accelerator opening degree when the pseudo accelerator opening degree is inputted, and the shift control section being configured to control the shift toward the target transmission gear ratio set based on the pseudo accelerator opening degree and the vehicle speed when the pseudo accelerator opening degree is generated, and to control the shift toward the target transmission gear ratio set based on the actual accelerator opening degree and the vehicle speed when the pseudo accelerator opening degree is not generated. | 06-27-2013 |
| 20140200112 | CONTROL APPARATUS FOR VEHICLE - Disclosed is a control apparatus for a vehicle including: a belt continuously variable transmission capable of continuously changing a gear ratio; and a forward/reverse switching mechanism capable of controlling a state of power transmission between an engine and the belt continuously variable transmission. The control apparatus is configured to, at re-acceleration following deceleration, perform an input clutch slip control to place a forward clutch of the forward/reverse switching mechanism in a slipping engagement position and thus increase an engine revolution speed. | 07-17-2014 |
| 20150045183 | VEHICLE - In a vehicle including a continuously variable transmission, an ECU sets an accelerator opening degree for shift control in accordance with an actual accelerator opening degree and controls shifting of the continuously variable transmission by using accelerator opening degree for shift control. The ECU updates accelerator opening degree for shift control whenever an amount of increase in actual accelerator opening degree with respect to accelerator opening degree for shift control reaches a prescribed value or whenever an amount of decrease in actual accelerator opening degree with respect to accelerator opening degree for shift control reaches a prescribed value. | 02-12-2015 |
| 20160161000 | HYDRAULIC PRESSURE SUPPLY APPARATUS FOR VEHICLE - A hydraulic pressure supply apparatus, which is capable of quickly supplying hydraulic pressure to a power transmission apparatus and extending the service life of an accumulator for supplying hydraulic pressure to the power transmission apparatus. The hydraulic pressure supply apparatus includes an oil pump which uses an internal combustion engine as a motive power source and is connected to the power transmission apparatus via an oil passage, for supplying operating hydraulic pressure to the power transmission apparatus, an accumulator connected to the oil passage and capable of accumulating hydraulic pressure, and a switching valve capable of effecting communication between the accumulator and the oil passage by opening during operation of the engine and cutting off the communication therebetween by closing during automatic stop of the engine. When it is determined that the engine is under the manual stop caused by turn-off of an ignition switch of a vehicle (NO to step | 06-09-2016 |
| 20180023689 | CONTROLLER FOR AUTOMATIC TRANSMISSION | 01-25-2018 |
