105results about How to "Reduce shift shock" patented technology

A continuously variable transmission is mounted on a vehicle capable of selecting plural drive modes and changes a target engine speed between drive modes. A pulley ratio is controlled by a motor. An ECU for transmission control includes a calculation section which outputs a target engine speed as a function of throttle opening and vehicle speed, and a motor control value determination section which outputs a control value for controlling the motor based on the target engine speed and an actual engine speed. In a case where, when a drive mode is selected, the current target engine speed changes by an amount exceeding a predetermined judgment value according to vehicle speed, the motor control value determination section updates the current target engine speed in a stepwise manner. The resulting configuration reduces a shift shock caused by a drive mode change.

A controller and a control strategy minimizes shift shock in a hybrid electric vehicle during a downshift conducted while the vehicle is in a regenerative braking mode by maintaining total powertrain torque at a desired target during the downshift. The controller has three preferable modes including modulating just engine torque, modulating just electric motor torque or simultaneously modulating both motor and engine torque.

The invention discloses a gear-shifting control method for an automatic hydraulic speed changer. The gear-shifting control method comprises the steps that in the one-time gear shifting process, only one clutch is started, the other clutch is combined, the torque exchanging process is carried out between the two movement clutches, oil pressure is controlled through the combination of the clutch controlling step and the separated clutch controlling step, and the flexible clutch combination is guaranteed by adjusting the K1 and K2 control pressure in the gear shifting process. The engine torque changing is controlled, and easy, efficient and smooth gear shifting controlling of the automatic hydraulic speed changer is achieved. The test carried out under the full accelerator aperture and other limiting conditions such as gear lifting and gear jumping and reducing in a low-gear gear area shows that the control method can meet the requirements for gear shifting quality of forward torque gear lifting, forward torque gear reducing, negative torque gear lifting and negative toque gear reducing.

A control apparatus for a vehicular drive system including a first or continuously-variable transmission portion and a second or step-variable transmission portion which are disposed in series with each other, the first transmission portion being switchable between a continuously-variable shifting state and a step-variable shifting state, and the second transmission portion having a plurality of gear positions having respective speed ratios, the control apparatus including a step-variable shifting control portion configured to be operable upon concurrent occurrences of a shift-down action of one of the first and second transmission portions and a shift-up action of the other of the first and second transmission portions, to control the first transmission portion placed in the step-variable shifting state such that the shifting action of the first transmission portion is performed in synchronization with the shifting action of the second transmission portion, or operable upon concurrent occurrences of a switching action of the first transmission portion between the two shifting sates and a shifting action of the second transmission portion, to control the first transmission portion such that the switching action is performed during the shifting action of the second transmission portion.

The invention provides a self-adaptation control method for torque of an automatic transmission clutch. The self-adaptation control method can ensure the optimal control over the torque of the clutchduring the gear shifting process; as for the power upshifting process, the oil filling phase, the torque phase, the speed phase and the locking stage are sequentially performed, according to the inputshaft rotating speed change rate, the gear shifting time, the current gear position and the target gear position in the oil filling phase and the torque phase in the gear shifting process, the engaged clutch pressure correction amount is dynamically adjusted, and therefore on the basis of guaranteeing the gear shifting time, the input shaft rotating speed change rate is reduced, the gear shiftingshock is reduced, and the gear shifting quality is improved.

In a shift-shock reducing apparatus of a power train employing an engine (1) and an automatic transmission (2), an engine controller (5) executes engine-torque correction for canceling an inertia torque generated owing to a change in transmission input speed (Ni) during a shift, for shift-shock reduction. A transmission controller (6) includes a shift-speed correction circuit (S3-S4) for compensating for a shift speed of the automatic transmission (2) depending on engine load (TVO), so as to effectively suppress the generated inertia torque, thereby aimfully reducing or suppressing shift shocks.

Vehicle control system and method provided to change speed ratio smoothly when switching a power transmission route from a route including a geared transmission to a route including a continuously variable transmission. Vehicle control system applied to a vehicle comprising: continuously variable transmission for changing speed ratio continuously is disposed between input shaft and output shaft; geared transmission is disposed parallel to the continuously variable transmission, and is adapted to establish speed ratio that cannot be established by continuously variable transmission; and friction clutch is brought into engagement to switch torque transmission route from a route including the geared transmission to a route including the continuously variable transmission. Vehicle control system configured to start speed change operation of continuously variable transmission before the friction clutch is brought into engagement completely when switching torque transmission route from the route including the geared transmission to the route including the continuously variable transmission.

The invention discloses an electronic control hydraulic drive mechanical type automatic gear shift system, which comprises a parallel axis type gearbox, a drive motor and a gear selection and shift mechanism, wherein the gear selection and shift mechanism comprises a gear 1 and gear 2 shift mechanism, a gear 3 and gear 4 shift mechanism, a filter, a hydraulic pump, a check valve and an overflow valve. The gear 1 and gear 2 shift mechanism and the gear 3 and gear 4 shift mechanism comprise a gear 1 and gear 2 shift fork, a gear 3 and gear 4 shift fork, a gear 1 and gear 2 shift hydraulic cylinder, a gear 3 and gear 4 shift hydraulic cylinder and solenoid valves No.1 to No.4. An oil tank, the filter, the hydraulic pump and a port P of the overflow valve are sequentially connected through pipelines, a port A of the overflow valve is connected with ports P of the solenoid valves No.1 to No.4 through pipelines, ports A of the solenoid valves No.1 to No.4 are connected with oil ports on the gear 1 and gear 2 shift hydraulic cylinder and the gear 3 and gear 4 shift hydraulic cylinder through pipelines, and the gear 3 and gear 4 shift fork and the gear 1 and gear 2 shift fork are connected with a gear 3 and gear 4 meshing sleeve and a gear 1 and gear 2 meshing sleeve in the parallel axis type gearbox in a contact mode.

The invention discloses an electrically controlled electromechanical automatic shift system, which consists of a parallel shaft type speed change box, a selection and shift mechanism and an electric control unit, wherein the selection and shift mechanism comprises a first shift rack, a first shift gear, a second motor, a third motor, a second shift gear and a second shift rack; the output end of the second motor is connected with a coupler at the input end of a first speed reducer; the output end of the first speed reducer is in keyed joint with the first shift gear; the first shift gear is engaged with the first shift rack; the first shift rack is fixedly connected with a first shirt fork; a second sensor is fixedly connected with the first speed reducer; the output end of the third motor is connected with a coupler at the input end of a second speed reducer; the output end of the second speed reducer is in keyed joint with the second shift gear; the second shift gear is engaged with the second shift rack; the second shift rack is fixedly connected with a second shift fork; a third sensor is fixedly connected with the second speed reducer; and the second sensor and the wiring end of the third sensor are connected with the electric control unit through wires.

A speed change control system for reducing shift shocks of clutch-to-clutch shifting is provided. The control system is applied to a vehicle in which a transmission having a plurality of engagement devices is connected to an output side of a prime mover, and in which a gear stage of the transmission is shifted among a plurality of stages by changing engagement states of the engagement devices. The speed change control system is configured to carry out a clutch-to-clutch shifting of the gear stage from a predetermined gear stage to another gear stage by gradually reducing a torque capacity of the predetermined engagement device to be disengaged while gradually increasing a torque capacity of another engagement device to be engaged. The speed change control system is comprised of a torque calculation means that calculates a target torque capacity of the engagement device to be engaged during a torque phase and an inertia phase under the clutch-to-clutch shifting, based on a target input angular acceleration of the transmission, a target output angular acceleration of the transmission, a target torque capacity of the engagement device to be disengaged, and a target output torque, and configured to change the target torque capacity of the engagement device to be disengaged continuously from the torque phase to the inertia phase under the clutch-to-clutch shifting.

Disclosed is a dual clutch transmission wherein, during a pre-shifting operation wherein, when a vehicle is driven using either a first or a second drive force transmission path extending from first and second input shafts (12, 13) to an output shaft (14), a synchronizer (S1, S2) of the other drive force transmission path is operated, the drive force of an internal combustion engine (E) is changed by a command from an electronic control unit (U), and accordingly, even when a drive force or a braking force is generated by inertia, due to a change in the number of rotations of the first and second input shafts (12, 13) in conjunction with the pre-shifting operation, the drive force or the braking force generated by inertia can be compensated by a change in the drive force of the internal combustion engine (E), to reduce shift-shock. Furthermore, the shift-shock can be reduced by only changing the drive force of the internal combustion engine (E) without adding any special structures to the dual clutch transmission (T), and accordingly, the cost and size of the dual clutch transmission (T) can be prevented from increasing.

A motor generator (67) is connected to carriers (61CA) of an auxiliary transmission mechanism (6) capable of switching between a high-speed range and a low-speed range, in a manner that enables power to be transmitted to a vehicle provided with said auxiliary transmission mechanism (6). When switching from the high-speed range to the low-speed range, the rotational speed of the carriers (61CA) is increased by the motor generator (67) so as to synchronize the rotational speed of low-speed range pieces (62L) with the rotational speed of an input shaft (31). When switching from the low-speed range to the high-speed range, the rotational speed of the carriers (61CA) is increased by the motor generator (67) so as to synchronize the rotational speed of an output shaft (32) with the rotational speed of the input shaft (31). Thus, range switching can be performed while reducing transmission shocks, even while the vehicle is moving.

The invention relates to an integrated structure clutch applied to a gearbox of a wheel type engineering machinery transmission system. The clutch comprises a main shaft, a gear, a hydraulic system, a power transmission system, a returning system and a casing, wherein the main shaft is fixed on a box body of the gearbox, the gear is positioned on the main shaft through an abrasion bearing pad, one end of the power transmission system is connected with the gear, the other end of the power transmission system is connected with the casing and connected with the hydraulic system through the return system simultaneously, the hydraulic system comprises a piston, a piston seat and an oil relief valve, the piston is fixed on the piston seat through a snapping ring A, the piston and the piston seat are sealed through a seal ring A, the oil relief valve is arranged at one end of the piston seat, the piston seat is fixed on the casing through the snapping ring A, the piston, the piston seat, the oil relief valve and the seal ring A form a closed oil chamber, and an oil way is arranged between the gearbox matched with the clutch and the closed oil chamber. By means of the integrated structure clutch, gear shift impact is reduced, transmission efficiency is improved, transmission accuracy of a gear pair is improved, and noises of the gearbox are reduced.

The invention relates to automatic transmission shift control based on a transmission input shaft torque signal, and a system and a method for minimizing torque disturbances during a shift event for an automatic transmission control actual transmission input shaft torque using a transmission input shaft signal produced by an input shaft torque sensor. The torque sensor provides a signal to a controller that monitors the measured transmission input torque. The torque sensor may be implemented by a strain gauge, a piezoelectric load cell, or a magneto-elastic torque sensor. The system may include a vehicle powertrain having an engine, a transmission coupled to the engine via a torque converter, an input torque sensor coupled to the input shaft of the transmission and a controller configured to control engine torque to cause the measured transmission input shaft torque to achieve a target transmission input shaft torque during the shift event.