Source: http://www.google.com/patents/US5012697?dq=5998925
Timestamp: 2015-02-28 16:50:42
Document Index: 286082997

Matched Legal Cases: ['art 106', 'art 108', 'art 106', 'art 108', 'art 106', 'art 108', 'art 106', 'art 108']

Patent US5012697 - Revolution controller for a continuously variable transmission - Google PatentsSearch Images Maps Play YouTube News Gmail Drive More »Sign inAdvanced Patent SearchPatentsA continuously variable transmission includes a driving side pulley and a driven side pulley each having a fixed pulley part and having a movable pulley part supported for movement toward and away from the fixed pulley part, the width of a groove between the pulley parts of each pulley being increased...http://www.google.com/patents/US5012697?utm_source=gb-gplus-sharePatent US5012697 - Revolution controller for a continuously variable transmissionAdvanced Patent SearchPublication numberUS5012697 APublication typeGrantApplication numberUS 07/443,720Publication dateMay 7, 1991Filing dateNov 29, 1989Priority dateNov 30, 1988Fee statusPaidAlso published asCA2004188A1, CA2004188C, DE3939614A1, DE3939614C2Publication number07443720, 443720, US 5012697 A, US 5012697A, US-A-5012697, US5012697 A, US5012697AInventorsYoshinori Yamashita, Sadayuki Hirano, Katsuaki Murano, Takumi Tatsumi, Hiroaki YamamotoOriginal AssigneeSuzuki Jidosha Kogyo Kabushiki Kaisha, Mitsubishi Denki Kabushiki KaishaExport CitationBiBTeX, EndNote, RefManPatent Citations (23), Referenced by (10), Classifications (15), Legal Events (5) External Links: USPTO, USPTO Assignment, EspacenetRevolution controller for a continuously variable transmission
US 5012697 AAbstract
A continuously variable transmission includes a driving side pulley and a driven side pulley each having a fixed pulley part and having a movable pulley part supported for movement toward and away from the fixed pulley part, the width of a groove between the pulley parts of each pulley being increased and decreased to increase the decrease at each pulley the rotating radius of a belt wound around both of the pulleys to change a belt ratio. A revolution controller for the transmission limits the rate of change of a target number of revolutions for an engine driving the transmission to a rate limit lower than a prescribed rate when the target number of revolutions of the engine specified by a speed change schedule map based on a throttle opening and a vehicle speed is changed during travel of the vehicle.
1. A revolution controller for a continuously variable transmission for a vehicle, the transmission including a driving side pulley and a driven side pulley each having a fixed pulley part and having a movable pulley part supported for movement toward and away from the fixed pulley part, the width of a groove between the pulley parts of each said pulley being increased and decreased to increase and decrease at each said pulley a rotating radius of a belt wound around both of the pulleys to change a belt ratio, said controller limiting the rate of change of a target number of revolutions for an engine driving said transmission to a rate of change of engine revolution limit lower than a prescribed rate when the target number of revolutions of the engine specified by a speed change schedule map based on a throttle opening and a vehicle speed is changed during travel of the vehicle.
The present invention relates to a revolution controller for the engine for a continuously variable transmission and, more particularly, to such a revolution controller capable of preventing the actual number of engine revolutions from being abruptly changed when a target number of engine revolutions is changed during travel of the vehicle according to a change of travel mode or a change of the throttle opening.
In a vehicle such as a car, a transmission is interposed between an internal combustion engine and a driving wheel. The transmission changes a driving force applied to and a travel speed of the driving wheel to meet travel conditions of the vehicle changing within a wide range, so as to optimize the performance of the internal combustion engine.
In order to attain this purpose, the present invention provides a rotation controller for a continuously variable transmission which includes a driving side pulley and a driven side pulley each having a fixed pulley part and having a movable pulley part supported for movement toward and away from the fixed pulley part, the width of a groove between the pulley parts of each pulley being increased and decreased to increase and decrease the rotating radius at each pulley of a belt wound on both the pulleys to thereby change the belt ratio, the controller limiting the rate of change of the target number of engine revolutions to a rate lower than a prescribed rate of change when the target number of engine revolutions determined from a speed change schedule map based on the throttle opening and the vehicle speed is changed during travel of the vehicle.
The present invention will be explained in more detail with reference to the accompanying drawings, in which:
The shaft 16 drives an oil pump 28, and this oil pump 28 communicates with the first and the second oil chambers 22 and 24 through first and second oil passages 30 and 32 and a primary pressure control valve 34 which is part of a change gear control valve controlling the primary pressure for an input shaft sheave. A constant pressure control valve 38 generates from the line pressure at 32 (generally, 5 to 25 kg/cm2) a constant control oil pressure at 60 (3 to 4 kg/cm2) through a third oil passage 36. Communication between the second oil passage 32 and the first oil passage 30 is effected through a primary pressure control valve 34 which is controlled by a primary pressure controlling first three-way electromagnetic valve 42 through a fourth oil passage 40.
1. Signal indicating shift lever position
Facilitates control of the line pressure, belt ratio, or clutch for respective ranges corresponding to respective position signals such as P, R, N, D and L.
2. Signal indicating carburetor throttle opening
Facilitates determination of an engine torque from data in a memory initialized by a program, and the determination of the target belt ratio or the target number of revolutions of the engine.
3. Signal indicating carburetor idle position
Facilitates correction of a carburetor throttle opening sensor signal and improvement of the accuracy of control.
4. Accelerator pedal position indicating signal
Indicates the intention of the driver as represented by the extent to which the accelerator pedal is pushed, and is used to effect control during travel or when starting travel.
5. Brake signal
Indicates the presence and absence of the pressing of a brake pedal to facilitate a control function such as disengagement of the clutch.
6. Power mode option signal
This signal from an optional user-controlled switch selects performance of the vehicle to be sporty power or economical performance.
When the shift position is N or P, the clutch is completely disengaged by setting the clutch pressure to the minimum pressure.
When the shift position is N or R and the throttle position shows no intention to travel, or when an engine torque is to be cut by slowing down during travel, the clutch pressure is set to a low level to effect partial engagement of the clutch.
(3) Start mode (Special start mode)
When engaging the clutch again at the time of starting vehicle movement (normal start) or after clutch disengagement (special start), the clutch pressure is set according to an engine generating torque (clutch input torque) to prevent blowing up of the engine and to provide a suitable level of engagement facilitating smooth operating of the vehicle.
In a final travel state, the clutch is completely engaged and the clutch pressure has a level high enough to withstand the engine torque.
Namely, if NESPF≧NESPRN, NESPRF is increasing. In this case, if NESPF-NESPRN>RATEUP, the second switching part 106 and third switching part 108 are each switched to "+" to limit the RATE of NESPRF to RATEUP (204). If NESPF-NESPRN≦RATEUP, the second switching part 106 and third switching part 108 each are switched to "NO" to cause the RATE of NESPRF to be NESPF as it is (205).
If NESPF<NESPRN, NESPRF is decreasing. In this case, if NESPRN-NESPRF>RATELO, the second switching part 106 and third switching part 108 are each switched to "-" to limit the RATE of NESPRF to RATELO (206). If NESPF-NESPRN≦RATELO, the second switching part 106 and third switching part 108 are each switched to "NO" to cause the RATE of NESPRF to be NESPF as it is (205).
In step 312, if NESPF<NESPRN, NESPRF is decreasing. In this case, NESPRN-NESPF is compared to RATELO (313), and if NESPRN-NESPRF>RATELO, the RATE of NESPRF is limited to be RATELO (314). If NESPF-NESPRN≦RATELO, the RATE of NESPRF is defined to be NESPF as it is (315).
In the decision of step 312, if NESPF≧NESPRN, NESPRF is increasing. In this case, NESPF-NESPRN is compared to RATEUP (316), and if NESPF-NESPRN>RATEUP the RATE of NESPRF is limited to be RATEUP (317). If NESPF-NESPRN≦RATEUP, the RATE of NESPRF is defined to be NESPF (315).
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vehicleUS4656587 *Jul 20, 1984Apr 7, 1987Toyota Jidosha Kabushiki KaishaApparatus for controlling continuously variable transmissionUS4658006 *Mar 31, 1986Apr 14, 1987Shin-Etsu Chemical Co., Ltd.Method for the preparation of alkoxy-containing organopolysiloxaneUS4663990 *Jan 27, 1986May 12, 1987Toyota Jidosha Kabushiki KaishaMethod for controlling continuously variable transmissionUS4683779 *Aug 29, 1984Aug 4, 1987Toyota Jidosha Kabushiki KaishaMethod and apparatus for controlling continuously variable transmission for vehicleUS4689745 *Dec 24, 1984Aug 25, 1987Toyota Jidosha Kabushiki KaishaApparatus for controlling continuously variable transmission used in vehicleUS4701853 *May 31, 1985Oct 20, 1987Toyota Jidosha Kabushiki KaishaControl device in continuously variable transmission system for vehicleUS4718308 *Mar 29, 1985Jan 12, 1988Borg-Warner Automotive, Inc.Hydraulic control system for continuously variable transmissionUS4753133 *Apr 21, 1986Jun 28, 1988Toyota Jidosha Kabushiki KaishaControl system for continuously variable transmission in motor vehicleUS4872115 *Oct 14, 1986Oct 3, 1989Toyota Jidosha Kabushiki KaishaApparatus for controlling continuously variable transmissionUS4926716 *Aug 8, 1988May 22, 1990Suzuki Jidosha Kogyo Kabushiki KaishaMethod of controlling continuously variable transmission systemUS4956972 *Dec 16, 1988Sep 18, 1990Honda Giken Kogyo Kabushiki KaishaMethod of controlling speed reduction ratio for a continuously variable speed transmissionJPS5943249A * Title not availableJPS5977159A * Title not availableJPS57186656A * Title not availableJPS61233256A * Title not available* Cited by examinerReferenced byCiting PatentFiling datePublication dateApplicantTitleUS5101689 *Jun 13, 1990Apr 7, 1992Honda Giken Kogyo Kabushiki KaishaMethod of controlling speed reduction ratio in a continuously variable speed transmissionUS5161433 *Dec 27, 1990Nov 10, 1992Aisin Aw Co., Ltd.Apparatus for controlling a continuously variable transmissionUS5247859 *Sep 5, 1990Sep 28, 1993Mazda Motor CorporationShift control system for automatic transmissionUS6174254Dec 30, 1998Jan 16, 2001Hamilton Sundstrand CorporationContinuously variable transmission with control arrangement and for reducing transmission belt slippageUS6216075Jul 25, 1997Apr 10, 2001Zf Friedrichshafen AgProcess for determining the operating point of a continuously variable transmissionUS6290620Jun 25, 1999Sep 18, 2001Hamilton Sundstrand CorporationContinuously variable transmission with control arrangement and method for reducing impact of shock loadUS6542803Feb 21, 2000Apr 1, 2003Zf Batavia L.L.C.Method for determining adjusting speeds in a continuously variable transmissionUS20110029209 *Mar 10, 2009Feb 3, 2011Toyota Jidosha Kabushiki KaishaControl device and control method for continuously variable transmissionWO1998005886A1 *Jul 25, 1997Feb 12, 1998Danz WolfgangProcess determining the transmission of an infinitely variable change-speed gearWO2000050786A1 *Feb 21, 2000Aug 31, 2000Danz WolfgangMethod for determining adjusting speeds in a continuously variable transmission* Cited by examinerClassifications U.S. Classification477/43, 701/51, 474/12, 477/46International ClassificationG05D13/00, F16H61/04, F16H9/00, F16H61/02, F16H61/662, F16H61/00, F16H61/10Cooperative ClassificationG05D13/62, F16H61/66259European ClassificationG05D13/00, F16H61/662H2Legal EventsDateCodeEventDescriptionOct 4, 2002FPAYFee paymentYear of fee payment: 12Oct 26, 1998FPAYFee paymentYear of fee payment: 8Sep 26, 1994FPAYFee paymentYear of fee payment: 4Jun 2, 1992ASAssignmentOwner name: SUZUKI MOTOR CORPORATION, JAPANFree format text: CHANGE OF NAME;ASSIGNOR:SUZUKI JIDOSHA KOGYA KABUSHIKI KAISHA;REEL/FRAME:006137/0648Effective date: 19901212Nov 29, 1989ASAssignmentOwner name: MITSUBISHI DENKI KABUSHIKI KAISHA, 2-3, MARUNOUCHIFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:YAMASHITA, YOSHINORI;HIRANO, SADAYUKI;MURANO, KATSUAKI;AND OTHERS;REEL/FRAME:005189/0052Effective date: 19891110Owner name: SUZUKI JIDOSHA KOGYO KABUSHIKI KAISHA 300, TAKATSUFree format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:YAMASHITA, YOSHINORI;HIRANO, SADAYUKI;MURANO, KATSUAKI;AND OTHERS;REEL/FRAME:005189/0052Effective date: 19891110RotateOriginal ImageGoogle Home - Sitemap - USPTO Bulk Downloads - Privacy Policy - Terms of Service - About Google Patents - Send FeedbackData provided by IFI CLAIMS Patent Services