Patent US5097723A successfully refreshed from Google Patents.
US5097723A
Expired / Lapsed
US
⏱️ 0.0 years remaining
Control of downshift to engine brake running range
Assignee: Nissan Motor Co Ltd
•
Filing: 1990-05-18
•
Granted: 1992-03-24
•
Expires: 2010-05-18
Abstract
Abstract In an automatic transmission including a main gearing with an overrunning clutch and a complementary one-way clutch and an auxiliary gearing with a reduction brake and a complementary one-way clutch, the reduction brake is engaged before the overrunning clutch is engaged upon selecting an engine brake running range, namely a III range or II range.
Inventors
- 👤 Koichi Hayasaki
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-11-08 18:06
CPC Classifications
F; F16; F16H; F16H61/00; F16H61/21; F16H61/70; F16H61/702; F16H59/00; F16H59/02; F16H2059/0221; F16H61/02; F16H61/0202; F16H61/0204; F16H61/0213; F16H2061/0234; F16H2061/0237; F16H61/04; F16H2061/044; F16H2061/0451; F16H2306/00; F16H2306/14; F16H2306/40; F16H2306/44; F16H2306/52; F16H61/08; F16H61/68; F16H61/684; F16H61/686
Claims Analysis
Total Claims: 5
Claim 1
Independent Claim
256 words
An automatic transmission for a motor vehicle with an engine, the automatic transmission having an automatic drive range and an engine brake running range, the automatic transmission comprising: an input shaft drivingly connected to the engine; an output shaft; a main gearing drivingly connected to said input shaft, a first frictional device which is to be engaged for engine braking, and a one-way clutch arranged in parallel to said first frictional device, said main gearing having an output rotary member and providing a plurality of gear ratios between said input shaft and said output rotary member. an auxiliary gearing having an input rotary member drivingly connected to said output rotary member of said main gearing and also to said output shaft, said auxiliary gearing having a second frictional device, a reduction brake, and a second one-way clutch arranged in parallel to said reduction brake, said auxiliary gearing providing a first gear ratio between said input rotary member of said auxiliary gearing and said output shaft and a second gear ratio, larger than said first gear ratio, between said input rotary member and said output shaft, and being shiftable from said first gear ratio to said second gear ratio owing to disengagement of said second frictional device and engagement of said reduction brake; control means whereby, when the automatic transmission shifts from the automatic drive range to the engine brake running range, upon elapse of a predetermined period of time after engagement of said reduction brake has been initiated, engagement of said first frictional device is initiated.
Claim 2
Dependent Claim
256 words
An automatic transmission for a motor vehicle with an engine, the automatic transmission having an automatic drive range and an engine brake running range, the automatic transmission comprising: an input shaft drivingly connected to the engine; an output shaft; a main gearing drivingly connected to said input shaft, a first frictional device which is to be engaged for engine braking, and a one-way clutch arranged in parallel to said first frictional device, said main gearing having an output rotary member and providing a plurality of gear ratios between said input shaft and said output rotary member. an auxiliary gearing having an input rotary member drivingly connected to said output rotary member of said main gearing and also to said output shaft, said auxiliary gearing having a second frictional device, a reduction brake, and a second one-way clutch arranged in parallel to said reduction brake, said auxiliary gearing providing a first gear ratio between said input rotary member of said auxiliary gearing and said output shaft and a second gear ratio, larger than said first gear ratio, between said input rotary member and said output shaft, and being shiftable from said first gear ratio to said second gear ratio owing to disengagement of said second frictional device and engagement of said reduction brake; control means whereby, when the automatic transmission shifts from the automatic drive range to the engine brake running range, upon elapse of a predetermined period of time after engagement of said reduction brake has been initiated, engagement of said first frictional device is initiated.
Claim 3
Dependent Claim
49 words
An automatic transmission as claimed in claim 1, wherein said control means includes a first control valve means for initiating engagement of said first frictional device, a second control valve means for initiating engagement of said reduction brake, and means for electronically controlling said first and second control means.
Claim 4
Independent Claim
267 words
A method of controlling a downshift to an engine brake running range in an automatic transmission for a motor vehicle with an engine, the automatic transmission comprising: an input shaft drivingly connected to the engine; an output shaft; a main gearing drivingly connected to said output shaft, a first frictional device which is to be engaged for engine braking, and a one-way clutch arranged in parallel to the first frictional device, said main gearing having an output rotary member and providing a plurality of gear ratios between said input shaft and said output rotary member; an auxiliary gearing having an input rotary member drivingly connected to the output rotary member of said main gearing and also to said output shaft, the auxiliary gearing having a second frictional device, a reduction brake, and a second one-way clutch arranged in parallel to the reduction brake, the auxiliary gearing providing a first gear ratio between said input rotary member of said auxiliary gearing and said output shaft and a second gear ratio larger than said first gear ratio, between said input rotary member and said output shaft, and being shiftable from said first gear ratio to said second gear ratio owing to disengagement of the second frictional device and engagement of the reduction brake, the method comprising the steps of: detecting a moment when the automatic transmission shifts from the automatic drive range to the engine brake running range; initiating engagement of the reduction brake; and initiating engagement of the first frictional device upon elapse of a predetermined period of time after engagement of the reduction brake has been initiated.
Claim 5
Independent Claim
267 words
A method of controlling a downshift to an engine brake running range in an automatic transmission for a motor vehicle with an engine, the automatic transmission comprising: an input shaft drivingly connected to the engine; an output shaft; a main gearing drivingly connected to said output shaft, a first frictional device which is to be engaged for engine braking, and a one-way clutch arranged in parallel to the first frictional device, said main gearing having an output rotary member and providing a plurality of gear ratios between said input shaft and said output rotary member; an auxiliary gearing having an input rotary member drivingly connected to the output rotary member of said main gearing and also to said output shaft, the auxiliary gearing having a second frictional device, a reduction brake, and a second one-way clutch arranged in parallel to the reduction brake, the auxiliary gearing providing a first gear ratio between said input rotary member of said auxiliary gearing and said output shaft and a second gear ratio larger than said first gear ratio, between said input rotary member and said output shaft, and being shiftable from said first gear ratio to said second gear ratio owing to disengagement of the second frictional device and engagement of the reduction brake, the method comprising the steps of: detecting a moment when the automatic transmission shifts from the automatic drive range to the engine brake running range; initiating engagement of the reduction brake; and initiating engagement of the first frictional device upon elapse of a predetermined period of time after engagement of the reduction brake has been initiated.
References Cited (Backward Citations)
US4188839A
Cited
US4334441A
Cited
JPS59113351A
Cited
US4836057A
Cited
US4770066A
Cited
US4730521A
Cited
US4753134A
Cited
JPS62159839A
Cited
US4730519A
Cited
US4709496A
Cited
USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1995-03-24 | 1995-09-23 | 1996-03-24 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1999-03-24 | 1999-09-23 | 2000-03-24 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 2003-03-24 | 2003-09-23 | 2004-03-24 | $7700.00 | Window Closed / Lapsed |