Patent US5239894A successfully refreshed from Google Patents.
US5239894A
Expired / Lapsed
US
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Shift control system
Assignee: Honda Motor Co Ltd
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Filing: 1991-11-27
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Granted: 1993-08-31
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Expires: 2011-11-27
Abstract
Abstract A shift control system for a vehicle transmission with multiple gear trains and a main shaft connected to an engine crankshaft through a clutch. The shift control system allowing shifting without disengaging the clutch. In conducting a shifting operation through a roller synchro mechanism associated with a gear train, the number of revolutions per minute of the engine crankshaft is promptly decreased through at least one of an ignition control device and a fuel supply control means to synchronize the number of revolutions per minute of a main shaft and a counter shaft of the transmission when the number of revolutions per minute of the main shaft is larger than the number of revolutions per minute for synchronizing with the counter shaft and the number of revolutions per minute of the engine crankshaft is increased to synchronize the number of revolutions per minute of the main shaft and the counter shaft when the number of revolutions per minute of the main shaft is less than the number of revolutions per minute for synchronizing with the counter shaft. This enables a prompt shifting.
Inventors
- 👤 Kiyoshi Oikawa
- 👤 Takafumi Tsurumi
- 👤 Akihito Ohhashi
- 👤 Noboru Ashikawa
- 👤 Kouji Yamaguchi
- 👤 Hisashi Kunii
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-11-03 12:05
CPC Classifications
B; B60; B60W; B60W10/00; B60W10/04; B60W10/06; B60W10/10; B60W10/11; B60W30/00; B60W30/18; B60W2710/00; B60W2710/06; B60W2710/0605; B60W2710/0644; F; F16; F16H; F16H61/00; F16H61/04; F16H61/0403; F16H61/68; F16H61/682; F16H63/00; F16H63/02; F16H63/08; F16H63/16; F16H63/18; F16H63/40; F16H63/50; F16H63/502; Y; Y10; Y10T; Y10T74/00; Y10T74/19; Y10T74/19219; Y10T74/19251
Claims Analysis
Total Claims: 8
Claim 1
Independent Claim
346 words
A shift control system for a vehicle transmission comprising an engine having a crankshaft, a main shaft connected to the engine crankshaft through a clutch; a counter shaft connected to the main shaft through a plurality of gear trains; a roller synchro mechanism for bringing any of the gear trains into engagement with the main shaft and the counter shaft to establish a desired shift stage; an engine revolutions per minute increasing/decreasing means for selectively increasing or decreasing the number of revolutions per minute of the engine crankshaft to synchronize the number of revolutions per minute of the main shaft with the number of revolutions per minute of the counter shaft; a decision means for deciding whether a drive force is being transmitted from the main shaft to the counter shaft or from the counter shaft to the main shaft; and an electronic control unit for controlling operations of the engine revolutions per minute increasing/decreasing means and the roller synchro mechanism based upon decision by said decision means, wherein said engine revolutions per minute increasing/decreasing means includes a throttle actuator and at least one of an engine-ignition control means and a fuel supply control means, and said electronic control unit operates to achieve synchronization between the main and counter shafts by decreasing the number of revolutions per minute of the engine crankshaft through either the ignition control means for the fuel supply control means or both when the decision means decides that a drive force is being transmitted from the main shaft to the counter shaft and to increase the number of revolutions per minute of the engine crankshaft through the throttle valve control means when the decision means decides that a drive force is being transmitted from the counter shaft to the main shaft, said electronic control unit operating the roller synchro mechanisms in a state where the number of revolutions of the main shaft is synchronized with the number of revolutions of the counter shaft for releasing a currently established shift stage, in order to provide a described shift stage without disengaging the clutch.
Claim 2
Dependent Claim
346 words
A shift control system for a vehicle transmission comprising an engine having a crankshaft, a main shaft connected to the engine crankshaft through a clutch; a counter shaft connected to the main shaft through a plurality of gear trains; a roller synchro mechanism for bringing any of the gear trains into engagement with the main shaft and the counter shaft to establish a desired shift stage; an engine revolutions per minute increasing/decreasing means for selectively increasing or decreasing the number of revolutions per minute of the engine crankshaft to synchronize the number of revolutions per minute of the main shaft with the number of revolutions per minute of the counter shaft; a decision means for deciding whether a drive force is being transmitted from the main shaft to the counter shaft or from the counter shaft to the main shaft; and an electronic control unit for controlling operations of the engine revolutions per minute increasing/decreasing means and the roller synchro mechanism based upon decision by said decision means, wherein said engine revolutions per minute increasing/decreasing means includes a throttle actuator and at least one of an engine-ignition control means and a fuel supply control means, and said electronic control unit operates to achieve synchronization between the main and counter shafts by decreasing the number of revolutions per minute of the engine crankshaft through either the ignition control means for the fuel supply control means or both when the decision means decides that a drive force is being transmitted from the main shaft to the counter shaft and to increase the number of revolutions per minute of the engine crankshaft through the throttle valve control means when the decision means decides that a drive force is being transmitted from the counter shaft to the main shaft, said electronic control unit operating the roller synchro mechanisms in a state where the number of revolutions of the main shaft is synchronized with the number of revolutions of the counter shaft for releasing a currently established shift stage, in order to provide a described shift stage without disengaging the clutch.
Claim 3
Dependent Claim
91 words
The shift control system according to claim 1, wherein the engine is a multi-cylinder type and includes a plurality of intake passages provided side by side in an intake passage defining number; and a plurality of throttle valves each disposed in one of the corresponding intake passages and are operable on a single throttle shaft means; and a throttle opening degree sensor which is connected to said throttle shaft means in the vicinity of a location at which a motor as said throttle actuator is connected to the throttle shaft means.
Claim 4
Dependent Claim
48 words
The shift control system according to claim 2, wherein said throttle actuator is connected to one end of said throttle shaft means with an axis of a drive shaft of the throttle actuator being disposed in a vertical direction perpendicular to an axis of the throttle shaft means.
Claim 5
Dependent Claim
75 words
The shift control system according to claim 1, further including an acceleration pedal sensor which is connected to said electronic control unit and to an acceleration pedal for detecting the position of the acceleration pedal, the acceleration pedal being provided at an upper end thereof with a pedal portion to extend vertically and being swingably supported at a lower end thereof on a vehicle body frame and biased in a returning direction by spring means.
Claim 6
Dependent Claim
110 words
The shift control system according to claim 4, further including a support frame fixed to the vehicle body frame behind the acceleration pedal: a shaft rotatably supported on said support frame and having an axis parallel to an axis around which the acceleration pedal is swung; a drum connected to said acceleration pedal through a wire and fixed to the shaft within the support frame; and said spring means comprising a coiled return spring interposed between said drum and said support frame and disposed within said support frame to surround said shaft; said acceleration pedal sensor being mounted to a side of said support frame and connected to said shaft.
Claim 7
Dependent Claim
57 words
The shift control system according to claim 1, wherein after the releasing of said currently established shift stage, said engine revolutions per minute increasing/decreasing means further controls and adjusts the number of revolutions per minute of the engine crankshaft so as to synchronize the engine speed with the revolutions per minute required by the desired shift stage.
Claim 8
Dependent Claim
102 words
The shift control system according to claim 6, wherein said electronic control unit includes means for comparing said number of revolutions per minute of the engine crankshaft with said number of revolutions per minute corresponding to said desired shift stage and when a difference between the number of revolutions per minute of the engine crankshaft controlled by said engine revolutions per minute speed increasing/decreasing means and said number of revolutions per minute corresponding to said desired shift stage falls within a predetermined range, the electronic control unit operates the roller synchro mechanisms to bring said desired shift stage gear train into engagement.
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USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1996-08-30 | 1997-03-01 | 1997-08-31 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 2000-08-30 | 2001-03-01 | 2001-08-31 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 2004-08-30 | 2005-03-01 | 2005-08-31 | $7700.00 | Window Closed / Lapsed |