A method for controlling a vehicle equipped with a manual transmission and engine includes automatically engaging a brake, locking the transmission in neutral and starting the engine, in response to a signal whose origin is remote from the vehicle representing a desired engine start; and automatically engaging a brake and locking the transmission in neutral in response to a second signal indicating that the driver has exited the vehicle while the engine is running.

Methods and systems are provided for performing a multiple gear downshift of a transmission gear by transiently operating in an intermediate gear. In response to air mass flow not reaching a threshold for CAC self-cleansing for a set duration, the transmission gear may be downshifted from a higher gear to an intermediate gear, and then to a requested lower gear. Downshifting through an intermediate gear may also be controlled based on the gear shift request and maximum air mass flow levels for engine misfire.

In a motor vehicle having a manual transmission, for, in particular, limiting the engine speed during the start-up operation when fulfilling at least one permission criterion for the engine torque, the criterion depending on the driving state of the motor vehicle, a default engine torque is preset, which is specified according to at least one engine characteristic value and which can be reduced with regard to the set engine torque called for by the position of the accelerator pedal of the motor vehicle.

Systems and methods are disclosed for aircraft braking and taxiing systems for use in, for example, an aircraft. In this regard, system comprising an electric motor coupled to a first transmission, a first clutch for selectively engaging the first transmission to a propulsion transmission and a brake clamping system, wherein, in response to engagement with the propulsion transmission, the electric motor drives an aircraft wheel, wherein, in response to engagement with the actuator ram, the electric motor drives the brake clamping system to apply force to an aircraft brake disk stack.

A method for operating a brake system for a work machine that includes at least one operating brake acting directly or indirectly on at least one ground engagement element of the work machine and at least one operating brake actuator which is movable between a fully engaged position and a fully released position and an accelerator actuator for activating propulsion of the work machine. In an activated state of the brake system the operating brake actuator is moved automatically to its fully engaged position when the accelerator actuator is released.

A control apparatus for a vehicle including a second clutch capable of switching between input and output shafts connecting state in which a motor-generation is connected. The control apparatus drives the wheels by the motor-generation so a torque transmitted to the wheels does not fluctuate in case the gear shift is executed to the transmission when is in the output shaft connecting state of the second clutch, and synchronizes the input and output shafts at the gear shift by the motor-generation in case the gear shift is executed to the transmission when the second clutch state is in the input shaft connecting state. The second clutch state is switched to the output shaft connecting state when a drive power to the vehicle is equal or less than a value. The second clutch state is switched to the input shaft connecting state when the drive power is greater than the value.

A method of controlling a vehicle, where the vehicle includes an internal combustion engine and a transmission having a neutral state and an engaged state, includes setting the state of the transmission. The state of the transmission is set as the neutral state or the engaged state based on a restart condition, where the restart condition is one of: (i) a no wheel torque restart condition, and (ii) a wheel torque restart condition. The method additionally includes starting the engine.

A transmission assembly in a vehicle includes a transmission configured to receive a transmission fluid. A controller operatively connected to the transmission and configured to store a first look-up table defining respective warm-up calibration factors (Fw) for a respective first set of ambient temperatures. The controller has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for determining a current temperature (TTF) of the transmission fluid. The vehicle is keyed off and then keyed on after a key-off time duration (te), the controller being deactivated when the vehicle is keyed off and activated when the vehicle is keyed on. The controller is configured to determine the current temperature of the transmission fluid (TTF) based at least partially on the first look-up table and a key-on temperature (TTFkey-on) of the transmission fluid.

A system for determining disablement of driving of a hybrid vehicle is disclosed. The system for determining disablement of driving of a hybrid vehicle may include: power electronic components having a battery at which DC electricity is stored, an inverter converting the DC electricity of the battery into AC electricity, and a motor receiving the AC electricity from the inverter and generating driving torque; an engine burning a fuel so as to generate driving torque and being selectively connected to the motor; an engine clutch selectively connecting the engine to the motor; a transmission connected to the motor to receive the driving torque of the motor or the driving torque of the engine; and a control portion controlling operations of the power electronic components, the engine, and the engine clutch, wherein the control portion turns off a system ready indication in a case that driving of the vehicle is disabled.

Control apparatus for hybrid vehicles are described which reduce the heat generated by a clutch and improve the response of the hybrid vehicle when an operator requests a high degree of acceleration while starting the engine and the transmission is required to perform a shift-down. In one embodiment, when the engine is required to start while the transmission is required to perform a shift-down action, the control apparatus holds a hydraulic pressure of a releasing side clutch of the transmission at a predetermined lowest stand-by value preventing a slipping action of the releasing side clutch, while a clutch K0 between the motor and engine is placed in a slipping state, and reduces the hydraulic pressure of the releasing side clutch from the lowest stand-by value in the slipping state of the clutch K0 after the clutch K0 is placed in the fully engaged state.

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.

A coast stop vehicle which stops an engine during the travel of the vehicle is provided with a variator including a pair of pulleys and a belt mounted between the pulleys and capable of continuously changing a speed ratio. A controller judges whether or not coast stop conditions to stop the engine during the travel of the vehicle hold, stops the engine when the coast stop conditions hold, and prevents the speed ratio from being upshifted to a higher side than a speed ratio at the time of starting the coast stop control during the coast stop control.

A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

A battery charging method for a hybrid vehicle and the hybrid vehicle using the same are disclosed. The hybrid vehicle includes an engine and a motor as power source and includes the battery in which electrical energy for driving the motor is stored. The method and system may include: determining whether the battery needs to be charged while the vehicle is stopped; transitioning a transmission to a neutral position (N position) when the battery needs to be charged; starting the engine and engaging an engine clutch to connect the engine with the motor so that the motor generates electrical energy via power from the engine. The electrical energy generated by the motor is then stored in the battery accordingly.

A method for controlling a transmission of a powertrain system includes executing a single source shortest path search to identify a preferred shift path originating with an initial powertrain state and terminating at a target powertrain state, wherein the single source shortest path search employs transition-specific costs and situational costs to identify the preferred shift path. The preferred shift path is executed to achieve the target powertrain state.

A transmission controller increases an indicated hydraulic pressure to a starting frictional engagement element to a normal hydraulic pressure, causes a hydraulic piston to stroke and executes a learning control of the indicated hydraulic pressure so that a time until the starting frictional engagement element starts generating a transmission capacity after the range is switched from the neutral range to the drive range becomes a target time when a range is switched from a neutral range to a drive range. The transmission controller further detects a driver's starting intention and increases the indicated hydraulic pressure to the starting frictional engagement element to a starting time hydraulic pressure higher than the normal hydraulic pressure and prohibits the learning control if the starting intention is detected before the starting frictional engagement element starts generating the transmission capacity.

A control apparatus for an automatic transmission including three frictional engagement elements is configured to set engagement pressures of first and second frictional engagement elements at the time when a predetermined shift speed is established such that a torque capacity of a third frictional engagement element becomes smaller than torque capacities of the first and second frictional engagement elements in the case where an engagement pressure is generated in the third frictional engagement element at the time when the predetermined shift speed is established.

A transmission includes an input member, an output member, four planetary gear sets, and a plurality of torque transmitting mechanisms that are selectively engageable to establish at least ten forward speed ratios and at least one reverse speed ratio between the input member and the output member. The transmission further includes one or more locking mechanisms that engage one or more of the plurality of torque transmitting mechanisms during a start/stop event.

A control device of an automatic transmission comprises a torque converter and a lock-up clutch which are arranged between an engine and an automatic transmission; and an up-shift control means that, when an up-shift is required with an accelerator pedal kept depressed by a driver, lowers an engaging capacity of releasing side engaging elements engaged at a speed stage before a gear shifting and then increases an engaging capacity of engaging side engaging elements engaged at a speed stage after the gear shifting thereby to establish a power-on up-shift, wherein the up-shift control means is configured in that when the acceleration pedal is released from the driver during the time when the power-on up-shift is being carried out, the power-on up-shift is continued while lowering the engaging capacity of the lock-up clutch.

A method of controlling a multiple step downshift is disclosed. Two offgoing shift elements are released and two oncoming shift elements are engaged to complete the downshift. During a first phase of the downshift, one of the offgoing shift elements controls the rate of increase of input shaft speed. During a second phase of the downshift, one of the oncoming shift elements controls the rate of increase of the input shaft speed. The method computes target torque capacities such that output torque and input shaft acceleration are continuous during the transition between phases. Furthermore, the method computes target torque capacities such that both oncoming clutches reach zero relative speed simultaneously as the input shaft reaches the final speed ratio.

A method for optimized launch of a vehicle is provided wherein a driveline of the vehicle at least includes an engine, an automatic transmission, a system for exhaust gas recirculation, which are controlled by a driveline management system, wherein the management system is able to determine the mass of the vehicle, and whereby a launching gear of the transmission is calculated dependent at least on the determined mass of the vehicle, whereby a launching gear is chosen dependent of the power loss caused by the EGR and wherein the power loss caused by the EGR is determined, the available power to launch the vehicle is determined, and the launching gear is recalculated dependent of the available power, and selecting said recalculated launching gear before launch of the vehicle, launch the vehicle with the recalculated launching gear.

A vehicle travel control apparatus that controls state of travel of a vehicle by adjusting force that acts on the vehicle includes: an acting force adjustment portion that adjusts the force that acts on the vehicle, according to the state of travel of the vehicle; an operating state detection portion that detects an operating state of an operation member that is operated to control the state of travel of the vehicle; and an adjustment degree alteration portion that alters degree of adjustment made by the acting force adjustment portion, according to the operating state of the operation member.

A device for controlling an automatic transmission including a lock-up clutch control portion and a zero slip control portion for bringing a lock-up clutch into a zero slip state immediately before slippage occurs in accordance with a zero slip request outputted during a non-gear shift, wherein in a case where a target slip amount is equal to or smaller than a slip amount threshold value upon transition to the zero slip state, the zero slip control portion fixes the target slip amount to the slip amount threshold value and retains the fixed target slip amount for a predetermined period of time, and after the predetermined period of time has elapsed, gradually decreases the target slip amount from the slip amount threshold value to a zero slip amount with a predetermined gradient with time.

A system and method of controlling a fail-safe for a vehicle is provided. The method includes determining, by a controller, that remaining hydraulic pressure exists in the clutch when the clutch is not opened and a target value of oil pressure for opening the clutch is maintained for a predetermined time period. In addition, whether a vehicle is stopped is confirmed in response to determining that remaining hydraulic pressure exists in the engine clutch. The controller is further configured to transmit a signal to shift to the vehicle to a neutral (N) stage to a transmission controller and shift to the vehicle to the N-stage in response to determining that the vehicle is stopped. Then, the engine is driven by the controller in response to determining that the vehicle is shifted to the N-stage.

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an electrical load may be automatically activated to consume electrical energy produced during driveline braking so that driveline braking may be extended. The electrical load may be a windscreen heater or other device.

A method of controlling an automated transmission for motor vehicles with one or several pressure activated positioning cylinders (6, 8, 20), via the assigned shift valves (10, 12), at least one main cut-off valve (4) which is positioned prior to the shift valves, and a control device for controlling the shift and main cut-off valves. The pressure requests, for the shifting, are determined and the respective main cut-off valves are triggered depending on the determined pressure requests. To enable a variable match of the supply pressure during transmission shifts, respective optimized pressures or pressure patterns are determined for certain shift scenarios which, for instance, consider a mass to be synchronized, the existence of a tooth-on-tooth position, or the like. Through this method, for instance, the load on shift elements, the shift timing, and the shift noise can be positively influenced.

Systems and methods for improving operation of a hybrid vehicle are presented. In one example, torque transferred via a driveline disconnect clutch is estimated based on characteristics of a torque converter to improve driveline operation.

Methods and systems are provided for controlling an engine system with a variable cam timing device. In one example, the variable cam timing device is operated to adjust engine valve timing differently at engine stop based on whether the engine stop is in response to an operator request or in response to an automatic controller initiated engine stop without an operator request.

A motor controlling apparatus includes a first target torque value calculator, a frequency detector, a second target torque value calculator, a torque command value calculator, a torque limiter, and a controller. The first target torque value calculator calculates a first target torque value, which is a target value of an output torque of a motor. The frequency detector detects a motor rotational frequency. The second target torque value calculator calculates a second target torque value based on the rotational frequency. The torque command value calculator mathematically combines (e.g., adds) the first and target torque values to calculate a torque command value. The torque limiter sets the signs of the first target torque value and the torque command value to be equal to limit the torque command value according to the first target torque value. The controller controls the motor based on the limited torque command value.

The present invention provides for a transmission shift assembly for a vehicle and methods of monitoring and controlling the same. The transmission shift assembly includes a transmission having a shift position member movable between a plurality of gear positions, an actuator configured to move the shift position between the gear positions, and a linkage coupled to the actuator and movable between a plurality of positions in response to movement of the actuator. The assembly further includes a controller to control the actuator, an ignition to receive a key, and at least one key sensor positioned within the ignition and configured to transmit a signal to the controller upon sensing removal of the key, the controller controlling the actuator to move the shift position member to a predetermined gear position upon receiving the signal from the key sensor that the key has been removed from the ignition.

A dog clutch control apparatus for an automated transmission includes a rotary shaft, plural dog clutch mechanisms, each of the dog clutch mechanisms including a clutch ring, a clutch hub arranged next to the clutch ring, a sleeve fitted with the clutch hub, a dog clutch portion which is provided at the clutch ring and selectively meshes with a spline formed at the sleeve, an axial driving device for moving the sleeve, the dog clutch control apparatus includes a disengagement detecting portion for detecting disengagement before the sleeve reaches a neutral position and a control apparatus for controlling operation of the axial driving device, wherein in a case where the disengagement is detected at a time of shifting operation, the control apparatus starts a shift-related control.

A battery charge/discharge control device which performs battery charge/discharge control in a working machine with a battery capable of storing electric energy generated by a generator motor coupled to an engine and driving the generator motor or at least one of other electric actuators by the stored electric energy and a controller which controls a distribution of the electric energy among the battery, the generator motor, and the electric actuator, wherein the controller performs the charge/discharge control in which the electric energy of the battery is discharged when the engine is driven and recharging to the battery is permitted on a condition that a state in which an engine speed is equal to or lower than a predetermined engine speed is maintained for a predetermined time after the battery is completely discharged.

Disclosed are a method, a composition, a microarray, an antibody and a kit for diagnosis and prognosis of cancer, based on detection of deletion of the exon 3 region of G-CSF gene or levels of a mutated G-CSF protein having a deletion of an amino acid sequence corresponding to the exon 3 region, wherein the deletion of the exon 3 region of the G-CSF gene is used as a cancer biomarker.

The invention discloses a combined preparation containing IL-10 and rapamycin, able to induce immunosuppression and antigen-specific immune tolerance, and the use thereof in the treatment of diseases involving an excessive, dysfunctional or uncontrolled immune responses mediated by T cells.

The invention relates to the use of NF-κB inducing kinase (NIK) and related molecules for the modulation of signal activities controlled by cytokines, and some new such molecules.

The present invention is directed to the use of the peptide compound Ac-Arg-Phe-Met-Trp-Met-Arg-NH2 as a therapeutic agent for the prophylaxis and/or treatment of cancer, autoimmune diseases, fibrotic diseases, inflammatory diseases, neurodegenerative diseases, infectious diseases, lung diseases, heart and vascular diseases and metabolic diseases. Moreover the present invention relates to pharmaceutical compositions preferably in form of a lyophilisate or liquid buffer solution or artificial mother milk formulation or mother milk substitute containing the peptide Ac-Arg-Phe-Met-Trp-Met-Arg-NH2 optionally together with at least one pharmaceutically acceptable carrier, cryoprotectant, lyoprotectant, excipient and/or diluent.

The present invention is directed to the use of the peptide compound Pyr-His-Trp-Ser-Tyr-Gly-Leu-Arg-Pro-Gly-NH2 as a therapeutic agent for the prophylaxis and/or treatment of cancer, autoimmune diseases, fibrotic diseases, inflammatory diseases, neurodegenerative diseases, infectious diseases, lung diseases, heart and vascular diseases and metabolic diseases. Moreover the present invention relates to pharmaceutical compositions preferably in form of a lyophilizate or liquid buffer solution or artificial mother milk formulation or mother milk substitute containing the peptide Pyr-His-Trp-Ser-Tyr-Gly-Leu-Arg-Pro-Gly-NH2 optionally together with at least one pharmaceutically acceptable carrier, cryoprotectant, lyoprotectant, excipient and/or diluent.

A chimeric protein containing neutrophil inhibitory factor and hirugen, the chimeric protein having an amino acid sequence that includes FPRPGSGG (SEQ ID NO:21) Also provided is a pharmaceutical composition comprising the chimeric protein, which can be used for treating or preventing cerebral injury and cerebral edema, or for inhibiting platelet aggregation.

A protein which is composed N-terminally of one or several C-terminal parts of the amino acid sequence of the mature tumor necrosis factor and C-terminally of one or several N-terminal parts of the amino acid sequence of the mature tumor necrosis factor, which activates epithelial ion channels and improves the lung function and which can be used for the manufacture of medicaments for the treatment of diseases associated with the lung function, such as oedemas.

The present invention relates to fusion proteins comprising an antibody, functional fragment or functional derivative thereof having specific binding affinity to either the extracellular domain of oncofetal fibronectin (ED-B) or at least one of the extracellular domains of oncofetal tenascin fused to a cytokine selected from the group consisting of IL-10, IL15, IL-24 and GM-CSF, functional fragments and functional derivatives thereof. The invention is also directed to the use of at least one of said fusion proteins for the manufacture of a medicament. In particular, the invention concerns the use of said medicament for the treatment of tumors or chronic inflammatory diseases such as atherosclerosis, arthritis and psoriasis.

Provided herein are novel compounds and novel protected compounds that can be derived from polymyxin, including, e.g., polymyxin A. The novel compounds have antibacterial properties against a diverse range of Gram negative bacteria and reduced toxicity compared to polymyxins such as polymyxin A. Also provided are antibacterial pharmaceutical compositions containing the novel compounds and novel protected compounds, as well as methods for preparing the antibacterial compounds and protected compounds.

The invention relates to indolesulfonyl halogenides which are useful for the protection of organic compounds comprising at least one guanidino moiety and/or at least one amino group. The invention further relates to a process for their preparation and their use as protecting reagents. The invention also relates to the process for the protecting reaction and to the protected compounds thereof.

This invention relates to compositions and methods comprising “lymphotoxin-β-receptor blocking agents”, which block lymphotoxin-β receptor signalling. Lymphotoxin-β receptor blocking agents are useful for treating lymphocyte-mediated immunological diseases, and more particularly, for inhibiting Th1 cell-mediated immune responses. This invention relates to soluble forms of the lymphotoxin-β receptor extracellular domain that act as lymphotoxin-β receptor blocking agents. This invention also relates to the use of antibodies directed against either the lymphotoxin-β receptor or its ligand, surface lymphotoxin, that act as lymphotoxin-β receptor blocking agents. A novel screening method for selecting soluble receptors, antibodies and other agents that block LT-β receptor signalling is provided.

Peptides having a structure characterized by the presence of two loops constrained in cyclic structure by the presence of covalent bonds between amino acid side chains, the amino acid sequences of the first and the second loop being substantially homologues to that of loop 1 (residues 29-38) and of loop 4 (residues 92-97) of NGF, respectively, displaying nerve growth factor (NGF) agonist or partial agonist activity.

The present invention relates to the identification and selection of attachment molecules that attach/immobilize an entity having a detectable activity or property on a support in an orientation that provides a detectable activity or property, and to surfaces made of the attachment molecules.

The present invention provides a method for enhancing an immune response in a mammal to facilitate the elimination of a chronic pathology. The method involves the removal of immune system inhibitors such as soluble TNF receptor from the circulation of the mammal, thus, enabling a more vigorous immune response to the pathogenic agent. The removal of immune system inhibitors is accomplished by contacting biological fluids of a mammal with one or more binding partner(s) such as TNFα muteins capable of binding to and, thus, depleting the targeted immune system inhibitor(s) from the biological fluids. Particularly useful in the invention is an absorbent matrix composed of an inert, biocompatible substrate joined covalently to a binding partner, such as a TNFα mutein, capable of specifically binding to a targeted immune system inhibitor such as soluble TNF receptor.

Mono-pegylated arginase conjugate and method producing thereof. The mono-pegylated arginase is homogeneous in molecular weight and shows therapeutic effect for treating cancers and viral infections. The method of producing such arginase conjugate has a main step of genetically modifying the gene encoding an arginase so that the PEG moiety can attach to the enzyme at a predetermined, specific intended site. This is achieved by removing the PEG attaching amino acid residues at undesirable sites while keeping (or adding, if necessary) the one at the desirable site of the enzyme. Two exemplary mono-pegylated arginase conjugates so produced are human arginase I (HAI) where a polyethylene glycol (PEG) moiety is site-specific covalently bonded to Cys45 of the enzyme and Bacillus caldovelox arginase (BCA) where a polyethylene glycol (PEG) moiety is site-specific covalently bonded to Cys161 of the enzyme.

Whether the growth hormone (GH)/Insulin-like growth factor 1(IGF-I) axis exerts cardioprotective effects remains controversial; and the underlying mechanism(s) for such actions are unclear. Here we tested the hypothesis that growth-hormone releasing hormone (GHRH) directly activates cellular reparative mechanisms within the injured heart, in a GH/IGF-I independent fashion. Following experimental myocardial infarction (MI), rats were randomly assigned to receive, during a 4 week period, either placebo (n=14), rat recombinant GH (rrGH, n=8) or JI-38 (n=8; 50 μg/Kg/day), a potent GHRH-agonist. JI-38 did not elevate serum levels of GH or IGF-I, but markedly attenuated the degree of cardiac functional decline and remodeling after injury. In contrast, GH administration markedly elevated body weight, heart weight, circulating GH and IGF-I, but did not offset the decline in cardiac structure and function. Whereas, both JI-38 and GH augmented levels of cardiac precursor cell proliferation, only JI-38 increased anti-apoptotic gene expression. The receptor for GHRH was detectable on myocytes supporting direct activation of cardiac signal transduction. Collectively, these findings demonstrate that within the heart GHRH-agonists can activate cardiac repair following MI, suggesting the existence of a potential signaling pathway based on GHRH in the heart. The phenotypic profile of the response to a potent GHRH agonist has therapeutic implications.

Plant viral vectors have great potential in rapid production of proteins, but no simple. Here a geminivirus-based system for high-yield and rapid production of oligomeric protein complexes, including virus-like particle (VLP) vaccines and monoclonal antibodies (mAbs) is described. In particular, a single vector that contains two non-competing replicons for transient expression in Nicotiana benthamiana leaves is described. The correct assembly of these subunit proteins into functional oligomeric structures (VLPs or full-size mAb) is also described. This system advances plant transient expression technology by eliminating the need for non-competing viruses, and thus, enhances the realistic commercial application of this technology for producing multiple-subunit protein complexes.

A method for reducing or substantially preventing formation of a trisulfide derivative of a polypeptide in a liquid medium containing the polypeptide ijn question comprises stripping the liquid medium with a gas, suitably a chemically unreactive gas such as nitrogen or argon.