The printed image on a major face of a flexible food packaging film is covered by a shellac barrier coating.

An organic light-emitting device, including a first electrode, the first electrode having a smaller absolute value of a work function energy level than an absolute value of a work function energy level of ITO, a second electrode facing the first electrode, and an organic layer between the first electrode and the second electrode.

A method of controlling a pump for a hybrid transmission includes commanding a first line pressure of the transmission and deriving a first torque value—an open-loop torque value—from the first line pressure command, and commanding the pump to operate at the first torque value. The method monitors actual speed of the pump and derives a second torque value—a closed-loop torque value—therefrom. A third torque value is derived from the first and second torque values, and the pump commanded to operate at the third torque value. A first speed value may be derived from the first line pressure command, and the second torque value derived from the difference between the monitored and the first speed values. Deriving the third torque value may include a substantially-linear combination of the first and second torque values.

A hybrid vehicle control apparatus is provided with: a first replacement controlling device which replaces regenerative braking torque of the rotating electrical machine by engagement torque of the clutch if probability of starting an internal combustion engine is high on demand of changing a connection state between a rotating electrical machine and a transmission mechanism in regenerative braking by the regenerative braking torque of the rotating electrical machine; and a second replacement controlling device which replaces the regenerative braking torque by friction braking torque if the start probability is low on the change demand.

A belt drive arrangement for an auxiliary unit of a motor vehicle includes, but is not limited to a belt pulley for receiving a drive belt, a shaft of the auxiliary unit that can be driven with the torque of the belt pulley, and a clutch device for the releasable torque transmission between the belt pulley and the shaft of the auxiliary unit. The clutch device includes, but is not limited to an electromagnet and a spring element. The spring element is preloaded in such a manner that the clutch in a currentless state of the electromagnet is closed.

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.

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 torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.

The invention relates to a method for operating a drive device (1) of a motor vehicle, said drive device (1) comprising at least one combustion engine (3) and at least one electric machine (9), as well as a dual clutch transmission (4) which can be functionally connected to the combustion engine (3) and which comprises a first sub-transmission (5), a first clutch (6) being associated therewith, and a second sub-transmission (7), a second clutch (8) and the electric machine (9) being associated therewith. In a purely electrical driving operation, the electric machine (9) is operated in a motorized manner, a driving gear is engaged in the second sub-transmission (7), and both clutches (6, 8) are disengaged. According to the invention, in order to start the combustion engine (3) during the electric driving operation, the second clutch (8) is engaged so as to drive the combustion engine (3) by means of the electric machine (9), a gear is engaged in the first sub-transmission (5), said gear having a lower gear ratio than the engaged driving gear of the second sub-transmission (7), the first clutch (6) is brought into a slip position and the second sub-transmission (7) is subsequently brought into a neutral position, the rotational speed of the electric machine (9) is increased at least to a starting rotational speed for the combustion engine (3) with the slip of the first clutch (6) being adjusted to maintain a forward torque of the motor vehicle, and the combustion engine (3) is started once its starting rotational speed has been reached. In addition, the invention relates to a device for operating a drive device of a motor vehicle.

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 control method for idling anti-rollback of a pure electric vehicle is provided, where the pure electric vehicle has a vehicle controller, a motor controller, a motor, a brake pedal, a handbrake device, an accelerator pedal, and a power battery. The method makes use of the differences between a pure electric vehicle from conventional cars, and collects the states of individual parts of the vehicle through the vehicle controller, and controls the output of the torque of the motor based on the state information of various control components, to prevent the vehicle located on a slope from rolling back, and makes the vehicle move forward at idle.

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 kinetic hybrid device and method for a vehicle may include a planetary gear system configured as a continuously variable transmission comprised of three or four ports. The kinetic hybrid device and method may include a flywheel connected to a first port of the system, a final drive connected to a second port of the system, and the variator for the flywheel connected to a third or fourth port of the system. The prime mover and/or other power sources may share a port with the flywheel, but do not share a port with the final drive.

A control device of a hybrid vehicle includes an engine, an electric motor outputting power for running and power necessary for starting the engine, a connecting/disconnecting clutch connecting/disconnecting a power transmission path between the engine and the electric motor, and an automatic transmission making up a portion of a power transmission path between the electric motor and drive wheels, the automatic transmission having a plurality of gear stages alternatively formed including a gear stage using a one-way clutch as an engaged engagement element, the control device of a hybrid vehicle engages the connecting/disconnecting clutch to start the engine during motor running for running by using only the electric motor with the connecting/disconnecting clutch released.

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 hybrid vehicle in which at least two shift ranges can be selected for a single running direction includes an engine, a motor generator, an EHC raising the temperature of a catalyst for cleaning up an exhaust gas from the engine, and an ECU. While the vehicle is running, if the engine is stopped and, of the two shift ranges, a shift range where larger decelerating force is produced by regenerative braking of the motor generator has been selected, the ECU causes the EHC to raise the temperature of the catalyst using electric power generated by the motor generator.

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 method of operating a drive-train of a vehicle that comprises a combustion engine whose torque for driving the vehicle can be transmitted to a drive output via a transmission, with a hydraulically actuated clutch when the clutch is engaged. An electric machine provides torque which can act upon the drive-train. The clutch is closed by filling the clutch with hydraulic fluid through a circuit by way of a pump which can be driven by the engine and the electric machine. The method is to engage the clutch when the combustion engine is initially off and/or when the electric machine is initially switched off, determining a driving dynamic based on the behavior of the driver and adjusting the speed of the electric machine based on the determined driving dynamic such that the greater the determined driving dynamic is, the more rapidly the clutch is filled by the pump.

In hydraulic control, an electronic control unit controls controlled hydraulic pressure of a control valve in order to control a hydraulic oil amount in a torque converter and a hydraulic oil pressure of a forward-reverse travel switching mechanism, and the electronic control unit increases the controlled hydraulic pressure when the hydraulic oil amount in the torque converter is insufficient at an engine start or immediately after the engine start in comparison with a case where the hydraulic oil amount in the torque converter is sufficient. The hydraulic control device includes: the torque converter; the forward-reverse travel switching mechanism; the control valve configured to change the hydraulic oil amount in the torque converter and the hydraulic oil pressure of the forward-reverse travel switching mechanism by changing the single controlled hydraulic pressure; and electronic control unit.

A two-wheeled inverted pendulum vehicle includes: single-winding first and second motors respectively rotating one of two wheels; first and second control systems respectively supplying drive currents to the first and second motors; a sensor detecting a physical quantity that varies with a turn of the vehicle; a dynamic brake unit being able to switch between active and inactive states of dynamic brake being applied to the first motor; and a control unit, when the control unit has determined that the vehicle is turning about the second motor side on the basis of the physical quantity while supply of drive current from the first control system to the first motor is inhibited, activating dynamic brake in the dynamic brake unit. The first control system, when an abnormality has been detected in the first control system, inhibits supply of drive current from the first control system to the first motor.

A method for control of a gearbox installed in a motor vehicle (1), which method effects a downshift of the gearbox (20) from a first gear (G1), for which the acceleration a of the vehicle (1) is negative, to a second gear (G2), for which the acceleration a is positive or substantially equal to nil. The downshift involves at least one intermediate gear step between the first gear (G1) and second gear (G2), with a maximum engine speed at each intermediate gear step which is as high as, or higher than, a highest engine speed at a preceding intermediate gear step. Also, a system, a motor vehicle, a computer program and a computer program product for performing the method are disclosed.

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.

When a vehicle speed of a wheel loader (1) is determined to be not higher than a reference value (Yes) in step S4 and a forward/reverse command switch (40) is determined to have been switchingly operated (Yes) in step S5, the routine advances to step S6 where an increment ΔN of engine speed according to an engine load factor is determined. In step S7, the increment ΔN of engine speed is then added to a target engine speed Na corresponding to a depression stroke of an accelerator pedal (38), the thus-determined Na=Na+ΔN is set as a new target engine speed Na, and a target engine speed command i1 is sent to an engine controller (37).

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.