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    • 3. 发明授权
    • Method of controlling hydraulic pressure for an automatic transmission
gear system
    • 控制自动变速箱齿轮系统液压的方法
    • US4813307A
    • 1989-03-21
    • US67624
    • 1987-06-26
    • Takeo HiramatsuBonnosuke TakamiyaYuichi Tanaka
    • Takeo HiramatsuBonnosuke TakamiyaYuichi Tanaka
    • F16H59/38F16H61/00F16H61/06B60K41/04
    • F16H61/061F16H61/0021F16H2061/0087F16H59/38Y10T477/693635
    • A method of controlling the hydraulic pressure for an automatic transmission gear system, in which the actual rotation speed of a rotatable element during a speed shift from, for example, the 1st speed ratio to the 2nd speed ratio is detected, and the hydraulic pressure supplied to a frictional engaging element acting to change the rotation speed of the rotatable element is controlled so that the rate of change of the rotation speed of the rotatable element can converge to a predetermined change rate when the speed change rate due to the speed shift is ideal. On the other basis of the hydraulic pressure supplied to the frictional engaging element in the final state of the speed shift, the initial hydraulic pressure to be supplied to the frictional engaging element immediately after starting of the next speed shift is computed. Such a trial is repeated a plurality of times so that an automatic transmission whose operating hydraulic pressure is not primarily designed to meet the operation of an engine from the aspect of the capacity can be adapted to operate with the engine.
    • 一种控制自动变速器系统的液压的方法,其中检测从例如第一速比变速到第二速比的变速中的可旋转元件的实际转速,并提供液压 控制作用于改变可旋转元件的转速的摩擦接合元件,使得当由于变速而变化的速度变化率是理想的时,可旋转元件的转速的变化速率可以收敛到预定的变化率 。 另外,在变速的最终状态下供给到摩擦接合元件的液压的另一个基础上,计算出在下次转速开始后立即向摩擦接合元件供给的初始液压。 这样的试验重复多次,使得从容量方面起,其工作液压不主要设计成满足发动机的操作的自动变速器可以适应于与发动机一起操作。
    • 4. 发明授权
    • Method of controlling hydraulic pressure for an automatic transmission
gear system
    • 控制自动变速箱齿轮系统液压的方法
    • US4791568A
    • 1988-12-13
    • US780402
    • 1985-09-26
    • Takeo HiramatsuBonnosuke TakamiyaYuichi Tanaka
    • Takeo HiramatsuBonnosuke TakamiyaYuichi Tanaka
    • F16H61/00F16H59/18F16H61/02F16H61/06F16H61/08F16H61/10B60K41/08F16H5/40G05D16/00
    • F16H61/061F16H2061/0078F16H2061/0087F16H2061/0255F16H59/18Y10T477/6937
    • In an automatic transmission for a vehicle in which frictional engaging elements are selectively actuated by application of a hydraulic pressure for stopping the rotation of a selected one of rotary elements relative to the others thereby changing over the speed ratio, and the hydraulic pressure is subjected to feedback control so that an actual changing rate of the rotation speed of the rotary element can follow up a predetermined reference rate for attaining an ideal speed shift, an initial hydraulic pressure to be supplied to a specific frictional engaging element in the starting stage of a succeeding speed shift is decided on the basis of the detected value of the hydraulic pressure supplied to the specific frictional engaging element in a preceding speed shift. Thus, even when the capacity of the automatic transmission does not primarily match that of an engine combined therewith, the initial hydraulic pressure supplied to the frictional engaging element can be quickly converged to an appropriate value with high accuracy, and the automatic transmission can be satisfactorily combined with any one of engines having different capacities.
    • 在一种用于车辆的自动变速器中,其中通过施加用于停止所选择的一个旋转元件相对于其它旋转元件的旋转的液压选择性地致动摩擦接合元件,从而改变速比,并且液压经受 反馈控制,使得旋转元件的转速的实际变化率可以跟随预定的参考速率,以获得理想的速度换档,在后续的起始阶段提供给特定的摩擦接合元件的初始液压 基于在先前的速度换档中提供给特定的摩擦接合元件的液压的检测值来确定速度换档。 因此,即使自动变速器的容量与发动机组合的能力基本上不一致,供给到摩擦接合元件的初始液压能够以高精度快速地收敛到适当的值,并且自动变速器可以令人满意 结合任何一个具有不同容量的发动机。
    • 9. 发明授权
    • Exhaust device for motorcycle
    • 摩托车排气装置
    • US08109084B2
    • 2012-02-07
    • US12055871
    • 2008-03-26
    • Kenji MoritaYuichi Tanaka
    • Kenji MoritaYuichi Tanaka
    • F01N1/00
    • F01N13/08F01N13/009F01N2260/14F01N2340/04F01N2390/08F01N2490/18F01N2590/04
    • An exhaust throttle valve protected from disturbance due to stones scattered during operation of a vehicle. Front side exhaust pipes and rear side exhaust pipes are connected to a catalyst chamber disposed below a crankcase. The catalyst chamber and an exhaust chamber disposed to the rear thereof are connected to each other via a rear exhaust pipe. The diameter of the rear exhaust pipe is smaller than the lateral width of each of the catalyst chamber and the exhaust chamber, so that a recessed space is externally formed so as to recede inside of the vehicle. An exhaust throttle valve is received in the space. The exhaust throttle valve is partially exposed to the outside of the rear exhaust pipe and a throttle valve is received in the rear exhaust pipe to throttle-control the passage-sectional area of the rear exhaust pipe according to the rotation of the engine.
    • 排气节流阀防止在车辆运行期间散落的石块的干扰。 前侧排气管和后侧排气管连接到设置在曲轴箱下方的催化剂室。 设置在其后部的催化剂室和排气室经由后排气管彼此连接。 后排气管的直径小于催化剂室和排气室的横向宽度,从而在外部形成凹陷空间以便在车辆内部后退。 排气节流阀接收在该空间中。 排气节流阀部分地暴露在后排气管的外部,并且在后排气管中容纳有节流阀,以根据发动机的旋转节流控制后排气管的通道截面面积。