Engine Controlled By Clutch Control Patents (Class 477/181)
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Patent number: 8147381Abstract: A grip force of a driving wheel is maintained by identifying an actual condition of a motorcycle and controlling a clutch in a timely manner. A clutch control system includes a clutch, an actuator unit causing the clutch to engage or disengage, a rear wheel speed sensor, a front wheel speed sensor, a clutch lever sensor and a controller controlling a control motor based on a rear wheel speed and a front wheel speed. When the rear wheel speed is lower than the front wheel speed and an absolute value of a difference between the rear wheel speed and the front wheel speed is greater than a threshold value, the control motor is driven so as to reduce a transmission force of the clutch. When an operational amount of the clutch lever is greater than a threshold value, processing to reduce the transmission force of the clutch is suspended.Type: GrantFiled: September 25, 2008Date of Patent: April 3, 2012Assignee: Honda Motor Co., Ltd.Inventors: Kanau Iwashita, Akihiko Tomoda
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Patent number: 8145397Abstract: A hybrid powertrain system includes a transmission operative to transfer power between an input member and a torque machine and an output member coupled to a driveline coupled to a wheel including an actuable friction brake. The torque machine is operative to react torque transferred from the wheel through the driveline to the output member of the transmission. The torque machine is connected to an energy storage device.Type: GrantFiled: October 22, 2008Date of Patent: March 27, 2012Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler LLC, Bayerische Motoren Werke AktiengesellschaftInventors: Anthony H. Heap, Jason J McConnell, Seamus T McGrath
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Patent number: 8123657Abstract: A method of operating a drive train comprising a hybrid drive with a combustion engine and an electric motor; a transmission positioned between the hybrid drive and the output; and a clutch positioned between the combustion engine and the electric motor. When the electric motor exclusively drives the vehicle, the combustion engine can be started by engaging the clutch. At the time when the electric motor permanently or without traction force interruption is coupled to the output, and the rotational speed of the electric motor is greater than the starting rotational speed of the combustion engine, and a clutch, positioned between the combustion engine and the electric motor, is engagedly and disengagedly controlled so that the clutch is brought into slippage, via partial engagement, to start the combustion engine, and thereafter the clutch is completely disengaged before reaching a synchronous rotational speed between the combustion engine and the electric motor.Type: GrantFiled: September 16, 2008Date of Patent: February 28, 2012Assignee: ZF Friedrichshafen AGInventors: Christian Mittelberger, Johannes Kaltenbach, Stefan Blattner
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Patent number: 8112206Abstract: A powertrain system includes an engine coupled to an input member of a transmission device operative to transmit torque between the input member and a torque machine and an output member. The torque machine is connected to an energy storage device. A method for controlling a powertrain system includes monitoring a temperature of the energy storage device, selecting a candidate powertrain system operating point, determining an output power from the energy storage device associated with the candidate powertrain system operating point, determining a power loss for operating the powertrain system at the candidate powertrain system operating point, and determining operating costs for operating the powertrain system at the candidate powertrain system operating point associated with the power loss and based upon the temperature of the energy storage device.Type: GrantFiled: October 19, 2008Date of Patent: February 7, 2012Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler LLC, Bayerische Motoren Werke AktiengesellschaftInventor: Anthony H. Heap
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Patent number: 8112207Abstract: A hybrid transmission includes a torque machine and an energy storage device connected thereto. The hybrid transmission is operative to transfer power between an input member and an output member and the torque machine in a continuously variable operating range state.Type: GrantFiled: October 21, 2008Date of Patent: February 7, 2012Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler LLC, Bayerische Motoren Werke AktiengesellschaftInventors: Anthony H. Heap, Tung-Ming Hsieh
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Patent number: 8105205Abstract: A method for adjusting the friction coefficient of a friction clutch situated in a hybrid power train between an electric machine and a combustion engine, actuated by a clutch actuator, the friction coefficient is adjusted by a torque transmitted by the friction clutch, which is determined when starting the combustion engine by the electric machine.Type: GrantFiled: June 24, 2008Date of Patent: January 31, 2012Assignee: Schaeffler Technologies GmbH & Co. KGInventor: Michael Reuschel
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Patent number: 8052579Abstract: A method for checking the plausibility of an actuation position of a clutch of a double-clutch transmission operated by an actuator, including the following steps: disengaging the clutch assigned to the currently active old subtransmission and simultaneously engaging the clutch assigned to the other subtransmission to shift from the gear selected in the old subtransmission to a gear selected in the other, new subtransmission; deselecting the gear selected in the old subtransmission still during the overlapping operation of the clutches or immediately thereafter; detecting the difference between the speed of rotation of a drive shaft of the double-clutch transmission driven by a drive motor and the speed of rotation of the input shaft of the old subtransmission; and evaluating the state of the clutch assigned to the old subtransmission as disengaged when the difference in speeds of rotation exceeds a predetermined value within a predetermined time after deselection of the gear.Type: GrantFiled: May 30, 2008Date of Patent: November 8, 2011Assignee: Schaeffler Technologies GmbH & Co. KGInventors: Juergen Eich, Ekkehard Reibold, Minh Nam Nguyen, Matthias Panzer
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Patent number: 8016722Abstract: A method for controlling an automatic transmission, which allows changing a gear change and downshifting with minimal interruption of traction while the phase of reduction of the drive torque of the drive motor, the phase interruption of the frictional connection phase in the automatic transmission and the phase of rotational speed adjustment in the transmission input shaft are designed for a suitable target rotational speed such that they at least partially overlap. Upon interruption of the frictional connection in the automatic transmission, the drive motor transmits a drive torque to the input shaft of the automatic transmission, via the main clutch, which adjusts the rotational speed of the input shaft of a transmission to the synchronous speed of the new gear.Type: GrantFiled: September 26, 2006Date of Patent: September 13, 2011Assignee: ZF Friedrichshafen AGInventors: Karl-Fritz Heinzelmann, Bernd Doebele
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Publication number: 20110202234Abstract: A vehicle includes a drive train having a manual transmission. An internal combustion engine is coupled to the manual transmission via a clutch. Auxiliary devices operate auxiliary systems of the vehicle. A battery energizes electric drivers for the auxiliary devices. A power exchange unit is coupled to the manual transmission via a power takeoff port. An electric generator is coupled to the power exchange unit, and the internal combustion engine drives the generator via the power exchange unit. The battery is energized by the generator via a battery charger.Type: ApplicationFiled: March 10, 2010Publication date: August 18, 2011Applicant: Zero Emission Systems, Inc.Inventors: Bill C. Bradley, Joel Craig Diehl, Dan Warner Harris, Warner Allen Harris, Warner Olan Harris, Steward B. Nazzaro, Wayne Turnbow
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Patent number: 7988596Abstract: A vehicle includes a first detecting means for detecting an engine speed, a second detecting means for detecting a rotational speed of a rotating member, an engine speed changing means for changing the engine speed, and a control unit. The control unit is electrically connected to the first detecting means, the second detecting means, and the engine speed changing means and controls the engine speed changing means when the rotational speed of the rotating member detected by the second detecting means is lower than a set rotational speed previously set in a range from zero to a rotational speed of the rotating member during rotation of the engine in a range between a speed more than an idle rotational speed and a speed less than a predetermined maximum limit rotational speed.Type: GrantFiled: February 14, 2008Date of Patent: August 2, 2011Assignee: Kawasaki Jukogyo Kabushiki KaishaInventor: Akio Miguchi
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Patent number: 7933705Abstract: A method of controlling a reduction of an amount of fuel supplied to an engine provided to a motor vehicle with an automatic transmission separated from the engine by a torque converter is provided. The method includes the step of sensing commencement of a deceleration state during which an amount of the fuel supplied to the engine is to be reduced to an amount that is less than an amount of fuel being delivered to the engine immediately prior to the deceleration state. Whether synchronization of an engine output shaft and a transmission input shaft is appropriate under the deceleration stat is also to be determined.Type: GrantFiled: October 15, 2007Date of Patent: April 26, 2011Assignee: Honda Motor Co., Ltd.Inventor: Christopher Hopp
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Patent number: 7912613Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.Type: GrantFiled: June 30, 2005Date of Patent: March 22, 2011Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Makoto Kosugi
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Patent number: 7908069Abstract: A method of operating a clutch during vehicle launch including increasing a first hydraulic pressure in an inner chamber from a first to a second level; decreasing a second hydraulic pressure in an outer chamber from a third to a fourth level in response to engine speed and throttle position for the vehicle; and slipping the clutch in response to increasing and decreasing the first and second pressures, respectively. The first hydraulic pressure urges a clutch disposed between the engine and an impeller for a vehicle torque converter to an engaged position. The second hydraulic pressure opposes the first hydraulic pressure. In some aspects, the method includes determining a temperature for oil in a transmission in the vehicle. Then, decreasing the second hydraulic pressure includes decreasing the second pressure in response to the determined temperature. In some aspects, the clutch and the chambers are located in the torque converter.Type: GrantFiled: December 11, 2007Date of Patent: March 15, 2011Assignee: Schaeffler Technologies GmbH & Co. KGInventor: Jeremy Whitmer
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Patent number: 7899600Abstract: A control system is provided. The control system includes a timer module that receives a first torque converter clutch (TCC) apply request and estimates at least one of a message latency time and a hydraulic latency time. A control module receives a subsequent TCC apply request and generates a torque request for an engine based on the at least one of the hydraulic latency time and the torque message latency time.Type: GrantFiled: March 6, 2007Date of Patent: March 1, 2011Inventor: Todd J. Thor
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Patent number: 7794358Abstract: A method of transitioning a torque converter from torque conversion mode to lock-up mode, and a torque converter. The method includes rotationally fixing stator blades to a non-rotatable stator shaft; partially engaging a torque converter clutch to transmit torque from a housing to a turbine at a first speed ratio between the turbine and the housing; disengaging a pump clutch at a second speed ratio between the turbine and the housing, the pump clutch arranged to transmit torque from the housing to the pump; and fully engaging the torque converter clutch at a third speed ratio between the housing and the turbine. The second ratio can be less than a ratio for a coupling point. The torque converter has torque converter and pump clutches, a non-rotatable stator, and a connection point between a turbine and hub, at least partially radially aligned with an inner ring for the stator.Type: GrantFiled: June 12, 2007Date of Patent: September 14, 2010Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Kevin Parks, George Bailey
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Publication number: 20100228462Abstract: A method and system for controlling an engine function includes a deflection determination module generating a clutch deflection signal. The system further includes an engine function module controlling an engine function in response to the clutch deflection signal. The clutch deflection signal may be generated by sensors associated with the transmission shaft such as within the clutch housing or the friction disk.Type: ApplicationFiled: March 3, 2009Publication date: September 9, 2010Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.Inventors: Julian R. Verdejo, Paul A. Piorkowski, Qi Ma
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Patent number: 7749132Abstract: A clutch control apparatus is provided for a hybrid vehicle having at least two different power sources and a clutch disposed between the power sources and the drive wheels arranged to vary a transmission torque capacity. A separate clutch input and output speed sensing device senses the actual clutch input and output speeds respectively. A controller is configured to calculate a target vehicle driving torque according to a driver's operation and the vehicle running condition.Type: GrantFiled: May 24, 2007Date of Patent: July 6, 2010Assignee: Nissan Motor Co., Ltd.Inventors: Jun Motosugi, Ken Ito, Kazutaka Adachi, Hiroyuki Ashizawa
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Patent number: 7744503Abstract: An engine-driven work machine having a target engine speed selection unit and a control unit. The target engine speed selection unit selects and specifies an arbitrary target engine speed from among a plurality of target engine speeds that is set in stepwise fashion. The control unit electrically controls the opening and closing of a throttle valve so that the actual engine speed conforms to the specified target engine speed.Type: GrantFiled: January 17, 2007Date of Patent: June 29, 2010Assignee: Honda Motor Co., Ltd.Inventors: Hiroshi Kobayashi, Masayuki Sasaoka, Toshio Inoue, Kenzo Shimada, Yoshinori Maekawa
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Patent number: 7744504Abstract: A vehicle control apparatus is provided which can detect a rotating speed drop of an engine generated together with a clutch connection so as to be set to a trigger of a control start. An engine rotating speed at a time of issuing the trigger is set to a target rotating speed, and a rotating speed feedback control having an engine torque as an operation amount is carried out. An ignition retard and a fuel cut are provided as an operator for engine torque in addition to an intake air amount operation by an electronically controlled throttle.Type: GrantFiled: November 15, 2007Date of Patent: June 29, 2010Assignee: Hitachi, Ltd.Inventors: Shinya Satou, Toshio Hori, Mamoru Nemoto
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Patent number: 7722499Abstract: A method for controlling a vehicle launch using a transmission having an input, a current gear, an input clutch associated with a target gear and an output, an engine and an electric machine for driving the input, includes the steps of using the engine and the first electric machine to drive the transmission input at a desired magnitude of torque, determining a desired magnitude of torque capacity of the input clutch, determining a crankshaft speed error, determining a magnitude of a change in torque capacity of the input clutch that will reduce the crankshaft speed error, and increasing the torque capacity of the input clutch to a desired torque capacity whose magnitude is determined by adding the current magnitude of torque capacity of the input clutch and said change in torque capacity of the input clutch.Type: GrantFiled: June 7, 2007Date of Patent: May 25, 2010Assignee: Ford Global Technologies, LLCInventors: Ihab S. Soliman, Andrew J. Silveri, Deepak Aswani
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Patent number: 7674204Abstract: A control device for an automatic gearbox, coupled to the engine or a motor vehicle, by a torque converter, including a locking device for a fixed connection of the output shaft of the engine to the input shaft of the automatic gearbox, to produce a lock-up and conversely to release the lock-up. The device further includes an engine control unit, for providing an order for the engine, such as a demand for torque, and a control unit for the gearbox for transmitting to the engine control unit an order such as a torque request. The gearbox control unit may transmit to the engine control unit a torque request as a function of slip and the torque value as demanded by the driver of the vehicle such that the speed of the engine may approach the speed of a turbine of the torque converter so that a lock-up or lock-up release can be carried out.Type: GrantFiled: May 26, 2005Date of Patent: March 9, 2010Assignee: Renault S.A.S.Inventors: Thomas Turpin, Laurent Caniez
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Patent number: 7666117Abstract: In a power-transmission control mechanism for controlling transmission of power from an internal combustion engine of a lawn mower to mowing blades, a controller for an electromagnetic clutch periodically repeats: reading detected engine rotational speed during a predetermined time, when an operating switch is turned on; comparing present engine rotational speed read in the present cycle with previous engine rotational speed read in the previous cycle; engaging the electromagnetic clutch when the present engine rotational speed is equal to or higher than the previous engine rotational speed; and disengaging the electromagnetic clutch when the present engine rotational speed N is lower than the previous engine rotational speed. Thus, the power of the engine is reliably transmitted to the mowing blades without occurrence of engine stall and without being influenced by the load following characteristic of the engine, the clutch, and load fluctuation.Type: GrantFiled: May 22, 2007Date of Patent: February 23, 2010Assignee: Honda Motor Co., Ltd.Inventors: Toshiaki Kawakami, Hiroshi Kobayashi
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Publication number: 20100031910Abstract: The invention relates to a method for controlling the start-up phase of a motor vehicle driven by an internal combustion engine (12). The internal combustion engine (12) is started by an electrical machine (16) that can be operated as a motor, and there is a preferably automatically actuatable clutch (50) in the drive train (11) between the internal combustion engine (12) and the electrical machine (16). A faster start-up response can be achieved if the internal combustion engine (12) is driven by the electrical machine (16) when the clutch (50) is engaged during start-up, and if the clutch capacitance (MK) is reduced according to a defined parameter, preferably the engine speed, the time or the torque (ME) of the electrical machine (16) or similar.Type: ApplicationFiled: October 8, 2009Publication date: February 11, 2010Inventors: Martin Seufert, Frank Thullner, Ralph Richter, Josef Glatthaar, Roberto Tirelli, Vincenzo De Gioia, Reinhard Klein, Jürgen Wagner, Richard Schneider, Guszlav Gulyas, Peter Ebner, Stefan Strobl
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Publication number: 20100029441Abstract: A clutch control device providing an engagement feeling which conforms to a state of a vehicle without requiring a correction of an engagement position even when a clutch is worn. A clutch control device includes a vehicle state detection part for detecting a state of a vehicle, an actuator control part for controlling the actuator, a target torque decision part for deciding a target friction torque value Tt to be generated by the clutch in response to a time which elapses from a point in time that the engagement of the clutch starts as well as in response to a state of the vehicle, and a target oil pressure decision part for deciding a target oil pressure value Pt corresponding to the target friction torque value Tt. The actuator control part controls the actuator so as to set an oil pressure value to the target oil pressure value Pt.Type: ApplicationFiled: July 2, 2009Publication date: February 4, 2010Inventor: Akihiko TOMODA
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Patent number: 7651441Abstract: An engine control system for controlling a displacement on demand engine having a plurality of cylinders includes a torque converter with a torque converter clutch. A control module determines a slip speed of said torque converter clutch, estimates a temperature state of said torque converter clutch based on said slip speed, and selectively activates at least one of said cylinders based on said temperature state.Type: GrantFiled: March 22, 2007Date of Patent: January 26, 2010Assignee: GM Global Technology Operations, Inc.Inventors: Joel M. Maguire, Joseph R. Dulzo, Thomas E. Bolander, William C. Albertson
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Publication number: 20090318265Abstract: A method for controlling the axle coupling clutch of an all wheel drive vehicle is provided. A determination is made to confirm that a coupling clutch operating property is at a predetermined entrance value. If the determination concludes that the coupling clutch operational property is at a predetermined entrance value, a signal is sent to an engine controller to modify engine torque output.Type: ApplicationFiled: May 3, 2007Publication date: December 24, 2009Applicant: BorgWarner Inc.Inventor: Brian B. Ginther
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Patent number: 7628728Abstract: A method for controlling a vehicle launch using a transmission having an input, a current gear, an input clutch associated with a target gear and an output, an engine and an electric machine for driving the input, includes the steps of determining a desired magnitude of torque to be produced at the transmission output, producing a predetermined magnitude of torque capacity of the input clutch, operating the engine such that a magnitude of torque at the transmission output is substantially equal to the desired transmission output torque, determining an crankshaft speed error, determining a desired change in torque at the transmission input that will reduce the crankshaft speed error, adjusting a magnitude of torque produced by the first electric machine such that the magnitude of torque at the transmission input is substantially equal to the desired torque at the transmission input, and engaging the input clutch.Type: GrantFiled: June 7, 2007Date of Patent: December 8, 2009Assignee: Ford Global Technologies, LLCInventors: Ihab S. Soliman, Deepak Aswani, Andrew J. Silveri
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Publication number: 20090247363Abstract: An oil pressure command value for slip-control of a lock-up clutch of a torque converter is calculated based on a feed-forward oil pressure value calculated by an FF value calculating unit and a feed-back oil pressure value calculated by a feedback value calculating unit. When the feedback oil pressure value is calculated, a deviation out-of-range determining unit determines whether a deviation between actual rotational speed difference and target rotational speed difference is outside of a predetermined range. If the deviation is outside of the predetermined range, a feedback value correcting unit calculates a correction value and corrects the feedback oil pressure value. Therefore, when the deviation is outside of the predetermined range, the actual rotational speed difference is brought into convergence with the target rotational speed difference with rapid response.Type: ApplicationFiled: December 23, 2008Publication date: October 1, 2009Applicant: AISIN AW CO., LTD.Inventors: Kiyoshi Nagami, Yoshio Umemura, Makoto Hashizume, Takashi Kato
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Publication number: 20090222178Abstract: A power transmission gearbox for rotorcraft for transmitting rotary movement from at least two engine members to a main shaft, wherein the gearbox presents at least two transmission systems for imparting rotary movement to the main shaft, each of the transmission systems including: an inlet shaft designed to be driven in rotation by an engine member; at least two reduction stages presenting different reduction ratios; a first gearwheel connected to the inlet shaft via a declutchable freewheel, the gearwheel meshing with a first toothed wheel secured to an intermediate shaft defining at least a first reduction stage; a second gearwheel connected to the inlet shaft via a simple freewheel, the second gearwheel meshing with a second toothed wheel secured to the intermediate shaft defining the second reduction stage; a main freewheel mounted on the intermediate shaft to rotate a complementary toothed wheel secured to the main shaft; and a clutch mechanism for the declutchable freewheel.Type: ApplicationFiled: February 26, 2009Publication date: September 3, 2009Applicant: EUROCOPTERInventor: Michel VIALLE
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Patent number: 7530924Abstract: A method of using a torque converter bypass clutch to launch a vehicle, mitigate transient vibration, and mitigate vehicle natural frequency harshness. The method uses the torque converter when the bypass clutch power capacity is approaching its limit, when the vehicle load is high, or the vehicle is on a grade, where normally the bypass clutch would launch the vehicle.Type: GrantFiled: April 17, 2006Date of Patent: May 12, 2009Assignee: Ford Global Technologies, LLCInventor: John E. Brevick
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Patent number: 7510506Abstract: In a parallel manual transmission, an upshifting under power is executed based upon preset operating conditions, for example with a fully depressed accelerator pedal, without an electronically controlled, load-reducing ignition retard. When shifting to a higher gear, the engine output is used for increasing the speed of the engine and for the propulsion of the vehicle, based upon the operating condition of the drive train.Type: GrantFiled: February 17, 2006Date of Patent: March 31, 2009Assignee: Luk Lamellen und Kupplungabau Beteiligungs KGInventors: Klaus Kupper, Georg Schneider
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Patent number: 7503877Abstract: A control system for enabling an engine to operate in a deceleration fuel cutoff (DFCO) mode is provided. The system includes: an enable module that selectively enables a DFCO mode based on an accelerator pedal position; and an engine speed module that regulates engine speed based on turbine speed during a predetermined time period after the DFCO mode is enabled.Type: GrantFiled: June 20, 2006Date of Patent: March 17, 2009Assignee: GM Global Technology Operations, Inc.Inventors: Goro Tamai, Birendra P. Bhattarai, William L. Aldrich, III, James L. Worthing
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Patent number: 7488273Abstract: A method of reducing heat produced by an internal combustion engine in a motorcycle. The method includes supplying fuel pulses to a combustion chamber at least once per engine cycle (consecutive engine cycles defining a series of consecutive fuel pulses), operating the motorcycle at a low speed condition, and withholding at least a portion of at least one fuel pulse from at least one subsequent engine cycle to the combustion chamber when operating the motorcycle at the low speed condition.Type: GrantFiled: June 30, 2006Date of Patent: February 10, 2009Assignee: Harley-Davidson Motor Company Group, Inc.Inventors: Thomas Carl, Earnest Metz, Matthew Peller, Benjamin Wright, Kyle G. Wick, William P. Pari, David L. Zwart
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Publication number: 20090036270Abstract: In a working vehicle, a control unit is configured to control an engine based on an engine power curve indicating a relationship between an engine speed and an engine output torque. The control unit is further configured to calculate an absorption horsepower that is an absorption horsepower of a hydraulic pump and to change the engine power curve used to control the engine based on the absorption horsepower.Type: ApplicationFiled: June 19, 2008Publication date: February 5, 2009Applicant: KOMATSU LTD.Inventors: Kazuhiko HAYASHI, Kazushi NAKATA, Toshihiko FUKASAWA
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Publication number: 20090036271Abstract: One embodiment of the present disclosure provides a material reduction machine including a clutch configured and arranged to engage and disengage a material reduction tool with an engine based in response to a control unit. The control unit is configured to decelerate the material reduction tool by maintaining the clutch engaged with the engine during an engine speed reduction period. Another embodiment of the present disclosure also provides a method of decelerating a material reduction tool of a material reduction machine. The method includes the steps of maintaining engagement between the material reduction tool and an engine after the engine enters an engine speed reduction mode, and disengaging the material reduction device from the engine before the engine rpm drops below a predetermined level.Type: ApplicationFiled: July 29, 2008Publication date: February 5, 2009Applicant: Vermeer Manufacturing CompanyInventors: Ivan R. Brand, Brent Allen Bartels
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Publication number: 20090017989Abstract: A method is provided for controlling disengagement of an automated clutch in a vehicle. A decrease of a first engine rotational speed limit, at which the clutch is disengaged, is initiated upon sensing travel of the vehicle in a down slope, and zero displacement of the throttle control. The first engine rotational speed limit is decreased to a speed where an, in the vehicle arranged, engine idle speed regulator injects an amount of fuel corresponding to a positive engine torque which equals current retarding negative engine torque so that total output torque from the engine is approximately zero. The vehicle accelerating effect due to engine braking torque drop out when the clutch is disengaged will be eliminated.Type: ApplicationFiled: January 5, 2006Publication date: January 15, 2009Applicant: Volvo Lastvagnar ABInventors: Svante Karlsson, Helene Panagopoulos, Erik Lauri
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Patent number: 7465252Abstract: A hydraulic actuation system, especially for actuating the clutch of a vehicle, containing a master cylinder unit, a slave cylinder unit, a hydraulic medium line connecting the two cylinder units and a throttle valve which is used to alter the flow resistance between the cylinders of the master cylinder unit and the slave cylinder unit.Type: GrantFiled: July 17, 2003Date of Patent: December 16, 2008Inventors: Roland Welter, Matthias Zink, Henry Hahn, Udo Popp, Markus Hausner
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Patent number: 7448982Abstract: A method and apparatus are provided for switching on and off the internal combustion engine which drives a vehicle by way of a manual transmission. The manual transmission is associated with a clutch for producing and releasing the frictional connection between the internal combustion engine and drive train. The clutch has a clutch operator for producing and releasing the frictional connection to the drive train. The clutch is actuable by a driver by way of a clutch pedal. A variable representing the engaging speed of the clutch operator is detected. If this variable exceeds a limit value, the starting of the internal combustion engine is interrupted.Type: GrantFiled: January 23, 2004Date of Patent: November 11, 2008Assignee: Daimler AGInventors: Normann Freisinger, Juergen Lang, Manfred Treusch
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Publication number: 20080234106Abstract: An engine control system for controlling a displacement on demand engine having a plurality of cylinders includes a torque converter with a torque converter clutch. A control module determines a slip speed of said torque converter clutch, estimates a temperature state of said torque converter clutch based on said slip speed, and selectively activates at least one of said cylinders based on said temperature state.Type: ApplicationFiled: March 22, 2007Publication date: September 25, 2008Inventors: Joel M. Maguire, Joseph R. Dulzo, Thomas E. Bolander, William C. Albertson
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Patent number: 7395891Abstract: A four wheel drive powertrain control for an automotive vehicle is disclosed. It includes a torque transfer case that distributes power from an engine-powered transfer case mainshaft to a secondary driving axle through a friction clutch as power is distributed directly from the engine-powered mainshaft to a primary driving axle. The friction clutch capacity is sufficient to mechanically lock the transfer case in a four wheel drive mode. If the clutch torque capacity is exceeded, a control algorithm will strategically ramp down engine torque requests by a powertrain controller to eliminate clutch slip.Type: GrantFiled: August 17, 2005Date of Patent: July 8, 2008Assignee: Ford Global Technologies, LLCInventors: Peter Barrette, John Glab, Joseph Torres, John O'Rear, Brian Hildreth
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Publication number: 20080119328Abstract: An object of the invention is to provide a vehicle control apparatus which can achieve a smooth start without generating any engine stall even if general drivers perform a rough starting operation in an MT vehicle, and can execute an engine torque operation having no sense of discomfort with respect to an accelerator operation. A rotating speed drop of an engine generated together with a clutch connection is detected so as to be set to a trigger of a control start, an engine rotating speed at a time of issuing the trigger is set to a target rotating speed, and a rotating speed feedback control having an engine torque as an operation amount is carried out. As an operating means for the engine torque, an ignition retard and a fuel cut are employed in addition to an intake air amount operation by an electronically controlled throttle.Type: ApplicationFiled: November 15, 2007Publication date: May 22, 2008Applicant: Hitachi, Ltd.Inventors: Shinya Satou, Toshio Hori, Mamoru Nemoto
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Patent number: 7367924Abstract: A method for controlling gear-shifting processes of a powershift gearbox which can be coupled to a drive motor and has gear steps including two friction clutches and a plurality of clutches, and at least one gearbox actuator for actuating the gear steps. The method includes the following steps: the torque of the drive motor is received by the new friction clutch associated with the new gear step to be engaged; before the disengagement of the old gear step and before or during the torque reception, a pre-determined pre-tensioning force is applied to the clutch of the old gear step by the gearbox actuator; and the old gear step is disengaged when the motor torque and the clutch torque are balanced.Type: GrantFiled: March 31, 2005Date of Patent: May 6, 2008Assignee: Luk Lamellen und Kupplungsbau Beteiligungs KGInventors: Reinhard Berger, Gunter Hirt, Alexander Schweizer, Boris Serebrennikov, Lidvar Budal, Brad Shellhammer, Jeremy Whitmer, Dietmar Lang
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Patent number: 7361120Abstract: A lock-up clutch control device which controls a lock-up clutch (6) provided in a torque converter (5) interposed between an engine (3) and a transmission (4) used with a vehicle, is disclosed. The lock-up clutch control device has a differential pressure generating device (7,8), a vehicle speed sensor (13), a throttle valve opening sensor (14), an transmission input shaft rotation speed sensor (16), engine torque detection means (2), and a controller (1). The controller (1) determines, based on the detected vehicle speed (VSP) and the detected throttle valve opening (TVO), whether or not a control region of a torque converter is a converter region wherein control is performed to disengage the lock-up clutch.Type: GrantFiled: September 30, 2005Date of Patent: April 22, 2008Assignee: Jatco LtdInventors: Toshiji Iida, Hiroshi Sekiya, Morimasa Yamawaki, Tatsuya Imamura, Koji Dohi, Kouji Saitou
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Patent number: 7357755Abstract: In an engine speed control system mounted on a walk-behind truck having a bed that carries cargo, to power driven wheels through a clutch such that the truck runs and the engine speed is controlled to a desired engine speed, it is detected whether the operator performs operation for disengaging the clutch or for turning the truck, and the desired engine speed is determined to a first value when the operator does not perform any of the operations, while determining it to a second value (lower than the first value) when the operator performs the clutch disengaging or truck turning operation, thereby preventing lurching and sharp turning, protecting cargo against being damaged and falling off, and minimizing fuel consumption and noise.Type: GrantFiled: September 26, 2005Date of Patent: April 15, 2008Assignee: Honda Motor Co., Ltd.Inventors: Tomoki Fukushima, Hayato Matsuda, Shinichi Katsuragawa
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Patent number: 7359785Abstract: A starting device has a friction element arranged between an engine and wheels for transmitting torque between them. The engagement and disengagement of the element is shifted by press force outputted from a press force applier, which is controlled by a control unit. The control unit includes a creep demand degree judging means judging a driver's creep demand degree for starting a motor vehicle after substantial stop of the vehicle with applying brake force to the wheels and outputs a creep demand degree signal, a creep time setting means setting creep time based on the creep demand degree signal and outputs a creep time signal, and a creep torque producing means producing creep torque by controlling the press force to obtain a slipping state of the element for a period determined based on the creep time signal.Type: GrantFiled: June 3, 2005Date of Patent: April 15, 2008Assignee: Nissan Motor Co., Ltd.Inventors: Susumu Yoshida, Yoshikazu Oota
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Patent number: 7316631Abstract: An automatic transmission apparatus includes: a torque converter including a pump impeller connected to an engine and a turbine connected to an input shaft of an automatic transmission; an oil pump connected to the pump impeller and to the turbine; and a controlling means for selecting one of the engine and the turbine as a driving power source of the oil pump. The oil pump generates an oil pressure by rotation of the selected one of the engine and the turbine.Type: GrantFiled: September 27, 2005Date of Patent: January 8, 2008Assignee: Aisin Seiki Kabushiki KaishaInventor: Kazutoshi Tsunekawa
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Patent number: 7314430Abstract: A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.Type: GrantFiled: November 18, 2005Date of Patent: January 1, 2008Assignee: ArvinMeritor Technology, LLCInventors: James H. DeVore, Charles E. Allen, Jr., Winfried Sturmer, Karl-Fritz Heinzelmann, Ludger Ronge, Loren C. Dreier, Robert A. Sayman, Ronald P. Muetzel, Muneer AbuSamra
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Patent number: 7306545Abstract: A method of improving performance of secondary driveline clutches in motor vehicle transfer cases includes the steps of testing each manufactured transfer case to determine the clutch drive current versus torque transfer function, fitting such determined function to one of a small number of predetermined performance curves and incorporating an identification of the selected one of such predetermined performance curves in the transfer case. When the transfer case is installed in a vehicle, the curve identification is read and the transfer case control module (TCCM) adjusts its clutch drive signal in accordance with the predetermined curve to achieve known and desired torque transfer through the clutch with a given clutch drive signal.Type: GrantFiled: June 28, 2005Date of Patent: December 11, 2007Assignee: BorgWarner, Inc.Inventor: Christopher J. Lanker
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Patent number: 7300385Abstract: A control method for coupling a first engine to a second engine in a vehicle includes determining a current position of a throttle body that regulates power output from the first and second engines. Determining a set speed for the first and second engines that corresponds to a desired power output from the first and second engines. Determining a compensation position for the throttle body and moving the throttle body to the compensation position. Actuating a clutch to a closed position such that the first engine is coupled to the second engine. Determining whether the first engine and the second engine are in phase. Actuating the clutch to slip if the first engine is not in phase with the second engine and actuating the clutch to the closed position when the first engine and the second engine are in phase.Type: GrantFiled: September 28, 2004Date of Patent: November 27, 2007Assignee: Chrysler LLCInventors: Jeffrey P Cherry, George Konstantakopoulos, Steven A Barnhart, Donald L Carriere
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Patent number: RE41804Abstract: A method for altering the coupling torque of a coupling in the drive train of a vehicle with an automatic gearbox and/or automatic coupling in a creep drive mode of a vehicle. According to the invention, the coupling torque is altered according to at least one variable, the parameter of the vehicle describing the creep drive mode thereof.Type: GrantFiled: January 29, 2009Date of Patent: October 5, 2010Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KGInventors: Christian Rieger, Juergen Gerhart, Mario Jung, Martin Vornehm