Patents Examined by David R Morris
  • Patent number: 10316902
    Abstract: A clutch includes a hub and a carrier that is concentric with the hub. The carrier has a first portion and a second portion that cooperate to define an annular groove. The first and second portions are axially movable relative to each other to change a width of the groove. A wedge disk has a first edge disposed on the hub and a second edge disposed in the groove. The wedge disk is configured to couple the hub to the carrier when the clutch is locked. An actuator is configured to urge the first and second portions together to lock the clutch.
    Type: Grant
    Filed: March 21, 2017
    Date of Patent: June 11, 2019
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Brian Lee, Carsten Ohr
  • Patent number: 10316957
    Abstract: A vehicle is equipped with a dual clutch transmission controlled by a shifting control method to achieve quick shifting and direct engaging through quick synchronous control of the rotational speed of an engine and cooperative control of engine torque when a driver intends to rapidly accelerate the vehicle while shifting. The method includes: a rapid acceleration determining step in which a controller determines whether the vehicle is rapidly accelerated based on an output value according to a driving state of the vehicle until a torque handover period is entered, when shifting is started; and an interlocking step of controlling the engagement clutch torque over a predetermined desired engagement clutch torque to cause interlocking based on a torque value determined in accordance with a rapid acceleration level determined in the torque handover period, when the controller determines that the vehicle is rapidly accelerated.
    Type: Grant
    Filed: June 29, 2017
    Date of Patent: June 11, 2019
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventors: Sung Hyun Cho, Sang Mo Ha
  • Patent number: 10295050
    Abstract: When a jump downshift via an intermediate shift stage is requested and a rotation speed of an input shaft approaches a synchronous rotation speed of the intermediate shift stage, a target torque phase time when the gear shift via the intermediate shift stage is performed with input switching is set to be shorter than that when the gear shift via the intermediate shift stage is performed without using input switching and torque phase control is performed. Accordingly, it is possible to promptly perform engagement of an engagement-side frictional engagement element at the time of passing through the intermediate shift stage and to rapidly perform the gear shift after passing through the intermediate shift stage.
    Type: Grant
    Filed: July 11, 2017
    Date of Patent: May 21, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Keisuke Ota, Ayumu Sagawa, Tomoya Iwami
  • Patent number: 10293809
    Abstract: The present disclosure relates to a shifting control method that improves driving stability by reducing roll-back of a vehicle during the process of shifting on an uphill slope. The shifting control method for a hybrid vehicle includes: determining a degree of roll-back of the vehicle on the basis of a change in the number of revolutions of a transmission input shaft, when power-off down-shifting into a lowest gear is requested; decreasing a disengaging clutch torque, increasing an engaging clutch torque, and increasing a motor torque so that the motor torque follows a desired motor torque, when the degree of roll-back is equal to or greater than a set value; synchronizing a motor speed with an engaging input shaft speed by decreasing the motor torque, when the disengaging clutch torque is equal to or less than a set torque; and finishing the shifting by increasing the motor torque when the synchronization is finished.
    Type: Grant
    Filed: July 7, 2017
    Date of Patent: May 21, 2019
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventors: Sung Hyun Cho, Ju Hyun Nam
  • Patent number: 10293795
    Abstract: An electrohydraulic transmission control system having a parking lock valve by which a parking lock cylinder of a parking lock device can be charged with an actuation pressure adjustable in an operating-state-dependent manner by at least one pilot pressure adjustable in the region of an electrohydraulic pressure adjuster and/or one pressure source. Above a defined actuation pressure level, the parking lock valve is held in a defined operating state in which the actuation pressure can be applied to the parking lock cylinder. The actuation and pilot pressures can be applied to a valve device such that when the actuation and pilot pressure levels approximately correspond to one another, the region of the control system which conducts the actuation pressure is operatively connected, upstream of the parking lock valve, to a pressure region in the region of the valve device with a pressure lower than the defined actuation pressure level.
    Type: Grant
    Filed: June 22, 2017
    Date of Patent: May 21, 2019
    Assignee: ZF FRIEDRICHSHAFEN AG
    Inventors: Markus Herrmann, Thilo Schmidt, Tobias Rolser
  • Patent number: 10295034
    Abstract: A device for transmitting torque includes a hydrodynamic torque converter having a turbine and a pump, as well as a friction clutch that is connected in parallel to the torque converter, having a first and a second frictional segment. The first frictional segment is integrated with the pump, and the second frictional segment is integrated with the turbine. A ring-shaped frictional segment, on which the frictional elements may be brought into engagement with each other axially, and a ring-shaped flow segment, on which vanes of the pump and of the turbine are located opposite each other axially, are matched with one another in their dimensions, in order to realize a balanced transmission behavior.
    Type: Grant
    Filed: July 29, 2015
    Date of Patent: May 21, 2019
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Stephan Maienschein, Toros Guelluek
  • Patent number: 10288131
    Abstract: A vehicle control device including a multi-speed transmission switching gear shift positions in accordance with a combination of hydraulic friction engagement devices operations and pressure control solenoid valves, the control device shifting gears by providing a shift output signal including a quick-apply signal to the valves after a first time from a shift request, the control device has: a pulsation drive control portion to control selectively pulsating the pressure control solenoid valves in a cycle; and a quick-apply control prohibiting portion to prohibit a provision of a quick-apply control using the quick-apply signal for a second time from a time of termination of the pulsation drive control, and to permit the provision of the quick-apply control after the elapse of the second time, for a valve having undergone the control, the pulsation drive control portion to terminate the control for a valve when the shift request is made.
    Type: Grant
    Filed: July 7, 2017
    Date of Patent: May 14, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shin Kitamura, Hironobu Aratake, Norihiro Tsukamoto, Tomohiro Asami, Hiromasa Takai, Daiki Fukuda
  • Patent number: 10288171
    Abstract: When a butting control is performed at a low temperature at which an oil temperature of an automatic transmission is equal to or lower than a predetermined value, a driving condition changing process is performed. In the driving condition changing process, an execution period from a starting of the butting control to an ending of the butting control is divided into a plurality of sections on the basis of a rotation angle of a motor. By making a torque of the motor greater and a rotation speed higher in a starting-section than in an ending-section, the execution period of the butting control is made short. By making the torque of the motor smaller and the rotation speed lower in the ending-section than in the starting-section, an amount of deformation of a component is made smaller when a part of a component is butted against a limit position so that a reference position can be learned accurately.
    Type: Grant
    Filed: February 15, 2017
    Date of Patent: May 14, 2019
    Assignee: DENSO CORPORATION
    Inventor: Daisuke Yamamoto
  • Patent number: 10286914
    Abstract: An electronic control unit starts shift initial oil pressure control after the completion of lockup initial oil pressure control when shift control is performed during the performance of lockup control, the electronic control unit starts shift initial oil pressure control after the completion of lockup initial oil pressure control. Besides, the electronic control unit places priority on the shift control and starts the lockup initial oil pressure control after the completion of the shift initial oil pressure control, when the lockup control is performed during the performance of the shift control. Therefore, the shift initial oil pressure control and the lockup initial oil pressure control are prevented from occurring at the same time when the shift control and the lockup control are performed at the same time.
    Type: Grant
    Filed: February 14, 2017
    Date of Patent: May 14, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Keigo Matsubara, Ayumu Sagawa
  • Patent number: 10281032
    Abstract: Under an abnormal determination, when a transmission gear stage is switched, a torque limit value is changed from a value before switching of the transmission gear stage to a value after switching thereof in a period in which this transmission gear stage is switched.
    Type: Grant
    Filed: March 8, 2017
    Date of Patent: May 7, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Tomohiro Asami, Masakazu Owatari, Takashi Miura, Yuki Murakami
  • Patent number: 10280986
    Abstract: An actuator for a transfer case includes an actuator member, a face cam mechanism, and a motor. The actuator member includes a circumferential flange and an annular body extending from an inner periphery of the circumferential flange. The annular body includes a circumferential slot opposite the flange defined between two end walls formed by the annular body. One of the end walls includes a bearing member coupled thereto. The face cam mechanism includes a follower coupled to a cam member. The cam member is configured to displace axially when rotated. The follower is disposed within the slot. In a first range of motion, the annular member is rotated independent of the face cam mechanism. In a second range of motion, the bearing member engages the follower to rotate the second cam member relative to the first cam member, and the follower moves axially along the bearing member.
    Type: Grant
    Filed: February 10, 2017
    Date of Patent: May 7, 2019
    Assignee: BorgWarner Inc.
    Inventors: Michael Robert Palazzolo, Paul Matthew Riggs, Christopher Anthony Chirco
  • Patent number: 10274083
    Abstract: A connector in a clutch connection structure used in an electrical automobile, which includes: a locking part formed at a body; a latch in contact with the locking part; a first solenoid driving part disposed on one side of the latch; and a second solenoid driving part disposed on the other side of the latch, in which the first solenoid driving part and the second solenoid driving part face each other with the latch being interposed therebetween, such that an operation of a clutch when the clutch operates becomes simple, and thus, noise, vibrations, and durability thereof are improved.
    Type: Grant
    Filed: March 26, 2015
    Date of Patent: April 30, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Young Min Seo, Choong Hee Rhew
  • Patent number: 10274026
    Abstract: Disclosed is a freewheel (4) comprising a first race (38), a second race (40), a clamping gap (46) designed between the first and second race (38, 40), at least one clamping element (48) in the clamping gap (46), and biasing feature (64) for biasing the clamping element (48) into a clamping position within the clamping gap (46), wherein the biasing feature (64) have an accordion spring (66), which is supported directly or indirectly on the first race (38) and which comprises corrugation peaks (70) lying radially outward, corrugation troughs (72) lying radially inward, and a support leg (76) for direct or indirect support on the clamping element (48). In addition, disclosed is a freewheel arrangement (2) comprising such a freewheel (4).
    Type: Grant
    Filed: October 31, 2016
    Date of Patent: April 30, 2019
    Assignee: BorgWarner Inc.
    Inventors: Matthias Gerhard Veit, Marcus Thomas Hertel, Dirk Achim Schmitt, Kay Rapp
  • Patent number: 10273897
    Abstract: A method for controlling PTO clutch engagement includes determining a first change in clutch speed based on an inertial load of a PTO implement. The method also includes determining a second change in clutch speed based on a threshold amount of energy of a PTO clutch. The method further includes determining a third change in clutch speed between the first change in clutch speed and the second change in clutch speed. The method also includes adjusting a clutch current based on the third change in clutch speed.
    Type: Grant
    Filed: January 11, 2017
    Date of Patent: April 30, 2019
    Assignee: CNH Industrial America LLC
    Inventors: Kushan Vora, Haibo Guo, Brian Allen Hartman
  • Patent number: 10272898
    Abstract: A controller for a hybrid vehicle is provided. The hybrid vehicle includes an engine, a first electric motor, a second electric motor, a power split mechanism, and a selectable one-way clutch. The hybrid vehicle is configured to increase and transmit a rotation speed of the engine to an output shaft to drive the output shaft in an overdrive state when the selectable one-way clutch is in the engaged state. The controller includes an electronic control unit configured to control the first electric motor such that an engine brake equivalent torque with a magnitude sufficient to maintain the locked state of the selectable one-way clutch is output in a direction opposite to a direction of a negative torque which is generated in the engine when the hybrid vehicle travels in a state in which supply of fuel to the engine is stopped in the overdrive state.
    Type: Grant
    Filed: June 29, 2017
    Date of Patent: April 30, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenji Itagaki, Naofumi Magarida, Koichi Kato
  • Patent number: 10272907
    Abstract: A controller is configured to respond to an engine start command, operate the engine to produce excess torque beyond a demand torque, and in response to engine speed achieving a threshold, operate the starter-generator to load the engine to consume the excess torque and drive the engine speed toward an electric machine speed, and engage a clutch to couple the engine and an electric machine.
    Type: Grant
    Filed: January 23, 2017
    Date of Patent: April 30, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Rajit Johri, Mark Steven Yamazaki, Fazal Urrahman Syed
  • Patent number: 10260610
    Abstract: A torque converter for a vehicle includes a front cover, an impeller configured to rotate and being coupled to the front cover, a turbine disposed to face the impeller, a turbine shell provided in the turbine, a stator disposed between the impeller and the turbine, and a lockup clutch provided with a drive hub connected to the front cover. The lock-up clutch has a drive disc provided in the drive hub, a driven disc coaxially disposed to the drive disc, and a driven hub provided with the driven disc, and a torsional damper comprising a retaining plate disposed between the lock-up clutch and the turbine. Engine torque is transmitted to the retaining plate through the front cover by a frictional contact between the drive disc and the driven disc.
    Type: Grant
    Filed: December 8, 2016
    Date of Patent: April 16, 2019
    Assignee: Hyundai Motor Company
    Inventors: Jin Mo Park, Pan Seok We, Ho Jin Ji, Myoung Chul Lee, Young Seok Son
  • Patent number: 10260577
    Abstract: A vehicle launch control method may include judging, by a controller, whether or not a vehicle starts to be launched, determining, by the controller, target clutch torque through a designated first determination method and controlling a clutch based on the determined target clutch torque, upon judging that the vehicle starts to be launched, and determining, by the controller, target clutch torque through a designated second determination method differing from the first determination method and controlling the clutch based on the determined target clutch torque, when an engine speed variation and engine speed jerk respectively satisfy designated variation conditions and jerk conditions during determination of the target clutch torque through the first determination method and control of the clutch based on the determined target clutch torque.
    Type: Grant
    Filed: December 7, 2016
    Date of Patent: April 16, 2019
    Assignee: Hyundai Motor Company
    Inventors: Jin Sung Kim, Ju Hyun Nam
  • Patent number: 10253823
    Abstract: In a cooling structure in a clutch having drive plates and driven plates, a lower limit of a width of each of dot grooves is set to a width a at which a flow quantity of lubricating oil passing through each of the dot grooves becomes a minimum flow quantity at which the drive plates and the driven plates can be cooled to a temperature equal to or lower than an upper limit temperature (Tmax) and an upper limit of the width of each of the dot grooves is set to a width b at which an air content in lubricating oil passing through each of the dot grooves becomes a maximum air content at which, according to lubricating oil having the air content, the drive plates and the driven plates can be cooled to a temperature equal to or lower than the upper limit temperature (Tmax).
    Type: Grant
    Filed: February 26, 2015
    Date of Patent: April 9, 2019
    Assignee: JATCO Ltd
    Inventors: Akira Sugimura, Atsushi Maeda, Kou Takahashi, Jumpei Hayakawa, Tadashi Naito, Takashi Kubo
  • Patent number: 10253824
    Abstract: Friction ring for a synchronization unit of a gear changing transmission. The friction ring, when in an uninstalled state, is circumferentially pre-loaded and includes an annular front side, an annular rear side, a conical inner friction surface, a conical outer installation surface, and a first separation surface facing and in contact with a second separation surface and defining a circumferential separation area in the friction ring. The friction ring is prevented from contracting radially and circumferentially by said contact and is capable of expanding radially and circumferentially while being circumferentially pre-loaded.
    Type: Grant
    Filed: September 16, 2016
    Date of Patent: April 9, 2019
    Assignee: OERLIKON FRICTION SYSTEMS (GERMANY) GMBH
    Inventors: Ulf Christoffer, Dietmar Koester, Marcus Spreckels