Patents Examined by Edwin A. Young
  • Patent number: 10464562
    Abstract: A shift control method for a rapidly accelerating DCT vehicle, may include determining, by a controller, whether or not there occurs a power-on upshift situation in which an accelerator pedal is depressed 50% or more; estimating, by the controller, a predicted time remaining until an engine speed enters a red zone when engagement of a target shift-stage gear is completed under the power-on upshift situation; and performing, by the controller, a torque phase by updating a predetermined target torque phase time to fall within the predicted time when the predicted time is less than the target torque phase time and controlling a disengaging clutch and an engaging clutch depending on the updated target torque phase time.
    Type: Grant
    Filed: June 8, 2018
    Date of Patent: November 5, 2019
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventor: Sung Hyun Cho
  • Patent number: 10464418
    Abstract: A transaxle may include an input shaft including a first shaft and a second shaft; and a torque limiter including an input unit and connected to the other end of the first shaft so as to be relatively non-rotatable, a driven unit connected to a second end of the second shaft so as to be relatively non-rotatable, and a region transmitting a torque between the input unit and the driven unit while limiting the torque to a predetermined value or less. By connecting the input unit and the driven unit of the torque limiter with a one-way clutch, the second shaft is rotatable relative to the first shaft when a rotation direction of the first shaft is a first direction, and the second shaft is non-rotatable relative to the first shaft when the rotation direction is a second direction opposite to the first direction.
    Type: Grant
    Filed: February 15, 2018
    Date of Patent: November 5, 2019
    Assignee: KANZAKI KOKYUKOKI MFG. CO., LTD.
    Inventor: Michio Tsukamoto
  • Patent number: 10464416
    Abstract: A method for operating a drive train for a motor vehicle, with at least one primary drive axle and at least one secondary drive axle, which are operatively connected to each other via a clutch to an adjustable transmission torque. At the same time it is provided that a vibration amplitude of a vibration of the drive train is determined and in a damping operation type of the drive train, the transmission torque is determined from the vibration amplitude and adjusted on the clutch.
    Type: Grant
    Filed: February 18, 2016
    Date of Patent: November 5, 2019
    Assignee: AUDI AG
    Inventors: Christian Graf, Michael Bär, Michael Wein, Martin Arndt, Stefan Lehner, Marc Baur
  • Patent number: 10458358
    Abstract: The invention realizes fuel microinjection volume correction with high degrees of accuracy, stability, and reliability regardless of a configuration of a transmission.
    Type: Grant
    Filed: February 9, 2017
    Date of Patent: October 29, 2019
    Assignee: Bosch Corporation
    Inventors: Atsushi Hoshino, Shouta Tashiro
  • Patent number: 10457286
    Abstract: Systems and methods for a vehicle automatic transmission comprising a dog clutch utilize a set of sensors configured to measure accelerator pedal position, torque generating device speed, and vehicle speed, and a controller configured to detect whether a coast downshift of the transmission to a desired gear ratio and involving the dog clutch is to be performed. In response to detecting that the coast downshift involving the dog clutch is to be performed, the controller determines whether the accelerator pedal has been depressed indicating a request for increased torque generating device speed/torque, when the accelerator pedal is depressed, performs a downshift of the transmission, while the accelerator pedal is not depressed, determines whether a synchronization point of the vehicle speed relative to the torque generating device speed has been reached and when the vehicle/torque generating device speed synchronization point has been reached, performs the downshift of the transmission.
    Type: Grant
    Filed: May 8, 2018
    Date of Patent: October 29, 2019
    Assignee: FCA US LLC
    Inventors: William Mayhew, Stephen Tokish
  • Patent number: 10457291
    Abstract: A vehicle includes a powertrain and a controller. The powertrain includes a powerplant. The controller is programmed to, responsive to a tip-in resulting in a powertrain torque direction reversal and upon obtaining a base value of a desired powertrain lash angle, adjust a powerplant torque schedule. The controller is then subsequently programmed to adjust the desired powertrain lash angle from the base to an adjusted value based on an observed powertrain lash angle that corresponds to a maximum powertrain acceleration during the tip-in.
    Type: Grant
    Filed: April 27, 2018
    Date of Patent: October 29, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Mary Catherine Farmer, Dennis Craig Reed, Peter Douglas Kuechler, Terry Gene Feldpausch, Mitchell Thomas Fink
  • Patent number: 10457285
    Abstract: A vehicle control device turns off a clutch to put a vehicle into an inertia operation state in response to a predetermined executing condition being met, and turns on the clutch to terminate the inertia operation state in response to a predetermined terminating condition being met during the inertia operation. The vehicle control device includes a deceleration degree calculating device, a determination device, and an operation control device. The deceleration degree calculating device calculates an actual deceleration degree. The determination device determines whether the actual deceleration degree is greater than a threshold value defined on the basis of a deceleration degree of the vehicle in an accelerator-off and clutch-on state. The operation control device terminates or maintains the inertia operation depending on a condition of the actual deceleration degree.
    Type: Grant
    Filed: February 25, 2016
    Date of Patent: October 29, 2019
    Assignee: DENSO CORPORATION
    Inventors: Shigeru Maeda, Akira Kato
  • Patent number: 10443717
    Abstract: A vehicle includes an engine as a drive source and a continuously variable transmission. The continuously variable transmission includes a torque converter having a lockup clutch. When simultaneous execution of an upshift of the continuously variable transmission and a lockup engagement of the lockup clutch is required in accordance with an accelerator depression operation, the LU engagement control of the lockup clutch is started in accordance with an LU engagement request. On the other hand, the upshift control uses the continuously variable transmission to place the starting of the control with respect to the upshift request on standby and cancels the standby when the LU engagement control of the lockup clutch enters a lockup engagement completion region and starts the upshift control (delayed control).
    Type: Grant
    Filed: October 26, 2016
    Date of Patent: October 15, 2019
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Yuzuru Tohta
  • Patent number: 10436319
    Abstract: A method for controlling a gearbox that includes, a) shifting gear from a low range gear to a high range gear in the range gearbox (7); b) disconnecting a ring gear (54) of a planetary gear from a gearbox housing (52), synchronizing the speed between a third gear drive (74) on the main shaft (14) and the main shaft (14), connecting the third gear drive (74) and the main shaft (14); c) disconnecting a first part (14a) of the main shaft (14) from a second part (14b) of the main shaft (14), synchronizing the speed between a first gear wheel (64) and a lay shaft (22), connecting the first gear wheel (64) and the lay (22) shaft via a second and a third gear wheel (70, 76); and d) disconnecting the first, the second and the third gear wheels (64, 70, 76) and from the lay shaft (22), synchronizing the speed between the second part (14b) of the main shaft (14) and a planet carrier (38) of a planetary gear (37), connecting the second part (14b) of the main shaft (14) and the planet carrier (38); a gearbox (2), control
    Type: Grant
    Filed: October 3, 2016
    Date of Patent: October 8, 2019
    Assignee: SCANIA CV AB
    Inventor: Dieter Slapak
  • Patent number: 10436262
    Abstract: A control device for a power transmission mechanism is provided, performing control so that a driving wheel reliably obtains torque when a vehicle is started. In a vehicle having a power transmission mechanism that includes a power transmission path transmitting power from a power source to a first driving wheel and a second driving wheel, and a power transmission element arranged in the power transmission path between the power source and the second driving wheel, a control device for a power transmission mechanism includes a control section controlling a fastening force of the power transmission element so as to control power transmission capacity of the power transmission mechanism from the power source to the second driving wheel, wherein when the control section acquires that the vehicle transitions from a traveling state to a stop state, the acquisition triggers the control section to increase the power transmission capacity.
    Type: Grant
    Filed: March 29, 2017
    Date of Patent: October 8, 2019
    Assignee: Honda Motor Co., Ltd.
    Inventor: Tetsuro Hara
  • Patent number: 10436316
    Abstract: The present disclosure provides a method for preventing interlock of a transmission. The method may include: sensing, with a controller, target currents of a plurality of solenoid valves, where each solenoid valve of the plurality of solenoid valves is connected to corresponding friction element; and when it is determined that target currents of at least two solenoid valves of the plurality of solenoid valves are equal to or greater than a predetermined current, interrupting, with the controller, a supply of power to the plurality of solenoid valves based on a degree of deviation of an actual speed of a transmission output shaft from a target speed for a predetermined time.
    Type: Grant
    Filed: November 9, 2017
    Date of Patent: October 8, 2019
    Assignees: Hyundai Motor Company, KIA Motors Corporation
    Inventor: Sang Min Yang
  • Patent number: 10427688
    Abstract: A control system of a vehicle is provided, which includes an automatic transmission, a brake controller, and a processor configured to execute a neutral idle controlling module, a hydraulic pressure calculating module, a hydraulic pressure controlling module to calculate a target value of hydraulic pressure supplied to a frictional engageable element according to a given parameter, and a brake hold controlling module. The calculating module includes a first calculating submodule executed to calculate the target value in a period from an issuance of a vehicle start request when a neutral idle control is executed and a brake hold control is not executed in a vehicle stopped state until the frictional engageable element is engaged, and a second calculating submodule executed to calculate the target value so that a calculated value is lower than in the first calculation when the value of the parameter is the same.
    Type: Grant
    Filed: May 7, 2018
    Date of Patent: October 1, 2019
    Assignee: Mazda Motor Corporation
    Inventors: Mitsukazu Tasaka, Tadashi Saito, Shoji Imai, Yasunari Nakayama
  • Patent number: 10428935
    Abstract: A method of controlling an automatic transmission is provided. The automatic transmission includes a piston having first and second surfaces opposite from each other, friction plates, engaging and disengaging hydraulic pressure chambers for supplying hydraulic pressure and directing the piston to push the friction plates to be engaged and disengaged, a hydraulic pressure control valve for supplying and discharging hydraulic pressure to and from the chambers, and first and second oil paths communicating the valve with the chambers. The second surface has a larger area for receiving hydraulic pressure than that of the first surface. The method includes controlling the friction plates to change from the disengaged state to the engaged state. Controlling the friction plates includes adjusting the hydraulic pressure to a first instruction pressure in a first period in response to a gear shift command, and to a second instruction pressure in a second period.
    Type: Grant
    Filed: May 15, 2017
    Date of Patent: October 1, 2019
    Assignee: Mazda Motor Corporation
    Inventors: Yutaro Fukuda, Manabu Sasahara, Tadashi Saito, Tomohiro Kubo
  • Patent number: 10428938
    Abstract: A vehicle propulsion system that includes a prime mover having an output shaft, a torque converter including a compressor coupled to the output shaft of the prime mover, a turbine fluidly coupled to the compressor, and a torque converter clutch for selectively mechanically coupling the compressor to the turbine, a continuously variable transmission (CVT) coupled to the turbine of the torque converter, and a controller that is programmed to receive signals indicating operating conditions of the vehicle propulsion system, determine whether the received signals indicate a reduction in ratio in the CVT is impending, determine whether to open the torque converter clutch based upon a determination that a reduction in ratio is impending, and open the torque converter clutch in response to a determination to open the torque converter clutch.
    Type: Grant
    Filed: July 21, 2017
    Date of Patent: October 1, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: James Abington, Jacob V. Renquist
  • Patent number: 10427667
    Abstract: The invention concerns a method for automatically controlling a motor vehicle (10) for switching from a “normal” mode to a “freewheel” mode, the vehicle (10) comprising an engine (12) capable of providing engine torque to drive wheels (14) via an automatically controlled clutch device (18) that comprises a drive shaft (15) and a driven shaft (16). A transition step (E1) is interposed chronologically between the “normal” mode and the “freewheel mode” during which the engine (12) is automatically controlled in such a way that the driven shaft (16) and the drive shaft (15) turn at the same speed without transmitting torque to the drive wheels (14).
    Type: Grant
    Filed: December 10, 2015
    Date of Patent: October 1, 2019
    Assignees: RENAULT S.A.S., GETRAG FORD TRANSMISSIONS GMBH
    Inventors: Grégory Planche, Bertrand Nodin, Pedro Moreno Lahore, Harald Schmitz, Axel Prenger-Berninghoff
  • Patent number: 10415654
    Abstract: Provided herein is a method for calibrating a clutch by searching for the minimum of a multi-dimensional surface including determining the error between a spline function and recorded data relating to clutch characteristics, creating a multi-dimensional surface corresponding to the error values, determining the minimum of the multi-dimensional surface using the steps of performing a Steepest Gradient & Direction determination step and conducting a Golden Section Search and Switch Direction Step to find a minimum that meets a predetermined closing condition. Additionally, provided herein is a computer-implemented system for calibrating the clutch.
    Type: Grant
    Filed: March 27, 2017
    Date of Patent: September 17, 2019
    Assignee: Dana Automotive Systems Group, LLC
    Inventors: Johannes van Ginkel, Ben Goyens
  • Patent number: 10415656
    Abstract: Provided is a work-machine erroneous forward/backward travelling operation notifying device capable of improving safety by notifying, when a travel direction inputted to an operation input unit does not conform to the condition of a transmission clutch, an operator of the non-conformance. Whether the conditions of clutches 121 to 124 conform to a travel direction inputted to a selection lever 141 is determined on the basis of a pressure Pf sensed by a first pressure sensor 133a or a pressure Pr sensed by a second pressure sensor 134a and the travelling direction inputted to the selection lever 141. When it is determined that the conditions of the clutches 121 to 124 do not conform to the travel direction inputted to the selection lever 141, a vehicle 10 is notified that an erroneous operation will occur.
    Type: Grant
    Filed: March 23, 2016
    Date of Patent: September 17, 2019
    Assignee: TADANO LTD.
    Inventors: Toshiaki Kobayashi, Shingo Sakai, Eiji Yoshida, Koichi Morita, Kazuhisa Onishi
  • Patent number: 10407044
    Abstract: A method for supporting car wash mode of a vehicle with internal electronic transmission range selection includes entering the vehicle into car wash mode with the engine off and the transmission in the Neutral position. Next, the method continues with monitoring the vehicle for misuse of car wash mode, and transitioning the vehicle transmission to Park from Neutral when misuse of car wash mode is detected.
    Type: Grant
    Filed: August 16, 2017
    Date of Patent: September 10, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Shawn M Harris, Timothy R Stockdale, Mark S Reinhart, Leanne F Giardini
  • Patent number: 10408338
    Abstract: A control apparatus for a stepped automatic transmission in which one of a plurality of shift speeds is established by selectively engaging a plurality of frictional engagement elements, the stepped automatic transmission mounted on a vehicle, the control apparatus includes: an electronic control unit configured to perform a control of prohibiting a plurality of shift that is transitioning from an upshift speed change to a downshift speed change, for a predetermined period, when a downshift speed change requirement is requested by an occurrence of an accelerator depression operation during an inertia phase of the upshift speed change in a driven state of a vehicle.
    Type: Grant
    Filed: February 23, 2018
    Date of Patent: September 10, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Keisuke Ota, Norihiro Tsukamoto, Masami Kondo
  • Patent number: 10408343
    Abstract: A continuously variable transmission pump limited stop controls system includes a continuously variable transmission (CVT) including primary and secondary variator pulleys. The primary and the secondary variator pulley each have a mating half with a conical face, defining a variable-width gap between each pulley and its mating half. A flexible member is positioned within the gap and is movable on the conical faces defining a CVT ratio. A secondary pulley valve controls flow of a fluid to the secondary variator pulley. A secondary pulley pressure boost system identifies if a rapid stop event is occurring and issues a command to fully open the secondary pulley valve during the rapid stop event. As the CVT ratio reaches a predetermined threshold of a desired relaunch ratio during the rapid stop event, an engine speed request is issued to an engine connected to the CVT to increase engine speed.
    Type: Grant
    Filed: June 30, 2017
    Date of Patent: September 10, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Joseph W. Tatangelo, Paul G. Otanez