Patents Examined by Roger Pang
  • Patent number: 9835244
    Abstract: A planetary gear train for a wind power plant includes a planetary stage rotating in a gear train housing, a spur gear stage downstream of the planetary stage, a sun wheel shaft which is non-rotatably connected to a sun wheel of the planetary gear stage, and a hollow shaft which is coaxially surrounded by a spur gear of the spur gear stage and is non-rotatably connected to the spur gear. The sun wheel shaft and the hollow shaft are non-rotatably connected to each other by a toothed coupling, with an outer toothing of the sun wheel shaft meshing with an inner toothing of the hollow shaft. The planetary gear train includes oil-guide ducts which produce a connection between an oil inlet connected to the gear train housing, on the one hand, and the toothed coupling and the axial contact surface, on the other hand.
    Type: Grant
    Filed: August 8, 2014
    Date of Patent: December 5, 2017
    Assignee: Siemens Aktiengesellschaft
    Inventors: Michael Deitmers, Ralf Möllendorf
  • Patent number: 9822854
    Abstract: A transmission is disclosed having an input member, an output member, a plurality of planetary gear sets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms including a one-way clutch. The plurality of planetary gear sets has first, second and third members. The input member is continuously interconnected with a member of the planetary gear sets. The output member is continuously interconnected with another member of the planetary gear sets. At least eight forward speeds and one reverse speed are produced by the selective engagement of the five torque-transmitting mechanisms.
    Type: Grant
    Filed: July 28, 2016
    Date of Patent: November 21, 2017
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventor: Larry D. Diemer
  • Patent number: 9809226
    Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine controlled dependent on a load demand on a target engine torque and having a dual-clutch transmission with two sub-transmissions, each having a friction clutch positioned operatively between the internal combustion engine and a sub-transmission with a changing maximum transferable clutch torque, wherein a specified clutch torque is set along an actuation travel path by means of a clutch actuator, a clutch characteristic of the transferable clutch torque is continuously adapted over the actuation travel path, and a maximum engine torque for a sub-transmission, which is reduced in comparison to the target engine torque, is limited to the maximum clutch torque transferable by means of the friction clutch of that sub-transmission.
    Type: Grant
    Filed: September 19, 2014
    Date of Patent: November 7, 2017
    Assignee: Schaeffler Technologies AG & Co., KG
    Inventors: Georg Goeppert, Artur Schlappa
  • Patent number: 9810292
    Abstract: A planetary gear train of claim of an automatic transmission for a vehicle may include an input shaft for receiving an engine torque, an output shaft for outputting a shifted torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft directly connected with the input shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable with the fourth shaft, a sixth shaft selectively connectable with the fourth shaft, a seventh shaft selectively connectable with the sixth shaft, and an eighth shaft directly connected with the output shaft, and selectively connectable with the fifth shaft.
    Type: Grant
    Filed: August 26, 2016
    Date of Patent: November 7, 2017
    Assignee: Hyundai Motor Company
    Inventors: Hyun Sik Kwon, Seong Wook Hwang, Wonmin Cho, Jae Chang Kook, Seongwook Ji
  • Patent number: 9791024
    Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque of the engine, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a third planetary gear set including seventh, eighth, and ninth rotation elements, a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements, and six friction elements selectively connecting the rotation elements, or selectively connecting at least one of the rotation elements and a transmission housing.
    Type: Grant
    Filed: June 29, 2016
    Date of Patent: October 17, 2017
    Assignee: Hyundai Motor Company
    Inventors: Jae Chang Kook, Seong Wook Hwang, Woo Jin Chang, Wonmin Cho, Hyun Sik Kwon, Wookjin Jang, Seongwook Ji
  • Patent number: 9791031
    Abstract: A differential gear mechanism constructed in accordance to one example of the present disclosure can include a differential casing having a first case housing portion and a second case housing portion. The first and second case housing portions can be coupled together with fasteners. A first and a second side gear can be rotatably mounted within the differential casing. A plurality of pinion gears can be mounted between the first and second side gears. Each of the plurality of pinion gears can be rotatably mounted on a respective pinion gear shaft. Each pinion gear shaft can have first and second ends. The first end of each pinion gear shaft can be aligned with a fastener of the plurality of fasteners such that axial movement of the respective pinion gear shafts is inhibited by contact with a corresponding fastener of the plurality of fasteners.
    Type: Grant
    Filed: February 4, 2015
    Date of Patent: October 17, 2017
    Assignee: Eaton Corporation
    Inventors: Matthew G. Fox, Jeffrey A. Oesch
  • Patent number: 9784340
    Abstract: A family of transmission gearing arrangements provides between eight and ten forward speed ratios and a reverse speed ratio. Three planetary gear sets are located on the input axis and a fourth planetary gear set is located on an offset axis. Axis transfer gears convey power between the input axis and the offset axis. One axis transfer gear is supported by a front support while another is supported by a center support. The center support also supports a clutch module and supplies pressurized fluid to engage the clutches in the clutch module.
    Type: Grant
    Filed: December 15, 2015
    Date of Patent: October 10, 2017
    Assignee: Ford Global Technologies, LLC
    Inventor: David Allen Janson
  • Patent number: 9770969
    Abstract: A hybrid powertrain that includes a combustion engine (4); a gearbox (2) with an input shaft (8) and an output shaft (20); a first planetary gear (10) connected to the input shaft (8) a second planetary gear (12) connected to the first planetary gear (10); a first electrical machine (14) connected to the first planetary gear (10); a second electrical machine (16) connected to the second planetary gear (12); a first gear pair (G1, 60) and a third gear pair (G1, 72) situated between the first planetary gear (10) and the output shaft (20); and a second gear pair (66) and a fourth gear pair (G2, 78) situated between the second planetary gear (12) and the output shaft (20); a countershaft (18) provided between the respective first and the second planetary gears (10, 12) and the output shaft (2), and (18) connected to the output shaft (20) via a fifth gear pair (G3M 21). Also, disclosed is a method for controlling the hybrid powertrain.
    Type: Grant
    Filed: March 20, 2014
    Date of Patent: September 26, 2017
    Assignee: SCANIA CV AB
    Inventors: Mathias Björkman, Niklas Pettersson, Johan Lindström, Mikael Bergquist
  • Patent number: 9765854
    Abstract: A multi-stage transmission for a vehicle may include an input shaft; an output shaft; first to fourth planetary gear devices transmitting rotary force between the input and output shafts, each of them having three rotary elements; and at least six shifting elements connected to the rotary elements of the planetary gear devices; wherein first rotary element of the first planetary gear device is installed to be fixable by any one of the shifting elements and variably connected to second rotary element of the second planetary gear device, second rotary element is continuously connected to the input shaft and variably connected to third rotary element of the second planetary gear device, and third rotary element is variably connected to the second rotary element of the second planetary gear device and continuously connected to first rotary element of the third planetary gear device.
    Type: Grant
    Filed: November 14, 2015
    Date of Patent: September 19, 2017
    Assignee: Hyundai Motor Company
    Inventors: Seong Wook Ji, Jae Chang Kook, Seong Wook Hwang, Hyu Tae Shim, Won Min Cho, Hyun Sik Kwon, Kang Soo Seo, Myeong Hoon Noh
  • Patent number: 9765849
    Abstract: A torsional vibration damping arrangement for the drivetrain of a vehicle has an input region driven in rotation around an axis of rotation A and an output region. A first torque transmission path and a second torque transmission path parallel thereto proceed from the input region. A coupling arrangement communicates with the output region for superposing the torques guided via the torque transmission paths, and a phase shifter arrangement for the first torque transmission path generates a phase shift of rotational irregularities guided via the first torque transmission path relative to rotational irregularities guided via the second torque transmission path. The output region includes the planet gear carrier at which a planet gear is rotatably supported, and the planet gear carrier is connected to the output region to be fixed with respect to rotation relative to it.
    Type: Grant
    Filed: January 9, 2014
    Date of Patent: September 19, 2017
    Assignee: ZF Friedrichshafen AG
    Inventor: Tobias Dieckhoff
  • Patent number: 9765886
    Abstract: A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.
    Type: Grant
    Filed: June 12, 2013
    Date of Patent: September 19, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Satoshi Taninaka, Hirofumi Nakada, Michio Yoshida, Hiroki Kondo, Kenji Matsuo, Kazuya Ishiizumi, Daisuke Inoue, Kyohei Suzumura
  • Patent number: 9758037
    Abstract: Even in the case where it is difficult to increase an engine torque (Te) during switching when a running is switched to a 4WD running or a 2WD running during a 2WD_d running, an alternative control section suppresses a fluctuation in the driving force of a four-wheel drive vehicle, hence it is possible to suppress a switching shock and an unnatural feeling of deceleration occurring during the switching to the 4WD running or the 2WD running.
    Type: Grant
    Filed: August 29, 2014
    Date of Patent: September 12, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kohei Horiike, Kunihiro Iwatsuki
  • Patent number: 9758160
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine may be started in one of two ways depending on operating conditions. In particular, the engine may be started via a lower power output electric machine or a higher power output electric machine.
    Type: Grant
    Filed: June 5, 2015
    Date of Patent: September 12, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Alex O'Connor Gibson, Seung-Hoon Lee, Jeffrey Allen Doering, David Oshinsky, Dennis Craig Reed
  • Patent number: 9759275
    Abstract: A controller adjust a clutch actuator position is response to movement of a clutch pedal. During an engagement or a disengagement, the controller monitors sensor signals to determine the actuator position corresponding to the touch point. The sensors may directly indicate clutch torque or may respond indirectly. A Giant Magneto Resistive (GMR) sensor provides a precise shaft rotational position signal which can be twice numerically differentiated to yield an accurate and stable acceleration signal. The controller updates the touch point based on a change in the sensed acceleration or torque. The controller then adjusts the relationship of actuator pedal position to clutch pedal position, making mechanical wear adjustment unnecessary.
    Type: Grant
    Filed: December 10, 2014
    Date of Patent: September 12, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Alexander O'Connor Gibson, Yuji Fujii, Gregory Michael Pietron
  • Patent number: 9758159
    Abstract: An output shaft is arranged to be lateral and parallel to engine input shafts and a motor input shaft. An engine side gear mechanism for transmitting a power of the engine input shafts to the output shaft is provided. A motor side gear mechanism for transmitting a power of the motor input shaft to the output shaft is provided. An input side clutch engages and disengages the engine input shafts and the motor input shaft. When the input side clutch is engaged, the power transmission between a position where the engine side gear mechanism is arranged on the engine input shafts and a position where the motor side gear mechanism is arranged on the motor input shaft is invariably possible.
    Type: Grant
    Filed: September 12, 2014
    Date of Patent: September 12, 2017
    Assignee: DENSO CORPORATION
    Inventors: Tomonori Imamura, Shinichirou Koshimoto, Hiroshi Okada, Tomohiro Saito
  • Patent number: 9759289
    Abstract: A bogie axle assembly having a housing, a spindle, a drive sprocket unit, and a planetary gear set. The drive sprocket unit may be fixedly disposed on a planet gear carrier of the planetary gear set. The spindle may be fixedly disposed on the housing. The drive sprocket unit may be rotatably supported by at least one roller bearing assembly that may be disposed between the spindle and the drive sprocket unit.
    Type: Grant
    Filed: September 21, 2015
    Date of Patent: September 12, 2017
    Assignee: ArvinMeritor Technology, LLC
    Inventors: I-Chao Chung, Tomaz Dopico Varela
  • Patent number: 9752675
    Abstract: A transmission control circuit for controlling a system pressure provided by a pressure pump in a transmission. The circuit includes a pressure control valve and an electronic control unit. Load states and operating states of the working machine can be detected by the control unit and transmission input torque limits associated with the load states and state values representing at least one first operating state and state values representing at least one second operating state are stored therein. The first operating state corresponds with the maximum system pressure and the second operating state corresponds with a reduced system pressure compared to the maximum system pressure. The circuit includes a pressure limiting valve activated by the control unit to overrule the pressure control valve in order to variably set the reduced system pressure.
    Type: Grant
    Filed: September 22, 2015
    Date of Patent: September 5, 2017
    Assignee: DEERE & COMPANY
    Inventors: Helmut Schaefer, Guenter Rheinheimer, Steffen Frassek
  • Patent number: 9732830
    Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft for receiving an engine torque, an output shaft for outputting a shifted torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft directly connected with the input shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable with the first shaft, a sixth shaft selectively connectable with the fourth shaft, a seventh shaft selectively connectable with the fourth shaft, and an eighth shaft selectively connectable with the fifth shaft and directly connected with the output shaft.
    Type: Grant
    Filed: September 15, 2016
    Date of Patent: August 15, 2017
    Assignee: Hyundai Motor Company
    Inventors: Seongwook Ji, Seong Wook Hwang, Hyun Sik Kwon, Wonmin Cho, Jae Chang Kook
  • Patent number: 9726282
    Abstract: Embodiments are directed to a front end accessory drive (FEAD) and power modulating devices (PMD) which can be used in a FEAD. In one embodiment, a continuously variable transmission (CVT) is coupled directly to a crankshaft of a prime mover, and the CVT is used to regulate the speed and/or torque delivered to an accessory. A compound drive device includes a motor/generator subassembly cooperating with a CVT subassembly to provide a motor functionality with torque multiplication or division, or alternatively, a generator functionality with torque multiplication or division. In some embodiments, a FEAD includes a PMD having a sun shaft configured to couple to a sun of the PMD and to an electric motor component, such as an electrical armature or an electrical field. In one embodiment, the electrical armature the electrical field are placed concentrically and coaxially and configured to rotate relative to one another in opposite directions.
    Type: Grant
    Filed: April 24, 2015
    Date of Patent: August 8, 2017
    Assignee: Fallbrook Intellectual Property Company LLC
    Inventors: Brad P. Pohl, Donald C. Miller, Robert A. Smithson, Jeremy Carter, Charles B. Lohr
  • Patent number: 9725095
    Abstract: An adaptive automatic transmission control system responds to stopping of a vehicle for reducing torque absorption by an automatic transmission and movement of and range to obstructions forward from a vehicle for reengaging the automatic transmission after a stop. The torque converter is released from its reduced torque absorption mode under one of three circumstances: 1) the brake pedal is released; 2) the detected obstruction moves outside a first predefined maximum range; and, 3) the detected obstruction moves outside a second predefined maximum range and at greater than a predefined minimum speed.
    Type: Grant
    Filed: May 29, 2013
    Date of Patent: August 8, 2017
    Assignee: International Truck Intellectual Property Company, LLC
    Inventor: Bradley S. Carlson