Having Four Wheels Driven Patents (Class 180/233)
  • Patent number: 10836243
    Abstract: A drive package includes a remote located CVT and a motor where the CVT is positioned rearward (or forward) of the motor. An auxiliary drive mechanism couples a drive shaft of the CVT to a crankshaft of the motor. The auxiliary drive mechanism is a belt or chain. The drive shaft is substantially parallel to, and longitudinally offset from, the crankshaft. Thus, the width of the drive package is reduced as compared to ATVs having a CVT located adjacent the motor. A method of making an ATV with the drive package is provided.
    Type: Grant
    Filed: December 11, 2019
    Date of Patent: November 17, 2020
    Assignee: ARCTIC CAT, INC.
    Inventor: Michael J. Tiry
  • Patent number: 10830291
    Abstract: A transaxle according to the present application may include: a transaxle case; an input member supported within the transaxle case; a gear drivingly connected to the input member within the transaxle case; an output member which is supported within the transaxle case and arranged at the inner peripheral side of the gear concentrically with the gear; a cage with a roller as a bidirectional overrunning clutch interposed between the inner periphery of the gear and the outer periphery of the output member within the transaxle case; and a drag mechanism provided within the transaxle case to apply rotational resistance to the cage to make the bidirectional overrunning clutch be engaged. The cage has a first end and a second end, which oppose each other in an axial direction of the output member. The first end of the cage is close to a first bearing which pivotally supports the output member to the transaxle case.
    Type: Grant
    Filed: March 28, 2018
    Date of Patent: November 10, 2020
    Assignee: KANZAKI KOKYUKOKI MFG. CO., LTD.
    Inventor: Toshiyuki Fukuda
  • Patent number: 10766362
    Abstract: A transfer case comprises a primary output shaft, and a secondary output shaft selectively coupleable to the primary output shaft with a plate clutch to transfer torque therebetween. The plate clutch includes a housing, a plurality of interleaved plates that are engaged alternatingly with the primary output shaft and the housing to rotate therewith, and an apply plate non-selectively coupled to the primary output shaft to rotate therewith. The apply plate is moveable axially along the primary output shaft into a first configuration in which the apply plate is positively coupled to the housing to rotate therewith, a second configuration in which the apply plate rotates independent of the housing, and a third configuration in which the apply plate compresses the interleaved plates to form a friction coupling between the primary output shaft and the housing.
    Type: Grant
    Filed: February 22, 2017
    Date of Patent: September 8, 2020
    Assignee: BorgWarner Inc.
    Inventors: Larry A. Pritchard, Thaddeus R. Kopp, Jr., Branden L. Reeves, Philip J. Francis, Joseph D. Mastie
  • Patent number: 10759416
    Abstract: An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and/or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.
    Type: Grant
    Filed: October 18, 2017
    Date of Patent: September 1, 2020
    Assignee: Zoox, Inc.
    Inventors: Joseph Funke, Johannes Edren, Ali Javidan
  • Patent number: 10704609
    Abstract: The vehicle drive device includes the clutch being provided between the speed reducing mechanism and the differential device, and configured to be rotated integrally with the differential device, and moved in the rotation axis direction to engage with or release from the speed reducing mechanism, and the solenoid pin capable of contacting with and separating from the outer peripheral surface of the clutch, the guide groove is formed on the outer peripheral surface of the clutch so as to intersect in the rotation direction of the clutch, and the solenoid pin contacts the guide groove to thereby move the clutch.
    Type: Grant
    Filed: December 18, 2018
    Date of Patent: July 7, 2020
    Assignee: HONDA MOTOR CO., LTD.
    Inventor: Shigeru Nakayama
  • Patent number: 10688861
    Abstract: An engine airflow adjustment system that includes an engine that powers operation of a vehicle. A fan drives an airflow over the engine to convectively cool the engine. A funnel receives a portion of the airflow from the fan and directs the airflow to a specific location on the engine to blow debris off of the engine.
    Type: Grant
    Filed: March 19, 2019
    Date of Patent: June 23, 2020
    Assignee: CNH Industrial America LLC
    Inventors: Samrendra Kumar Singh, Anna Jo Reisenauer, Panos Tamamidis
  • Patent number: 10668809
    Abstract: A method for operating a vehicle having an all-wheel drive driveline with a disconnecting drive unit. The method conditions changing the operational state of the all-wheel drive driveline from a connected state to a disconnected state based in part on an operational state of a vehicle torque converter.
    Type: Grant
    Filed: May 16, 2018
    Date of Patent: June 2, 2020
    Assignee: American Axle & Manufacturing, Inc.
    Inventors: Stephen Pillen, Tony Pistagnesi, Jeffrey L. Kincaid
  • Patent number: 10654359
    Abstract: A final transmission for agricultural and industrial motor vehicles. The transmission includes a differential unit having a support structure and a differential that transmits an input motion to an intermediate transmission shaft and a transfer unit with a final shaft that transmits the motion to the driving wheel. The final transmission also has a toothed output wheel integral to the intermediate transmission shaft which engages respectively with an internally toothed crown wheel and with an intermediate toothed wheel, and also at least one toothed support wheel which engages with the internally toothed crown wheel and with the intermediate toothed wheel.
    Type: Grant
    Filed: June 29, 2016
    Date of Patent: May 19, 2020
    Assignee: CARRARO S.p.A.
    Inventors: Alberto Negri, Fiorenzo Fasolo
  • Patent number: 10625607
    Abstract: Operating a drive train of a vehicle with a clutch unit for distributing torque on a primary axis and a secondary axis of the vehicle comprises: a) determining an available drive torque; b) determining excess torque on the primary axis; c) determining an actual maximum torque on the secondary axis; d) determining the excess torque on the secondary axis insofar as the maximum torque is not exceeded.
    Type: Grant
    Filed: August 2, 2016
    Date of Patent: April 21, 2020
    Assignee: GKN Automotive Ltd.
    Inventors: Frank Discher, Kai Sorge
  • Patent number: 10605362
    Abstract: A control method for a vehicle with a Dual Clutch Transmission (DCT) may include: determining whether it is a wheel speed-unknown state by a TCU, determining whether an input shaft speed sensor is in a normal state when it is the wheel speed-unknown state, determining whether IG-OFF occurs when it is the wheel speed-unknown state and the input shaft speed sensor IS for is in a normal state, storing information related to the current wheel speed-unknown state and an output shaft speed of the DCT determined by the input shaft speed sensor, determining whether the TCU is not in TCU latch-off and whether it was the wheel speed-unknown state immediately before IG-OFF on the basis of the stored data, when IG-ON occurs, and performing pre-engaging on the basis of the DCT output shaft speed stored immediately after IG-OFF, when the TCU is not in latch-off and it was the wheel speed-unknown state immediately before IG-OFF.
    Type: Grant
    Filed: August 3, 2018
    Date of Patent: March 31, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corp.
    Inventors: Sung Hyun Cho, Seong Hwan Cheong
  • Patent number: 10591036
    Abstract: A compact transaxle is provided with a multi-speed transmission mechanism having transmission shafts extended in a longitudinal direction so that the transaxle can be combined with an engine having a crankshaft in the longitudinal direction. A bevel gear serving as an output member of the multi-speed transmission mechanism having the transmission shafts meshes with a bevel gear provided on a speed-reduction intermediate shaft extended parallel to a pair of differential yoke shafts of a differential mechanism extended in a lateral direction. A single transaxle casing incorporates the multi-speed transmission mechanism, the differential mechanism, and a speed-reduction mechanism including the speed-reduction intermediate shaft, thereby constituting the transaxle.
    Type: Grant
    Filed: July 25, 2017
    Date of Patent: March 17, 2020
    Assignee: KANZAKI KOKYUKOKI MFG. CO., LTD.
    Inventors: Jun Matsuura, Koji Iwaki, Yasuhito Nakai, Masaru Iida
  • Patent number: 10538245
    Abstract: A forward rear drive axle of a vehicle having at least two rear drive axles has a multiple ratio gearbox and a power divider or inter-axle differential that can be connected to or disconnected from the rearward rear drive axle, so that the vehicle can be operated in 6×4 mode or in 6×2 mode. A control system is connected to the transmission and to the multiple ratio gearbox, and is configured to shift the gearbox sequentially through its ratios when the transmission is within a subset of its gear ratios chosen to maximize use of transmission gears exhibiting higher gear train efficiency. The control system is further configured to control the use of 6×4 mode or 6×2 mode independently from the shifting of the multiple ratio gearbox.
    Type: Grant
    Filed: November 10, 2017
    Date of Patent: January 21, 2020
    Assignee: International Truck Intellectual Property Company, LLC
    Inventor: Teik-Khoon Tan
  • Patent number: 10479198
    Abstract: A transfer case for use in a four-wheel drive vehicle and having a clutch assembly disposed on a front output and a pass-through rear output arrangement. The front output is a front output shall. The rear output is established by directly interconnecting a transmission output shaft to an end segment of a rear propshaft. A transfer assembly is driven by the transmission output shaft and can be selectively coupled to the front output shaft via the clutch assembly.
    Type: Grant
    Filed: January 5, 2016
    Date of Patent: November 19, 2019
    Assignee: MAGNA POWERTRAIN OF AMERICA, INC.
    Inventor: Daniel M. Drill
  • Patent number: 10464545
    Abstract: A control system of a four-wheel drive vehicle and a gradient value setting device of the vehicle is provided so as to reliably control a wheel skid despite the vehicle facing an intersecting direction intersecting a maximum tilt line direction. The vehicle includes an engine, front and rear wheels, an electronic control 4WD coupling, and a control unit. The distribution amount of the driving force to the rear wheels is set by the electronic control 4WD coupling. The control unit determines whether or not the vehicle faces the intersecting direction on the inclined road, and if so, sets the driving force distribution amount so that the difference between the driving force distribution amount to the front wheels and to the rear wheels is smaller as compared with on a flat road, and commands the electronic control 4WD coupling to distribute the driving force by the distribution amount.
    Type: Grant
    Filed: June 7, 2017
    Date of Patent: November 5, 2019
    Assignee: Mazda Motor Corporation
    Inventors: Tetsushi Marutani, Hideki Tani, Daisuke Kofu, Yasushi Yagi
  • Patent number: 10449943
    Abstract: A brake ECU (abnormality detection device) includes: an operating amount obtaining portion configured to obtain a measurement value of a stroke; a hydraulic pressure obtaining portion configured to obtain a measurement value of a reaction force hydraulic pressure having a mutual relationship with respect to the stroke; an operation direction determining portion configured to determine directions of operation of outputs from a stroke sensor and a pressure sensor; a failure detection range switching portion configured to switch the failure detection range for detecting failures of a hydraulic pressure braking force generating device in accordance with the direction of operation; and a failure determining portion configured to determine the failure of the hydraulic pressure braking force generating device from the failure detection range switched by the failure detection range switching portion, the measurement value of the stroke, and the measurement value of the reaction force hydraulic pressure.
    Type: Grant
    Filed: August 25, 2016
    Date of Patent: October 22, 2019
    Assignees: ADVICS CO., LTD., TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Takahiro Okano, Yusuke Kamiya, Masaaki Komazawa, Takeshi Okawa
  • Patent number: 10450006
    Abstract: A side by side vehicle is disclosed having a vehicle frame having frame tubes extending from a front to a rear. A vehicle seat frame is positioned in a mid portion of the frame, and positions a seat frame at a raised position relative to the frame tubes. A powertrain is positioned rearward of the vehicle seat frame and is coupled to the vehicle frame. Side by side seats are supported by the seat frame; and one or more storage units are positioned under the side by side seats. The side by side vehicle also has a rear suspension comprising at least one rear alignment arm coupled to each side of a rear of the vehicle frame, where the alignment arms are coupled to the vehicle frame at front and rear connection points. A distance between the front connection points is greater than a distance between the rear connection points, and at least a portion of the powertrain is positioned between the front connection points of the alignment arms.
    Type: Grant
    Filed: April 21, 2017
    Date of Patent: October 22, 2019
    Assignee: Polaris Industries Inc.
    Inventors: Anthony J. Kinsman, Angus M. Morison, Keith A. Hollman, Adam J. Schlangen, Shawn D. Peterson, Richard D. Ripley, Brent A. Erspamer, Steven M. Schiebel
  • Patent number: 10414273
    Abstract: A zero turn vehicle is described. The vehicle comprises a frame, a prime mover, a transaxle, first and second gear boxes, first and second driven wheels, an operator foot platform, and an expansion tank. The transaxle is aft of the prime mover and has opposing first and second output shafts. The first and second gearboxes are respectively driven by and pivotable about the first and second output shafts. The first and second gear boxes respectively have first and second output axles aft of the first and second output shafts. The first and second driven wheels are respectively engaged with the first and second output axles. The operator foot platform is between the first and second gear boxes and aft of the transaxle. The expansion tank is between the transaxle and the operator foot platform and between the first and second gear boxes.
    Type: Grant
    Filed: May 14, 2018
    Date of Patent: September 17, 2019
    Assignee: Hydro-Gear Limited Partnership
    Inventor: Raymond Hauser
  • Patent number: 10415687
    Abstract: A transmission adapter apparatus and method includes an adapter with a first side and a second side, an inside and an outside, and a circumferential edge with a width surrounding a hollow center with a diameter. A speed sensor receiver is provided in the circumferential edge from the outside to the inside with an opening from the outside into the hollow center where the speed sensor receiver is configured to receive and retain a speed sensor and where the speed sensor receiver is perpendicular to a centerline through the hollow center of the adapter. A speed sensor retainer lip is provided in the receiver such that a speed sensor located in the speed sensor receiver is retained at a selected distance from the hollow center of the adapter. Holes are provided in the adapter where the holes are configured to align with a transmission housing and a transfer housing.
    Type: Grant
    Filed: October 25, 2017
    Date of Patent: September 17, 2019
    Inventors: David Hemry, Karen Hemry
  • Patent number: 10363815
    Abstract: A device and a method for operating a multi-axle drive device. The multi-axle drive device has a synchronizing clutch present in an operative connection between a first output shaft and a connecting shaft and at least one separating clutch present in an operative connection between the connecting shaft and a second output shaft. The synchronizing clutch and the separating clutch are disengaged in a first operating state and are engaged in a second operating state. When a shifting variable exceeds a first shifting threshold during the first operating state, the synchronizing clutch is at least partially engaged and the separating clutch is engaged only when a second shifting threshold is exceeded.
    Type: Grant
    Filed: November 4, 2015
    Date of Patent: July 30, 2019
    Assignee: AUDI AG
    Inventors: Dieter Weidemann, Heiko Hanickel, Florian Kolb, Hans Jörg Brühl
  • Patent number: 10322646
    Abstract: A fuel cell vehicle provided with an exhaust duct structure is capable of reliably diluting hydrogen flowing into an exhaust duct. The fuel cell vehicle includes a vehicle body, an air-cooled fuel cell mounted in the vehicle body to generate power by allowing hydrogen gas and oxygen in air to react with each other, an exhaust duct through which exhaust air of the fuel cell is guided to a rear end of the vehicle body and is discharged outside the fuel cell vehicle, and a fan guiding air into the exhaust duct to dilute hydrogen in the exhaust duct.
    Type: Grant
    Filed: October 27, 2016
    Date of Patent: June 18, 2019
    Assignee: Suzuki Motor Corporation
    Inventors: Gaku Shimonihara, Kengo Ikeya, Yoshifumi Takai
  • Patent number: 10316967
    Abstract: CVT controller has rotation speed sensors detecting driving and driven wheel rotation speed; driving and driven wheel speed difference detection unit detecting wheel speed difference ?vfr; and bad road judgment unit judging that road is bad road when ?vfr is first value ?vfr_br or greater. CVT controller further has first belt clamping force increase unit increasing belt clamping force in case where road is judged to be bad road, as compared with case where road is not judged to be bad road; vibration detection unit detecting vehicle speed vibration fvsp; and second belt clamping force increase unit increasing belt clamping force when ?vfr is second value ?vfr_psec or greater or when fvsp is third value fvsp_psec or greater in case where road is not judged to be bad road, as compared with case where ?vfr is less than ?vfr_psec and case where fvsp is less than fvsp_psec.
    Type: Grant
    Filed: February 3, 2016
    Date of Patent: June 11, 2019
    Assignees: JATCO Ltd, NISSAN MOTOR CO., LTD.
    Inventors: Kosuke Abe, Shin Tsukamoto, Seiichiro Takahashi, Hiroyasu Tanaka
  • Patent number: 10293687
    Abstract: A control apparatus for a four-wheel drive vehicle includes a current detector configured to output a detection signal in accordance with the magnitude of an actual control current, a target current value calculator configured to calculate a target current value that is a target value of the control current, and a current controller configured to control a current output circuit to output the control current having the target current value calculated by the target current value calculator based on a result of detection performed by the current detector. When the four-wheel drive vehicle is in a two-wheel drive mode in which first and second friction clutches are released, the current controller performs zero-point adjustment for adjusting a zero point of the control current to be output from the current output circuit.
    Type: Grant
    Filed: October 5, 2017
    Date of Patent: May 21, 2019
    Assignee: JTEKT CORPORATION
    Inventors: Tomohiro Nozu, Go Nagayama, Shotaro Niimi, Akiyoshi Kakita, Kotaro Sarai
  • Patent number: 10286893
    Abstract: A device for operating an all-wheel-drive agricultural commercial vehicle with a driven rear axle and a front axle that can be engaged for performing an all-wheel-drive mode. A control unit determines, during the all-wheel-drive mode, a front wheel slip parameter that characterizes a drive wheel slip occurring on the front axle of the agricultural commercial vehicle. The control unit deactivates the all-wheel-drive mode independent of the driver if this unit detects that the determined front wheel slip parameter is greater than a specified threshold value.
    Type: Grant
    Filed: July 7, 2016
    Date of Patent: May 14, 2019
    Assignee: DEERE & COMPANY
    Inventors: Thomas Woopen, Florian Reinmuth
  • Patent number: 10273737
    Abstract: The present invention relates to a drive arrangement, comprising a motor drive shaft, which makes the drive force of a motor available, an output shaft, via which the drive arrangement outputs and accumulates a rotational force, a coupling, which is designed to transmit a rotational force from the motor drive shaft to the output shaft and from the output shaft to the motor drive shaft, and a braking arrangement, which counteracts a rotational movement of the output shaft with a braking force.
    Type: Grant
    Filed: June 29, 2015
    Date of Patent: April 30, 2019
    Assignee: Stabilus GmbH
    Inventors: Thomas Müller, Jörg Hillen, Mathias Wieland
  • Patent number: 10252615
    Abstract: A control device mounted on a four-wheel drive vehicle includes: a slip ratio calculating unit that obtains a slip ratio of main driving wheels based at least on wheel speeds; a smoothing unit that smooths the slip ratio by filtering; and a driving force control unit that controls a driving force transmission device so that a driving force that is transmitted to auxiliary driving wheels increases as the slip ratio smoothed by the smoothing unit increases.
    Type: Grant
    Filed: October 3, 2017
    Date of Patent: April 9, 2019
    Assignee: JTEKT CORPORATION
    Inventors: Hirokazu Kondo, Tomoaki Kato, Go Nagayama, Akiyoshi Kakita, Kotaro Sarai
  • Patent number: 10252624
    Abstract: The invention relates to a drive device (8) for a motor vehicle (1) having two drivable wheels (6, 7) on a wheel axle (3), said drive device comprising an electric machine (9), which is designed as an asynchronous machine and which has at least one stator (10) and at least one rotor (11, 12), wherein the rotor (11, 12) is or can be operatively connected to at least one of the wheels (6, 7) in order to drive said wheel. According to the invention, the electric machine (9) has two rotors (11, 12), which can rotate independently of one another, each of which is or can be operatively connected to one wheel (6, 7) of the wheel axle (3), and a device for varying the electric rotor resistance of at least one of the rotors (11, 12).
    Type: Grant
    Filed: July 31, 2015
    Date of Patent: April 9, 2019
    Assignee: Robert Bosch GmbH
    Inventors: Arndt Kelleter, Dimitrios Stavrianos
  • Patent number: 10207751
    Abstract: A motor gearbox assembly is provided for a vehicle having two wheels on opposite sides of the vehicle. The assembly includes two independent drive systems that each include an electric motor and an associated gear train, each drive system being configured to independently drive one of the wheels. The assembly further includes a common housing that receives the motors and the gear trains such that the gear trains are at least partially positioned between the motors. Furthermore, at least portions of the drive systems have generally inverse orientations in a longitudinal direction of the vehicle when the motor gearbox assembly is mounted on the vehicle.
    Type: Grant
    Filed: November 21, 2016
    Date of Patent: February 19, 2019
    Assignee: NIKOLA MOTOR COMPANY LLC
    Inventors: Trevor R. Milton, Kevin M. Lynk, Anthony A. Heaton, Morgan Mackelprang, Steve Jennes, Adrian Hawkins
  • Patent number: 10151259
    Abstract: The engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle, a torque reduction amount-deciding part for deciding a torque reduction amount based on a steering wheel operation state, an TCM for deciding a torque-down demand amount, based on a driving state of the vehicle other than the steering wheel operation state, and a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque, the decided torque reduction amount and the decided torque-down demand amount, wherein the final target torque-deciding part is operable, when there is a torque-down demand, to restrict a change in the final target torque corresponding to a change in the torque reduction amount.
    Type: Grant
    Filed: March 1, 2017
    Date of Patent: December 11, 2018
    Assignee: MAZDA MOTOR CORPORATION
    Inventors: Chikako Ohisa, Osamu Sunahara, Daisuke Umetsu, Takuo Hirano, Kunihiro Shishima, Takahiro Kawamura, Yasunori Takahara, Daisaku Ogawa, Takeatsu Ito
  • Patent number: 10145472
    Abstract: A transfer includes: an input shaft; an output shaft; a high-low switching mechanism; an output member whose output destination is different from output destination of the output shaft; a clutch for transmitting a power to the output member; a first transmitting mechanism for transmitting movement of an internally threaded member to the clutch; and a drum cam having a cam groove. The cam groove includes a first inclined section that causes the high-low switching mechanism to be switched between a high-speed gear stage and a low-speed gear stage, and a second inclined section that causes the first transmitting mechanism to be switched between (i) a separated position in which the first transmitting mechanism is separated from the clutch and (ii) a contact position in which the first transmitting mechanism is in contact with the clutch, while the high-speed gear stage is established in the high-low switching mechanism.
    Type: Grant
    Filed: November 10, 2016
    Date of Patent: December 4, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Mizuki Imafuku
  • Patent number: 10124669
    Abstract: A transfer for a four-wheel drive vehicle includes an input shaft, an output shaft, a high-low switching mechanism, an output member, a clutch, a locking sleeve, a screw mechanism, a transmitting mechanism, a drum cam, and a switching mechanism. The switching mechanism is configured to selectively switch between an H4L position and an L4L position in conjunction with rotational motion of the electric motor. The H4L position is a position in which a high-low sleeve provided in the high-low switching mechanism is in a position in which a high-speed gear is established in the high-low switching mechanism. The L4L position is a position in which the high-low sleeve provided in the high-low switching mechanism is in a position in which a low-speed gear is established in the high-low switching mechanism.
    Type: Grant
    Filed: October 21, 2016
    Date of Patent: November 13, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Mizuki Imafuku
  • Patent number: 10124670
    Abstract: A gearbox unit for a motor vehicle, wherein the motor vehicle has a first and a second wheeled axle, the second wheeled axle including a first sub-axle and a second sub-axle. The gearbox assembly of the motor vehicle may include a first connecting shaft operatively connectable to the first sub-axle, a second connecting shaft operatively connectable to the second sub-axle, and a coupling gearbox, which has a drive input shaft operatively connectable to a drive assembly of the motor vehicle and which has a drive output shaft operatively connectable to the first wheeled axle. The drive input shaft may be operatively connected in torque-splitting fashion to the first and the second connecting shaft. The drive output shaft may be operatively connectable to the first connecting shaft so as to be switchable by a first clutch and to the second connecting shaft so as to be switchable by a second clutch.
    Type: Grant
    Filed: June 9, 2015
    Date of Patent: November 13, 2018
    Assignee: AUDI AG
    Inventor: Christian Meixner
  • Patent number: 10124801
    Abstract: A four-wheel drive vehicle includes front wheels, rear wheels to which a driving force of an engine is transmitted via a propeller shaft, a dog clutch that enables blocking of transmission of the driving force from the engine to the propeller shaft, and a multi-disc clutch that enables blocking of transmission of the driving force from the propeller shaft to the rear wheels. During two-wheel driving in which the transmission of the driving force through the dog clutch and the multi-disc clutch is blocked, an ECU in the four-wheel drive vehicle calculates an estimated driving force estimated to be transmitted to the front wheels based on a vehicle speed and an amount of acceleration operation. The ECU allows the multi-disc clutch to transmit the driving force when the estimated driving force is larger than a driving force threshold defined according to a slip limit torque for the front wheels.
    Type: Grant
    Filed: November 24, 2015
    Date of Patent: November 13, 2018
    Assignee: JTEKT CORPORATION
    Inventor: Masaki Mita
  • Patent number: 10066737
    Abstract: A transmission for a vehicle is provided and includes a plurality of button portions that each include a button and a light emitting portion and the button is pushed to select a gear shift stage. The light emitting portion includes a light source. A gear shift condition determination unit determines gear shift conditions. Additionally, a controller is configured to determine a current gear shift stage and a selectable gear shift stage that corresponds to the gear shift conditions. The controller further turns on the light source included in the light emitting portion included in the button portions that corresponds to the current shift gear shift stage and the selectable gear shift stage. The light emitting portion that corresponds to the current gear shift stage and the light emitting portion that corresponds to the selectable gear shift stage are configured to emit light having different brightness levels or different colors.
    Type: Grant
    Filed: June 6, 2016
    Date of Patent: September 4, 2018
    Assignee: SL Corporation
    Inventor: Nam Sik Baek
  • Patent number: 9964160
    Abstract: A transfer case includes an input shaft, a primary output shaft, a secondary output shaft, and an actuator. The primary output shaft is coupled to the input shaft with a gear reduction mechanism. The secondary output shaft is selectively coupleable to the primary output shaft with a secondary torque transfer mechanism. The actuator includes a first actuation mechanism, a second actuation mechanism, and a driver gear assembly. The first actuation mechanism is configured to operate the gear reduction mechanism. The second actuation mechanism is configured to operate the secondary torque transfer mechanism. The drive gear assembly includes a gear plate member, a sense plate member configured to engage the first actuation mechanism, and a hub member configured to engage the second actuation. The sense plate member and the hub member are independently coupled to the gear plate member to rotate in unison with the gear plate member.
    Type: Grant
    Filed: February 10, 2017
    Date of Patent: May 8, 2018
    Assignee: BorgWarner Inc.
    Inventors: Michael Robert Palazzolo, Christopher Anthony Chirco, Travis J. Wentz, Paul Matthew Riggs
  • Patent number: 9944178
    Abstract: A power takeoff unit is comprised of: a casing dividable into a first part and a second part; an inner shaft receiving torque from an engine; an outer shaft independently rotatable and coaxial with the inner shaft; a clutch for connecting the inner shaft with the outer shaft; an actuator configured to connect the clutch; an output shaft for outputting torque; and a gear set drivingly coupling the outer shaft with the output shaft, wherein the outer shaft and the output shaft are rotatably supported by the first part, the clutch is rotatably supported by the second part, and the actuator is fixed to the second part, whereby the clutch and the actuator along with the second part are separable from the first part.
    Type: Grant
    Filed: April 28, 2016
    Date of Patent: April 17, 2018
    Assignee: GKN Driveline Japan Ltd.
    Inventors: Noboru Uchida, Masaki Takahashi
  • Patent number: 9925870
    Abstract: A four-wheel-drive vehicle includes a driving source, main driving wheels, auxiliary driving wheels, a power transmitting member, a first mesh clutch, and a second mesh clutch. Meshing teeth on the driving source side of the first mesh clutch each have, along an entire tooth width thereof, an inclined surface in which a length in a rotational axis direction increases in a direction in which the meshing teeth on the driving source side rotate when the four-wheel-drive vehicle is traveling forward. The meshing teeth on the power transmitting member side of the first mesh clutch each have, along an entire tooth width thereof, an inclined surface in which a length in a rotational axis direction decreases in a direction in which the meshing teeth on the driving source side rotate when the four-wheel-drive vehicle is traveling forward.
    Type: Grant
    Filed: April 8, 2016
    Date of Patent: March 27, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Ryota Horie, Takahiro Yoshimura
  • Patent number: 9862270
    Abstract: A control device for a four wheel drive vehicle. Differential limitation is applied to both of right and left rear wheels, with 2WD_d state being maintained, by executing two wheel control for engaging or half-engaging a first clutch and a second clutch. As the two wheel drive control is executed, a moment that suppresses the rotation speed difference between the right and left rear wheels acts on the right and left rear wheels even in the 2WD_d state. When the rotation speed difference occurs between the right and left rear wheels, a braking force is allowed to act on the vehicle wheel on the high rotation side and a driving force is allowed to act on the vehicle wheel on the low rotation side through the execution of the two wheel drive control so that a stable moment acts on the vehicle without a transition to a 4WD state.
    Type: Grant
    Filed: May 26, 2015
    Date of Patent: January 9, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Yoshinori Maeda
  • Patent number: 9845006
    Abstract: A clutch control device is provided for a four-wheel drive vehicle for transmitting drive force to the rear wheels. The clutch control device includes a dog clutch and a friction clutch, and a controller that controls the engagement and disengagement of the dog clutch and the friction clutch. In this clutch control device, when there is a request to engage the dog clutch from a disengaged state, the controller, during the engagement control of the friction clutch, first controls the engagement of the friction clutch, monitors the change gradient of the clutch rotational speed difference of the dog clutch and starts engagement of the dog clutch upon determining that the gradient of the clutch rotational speed difference is no longer decreasing.
    Type: Grant
    Filed: February 24, 2015
    Date of Patent: December 19, 2017
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Katsuyoshi Ogawa, Atsuhiro Mori, Shunichi Mitsuishi, Makoto Morita, Tetsu Takaishi
  • Patent number: 9835249
    Abstract: A control method for a shifting mechanism of a vehicle includes determining whether or not an error signal is generated by a motor unit, when it is determined that an error signal is generated, determining whether or not a shift finger of the shifting mechanism is shifted to one of the shift positions, when it is determined that the shift finger is shifted to one of the shift positions in the step of determining whether or not the shift finger of the shifting mechanism is shifted to one of the shift positions, confirming a value of an end position by moving the shift finger to the end position of the shift position that is currently selected, and correcting a value of a position of the shift finger using the value of the end position confirmed in the step of confirming the value of the end position.
    Type: Grant
    Filed: February 24, 2016
    Date of Patent: December 5, 2017
    Assignee: HYUNDAI MOTOR COMPANY
    Inventor: Young Min Yoon
  • Patent number: 9815476
    Abstract: An approach is provided for determining road surface friction data for at least one travel segment via sensor data and/or guideline friction map to cause at least one response action. The approach involves processing and/or facilitating a processing of sensor data to determine at least one road-vehicle friction change associated with at least one travel segment. The approach also involves causing, at least in part, a comparison of the at least one road-vehicle friction change to at least one guideline friction map. The approach further involves determining at least one response action to the at least one road-vehicle friction change based, at least in part, on the comparison.
    Type: Grant
    Filed: December 22, 2014
    Date of Patent: November 14, 2017
    Assignee: HERE Global B.V.
    Inventor: James D. Lynch
  • Patent number: 9815449
    Abstract: An apparatus as an aspect of the invention acquires a vehicle motion index value, a driving state index value of a driver, a driving characteristic value that is estimated based on the vehicle motion index value and the driving state index value, and a vehicle motion target value and a driving state target value that are determined regardless of the driver's driving. Using these values, the apparatus determines a target value of a steering assist torque and a target value of a difference in braking/driving force between right and left wheels that converge at least one of a difference between the vehicle motion target value and the vehicle motion index value and a difference between the driving state target value and the driving state index value. The apparatus controls the steering assist torque and the difference in braking/driving force between the right and left wheels to their respective target values.
    Type: Grant
    Filed: April 5, 2016
    Date of Patent: November 14, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shintaro Inoue, Hideo Inoue, Yutaka Hirano, Pongsathorn Raksincharoensak
  • Patent number: 9783053
    Abstract: A clutch control device is provided for a 4-wheel drive vehicle. The clutch control device includes a 4WD control unit that controls the engagement and release of a friction clutch and a dog clutch which are arranged separately in the two paths. The 4WD control unit has a synchronization speed control unit, and at a time of transition from a disconnected, two-wheel drive mode, in which the friction clutch and the dog clutch are released, to a connected, four-wheel drive mode, in which the friction clutch and the dog clutch are engaged, the synchronization speed control unit reduces a synchronization speed of the dog clutch more during vehicle deceleration than when the vehicle is not decelerating.
    Type: Grant
    Filed: February 24, 2015
    Date of Patent: October 10, 2017
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Katsuyoshi Ogawa, Atsuhiro Mori, Shunichi Mitsuishi, Makoto Morita, Tetsu Takaishi
  • Patent number: 9764744
    Abstract: A yaw rate estimation system for a vehicle includes a control receiving inputs indicative of (i) a first yaw rate determined by a yaw rate sensor of the vehicle, (ii) a second yaw rate derived from ABS wheel sensors of the vehicle, (iii) a third yaw rate derived from a lateral acceleration of the vehicle and (iv) a fourth yaw rate derived from a steering wheel angle, wheel angle and rate of change of steering wheel angle. The control is operable to process the inputs to estimate the yaw rate of the vehicle, with the estimated yaw rate derived from the inputs.
    Type: Grant
    Filed: February 24, 2016
    Date of Patent: September 19, 2017
    Assignee: MAGNA ELECTRONICS INC.
    Inventor: Devendra Bajpai
  • Patent number: 9718354
    Abstract: A disconnect system for an all-wheel drive vehicle drive train is provided. The disconnect system includes a first torque transmitter, a second torque transmitter and a clutch selectively connecting the first torque transmitter and the second torque transmitter. The clutch includes an engagement section and an inner race and an outer race supporting the engagement section. The inner race is arranged to be forced against the engagement section to lock the clutch and moved away from the engagement section to unlock the clutch.
    Type: Grant
    Filed: April 13, 2015
    Date of Patent: August 1, 2017
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Brian Lee, Carsten Ohr, Jeffrey Hemphill
  • Patent number: 9708079
    Abstract: A method and apparatus for performing an operation on a work surface of a structure. The apparatus may comprise a motion platform and an overhead support system. The motion platform may be configured to be positioned above the work surface of the structure to perform the operation on the work surface. The overhead support system may be configured to carry the motion platform across a floor of a manufacturing environment from a first location to a second location.
    Type: Grant
    Filed: December 3, 2014
    Date of Patent: July 18, 2017
    Assignee: THE BOEING COMPANY
    Inventors: Matthew Ray DesJardien, Eric M. Reid, Steven A. Best, Daniel Saeil Martin
  • Patent number: 9694844
    Abstract: An electric power steering system includes a control unit configured to: compute an assist control amount (current amount), based on multiple kinds of state quantities indicating a steering state; control a motor based on the assist control amount, the motor being a source of assist force to be applied to a steering system of a vehicle; individually set, for the respective state quantities, limiting values that limit a variation range of the assist control amount, based on the respective state quantities used to compute the assist control amount; limit a value of the assist control amount using the limiting values; acquire a command value generated by a host control unit to change the assist control amount; and take the command value into account in setting of at least one of the limiting values, when executing control of the motor based on the assist control amount that reflects the command value.
    Type: Grant
    Filed: November 2, 2015
    Date of Patent: July 4, 2017
    Assignee: JTEKT CORPORATION
    Inventors: Shingo Maeda, Terutaka Tamaizumi, Hidenori Itamoto
  • Patent number: 9689485
    Abstract: A differential assembly for vehicle includes a differential, a prop shaft configured to drivingly couple the differential to a motive power source, a first half shaft configured to drivingly couple the differential to a first road wheel, and a second half shaft configured to drivingly couple the differential to a second road wheel. The differential assembly also includes a first electric machine having a first output shaft and a second electric machine having a second output shaft. The differential assembly additionally includes a first gearing assembly configured to selectively impose a controlled speed ratio between the first half shaft and the first output shaft and a second gearing assembly configured to selectively impose a controlled speed ratio between the second half shaft and the second output shaft.
    Type: Grant
    Filed: June 3, 2016
    Date of Patent: June 27, 2017
    Assignee: GM Global Technology Operations LLC
    Inventors: Shaun X. Zhao, Michael J. Palecek
  • Patent number: 9688269
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be manually selected to improve hybrid driveline operation during off road conditions. The approaches may improve vehicle drivability and reduce driveline degradation.
    Type: Grant
    Filed: April 6, 2015
    Date of Patent: June 27, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Gregory Michael Pietron, Adam Nathan Banker, Dennis Craig Reed, Seung-Hoon Lee, James William Loch McCallum
  • Patent number: 9643578
    Abstract: The embodiment provides a vehicle control unit including a torque increment setting module related to a drive source brake torque control and an anti-lock braking control module related to an anti-lock braking control. The torque increment setting modules includes a first setting module and a second setting module. The first setting module sets the torque increment based on at least a slip amount of a wheel when the drive source brake torque control is in execution but the anti-lock braking control is not executed. The second setting module sets the torque increment based on a parameter other than the slip amount when both the drive source brake torque control and the anti-lock braking control are in execution.
    Type: Grant
    Filed: September 29, 2015
    Date of Patent: May 9, 2017
    Assignee: AUTOLIV NISSIN BRAKE SYSTEMS JAPAN CO., LTD.
    Inventor: Masahiro Momose
  • Patent number: 9643612
    Abstract: The embodiment provides a vehicle control unit including a road surface friction coefficient estimation module. The road surface friction coefficient estimation module estimates a road surface friction coefficient based on a parameter other than a body speed. The vehicle control unit further includes first and second torque increment setting modules. The first second torque increment setting module sets an initial value of a torque increment to be used in the torque control when a start thereof is detected. The initial value of the torque increment is set based on the road surface friction coefficient. The second torque increment setting module sets a current value of the torque increment after the initial value has been set. The current value of the torque increment is set based on the previous value thereof and a change in the slip amount.
    Type: Grant
    Filed: September 29, 2015
    Date of Patent: May 9, 2017
    Assignee: AUTOLIV NISSIN BRAKE SYSTEMS JAPAN CO., LTD.
    Inventor: Masahiro Momose