Transmission Control And Clutch Control Patents (Class 192/3.51)
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Patent number: 10948081Abstract: A continuously variable transmission, a vehicular powertrain that includes a continuously variable transmission and a method of limiting belt slippage in a continuously variable transmission in a vehicle. The continuously variable transmission includes a pulley assembly, shafts, a clutch and hydraulic system. The hydraulic system is cooperative with both the clutch and the pulley assembly so that hydraulic pressures and associated clamping forces sent to both allow the clutch to preferentially absorb any driving load coming from the axle and wheels that is in excess of the normal load experienced at the continuously variable transmission. This in turn means that any additional load that would ordinarily cause slippage in the belt is instead experienced by the clutch.Type: GrantFiled: March 2, 2017Date of Patent: March 16, 2021Assignee: Toyota Motor Engineering & Manufacturing North America, Inc.Inventors: Luke A. Rippelmeyer, Nicholas S. Vernon
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Patent number: 10422391Abstract: A driving device for a deceleration clutch, comprises a on a driving motor shaft. The drive wheel has a supporting surface with a height difference in the axial direction. A head of a shift fork lever controls the clutch sleeve to move up and down. A tail of the shift fork lever is supported on the supporting surface. The tail of the shift fork lever relatively slides on the supporting surface, so that a height of the tail of the shift fork lever changes which drives a height of the head of the shift fork and further drives the clutch sleeve to move up and down. Alternatively, the drive wheel has a supporting slide rail with a height difference in the axial direction, or has cam circumference that is radially gradient, or a bracing rod is eccentrically arranged on an end surface of the drive wheel.Type: GrantFiled: September 30, 2014Date of Patent: September 24, 2019Assignee: QINGDAO HAIER WASHING MACHINES CO., LTD.Inventors: Peishi Lv, Gangjin Zhang, Yun Tian
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Patent number: 9699289Abstract: A computing device configured for communication with at least one autonomously controllable vehicle system or component. The computing device includes one or more processors for controlling operation of the computing device, and a memory for storing data and program instructions usable by the one or more processors. The one or more processors are configured to execute instructions stored in the memory to transmit a message configured to inform a vehicle user of all currently available levels of vehicle automation.Type: GrantFiled: December 9, 2015Date of Patent: July 4, 2017Assignee: Toyota Motor Engineering & Manufacturing North America, Inc.Inventor: Nobuhide Kamata
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Patent number: 9388899Abstract: A method for operating an automatic transmission of a motor vehicle, whereas the automatic transmission features several interlockable shifting elements, involves determining, from the data made available from the driving operation of the motor vehicle, a change to consumption of the motor vehicle expected to be caused by an activated interlocking of the shifting elements and a change to the shifting dynamics of the motor vehicle expected to be caused by an activated interlocking of the shifting elements. The changes are evaluated such that, depending on the change to consumption and depending on the change to shifting dynamics, an interlocking of the shifting elements is permitted or not permitted.Type: GrantFiled: February 4, 2015Date of Patent: July 12, 2016Assignee: ZF Friedrichshafen AGInventors: Peter Schiele, Bernd Allgaier, Peter Spoerl, Franz-Josef Schuler
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Patent number: 9341257Abstract: A shift actuator of the present invention includes a first and a second fluid pressure chamber for providing fluid pressure to each of a first and a second piston defined in a cylinder and a shift operating member inserted and disposed between the first piston and the second piston to move back and forth along the axial direction. On a side surface to the axial direction of the cylinder, an opening portion to which the shift operating member is inserted is formed. The opening portion is provided opening only to a part of the circumferential direction of the cylinder, and a lower end of the opening portion in a circumferential direction of the cylinder reaches a just under position in the vertical direction of the cylinder. This enables to discharge foreign matters included in hydraulic oil in the cylinder according to a stroke of the piston, with a simple configuration.Type: GrantFiled: October 28, 2014Date of Patent: May 17, 2016Assignee: HONDA MOTOR CO., LTD.Inventor: Atsushi Suenaga
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Patent number: 9322470Abstract: A system includes a fluid pump, a hydraulic accumulator, and a controller. The controller calculates a reserve volume of the accumulator as a function of a component volume, leakage in the system, and a displacement of the pump, and executes a control action using the calculated reserve volume. The system may be a vehicle having input clutches and a dual clutch transmission (DCT) having gear forks. In such an embodiment, the accumulator and pump supply fluid pressure to the input clutches and gear forks in response to control signals from the controller. The controller executes a method that includes calculating the reserve volume of the accumulator as a function of a component volume, a volume of leakage in the system, and a displacement of the fluid pump. The method also includes executing a shift of the DCT using the calculated reserve volume.Type: GrantFiled: July 11, 2014Date of Patent: April 26, 2016Assignee: GM Global Technology Operations LLCInventors: Steven P. Moorman, Crystal Nassouri
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Patent number: 9182025Abstract: A damper for a torque converter includes a first clutch arranged for selective engagement with a cover for the torque converter, a first spring, a second spring, and a first plate drivingly engaged with the first spring and the second spring. The damper also includes a second plate and a third plate. The second plate is axially displaceable relative to the first plate, drivingly engaged with one of the first or the second spring, and arranged for fixing to a turbine for the torque converter. The third plate is axially displaceable relative to the first and second plates, fixed to the first clutch, and drivingly engaged with the one of the first or second spring.Type: GrantFiled: March 21, 2013Date of Patent: November 10, 2015Assignee: Schaeffler Technologies AG & Co. KGInventors: Scott Strong, Todd Sturgin
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Patent number: 9008926Abstract: A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.Type: GrantFiled: October 16, 2008Date of Patent: April 14, 2015Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke AktiengesellschaftInventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
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Patent number: 8996263Abstract: An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.Type: GrantFiled: November 14, 2008Date of Patent: March 31, 2015Assignee: Fallbrook Intellectual Property Company LLCInventors: Stanley B. Quinn, Jr., Alan L. Miller, Scott R. Anderson
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Patent number: 8977458Abstract: A twin clutch controlling apparatus wherein a clutch lever is operated during a deceleration operation in which an auto mode (Auto) is selected, then a shift down action from a gear position “N-2” at which a driving force can be transmitted only by one of an odd number stage side clutch CL1 and an even number stage side clutch CL2 to another position “1-2” at which the transmission gear for transmitting a driving force is switched in response to switching control of the clutch is carried out in response to the operation of the clutch lever. After the shift down action, if re-connection of the clutch is to be carried out by the clutch lever, then the clutch (CL1, CL2) on the side to be driven in response to a manual operation clutch capacity arithmetic operation value (tqc1tmt) is determined in response to a vehicle speed V.Type: GrantFiled: September 26, 2013Date of Patent: March 10, 2015Assignee: Honda Motor Co., Ltd.Inventors: Yoshiaki Nedachi, Hiroyuki Kojima, Kazuyuki Fukaya, Kazuhiko Nakamura, Satoshi Honma, Yasuyuki Mori
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Patent number: 8948989Abstract: A dual clutch automated manual transmission includes a first clutch and a second clutch, and a clutch torque capacity command value for a plurality of clutch actuators arranged to drive the first clutch and second clutch based on operation of a by-wire type of clutch lever, wherein the clutch torque capacity of the plurality of clutches is controlled. An operator can adjust a driving force by manually operating the clutch in the transmission in which a clutch operation is controlled automatically, such as an automatic transmission system, automated manual transmission system, or dual clutch automated manual transmission system, thereby improving drivability.Type: GrantFiled: July 22, 2013Date of Patent: February 3, 2015Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Tetsushi Saitoh
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Patent number: 8925701Abstract: A clutch by-wire capable of switching any number of clutch circuits and is capable of distributing rotary movement of a single rotary source simultaneously to any combination of the clutch circuits without stopping the rotary source, where a direction of rotary movement received by any of the clutch circuits does not depend on directions of rotary movements received by the other clutch circuits of the combination.Type: GrantFiled: June 9, 2013Date of Patent: January 6, 2015Inventors: Alisa Michnik Dube, Yefim Michnik
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Patent number: 8918257Abstract: In a linear solenoid 107n, an electromagnetic coil 71n, a pressure sensor 72n, and label resistors 73n and 74n for correcting an inherent variation in a pressure detection characteristic are integrated; the standard characteristic of the pressure sensor 72n is stored in a control module 120M; when driving is started, the resistance values of the label resistors 73n and 74n are read, the pressure detection characteristic of the utilized pressure sensor 72n is corrected, and an excitation current for the electromagnetic coil 71n is controlled in such a way that a target adjusted hydraulic pressure is obtained. Even when due to a change in the oil temperature, the valve opening characteristic of the linear solenoid 107n changes, the adjusted hydraulic pressure is controlled to be constant.Type: GrantFiled: December 10, 2012Date of Patent: December 23, 2014Assignee: Mitsubishi Electric CorporationInventors: Shozo Kanzaki, Fumiaki Arimai, Hiroyoshi Nishizaki
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Patent number: 8903583Abstract: The occurrence of shock and the occurrence of the feeling of losing speed can be prevented. When the clutch is engaged from the state in which the clutch is disengaged and a vehicle is being driven by only the power of an electric motor, an electric motor control unit controls the electric motor so that the torque of the electric motor is decreased at a rate determined according to the torque requested by the driver. During the period in which the torque of the electric motor is decreased at the above rate, a clutch control unit controls the engagement of the clutch so that the clutch is engaged after being set to a half-engaged clutch state in which part of the power is transmitted. The present invention is applicable to hybrid vehicles.Type: GrantFiled: October 20, 2011Date of Patent: December 2, 2014Assignee: Hino Motors, Ltd.Inventor: Tomohiko Araki
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Patent number: 8874340Abstract: A method of controlling an automated friction clutch arranged as a starting and shifting clutch in a vehicle between an engine driveshaft and an input shaft of a transmission. The clutch can be engaged passively by a contact pressure spring and disengaged and engaged by a pneumatic control cylinder. The air inlet and outlet valves are opened in a sustained-pulse operating mode, over a duration ?tV calculated as the quotient of air mass difference ?mK between the nominal mass mK—soll present in the pressure chamber of the control cylinder when the control piston is in its nominal position xK—soll and the actual air mass mK—ist present when the control piston is in its actual position xK—ist (?mK=mK—soll?mK—ist) and air mass flow mv passing through the control valve concerned, which depends on the existing pressure situation and the flow characteristics of the open inlet or air outlet valve (?tV=?mK/mv).Type: GrantFiled: October 24, 2013Date of Patent: October 28, 2014Assignee: ZF Friedrichshafen AGInventor: Rene Salewski
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Patent number: 8838352Abstract: A method and a vehicle transmission for selecting a starting gear in a vehicle are provided, the method including steps of measuring a starting gear selection parameter, and selecting a starting gear for the next coming vehicle take-off in dependence of the measured starting gear selection parameter, wherein the starting gear selection parameter is the number of vehicle take offs per time unit. Additionally the parameter can be acceleration in movement of an accelerator pedal being depressed by a driver, accelerator pedal position and clutch wear. Benefits are increased clutch endurance for a vehicle that during at least a period has to perform frequent take-offs and at the same time enhancing take-off comfort for a vehicle that during at least a period goes long-distance.Type: GrantFiled: August 28, 2008Date of Patent: September 16, 2014Assignee: Volvo Lastvagnar ABInventors: Anders Eriksson, Johan Bjernetun
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Patent number: 8800711Abstract: An easily adjustable pressure relief valve for adjusting maximum fluid pressure levels in automatic transmissions at events. Engines used in racing and exhibitions require automatic transmissions with increased fluid pressure to prevent slipping during shifts. The pressure relief valve replaces a main mod line solenoid accumulator and includes an easily replaceable spring allowing adjustment of maximum fluid pressure at each event. The relief valve spring is selectable to adjust maximum fluid pressure for each event.Type: GrantFiled: August 23, 2013Date of Patent: August 12, 2014Inventor: Steven W. Younger
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Patent number: 8744697Abstract: A variator lockout valve system for a continuously variable transmission includes a pair of shift valves. Each shift valve has at least one port that is fluidly coupled to a variator of the continuously variable transmission. Electro-hydraulic actuators control the position of each of the shift valves. When the shift valves are in one position, pressure control valves supply fluid pressure to the variator. If one of the shift valves is in another position, one of the pressure control valves is blocked from supplying fluid pressure to the variator.Type: GrantFiled: November 10, 2010Date of Patent: June 3, 2014Assignee: Allison Transmission, Inc.Inventors: Charles F. Long, Darren J. Weber, John William Edward Fuller
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Patent number: 8612104Abstract: Actual-rotational-difference absorption-torque calculation means 150 inputs a rate-of-change ?Ne of an engine speed during shifting to an actual rotational difference absorption torque-?Ne table 160 so that an actual-rotational-difference absorption-torque average value during shifting is calculated. Engine-torque calculation means 180 inputs a throttle opening and an engine speed to engine-torque estimation-value map 190, and derives an engine torque during shifting. An actual clutch capacity is calculated from the sum of the actual-rotational-difference absorption-torque average value and the engine torque average value during shifting. From the ratio of the actual clutch capacity and a demanded clutch capacity, ?-correction-coefficient calculation means 130 calculates a ? correction coefficient. By using a control correction amount calculated on the basis of the ? correction coefficient, a transmission control unit 100 drive-controls a first clutch CL1 and a second clutch CL2.Type: GrantFiled: March 3, 2009Date of Patent: December 17, 2013Assignee: Honda Motor Co., Ltd.Inventors: Hiroyuki Kojima, Yoshiaki Tsukada, Takashi Ozeki, Yoshiaki Nedachi
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Patent number: 8538642Abstract: A range determination apparatus for preventing a shift range from being undefined during speed change states of an automatic transmission with no manual valve. The range determination apparatus includes a gear speed change mechanism and a plurality of friction engagement elements operative to have respective operation states changed between an engagement and a disengagement state. The range determination apparatus is used for automatic transmissions subject to speed changes via a torque transmission path of the gear speed change mechanism changed by the operation states of the friction engagement elements. A real shift range determination is carried out on the basis of the operation states of the friction engagement elements, where a T-ECU is operative to determine a current shift range based on detection results obtained by oil pressure sensors and operation patterns preliminarily memorized when the operation states of the friction engagement elements are not being changed.Type: GrantFiled: September 4, 2009Date of Patent: September 17, 2013Assignee: Toyota Jidosha Kabushiki KaishaInventors: Naoki Itazu, Yoshinobu Nozaki
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Patent number: 8505659Abstract: An embodiment of a road vehicle with hybrid propulsion including: at least one pair of driving wheels; a thermal internal combustion engine; a double clutch gearbox provided with two primary shafts, two clutches interposed between the thermal internal combustion engine and the primary shafts, at least a secondary shaft constantly meshing with the driving wheels, and a plurality of pairs of gears, each of them defining a respective speed and comprising a primary gear mounted to a primary shaft and a secondary gear which is mounted to the secondary shaft and constantly meshes with the primary gear; a first reversible electric machine having a shaft, which is connected to a first primary shaft of the gearbox; and a second reversible electric machine having a shaft, which is mechanically connected to a second primary shaft of the gearbox different from the first primary shaft.Type: GrantFiled: February 8, 2010Date of Patent: August 13, 2013Assignee: Ferrari S.p.A.Inventor: Fabrizio Favaretto
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Patent number: 8504263Abstract: A dual clutch transmission (DCT) control module includes a pressure determination module that determines a measured pre-charge pressure of an accumulator. A motor control module determines an actual pre-charge pressure based on the measured pre-charge pressure, stored previous pre-charge pressures, and ambient temperature, and controls a pump motor based on the actual pre-charge pressure.Type: GrantFiled: August 4, 2010Date of Patent: August 6, 2013Inventors: Hongyu Wang, Staffan Lyberg, Tobias Berndtson
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Patent number: 8469354Abstract: A drive mechanism for transmitting a drive force to drive a processing apparatus which carries out a prescribed process. The drive mechanism includes an output portion, an electromagnetic clutch and a case. An output portion for outputting the drive force, an electromagnetic clutch for controlling transmission of the drive force to the output portion, and a case including a first storage section which defines a first storage room to store the output portion, and a second storage section which defines a second storage room to store the electromagnetic clutch. Additionally, the second storage section includes a peripheral wall which surround the electromagnetic clutch, and a supporting wall which supports the electromagnetic clutch. The peripheral wall includes an upper wall above the electromagnetic clutch and a lower wall below the electromagnetic clutch. An opening section is formed in the upper wall.Type: GrantFiled: November 16, 2011Date of Patent: June 25, 2013Assignee: Kyocera Mita CorporationInventor: Tatsuya Kobayashi
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Patent number: 8396636Abstract: A clutch controller that transmits appropriate torque during engaging operation of a clutch. An actual torque obtaining section obtains torque transmitted from a drive-side member of the clutch to a downstream mechanism in a torque transmission path as actual transmission torque, the downstream mechanism including a driven-side member of the clutch. A target torque obtaining section obtains torque that is supposed to be transmitted from the drive-side member to the downstream mechanism in the torque transmission path as target transmission torque. A clutch actuator control section actuates an actuator by an actuation amount according to a difference between the actual transmission torque and the target transmission torque.Type: GrantFiled: February 22, 2008Date of Patent: March 12, 2013Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Kengo Minami
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Patent number: 8392077Abstract: A linear solenoid is configured with an electromagnetic coil and a label resistor that are integrated with each other; the label resistor has a resistance value corresponding to a correction coefficient based on the difference between the actual characteristic of the supply current vs. adjusted hydraulic pressure output of the electromagnetic coil and a standard characteristic; and data for correcting a characteristic variation in the command current vs. output current characteristic of an electromagnetic coil is preliminarily stored in a control module by use of an adjustment tool. When the operation is started, the resistance value of the label resistor is read and an output current corresponding to a utilized linear solenoid is supplied, so that a target adjusted hydraulic pressure is obtained.Type: GrantFiled: August 29, 2012Date of Patent: March 5, 2013Assignee: Mitsubishi Electric CorporationInventors: Shozo Kanzaki, Fumiaki Arimai, Hiroyoshi Nishizaki
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Patent number: 8380404Abstract: A control method for controlling, during a gear shifting or during a drive-away, a vehicle provided with an automatic manual transmission, the control method including the steps of: determining, in a design phase, a transmissibility function of a clutch, which provides the torque which is transmitted by clutch according to the degree of opening of clutch itself, determining an engine model in a design phase, determining a target torque which must be transmitted by means of clutch during the gear shifting or during the drive-away, controlling clutch for pursuing target torque which must be transmitted by means of clutch by using the transmissibility function, determining a target engine torque of engine according to target torque which must be transmitted by means of clutch and controlling the engine to pursue a target engine torque by using a feedforward control based on the engine model.Type: GrantFiled: April 6, 2010Date of Patent: February 19, 2013Assignee: Ferrari S.p.A.Inventors: Francesco Marcigliano, Alessandro Barone, Davide Montosi
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Patent number: 8355849Abstract: A procedure for monitoring a clutch position of a clutch which is arranged in a double clutch transmission of an automotive vehicle, wherein the clutch position is determined to be a safe position or a non-safe position.Type: GrantFiled: April 29, 2010Date of Patent: January 15, 2013Assignee: Schaeffler Technologies AG & Co. KGInventors: Heiko Priller, Andreas Maxon
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Publication number: 20120322600Abstract: A method to shift a powertrain system from a first operating mode to a second operating mode wherein a common clutch is activated to effect operation in both the first and second operating modes includes, in sequence, deactivating the common clutch, activating an oncoming clutch associated with the second operating mode and deactivating an off-going clutch associated with the first operating mode, and activating the common clutch.Type: ApplicationFiled: June 15, 2011Publication date: December 20, 2012Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: Jy-Jen F. Sah, Lawrence A. Kaminsky, Anthony H. Heap
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Patent number: 8311715Abstract: A method for monitoring frictional engagement in an automatic or automated motor vehicle transmission having a hydrodynamic starter element when the transmission is in a preset neutral or parking position and the automatic or automated motor vehicle transmission controlled by this method. When the motor vehicle is at or close to a standstill in a preset neutral or parking position, the current transmission rotational input speed and a current engine rotational speed of the drive motor are determined and based on the speed ratio between the current transmission rotational input speed and the current engine rotational speed an error is found to be present if the speed ratio is less than a predefined threshold value, which is less than/equal to 1.Type: GrantFiled: December 19, 2007Date of Patent: November 13, 2012Assignee: ZF Friedrichshafen AGInventors: Georg Gierer, Christian Popp, Thilo Schmidt, Klaus Steinhauser
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Patent number: 8175781Abstract: A control system for a powertrain of a vehicle includes a torque module and a damping control module. The torque module determines a first output torque and a second output torque of the engine. The second output torque is determined after the first output torque. The torque module also determines a torque difference based on the first output torque and the second output torque. The damping control module generates a damping torque in a transmission based on the torque difference.Type: GrantFiled: June 17, 2009Date of Patent: May 8, 2012Inventors: Scot A. Douglas, Donovan L. Dibble
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Patent number: 8131438Abstract: A method of controlling an automated friction clutch arranged in a drivetrain of a motor vehicle in the force flow, between a motor and transmission, and the automated friction clutch is designed to be passively engaged by spring pressure and can be disengaged and engaged by a controllable clutch actuator. The automated friction clutch is provided with a path sensor for detecting the clutch actuator travel such that during the operation of the motor a current key point of a torque characteristic, provided for controlling the friction clutch, is determined and used for adapting the torque characteristic. With the friction clutch engaged and without the clutch actuator exerting any force, several values of the actuator travel are determined at intervals from which a current engagement point, close to the actual engagement point of the torque characteristic, is determined and with which the torque characteristic is adapted.Type: GrantFiled: March 25, 2008Date of Patent: March 6, 2012Assignee: ZF Friedrichshafen AGInventors: Peter Herter, Joachim Staudinger, Rainer Petzold, Franz Bitzer
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Publication number: 20110287891Abstract: An overspeed system for a vehicle is disclosed. The overspeed system may have a power source, a transmission unit, and a torque converter assembly operatively coupling the power source to the transmission unit. The overspeed system may also have a travel speed sensor configured to generate a signal indicative of a vehicle speed, and a controller in communication with the torque converter assembly and the travel speed sensor. The controller may be configured to prevent a decoupling of the torque converter assembly in response to the signal.Type: ApplicationFiled: July 28, 2011Publication date: November 24, 2011Inventor: Hong-Chin Lin
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Publication number: 20110264339Abstract: A dual clutch transmission (DCT) control module includes a pressure determination module that determines a measured pre-charge pressure of an accumulator. A motor control module determines an actual pre-charge pressure based on the measured pre-charge pressure, stored previous pre-charge pressures, and ambient temperature, and controls a pump motor based on the actual pre-charge pressure.Type: ApplicationFiled: August 4, 2010Publication date: October 27, 2011Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.Inventors: Hongyu Wang, Staffan Lyberg, Tobias Berndtson
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Publication number: 20110238271Abstract: A shift method is provided for a vehicle transmission. In the vehicle transmission, forward gears are operated using at least one engine clutch via at least one transmission drive shaft. A downshift from one of the forward gears to another of the forward gears, which are assigned to the at least one engine clutch or the at least one transmission drive shaft, is performed in that synchronizing clutches of the intermediate gears, which are between one of the forward gears and the other of the forward gears on the same transmission drive shaft, are successively operated.Type: ApplicationFiled: March 9, 2011Publication date: September 29, 2011Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventor: Goetz HANGEN
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Patent number: 8010060Abstract: RF signal noise in a powertrain utilizing a power inverter module and electric motor is attenuated by providing a low impedance connection between a transmission output shaft and housing.Type: GrantFiled: August 29, 2007Date of Patent: August 30, 2011Assignee: GM Global Technology Operations LLCInventors: William T Ivan, Edward L. Kaiser, Grantland I. Kingman, David J. Trzcinski
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Publication number: 20110168510Abstract: The present invention comprehends two embodiments of a hydraulic control system for a dual clutch transmission. The hydraulic control systems include a regulated source of pressurized hydraulic fluid including an electric pump, a filter and an accumulator, a pair of pressure control valves and a branching hydraulic circuit including pressure or flow control valves, spool or logic valves and two position valves which collectively supply and exhaust hydraulic fluid from a plurality of shift actuators. The actuators are connected to shift rails which include shift forks and are slidable to engage synchronizers and positive clutches associated with the various gear ratios.Type: ApplicationFiled: January 11, 2010Publication date: July 14, 2011Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.Inventors: Philip C. Lundberg, Bret M. Olson
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Patent number: 7912613Abstract: A riding type vehicle includes an automatic transmission capable of executing a shift change by a clutch actuator and a shift actuator. A clutch is controlled by the clutch actuator and is a multiplate clutch. The multiplate clutch is provided with bias member configured to enlarge a partial clutch engagement region of the clutch. The multiplate clutch is configured such that during shift change, both of the clutch actuator and the shift actuator are controlled to operate in overlapping manner.Type: GrantFiled: June 30, 2005Date of Patent: March 22, 2011Assignee: Yamaha Hatsudoki Kabushiki KaishaInventor: Makoto Kosugi
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Publication number: 20110003660Abstract: A drive arrangement suitable for driving a final drive comprises a first drive means and a power-splitting gear arrangement. A first hydraulic mechanism is operable either as a pump or a motor. The first hydraulic mechanism is capable of being driven from the first drive means or from the final drive or both concurrently, acting through the gear arrangement. The final drive is drivable through the gear arrangement from the first drive means or the first hydraulic mechanism or both concurrently.Type: ApplicationFiled: November 3, 2008Publication date: January 6, 2011Applicant: Ducere Holdings (PTY) LimitedInventor: Norman Grant
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Publication number: 20100155159Abstract: A clutch assembly and method of operating the clutch assembly to start an engine of a hybrid vehicle includes a first clutch and a first clutch actuator for selectively engaging the first clutch. The first actuator has a first at-rest position engaging the clutch and a hydraulically charged position disengaged from the first clutch. The clutch assembly further includes a second clutch actuator having a second at-rest position away disengaged from the first clutch and a second hydraulically charged position engaged with the first clutch.Type: ApplicationFiled: April 22, 2009Publication date: June 24, 2010Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.Inventors: Douglas Scott Burchett, Kenneth D. Schoch, Kevin C. Beckner, Michael D. Foster
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Publication number: 20100155160Abstract: A clutch assembly for a hybrid vehicle includes a clutch assembly including a first housing comprising a first clutch, a first clutch actuator and a second housing having the first clutch actuator at least partially disposed therein so that said first clutch actuator selectively engages the first clutch.Type: ApplicationFiled: April 22, 2009Publication date: June 24, 2010Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.Inventors: Douglas Scott Burchett, William S. Reed, Kenneth D. Schoch
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Patent number: 7720587Abstract: A method for variable operation of a vehicle transmission using rough road sensing includes defining a first set of parameters to calibrate the vehicle transmission for a smooth road condition and a second set of parameters to calibrate the vehicle transmission for a rough road condition. The method includes sensing a road condition, generating a road condition signal corresponding to the road condition, and measuring a magnitude of the road condition signal. The method includes switching from the first set of parameters to the second set of parameters to operate the vehicle transmission when the magnitude of the road condition signal exceeds a first predetermined threshold. The method includes switching from the second set of parameters to the first set of parameters to operate the vehicle transmission when the magnitude of the road condition signal is less than a second predetermined threshold that is different than the first predetermined threshold.Type: GrantFiled: March 14, 2006Date of Patent: May 18, 2010Assignee: GM Global Technology Operations, Inc.Inventors: Mike M. McDonald, William C. Albertson, Keith D. Van Maanen
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Patent number: 7706949Abstract: A method and system for executing a shift from a first fixed gear to a second fixed gear in a powertrain system comprising a two-mode, compound-split, electro-mechanical transmission operative to receive a speed input from an engine is described. It includes deactivating an off-going clutch, and generating a time-based profile for rotational speed of an oncoming clutch. The input speed is controlled based upon the rotational speed of the oncoming clutch and an output of the transmission. The oncoming clutch is actuated, preferably when the input speed is synchronized with a rotational speed of an output shaft of the transmission multiplied by a gear ratio of the second fixed gear, preferably after a predetermined elapsed period of time in the range of 500 milliseconds.Type: GrantFiled: May 25, 2006Date of Patent: April 27, 2010Assignee: GM Global Technology Operations, Inc.Inventors: Jy-Jen F. Sah, Anthony H. Heap
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Patent number: 7603219Abstract: A method is disclosed for computing clutch engagement characteristics of a friction clutch system in a vehicle powertrain. A dynamic model of the system is used under conditions that cause clutch slipping. Algebraic equations defining a functional relationship between clutch torque and an engagement angle have characteristic parameters that are estimated using a non-linear least squares technique. The non-linear least squares technique repetitively minimizes the difference between a measured clutch output speed and a clutch output speed from the system dynamic model for the same inputs until a small insignificant error is reached. Parameter estimates are used to update each engagement characteristic.Type: GrantFiled: February 22, 2008Date of Patent: October 13, 2009Assignee: Eaton CorporationInventors: Sameer A. Joshi, Ananthakrishnan Surianarayanan, Chia-Hsiang Liu
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Patent number: 7584039Abstract: A method and a device for controlling starting, driving and shifting processes of a motor vehicle with a drive motor (2) and a gearshift (6), which can be brought into effective drive connection with one another using a starting and shifting clutch (4), with a clutch actuation device (25, 26) as well as with a control apparatus (13) which stands in connection with a power element of the same for controlling the power of the drive motor (2), and which is connected using signal engineering with sensors (14, 17, 19, 21) which ascertain an accelerator deflection angle (A), a motor rotational speed (C) and a transmission input shaft rotational speed (E).Type: GrantFiled: January 28, 2005Date of Patent: September 1, 2009Assignee: ZF Friedrichshafen AGInventors: Bernd Döbele, Norbert Wiencek
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Patent number: 7509203Abstract: A lock-up clutch control device which controls a lock-up clutch provided in a torque converter installed between an engine and a transmission, is disclosed. The lock-up clutch control device changes over between a converter state and a lock-up state of the torque converter according to a differential pressure command value (LUprs) relating to a differential pressure supplied to the lock-up clutch. The lock-up clutch control device includes a differential pressure generating device (7, 8) which generates the differential pressure supplied to the lock-up clutch; input torque detection means (2, 14, 15) which detects an input torque (Te) to the torque converter; and a controller (1).Type: GrantFiled: March 25, 2005Date of Patent: March 24, 2009Assignees: Jatco Ltd, Nissan Motor Co., Ltd.Inventors: Tatsuya Imamura, Hiroshi Sekiya, Toshiji Iida, Koji Dohi, Satoshi Segawa
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Publication number: 20080264749Abstract: The invention relates to a transmission module (10) for an engine-transmission unit, said module comprising an input shaft (11) for connecting to a heat engine, an output shaft (12) for connecting to a gearbox, and a clutch (30) connecting said two shafts. The inventive module also comprises: an independent casing (16) comprising a first half-shell (17) and a second half-shell (18), said two half-shells forming a sealed receiving element (22) containing the clutch (30) which is naturally in the engaged position; a mechanical element (35) for maintaining the clutch (30) in said engaged position by means of a piston in the form of a disk; a hydraulic control circuit (40, 41) for acting directly on the piston against the mechanical element, in the disengaged position of said clutch (30); and a hydraulic circuit (50, 52, 53, 55, 56) for lubricating and cooling the clutch. The invention can be applied to an engine-transmission unit for motor vehicles.Type: ApplicationFiled: June 1, 2005Publication date: October 30, 2008Applicant: Peugeot Citroen Automobiles SAInventors: Emmanuel Combes, Jerome Victor
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Patent number: 7421326Abstract: A method for detecting a clutch fault of an automatic transmission includes determining a current clutch energy density of a clutch during a range shift and comparing the current clutch energy density to a first energy density threshold. A diagnostic alert is activated if the current clutch energy density exceeds the first energy density threshold.Type: GrantFiled: August 13, 2004Date of Patent: September 2, 2008Assignee: General Motors CorporationInventors: Todd J. Thor, Brian James Pellerito
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Patent number: 7325662Abstract: A powertrain for a vehicle includes a dry friction clutch connected between an engine output member and a transmission input member. The dry friction clutch is selectively engagable to transfer torque from the engine output member to the transmission input member to launch the vehicle. A method of redesigning a powertrain is also provided.Type: GrantFiled: May 13, 2005Date of Patent: February 5, 2008Assignee: GM Global Technology Operations, Inc.Inventor: Joel M. Maguire
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Publication number: 20080017466Abstract: The present invention discloses a clutch and reverse-locking device comprising a stop bolt (1), an internal clutch stem (2), a clutch control member (3), a clutch casing (4) and a stopper (5). The internal clutch stem (2) is inserted into the clutch casing (4) and they move independently of each other. The internal clutch stem (2) has a slot (21) to house and guide the stop bolt (1). The clutch control member (3) is installed in the internal clutch stem (2) and has an edge (32) set against the groove (11) of the stop bolt (1). The stopper (5) is fitted in the internal clutch stem (2) and protrudes partially outward therefrom. The protruding or non-protruding position of the stop bolt (1) in the internal clutch stem (2) correlates or disconnects the joint movement of the clutch casing (4) and the internal clutch stem (2), activating or deactivating the clutch operation of the clutch device.Type: ApplicationFiled: July 20, 2007Publication date: January 24, 2008Inventor: Yu Min
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Patent number: 7222011Abstract: A starting clutch control includes an engine control state and a slip control state. The engine and slip control states include feedforward and driveline damping control terms. The engine state control may further include an engine speed control term. The slip control state further includes a clutch slip control term. Changes to clutch engagement commands are frozen upon throttle tip-in events.Type: GrantFiled: July 23, 2004Date of Patent: May 22, 2007Assignee: General Motors CorporationInventors: Anthony L. Smith, Patrick B. Usoro, Chi-Kuan Kao