Clutch Control Patents (Class 477/166)
  • Patent number: 11148656
    Abstract: In a hybrid vehicle, when the engine is started and caused to make a transition from a stopped state into an operating state, the control device performs an operation control of the rotary machine and an output control of the engine to increase the rotation speed of the engine so that the rotation speed reaches a target rotation speed after the transition of the engine into the operating state, determined by the shifting control, and during increasing the rotation speed, when suppression conditions further including a condition that a vehicle speed is equal to or lower than a predetermined vehicle speed, and a condition that an output request amount by a driver is smaller than a predetermined output request amount, are satisfied, the control device suppresses an increase rate of the rotation speed until a predetermined time elapses from an initiation of starting of the engine as compared with when the suppression conditions are not satisfied.
    Type: Grant
    Filed: May 28, 2019
    Date of Patent: October 19, 2021
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Yasutaka Tsuchida, Takahiro Kimura
  • Patent number: 10994734
    Abstract: Systems and methods for operating a driveline of a vehicle that includes an automatic transmission and a torque converter are described. In one example, vehicle launch is controlled according to a linear quadratic regulator that provides feedback control according to torque converter slip error and vehicle speed error. The vehicle launch is also controlled according to feed forward control that is based on requested torque converter slip and requested vehicle speed.
    Type: Grant
    Filed: June 7, 2019
    Date of Patent: May 4, 2021
    Assignee: Ford Global Technologies, LLC
    Inventors: Weitian Chen, Yang Xu, Zhengyu Dai, Stuart N. Ford, Qi Wang, Hong Jiang
  • Patent number: 10668946
    Abstract: The description relates to a method for controlling a servo drive of a steering system of a vehicle, comprising the step of: failure of the feedback comprising the step of: monitoring the control of the servo drive.
    Type: Grant
    Filed: July 21, 2016
    Date of Patent: June 2, 2020
    Assignee: Robert Bosch Automotive Steering GmbH
    Inventors: Thomas Burkhardt, Malte Elzmann
  • Patent number: 10562513
    Abstract: A control apparatus for a four-wheel-drive vehicle is configured to determine whether or not a degree of a yaw movement for deflecting the vehicle to a left or right side is larger than a predetermined first degree. When the degree of the yaw movement is larger than the first degree, the control apparatus increases a coupling torque of a coupling device corresponding to a rear wheel at the same side as a direction of the yaw movement to a predetermined first torque value, and maintains at zero a coupling torque of a coupling device corresponding to a rear wheel at an opposite side to the direction of the yaw movement.
    Type: Grant
    Filed: November 14, 2018
    Date of Patent: February 18, 2020
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Ryochi Watanabe
  • Patent number: 10543834
    Abstract: A method for operating a drive device for a motor vehicle, which has an internal combustion engine and an electric motor. A drive shaft of the internal combustion engine can be coupled to a motor shaft of the electric motor by a shift clutch. The shift clutch is adjusted to a desired clutch torque over a dragging period for startup of the internal combustion engine. Prior to the startup, a quantity of heat that is expected to accrue in the shift clutch during the startup is predicted and, when the predicted quantity of heat exceeds a limit value, at least one operating parameter of the drive device that influences the startup is chosen in such a way that the quantity of heat expected to accrue is reduced.
    Type: Grant
    Filed: December 15, 2017
    Date of Patent: January 28, 2020
    Assignee: AUDI AG
    Inventors: Michael Schneider, Henrik Kaartomets├Ą, Bernhard Br├╝ckl
  • Patent number: 10532656
    Abstract: The invention concerns a method for operating a motor vehicle with selectable all-wheel drive. The all-wheel drive is implemented with no central differential and the rear axle is implemented with no axle differential. The motor vehicle includes first and second partial clutches for independently decoupling left and right rear wheels from the drive train of the motor vehicle motor vehicle. The method includes determining a value that is representative of a ratio of the speeds of the front wheels to each other, comparing the value with a reference value, and disengaging the partial clutch that is associated with an outer rear wheel when the motor vehicle is turning, when the value is greater than the reference value, in order to prevent negative torques on the outer rear wheel.
    Type: Grant
    Filed: December 1, 2017
    Date of Patent: January 14, 2020
    Assignee: Ford Global Technologies, LLC
    Inventors: Cyril Coerman, Lucian Lippok
  • Patent number: 10507819
    Abstract: The control method for the hybrid vehicle includes a rotation speed control torque calculation step of, based on a rotation speed command value for the electric generator and a rotation speed detection value of the electric generator, calculating a torque command value for controlling the rotation speed of the electric generator, and an electric generator control step of controlling the electric generator according to the torque command value.
    Type: Grant
    Filed: June 8, 2016
    Date of Patent: December 17, 2019
    Assignee: NISSAN MOTOR CO., LTD.
    Inventors: Kengo Fujiwara, Ken Itou
  • Patent number: 10352378
    Abstract: A method for calibrating engine clutch delivery torque of a hybrid vehicle includes: determining an engagement control amount of an engine clutch which connects an engine with a driving motor or disconnects the engine from the driving motor based on a difference between speeds of the engine and the driving motor; determining a current delivery torque corresponding to the engagement control amount of the engine clutch that controls the engine clutch to be in a lock-up state and a temperature of the engine clutch; extracting a previous delivery torque that corresponds to the engagement control amount that controls the engine clutch to be in the lock-up state and the temperature and is included in a map table; and applying a weighted value to each of the extracted previous delivery torque and the determined current delivery torque to calibrate the delivery torque included in the map table.
    Type: Grant
    Filed: May 24, 2017
    Date of Patent: July 16, 2019
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventor: Do Hee Kim
  • Patent number: 10300905
    Abstract: An electric vehicle drive system includes an electric motor, first and second planetary gear sets, including sun gear, carrier and ring gear members, first and second output shafts, and a housing. The members of the first planetary gear set are connected with the electric motor, the first output shaft, and a member of the second planetary gear set. The members of the second planetary gear set are connected with the first planetary gear set, the housing, and the second output shaft. The first planetary gear set provides differential reduction and the second planetary gear set provides reversal and reduction. Optional clutches can provide the function of a limited slip differential and distribute torque preferentially to one output shaft or the other.
    Type: Grant
    Filed: May 30, 2017
    Date of Patent: May 28, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Alan G. Holmes, Min-Joong Kim, Edward A. Rapa, Jr., Brendan M. Conlon, Joseph R. Littlefield, Donald L. Dusenberry
  • Patent number: 10259461
    Abstract: A variety of methods and arrangements are described for controlling transitions between firing fractions during skip fire or dynamic firing level modulation operation of an engine. In general, actuator first transition strategies are described in which an actuator position (e.g., cam phase, TCC slip, etc.) is changed to, or close to a target position before a corresponding firing fraction change is implemented. When the actuator change associated with a desired firing fraction change is relatively large, the firing fraction change is divided into a series of two or more firing fraction change steps. A number of intermediate target selection schemes are described as well.
    Type: Grant
    Filed: October 24, 2017
    Date of Patent: April 16, 2019
    Assignee: Tula Technology, Inc.
    Inventors: Louis J. Serrano, Steven E. Carlson
  • Patent number: 10228049
    Abstract: A vehicle final drive unit (FDU) of a vehicle driveline. The vehicle FDU includes one or more wet clutches that provide disconnect capabilities in the vehicle FDU, and includes a final drive gearset. Different techniques are provided for discontinuing lubricant supply to the wet clutch(es) when the wet clutch(es) are disconnected in order to preclude unwanted rotations that can be the consequence of adhesion among clutch plates in the wet clutch(es). One technique actively brakes the final drive gearset in the vehicle FDU so that the final drive gearset no longer rotates and no longer throws lubricant to the wet clutch(es). Another technique involves closing an entrance that leads lubricant to the wet clutch(es).
    Type: Grant
    Filed: November 20, 2015
    Date of Patent: March 12, 2019
    Assignee: GKN Driveline North America, Inc.
    Inventors: Brent M. Peura, David D. Spurlock, Stefan Nicklich, Robert Genway-Haden, Lei Yang
  • Patent number: 10224790
    Abstract: In a method for the manufacture of actuators comprising an electric motor for driving an output shaft (10), a sensor device for generating a signal that is a function of the angle at which the output shaft is rotated, and a support surface (30a) with mounting points for mounting an actuator, a mechanical adjustment of at least one actuator component is carried out, which takes place depending on the deviation between an actual value and a setpoint such that the output shaft has an output end (40b), the angular position of which is adjusted to the setpoint.
    Type: Grant
    Filed: September 9, 2016
    Date of Patent: March 5, 2019
    Assignee: JOHNSON ELECTRIC INTERNATIONAL AG
    Inventors: Donat Andrey, Michael Watzek, Tanh Bui, Yvan Bourqui
  • Patent number: 9989001
    Abstract: A discrete time rate-based model predictive controller for air path control for a diesel engine regulates VGT position and EGR valve position to specified set points by coordinated control of intake manifold air pressure and EGR rate. The controller may be configured to measure or estimate at least one of the intake manifold pressure and EGR rate. A non-linear discrete time rate-based predictive model may be used, as developed by the controller.
    Type: Grant
    Filed: November 23, 2015
    Date of Patent: June 5, 2018
    Assignees: Toyota Motor Engineering & Manufacturing North America, Inc., The Regents of the University of Michigan
    Inventors: Mike Huang, Ilya Kolmanovsky
  • Patent number: 9981663
    Abstract: A control device for a vehicle includes: a coasting control unit configured to, during normal traveling at a low speed within a predetermined range, cause a vehicle to travel through inertia by blocking power transmission between an engine and driving wheels by disengaging a power transmitting/blocking device that includes a first engaging portion connected to the engine and a second engaging portion connected to the driving wheels, and by stopping the engine; and a return control unit configured not to full-engage the power transmitting/blocking device while the engine is cranking by a motor in a case of returning from coasting traveling to normal traveling and to full-engage the power transmitting/blocking device after the motor stops.
    Type: Grant
    Filed: September 2, 2014
    Date of Patent: May 29, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Satoshi Yamanaka, Takahiro Yokokawa, Yoshio Ito
  • Patent number: 9933026
    Abstract: A vehicle control system for improving vibration suppressing performance and acceleration response is provided. A controller is configured to set the torque transmitting capacity of an engagement device to a first torque transmitting capacity that is smaller than a value required to transmit a peak value of a second drive torque applied to an output shaft of a transmission having the engagement device but greater than a value required to transmit an estimated first drive torque generated by an engine, when the second drive torque is amplified by pulsation of the first drive torque.
    Type: Grant
    Filed: January 30, 2017
    Date of Patent: April 3, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Junichi Shiozaki, Norimi Asahara, Mitsuhiro Toyoda
  • Patent number: 9815466
    Abstract: A lock-up clutch control device is provided for a vehicle, in which, when the accelerator pedal is released in a slip engagement mode, lock-up re-engagement with reduced engagement shock is performed, thereby improving fuel economy. A torque converter having a lock-up clutch is disposed between an engine and a continuously variable transmission. The vehicle is provided with a coast lock-up control unit configured to bring the engine in a fuel cut-off state when the accelerator pedal is released in a slip engagement mode in which a differential rotation is present in the lock-up clutch with the accelerator pedal being depressed. Upon accelerator fool release operation, the coast lock-up control unit performs an engine torque control to synchronize engine rotation speed and turbine rotational speed, re-engages the lock-up clutch in a rotation synchronization state, and, after the re-engagement, and performs fuel cut-off.
    Type: Grant
    Filed: September 3, 2014
    Date of Patent: November 14, 2017
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Yuzuru Tohta
  • Patent number: 9731695
    Abstract: A system for controlling a vacuum pump in a gasoline vehicle with a clutch includes a clutch installed between a driving source supplying power of an engine and a vacuum pump to selectively interrupt the power supplied from the driving source to the vacuum pump. A pressure sensor is configured to sense a pressure of a vacuum line installed between the vacuum pump and a brake booster. A controller is configured to compare the pressure measured by the pressure sensor with a target pressure value to selectively interrupt the clutch.
    Type: Grant
    Filed: March 19, 2015
    Date of Patent: August 15, 2017
    Assignee: Hyundai Motor Company
    Inventor: Sang Min Lee
  • Patent number: 9714028
    Abstract: Disclosed herein are a method capable of controlling an engine clutch by estimating the speed of an electric motor in a situation where the speed of the motor is not measured, and a hybrid vehicle for performing the same. The method of controlling an engine clutch of a parallel-type hybrid vehicle includes determining whether a state of a transmission clutch and a predetermined state condition of an engine clutch are satisfied in a first controller, when an error occurs in motor RPM information sent from a second controller, replacing the motor RPM information with an input RPM of a transmission or an RPM of an engine, based on a result of the determination in the first controller, so as to send the same to a third controller, and controlling the engine clutch using the replaced motor RPM information in the third controller.
    Type: Grant
    Filed: December 1, 2016
    Date of Patent: July 25, 2017
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Seong Wook Moon, Seok Min Jeong, Ji Hoon Kang
  • Patent number: 9499153
    Abstract: The invention relates to a method and device for changing from a coasting or free-rolling mode of a motor vehicle with an internal combustion engine and an automatic clutch, which is disengaged during the coasting or free-rolling mode, to a fuel cut-off mode, in which the clutch is engaged, wherein before engagement of the clutch the internal combustion engine is brought to a revolution rate at which the engagement of the clutch induces no or only small changes in revolution rate in the drive train, and whereby the fuel supply to the internal combustion engine is reduced following engagement of the clutch. Under one or more predetermined conditions the increase of the drag torque of the internal combustion engine acting on the motor vehicle during the changeover from coasting or free-rolling mode to fuel cut-off mode takes place so slowly that the change is not usually noticed by the driver.
    Type: Grant
    Filed: April 11, 2013
    Date of Patent: November 22, 2016
    Assignee: Ford Global Technologies, LLC
    Inventors: Urs Christen, Ian Oldknow, Erik Alpman, Rainer Busch
  • Patent number: 9440634
    Abstract: A control device for a vehicle includes a control unit configured to: implement a first travelling mode of engaging a power connecting/disconnecting device at a time an accelerator opening is greater than a fully closed state and not greater than a first opening; implement a second travelling mode of releasing the power connecting/disconnecting device at a time the accelerator opening is greater than the first opening and smaller than a second opening; implement a third travelling mode of stopping a fuel supply to an engine with the power connecting/disconnecting device engaged at a time the accelerator opening is fully closed; and control an output of the engine so that a vehicle deceleration at a time of implementing the first travelling mode gradually changes.
    Type: Grant
    Filed: May 26, 2015
    Date of Patent: September 13, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shinji Kato, Satoshi Yamanaka, Hideaki Otsubo
  • Publication number: 20150133266
    Abstract: The present teachings provide for a power transmitting component including a friction clutch, a reservoir, a hydraulic ram to actuate the clutch, a motor, and first and second pumps simultaneously driven by the motor. The first pump is in fluid communication with the reservoir and the ram. The first pump is configured to provide hydraulic fluid to the ram when the motor rotates in a first direction. The second pump is coupled to the reservoir and provides hydraulic fluid to the ram when the output shaft rotates in the first direction and a pressure differential between the ram and the second pump is less than or equal to a predetermined pressure differential. The second pump has a displacement greater than the first pump and is configured to provide hydraulic fluid to the ram at a lower pressure and higher flow rate than the first pump.
    Type: Application
    Filed: November 12, 2013
    Publication date: May 14, 2015
    Applicant: American Axle & Manufacturing, Inc.
    Inventors: Robert J. DeGowske, Charles G. Stuart
  • Patent number: 9014929
    Abstract: A method for determining a need for contact point adaptation for a clutch (106) of a vehicle (100), which clutch (106) transmits driving power between a power source engine (101) and at least one powered wheel (113, 114). At a first point in time, determining a first temperature (T1) of the clutch (106), comparing the first temperature (T1) with a second temperature (T2) of said clutch (106) determined at a second point in time which precedes the first point in time, and determining a need for contact point adaptation when the first temperature (T1) differs from the second temperature (T2) by more than a first value (?T)).
    Type: Grant
    Filed: March 12, 2012
    Date of Patent: April 21, 2015
    Assignee: Scania CV AB
    Inventors: Karl Redbrandt, Andreas Laghamn
  • Patent number: 8996266
    Abstract: A vehicle includes an engine, an engine control module (ECM), and a dual clutch transmission (DCT) assembly. The DCT assembly has first and second input clutches, first and second gear sets selectively connected to the engine via the respective first and second input clutches, and a transmission control module (TCM). In executing a launch control method, the TCM receives a launch request, receives an actual engine torque, and determines the inertia and acceleration of the engine. The TCM then calculates a clutch torque for the particular input clutch used for vehicle launch as a function of the actual engine torque and the product of the inertia and the acceleration, compares the calculated clutch torque to the commanded clutch torque, modifies a torque-to-position (TTP) table depending on the comparison result, and transmits a clutch position signal to the designated input clutch to command an apply position extracted from the TTP table.
    Type: Grant
    Filed: June 13, 2013
    Date of Patent: March 31, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Colin Hultengren, Craig J. Hawkins, Matthew D. Whitton, Crystal Nassouri, Jonathan P. Kish
  • Patent number: 8977457
    Abstract: A vehicle powertrain includes an engine, transmission, torque converter assembly, and controller. The controller includes recorded lumped inertia models of the powertrain and instructions for executing a clutch-to-clutch shift using these models. The models collectively reduce powertrain dynamics to two or three degrees of freedom. The controller executes a method to estimate clutch torques using the models. The models may include a first primary inertia block describing engine inertia and inertia of a torque converter pump, and a second primary inertia model describing the inertia of the turbine and transmission as reflected to the input member. The second primary inertia model includes bulk inertia models for each fixed gear state and each possible shift maneuver. The controller derives a required output torque value as a closed-loop target value using the lumped inertia models and a requested input torque, and uses the estimated clutch torque to achieve the target value.
    Type: Grant
    Filed: July 15, 2013
    Date of Patent: March 10, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Darrell Lee Robinette, Daniel N. Wehrwein, Jeremy V. Horgan
  • Patent number: 8972135
    Abstract: A control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B2) that is fastened when a D range is selected. In the range of starting of fastening control of the second brake (B2), when the parameters (rate of input rotational frequency change and amount of motor torque change) that change along with the rotational fluctuation of the engine (Eng) become at least a predetermined threshold, it is judged that the second brake (B2) has started fastening. When in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be large, the absolute value of the predetermined threshold is set to a value that is larger than when in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be small.
    Type: Grant
    Filed: June 25, 2012
    Date of Patent: March 3, 2015
    Assignees: JATCO Ltd, Nissan Motor Co., Ltd.
    Inventors: Hiromichi Akebono, Hiroki Matsui
  • Patent number: 8948989
    Abstract: 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: Grant
    Filed: July 22, 2013
    Date of Patent: February 3, 2015
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Tetsushi Saitoh
  • Patent number: 8909447
    Abstract: A method of controlling shifts in a vehicle transmission, for example a utility vehicle, having a transmission or partial transmission designed as a dual-clutch transmission that shifts as a without traction force interruption. The transmission comprises a dual clutch having a first clutch and a second clutch that are functionally connected to a drive engine, and a transmission or partial transmission comprises a main transmission that shifts with traction force interruption and is connected to a drive-train downstream from the dual-clutch transmission. During shifts in the main transmission that is connected downstream from the dual-clutch transmission, the dual clutch is operated, by pre-loading the two clutches, as a transmission brake and/or an engine brake for adapting the speed of components to be shifted so as to enable short shifting times and ensure comfortable and reliable driving operation.
    Type: Grant
    Filed: August 3, 2011
    Date of Patent: December 9, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Florian Schneider, Roland Mair
  • Patent number: 8862353
    Abstract: The invention relates to a process for detecting tuning measures through which the actual output power of an internal combustion engine of a motor vehicle is increased relative to design output power value, whereby, to detect the tuning measures, deviations of actual output power value from a nominal output power value are evaluated, the latter being provided by a control device. The invention is distinguished in that measures are initiated to protect a clutch device from overload as soon as torque to be transmitted by the clutch device exceeds a critical value.
    Type: Grant
    Filed: November 11, 2010
    Date of Patent: October 14, 2014
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventor: Michael Reuschel
  • Patent number: 8849489
    Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.
    Type: Grant
    Filed: June 25, 2012
    Date of Patent: September 30, 2014
    Assignee: Chrysler Group LLC
    Inventors: Nadirsh Patel, Ashish Krupadanam, Goro Tamai, Mengyang Zhang
  • Patent number: 8781695
    Abstract: A method and apparatus to control the pickup on an uphill slope of an automotive vehicle provided with an automatic or robotized gearbox provide the definition of a control strategy of the gear box operation, also according to the gradient of the uphill slope, which is preferably calculated based on a longitudinal acceleration value of the automotive vehicle, and based on the altitude at which the automotive vehicle can be found, which is preferably calculated based on a detected atmospheric pressure value. In this way, it is also possible to consider the reduction in the engine torque due to the reduction in the air density with altitude.
    Type: Grant
    Filed: December 5, 2008
    Date of Patent: July 15, 2014
    Assignee: Fiat Group Automobiles S.p.A.
    Inventors: Andrea Bianco, Claudio Cervone, Giuseppe Gatti, Giuseppe Lorusso, Euplio Pagliarulo, Francesco Cimmino
  • Patent number: 8775036
    Abstract: When a capacity coefficient (Cre) of a torque converter is larger than or equal to a predetermined threshold (CreA), a speed ratio (e) is calculated on the basis of an actual power transmission efficiency (?) by referring to a predetermined unique relationship between a power transmission efficiency (?) and a speed ratio (e). Therefore, even in a second speed ratio variation range (R2) in which the capacity coefficient (Cre) is larger than or equal to the threshold (CreA) and the speed ratio (e) is not uniquely determined for the capacity coefficient (Cre), the speed ratio (e) is calculated using the unique relationship between the speed ratio (e) and the power transmission efficiency (?), so the speed ratio (e) may be calculated in all the speed ratio variation range of the torque converter.
    Type: Grant
    Filed: December 29, 2010
    Date of Patent: July 8, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Daisuke Inoue
  • Publication number: 20140171264
    Abstract: A brake system for a vehicle comprises a vacuum pump mounted to an engine, wherein the vacuum pump is selectively connected to be driven by the engine. A clutch is mounted within a housing for the vacuum pump. The clutch can be selectively engaged to drive the vacuum pump with the engine. A sensor is connected to the clutch such that the clutch is actuated to engage when the sensor determines that one of a vacuum within the pump is below a predetermined vacuum threshold and when the engine speed is below a predetermined speed threshold.
    Type: Application
    Filed: December 13, 2012
    Publication date: June 19, 2014
    Applicant: CONTINENTAL AUTOMOTIVE SYSTEMS, INC.
    Inventor: Srini Sundaresan
  • Patent number: 8731793
    Abstract: A mobile machine includes a propulsion system. The propulsion system may include a prime mover, a traction device, and a clutch operable to transmit power produced by the prime mover to the traction device. The propulsion system may also include propulsion-system controls operable to control the clutch. The propulsion-system controls may include at least one information processor configured to estimate a temperature of the clutch based at least in part on an estimated slippage of the clutch and a fluid temperature.
    Type: Grant
    Filed: December 29, 2010
    Date of Patent: May 20, 2014
    Assignee: Caterpillar Inc.
    Inventors: Mirko V. Barbir, Stacy Linn Grove, Yun Liu, Gerry Owen McCann, John Dewey Gates
  • Patent number: 8700279
    Abstract: A method for optimizing a shift event in a vehicle includes designating a clutch to be used as an oncoming clutch or an offgoing clutch in the shift event before executing the shift event, and processing a plurality of input values through a state observer to thereby determine, as an output value of the state observer, an estimated slip speed of the designated clutch. The method includes using a proportional-integral control module for the designated clutch (a clutch PI) to close the control loop on the estimated slip speed from the state observer, thereby smoothing a switching between state space equations in the state observer, and executing the shift event. A vehicle includes a transmission, an engine, at least one traction motor, and a control system configured for executing the above method.
    Type: Grant
    Filed: March 3, 2011
    Date of Patent: April 15, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: R. Anthony Hansen, Robert L. Morris
  • Patent number: 8694219
    Abstract: The invention relates to a process of ending a clutch protection function against overload of an automated clutch. The clutch protection function is ended when, by actuating the gas- and brake pedals, an absolute value of a brake pedal signal falls below a default threshold value and the time derivative of the brake pedal signal is negative.
    Type: Grant
    Filed: December 14, 2009
    Date of Patent: April 8, 2014
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventor: Michael Bechmann
  • Patent number: 8666624
    Abstract: A clutch control device that controls a clutch by driving a piston using a working fluid, having: stroke start determining means (S1) for determining that a stroke of the piston has started and detecting a stroke start oil pressure at that time; stroke end determining means (S4) for determining that the stroke of the piston is complete and detecting a stroke end oil pressure at that time; stroke end range estimating means (S3) for estimating a range of the stroke end oil pressure from the stroke start oil pressure detected by the stroke start determining means; and learning means (S5, S6) for learning the stroke end oil pressure detected by the stroke end determining means when the stroke end oil pressure is within the estimated range of the stroke end oil pressure. Learning precision of the stroke end oil pressure can be improved.
    Type: Grant
    Filed: March 21, 2008
    Date of Patent: March 4, 2014
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Yoshinobu Kawamoto
  • Patent number: 8660765
    Abstract: In an idle stop system for an engine mounted in a vehicle, when it is determined predetermined stop conditions are met, the engine is automatically stopped. During the engine stop, when it is determined that predetermined restart conditions are met, the engine is automatically restarted. Further, it is determined whether or not a predetermined period of time has elapsed since the restart of the engine. When it is determined that the predetermined period of time has elapsed, the clutch mechanism is controlled into the connection thereof at and after a time instant when it is determined that the predetermined period of time has elapsed. Hence, the connected state of the clutch mechanism is realized after a controlled delay.
    Type: Grant
    Filed: February 25, 2010
    Date of Patent: February 25, 2014
    Assignee: Denso Corporation
    Inventors: Masayuki Tomura, Takashi Senda
  • Patent number: 8655560
    Abstract: A control apparatus and a control method for a vehicular drive apparatus that includes a driving power source, and a power transmission device that transmits power from the driving power source to a drive wheel are provided. It is determined that a malfunction occurs in the power transmission device, when a comparison value remains equal to or above a predetermined value for a predetermined period. The comparison value is obtained by making a comparison between an actual value and a theoretical value that relate to a rotational speed of a predetermined rotational member that constitutes at least a part of the vehicular drive apparatus. The predetermined period is set according to an operating state of the power transmission device. Thus, it is possible to reduce the possibility that it is erroneously determined that a malfunction occurs, and to quickly determine that a malfunction occurs.
    Type: Grant
    Filed: November 30, 2007
    Date of Patent: February 18, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tooru Matsubara, Atsushi Tabata, Masakazu Kaifuku, Hidenori Katoh
  • Patent number: 8630778
    Abstract: A system and method for determining a required throttle position and operating a throttle in the required throttle position to attain a required engine speed for fuel cut acquisition is disclosed. A lock-up clutch may be engaged without a shock if a required engine speed is achieved that corresponds to a current transmission speed. Fuel economy may be increased by cutting fuel to the engine when a lock-up clutch is engaged.
    Type: Grant
    Filed: August 7, 2009
    Date of Patent: January 14, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventor: Chris Hopp
  • Patent number: 8615349
    Abstract: A method of detecting filling of a hydraulic cylinder and incipient full engagement of a hydraulically operated clutch of a vehicular transmission utilizes a pressure sensor disposed in a hydraulic line to the clutch cylinder which provides a signal that the hydraulic pressure has dropped as the clutch cylinder begins to fill and also that the pressure has returned to a substantially normal level. The pressure sensor may be a continuously variable output device such as an analog sensor, pulse width modulation (PWM) sensor, a similar device or, less desirably, a two state sensor. An iterative algorithm utilizes data from the sensor and a timer to determine when clutch fill is complete.
    Type: Grant
    Filed: November 11, 2009
    Date of Patent: December 24, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Vijay A. Neelakantan, Bret M. Olson
  • Patent number: 8591382
    Abstract: A method for controlling a friction clutch operatively arranged between a drive unit and a gearbox. The method includes the steps of detecting torque transmitted by the friction clutch, determining a coefficient of friction between friction linings of a clutch disk and antifriction surfaces of the friction clutch, and evaluating the functional capability based on the determined coefficient of friction. In order to avoid an evaluation of a friction clutch that has not yet been broken-in as a worn friction clutch, the evaluation is postponed during a specified breaking-in phase of the friction clutch.
    Type: Grant
    Filed: January 20, 2012
    Date of Patent: November 26, 2013
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Michael Reuschel, Christian Eberle, Lutz Helmbrecht
  • Patent number: 8568275
    Abstract: A control device includes an input member drivingly coupled to at least one of an internal combustion engine and a rotating electrical machine as driving force sources of a vehicle. When downshifting or upshifting the control device controls the engagement pressure of a direct coupling clutch to a pressure lower than the direct coupling limit engagement pressure during downshifting, when downshifting in a state in which required input torque, which is torque that is required to be transferred to the input member, is set to a positive torque, and the control device controls the engagement pressure of the direct coupling clutch to a pressure equal to or higher than the direct coupling limit engagement pressure during downshifting or upshifting, when performing downshifting in a state in which the required input torque is set to a negative torque, or when performing upshifting regardless of the required input torque.
    Type: Grant
    Filed: March 22, 2011
    Date of Patent: October 29, 2013
    Assignee: Aisin Aw Co., Ltd.
    Inventors: Nobuaki Inagaki, Hiroya Ueno, Takeshi Tateishi, Nobuhiro Iwai, Hiroshi Tsutsui
  • Patent number: 8571767
    Abstract: The method comprises the steps of: storing a curve or characteristic of torque transmitted by the friction clutch as a function of the position of the clutch, calculating a desired value of the torque to be transmitted by means of the clutch, and modifying the position of the clutch so as to bring it to the position to which the desired transmitted torque value corresponds according to the stored curve or characteristic, upon the occurrence of predetermined operative conditions, estimating the value of the torque transmitted by the clutch, by means of an algorithm, as a function of the detected instantaneous values of the torque delivered and of the angular velocity of the shaft of the engine, and detecting the corresponding instantaneous position or estimate position of the clutch, and then modifying the previously stored curve or characteristic in accordance with predetermined procedures in dependence on the difference between the estimated value of the torque transmitted and that value of the torque tra
    Type: Grant
    Filed: November 18, 2009
    Date of Patent: October 29, 2013
    Assignee: CRF Societa Consortile per Azioni
    Inventors: Attilio Porta, Emanuel Corigliano, Giancarlo Osella, Dario Del Pin, Marco Montu', Massimo Lupo
  • Publication number: 20130238204
    Abstract: Methods and systems for controlling a vehicle powertrain that may be automatically stopped and started are presented. In one example, a method adjusts a position of a transmission clutch in response to battery current during engine cranking. The method may reduce clutch wear and improve vehicle launch from a stop.
    Type: Application
    Filed: March 6, 2012
    Publication date: September 12, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Felix Nedorezov, Hong Jiang, Alex O'Connor Gibson, Matthew John Shelton, Roger Lyle Huffmaster
  • Patent number: 8521381
    Abstract: A device with a stepped automatic transmission to transfer power from a power source to an axle using changeable shift speeds includes an input-side fluid transmission element connected to the power source, an output-side fluid transmission element connected to the transmission input shaft, a lock-up clutch engaging and disengaging the input-side and the output-side fluid transmission elements; a unit adjusting the lock-up clutch; a unit setting, when a downshift is to be performed in response to a predetermined request for a large drive force, a predetermined target slip speed value larger than a non-shifting-time value before a rotational speed of the power source exceeds a input shaft rotational speed after the downshift, and setting the target slip speed to decrease toward the non-shifting-time value along with lapse of time after the power source rotational speed source exceeds the post-shifting input shaft speed; and a unit controlling the engagement force so the slip speed becomes the set target slip s
    Type: Grant
    Filed: December 20, 2010
    Date of Patent: August 27, 2013
    Assignee: Aisin AW Co., Ltd.
    Inventors: Yasuhiro Fujiwara, Hiromasa Takai, Masatake Ichikawa, Yutaka Teraoka, Hiroshi Tsutsui
  • Patent number: 8498791
    Abstract: A lock-up control apparatus includes a kick-down instruction detector configured to detect a kick-down shift transmission instruction during application of a lock-up clutch. A first lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction is detected. An intermediate gear speed determinator is configured to determine whether the kick-down shift transmission instruction includes an intermediate gear speed shift transmission instruction to an intermediate shift transmission gear speed. A second lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction includes the intermediate gear speed shift transmission instruction. A target gear speed shift transmission instruction detector is configured to detect a target gear speed shift transmission instruction.
    Type: Grant
    Filed: November 26, 2010
    Date of Patent: July 30, 2013
    Assignee: Honda Motor Co., Ltd.
    Inventors: Akio Muto, Masaaki Takamatsu, Yasuhiro Ijichi
  • Patent number: 8494740
    Abstract: The invention relates to a method for controlling rotation speed of at least one rotary element in the drive line of a vehicle. A first control model and a second control model are defined. The first control model calculates a permitted slip of at least one of the ground engagement elements of the vehicle at its ground contact point, which ground engagement element is driven via the rotary element. The second control model calculates a torque to said ground engagement element. The result of one of said control models is used for controlling the rotation speed of the rotary element.
    Type: Grant
    Filed: February 15, 2006
    Date of Patent: July 23, 2013
    Assignee: Volvo Construction Equipment AB
    Inventor: Karl Erik Olsson
  • Patent number: 8494711
    Abstract: An automated start/stop system for a vehicle comprises an auto-stop module, a diagnostic module, and an auto-start module. The auto-stop module selectively initiates an auto-stop event and shuts down an engine while the vehicle is running. The diagnostic module selectively diagnoses a fault in a clutch pedal position sensor of the vehicle. The auto-start module, while the vehicle is running and the engine is shut down, selectively initiates an auto-start event after the fault has been diagnosed when current drawn by a starter motor is less than a predetermined maximum starting current.
    Type: Grant
    Filed: January 4, 2010
    Date of Patent: July 23, 2013
    Inventors: Awadesh Tiwari, Vijay Shettigar, Amit Kumar, Srinivas B. Chande
  • Patent number: 8489298
    Abstract: A powertrain includes an engine, a transmission, and a torque converter located between the engine and the transmission. Subsequent to a rapid increase in engine torque commands, torque converter slip is controlled by monitoring a measured torque converter slip after the rapid increase in engine torque commands, determining a maximum measured torque converter slip value resulting from the rapid increase in engine torque commands based upon the measured torque converter slip, determining a target value to which to reduce the torque converter slip, determining a recovery profile to reduce the torque converter slip from the maximum measured torque converter slip to the target value, and utilizing the recovery profile to controllably reduce the torque controller slip. Determining the recovery profile includes commanding reducing slip through the profile at commanded torque converter slip values selected to prevent the torque converter slip from reaching zero.
    Type: Grant
    Filed: September 9, 2009
    Date of Patent: July 16, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie
  • Patent number: 8483898
    Abstract: A vehicle includes a clutch set, a tank with fluid, an auxiliary battery, an electric fuel pump, and a controller. The electric fluid pump delivers some of the fluid from the tank to a designated oncoming clutch of the clutch set. The controller calculates a predicted flow value for the oncoming clutch during the shift event, and selectively controls the speed of the pump using the predicted flow value during the shift event. The controller controls the pump using an actual flow value when the vehicle is not executing a shift event, i.e., when holding torque. The speed of the electric fluid pump is increased to a first calculated speed determined using the predicted flow value when the shift event is initiated and before filling of the oncoming clutch commences, and is reduced to a second calculated speed determined using the actual flow value when the shift event is complete.
    Type: Grant
    Filed: November 19, 2010
    Date of Patent: July 9, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Ali K. Naqvi, Jy-Jen F. Sah