Clutch Control Patents (Class 477/166)
  • 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
  • Patent number: 8460155
    Abstract: When reception of engine rotating speed information from an engine control unit is failed, the control unit puts gear positions belonging to a second gear position group in a non-operable and connected state, and then puts a second clutch into a engaged state to convert a rotating speed of a second input shaft detected by a second rotational sensor into a rotating speed of an engine output shaft. The control unit controls so as to fasten a first clutch based on the converted rotating speed of the engine output shaft, thereby enabling a star of a vehicle.
    Type: Grant
    Filed: May 11, 2012
    Date of Patent: June 11, 2013
    Assignee: Suzuki Motor Corporation
    Inventor: Minoru Murakami
  • Patent number: 8452499
    Abstract: A control system for a transmission engages three clutches to create braking within the transmission to slow a machine during a shuttle shifting operation. The control system may apply the clutches so as to allocate wear between the clutches equally or unequally, as desired.
    Type: Grant
    Filed: August 25, 2011
    Date of Patent: May 28, 2013
    Assignee: Caterpillar Inc.
    Inventors: Timothy Lorentz, Mathew Guldan, Hoon Lee
  • Patent number: 8396637
    Abstract: A control system for an automatic transmission coupled to an engine by a torque converter includes a torque module and a first clutch control module. The torque module determines an input torque to the transmission based on an output torque of the engine. The first clutch control module adjusts an acceleration of a turbine of the torque converter during a down shift of the transmission based on the input torque. The first clutch control module adjusts the acceleration of the turbine by adjusting a first pressure of fluid supplied to an off-going clutch of the transmission based on the input torque. The first clutch control module adjusts the first pressure based on a mathematical model that relates a torque capacity of the off-going clutch, the input torque, and the acceleration. A method is also provided.
    Type: Grant
    Filed: September 8, 2010
    Date of Patent: March 12, 2013
    Inventors: Mark A. Schang, Matthew D. Whitton
  • Patent number: 8396636
    Abstract: 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: Grant
    Filed: February 22, 2008
    Date of Patent: March 12, 2013
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Kengo Minami
  • Patent number: 8392083
    Abstract: A method for controlling a twin clutch transmission including at least two partial drive trains, each of which is coupleable to a combustion engine using a clutch.
    Type: Grant
    Filed: January 11, 2012
    Date of Patent: March 5, 2013
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Erhard Hodrus, Juergen Eich
  • Patent number: 8364361
    Abstract: A method for controlling a clutch assembly includes controlling an actual clutch fill pressure using open-loop pressure controls when an active fill phase is detected, and using closed-loop pressure controls when the active fill phase is complete or when an overfill condition is detected. The method supplies the actual clutch pressure according to a second set of open-loop pressure controls when a step in commanded clutch pressure is detected. The method monitors a fill pressure and time during the step, and applies the clutch pressure according to the closed-loop pressure controls when either value equals a corresponding threshold value. A clutch assembly has a piston for compressing clutch disks to initiate a shift event, an algorithm for controlling the shift event, and a sensor for determining an actual clutch pressure during the shift phases. The algorithm switches between closed-loop and open-loop pressure controls in response to different shift phases.
    Type: Grant
    Filed: February 14, 2008
    Date of Patent: January 29, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Bret M. Olson, Robert L. Moses, Randall B. Dlugoss
  • Patent number: 8332109
    Abstract: A method for responding to a rapid change in engine torque includes monitoring a change in engine torque and determining a rapid change in engine torque when the change in engine torque exceeds a threshold change in engine torque. Subsequent to determining a rapid change in engine torque, an increase in the torque converter slip is provided by reducing the torque converter clutch pressure command by a selected value and thereafter the feedback control is deactivated for a predetermined duration. Subsequent to the predetermined duration, the feedback control is reactivated to decrease the torque converter slip toward a desired torque converter slip value.
    Type: Grant
    Filed: January 4, 2010
    Date of Patent: December 11, 2012
    Assignee: GM Global Technology Operations LLC
    Inventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie, Scott A. Hearld, Xu Chen, Daniel J. Wickman, Xuefeng Tim Tao
  • Patent number: 8285462
    Abstract: A hybrid transmission is operative to transfer torque between an input member and torque machines and an output member in one of a plurality of fixed gear and continuously variable operating range states through selective application of torque transfer clutches. The torque machines are operative to transfer power from an energy storage device. A method for controlling the hybrid transmission includes operating the hybrid transmission in one of the operating range states, determining a first set of internal system constraints on output torque transferred to the output member, determining a second set of internal system constraints on the output torque transferred to the output member, and determining an allowable output torque range that is achievable within the first set of internal system constraints and the second set of internal system constraints on the output torque transferred to the output member.
    Type: Grant
    Filed: October 21, 2008
    Date of Patent: October 9, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Tung-Ming Hsieh, Bin Wu
  • Publication number: 20120231928
    Abstract: A power transmitting system that is configured to have BAS and IS functionality. The power transmitting system can be operated in a first mode in which an engine provides rotary power for driving an accessory assembly and a motor/generator. The device can be operated in a second mode for starting the engine and driving the accessory in which rotary power is output from the motor/starter in a first rotational direction. The device can also be operated in a third mode in which the motor/generator outputs rotary power in a second, opposite rotational direction for driving the accessory while the engine is not operating. A kit for a power transmitting system is also provided.
    Type: Application
    Filed: May 23, 2012
    Publication date: September 13, 2012
    Inventor: Scott PARSONS
  • Publication number: 20120196722
    Abstract: A method for controlling a drivetrain in a motor vehicle which has an internal combustion engine with a crankshaft, an automated gearbox with engagable and disengagable gears and a gearbox input shaft and a gearbox output shaft which drives drive wheels, a friction clutch which connects the crankshaft and the gearbox input shaft in a separable manner and is operated in an automated fashion, and a control unit for controlling the drivetrain. For driving comfort, before the vehicle comes to a stop, a starting gear is engaged in an overrun mode such that, after opening the friction clutch, a synchronization of gearbox input and output shaft rotational speed of the starting gear is initiated at a gearbox input shaft rotational speed which is higher than a target rotational speed of the gearbox input shaft yielded by the transmission ratio of the starting gear between the gearbox input and output shaft.
    Type: Application
    Filed: April 5, 2011
    Publication date: August 2, 2012
    Applicant: SCHAEFFLER TECHNOLOGIES GMBH & CO. KG
    Inventors: Marian PREISNER, Juergen BENZ
  • Patent number: 8226532
    Abstract: A control apparatus for an automatic transmission having a rotation transmission mechanism for transmitting rotation of a prime mover mounted on a vehicle to a speed change mechanism, and an input clutch for controlling connection/disconnection of the transmitted rotation. The control apparatus includes a control portion that performs a neutral control including a release control that reduces rotation transmission efficiency, and an in-neutral control so as to maintain rotation efficiency. During the in-neutral control, a check control is performed that makes the fluid pressure relative to the input clutch fluctuate, and when determining as a result of the check control that the rotation transmission efficiency is in a predetermined low efficiency state, then reducing the fluid pressure relative to the input clutch by a set pressure, and thereafter maintaining the fluid pressure constant.
    Type: Grant
    Filed: August 28, 2009
    Date of Patent: July 24, 2012
    Assignee: Aisin AW Co., Ltd.
    Inventors: Gen Okumoto, Yasuo Tsukamoto, Hideki Tomida, Masahiko Nishikawa
  • Patent number: 8224537
    Abstract: A clutch temperature prediction module for a dual clutch transmission (DCT) includes at least one clutch slip power module that determines a first clutch slip power of a first clutch and a second clutch slip power of a second clutch. A temperature calculation module receives the first clutch slip power, the second clutch slip power, an ambient air temperature, an engine oil temperature, and a transmission oil temperature, and calculates at least one clutch plate temperature and a clutch housing temperature based on the first clutch slip power, the second clutch slip power, the ambient air temperature, the engine oil temperature, and the transmission oil temperature using a linear time-invariant (LTI) model.
    Type: Grant
    Filed: August 3, 2010
    Date of Patent: July 17, 2012
    Inventors: Markus Olsson, Ulf Gimbergsson
  • Patent number: 8185282
    Abstract: A method for the operation of a drivetrain comprising an automatic transmission, a motor and at least five shift elements in which two shift elements are engaged and three shift elements are disengaged. When carrying out an upshift or downshift, a first shift element is either disengaged or engaged, and a second shift element is engaged or disengaged. While the first upshift or downshift is being carried out, a second shift element is prepared for disengaging or engaging and a third shift element is prepared for engaging or disengaging. Actuation of the second shift element occurs by virtue of a minimum selection of a first alternative or a maximum selection a second alternative. While the first upshift or downshift is being carried out and while the second upshift or downshift is being carried out, at least one fourth shift element is kept engaged or nearly engaged.
    Type: Grant
    Filed: June 1, 2011
    Date of Patent: May 22, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Klaus Steinhauser, Christian Popp
  • Patent number: 8180536
    Abstract: During control of a shift of a first friction engagement element from an engaged state into a disengaged state and a shift of a second friction engagement element from a disengaged state into an engaged state for a gear shift to a first target gear from a second target gear, a desired torque capacity of the first friction engagement element is set based on an actual transmission gear ratio by interpolation from values of the desired torque capacity corresponding to at least first and second reference transmission gear ratios, wherein the first reference transmission gear ratio is a transmission gear ratio at start of an inertia phase of the shift control. When the first reference transmission gear ratio is between the actual transmission gear ratio and the second reference transmission gear ratio, the desired torque capacity is set to the value corresponding to the first reference transmission gear ratio.
    Type: Grant
    Filed: June 10, 2009
    Date of Patent: May 15, 2012
    Assignee: Jatco Ltd
    Inventors: Masami Suzuki, Goh Endo
  • Publication number: 20120100960
    Abstract: A system and method for selectively opening a drivetrain of a vehicle is described. In one example, an electrically operated clutch is opened during selected driving conditions to conserve kinetic energy of the vehicle. The method may reduce fuel consumption during selected conditions.
    Type: Application
    Filed: October 20, 2011
    Publication date: April 26, 2012
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Chris Edward Pedlar, Urs Christen, Rainer Busch, Chris Connelly, Ingo Lenz, Harry Cho
  • Patent number: 8118708
    Abstract: A method for controlling an automated friction clutch arranged in a drive train of a motor vehicle in the force flow between a drive engine (3) and a drive transmission (4), which is configured to close passively by spring pressure and can be disengaged and engaged by way of a pressure-medium-actuated clutch actuator (14), such that the actuation position x_K of the clutch actuator (14) or of an associated transmission element is determined and used for controlling the friction clutch (2). To improve the accuracy and reliability of the clutch actuation it is provided that in addition, an actuating pressure p_K of the clutch actuator (14) is determined and that a required change of the clutch torque M_K to a new nominal value M_K_soll takes place under pressure control, in that the actuating pressure p_K of the clutch actuator (14) is set to a nominal value p_K_soll which corresponds to the nominal value M_K_soll of the clutch torque M_K.
    Type: Grant
    Filed: February 27, 2007
    Date of Patent: February 21, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Bernd Doebele, Martin Miller
  • Patent number: 8116956
    Abstract: A method of engaging a clutch within a drive train may include detecting a fault in a clutch engagement data link, selecting an alternative clutch control logic, detecting a value indicative of a rotational speed of a first portion of the clutch and moving a second portion of the clutch based upon the detected value.
    Type: Grant
    Filed: July 1, 2008
    Date of Patent: February 14, 2012
    Assignee: Eaton Corporation
    Inventors: Thomas R. Connolly, Mark E. Hope
  • Patent number: 8104562
    Abstract: There is provided a saddle-riding type small vehicle where a power unit is mounted on a vehicle body frame. The power unit includes a valve control device that controls the operation of valve-operation mode changing mechanisms capable of changing operation modes of engine valves, and a clutch control device that controls the operation of a clutch unit provided between a crankshaft and a shift mechanism so as to shift the connection/disconnection of power transmission. In the vehicle, the valve control device and the clutch control device are disposed to balance the center of gravity, so as to make a power unit compact. A valve control device and a clutch control device are disposed on left and right sides of a center line CB of a vehicle in a width direction of the vehicle.
    Type: Grant
    Filed: October 28, 2008
    Date of Patent: January 31, 2012
    Assignee: Honda Motor Co., Ltd.
    Inventors: Hayato Maehara, Yasushi Fujimoto
  • Patent number: 8086380
    Abstract: A recovery control system and method for automatic transmissions includes a diagnostic module that determines a fault condition of a variable bleed solenoid (VBS) when the automatic transmission fails to establish a desired drive ratio. A recovery module initiates a recovery cycle of the VBS based on the fault condition. The fault condition includes one of a clutch stuck-on condition and a clutch stuck-off condition. A clutch controlled by the VBS fails to disengage during the clutch stuck-on condition, and the clutch fails to engage during the clutch stuck-on condition.
    Type: Grant
    Filed: January 26, 2007
    Date of Patent: December 27, 2011
    Inventor: Todd J. Thor
  • Patent number: 8000869
    Abstract: A method for determining a torque characteristic of a friction clutch located in a drive train of a motor vehicle in the force flow between a drive engine and a transmission and which is closed in its rest position. At least two marker points of a regulating-path-dependent torque characteristic are determined, one of which is determined at a slipping limit of the clutch. To enhance determination of the torque characteristic, a first marker point is determined with the clutch engaged, the transmission in neutral and the engine running, by slowly disengaging the clutch until a reduction in the speed of the transmission input shaft relative to the engine speed is detected. A corresponding pair of values of this marker point with the known braking torque of the input shaft and the set position are used for adapting an existing characteristic.
    Type: Grant
    Filed: April 25, 2007
    Date of Patent: August 16, 2011
    Assignee: ZF Friedrichshafen AG
    Inventors: Rainer Petzold, Peter Herter, Franz Bitzer
  • Patent number: 7953535
    Abstract: A method of controlling a machine drive having a driveline PTO establishes a driveline torque perturbation via conversion of internal inertia through two transmission neutral conditions. In an example, when a request is received, e.g., from an operator, to shift the driveline PTO from a first mode to a second mode, the transmission is automatically modulated between its first neutral condition and its second neutral condition while the driveline PTO is shifted from the first mode to the second mode, thus minimizing torque lock and facilitating mode changes.
    Type: Grant
    Filed: July 31, 2007
    Date of Patent: May 31, 2011
    Assignee: Caterpillar Inc.
    Inventors: James W. Landes, Ryan L. Horihan, Kevin G. Meyer, Travis Edward Moore
  • Patent number: 7949453
    Abstract: A method controlling a clutch arrangement that serves, in a powertrain of a motor vehicle, for the transmission of a torque from an input element to an output element. Starting from an activated state of the clutch arrangement, a respective estimated torque value is calculated in repeating calculation cycles. A torque build-up value is calculated in dependence on at least one speed difference value. A torque reduction value is calculated in dependence on at least the last calculated estimated torque value. The estimated torque value is re-calculated on the basis of the last calculated estimated torque value by up integration of the calculated torque build-up value and down integration of the calculated torque reduction value. The recalculated estimated torque value is compared with a torque threshold value. The clutch arrangement is deactivated when the recalculated estimated torque value is below the torque threshold value.
    Type: Grant
    Filed: August 12, 2008
    Date of Patent: May 24, 2011
    Assignee: MAGNA Powertrain AG & Co KG
    Inventors: Martin Parigger, Thomas Linortner, Simon Kaimer, Heribert Dietrich
  • Patent number: 7912613
    Abstract: 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: Grant
    Filed: June 30, 2005
    Date of Patent: March 22, 2011
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Makoto Kosugi
  • Patent number: 7885737
    Abstract: A hybrid vehicle control system for cutting off fuel to an internal combustion engine of hybrid vehicle while providing smooth transitions from a hybrid drive mode to an electric drive mode is provided. The hybrid vehicle control system includes an integrated controller configured to receive inputs corresponding to vehicle speed and an indicated driving force, and to select an appropriate mode transition pattern from a group of mode transition patters according to the change in indicated driving force.
    Type: Grant
    Filed: December 20, 2006
    Date of Patent: February 8, 2011
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Takeshi Hirata, Tsuyoshi Yamanaka, Hiroshi Kaneko
  • Patent number: 7881847
    Abstract: An EEPROM of an ECU (engine control unit) stores regulation maps corresponding to a plurality of running modes (e.g., normal mode, swift mode and gentle mode). The regulation maps regulate the relationship between the clutch rotational speed difference and the target clutch position. When any one of the running modes is selected according to user intentions, the target clutch position is uniformly changed according to the running mode.
    Type: Grant
    Filed: August 31, 2006
    Date of Patent: February 1, 2011
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Tooru Zenno
  • Patent number: 7850572
    Abstract: A vehicle automatic speed change power transmission control includes a control arrangement with overshoot/undershoot protection logic. The control is used with an electro-hydraulic pressure control module featuring a linear solenoid, and which supplies a hydraulically-actuated clutch configured to effect gear changes. The overshoot/undershoot protection logic is configured to detect when a commanded increase/decrease clutch pressure satisfies a clutch pressure threshold and to then activate the protection logic. Once the protection logic is activated, large command pressures increases/decreases are implemented in a series of stages having variable gains. The first stage has an aggressive gain and achieves 50-80% of the commanded clutch pressure. The second stage has a reduced gain and achieves 90% of the commanded clutch pressure. The third stage has a still further reduced gain and achieves about 100% of the commanded clutch pressure.
    Type: Grant
    Filed: July 31, 2007
    Date of Patent: December 14, 2010
    Assignee: Delphi Technologies, Inc.
    Inventors: KyoungPil Hwang, Andrew D. Herman, Michael Kozan
  • Publication number: 20100270097
    Abstract: A pneumatic-internal combustion (IC) engine based power management system with improved energy efficiency for automobile application. More particularly, the pneumatic IC engine based power management system comprises a compressor, a pressure vessel, a pneumatic motor and related control mechanisms to provide energy on demand and reduce environmental pollution. The compressor is driven by the IC engine during low power demand by the vehicle. The lightweight pressure vessel wrapped with high strength metal wire and/or fibers provide impact resistance adequate to store compressed air at rated pressure. For low/no load condition of engine or compressor, the IC engine will shut off rather than idling to save fuel. The stored compressed air drives the air motor that powers the vehicle's initial motion and then starts the IC engine to provide continuous power. A controller monitors the power demand and actuates different system components accordingly through sensors.
    Type: Application
    Filed: April 20, 2010
    Publication date: October 28, 2010
    Inventors: Amit Prakash, George Richard Sharp
  • Patent number: 7769518
    Abstract: A control device of a lock-up clutch of a torque converter interposed between a transmission and engine used with a vehicle, is disclosed. The control device has a sensor which detects an input rotation speed to the torque converter, a sensor which detects an output rotation speed from the torque converter, a differential pressure control device which controls the differential pressure applied to the lock-up clutch, and a controller which sets a target slip rotation speed of the torque converter; calculates a real slip rotation speed which is a difference between the detected input rotation speed and the detected output rotation speed; and performs feedback control to determine the differential pressure applied to the lock-up clutch so that the real slip rotation speed coincides with the target slip rotation speed.
    Type: Grant
    Filed: November 1, 2005
    Date of Patent: August 3, 2010
    Assignee: Jatco Ltd
    Inventors: Satoshi Segawa, Hiroshi Sekiya, Tatsuya Imamura, Koji Dohi, Kouji Saitou
  • Patent number: 7769517
    Abstract: A lock-up clutch control apparatus for controlling a lock-up clutch (6) provided in a torque converter (5) installed between an engine (3) and a transmission (4), is disclosed. The lock-up clutch control apparatus has a differential pressure generator (7,8) which engages, causes a slip of or disengages the lock-up clutch by adjusting the differential pressure supplied to the lock-up clutch (6); a sensor (11/15) for detecting a rotational speed of the engine; a sensor (16) for detecting an input rotational speed to the transmission; and a controller (1). The controller (1) conducts proportional integration control by using a command signal to the differential pressure generator (7,8), so that an actual slip rotational speed, which is the difference between the engine rotational speed (Np) and input rotational speed (Ni) to the transmission, becomes a target slip rotational speed (Nt).
    Type: Grant
    Filed: October 21, 2005
    Date of Patent: August 3, 2010
    Assignee: JATCO Ltd
    Inventors: Satoshi Segawa, Hiroshi Sekiya, Tatsuya Imamura, Koji Dohi, Kouji Saitou, Masayuki Kobayashi, Masayoshi Nakasaki
  • Patent number: 7744503
    Abstract: An engine-driven work machine having a target engine speed selection unit and a control unit. The target engine speed selection unit selects and specifies an arbitrary target engine speed from among a plurality of target engine speeds that is set in stepwise fashion. The control unit electrically controls the opening and closing of a throttle valve so that the actual engine speed conforms to the specified target engine speed.
    Type: Grant
    Filed: January 17, 2007
    Date of Patent: June 29, 2010
    Assignee: Honda Motor Co., Ltd.
    Inventors: Hiroshi Kobayashi, Masayuki Sasaoka, Toshio Inoue, Kenzo Shimada, Yoshinori Maekawa
  • Patent number: 7739020
    Abstract: A driving motor drives power-consuming devices and, via a clutch device, driving wheels as well. Upon actuation of a brake pedal, an electronic controller determines an input torque of the clutch device and disengages the clutch device when the brake pedal has reached a defined value that is dependent upon the input torque.
    Type: Grant
    Filed: February 4, 2005
    Date of Patent: June 15, 2010
    Assignee: ZF Friedrichshafen AG
    Inventor: Jürgen Legner
  • Patent number: 7711469
    Abstract: A process and device for controlling the brake system of a motor vehicle with all-wheel drive are described. The process and the device include an electronic control unit which controls at least one coupling unit for engaging and disengaging an all-wheel drive, so that at least one wheel can be decoupled, from the drive. After stopping the motor vehicle, for example on a sloping roadway, a predefined brake pressure on at least one wheel of the motor vehicle is held either depending on or independently from the extent of brake pedal actuation. The brake pressure is held until a brake pressure reduction condition is present, such as during a brake pressure holding time. During that time, the brake pressure on at least the one wheel is reduced and the wheel is decoupled from the drive to detect slippage, while at least one other wheel remains pressurized with brake pressure.
    Type: Grant
    Filed: September 28, 2007
    Date of Patent: May 4, 2010
    Assignees: Bayerische Motoren Werke Aktiengesellschaft, Robert Bosch GmbH
    Inventors: Guenther Sokoll, Christian Scheinost, Toni Braeuer, Simon Schilling
  • Patent number: 7693637
    Abstract: A vehicle control system is comprised of a controller which is arranged to select an optimal mode adapted to a driving point of a vehicle from an optimal mode map of defining a plurality of running modes of the vehicle, to detect a generation of a mode transition in the optimal mode map, and to hold a current running mode selected before the transition for a holding time period when the generation of the mode transition is detected.
    Type: Grant
    Filed: July 1, 2005
    Date of Patent: April 6, 2010
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Michel Mensler, Shinichiro Joe
  • Publication number: 20090258757
    Abstract: The invention relates to a process for controlling an automated friction clutch with a wear adjustment device that adjusts extended clutch stroke by a discrete magnitude through the wear of friction lining at maximum transmittable torque of the friction clutch. To guarantee safe self-adjustment, also during a long operation period under the maximum clutch torque, under specified preconditions, for instance, during the start of the internal combustion engine and without gear engagement, the friction clutch is closed for maximum clutch torque.
    Type: Application
    Filed: April 3, 2009
    Publication date: October 15, 2009
    Applicant: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KG
    Inventors: Laszlo Man, Alexander Dreher, Dirk Burkhart
  • Patent number: 7602594
    Abstract: To provide a motor control apparatus, including a rotational number detecting means for detecting the rotational number of a motor; a current detecting means for detecting a motor current; a voltage detecting means for detecting an impressed voltage to be supplied to a motor; a temperature estimating means for obtaining a motor temperature from the rotational number of a motor, the motor current, and the impressed voltage; and a protection signal generating means for generating an operational signal in order to protect the motor when the obtained motor temperature exceeds a predetermined value.
    Type: Grant
    Filed: December 28, 2006
    Date of Patent: October 13, 2009
    Assignee: JTEKT Corporation
    Inventor: Yasuhiro Yukitake
  • Patent number: 7603220
    Abstract: A method for detecting damage done to a clutch having at least two components that transfer torque by frictional engagement comprises the following steps: determining the friction power L introduced into the friction surfaces of the components by slippage between the torque-transferring components, calculating an individual damage value ESW=f(L,t), wherein t denotes time, and rating the clutch as damaged when ESW exceeds a predetermined value.
    Type: Grant
    Filed: January 19, 2006
    Date of Patent: October 13, 2009
    Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
    Inventors: Gerd Jaeggle, Reinhard Berger
  • Patent number: 7584040
    Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).
    Type: Grant
    Filed: February 3, 2004
    Date of Patent: September 1, 2009
    Assignee: Peugeot Citroen Automobiles SA
    Inventor: Stéphane Rimaux
  • Patent number: 7563200
    Abstract: A transmission system having a plurality of gear ratios, a selector assembly for selectively engaging the gear ratios, and a control system arranged to measure the amount of deformation caused by torque in the transmission system in at least one static component or assembly that is deformed due to torque in the transmission system, wherein the control system is arranged to measure deformation and to adjust the torque in the transmission system according to the measured deformation and a known relationship between the gear ratios, wherein the transmission system is arranged such that selection of a new gear ratio occurs almost instantaneously without substantial power interruption.
    Type: Grant
    Filed: July 8, 2004
    Date of Patent: July 21, 2009
    Assignee: Zeroshift Limited
    Inventor: William Wesley Martin
  • Publication number: 20090107750
    Abstract: There is provided a saddle-riding type small vehicle where a power unit is mounted on a vehicle body frame. The power unit includes a valve control device that controls the operation of valve-operation mode changing mechanisms capable of changing operation modes of engine valves, and a clutch control device that controls the operation of a clutch unit provided between a crankshaft and a shift mechanism so as to shift the connection/disconnection of power transmission. In the vehicle, the valve control device and the clutch control device are disposed to balance the center of gravity, so as to make a power unit compact. A valve control device and a clutch control device are disposed on left and right sides of a center line CB of a vehicle in a width direction of the vehicle.
    Type: Application
    Filed: October 28, 2008
    Publication date: April 30, 2009
    Applicant: HONDA MOTOR CO., LTD.
    Inventors: Hayato MAEHARA, Yasushi FUJIMOTO
  • Patent number: 7509203
    Abstract: 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: Grant
    Filed: March 25, 2005
    Date of Patent: March 24, 2009
    Assignees: Jatco Ltd, Nissan Motor Co., Ltd.
    Inventors: Tatsuya Imamura, Hiroshi Sekiya, Toshiji Iida, Koji Dohi, Satoshi Segawa
  • Patent number: 7507182
    Abstract: A controller, control method, and control system for a motor vehicle gear-type transmission enable a friction transmission unit to be controlled to an optimum position according to a particular motor vehicle state or the like. A transmission control unit changes, via at least one parameter that indicates a state of the gear-type transmission or of the vehicle, a position or pressure load at which the pressure member is caused to stand by while the driving shaft of the vehicle is in a stopped state or during changeover of the mesh unit that connects to one of the gear pairs.
    Type: Grant
    Filed: February 14, 2006
    Date of Patent: March 24, 2009
    Assignee: Hitachi, Ltd.
    Inventors: Tetsuo Matsumura, Yoshiyuki Yoshida, Kentaro Shishido, Tatsuya Ochi
  • Patent number: 7470214
    Abstract: Electric-motor drive control means controls a clutch engaging/disengaging actuator including two electric motors. When a vehicle starts moving or changes gears, the electric-motor drive control means drives both of the two electric motors in drive modes that require high responsiveness from an automatic clutch device and drives the two electric motors alternately in other drive modes that do not require high responsiveness. Malfunctions of the electric motors are detected during the operation. When one of the electric motors malfunctions, a warning is issued and the actuator is driven with the other electric motor that is normal. When both of the electric motors malfunction, a warning prompting a driver to stop the vehicle is issued.
    Type: Grant
    Filed: March 30, 2006
    Date of Patent: December 30, 2008
    Assignee: Mitsubishi Fuso Truck and Bus Corporation
    Inventor: Atsushi Kumazawa
  • Patent number: 7445582
    Abstract: A method for the control of an actuator of a starting clutch of a motor vehicle. The actuator is so regulated by a control apparatus that the starting clutch is closed upon the presence of a desire for starting, as well as closed by an adjusted, transmission ratio, and the clutch is opened upon the termination of the starting procedure. For the freeing of a vehicle from a roadway obstruction by way of a rocking process of the vehicle, it is proposed that the starting clutch, during a starting procedure and by way of control of the actuation actuator, is operated in a fully automatic manner in such a way, that the torque (M_K) periodically varies.
    Type: Grant
    Filed: July 3, 2004
    Date of Patent: November 4, 2008
    Assignee: ZF Friedrichshafen AG
    Inventor: Wilhelm Härdtle
  • Patent number: 7445068
    Abstract: An axle of a vehicle, in particular a commercial vehicle is proposed, in which a change-under-load shifting element is provided between the wheels of the axle, which can be actuated to release the rotationally fixed connection between the wheels.
    Type: Grant
    Filed: May 8, 2004
    Date of Patent: November 4, 2008
    Assignee: ZF Friedrichshafen AG
    Inventor: Wolfgang Rebholz
  • Patent number: 7412316
    Abstract: In a method for setting the clutch torque of a clutch, especially a clutch disposed in a drive train of a motor vehicle, the clutch is adjusted using a clutch actuator. This clutch actuator has at least two actuator parts that may be positioned relative to each other at raster values of a position raster. A position setpoint corresponding to a clutch torque and disposed between the raster values of the position raster is calculated, and the actuator parts are positioned relative to each other at a raster value of the position raster that is adjacent to the position setpoint. In addition to the first position raster value, a second position raster value is calculated in such a manner that the position setpoint is disposed between the first position raster value and the second position raster value.
    Type: Grant
    Filed: July 6, 2005
    Date of Patent: August 12, 2008
    Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
    Inventors: Juergen Gerhart, Olaf Werner, Georg Goeppert
  • Publication number: 20080176711
    Abstract: A hydraulic control apparatus for an automatic dual clutch transmission, comprising a first clutch with a first partial transmission and a second clutch with a second partial transmission, as well as a shifting system for engaging/disengaging gears of the two partial transmissions, a control unit having a first pressure regulator and a second pressure regulator actuating the first and second clutches and actuating the shifting system, and a switching apparatus. The shifting apparatus comprises a first changeover valve and a second changeover valve. Both changeover valves can be shifted from a first to a second position for allowing a safe emergency running mode of a motor vehicle in case of any failure of the first or second pressure regulator.
    Type: Application
    Filed: January 23, 2008
    Publication date: July 24, 2008
    Inventors: Reinhard Moehlmann, Martin Leibbrandt
  • Patent number: 7359785
    Abstract: A starting device has a friction element arranged between an engine and wheels for transmitting torque between them. The engagement and disengagement of the element is shifted by press force outputted from a press force applier, which is controlled by a control unit. The control unit includes a creep demand degree judging means judging a driver's creep demand degree for starting a motor vehicle after substantial stop of the vehicle with applying brake force to the wheels and outputs a creep demand degree signal, a creep time setting means setting creep time based on the creep demand degree signal and outputs a creep time signal, and a creep torque producing means producing creep torque by controlling the press force to obtain a slipping state of the element for a period determined based on the creep time signal.
    Type: Grant
    Filed: June 3, 2005
    Date of Patent: April 15, 2008
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Susumu Yoshida, Yoshikazu Oota
  • Patent number: 7349788
    Abstract: A system is provided for controlling the inertia of a vehicle's powertrain during sudden braking events. Torque generated by rapid deceleration of the vehicle's drive wheels during braking is prevented from being transmitted through the vehicle's driveline by a clutch which disengages the drive wheels from high effective inertia components in the driveline. The clutch is actuated by a signal produced by any of several sensors on the vehicle which sense a sudden braking event. Driveline speed is adjusted to match drive wheel speed before the clutch is deactivated to reengage driveline with the drive wheels.
    Type: Grant
    Filed: November 25, 2006
    Date of Patent: March 25, 2008
    Assignee: Ford Global Technologies LLC
    Inventors: Bill Tohler, Michael Tiller, Paul Bowles
  • Publication number: 20080064569
    Abstract: A coupling assembly comprises an input shaft driven by a prime mover, at least one output shaft drivingly coupled to the input shaft, a fluid pump selectively driven by the input shaft through an auxiliary clutch, a friction clutch for selectively frictionally coupling the input shaft with the at least one output shaft, and a fluid clutch actuator for operating the friction clutch between a disengaged condition and an engaged condition. The fluid pump selectively communicates with the fluid clutch actuator for setting the friction clutch assembly in the engaged condition. The fluid pump is mounted to the input shaft.
    Type: Application
    Filed: September 13, 2006
    Publication date: March 13, 2008
    Inventors: Ralph Woodward Baxter, William Gordon Hunt, Randy L. Sommer