Condition Responsive Engine Control Patents (Class 477/20)
  • Patent number: 10518774
    Abstract: A control device that controls a vehicle drive device provided with a transmission mechanism and a rotating member in a power transmission path in this order from a drive power source side, and provided with a parking lock mechanism that restricts rotation of the rotating member by allowing an engaging member to engage with the rotating member, the power transmission path connecting a drive power source to wheels.
    Type: Grant
    Filed: March 3, 2017
    Date of Patent: December 31, 2019
    Assignee: AISIN AW CO., LTD.
    Inventors: Makoto Iwanaka, Yukiyasu Sukenari
  • Patent number: 10408136
    Abstract: An engine kill switch and a throttle lever position sensor switch both remote from the engine and connected by a pair of wires to a microcontroller for controlling a spark initiated combustion of an air-fuel mixture in a cylinder of the engine. The switches may be received in the same housing and mounted in an operator handle housing of a hand held power tool.
    Type: Grant
    Filed: November 22, 2016
    Date of Patent: September 10, 2019
    Assignee: Walbro LLC
    Inventor: George M. Pattullo
  • Patent number: 10274070
    Abstract: A harmonic drive having improved back drivability includes a wave generator, a flex spline, and a circular spline. The wave generator, the flex spline, and the circular spline transfer rotational energy; and a clutch is configured to permit and fix a rotation of at least one of the wave generator, the flex spline, and the circular spline in accordance with a transfer direction of the rotational energy.
    Type: Grant
    Filed: June 7, 2016
    Date of Patent: April 30, 2019
    Assignee: HYUNDAI MOTOR COMPANY
    Inventor: Jun Hwan Park
  • Patent number: 10239514
    Abstract: A hybrid controller unit includes a detection module, a gear-hold module, a gear-skip module, and an optimizing module. The detection module is structured to detect a deceleration event. The gear-hold module is structured to determine whether a certain gear of a transmission should be maintained for a certain period of time in order to optimize power regeneration during the deceleration event. The gear-hold module is also structured to generate a gear-hold request. The gear-skip module is structured to determine whether the transmission should skip a gear in order to optimize power regeneration during the deceleration event. The gear-skip module is also structured to generate a gear-skip request. The optimizing module is structured to receive the gear-hold request and the gear-skip request and generate a transmission command to be sent to a transmission control unit for actuation.
    Type: Grant
    Filed: February 23, 2015
    Date of Patent: March 26, 2019
    Assignee: Cummins Inc.
    Inventors: Mahesh Madurai-Kumar, Tung-Ming Hsieh, Pinak Tulpule, Praveen Chitradurga Muralidhar, Martin T. Books
  • Patent number: 10240673
    Abstract: A SBW-ECU includes: a P unreleasable region determination portion configured to determine whether a road surface slope Sr at a vehicle position and an output voltage Volr of an auxiliary battery fall within a predetermined parking lock unreleasable region or not; and a P release request rejection portion configured to reject a P release request in a case where P release request rejection conditions to are all satisfied, including a fact that the P unreleasable region determination portion determines that the road surface slope Sr at the vehicle position and the output voltage Volr of the auxiliary battery fall within the parking lock unreleasable region (the P release request rejection condition (c) is satisfied).
    Type: Grant
    Filed: October 31, 2017
    Date of Patent: March 26, 2019
    Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, DENSO CORPORATION
    Inventors: Yusuke Nakade, Yusaku Kawaguchi
  • Patent number: 10023191
    Abstract: A method controls a power train of a vehicle immobilized in a parking position, the vehicle being provided with a parking brake device for immobilizing the vehicle and at least one electric motor. The method includes detecting the slope direction and/or slope data when the parking brake device is in an actuated position, detecting that the parking brake device has switched from the actuated position to a released position, and applying a motor torque setpoint to the electric motor in accordance with the detected slope direction and/or slope data.
    Type: Grant
    Filed: January 12, 2018
    Date of Patent: July 17, 2018
    Assignee: RENAULT s.a.s.
    Inventors: Laurent Fontvieille, Emmanuel Buis, Florent Marchais
  • Patent number: 9574638
    Abstract: A transmission for a vehicle may include an input shaft connected to a power source, an output shaft disposed in parallel with the input shaft, a synchromesh type shift mechanism including at least two pairs of external gear pairs and a synchronous device which may be installed on the input shaft and the output shaft, and a clutch device provided on a power transfer path connected from the input shaft to the output shaft through the external gear pair and configured to connect the synchronous device in parallel with the power transfer path.
    Type: Grant
    Filed: December 5, 2014
    Date of Patent: February 21, 2017
    Assignee: Hyundai Motor Company
    Inventor: Jong Yun Park
  • Patent number: 9236825
    Abstract: If a running range is selected, a current conduction mode of a motor is set to a low speed mode in which a current is conducted through a first and second windings, when a rotation speed of the motor is less than a threshold value, and is set to a high speed mode in which a current is conducted through only the first winding, when the rotation speed is equal to or greater than the threshold value. If a neutral range is selected, control of the inverter is stopped, and, a regeneration suppression control is executed to switch the current conduction mode to the high speed mode, not only in a higher-side speed range where the rotation speed is equal to or greater than the threshold value, but also in at least a part of a lower-side speed range where the rotation speed is less than the threshold value.
    Type: Grant
    Filed: February 3, 2012
    Date of Patent: January 12, 2016
    Assignees: KABUSHIKI KAISHA YASKAWA DENKI, MAZDA MOTOR CORPORATION
    Inventors: Tomohiro Kawati, Akihiro Furukawa
  • Patent number: 9174631
    Abstract: A multi-mode transmission is configured to transfer torque among an internal combustion engine, torque machines and an output member. A method for controlling shifting in the transmission includes, in response to a command to execute a range shift in the transmission to a target transmission range: applying mechanical braking torque to reduce output torque from the transmission to off-load torque from an off-going clutch, operating in a pseudo-gear range to synchronize an oncoming clutch, and applying the oncoming clutch to establish the transmission in the target range.
    Type: Grant
    Filed: June 24, 2013
    Date of Patent: November 3, 2015
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Anthony H. Heap, Sean W. McGrogan, Krunal P. Patel
  • Publication number: 20150141197
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and providing positive torque to a driveline is presented.
    Type: Application
    Filed: December 22, 2014
    Publication date: May 21, 2015
    Inventors: Dennis Craig Reed, Alex O'Connor Gibson, Jeffrey Allen Doering, Adam Nathan Banker, Seung-Hoon Lee
  • Patent number: 8956263
    Abstract: A method for controlling a powertrain system including an internal combustion engine coupled to a multi-mode transmission in response to a command to execute a shift from a first EVT Mode range to a second EVT Mode range includes executing a first shift from the first EVT Mode range to an intermediate transmission range. The multi-mode transmission operates in the intermediate transmission range and the engine is controlled at an engine torque command that corresponds to an output torque request. A second shift is executed from the intermediate transmission range to the second transmission range. The powertrain system operates in the second transmission range to transfer torque to an output member of the transmission.
    Type: Grant
    Filed: August 6, 2012
    Date of Patent: February 17, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Anthony H. Heap, Sean W. McGrogan, Krunal P. Patel
  • Patent number: 8882632
    Abstract: It is provided a control device of a vehicle power transmission device having an automatic transmission shifted by engagement and release of hydraulic friction engagement devices to selectively establish a plurality of gear stages and an electric motor coupled to an input shaft of the automatic transmission in a power transmittable manner, the control device executing a clutch-to-clutch shift while performing regeneration through the electric motor at the time of a coast down shift of the automatic transmission, the control device completing regenerative torque reduction control to reduce a regenerative torque of the electric motor in a torque phase of the coast down shift before start of the torque phase in accordance with a drop-off of an output torque of the vehicle power transmission device.
    Type: Grant
    Filed: October 27, 2010
    Date of Patent: November 11, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kenta Kumazaki, Atsushi Tabata, Tooru Matsubara
  • Patent number: 8876657
    Abstract: The automatic gear bike includes a control system for selectively operating in an automatic mode, providing power to the bike or a manual mode. The control system includes a control assembly, a motor assembly operatively in communication with the control assembly, and a gear assembly in operative engagement with the motor assembly. The gear assembly includes a ration gear, a hub, and hub embedded gear. The ration gear is operatively connected to the beam gear, and the hub embedded gear is connected to the hub. The controller receives detects the real-time bike speed, and compares the bike speed to a pre-selected bike speed. Based on the comparison the controller sends a signal to the motor assembly to selectively transfer power to the beam gear and operatively connected gear assembly, to increase or decrease the bike speed such that the real-time bike speed is substantially equal to the pre-selected speed.
    Type: Grant
    Filed: March 18, 2014
    Date of Patent: November 4, 2014
    Inventor: Fawzi Behbehani
  • Patent number: 8868271
    Abstract: Disclosed herein is a motor control system and method for a vehicle with a transmission comprising for improving the quality of shifting, by improving precision in shifting control with precise and active motor torque control by calculating a maximum and a minimum motor torque in response to determining a power-on up-shift for increasing a shifting gear and a power-off down-shift for decreasing the shifting gear in shifting of the vehicle.
    Type: Grant
    Filed: December 13, 2012
    Date of Patent: October 21, 2014
    Assignee: Hyundai Motor Company
    Inventor: Sang Joon Kim
  • Patent number: 8862350
    Abstract: A powertrain system includes a multi-mode transmission configured to transfer torque among an engine, torque machines, and a driveline. A method for controlling the powertrain includes executing a dual closed-loop control scheme that includes determining an engine-based output torque range employed in a first feedback loop and simultaneously determining a control acceleration-based output torque range employed in a second feedback loop. Engine commands are controlled responsive to the engine-based output torque range and simultaneously a control acceleration is controlled responsive to the control acceleration-based output torque range to achieve an output torque of the powertrain system responsive to an output torque request.
    Type: Grant
    Filed: August 7, 2012
    Date of Patent: October 14, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Anthony H. Heap, Lawrence A. Kaminsky, Sean W. McGrogan, Krunal P. Patel
  • Patent number: 8827867
    Abstract: A method of controlling a transmission of a vehicle powered by an electric motor may include initiating a gear engagement in the transmission. The method may also include activating a torque jog in the electric motor to assist with the gear engagement. The torque jog may include a fluctuation in the torque output of the electric motor.
    Type: Grant
    Filed: February 12, 2014
    Date of Patent: September 9, 2014
    Assignee: Proterra, Inc.
    Inventor: Matthew Simonini
  • Patent number: 8777811
    Abstract: A vehicular shift control device is provided that controls the input rotational speed of a geared transmission by adjusting the rotational speed of a drive source at downshift of the geared transmission. The greater the deceleration of the vehicle, the smaller is set the change gradient of the input rotational speed of the geared transmission. Therefore, even if the decrease rate of the post-shifting synchronization rotational speed is great, the incident angle ? of the input rotational speed of the geared transmission relative to the post-shifting synchronization rotational speed is maintained as a large angle. Even when the deceleration of the vehicle during downshift is great, the downshift is smoothly executed without producing an excessive synchronization shock.
    Type: Grant
    Filed: June 17, 2009
    Date of Patent: July 15, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Toshinari Suzuki, Kenta Kumazaki, Yoshiki Ando, Masakazu Kaifuku
  • Publication number: 20140148307
    Abstract: An electrical axle (200, 300, 400) for a four wheeled road vehicle is provided, comprising an electrical propulsion motor (210, 310, 410) arranged coaxially on said axle (200, 300, 400), a first planetary gear (222a, 322a, 422a) connected to said electrical propulsion motor (210, 310, 410) and to a first side of said axle (200, 300, 400), and a second planetary gear (222b, 322b, 422b) connected to said electrical propulsion motor (210, 310, 410) and to a second side of said axle (200, 300, 400), said first and second planetary gears (222, 322, 422) is forming a differential mechanism (220, 320, 420), and a torque vectoring unit (240, 340, 440) comprising an electrical motor (242, 342, 442) arranged coaxially on said axle (200, 300, 400) for providing a change in torque distribution between said first side and said second side of said axle (200, 300, 400), wherein said electrical motor (242, 342, 442) of said torque vectoring unit (240, 340, 440) is connected to the first and second planetary gears (222, 322,
    Type: Application
    Filed: November 16, 2011
    Publication date: May 29, 2014
    Applicant: BORGWARNER TORQTRANSFER SYSTEMS AB
    Inventor: Lars Severinsson
  • Publication number: 20130331230
    Abstract: A system and method for controlling a hybrid electric vehicle during regenerative braking is provided. The system and method include a brake controller adapted to cause, for a selected transmission gear, a first torque ratio to be applied to a regenerative brake system during regenerative braking and a second torque ratio, different from the first torque ratio, to be applied when the vehicle is not regenerative braking. The first torque ratio results in an increased braking torque generated by the regenerative brake system compared with application of the second torque ratio.
    Type: Application
    Filed: August 14, 2013
    Publication date: December 12, 2013
    Applicant: Ford Global Technologies, LLC
    Inventors: Bernard D. Nefcy, Daniel Scott Colvin, Marvin Paul Kraska, Walter Joseph Ortmann, Mark Steven Yamazaki, Fazal Urrahman Syed
  • Patent number: 8562482
    Abstract: A control device for a vehicular drive system is disclosed as including reverse drive for suppression means operative to preclude output member, such as an output shaft and drive wheels, of an automatic transmission portion from inputting a reverse drive force to a differential portion. This prevents a power transmitting member from rotating in a direction opposite to a rotational direction of the same with a running position being set. This suppresses a first electric-motor rotation speed, determined with an engine rotation speed and a power transmitting member rotation speed based on the relationship on mutually relative rotation speeds in the differential portion, from increasing to a high level. This results in improved durability of a first electric-motor.
    Type: Grant
    Filed: November 30, 2011
    Date of Patent: October 22, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiroyuki Shibata, Tooru Matsubara, Atsushi Tabata, Koichiro Muta
  • Publication number: 20130210575
    Abstract: It is provided a control device of a vehicle power transmission device having an automatic transmission shifted by engagement and release of hydraulic friction engagement devices to selectively establish a plurality of gear stages and an electric motor coupled to an input shaft of the automatic transmission in a power transmittable manner, the control device executing a clutch-to-clutch shift while performing regeneration through the electric motor at the time of a coast down shift of the automatic transmission, the control device completing regenerative torque reduction control to reduce a regenerative torque of the electric motor in a torque phase of the coast down shift before start of the torque phase in accordance with a drop-off of an output torque of the vehicle power transmission device.
    Type: Application
    Filed: October 27, 2010
    Publication date: August 15, 2013
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenta Kumazaki, Atsushi Tabata, Tooru Matsubara
  • Patent number: 8506451
    Abstract: A vehicle drive including an input coupled to an engine, an output coupled to wheels, an intermediate member between the input and output and coupled to a rotary electric machine, a friction engagement device between the input and intermediate member, and a control device. The control device, when starting the engine with the friction engagement device disengaged, engages the friction engagement device when a rotational speed difference between the input and intermediate member is equal to or less than a predetermined value; raises a rotational speed of the input using the rotary electric machine with the friction engagement device engaged to start the engine; and, when a rotational speed of the engine is equal to or more than a predetermined value, reduces an engagement pressure of the friction engagement device and the friction engagement device is returned to the engaged state when the rotational speed difference reaches a threshold.
    Type: Grant
    Filed: April 4, 2012
    Date of Patent: August 13, 2013
    Assignee: Aisin AW Co., Ltd.
    Inventors: Shigeki Takami, Tomoo Atarashi, Yoshihisa Yamamoto
  • Patent number: 8475333
    Abstract: A powertrain system includes a hybrid transmission and an internal combustion engine coupled to an exhaust aftertreatment device. A method for operating the powertrain system includes operating the hybrid transmission to generate tractive torque responsive to an operator torque request with the internal combustion engine in an engine-off state so long as the tractive torque is less than a threshold. The internal combustion engine is operated in an engine-on state at preferred operating conditions to effect light-off of the exhaust aftertreatment device and the hybrid transmission is coincidentally operated to generate tractive torque responsive to the operator torque request when the operator torque request exceeds the threshold. The internal combustion engine is then operated in the engine-on state to generate tractive torque responsive to the operator torque request.
    Type: Grant
    Filed: May 5, 2011
    Date of Patent: July 2, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Bryan Nathaniel Roos, Brian L. Spohn
  • Patent number: 8475334
    Abstract: A load-sensitive automatic transmission system for an agricultural electric vehicle is provided, which includes a drive motor for generating a rotational power using electric power of a battery; a transmission for changing a rotational speed of the drive motor in multiple stages and outputting the changed rotational speed; a forward/reverse differential gear for transmitting the power of the transmission to wheels; a control unit for detecting a running state of the vehicle and a load state of the drive motor and determining a speed change time; and an actuator for operating the transmission in response to a signal from the control unit. Accordingly, it is possible to selectively provide high speed and torque to meet the needs of different situation, beyond the limitations of the motor drive performance of a conventional electric vehicle.
    Type: Grant
    Filed: July 7, 2011
    Date of Patent: July 2, 2013
    Assignees: Daedong Industrial Co., Ltd., Hankuk Chain Industrial Co., Ltd
    Inventors: Chang Wook Ha, Byoung Soo Kwon, Sung Do Im
  • Patent number: 8465392
    Abstract: A method of operating a vehicle hybrid drive train comprising an internal combustion engine and electric machine whose torque is applicable to a drive output of the drive train. The drive train comprises a clutch arranged between the internal combustion engine and electric machine, an oil pump connected in the drive train downstream of the clutch in relation to the internal combustion engine, and the oil pump can be driven by the internal combustion engine and the electric machine, and a transmission which comprises a shifting elements for producing various gear ratios and which is supplied with hydraulic fluid by the oil pump in an operating-status-dependent manner. The speed of the electric machine is set independently of the speed of the internal combustion engine, in order to supply the transmission with a flow of a volume hydraulic fluid required for the operating point of the transmission present at the time.
    Type: Grant
    Filed: November 18, 2009
    Date of Patent: June 18, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Bernd Allgaier, Michael Sohler, Peter Schiele
  • Publication number: 20130124021
    Abstract: A system and method for controlling creep torque of a vehicle in which a sensor detects that brakes of the vehicle are being applied and a control portion controls creep torque to be 0 once the vehicle has come to a stop, determines whether the brake is released, and sends a command to an electric motor to generate again the creep torque once the brake is released.
    Type: Application
    Filed: June 27, 2012
    Publication date: May 16, 2013
    Applicants: KIA MOTORS CORPORATION, HYUNDAI MOTOR COMPANY
    Inventor: Seung Hyun Chung
  • Patent number: 8406973
    Abstract: The present invention provides a driving force control unit for a vehicle having an accelerator opening degree detecting unit for detecting accelerator opening degree, a driving condition detecting unit for detecting engine driving condition, a driving force setting unit for setting a driving force indication value according to a plurality of different driving force characteristics based on the accelerator opening degree and the engine driving condition, a selector for selecting a driving force characteristic from the plural of different driving force characteristics by manipulation. The driving force setting unit setting the driving force indication value according to the selected driving force characteristic.
    Type: Grant
    Filed: April 6, 2007
    Date of Patent: March 26, 2013
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Toshio Masuda, Kenichi Yamamoto, Kenji Hijikata, Satoshi Satomura, Hiroshi Oishi, Toyohide Sunaguchi, Yoshio Iwakami, Munenori Homma, Atsushi Atake, Kouji Kaneda, Tatsuru Fukuda, Minoru Yuki, Masayuki Ushiki, Tsuyoshi Kobayashi, Masahito Motoi, Naoki Shibata, Hiroshi Ogiwara, Katsumasa Igarashi, Junzo Shinozuka, Akihisa Nakamura
  • Patent number: 8403807
    Abstract: In a vehicular power transmitting apparatus provided with an electrically-controlled differential portion in which controlling an operating state of an electric motor controls a differential state of a differential mechanism, a control device for starting up a drive force source in an appropriate mode depending on a vehicle condition can be provided. The control device includes drive-force source start control means for switching start modes of an engine depending on a vehicle condition to achieve an appropriate start mode for the engine depending on the vehicle condition, so that for instance a contracted drive range by a second electric motor can be avoided.
    Type: Grant
    Filed: March 19, 2008
    Date of Patent: March 26, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Tabata, Tooru Matsubara, Hiroyuki Shibata, Kenta Kumazaki, Yuji Iwase, Masakazu Kaifuku
  • Patent number: 8348806
    Abstract: A construction machine comprises an electric motor/generator coupled to an electricity accumulator, an engine, a transmission coupled to drive wheels, an epicyclic gearing for coupling an output shaft of the electric motor/generator, an output shaft of the engine, and an input shaft of the transmission, the engine torque and/or the generator torque being transmitted to drive wheels, a clutch for directly coupling two among the output shaft of the electric motor/generator, the output shaft of the engine, and the input shaft of the transmission, and a controller configured to, under a condition in which the clutch is in an off-state, control engine speed based on the degree to which the accelerator is open and on the amount of electricity in the electricity accumulator, to control shifting of the transmission gear position based on the accelerator opening degree, operational state of the generator, and the electricity amount.
    Type: Grant
    Filed: October 15, 2009
    Date of Patent: January 8, 2013
    Assignee: Kawasaki Jukogyo Kabushiki Kaisha
    Inventors: Makoto Baino, Masaaki Higashi, Kenji Yoshimura, Makoto Azuma, Koji Nishiumi, Susumu Harada, Yunosuke Kobayashi, Nobuo Hamada, Hidekazu Matsuba
  • Publication number: 20120322612
    Abstract: A method of actuating a starting process, in a selected driving direction, of a vehicle having a hybrid drive system and a hydraulically controlled transmission. When starting, the method checks whether the vehicle is moving in the selected direction, and if the vehicle is moving in the opposite direction, at least the shifting element (A, B, D, E, F) of the transmission that is involved in the engaged gear is actuated in such a manner that a continuous torque increase is produced by the electric machine (EM).
    Type: Application
    Filed: October 29, 2010
    Publication date: December 20, 2012
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Kai Borntrager, Johannes Kaltenbach
  • Patent number: 8272993
    Abstract: A method of carrying out a shift under load in either an electric vehicle which has a change-under-load transmission or a hybrid vehicle which has a hybrid transmission while the vehicle is operating in a purely electrical mode. The speed adaptation of the electric machine, which is required for synchronization to a new gear, is carried out in a speed regulation mode.
    Type: Grant
    Filed: August 8, 2008
    Date of Patent: September 25, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Johannes Kaltenbach, Stefan Wallner
  • Patent number: 8246510
    Abstract: A vehicle drive force control apparatus for controlling a drive force of a vehicle including: a main drive power source for driving main drive wheels through a coupling device and a transmission, an electric generator operated by a drive force generated by the main drive power source, and an electric motor which is driven by electric power generated by the electric generator, to generate a drive torque that can be transmitted to auxiliary drive wheels. The vehicle drive force control apparatus controls the coupling device and transmission to reduce an engaging force of the coupling device and shift up the transmission during driving of the auxiliary drive wheels, so that the operating speed of the main drive power source is raised according to a load of the coupling device, while the electric power generated by the electric generator is increased, permitting an increase of the drive torque of the auxiliary drive wheels and stable 4-wheel-drive control.
    Type: Grant
    Filed: May 11, 2007
    Date of Patent: August 21, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Masaya Michishita, Michiaki Nakao
  • Patent number: 8206858
    Abstract: A fuel cell system and a starting method therefor are capable of setting a start-up mode which is appropriate to energy stored in a secondary battery so as to eliminate problems in starting the fuel cell system. The fuel cell system includes a fuel cell, a secondary battery which is electrically connected with the fuel cell, a secondary-battery charge-amount detection unit which detects an amount of charge in the secondary battery, and a memory which stores at least one threshold value for determining the start-up mode of the fuel cell system. Stored electric energy which corresponds to the amount of charge in the secondary battery is calculated, and a start-up mode of the fuel cell system is determined based on the electric energy stored in the secondary battery and the threshold value stored in the memory.
    Type: Grant
    Filed: January 20, 2006
    Date of Patent: June 26, 2012
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventors: Masatsugu Oishi, Yasuyuki Muramatsu
  • Publication number: 20120150371
    Abstract: A vehicle includes a transmission that receives torque from an engine and/or a motor. A clutch assembly that may be actuated by a driver is operably disposed between the transmission and the motor, the engine, or both. A controller is configured to control the torque provided by the motor and the engine to prevent engine stall, excessive engine flare, or both, during manual actuation of the clutch assembly by the driver of the vehicle.
    Type: Application
    Filed: December 9, 2010
    Publication date: June 14, 2012
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Shawn H. Swales, Hong Yang, Joel M. Maguire, Donald L. Dusenberry, Craig S. Ross
  • Patent number: 8192325
    Abstract: A control device of a vehicular driving apparatus is provided, which can restrain an unnecessary rotational change of a first electric motor can be restrained when a shifting in a differential portion and a shifting in a transmission portion are overlapped in shifting periods. Upon executing the shiftings of a differential portion and an automatic transmission portion in the overlapped way in the shifting periods, electric motor rotational change amount restraining means controls the first electric motor to a post-shifting prospected first electric motor rotational speed to restrain a change amount of a first electric motor rotational speed before and after a shifting of a transmission mechanism. Thus, the change amount of the first electric motor rotational speed before and after the shifting of the transmission mechanism is restrained to the minimum, thereby the unnecessary rotational change of the first electric motor can be appropriately restrained.
    Type: Grant
    Filed: December 7, 2007
    Date of Patent: June 5, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tooru Matsubara, Atsushi Tabata, Taku Akita
  • Patent number: 8162795
    Abstract: In a driving force control apparatus for a hybrid vehicle, it is configured that an engine ECU (22) can set a target engine rotational number by using a fuel consumption optimal operation-line based on an operating state of the hybrid vehicle, a main ECU (28) can set target output torque of an engine (11) and an electric motor (12) based on the operating state of the hybrid vehicle and the target engine rotational number, and the engine ECU (22) and a motor ECU (27) can control the engine (11) and the electric motor (12) based on the target engine rotational number and the target output torque, and when there is a torque down command in the main ECU (28), the engine ECU (22) sets the target engine rotational number to be higher than the target engine rotational number set by using the fuel consumption optimal operation-line, thereby improving followability of torque up control after torque down control to improve controllability.
    Type: Grant
    Filed: February 4, 2008
    Date of Patent: April 24, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Yoshiaki Irie
  • Publication number: 20120077639
    Abstract: A control device for a vehicular drive system is disclosed as including reverse drive for suppression means operative to preclude output member, such as an output shaft and drive wheels, of an automatic transmission portion from inputting a reverse drive force to a differential portion. This prevents a power transmitting member from rotating in a direction opposite to a rotational direction of the same with a running position being set. This suppresses a first electric-motor rotation speed, determined with an engine rotation speed and a power transmitting member rotation speed based on the relationship on mutually relative rotation speeds in the differential portion, from increasing to a high level. This results in improved durability of a first electric-motor.
    Type: Application
    Filed: November 30, 2011
    Publication date: March 29, 2012
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hiroyuki SHIBATA, Tooru MATSUBARA, Atsushi TABATA, Koichiro MUTA
  • Patent number: 8137236
    Abstract: In a powertrain for motor vehicle that includes an engine, an electric machine, a transmission having an input driveably connected to the engine and a transmission output driveably connected to the electric machine, and a powertrain output driveably connected to the electric machine and wheels of the vehicle, a method for controlling torque during a shift includes transmitting engine torque through the transmission to the powertrain output; during a shift, operating the electric machine to modify the torque transmitted to the powertrain output; and storing energy generated by the electric machine during the shift.
    Type: Grant
    Filed: June 27, 2008
    Date of Patent: March 20, 2012
    Assignee: Ford Global Technologies, LLC
    Inventors: Ihab S. Soliman, Andrew J. Silveri
  • Patent number: 8113987
    Abstract: A control device for hybrid vehicle drive apparatus has a differential mechanism operative to perform a differential action and an electric motor. The control device prevents a second electric motor from reaching a high-speed rotation with a likelihood of degradation occurring in durability of the second electric motor when a “D” position is switched into an “N” position during a running of a vehicle. When a shift lever (49) is shifted into the “N” position during the vehicle running to interrupt a power transmitting path of an automatic shifting portion (20), a differential action of a power distributing mechanism (16) is limited. A limited differential action suppresses increases in rotation speeds of rotary members such as a clutch or a brake of the automatic shifting portion (20), a second electric motor (M2) and a differential-portion planetary gear (P0) or the like. Thus, degradation in durability of such rotary members due to high-speed rotations thereof can be minimized.
    Type: Grant
    Filed: April 7, 2008
    Date of Patent: February 14, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kenta Kumazaki, Tooru Matsubara, Atsushi Tabata
  • Patent number: 8096919
    Abstract: When a torque control value (TR) is larger than a threshold value and vehicular speed (SV) is lower than a threshold value an upper temperature limit setting unit sets the upper temperature limit of a motor generator at an upper temperature limit (TS2) higher than a normally set upper temperature limit (TS1). A torque limitation control controls limiting a torque of the motor generator, as based on a motor temperature (T) and the upper temperature limit set by the upper temperature limit setting unit.
    Type: Grant
    Filed: December 28, 2006
    Date of Patent: January 17, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Keiji Takizawa, Hiroshi Aihara
  • Publication number: 20120010043
    Abstract: An electric power tool includes a motor; a speed reducer for transferring a rotational power of the motor at a reduced speed; and a reduction ratio changing unit for changing a reduction ratio of the speed reducer. The speed reduction mechanism includes an axially slidable changeover member and a gear member, the changeover member being engaged with or disengaged from the gear member depending on an axial slide position thereof. The reduction ratio changing unit includes a shift actuator for axially sliding the changeover member, a driving state detector for detecting a driving state of the motor, a slide position detector for detecting a slide position of the changeover member and a controller for driving the shift actuator and for temporarily decreasing or increasing a rotational power of the motor depending on detection results of the driving state detector and the slide position detector, respectively.
    Type: Application
    Filed: June 22, 2011
    Publication date: January 12, 2012
    Applicant: Panasonic Electric Works Power Tools Co., Ltd.
    Inventors: Kenichirou Inagaki, Yutaka Yamada, Tadashi Arimura, Masatoshi Atsumi, Hiroyuki Kaizo
  • Patent number: 8092340
    Abstract: A method for controlling a hybrid electric vehicle powertrain includes operating an engine driveably connected to first vehicle wheels, providing an electric motor driveably connected to second vehicle wheels, shifting a gear selector between a forward drive position and a reverse drive position, reducing vehicle speed to or lower than a reference speed, and using a transmission located between the engine and the first wheels and the electric motor to produce reverse or forward drive corresponding to the position to which the gear selector is shifted.
    Type: Grant
    Filed: July 10, 2009
    Date of Patent: January 10, 2012
    Assignee: Ford Global Technologies, LLC
    Inventors: Jing Song, Deepa Ramaswamy, Anthony D. Tsakiris, Ihab S. Soliman
  • Patent number: 8052571
    Abstract: In a hybrid vehicle that includes an engine and a motor-generator connected to the engine through a power split device, upon acceleration in a running state, there may arise a case where the rotational speed of the MG1 enters a lockup area and, then, the MG1 cannot pull out of the lockup state with ease in such a manner that the rotational speed of the MG1 is shifted from a normal rotation area to a reverse rotation area, in accordance with an increase of a torque produced by the MG1. In this case, the engine is controlled such that a torque produced by the engine is decreased. Thus, the rotational speeds of the engine and MG1 are reduced entirely, so that the MG1 can pull out of the lockup state without increasing the torque produced by the MG1 any more.
    Type: Grant
    Filed: March 14, 2008
    Date of Patent: November 8, 2011
    Assignees: Toyota Jidosha Kabushiki Kaisha, Denso Corporation
    Inventors: Kenji Yamada, Takeshi Itoh, Noriaki Ikemoto
  • Publication number: 20110218075
    Abstract: A method is provided for controlling a prime mover adapted to drive at least one ground engaging element of a working machine. The method includes receiving an operator control input indicative of the control of the prime mover and determining at least one operation signal in response to the operator control input, which operation signal is sent for controlling the prime mover. The method also includes receiving a operating state input indicative of an operating state of the machine and selecting a control mode from at least one speed control mode in which the determined operational signal comprises a desired speed of the prime mover and at least one torque control mode in which the determined operational signal comprises a desired torque of the prime mover in response to the operating state input.
    Type: Application
    Filed: November 21, 2008
    Publication date: September 8, 2011
    Applicant: VOLVO CONSTRUCTION EQUIPMENT AB
    Inventors: Bobbie Frank, Reno Filla
  • Patent number: 7980991
    Abstract: When the power transmitting path in an automatic shifting portion (20) is interrupted, a Co-lock control is executed to allow a differential portion (11) to be placed in a non-differential or nearly non-differential state with rotary elements (RE1 to RE3) kept in a unitary rotation. Thus, an engine (8), a first electric motor (M1) and a second electric motor (M2) rotate at an identical or nearly identical speed. Then, for the purpose of controlling the second electric motor (M2) at a rotation speed below a permit rotation speed, it may suffice for the first and second electric motors (M1) and (M2) to be driven in a direction to lower relevant rotation speeds while monitoring any one of an engine rotation speed, a first-motor rotation speed and a second-motor rotation speed. This allows such a control to be easily executed, thereby preventing the second electric motor from reaching a high speed rotation.
    Type: Grant
    Filed: April 7, 2008
    Date of Patent: July 19, 2011
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kenta Kumazaki, Tooru Matsubara, Atsushi Tabata
  • Patent number: 7976428
    Abstract: A control system for a drive unit of a vehicle, in which a power distribution mechanism is arranged on a route from a prime mover to a wheel, and a transmission is arranged on an output side of the power distribution mechanism. The control system includes a revolution frequency controller that restrains a variation in a revolution frequency of the prime mover by controlling a revolution frequency of the reaction force establishing device until a predetermined time elapses since a commencement of a shifting operation of the transmission. The control system is capable of restraining a variation in an output torque, in case of carrying out a shifting operation of a transmission arranged on an output side of a prime mover.
    Type: Grant
    Filed: October 26, 2006
    Date of Patent: July 12, 2011
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tooru Matsubara, Takashi Ohta, Hideaki Komada, Yukihiko Ideshio, Hiroyuki Shibata
  • Patent number: 7972239
    Abstract: A dual pump strategy for a hybrid electric automatic transmission necessitating one internal mechanically driven pump linked to the engine output shaft and an external fixed displacement pump powered by a brushless permanent magnet motor consisting of a controller with closed loop feedback control for operating such is disclosed. In neutral and electric drive mode, with the engine off, the flow demand for the transmission is sustained largely by the external pump.
    Type: Grant
    Filed: February 12, 2008
    Date of Patent: July 5, 2011
    Assignee: Caterpillar Inc.
    Inventor: Chino D. Imediegwu
  • Patent number: 7953538
    Abstract: A control apparatus for a vehicular drive system including an electric differential portion and a mechanical power transmitting portion which are disposed in series in a power transmitting path between an engine and a drive wheel of a vehicle, the control apparatus being configured to limit an output of the engine according to a difference between an actual rotating speed of an input rotary member of the mechanical power transmitting portion, and a theoretical rotating speed calculated from an actual vehicle speed and a presently established speed ratio of the mechanical power transmitting portion, whereby reduction of torque capacity of an input clutch provided in the mechanical power transmitting portion does not cause an excessive rise of the rotating speed of a rotary member which is located on one side of the input clutch nearer to the engine, and an excessive rise of the rotating speed of an electric motor connected to the input rotary member.
    Type: Grant
    Filed: November 2, 2007
    Date of Patent: May 31, 2011
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tooru Matsubara, Atsushi Tabata, Koichiro Muta, Masakazu Kaifuku, Hidenori Katoh, Tomokazu Nomura
  • Publication number: 20110098151
    Abstract: A hybrid drive train for a motor vehicle which comprises an combustion engine, at least two electric machines, a multi-gear transmission with transmission input and output shafts, a shift actuator, at least one energy storage device and a control unit arranged such that the combustion engine and the rotor of the first electric machine are connected to the transmission input shaft, and the transmission output shaft is connected either permanently or via a gearwheel arrangement or a chain or toothed-belt drive mechanism to at least one wheel or to a differential of a first vehicle axle. The rotor of the second electric machine is connected either permanently or via a chain or toothed-belt drive mechanism, either to at least one wheel or to a differential of the first vehicle axle, or to at least one wheel or to a differential of a second vehicle axle.
    Type: Application
    Filed: May 27, 2009
    Publication date: April 28, 2011
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventor: Peter Ziemer
  • Patent number: 7899597
    Abstract: A work machine uses an operator presence detection strategy to enable or disable the work machine. A plurality of sensors provide independent indications of operator presence. These sensors may include a seat sensor, an inching pedal sensor, a transmission output speed sensor and a conveyance gear sensor. The work machine is enabled if at least one sensor indicates the presence of an operator; however, the work machine is disabled if none of the sensors indicate an operator.
    Type: Grant
    Filed: February 24, 2006
    Date of Patent: March 1, 2011
    Assignee: Caterpillar Inc.
    Inventors: Andrew J. Vitale, Brian G. Funke