With Clutch Control Patents (Class 477/39)
  • Patent number: 11396231
    Abstract: Overload protection systems and methods are provided for controlling the amount of energy delivered to the drivetrain of work vehicles including axles, transmission, and other components thereof including for vehicles using power boost. A sensor in operative communication with a primary power equipment unit driving a transmission of a work vehicle generates a torque signal representative of torque delivered to the transmission by the primary power equipment unit. The overload protection method and system uses the torque signal to control the torque delivered to the transmission of a work vehicle by the primary power equipment unit.
    Type: Grant
    Filed: July 20, 2020
    Date of Patent: July 26, 2022
    Assignee: Deere & Company
    Inventors: Roger W. Burjes, Rainer Gugel, David Mueller, Adam J. Faucher, Marcus L. Kuhl, Clayton P. Neumann, Jacob Pence
  • Patent number: 11371536
    Abstract: A device for controlling a required pressing force from a current collector of a vehicle on an overhead line, a method for using such a device and a power car having at least one such device, utilize a pilot control circuit, a working pressure control circuit and an adjustment device including a relay valve. The pilot control circuit adjusts a pilot control pressure and the relay valve uses a pilot control pressure to control a power pressure to provide a required working pressure for the pressing force of the current collector.
    Type: Grant
    Filed: June 28, 2018
    Date of Patent: June 28, 2022
    Inventors: Manfred Vohla, Kurt Haselsteiner
  • Patent number: 10539197
    Abstract: A centrifugal clutch 200 includes a first drive plate 210 rotationally driven directly by a driving force of an engine and a second drive plate 220 frictionally in contact with the first drive plate 210. The first drive plate 210 includes a bulging body 215 on a supporting portion 214 bulging toward the second drive plate 220. The second drive plate 220 is rotationally driven together with the first drive plate 210 while allowing rotational displacement relative to the first drive plate and includes clutch weights 230. The bulging body 215 is made of a cylindrical roller. The clutch weight 230 is formed with a driven portion 232. The driven portion 232 has a pressing body 232a in contact with the bulging body 215. The pressing body 232a obliquely extends rearwardly and outwardly in a rotational drive direction of the first drive plate 210.
    Type: Grant
    Filed: September 2, 2016
    Date of Patent: January 21, 2020
    Assignee: Kabushiki Kaisha F.C.C.
    Inventors: Kaoru Aono, Yuta Kine, Yuta Yokomichi, Makoto Kataoka
  • Patent number: 10308255
    Abstract: A slip control method and arrangement for a driveline including a continuously variable transmission is described herein. The driveline includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling.
    Type: Grant
    Filed: January 12, 2015
    Date of Patent: June 4, 2019
    Assignee: TRANSMISSION CVTCORP INC.
    Inventors: Jean-François Dionne, Jean-Robert Desmeules, Jonathan Guérin, Daniel Girard
  • Patent number: 10183669
    Abstract: A control apparatus for a vehicular drive unit is provided. The vehicular drive unit includes a continuously variable transmission, and a clutch. The control apparatus includes an electronic control unit that is configured to acquire an oil temperature of hydraulic oil for controlling the continuously variable transmission and the clutch, and control the clutch such that a torque capacity of the clutch becomes smaller than a torque capacity that is set in a case where an oil temperature of the hydraulic oil is higher than a predetermined oil temperature, when the oil temperature is equal to or lower than the predetermined oil temperature, or control the continuously variable transmission such that a speed ratio of the continuously variable transmission becomes equal to or larger than a lower limit set in advance when the oil temperature of the hydraulic oil is equal to or lower than the predetermined oil temperature.
    Type: Grant
    Filed: February 23, 2017
    Date of Patent: January 22, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kazuya Ishiizumi, Tsuyoshi Fujikane, Koji Hattori, Akira Hino, Mitsuhiro Fukao
  • Patent number: 9958044
    Abstract: Provided are a power transmission switching mechanism allowing reduction in size and weight in a simple configuration with a minimized piece-part count, and a transmission provided therewith. The power transmission switching mechanism includes a sleeve that moves in an axial direction of a rotation shaft, a hub section provided integrally with a gear for holding a sleeve axially slidably and unrotatably, and a dog spline installed to a pulley piston fixed to the rotation shaft for meshing the sleeve. In a state in which the sleeve is held to the hub section, the rotation shaft is disengaged with the gear and a relative rotation thereof is allowed. Meanwhile, when the sleeve axially moves from the hub section, the rotation shaft engages with the gear and both thereof rotate integrally.
    Type: Grant
    Filed: July 30, 2014
    Date of Patent: May 1, 2018
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Teruhisa Kidokoro, Shuhei Kobayashi, Satoshi Uchino
  • Patent number: 9945478
    Abstract: A control apparatus for a continuously variable transmission with a sub transmission includes a primary solenoid valve installed at an oil passage in a midway position between a mechanical oil pump and a primary pulley and configured to control a hydraulic pressure to be supplied to the primary pulley. The control apparatus further includes a transmission controller which outputs a primary current command value to a primary solenoid valve. The transmission controller outputs the primary current command value which previously closed the oil passage between the mechanical oil pump and the primary pulley to the primary solenoid valve before a rise in an engine revolution number due to at least a re-start of the engine, when a coast stop control/an idle stop control is carried out.
    Type: Grant
    Filed: December 10, 2014
    Date of Patent: April 17, 2018
    Assignee: JATCO Ltd
    Inventors: Yoshinobu Kawamoto, Tomohiro Utagawa, Takashi Eguchi
  • Patent number: 9945300
    Abstract: A method of operating a vehicle includes measuring a transmission output torque, measuring impeller and turbine speeds, estimating a transmission component torque, and adjusting an engine torque to avoid overstressing a transmission component such as a gear. The method does not rely on an accurate estimate of engine torque. Furthermore, the method does not rely on a fixed transmission torque rating in each gear ratio.
    Type: Grant
    Filed: March 25, 2015
    Date of Patent: April 17, 2018
    Assignee: Ford Global Technologies, LLC
    Inventors: Rohit Hippalgaonkar, Joseph F. Kucharski, Yuji Fujii, Gregory Michael Pietron, Jason Meyer, Eric Hongtei Tseng
  • Patent number: 9796449
    Abstract: A vehicle that is operable by motor power and/or by muscular power, in particular an electric bicycle, including a crankshaft drive having a bottom bracket bearing shaft, a front sprocket that transmits a drive torque for the vehicle to a chain, an electric drive and a friction gear for continuously varying a transmission ratio, the friction gear and the electric drive being configured on the crankshaft drive, and the friction gear being coupled to the crankshaft drive and adapted for transmitting a rider-produced torque to the front sprocket.
    Type: Grant
    Filed: March 3, 2014
    Date of Patent: October 24, 2017
    Assignee: ROBERT BOSCH GMBH
    Inventor: Hans-Peter Dommsch
  • Patent number: 9791040
    Abstract: Systems and methods for operating a transmission of a hybrid vehicle's driveline are presented. In one example, the systems and methods adjust operation of an electrically driven transmission pump that supplies transmission fluid to one or more transmission components in response to a rotational stopping position of a mechanically drive transmission pump.
    Type: Grant
    Filed: February 12, 2015
    Date of Patent: October 17, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Felix Nedorezov, Alexander O'Connor Gibson, Hong Jiang, Daniel Colvin, Bernard D. Nefcy
  • Patent number: 9527513
    Abstract: In correcting a throttle opening degree for speed ratio control in accordance with an auxiliary load torque, when the throttle opening degree for speed ratio control is corrected in an increasing manner such that an engine rotational speed rises, a smoothing process of changes in a throttle opening degree correction amount is executed. When the throttle opening degree for speed ratio control is corrected in a decreasing manner such that the engine rotational speed falls, the aforementioned smoothing process is not executed.
    Type: Grant
    Filed: February 11, 2016
    Date of Patent: December 27, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kunio Hattori, Wataru Matsubara
  • Patent number: 9487213
    Abstract: A vehicle control device includes an engine that is a power source of a vehicle, a transmission configured to connect the engine to a drive wheel of the vehicle, and a clutch configured to connect or block transmission of power between the engine and the drive wheel through the transmission. The vehicle control device is capable of executing predetermined control to allow the vehicle to travel while stopping supplying fuel to the engine and releasing the clutch that has been engaged, during travel of the vehicle, and the vehicle control device downshifts the transmission at the time the clutch is released in the predetermined control. It is possible to shift the transmission into a lowest-speed side gear ratio by the downshift.
    Type: Grant
    Filed: February 1, 2011
    Date of Patent: November 8, 2016
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tomoaki Yanagida, Shuji Moriyama, Takuro Morino, Hitoshi Matsunaga, Yuji Hattori
  • Patent number: 9334933
    Abstract: A control device for continuously variable transmission is composed of a continuously variable transmission mechanism and friction engagement elements, and includes a control unit for decreasing, during a coast stop control to stop a driving power source in a traveling state of a vehicle, a transmission torque capacity transmittable by the friction engagement elements to fall under a belt capacity being torque transmittable by a belt using a holding force of pulleys.
    Type: Grant
    Filed: March 8, 2013
    Date of Patent: May 10, 2016
    Assignee: JATCO LTD
    Inventors: Noritaka Aoyama, Hideshi Wakayama, Naohiro Yamada, Keichi Tatewaki, Kousuke Waku
  • Patent number: 9199627
    Abstract: A method for determination of a first parameter RF which represents a motive force capacity of a motor vehicle (1) provided with a power train which may assume various transmission ratios for propulsion of the vehicle (1). The vehicle includes an engine (10) and a gearbox (20). The first parameter RF is determined on the basis of a difference between a first motive force FMax and a second motive force FDr. The first motive force FMax is a maximum motive force available for the vehicle (1) at a current transmission ratio. The second motive force FDr is a current running resistance for the vehicle (1). There is a use of such a parameter. A computer program, a computer program product, a system and a motor vehicle related to such a parameter are disclosed.
    Type: Grant
    Filed: December 16, 2010
    Date of Patent: December 1, 2015
    Assignee: SCANIA CV AB
    Inventors: Peter Asplund, Anders Kjell, Mikael Wägberg, Fredrik Swartling
  • Patent number: 9194471
    Abstract: An automatic transmission includes a continuously variable transmission mechanism, a planetary gear mechanism, a clutch causing an input shaft and a first rotation element to be engaged, a coupling member which transmits rotation of the input shaft to the first rotation element, and a brake which locks rotation of a third rotation element. The input shaft is coupled to an input unit. An output shaft is coupled to a second rotation element An output unit is coupled to a fourth rotation element. The constant speed ratio of the coupling member is so set that a rotation direction of the output shaft relative to the fourth rotation element changes from a forward direction to a reverse direction according to a change in a speed ratio of the continuously variable transmission mechanism when the clutch is engaged and the brake is released.
    Type: Grant
    Filed: February 16, 2012
    Date of Patent: November 24, 2015
    Assignee: JATCO LTD
    Inventor: Kazuo Oguri
  • Patent number: 9188207
    Abstract: Construction is achieved that is capable of ensuring reliability of a learned value for a step position of a stepping motor 24 which becomes the criterion for the transmission gear ratio control of a toroidal continuously variable transmission 4 without losing opportunities for learning more than necessary even when the ignition switch is turned OFF during learning of the step position. The controller 11 determines the ON/OFF state of the ignition switch 33, and when it is determined that the ignition switch 33 is in the OFF state, the controller 11 prevents learning control from being executed. The state in which the rpm of the engine 1 is dropping from after the ignition switch 33 is turned OFF is eliminated from being an object of learning control for learning the step position, such that erroneous learning is prevented, while the state in which the rpm of the engine 1 becomes stable after the ignition switch 33 is turned ON is not eliminated.
    Type: Grant
    Filed: January 12, 2012
    Date of Patent: November 17, 2015
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Takumi Shinojima, Hiromasa Nakamura
  • Patent number: 9011290
    Abstract: A method of operating a vehicle drive-train during a starting process. The drive-train has a drive mechanism which can couple a continuously-variable power-branched transmission in which a plurality of transmission ratios can be engaged. The transmission ratios can be varied continuously by adjusting a variator, the transmission driving a drive output. A force flow between the drive mechanism and the drive output can be produced by a frictional shifting element by appropriately adjusting the transmission capacity of the shifting element. When a start command is issued, a starting transmission ratio is engaged in the area of the transmission device. During the engagement of the starting transmission ratio the transmission capacity of the frictional shifting element is adjusted to values greater than zero.
    Type: Grant
    Filed: October 29, 2013
    Date of Patent: April 21, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Stephan Schinacher, Marcus Hiemer, Timo Maise, Jan-Frederik Kuhn
  • Patent number: 8958963
    Abstract: A method for controlling the pressure of hydraulic fluid supplied within a transmission of a work vehicle. The method may generally include receiving a signal associated with a load condition of the work vehicle, determining a desired pressure for the hydraulic fluid supplied within the transmission based on the load condition and controlling a valve such that hydraulic fluid is supplied within the transmission at the desired pressure, wherein the transmission includes an input shaft, a counter shaft and at least two driven shafts extending parallel to the input and counter shafts.
    Type: Grant
    Filed: March 15, 2013
    Date of Patent: February 17, 2015
    Assignee: CNH Industrial America LLC
    Inventor: Yanming Hou
  • Patent number: 8926472
    Abstract: Construction of a continuously variable transmission device for a vehicle is achieved that, when a shift lever is shifted to a selection position for a direction opposite the traveling direction at that time, it is capable of preventing the vehicle from continuing to travel at high speed in a direction opposite the direction intended by the operator. When the shift lever is shifted to a selection position of a direction opposite the traveling direction at that time, and the vehicle speed is faster than a specified speed (V1), the connection of a clutch device that transmits power between a continuously variable transmission mechanism and a differential gear mechanism is disconnected, and the drive force from the drive source is prevented from being further transmitted to the wheels.
    Type: Grant
    Filed: January 12, 2012
    Date of Patent: January 6, 2015
    Assignees: NSK Ltd., Honda Motor Co., Ltd.
    Inventors: Takumi Shinojima, Sachiko Noji, Hiromasa Nakamura
  • Publication number: 20140357448
    Abstract: A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.
    Type: Application
    Filed: October 28, 2011
    Publication date: December 4, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shuhei Ishikawa, Motonori Kimura, Atsushi Ayabe, Shinya Toyoda
  • Publication number: 20140357447
    Abstract: A vehicle transmission (10) comprises first and second main torque transfer paths between a driven input (22) and a differential gear (24). Each main torque transfer path respectively comprises an in-line clutch (C1,C2), a synchromesh unit (94,112) and a plurality of alternative torque transfer sub-paths being selectable by operation of the synchromesh unit. The first main torque transfer path includes a continuously variable non-mechanical drive connection (16) and the second main torque transfer path is mechanical throughout.
    Type: Application
    Filed: June 1, 2012
    Publication date: December 4, 2014
    Applicant: Valtra Oy AB
    Inventor: Mikko Rintoo
  • Patent number: 8812201
    Abstract: A hydraulic control system for an automatic transmission. The hydraulic control system is applied to an automatic transmission adapted to vary a torque capacity of a transmission member by an actuator. The hydraulic control system includes: a discharging device configured to discharge compressible gas entrained in the hydraulic fluid in the actuator; an interrupting device that interrupts power transmission; and a controller configured to determine an entrainment of the compressible gas in the hydraulic fluid, disconnect the power transmission via the interrupting device in a case that an entrained compressible gas is determined, and cause the entrained compressible gas to be removed from the hydraulic fluid by rotating the actuator while interrupting the power transmission.
    Type: Grant
    Filed: December 20, 2010
    Date of Patent: August 19, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kenta Kimura, Yuji Hattori, Tomokazu Inagawa, Takafumi Inagaki
  • Patent number: 8781674
    Abstract: A control apparatus for a vehicular power transmitting apparatus includes a first valve that controls the supply of hydraulic fluid to a running clutch in connection with the switching of the operating state of a first solenoid valve; a second valve that controls the supply of hydraulic fluid to a lockup clutch in connection with the switching of the operating state of a second solenoid valve; and a linear solenoid valve that selectively controls the apply force of the running clutch and the lockup clutch according to the supply of control pressure to the first valve and the second valve. The control apparatus detects a failure state of a part related to the operation of the power transmitting apparatus by the operating state of the running clutch and the operating state of the lockup clutch.
    Type: Grant
    Filed: September 22, 2010
    Date of Patent: July 15, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Taira Iraha, Kunio Hattori
  • Patent number: 8753247
    Abstract: A motorcycle capable of reducing and minimizing a period of time in which air that is immixed into hydraulic oil due to a vehicle body being inclined in a left-right direction stays in the hydraulic oil, includes an oil pump to feed hydraulic oil to an oil chamber of a primary pulley and an oil chamber of a secondary pulley, and a first control valve. The first control valve includes a discharge port to discharge the hydraulic oil from a first oil passage continuously from the oil pump to the oil chamber. Under normal control, the controller operates the first control valve based on the driving state of the motorcycle. Further, the controller determines whether or not the inclination of the motorcycle exceeds a predetermined threshold, and when the inclination of the motorcycle exceeds the predetermined threshold, the controller operates the first control valve such that the discharge port is prevented from being closed.
    Type: Grant
    Filed: April 15, 2009
    Date of Patent: June 17, 2014
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Yasunori Mano
  • Patent number: 8755980
    Abstract: A vehicle with a transmission having a crankshaft and an output shaft. A clutch located between the output shaft and a drive wheel is engaged and disengaged according to a rotational speed of the output shaft. An idle speed control device performs idle speed control to adjust an idle rotational speed of an engine. An electronic control unit (ECU) suppresses or stops the idle speed control when the clutch is engaged, or when an abnormality in the transmission is detected.
    Type: Grant
    Filed: January 30, 2008
    Date of Patent: June 17, 2014
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Yuichiro Sawada
  • Patent number: 8721494
    Abstract: An apparatus and method are disclosed for controlling fluid flow to a variator which responsive to separate high and low pressure fluids to control an output torque thereof. A first trim valve may be responsive to a first control signal to supply a first fluid at a fluid outlet thereof. A second trim valve may be responsive to a second control signal to supply a second fluid at a fluid outlet thereof. A variator switching sub-system may controllably supply the high pressure fluid and the low pressure fluid to the variator. A multiplex valve may be fluidly coupled to the outlets of the first and second trim valves, and may supply the first fluid as the high pressure fluid to the variator switching sub-system during at least one predefined operating condition and may otherwise supply the second fluid as the high pressure fluid to the variator switching sub-system.
    Type: Grant
    Filed: December 14, 2011
    Date of Patent: May 13, 2014
    Assignee: Allison Transmission, Inc.
    Inventors: Charles F. Long, Darren J. Weber, John W. E. Fuller
  • Patent number: 8718884
    Abstract: A method and associated system for compensation of vehicle speed lag resulting from changing load conditions in a continuously variable transmission (CVT) vehicle includes detecting and measuring true engine torque resulting from load changes placed on the vehicle engine. A true engine speed droop is calculated from the true engine torque. A compensated engine speed signal is generated based on the calculated true engine speed droop and is applied to the engine to produce a true engine speed that corresponds to a target engine speed at the load condition corrected for true engine speed droop.
    Type: Grant
    Filed: August 30, 2011
    Date of Patent: May 6, 2014
    Assignee: CNH Industrial America LLC
    Inventor: Yanming Hou
  • Patent number: 8694212
    Abstract: A vehicle speed estimator includes a unit that selects a minimum rotation speed among rotation speeds of wheels detected by a rotation speed detector and calculates a reference wheel speed of a construction vehicle at every predetermined time. The unit includes: a variable filter processor that performs a low-pass filter processing to the minimum rotation speed, the variable filter processor having a variable time constant; and a time constant changer that changes the time constant of the variable filter processor in accordance with travel conditions of the construction vehicle.
    Type: Grant
    Filed: January 14, 2013
    Date of Patent: April 8, 2014
    Assignee: Komatsu Ltd.
    Inventors: Koji Uematsu, Kazuhiro Hatake, Azumi Nomura
  • Patent number: 8663066
    Abstract: A powertrain/driveline warm-up system includes a vehicle controller, an electrical power source interfacing with the vehicle controller, at least one heater interfacing with the vehicle controller and at least a portion of a vehicle powertrain provided in thermal contact with the at least one heater.
    Type: Grant
    Filed: February 23, 2013
    Date of Patent: March 4, 2014
    Assignee: Ford Global Technologies, LLC
    Inventors: Steven Thomas, John Edward Brevick
  • Patent number: 8647232
    Abstract: In a group transmission device comprising a splitter group transmission unit and at least one active actuating unit for introducing an actuating torque into the splitter group transmission unit, an open- and/or closed-loop control unit is provided for adapting the actuating torque introduced into the splitter group transmission unit to at least one synchronized shifting operation to be executed by means of the splitter group transmission unit without synchronizing ring.
    Type: Grant
    Filed: September 6, 2011
    Date of Patent: February 11, 2014
    Assignee: Daimler AG
    Inventors: Manfred Guggolz, Karl-Ludwig Krieger, Wilhelmus Kok, David Ulmer
  • Patent number: 8634996
    Abstract: A method of cooling a dual clutch transmission is provided. The transmission has first and second input clutches alternately engagable to transfer torque to an output member along first and second input shafts, respectively, at various speed ratios dependent upon engagement of synchronizers. The method includes determining a currently established speed ratio by determining which of the input clutches and synchronizers are currently engaged and which of the input clutches and synchronizers are currently open. One of the open synchronizers is then engaged during the currently established speed ratio to cause the open input clutch to rotate at a speed greater than the speed of rotation of the engaged input clutch, thereby creating a fan cooling effect.
    Type: Grant
    Filed: September 28, 2010
    Date of Patent: January 21, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Larry D. Diemer, Scott William Heitzenrater, James M. Partyka, Victor M. Roses
  • Publication number: 20130345020
    Abstract: In a driving device of a vehicle provided with driving sources, an input shaft rotatable due to driving force of the driving sources, a continuously variable transmission mechanism that shifts the rotation of the input shaft to be transmitted to an output shaft, and a start clutch for switching presence/absence of driving force transmission from the output shaft to a downstream side; when a ratio of the continuously variable transmission is on a lower ratio side than a predetermined threshold value, the output torque control means for controlling the output torque of the driving sources perform control to restrict the upper limit of output torque of the driving sources to a value smaller than the upper limit when a ratio is on the higher ratio side than the threshold value.
    Type: Application
    Filed: March 9, 2012
    Publication date: December 26, 2013
    Applicant: HONDA MOTOR CO., LTD.
    Inventors: Ayae Ikuro, Takahiro Eguchi, Takeshi Kurata, Atsushi Sato
  • Patent number: 8594898
    Abstract: In an apparatus for controlling a belt type CVT connected to an engine (prime mover) mounted on a vehicle through a forward clutch to change power of the engine in speed and transmit the power to a driven wheel of the vehicle, it is configured to determine whether it is in a predetermined operating condition where an operator is likely to apply a panic brake or the like, set a first value as a friction coefficient ? of the clutch to calculate and control a desired supply hydraulic pressure based on the first value when the determination result is negative, and set a second value greater than the first value to calculate and control the desired supply hydraulic pressure based on the second value when the determination result is affirmative.
    Type: Grant
    Filed: July 5, 2010
    Date of Patent: November 26, 2013
    Assignee: Honda Motor Co., Ltd.
    Inventor: Hirohiko Totsuka
  • Patent number: 8589043
    Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.
    Type: Grant
    Filed: March 19, 2013
    Date of Patent: November 19, 2013
    Assignee: Allison Transmission, Inc.
    Inventors: Charles F. Long, Darren J. Weber, John William Edward Fuller
  • Patent number: 8548703
    Abstract: A method to determine excessive clutch slippage in a transmission coupled to an engine and an electric machine adapted to selectively transmit power to an output member through selective application of torque-transfer clutches includes monitoring rotational velocities of the electric machine, engine and output member, monitoring a transmission operating range state, determining a clutch slip based upon monitored rotational velocities for one of the torque-transfer clutches intended to be synchronized based upon the transmission operating range state, and indicating a runaway slip event if the clutch slip is in excess of a threshold slip level through a threshold slip duration.
    Type: Grant
    Filed: October 9, 2008
    Date of Patent: October 1, 2013
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Jy-Jen F. Sah
  • Patent number: 8534413
    Abstract: A continuously variable transmission (CVT) is provided for use on a recreational or utility vehicle. The CVT is electronically controlled by a control unit of the vehicle. The CVT includes a primary clutch having a first sheave and a second sheave moveable relative to the first sheave. An actuator may be positioned between the primary and secondary clutches.
    Type: Grant
    Filed: February 17, 2012
    Date of Patent: September 17, 2013
    Assignee: Polaris Industries Inc.
    Inventors: Stephen L. Nelson, Brian R. Gillingham, Urs Wenger, Brian D. Krosschell, Beat Kohler, Ronald Zurbruegg, Donald E. Frost
  • Patent number: 8515639
    Abstract: The embodiments herein provide an automatic clutch system for automobiles. The system comprises a mechanical section and an electronic section. The mechanical section comprises a rail support base with a rail-shaped ridge installed, dynamic parts installed on the rail-shaped ridge, supporting arms, an elevator mechanism connected to the clutch pedal and a clutch pedal lever. The electronic section comprises an input section for placing the elevator mechanism in due place and a keyboard for regulation, a sensor circuit, a command circuit including microcontroller, an exit section for changing a position of the elevator mechanism, a feedback circuit including a rotary encoder and monitors. The command circuit processes an instruction data from the input resources based on the regulations set by the user and transmits a command to the output section to position the elevator mechanism.
    Type: Grant
    Filed: November 10, 2011
    Date of Patent: August 20, 2013
    Inventor: Mehdi Zaerin
  • Patent number: 8512202
    Abstract: A shift controller controls a transmission for a hybrid vehicle in which: an engine and a motor are connected together via a clutch; and the transmission is placed between the motor and driving wheels. The shift controller has: a first shift controlling unit which performs shift control on a basis of at least one of transmission efficiency of the transmission and power generation efficiency of the motor in a case where regeneration is performed with the clutch disengaged during deceleration of the hybrid vehicle; and a second shift controlling unit which performs shift control to make a transmission gear ratio of the transmission smaller than in the shift control performed by the first shift controlling unit in a case where the regeneration is performed with the clutch engaged during the deceleration of the hybrid vehicle.
    Type: Grant
    Filed: June 24, 2011
    Date of Patent: August 20, 2013
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yoshikazu Oota, Ryozo Hiraku, Takeshi Morita, Akira Takano
  • 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: 8494728
    Abstract: A transmission 20 includes an input shaft 12, an output shaft 13, a primary sheave 23 that rotates together with the input shaft 12, a secondary sheave 24 that rotates together with the output shaft 13, and a belt 25 wound around both the primary sheave 23 and the secondary sheave 24. The transmission 20 includes a motor 22 that shifts a transmission ratio by driving a movable sheave 23a of the primary sheave 23. A control device (ECU 5) of the transmission 20 includes a secondary sheave rotation speed sensor 28 that detects rotation of the belt 25, and a control portion 55 of the ECU 5 performs a sheave position control (normal control of the transmission ratio) after rotation of the belt 25 is detected after starting.
    Type: Grant
    Filed: September 2, 2008
    Date of Patent: July 23, 2013
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Toshio Unno
  • Patent number: 8439797
    Abstract: A straddle-type vehicle that prevents belt fluttering motion when the vehicle starts. A throttle opening degree sensor that detects an opening degree of a throttle is connected to and outputs to a controller a signal produced when the throttle opening degree switches from a closed state to an open state. When the vehicle starts from a standing state, the controller controls an actuator, according to the signal produced when the throttle opening degree switches from the closed state to the open state, to move a movable flange from a normal position in the standing state in a direction to narrow the groove width of a primary sheave.
    Type: Grant
    Filed: August 8, 2007
    Date of Patent: May 14, 2013
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Ryousuke Asaoka
  • Patent number: 8401752
    Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.
    Type: Grant
    Filed: December 1, 2010
    Date of Patent: March 19, 2013
    Assignee: Allison Transmission, Inc.
    Inventors: Charles F. Long, Darren J. Weber, John William Edward Fuller
  • Publication number: 20130045834
    Abstract: A power transmitting apparatus for a vehicle mounted with a torque converter can be configured to instantly supply sufficient oil to a clutch mechanism on restart of the engine after an idle-stop without an electrically-driven oil pump. A power transmitting apparatus can comprise a torque converter having a torque amplifying function, a clutch mechanism, an oil pump, a clutch control device, an engine control device, and a flow control device. The oil pump can be driven by the driving power of the engine to supply oil to the clutch mechanism and the torque converter to operate them. The flow control device can be configured to limit or prevent the supply of oil to the torque converter by the oil pump and to prioritize the supply of oil to the clutch mechanism when the engine is restarted by the engine control device after the idle-stopped condition.
    Type: Application
    Filed: October 25, 2012
    Publication date: February 21, 2013
    Applicant: KABUSHIKI KAISHA F.C.C.
    Inventor: KABUSHIKI KAISHA F.C.C.
  • Publication number: 20130035204
    Abstract: A motor-generator system for a vehicle, in which power transmission between a crankshaft of an engine and a motor-generator is performed by a V-belt wound around pulleys thereof, includes a speed controller controlling the rotational speed of the V-belt within a predetermined range and provided on a crankshaft pulley mounted on the crankshaft. The motor-generator system, among others, can maintain the power transmission force of the V-belt at a high level.
    Type: Application
    Filed: September 28, 2012
    Publication date: February 7, 2013
    Applicants: HYUNDAI MOTOR COMPANY, HYUNDAI MOTOR JAPAN R&D CENTER, INC., KIA MOTORS CORPORATION
    Inventors: Hyundai Motor Company, Kia Motors Corporation, Hyundai Motor Japan R&D Center, Inc.
  • Patent number: 8321108
    Abstract: A method of controlling an automobile clutch in an automated transmission system with a CMPC control is disclosed having application to vehicle clutch control in an AMT system. The driver's request is translated in terms of sliding velocity ?sl. Constraints on the engine and clutch actuators are defined to respect their operating limits, and driving quality constraints are defined to guarantee comfort during the clutch engagement phase. In order to meet these quality constraints, a reference trajectory is defined for ?sl as a function of the clutch engagement time. An analytical expression allowing real-time calculation of a set of control trajectories with a CMPC control law is then defined from the expression of this reference trajectory. The trajectory respecting the constraints on the actuators is selected from among all these control trajectories. Finally, the clutch is controlled with the selected control trajectory.
    Type: Grant
    Filed: July 1, 2009
    Date of Patent: November 27, 2012
    Assignee: IFP
    Inventors: Paolino Tona, Rachid Amari, Mazen Alamir
  • Publication number: 20120264566
    Abstract: A vehicle and a method for controlling the vehicle are capable of preventing slip of a belt of a continuously variable transmission at an appropriate timing. A control unit included in the vehicle includes a state information obtaining unit that obtains information indicating a state of a torque damping mechanism provided on a torque transmission path between a second pulley of a continuously variable transmission and a drive wheel, and a clamping force changing processing unit that changes the clamping forces of the first pulley of the continuously variable transmission and the second pulley, based on the state of the torque damping mechanism.
    Type: Application
    Filed: October 22, 2010
    Publication date: October 18, 2012
    Applicant: YAMAHA HATSUDOKI KABUSHIKI KAISHA
    Inventor: Hideyuki Fujita
  • Publication number: 20120244993
    Abstract: A control apparatus for a vehicle equipped with continuously-variable transmission includes a drive source; a continuously-variable transmitting mechanism including a primary pulley, a secondary pulley and a power transferring member; a friction engagement element provided between the drive source and the continuously-variable transmitting mechanism; and a vehicle-stop LOW shift control section including a vehicle-stop judging section configured to judge if the vehicle is in a stopped state. A power-transferring state of the friction engagement element is controlled by an engaging-force control. The vehicle-stop LOW shift control section starts a vehicle-stop LOW shift control to shift a pulley ratio of the continuously-variable transmitting mechanism toward LOW side when the vehicle-stop judging section determines that the vehicle is stopped under a power-transferring state where the friction engagement element is in an engaged state and the pulley ratio is not in a LOWEST region.
    Type: Application
    Filed: March 8, 2012
    Publication date: September 27, 2012
    Inventors: Kazuki ISHIDA, Hiroyasu Tanaka, Yusuke Kimura, Tetsuya Izumi, Akito Suzuki, Takashi Eguchi, Hironori Miyaishi
  • Patent number: 8260512
    Abstract: A torque converter has a pump that is rotatably driven by an internal combustion engine and that is fluidly coupled to a turbine, and a lockup clutch connected between pump and the turbine. Controlling engagement of the lockup clutch may include controlling the lockup clutch to an initial lockup clutch activation value, determining rotational speed of the pump, determining rotational speed of the turbine, and if the rotational speed of the turbine is greater than the rotational speed of the pump, increasing rotational speed of the engine until the rotational speed of the pump is within a threshold value of the rotational speed of the turbine followed by controlling the lockup clutch to full engagement.
    Type: Grant
    Filed: November 4, 2009
    Date of Patent: September 4, 2012
    Assignee: Allison Transmission, Inc.
    Inventors: Kevin Kluemper, John Kresse
  • Patent number: 8249785
    Abstract: A control apparatus for a vehicular automatic transmission which has a plurality of coupling elements selectively released and engaged to perform shifting actions, the control apparatus including a shift control portion configured to control at least one specially controlled coupling element which is included in the coupling elements provided to perform the shifting actions of the automatic transmission and which is placed in a fully released state prior and subsequent to the shifting action performed according to a presently generated shifting command, the shift control portion controlling each specially controlled coupling element so as to enable the specially controlled coupling element to have a torque capacity during the shifting action performed according to the presently generated shifting command.
    Type: Grant
    Filed: January 29, 2009
    Date of Patent: August 21, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Takaaki Tokura, Hideaki Otsubo
  • Patent number: 8226528
    Abstract: A shift controller for an automatic transmission mechanism is configured such that when the engine is in a driven state in which the engine is driven by a travel inertia force or the like and an accumulated pressure amount of the accumulator is equal to or less than a predetermined threshold, the excessive engine brake force, which is generated due to the accumulation of at least a portion of the hydraulic pressure generated from the mechanical hydraulic pump in the accumulator, is inhibited or reduced by conducting upshifting that relatively decreases the gear ratio of the automatic transmission mechanism. Therefore, the generation of the excessive engine brake force can be inhibited or reduced even when the engine is in the driven state and pressure accumulation is performed.
    Type: Grant
    Filed: February 12, 2010
    Date of Patent: July 24, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Takahiro Yokokawa, Yuji Hattori, Shinya Fujimura, Takaho Kawakami