With Clutch Control Patents (Class 477/5)
  • Patent number: 10723228
    Abstract: A power source system includes a first power source, a second power source, a Direct Current to Direct Current converter, a first load including a vehicle control device configured to perform predetermined control regarding at least one of traveling, steering, and braking of the vehicle regardless of a driving operation performed by a driver of the vehicle, and an electric actuator as a control target of the vehicle control device, and connected to the first path so as to be supplied with power from the first power source, and a power source control device configured to control an operation of the Direct Current to Direct Current converter such that power is supplied to the first path from the second power source in a case where the predetermined control is performed.
    Type: Grant
    Filed: June 2, 2017
    Date of Patent: July 28, 2020
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Shu Nakayama, Isao Yoneyama, Tomohiro Usami, Yasuharu Terada
  • Patent number: 10718389
    Abstract: A method for controlling an engine clutch includes steps of controlling the hydraulic pressure transmitted from a master cylinder, driven by a motor, to a concentric slave cylinder using a controller outputting a motor control command for controlling an engine clutch so as to switch the engine clutch to a target state, driving the engine clutch using the concentric slave cylinder, after the step of controlling hydraulic pressure, detecting a position of a piston of the master cylinder using a first travel sensor and detecting a position of a piston of the concentric slave cylinder using a second travel sensor, and performing compensation control with respect to the motor based on the positions of the pistons detected by the first travel sensor and the second travel sensor using the controller so that the engine clutch is switched to the target state.
    Type: Grant
    Filed: December 4, 2017
    Date of Patent: July 21, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Jong Hyun Kim, Tae Ho Kim
  • Patent number: 10715061
    Abstract: A motor control device includes: a PWM controller that PWM-controls an inverter driving a three-phase motor and including three arm portions, each including a high-side switching element and a low-side switching element connected in series with each other between a first power supply line and a second power supply line connected to a potential lower than a potential of the first power supply line. In an energizing period and a non-energizing period in a case where the three-phase motor is energized from the first power supply line through the PWM-control of the inverter, during a first predetermined period in the energizing period immediately before transition from the energizing period to the non-energizing period, the PWM controller performs a SWEEP of a signal applied to one of the high-side switching element and the low-side switching element, and performs a synchronous rectification control.
    Type: Grant
    Filed: April 12, 2019
    Date of Patent: July 14, 2020
    Assignee: AISIN SEIKI KABUSHIKI KAISHA
    Inventor: Kenji Yamashita
  • Patent number: 10711855
    Abstract: A control device for a selectable one-way clutch includes a pocket plate; a notch plate rotating relative to the pocket plate; a selector plate between the pocket plate and the notch plate rotating coaxially with the notch plate to change between a state allowing engagement members to pass through respective openings and to stand up from a side close to the pocket plate toward a side close to the notch plate and a state allowing the housing recesses to house the engagement members; and a motion detection unit detecting a motion of the selector plate. Further, when an unintended motion of the selector plate is detected, the pocket plate and the notch plate to rotate differentially at a rotation speed equal to or less than a predetermined absolute value, and the selectable one-way clutch to fall into a state of ratchet or into a state of overrun.
    Type: Grant
    Filed: November 14, 2018
    Date of Patent: July 14, 2020
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Yuki Kurosaki, Hiroyuki Ogawa, Hiroyuki Shibata, Kenji Itagaki, Koichi Kato
  • Patent number: 10703356
    Abstract: An engine stop-start fuel saving system for a vocational vehicle propelled by a conventional internal combustion engine and powertrain. The system uses a low storage capacity, rapid recharge, high cycle life electric energy storage device, such as an ultracapacitor. The system also includes a generator that is coupled to the engine and that is connected to 5 recharge the electric energy storage device, as well as a motor that is powered by the energy storage device and that is coupled to the engine. The system also includes a controller that can activate the motor to restart the engine when it is stopped, and engage the generator to recharge the electric energy storage device, and that can subsequently stop the engine again when the electric energy storage device has reached a threshold 10 charge level. The electric energy storage device also powers at least one of: integral vehicle equipment; peripheral vehicle equipment; or an electrical outlet circuit with a socket for external plugin equipment.
    Type: Grant
    Filed: June 17, 2016
    Date of Patent: July 7, 2020
    Assignee: Développement Effenco Inc.
    Inventors: Benoit Lacroix, David Arsenault, Dany Fouquet
  • Patent number: 10703368
    Abstract: A hybrid vehicle without having a torque converter that can be launched rapidly and accelerated sharply in a WOT condition. The hybrid vehicle comprises a motor operated by an engine torque to generate electricity, and a clutch for selectively transmitting power between the first motor and drive wheels. The hybrid vehicle is launched by engaging the clutch to deliver the engine torque to the drive wheels. A torque absorbing control is executed to reduce the engine torque delivered to the clutch by operating the motor by the torque of the engine, when the clutch is disengaged and an accelerator pedal is depressed.
    Type: Grant
    Filed: June 22, 2018
    Date of Patent: July 7, 2020
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Taku Segawa, Seiji Kuwahara
  • Patent number: 10696289
    Abstract: Systems and methods are shown for meeting wheel torque demand in a hybrid vehicle with an engine, a dual clutch transmission coupled to a driveline of the vehicle downstream of the engine, and an electric machine coupled to the driveline downstream of the dual clutch transmission. In one example, a method includes transferring transmission input torque through a clutch of the dual clutch transmission controlled to a first capacity, and, in response to a desired transmission input torque exceeding the capacity, increasing torque output of the electric machine coupled downstream of the dual clutch transmission to assist in meeting a wheel torque demand. In this way, a driver-requested increase in acceleration may be met under conditions where transmission input torque is limited by clutch capacity.
    Type: Grant
    Filed: February 6, 2018
    Date of Patent: June 30, 2020
    Assignee: Ford Global Technologies, LLC
    Inventors: Matthew John Shelton, Jeffrey Doering, Kevin Ray Ruybal
  • Patent number: 10688981
    Abstract: A method of controlling a mode transition of a hybrid vehicle includes determining whether a mode transition from a first mode to a second mode is required based on a first torque, the first torque being a current required torque. A second torque, which is a required torque expected to be generated at a near-future time from a current time, is also determined. A predicted gear shift time point and a predicted engagement time point of an engine clutch are determined based on the second torque. The mode transition to the second mode is performed when it is determined that the mode transition to the second mode is required and the predicted engagement time point is earlier than the predicted gear shift time point.
    Type: Grant
    Filed: September 28, 2017
    Date of Patent: June 23, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Jea Mun Lee, Joon Young Park, Ji Hoon Kang
  • Patent number: 10690012
    Abstract: A method for coupling a rotating device, in particular a steam turbine, and a shaft device, in particular a gas turbine, having the following steps: detecting a differential angle between the shaft device and the rotating device; detecting a differential speed between the shaft device and the rotating device; predicting a coupling angle at which the rotating device and the shaft device would be coupled if the rotating device were accelerated with a known acceleration up to the start of the coupling-in; comparing the predicted coupling angle with a target coupling angle, and calculating therefrom a setpoint acceleration such that the predicted coupling angle matches the target coupling angle.
    Type: Grant
    Filed: April 20, 2017
    Date of Patent: June 23, 2020
    Assignee: Siemens Aktiengesellschaft
    Inventors: Marc Borowski, Gerta Zimmer
  • Patent number: 10668797
    Abstract: A power transmission apparatus for a vehicle may include a first input shaft directly connected with a motor/generator, second and third input shafts and torque mediating shaft coaxial and selectively connected with the first input shaft, a first intermediate shaft and first and second idle shafts in parallel with the first input shaft, a second intermediate shaft in parallel with the first input shaft, and selectively connected with a transmission housing, an output shaft in parallel with the first input shaft, and coaxial and selectively connected with the second intermediate shaft, a first shifting section including six gear sets, selectively receiving torque through the first and third input shafts, and outputting intermediate shift-stages, and a second shifting section including a planetary gear set, forming an output torque by combination torques from the first shifting section and the second input shaft, and outputting the output torque to the output shaft.
    Type: Grant
    Filed: December 7, 2018
    Date of Patent: June 2, 2020
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventors: Minho Chae, Woochurl Son, Sun Sung Kwon, Seong Wook Hwang, Kijong Park, Yong Uk Shin, Seongwook Ji, Ki Tae Kim, Chon Ok Kim, Wonmin Cho, Hyun Sik Kwon, Ilhan Yoo, Juhyeon Park, Cheol Ho Jang, Dongwoo Kim, Hye Jin Lim, Soonki Eo, Ki Dong Kim, Woo Jin Chang, Yong Sug Choi, Young Chan Gweon
  • Patent number: 10661784
    Abstract: Systems and methods for operating a driveline of a hybrid vehicle are presented. In one example, the systems and methods determine a driveline disconnect boost time during vehicle operating conditions when it may be less noticeable. The driveline disconnect boost time may then be used to close a driveline disconnect clutch in a way that may reduce torque disturbances through the driveline.
    Type: Grant
    Filed: February 6, 2018
    Date of Patent: May 26, 2020
    Assignee: Ford Global Technologies, LLC
    Inventors: Stuart Ford, Corey Blue, Todd McCullough
  • Patent number: 10663039
    Abstract: A variable speed accelerator includes: an electric driving device; and a transmission device changing the speed of a rotational driving force generated by the electric driving device and transmits the changed rotation driving force to a driving target. The transmission device includes: a sun gear; a sun gear shaft fixed to the sun gear; a planetary gear that meshes with the sun gear; an internal gear that meshes with the planetary gear; a planetary gear carrier including a planetary gear carrier shaft; and an internal gear carrier including an internal gear carrier shaft. The electric driving device includes: a constant-speed motor including a constant-speed rotor; and a variable-speed motor including a variable-speed rotor. The variable speed accelerator further includes: a rotation rate controller that issues a speed instruction; a torque measuring device; and a control device holding an instruction value of the speed instruction.
    Type: Grant
    Filed: June 15, 2016
    Date of Patent: May 26, 2020
    Assignee: MITSUBISHI HEAVY INDUSTRIES COMPRESSOR CORPORATION
    Inventors: Yoshiyuki Okamoto, Masahiro Nakashima
  • Patent number: 10631464
    Abstract: An agricultural utility vehicle includes a working power takeoff drivable by means of an internal combustion engine for operating an implement. The utility vehicle further includes an auxiliary power takeoff, which can be driven by an energy storage device and is coupled to the working power takeoff in such a manner that the working power takeoff is additionally driven at least transiently by the auxiliary power takeoff.
    Type: Grant
    Filed: October 26, 2017
    Date of Patent: April 28, 2020
    Assignee: Deere & Company
    Inventors: Valentin Gresch, Martin Kremmer
  • Patent number: 10635105
    Abstract: The present invention relates generally to techniques for improving fuel efficiency of a vehicle powered by an internal combustion engine capable of operating at various displacement levels. An autonomous driving unit or cruise controller selects when possible an engine torque output that corresponds to a fuel efficient displacement level. The resultant vehicle speed profile and NVH level is acceptable to vehicle occupants.
    Type: Grant
    Filed: March 22, 2019
    Date of Patent: April 28, 2020
    Assignee: Tula Technology, Inc.
    Inventors: Ram Subramanian, Louis J. Serrano, Matthew A. Younkins
  • Patent number: 10625729
    Abstract: Systems and methods for controlling and operating a hybrid vehicle having a high degree of hybridization are disclosed. A power flow control system predicts vehicle power demand to drive the hybrid vehicle based on changing conditions during operation of the hybrid vehicle. The power flow control system controls the power flow so as to provide power to drive the hybrid vehicle based on the predicted vehicle power demand, wherein the predicted vehicle power demand is greater than a maximum.
    Type: Grant
    Filed: August 30, 2017
    Date of Patent: April 21, 2020
    Assignee: Palo Alto Research Center Incorporated
    Inventors: David E. Schwartz, Sean Garner, Bhaskar Saha, Simon Barber
  • Patent number: 10619736
    Abstract: An apparatus for learning gear ratio control of a CVT (Continuously Variable Transmission) may include: an APS (Acceleration Position Sensor) configured to detect a change of an accelerator pedal in a CVT vehicle; a gear ratio detector configured to detect a pulley gear ratio of the CVT; a timer configured to measure the time during which gear ratio control learning is performed during power-off up-shift of the CVT; and a controller configured to receive the values detected through the APS, the gear ratio detector and the timer, and control the CVT to shift gears at a target gear ratio learned through the gear ratio control learning, during the power-off up-shift by coasting.
    Type: Grant
    Filed: October 19, 2018
    Date of Patent: April 14, 2020
    Assignee: Hyundai Autron Co., Ltd.
    Inventor: Jun-Hyung Lee
  • Patent number: 10604001
    Abstract: A power transmission apparatus may include engine; first motor/generator; first rotation element fixed to the engine, second rotation element fixed to the first motor/generator, and third rotation element; first input shaft selectively connectable to the third rotation element; second input shaft selectively connectable to the third rotation element; third input shaft; an output shaft; an idle shaft operably connected to the second input shaft and the third input shaft; and speed stage module including drive gears rotatably disposed on the first input shaft, the third input shaft, or the idle shaft, driven gears meshed with the drive gears and fixed on the output shaft, and power delivery gears and an idle gear fixed on the second input shaft, the third input shaft, or the idle shaft, and synchronizers selectively connecting at least one among the drive gears to the first input shaft, the third input shaft, or the idle shaft.
    Type: Grant
    Filed: August 23, 2018
    Date of Patent: March 31, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Wonmin Cho, Kijong Park, Seongwook Ji, Ki Tae Kim, Ki Dong Kim, Hyun Sik Kwon, Cheol Ho Jang, Soonki Eo, Seong Wook Hwang
  • Patent number: 10604022
    Abstract: A control apparatus for an electric vehicle provided with an electric motor serving as a drive power source, and a step-variable transmission disposed in a power transmitting path between the electric motor and drive wheels, the control apparatus having a first control mode in which acceleration and deceleration of the vehicle are controlled on the basis of operations by an operator of the vehicle to accelerate and decelerate the vehicle, and a second control mode in which the acceleration and deceleration of the vehicle are automatically adjusted according to a target running state of the vehicle, irrespective of the operations of the operator, the control apparatus including a shift-down action initiating condition setting portion configured to set a shift-down action initiating condition for initiating a shift-down action of the step-variable transmission during a regenerative decelerating run of the vehicle, according to a torque-related value related to a regenerative torque generated by the electric mot
    Type: Grant
    Filed: October 5, 2017
    Date of Patent: March 31, 2020
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kenta Kumazaki, Tooru Matsubara
  • Patent number: 10589733
    Abstract: A method of and an apparatus for controlling MHSG of a mild hybrid electric vehicle may include: detecting data for controlling the MHSG; determining whether an entry condition of coasting is satisfied based on the data; releasing a shift clutch of a transmission when the entry condition of coasting is satisfied; determining whether a release condition of coasting is satisfied in a state in which the mild hybrid electric vehicle is coasting; determining a target speed of an engine when the release condition of coasting is satisfied; and controlling the MHSG such that a speed of the engine increases to the target speed.
    Type: Grant
    Filed: December 4, 2017
    Date of Patent: March 17, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventor: Hyun Kim
  • Patent number: 10583732
    Abstract: A transmission device for a hybrid vehicle including: a plurality of shift dog clutches each arranged to selectively engage the movable side gear of one of the shift gear rows with the other of the main shaft and the counter shaft; a main clutch disposed between the internal combustion engine and the main shaft; a first motor gear disposed to be raced with respect to a motor output shaft connected to the motor, and constantly interlocked with the main shaft; a second motor gear disposed to be raced with respect to the motor output shaft, and constantly interlocked with the counter shaft; a motor dog clutch arranged to selectively engage one of the first and second motor gears with the motor output shaft; and a controller configured to control actuations of the shift dog clutch, the main clutch, and the motor dog clutch.
    Type: Grant
    Filed: March 22, 2017
    Date of Patent: March 10, 2020
    Assignee: MAHLE FILTER SYSTEMS JAPAN CORPORATION
    Inventor: Haruo Iwano
  • Patent number: 10583825
    Abstract: A control apparatus for a hybrid vehicle, having an engine, an electric motor, and an automatic transmission which is placed in a selected speed position with engagement of selected at least one of coupling devices, includes: an input torque control portion controlling the electric motor for controlling an input torque transmitted to the automatic transmission during a shifting action of the automatic transmission, based on output torque of the engine and torque transmitted through the coupling devices, such that a value representing a rotating state of an automatic transmission input rotary member coincides with a target value. The input torque control portion controls the input torque to be not smaller than a predetermined lower limit, when a running state of the hybrid vehicle is switched from a power-on state to a power-off state during a shift-down action of the automatic transmission in the power-on state.
    Type: Grant
    Filed: December 22, 2017
    Date of Patent: March 10, 2020
    Assignees: Toyota Jidosha Kabushiki Kaisha, Aisin AW Co., Ltd.
    Inventors: Munehiro Katsumata, Hiromichi Kimura, Kazuyuki Shiiba, Tooru Matsubara, Takeshi Kitahata, Kenta Kumazaki, Nobufusa Kobayashi, Masato Yoshikawa, Takahiro Kimura, Daisuke Suyama, Kazuomi Okasaka
  • Patent number: 10583822
    Abstract: A control system for a vehicle, the control system includes a selectable one-way clutch, a motor, and an electronic control unit. The electronic control unit is configured to (i) execute rotation control to control the motor such that negative differential rotation changes into positive differential rotation when the selectable one-way clutch is switched from a disengaged state to an engaged state while differential rotation of the selectable one-way clutch is negative and (ii) initiate engagement control by a switching mechanism such that a projecting operation of the selectable one-way clutch is completed while the differential rotation is negative.
    Type: Grant
    Filed: April 20, 2015
    Date of Patent: March 10, 2020
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hiroyuki Shibata, Hiroyuki Shioiri, Hideaki Komada, Yuki Kurosaki
  • Patent number: 10583728
    Abstract: A powertrain includes an engine and a transmission. A vehicle includes a body structure and the powertrain supported by the body structure. The powertrain is configured to propel the body structure. The engine includes an output shaft, and the transmission includes an input member. The powertrain further includes a torque converter operable between the output shaft and the input member. The torque converter includes a pump and a turbine. The powertrain also includes a motor-generator operable as a motor and a generator. The input member of the transmission is connected to the turbine such that torque from the torque converter is transferrable to the input member. The input member of the transmission is coupled to the motor-generator such that torque is transferred between the input member and the motor-generator.
    Type: Grant
    Filed: December 13, 2017
    Date of Patent: March 10, 2020
    Assignee: GM Global Technology Operations LLC
    Inventors: Derek F. Lahr, Farzad Samie, Chunhao J. Lee, Dongxu Li, Norman K. Bucknor
  • Patent number: 10562515
    Abstract: The present disclosure provides a method of determining an optimal operating point of a hybrid electric vehicle. The method includes: determining demand torque, comparing the demand torque and an engine torque reference value obtained from an optimal operating line to determine a determined mode where the determined mode is a charging mode or a discharging mode, determining a plurality of candidate points comprising a combination of an engine operating point satisfying the demand torque and a motor operating point corresponding to the engine operating point in the determined mode, calculating system efficiency during charging using charging efficiency of each candidate point of the plurality of candidate points and discharging efficiency during previous driving when the determined mode is a charging mode, and determining a candidate point with highest system efficiency during charging as an optimal operating point.
    Type: Grant
    Filed: May 31, 2017
    Date of Patent: February 18, 2020
    Assignees: Hyundai Motor Company, KIA Motors Corporation
    Inventors: Ji Won Oh, Jeong Soo Eo, Sung Jae Kim
  • Patent number: 10562521
    Abstract: A method for controlling a hydraulic pressure refilling operation for an engine clutch of a vehicle includes determining whether the vehicle travels using power of a driving motor with an engine clutch maintained in a disengaged state, and upon determining that the vehicle travels using power of the driving motor with the engine clutch maintained in the disengaged state, determining whether loss of hydraulic pressure has occurred, and upon determining that loss of hydraulic pressure has occurred, controlling a hydraulic pressure refilling operation such that working fluid in a reservoir is supplied to the actuator with the engine clutch in an engaged state, and controlling the driving motor so that the driving motor outputs a compensated torque by compensating for an effect of a load torque, generated by a non-operating engine, on a torque of the driving motor.
    Type: Grant
    Filed: October 3, 2017
    Date of Patent: February 18, 2020
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Sang Hyun Jeong, Seung Ki Kong, Seong Hwan Kim, Hak Sung Lee, Dae Won Yang, Gyeong Cheol Kim
  • Patent number: 10543835
    Abstract: A hybrid vehicle is provided. In the hybrid vehicle an oil pump can be driven while stopping an engine without a device for interrupting torque transmission between a power split device and the engine. A differential mechanism includes a first rotary element to which torque is delivered from the engine, a second rotary element connected to drive wheels, and a third rotary element to which torque is delivered from the first motor. Torque transmission between the first motor and the third rotary element is interrupted by a clutch. A mechanical oil pump is driven by any one of the first input shaft and the second input shaft that is rotated higher than the other one.
    Type: Grant
    Filed: December 18, 2017
    Date of Patent: January 28, 2020
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Tomokazu Inagawa
  • Patent number: 10543739
    Abstract: Control techniques for an electrically all-wheel drive (eAWD) hybrid vehicle involve determining whether to transition from an electric-only mode to a parallel mode based on a driver torque request or a state of charge (SOC) of a battery system. During the electric-only mode, the electric motor is operated such that a torque reserve is maintained. When the driver torque request exceeds a maximum drive torque that the electric motor is capable of generating, the electric-only to parallel mode transition is performed. This involves the electric motor depleting the torque reserve to provide an expected acceleration feel for the driver while engine and transmission speeds are synchronized. When the SOC of the battery system falls below an SOC threshold, the drive torque of the electric motor is decreased to zero upon engine/transmission speed synchronization such that the battery system can be recharged.
    Type: Grant
    Filed: July 25, 2018
    Date of Patent: January 28, 2020
    Assignee: FCA US LLC
    Inventor: Yuxing Zhou
  • Patent number: 10538248
    Abstract: A control apparatus for a vehicle that includes an engine includes an electric generator, a lock up clutch, a throttle valve, an electric generator control unit, a clutch control unit, and a throttle control unit. The clutch control unit is configured to control the lock up clutch to an engaged state on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve openwise on the condition that the electric generator performs the regenerative power-generation. The throttle control unit is configured to control the throttle valve from openwise to closewise on the condition that the lock up clutch is controlled from the engaged state to a disengaged state, with the throttle valve having been controlled openwise in accompaniment with the regenerative power-generation of the electric generator.
    Type: Grant
    Filed: April 9, 2018
    Date of Patent: January 21, 2020
    Assignee: SUBARU CORPORATION
    Inventors: Takahiro Kinoshita, Hirofumi Shimizu
  • Patent number: 10525817
    Abstract: A supplemental transmission assembly including a dual-clutch assembly, a first supplemental input shaft, a second supplemental input shaft, and two independent sets of gears. The supplemental transmission assembly couples to the primary vehicle transmission, receiving rotational energy from the primary transmission output shaft of the primary vehicle transmission. By including a plurality of gears in two independent sets, the supplemental transmission assembly allows the vehicle to smoothly progress through the gears when accelerating or decelerating, providing smooth operation and the maximum fuel efficiency for the vehicle. In addition, the supplemental transmission assembly limits the load on the engine by limiting engine RPMs to less than approximately 2500 RPMs via a computer-controlled engine management system, while progressing through gears quickly and efficiently.
    Type: Grant
    Filed: May 20, 2019
    Date of Patent: January 7, 2020
    Inventor: Earl E. Irwin
  • Patent number: 10525971
    Abstract: A control device in a hybrid vehicle in which control is performed so that the hybrid vehicle can travel using only one shift mechanism from two shift mechanisms is provided. The control device in the hybrid vehicle includes: a transmission including: a first input shaft connected to a motor and optionally connected to an engine; a second input shaft optionally connected to the engine; an output shaft configured to output to power to drive wheels; a first shift mechanism including a plurality of shift gears optionally coupled to the first input shaft; and a second shift mechanism including a plurality of other shift gears optionally coupled to the second input shaft; and an electronic control unit (ECU), wherein the ECU starts the engine with the first input shaft using the motor if none of the shift gears in the first shift mechanism is engaged when the engine is not operating.
    Type: Grant
    Filed: September 1, 2017
    Date of Patent: January 7, 2020
    Assignee: Honda Motor Co., Ltd.
    Inventors: Hideaki Iwashita, Naoyuki Mimatsu, Kazuhiko Kitano
  • Patent number: 10518767
    Abstract: Methods and systems are provided for operating a driveline of a hybrid vehicle that includes an internal combustion engine, an electric machine, and a transmission, where the transmission is downstream of the engine, and where the electric machine is downstream of the transmission. In one example, while the vehicle is being propelled solely via the electric machine, one or more gears of the transmission may be pre-engaged or selected, to prepare the driveline for an engine start event. In this way, driveline torque disturbance and delays in torque requests may be reduced or avoided upon a request for an engine start event.
    Type: Grant
    Filed: August 8, 2017
    Date of Patent: December 31, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Kevin Ray Ruybal, Jason Meyer, Jeffrey Allen Doering, Matthew John Shelton, Todd McCullough
  • Patent number: 10500973
    Abstract: An electric vehicle and a control method of the electric vehicle are provided. The electric vehicle includes a battery, a charger configured to supply power of the battery to a user terminal, an input configured to receive a destination from a user, and a controller configured to calculate an estimated amount of power consumed for traveling of the electric vehicle and an estimated amount of power consumed for supplying power to the user terminal in a case that the electric vehicle travels to the destination. The controller is configured to determine a charging method of the charger based on a current amount of charge of the battery, the estimated amount of power consumed for travelling of the electric vehicle, and the estimated amount of power consumed for supplying power to the user terminal.
    Type: Grant
    Filed: July 11, 2017
    Date of Patent: December 10, 2019
    Assignees: Hyundai Motor Company, Kia Motors Company
    Inventor: Myoung-Kyoung Ji
  • Patent number: 10495009
    Abstract: An engine operation control apparatus includes a controller configured to: decide an engine operation time point based on a lookup table in which a learning value that is previously learned is stored when a request to switch to an HEV mode occurs; determine whether to engage an engine clutch by comparing an engine RPM when a speed of an engine is synchronized with a speed of a motor with a first motor RPM; operate the engine at the engine operation time point and control engagement of the engine clutch depending on the determination; and store the engine operation time point based on a second motor RPM at a synchronization completion time point when a learning condition of the engine operation time point is satisfied when the speed of the engine and the motor are synchronized.
    Type: Grant
    Filed: June 1, 2018
    Date of Patent: December 3, 2019
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventor: Il Kwon Park
  • Patent number: 10486685
    Abstract: A driving control mechanism includes: a motor that is coupled to a driving wheel; a transmission that is coupled to the driving wheel; and an internal combustion engine that is coupled to an input shaft of the transmission. In a first state in which a driving force of the motor is transmitted to the driving wheel and a driving force of the internal combustion engine is not transmitted to the driving wheel, the transmission reduces a transmission gear ratio to a value less than a target transmission gear ratio according to a requested driving force when a transition request to a second state in which driving forces of the motor and the internal combustion engine are transmitted to the driving wheel is issued. The motor increases a driving force to be transmitted to the driving wheel when the transition request is issued.
    Type: Grant
    Filed: March 3, 2017
    Date of Patent: November 26, 2019
    Assignee: SUBARU CORPORATION
    Inventors: Hiroyuki Suzuki, Wataru Inoue
  • Patent number: 10479351
    Abstract: Disclosed is a downshift control method for a hybrid DCT vehicle. The method includes: determining, by a controller, whether a downshift is desired while a vehicle travels on a slope having equal to or more than a predetermined reference gradient; comparing, by the controller, a motor speed with a desired shift stage input shaft speed, and selectively performing either a forward control step of increasing a motor torque in a forward direction to increase the motor speed in the forward direction or a negative control step of increasing the motor torque in a negative direction to increase the motor speed in the negative direction. Thus, it is possible to reduce the backward sliding of the vehicle by suppressing the motor speed from unnecessarily increasing and rapidly finishing the downshift.
    Type: Grant
    Filed: May 21, 2018
    Date of Patent: November 19, 2019
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION
    Inventor: Sung Hyun Cho
  • Patent number: 10443707
    Abstract: A system for use in an automatic transmission includes a 3-way solenoid-actuated valve includes a valve body having an inlet port and a first outlet port and a second outlet port, a valve disposed within the valve body and slidably controllable to proportion flow between the first outlet port and the second outlet port, and a spring disposed in the valve body to bias the valve for flow toward the second outlet port. The system also includes at least one pump providing fluid to the inlet port, a first fluid circuit connected to the first outlet port providing fluid to a first subsystem of the automatic transmission, and a second fluid circuit connected to the second outlet port providing fluid to a second subsystem of the automatic transmission.
    Type: Grant
    Filed: March 24, 2017
    Date of Patent: October 15, 2019
    Assignee: BorgWarner Inc.
    Inventors: Christopher Spangler, Jeffrey Waterstredt
  • Patent number: 10421450
    Abstract: The power controller, when switching from the second power-source drive to the first power-source drive, determines a specified power of the second power-source based on a ratio of the target transmission capacity of a clutch to the target vehicle power, and controls the second power-source based on the specified power.
    Type: Grant
    Filed: May 19, 2017
    Date of Patent: September 24, 2019
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Atsuki Iwamitsu, Mitsuo Muraoka
  • Patent number: 10407053
    Abstract: Methods and systems are provided for operating a vehicle driveline where the vehicle driveline does not include a torque converter. In one example, a method comprises controlling a capacity of a clutch configured to transmit torque between an engine and a transmission, and an output of an electric motor positioned in a driveline of the hybrid vehicle during a vehicle launch to emulate a performance of a torque converter positioned in the driveline of the vehicle. In this way, vehicle launch maneuvers may be conducted for vehicles that are equipped with a clutch and an electric motor, such that said launch maneuvers mimic those of a vehicle with a torque converter, which may improve customer satisfaction and improve engine efficiency.
    Type: Grant
    Filed: February 7, 2018
    Date of Patent: September 10, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Kevin Ray Ruybal, Michael Glenn Fodor
  • Patent number: 10407075
    Abstract: A control apparatus (80; 122) for a vehicle provided with a motor/generator (MG2; MG) functioning as a drive power source, and a step-variable transmission (20; 110) which constitutes a part of a power transmitting path between the drive power source and drive wheels (28; 116) and which is placed in a selected one of a plurality of speed positions with engagement of a selected one or ones of a plurality of coupling devices (CB).
    Type: Grant
    Filed: December 14, 2017
    Date of Patent: September 10, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hiromasa Tatsushiro, Hiromichi Kimura, Tooru Matsubara, Kazuyuki Shiiba, Takeshi Kitahata, Shinichi Sasade, Nobufusa Kobayashi, Masato Yoshikawa, Takahiro Kimura
  • Patent number: 10399557
    Abstract: A vehicle includes a motor between an engine and transmission and a controller configured to control motor and engine torque during an upshift to generate a reserve torque during a preparatory phase applied to the transmission during a torque phase. The controller increases engine torque for the reserve torque, and decreases motor torque such that combined engine and motor torque satisfy driver demanded torque without retarding spark when available motor torque is insufficient to provide the reserve torque. A method for controlling a vehicle having a motor connected between an engine and a transmission includes increasing engine torque for reserve torque to be applied during a torque phase of an upshift responsive to available motor torque being insufficient to satisfy the reserve torque, and reducing engine torque by retarding spark only if combined engine torque and motor torque exceeds driver demand torque after reducing motor torque to a minimum threshold.
    Type: Grant
    Filed: November 10, 2017
    Date of Patent: September 3, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Rajit Johri, Christopher John Teslak, Fazal Urrahman Syed
  • Patent number: 10377369
    Abstract: Systems and methods for operating a hybrid powertrain that includes an engine and a motor/generator are described. The systems and methods provide a way of estimating driveline disconnect clutch torque so that driveline torque disturbances may be reduced. In one example, driveline disconnect clutch torque capacity and engine torque may be a basis for estimating driveline disconnect clutch torque.
    Type: Grant
    Filed: December 12, 2017
    Date of Patent: August 13, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Jason Meyer, Rajit Johri
  • Patent number: 10370000
    Abstract: According to one embodiment of this disclosure, a vehicle having an electric machine and at least one controller is described. The electric machine may be configured to generate creep torque to move the vehicle. The controller may be programmed to decrease a target speed of a torque converter impeller to create a desired brake torque and partially cancel the creep torque without application of friction brakes in response to a brake pedal being pressed while an accelerator pedal is not being pressed.
    Type: Grant
    Filed: November 15, 2016
    Date of Patent: August 6, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Rajit Johri, Francis Thomas Connolly, Fazal Urrahman Syed, Minku Lee, Mark Steven Yamazaki
  • Patent number: 10350986
    Abstract: A transmission of a vehicle is provided. The transmission includes: a first input shaft receiving engine power; a second input shaft receiving motor power; an output shaft; a first stage driving gear at the first input shaft; a second stage driving gear at the second input shaft; a third stage driving gear at the second input shaft; a first synchronizing unit connecting one of the second input shaft and the first stage driving gear to the first input shaft; a second synchronizing unit connecting the second input shaft to the third stage driving gear; first and third stage driven gears engaged with the first and third stage driving gears to form shift ratios of first and third stages; and a second stage driven gear through a one-way clutch while being engaged with the second stage driving gear to form a shift ratio of second state.
    Type: Grant
    Filed: February 23, 2017
    Date of Patent: July 16, 2019
    Assignee: HYUNDAI MOTOR COMPANY
    Inventor: Jong Yun Park
  • Patent number: 10352439
    Abstract: A method of operating an automatic transmission of a motor vehicle, in which a hydraulic pump associated with a hydraulic system for the supply of pressure is driven by a drive motor. When the motor vehicle starts, a hydrodynamic starting element forms a driving connection between the drive motor and the automatic transmission. Hydraulic shifting elements (B1, B2, B3, C1, C2) are actuated for engaging gear steps. When the drive motor is started, a shifting element (B1, B2, B3, C1, C2) of the automatic transmission is engaged, and, during the engagement process of the shifting element (B1, B2, B3, C1, C2), a time of a rotational speed variation (nAb, nTu) of the automatic transmission is determined. With the help of the determined rotational speed variation (nAb, nTu), a time point is determined at which a pressure present in the hydraulic system reaches or exceeds a target pressure level.
    Type: Grant
    Filed: July 19, 2016
    Date of Patent: July 16, 2019
    Assignee: ZF Friedrichshafen AG
    Inventor: Dennis Wohlfahrt
  • Patent number: 10336314
    Abstract: A low-voltage hybrid powertrain system for a vehicle includes an engine that is coupled via an engine disconnect clutch to an input member of the transmission, and a low-voltage electric machine is coupled to the transmission. The powertrain system operates in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in an open/deactivated state. When an output torque request indicates a command for vehicle acceleration, the electric machine is controlled to generate torque in response to the output torque request and the engine is simultaneously cranked and started. Upon starting, the engine operates in a speed control mode to activate the engine disconnect clutch. The engine and the low-voltage electric machine are controlled to generate torque in response to the output torque request when the engine disconnect clutch is activated.
    Type: Grant
    Filed: July 26, 2017
    Date of Patent: July 2, 2019
    Assignee: GM Global Technology Operations LLC.
    Inventors: Chunhao J. Lee, Neeraj S. Shidore, Norman K. Bucknor, K V Hebbale, Farzad Samie, Dongxu Li
  • Patent number: 10328925
    Abstract: A vehicle is disclosed having a motor and engine selectively coupled to the motor via a clutch. The vehicle includes a controller configured to, in response to a vehicle wheel torque reversal, open the clutch to disconnect the engine from the motor, command the engine to enter a speed control mode, and control a motor output torque through a region surrounding the vehicle wheel torque reversal to reduce torque disturbances in a vehicle driveline.
    Type: Grant
    Filed: February 16, 2017
    Date of Patent: June 25, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Todd Mccullough, David Crist Gabriel
  • Patent number: 10315656
    Abstract: A method of controlling the operating mode of a motor vehicle includes transitioning between driving and coasting modes and vice-versa automatically in response to a driver trigger. The method controls an engine of the motor vehicle to bring a driveline driven by the engine via an electronically controlled clutch into a lash state before engaging or disengaging the electronically controlled clutch thereby preventing driveline disturbances from being produced by the transition.
    Type: Grant
    Filed: March 23, 2017
    Date of Patent: June 11, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Andreas Ortseifen, Urs Christen, Stephan Strahl, Nicholas Dashwood Crisp
  • Patent number: 10309529
    Abstract: A method for operating a drivetrain of a motor vehicle, includes, when the motor vehicle is at a standstill and upon demand for a drive torque of the motor vehicle, increasing power (25p) supplied to a separate electric pump drive (25) such that a pressure chamber whose pressurization effects a complete closure or lock-up of a launch element (3) is fast charged with hydraulic pressure from a pump (24). The method also includes performing a launch process of the motor vehicle with the drive source (1) and with a closed or locked-up launch element (3) and reducing the power (25p) supplied to the separate electric pump drive (25) after fast charging the pressure chamber. A related drive train module is also provided.
    Type: Grant
    Filed: April 20, 2017
    Date of Patent: June 4, 2019
    Assignee: ZF FRIEDRICHSHAFEN AG
    Inventors: Felix Bühle, Falko Platzer, Thomas Lemp
  • Patent number: 10305403
    Abstract: A battery powered device includes a battery and a motor controller that is coupled to the battery. A motor is operably coupled to the motor controller. The motor controller is configured to detect an amount of available power from the battery and engage the motor based on the amount of available power.
    Type: Grant
    Filed: June 30, 2016
    Date of Patent: May 28, 2019
    Assignee: Rosemount Inc.
    Inventors: Eric Russell Lovegren, Richard Louis Nelson
  • Patent number: 10293828
    Abstract: An engine starting system for hybrid vehicle is provided. The engine starting system is applied to a hybrid vehicle in which a friction clutch is disposed between an engine and a power distribution device. In order to reduce gear noise and vibrations, a second motor establishes a cancel torque to cancel a reaction torque acting on an axle when starting the engine. The engine starting system is configured to increase the torque of the second motor in a direction of a drive torque rotating the axle, when starting the engine while bringing the friction clutch into engagement in a slipping manner.
    Type: Grant
    Filed: March 13, 2015
    Date of Patent: May 21, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Yasuhiro Oshiumi