With Clutch Control Patents (Class 477/5)
  • 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: 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: 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: 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: 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: 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: 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: 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: 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: 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: 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: 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: 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: 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
  • Patent number: 10253876
    Abstract: A vehicle regenerative speed control device is provided for suppressing undershooting, in which an actual transmission input rotational speed falls below a lower-limit rotational speed, when decreasing a transmission input rotational speed based on a request for a decrease in the regeneration amount during regenerative speed control. The vehicle regenerative speed control device includes a controller which performs a regenerative speed control for downshifting a continuously variable transmission to a low gear ratio side and increasing a rotational speed of a transmission input shaft to which a motor generator is connected when there is a request for an increase in the regeneration amount while decelerating.
    Type: Grant
    Filed: March 20, 2015
    Date of Patent: April 9, 2019
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Takanobu Mouri, Takahiro Yoshino, Yuuzou Kageyama, Masashi Ono, Hideki Maruyama, Takuya Ishizuka
  • Patent number: 10246082
    Abstract: A drive system for a vehicle comprises an electrical machine, arranged between a combustion engine and an input shaft to a gearbox. The rotor of the electrical machine is connected with a component of a planetary gear, and the input shaft of the gearbox is connected with another component of such planetary gear. A first locking means may be moved between a locked position, in which the planetary gear's three components rotate at the same rotational speed, and a release position, in which the components are allowed to rotate at different rotational speeds. A second locking means is moveable between a locked position in which the output shaft of the combustion engine is locked together with a component in the planetary gear, and a release position, in which the combustion engine's output shaft is decoupled from such a component.
    Type: Grant
    Filed: December 22, 2014
    Date of Patent: April 2, 2019
    Assignee: Scania CV AB
    Inventors: Johan Lindström, Mathias Björkman, Mikael Bergquist, Niklas Pettersson
  • Patent number: 10239513
    Abstract: A method for obtaining gear shifting of a vehicle, where the vehicle has a planetary gearing in the drive train, a combustion engine with an output shaft connected to a rotor of a second electric machine and to a first component of the planetary gearing, a first electric machine with a rotor connected to a third component of the planetary gearing and an input shaft of a gearbox connected to a second component of the planetary gearing. The method is started with the components of the planetary gearing interlocked by a locking means, in which they are released during the gear shifting and interlocked again after the gear shifting has been carried out.
    Type: Grant
    Filed: June 15, 2016
    Date of Patent: March 26, 2019
    Assignee: Scania CV Ab
    Inventors: Johan Lindström, Mathias Björkman, Mikael Bergquist, Niklas Pettersson
  • Patent number: 10232853
    Abstract: A control device for a vehicle includes a fuel cell, a motor-generator, a power unit, a transmission, a motor-generator control unit configured to perform a power control on the motor-generator based on a driver request torque, and a generated power control unit configured to control the generated power of the fuel cell based on a load of the fuel cell including the motor-generator. The motor-generator control unit performs a shifting power control for decreasing a rotation speed of the motor-generator during an upshift of the transmission, and a power control on the motor-generator based on a limit torque of the motor-generator during the shifting power control. The limit torque of the motor-generator being calculated based on an actual generated power of the fuel cell per unit time and an acceptable power of the power unit per unit time.
    Type: Grant
    Filed: September 9, 2014
    Date of Patent: March 19, 2019
    Assignee: NISSAN MOTOR CO., LTD.
    Inventors: Mitsunori Kumada, Ryohey Toyota
  • Patent number: 10220830
    Abstract: A system and method are provided for hybrid electric internal combustion engine applications in which a motor-generator, a narrow switchable coupling and a torque transfer unit therebetween are arranged and positioned in the constrained environment at the front of an engine in applications such as commercial vehicles, off-road vehicles and stationary engine installations. The motor-generator is preferably positioned laterally offset from the switchable coupling, which is co-axially-arranged with the front end of the engine crankshaft. The switchable coupling is an integrated unit in which a crankshaft vibration damper, an engine accessory drive pulley and a disengageable clutch overlap such that the axial depth of the clutch-pulley-damper unit is nearly the same as a conventional belt drive pulley and engine damper. The front end motor-generator system includes an electrical energy store that receives electrical energy generated by the motor-generator when the coupling is engaged.
    Type: Grant
    Filed: December 14, 2016
    Date of Patent: March 5, 2019
    Assignee: Bendix Commercial Vehicle Systems
    Inventors: David Colavincenzo, Fernando Venegas Diaz
  • Patent number: 10220828
    Abstract: An engine idle operation control method and system are provided to improve the fuel efficiency of a vehicle through maintenance of efficient battery SOC and charge control during the engine-on for heating of a vehicle. The method includes receiving an engine-on request for heating of the vehicle and determining a road condition. A target charge power is determined and set as a value corresponding to the road condition and battery state information. A basic idle RPM set as a value corresponding to the road condition, the target charge power, and the outdoor temperature is determined. A compensation RPM and a target idle RPM are determined by compensating for the basic idle RPM by the compensation RPM to adjust the engine idle driving into the determined target idle RPM during the heating of the vehicle.
    Type: Grant
    Filed: October 30, 2015
    Date of Patent: March 5, 2019
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: In Eok Cho, Hoon Han, Yong Kak Choi, Il Kwon Park
  • Patent number: 10215241
    Abstract: A system and method for operating a vehicle equipped with an automatic stop and start system is disclosed. The vehicle includes an internal combustion engine, an automatic transmission and a fluid launch device with an impeller disconnect clutch. A controller may initiate an automatic stop or start of the engine under certain operating conditions. During an engine start/stop event, the engine is automatically shut down and the impeller clutch of the fluid launch device may be disengaged to decouple the engine and transmission from the driveline to provide for improved fuel economy and reduced emissions.
    Type: Grant
    Filed: December 18, 2017
    Date of Patent: February 26, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Hafiz Shafeek Khafagy, Siraj Siddiqui, Steven Anatole Frait, Alexander O'Connor Gibson, Mohannad Hakeem
  • Patent number: 10190511
    Abstract: A method for running a vehicle (100) that includes a combustion engine (101) which can selectively be connected to a driveshaft (104, 105). When the vehicle (100) is in motion and is approaching a downgrade, determining whether the engine (101) can be disconnected from the driveshaft (104, 105) for at least a first period of time (T1), and disconnecting the driveshaft (104, 105) for at least the first period of time (T1); and the engine (101) also is switched off for the first period (T1). A system that performs the method and a vehicle that performs it are disclosed.
    Type: Grant
    Filed: June 7, 2012
    Date of Patent: January 29, 2019
    Assignee: SCANIA CV AB
    Inventors: Mustafa Abdul-Rasool, Oskar Johansson, Mikael Ögren
  • Patent number: 10189462
    Abstract: A hybrid vehicle is equipped with an engine that is connected to a power split mechanism, a generator, an electric motor, and also a stepped transmission that is arranged between the electric motor and a drive shaft. An electronic control unit (an ECU) with which this hybrid vehicle is equipped revises a down line downward to make a downshift likely to occur when at least one of a prescribed generator condition and a prescribed electric motor condition is fulfilled. The generator condition includes that the temperature of the generator is equal to or higher than a first reference temperature and that an absolute value of a rotational speed of the generator decreases due to the making of the downshift. The electric motor condition includes that the temperature of the electric motor is equal to or higher than a third reference temperature.
    Type: Grant
    Filed: October 19, 2016
    Date of Patent: January 29, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Tomohiko Miyamoto, Tateki Hanashima, Kenta Kumazaki
  • Patent number: 10179582
    Abstract: A vehicle transmission system having a combustion engine, an electric motor and a transmission includes a first clutch operatively connected between the engine and the motor and a one way clutch. The one way clutch is connected in parallel with the first clutch that permits the engine to increase speed with the clutch disengaged until the engine speed matches the motor speed. The engine provides positive torque through the one way clutch to the motor and transmission upon matching the motor speed. The first clutch and the one way clutch may be a hybrid rocker one way clutch.
    Type: Grant
    Filed: August 13, 2015
    Date of Patent: January 15, 2019
    Assignee: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Walter Joseph Ortmann, Daniel Scott Colvin, Bernard D. Nefcy
  • Patent number: 10160442
    Abstract: For a hybrid vehicle including: an engine and a motor, each of which is mounted as a driving source; a generator driven by the engine; a high-voltage battery and a low-voltage battery, each of which can be charged and discharged; a converter connected between the high-voltage battery and the low-voltage battery; and an auxiliary load that consumes electric power supplied from the high-voltage battery via the converter or electric power supplied from the low-voltage battery, a control device includes a control unit that executes converter limit control that stops the converter or reduces output of the converter when a state of charge of the high-voltage battery is lower than or equal to a predetermined threshold.
    Type: Grant
    Filed: December 11, 2015
    Date of Patent: December 25, 2018
    Assignee: DENSO CORPORATION
    Inventors: Mitsuharu Higashitani, Tsuyoshi Okamoto, Noriaki Ikemoto
  • Patent number: 10150468
    Abstract: A shift strategy is provided for a hybrid electric vehicle to cause a speed of a motor to approach a target motor speed to increase fuel economy for an engine operating in a hybrid drive mode. A controller shifts the transmission according to a magnitude of a driver torque demand, the current rotor or impeller speed, and whether the motor is consuming or producing current. The controller shifts the transmission according to one shift schedule when the motor is motoring, and according to another shift schedule when the motor is generating power.
    Type: Grant
    Filed: April 25, 2017
    Date of Patent: December 11, 2018
    Assignee: Ford Global Technologies, LLC
    Inventors: Xiaoyong Wang, Wei Liang, Ming Lang Kuang, Rajit Johri, Daniel Scott Colvin, Mark Steven Yamazaki
  • Patent number: 10151360
    Abstract: A method for controlling a clutch includes judging whether or not a slip amount of the clutch is reduced to below a first reference value by a controller after starting of the vehicle is launched, judging whether or not accumulated slip energy of the clutch until a present time from the launch of starting the vehicle is a second reference value or more, as a result of judgment as to the slip amount of the clutch, if the slip amount of the clutch is below the first reference value, and controlling engagement of the clutch so as to prevent overheating of the clutch while the controller causes an engine to maintain a target engine speed, as a result of the judgment as to the accumulated slip energy, if the accumulated slip energy is the second reference value or more.
    Type: Grant
    Filed: February 17, 2016
    Date of Patent: December 11, 2018
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Jin Sung Kim, Ju Hyun Nam
  • Patent number: 10150466
    Abstract: A shift control apparatus for a hybrid vehicle, capable of moving backward through control of a motor and a transmission. The shift control apparatus for the hybrid vehicle includes an engine as a power source; first and second motors connected to the engine; an engine clutch positioned between the engine and the first motor and selectively connecting the engine and the first motor; a transmission receiving a driving torque from at least one of the engine and first motor by a release or an engagement of the engine clutch; and a vehicle controller releasing the engine clutch if a backward moving request signal is input. The shift control apparatus further confirms a backward moving torque amount when the speed of the vehicle is a reference speed or less, and controls the first motor based on the backward moving torque amount for the vehicle to be moved backward.
    Type: Grant
    Filed: November 19, 2015
    Date of Patent: December 11, 2018
    Assignee: Hyundai Motor Company
    Inventors: Hyungsouk Kang, Hyung Bin Ihm, Tae Young Chung
  • Patent number: 10144426
    Abstract: When the control unit monitoring the dual clutch transmission detects input signals from the driver and/or the prime mover and transmission indicating that the free-wheeling mode should be exited, then the transmission is controlled to reconnect the prime mover and the driving wheels. According to the invention, a rapid reconnection of the prime mover to the driven wheels is achieved by engaging the second, normally open clutch unit. Prior to engagement, the control unit can select a suitable gear depending on the input signals from the driver and/or the prime mover. As none of the first set of gears connecting the first input shaft to the driving wheels in the first transmission mechanism is engaged, the first clutch unit can be disengaged during or after engagement of the second clutch unit.
    Type: Grant
    Filed: June 16, 2014
    Date of Patent: December 4, 2018
    Assignee: Volvo Truck Corporation
    Inventor: Klas Bergström
  • Patent number: 10137767
    Abstract: A power transmission unit that can prevent an entrance of excessive torque to the powertrain is provided. The power transmission unit includes a transmission that transmits torque between an engine and drive wheels; a locking device that selectively halts a rotation of an output shaft of the engine; a transmission case holding a first motor, a second motor, the transmission, and the locking device; a first torque limiter disposed between the engine and the locking device to restrict torque transmitted between the drive wheels and the engine; and a second torque limiter held in the transmission case to restrict torque transmitted between the drive wheels and the locking device.
    Type: Grant
    Filed: August 9, 2016
    Date of Patent: November 27, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hiroto Hashimoto, Tomohito Ono, Hiroaki Kimura