With Clutch Control Patents (Class 477/5)
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Patent number: 8968151Abstract: A vehicle has an engine, an upstream clutch, an electric machine, a downstream clutch, a transmission gearbox, and a controller. The controller is configured to: (i) control engagement of the downstream clutch, (ii) monitor a vehicle torque, and (iii) control electric machine torque to a designated rate when the vehicle torque changes direction and the electric machine is operating. A method for controlling a hybrid vehicle includes engaging a clutch downstream of the electric machine, monitoring a vehicle torque, and controlling electric machine torque to a designated rate when vehicle torque changes direction and the electric machine is operating. A hybrid vehicle system has an electric machine and a controller configured to (i) control electric machine torque to a designated rate within a time zone, and (ii) control at least one of the electric machine torque and an engine torque to meet driver demand outside of the zone.Type: GrantFiled: May 7, 2012Date of Patent: March 3, 2015Assignee: Ford Global Technologies, LLCInventors: Zhengyu Dai, Hong Jiang, Felix Nedorezov, Marvin Paul Kraska
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Patent number: 8961364Abstract: A system and method for controlling a vehicle having an electric traction motor coupled to a transmission by a clutch include modifying torque transmitted to the driveline by modifying the clutch apply pressure in response to a difference between rotational speed of a driveline component and a filtered rotational speed of the driveline component to reduce driveline oscillation when the clutch is unlocked. The clutch pressure may be modified in response to a vehicle event that may otherwise induce driveline oscillations, such as a transmission ratio change or regenerative braking, for example.Type: GrantFiled: March 15, 2013Date of Patent: February 24, 2015Assignee: Ford Global Technologies, LLCInventors: Bernard D. Nefcy, Marvin Paul Kraska, Daniel Scott Colvin, Seung-Hoon Lee
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Patent number: 8965614Abstract: A hybrid vehicle is provided in which after a determination is made as to whether the remaining capacity is higher than a first threshold value, any one of a first running mode, a second running mode, and a third running mode is selected depending on first speed, second speed, or third speed so that the vehicle runs in the mode, whereby the vehicle can run by easily selecting an appropriate series hybrid mode or an appropriate parallel hybrid mode in each range depending on whether the remaining capacity is higher than the first threshold value, and running control can be made stable and easy.Type: GrantFiled: March 23, 2011Date of Patent: February 24, 2015Assignee: Mitsubishi Jidosha Kogyo Kabushiki KaishaInventor: Yukihiro Nissato
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Patent number: 8961365Abstract: A manual transmission including an input shaft Ai receiving power from an internal combustion engine through a clutch, an output shaft Ao receiving power from an electric motor, an EV gear stage for EV travel (different from neutral) in which no power transmission route is established between Ai and Ao, and a plurality of gear stages for HV travel in which a power transmission route is established between Ai and Ao. The movement of a shift lever SL from the neutral position to an EV-gear-stage shift completion position and the movement of the shift lever SL from the neutral position to the EV-gear-stage shift completion position is permitted only in a state in which the clutch pedal CP is depressed to provide an HV-MT vehicle power transmission control apparatus that includes a mechanism requiring a driver to operate a clutch pedal at the time of gear change.Type: GrantFiled: March 1, 2012Date of Patent: February 24, 2015Assignee: Aisin AI Co., Ltd.Inventor: Shinya Osuka
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Patent number: 8960132Abstract: An ECU executes a program including the steps of carrying out low-load control when an IG OFF operation is performed, when a vehicle is running, and when stop of an engine is not permitted, carrying out gate cut-off control, ending low-load control and gate cut-off control when a brake pedal has been operated, when a vehicle speed is lower than a threshold value, or when a prescribed time period has elapsed since the IG OFF operation, permitting stop of the engine, and carrying out fuel cut control.Type: GrantFiled: January 27, 2011Date of Patent: February 24, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Hideaki Yaguchi, Takeshi Hoshiba, Akihiro Kimura, Masahiro Naito
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Publication number: 20150051045Abstract: Systems and methods for improving hybrid vehicle torque control are presented. The system and methods included may estimate driveline torque via springs of a dual mass flywheel. The estimated driveline torque may provide feedback for adjusting operation of a driveline disconnect clutch and/or engine torque.Type: ApplicationFiled: August 19, 2013Publication date: February 19, 2015Applicant: Ford Global Technologies, LLCInventors: Alex O`Connor Gibson, Jeffrey Allen Doering, Seung-Hoon Lee, Yuji Fujii, James William Loch McCallum, William Russell Goodwin
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Publication number: 20150045180Abstract: A retrofittable hybrid parallel power flow distribution system for a vehicle. In various embodiments, the system comprises an electric rotating machine and a parallel power input gearbox. The parallel power input gearbox is structured and operable to receive torque from the electric rotating machine and/or an internal combustion engine of the vehicle and selectively distribute the received torque, i.e., a power flow, in any proportion/ratio to one or more of the electric rotating machine, a rear axle differential of the vehicle, a transmission or transfer case and front axle of the vehicle, or an auxiliary device of the vehicle.Type: ApplicationFiled: July 30, 2014Publication date: February 12, 2015Inventors: Mark Hodowanec, Timothy Hassett
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Publication number: 20150045181Abstract: A power transmission apparatus for a vehicle is provided which is equipped with a power split device and a speed variator. The power transmission device is designed to set a speed ratio of speed of rotation of an output of a power source to speed of rotation of a driven wheel in a power circulation mode of a power split device to lie within one of a positive range in which a sign of the speed ratio is positive and a negative range in which a sign of the speed ratio is negative. This results in a decrease in degree of torque acting on the speed variator such as a continuously variable transmission, thus permitting a required degree of durability of the speed variator to be reduced.Type: ApplicationFiled: October 24, 2014Publication date: February 12, 2015Inventors: Koji KAWASAKI, Takenori MATSUE
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Publication number: 20150045179Abstract: The drive apparatus (1) controls a rotating speed of a ring gear (Ri) of a power split mechanism (6) by controlling a first motor generator (3) after a rotating speed of an engine (2) is deemed to be zero by executing an engine stop control for stopping the engine (2), when a condition which a control to a clutch (31) or a parking mechanism (30) is performed is satisfied while the engine (2) is running.Type: ApplicationFiled: March 2, 2012Publication date: February 12, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Shigeru Okuwaki
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Publication number: 20150038288Abstract: A vehicle powertrain includes a first rotatable member and a second rotatable member. A clutch has an engaged state in which torque is transferred between the first rotatable member and the second rotatable member through the clutch. The clutch has a disengaged state in which torque is not transferred between the first rotatable member and the second rotatable member through the clutch. A clutch actuator includes a motor-generator that has a rotor rotatably drivable by one of the first rotatable member and the second rotatable member, and has a stator powerable to rotatably drive the rotor relative to said one of the first rotatable member and the second rotatable member. A controller is operatively connected to the stator and is configured to control the motor-generator to function as a generator to provide torque on the rotor. The motor-generator provides electrical power to a vehicle component.Type: ApplicationFiled: July 30, 2013Publication date: February 5, 2015Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: Alan G. Holmes, Anthony L. Smith, Anthony J. Corsetti
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Publication number: 20150038290Abstract: The present invention relates to a drivetrain of a motor vehicle, having an internal combustion engine, having an electric machine, having a transmission unit, in particular a manual transmission, and having a clutch unit. The clutch unit comprises a first clutch actuable by a driver of the motor vehicle and a second clutch automatically actuable by a control unit. The electric machine can be coupled in terms of drive to the transmission unit by means of the first clutch and the internal combustion engine can be coupled in terms of drive to the electric machine by means of the second clutch.Type: ApplicationFiled: June 26, 2012Publication date: February 5, 2015Applicant: Magna Powertrain AG & Co. KGInventors: Markus Bichler, Werner Eisenhauer, Konrad Gagla
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Publication number: 20150038289Abstract: A bicycle drive unit includes a crank axle, a motor, an output member and a torque combining mechanism. The crank axle is rotatable about a first rotational axis. The motor has an output shaft rotatable about a second rotational axis. The output member is rotatable about the first rotational axis in a first rotational direction as the crank axle rotates about the first rotational axis in the first rotational direction. The torque combining mechanism operatively couples the output shaft of the motor to the output member to transmit rotation of the output shaft of the motor to the output member. The torque combining mechanism operatively separates the output shaft of the motor from the output member for preventing rotation of the crank axle from being transmitted to the output shaft of the motor as the crank axle rotates about the first rotational axis in a second rotational direction.Type: ApplicationFiled: July 31, 2013Publication date: February 5, 2015Applicant: Shimano Inc.Inventors: Tetsuya HINO, Shinichiro NODA
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Patent number: 8948949Abstract: A torque applied to a one-way clutch when a first motor generator and second motor generator are operated in a motor generator drive mode is restrained or prevented from becoming excessively high by setting a first motor generator sharing ratio in response to a driving torque target for the vehicle, by controlling operation of the first motor generator in response to a first motor generator first sharing ratio when vehicle vibrations due to cogging torque are likely to take place, and by reducing the torque from the first motor generator when the driving torque target is large. Torque applied to the one-way clutch which otherwise would become excessively high immediately after engine shutdown, is restrained or prevented by reducing the torque from the first motor generator in response to a second motor generator second sharing ratio when engine downtime is short.Type: GrantFiled: February 9, 2011Date of Patent: February 3, 2015Assignee: Suzuki Motor CorporationInventors: Masaaki Tagawa, Yoshiki Ito, Masakazu Saito, Hitoshi Ohkuma
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Publication number: 20150031503Abstract: A control device of a hybrid system includes an engine; a motor/generator; an automatic clutch to a first engaging unit side of which an engine rotary shaft is connected; a differential device provided with a plurality of rotational elements to each of which an MG rotary shaft and a second engaging unit side of the automatic clutch are separately connected; a first transmission a rotary shaft of which is connected to the rotational element to which the second engaging unit is connected; a second transmission a rotary shaft of which is connected to another rotational element; and an output shaft connected to a driving wheel side, wherein at the time of EV driving, transmission control is performed and the automatic clutch is disengaged such that the first transmission and the second transmission can perform torque transmission between the input shaft and the output shaft.Type: ApplicationFiled: March 8, 2012Publication date: January 29, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Haruo Isomura, Hiroaki Ebuchi, Hiroyuki Shibata
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Publication number: 20150031501Abstract: A hybrid-electric vehicle having a continuously variable transmission is provided. The continuously variable transmission further includes a forward disconnect clutch configured to selectively couple and decouple the continuously variable transmission and a first set of drive wheels. The hybrid-electric vehicle further includes a rear e-axle assembly, which allows the vehicle to operate in an electric-only mode, in which the vehicle is propelled with power generated solely by at least one electric power component. When the vehicle is operated in electric-only mode, the transmission disconnect clutch is disengaged, such that the continuously variable transmission is decoupled from the first set of drive wheels to allow the continuously variable transmission to operate in a low loss state. A method of transitioning an all-wheel drive hybrid-electric vehicle between an electric only mode and a hybrid mode, i.e., completing a “flying start,” is also provided.Type: ApplicationFiled: July 24, 2013Publication date: January 29, 2015Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: Joseph M. Tolkacz, Robert L. Moses, Min-Joong Kim
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Publication number: 20150031502Abstract: A method for operating a drive train of a hybrid vehicle with a hybrid drive comprising at least an electric machine and an internal combustion engine, wherein an automated manual transmission is connected between the internal combustion engine and an output, wherein the electric machine is coupled via a friction clutch to a shaft of the automated manual transmission. Wherein in the automated manual transmission, by interruption of the drive torque provided by the hybrid drive on the output, shifts are executed in such a way that in a first phase the drive torque provided at the output is first reduced, subsequently in a second phase the actual gear shift is executed and following that in a third phase drive torque is built up at the output.Type: ApplicationFiled: September 13, 2012Publication date: January 29, 2015Applicant: ZF FRIEDRICHSHAFEN AGInventors: Johannes KALTENBACH, Christian Mittelberger, Viktor Haeberle
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Patent number: 8939867Abstract: Examples include an automatic manual transmission for a hybrid car provided with an internal combustion engine and an electrical machine, the automatic manual transmission presents. Examples include a mechanical gearbox, a differential gear which receives the motion from a secondary shaft of the gearbox and transmits the motion to driving wheels, a clutch which is interposed between the secondary shaft of the gearbox and the differential gear, an auxiliary shaft along which the electrical machine is mounted, a first gear train which connects a first end of the auxiliary shaft arranged upstream of the electrical machine to a primary shaft of the gearbox, and a second gear train which connects a second end of the auxiliary shaft arranged downstream of the electrical machine to an output shaft of the clutch.Type: GrantFiled: July 2, 2013Date of Patent: January 27, 2015Assignee: Ferrari S.p.A.Inventor: Franco Cimatti
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Patent number: 8939868Abstract: A control device of a vehicle drive device includes: a hydraulic power transmission device having a lockup clutch mechanically coupling an input-side rotating member to which power from an engine is input and an output-side rotating member outputting power to drive wheels; and an electric motor coupled to a power transmission path between the hydraulic power transmission device and the drive wheels. If regeneration braking of a vehicle is performed with the electric motor, an engagement force of the lockup clutch is made larger when a vehicle speed related value varying depending on a vehicle speed is higher.Type: GrantFiled: March 19, 2014Date of Patent: January 27, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Kenta Kumazaki, Tooru Matsubara, Atsushi Tabata, Tatsuya Imamura
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Publication number: 20150024903Abstract: A double clutch system may include a connecting shaft that is continuously connected to a motor/generator and is selectively connected to an engine and may transmit torque transmitted to the connecting shaft selectively to two input shafts.Type: ApplicationFiled: December 26, 2013Publication date: January 22, 2015Applicant: Hyundai Motor CompanyInventors: Eui Hee Jeong, Jinwoo Lee, Jeong Heon Kam, Jong Min Kim
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Publication number: 20150018170Abstract: A hybrid drive for a watercraft, including a primary drive motor, which is situated inside the watercraft and drives a drive shaft, and an above-water transmission, which is situated after the drive shaft and has a transmission housing, for driving a vertical shaft branching off from the above-water transmission, as well as an electric secondary drive motor, which has a stator and a rotor and is able to drive the vertical shaft in addition to or alternatively to the primary drive motor. The secondary drive motor can be embodied with a hollow shaft and the stator of this motor can be coupled in a torsionally rigid fashion to the transmission housing of the above-water transmission.Type: ApplicationFiled: September 24, 2012Publication date: January 15, 2015Inventor: Volker Höfer
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Patent number: 8924108Abstract: A method of managing available operating states in an electrified powertrain includes: identifying a plurality of operating states; determining an allowable hardware operating speed range for each of the plurality of operating states; determining a real operating speed range for each of the plurality of operating states; determining an ideal operating speed range for each of the plurality of operating states, the ideal operating speed range being a subset of the allowable real operating speed range; indicating an operating state of the plurality of operating states as ideal-allowed if an actual output speed of the electrified powertrain is within the ideal operating speed range for that operating state; and commanding the electrified powertrain to operate within one of the operating states that is indicated as ideal-allowed.Type: GrantFiled: April 26, 2013Date of Patent: December 30, 2014Assignee: GM Global Technology Operations LLCInventors: Anthony H. Heap, Kee Yong Kim, Samantha Victoria Lado, John Janczak
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Publication number: 20140378273Abstract: A method and a system for reducing driveline speed oscillations related to a driveline resonance frequency are described. Driveline speed oscillations may be reduced via slipping a driveline clutch or adjusting torque of a driveline motor/generator. The method and system may be activated during select vehicle operating conditions.Type: ApplicationFiled: June 21, 2013Publication date: December 25, 2014Inventors: Alex O'Connor Gibson, Yuji Fujii, Felix Nedorezov, Marvin Paul Kraska
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Publication number: 20140379194Abstract: An output shaft is arranged to be lateral and parallel to engine input shafts and a motor input shaft. An engine side gear mechanism for transmitting a power of the engine input shafts to the output shaft is provided. A motor side gear mechanism for transmitting a power of the motor input shaft to the output shaft is provided. An input side clutch engages and disengages the engine input shafts and the motor input shaft. When the input side clutch is engaged, the power transmission between a position where the engine side gear mechanism is arranged on the engine input shafts and a position where the motor side gear mechanism is arranged on the motor input shaft is invariably possible.Type: ApplicationFiled: September 12, 2014Publication date: December 25, 2014Inventors: Tomonori IMAMURA, Shinichirou KOSHIMOTO, Hiroshi OKADA,, Tomohiro SAITO
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Publication number: 20140379195Abstract: An output shaft is arranged to be lateral and parallel to engine input shafts and a motor input shaft. An engine side gear mechanism for transmitting a power of the engine input shafts to the output shaft is provided. A motor side gear mechanism for transmitting a power of the motor input shaft to the output shaft is provided. An input side clutch engages and disengages the engine input shafts and the motor input shaft. When the input side clutch is engaged, the power transmission between a position where the engine side gear mechanism is arranged on the engine input shafts and a position where the motor side gear mechanism is arranged on the motor input shaft is invariably possible.Type: ApplicationFiled: September 12, 2014Publication date: December 25, 2014Inventors: Tomonori Imamura, Shinichirou Koshimoto, Hiroshi Okada, Tomohiro Saito
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Publication number: 20140371029Abstract: A control device that controls a vehicle drive device in which a first engagement device, a rotating electrical machine, a second engagement device, and an output member are sequentially arranged in this order from an input member side on a power transmission path that connects the input member drivingly coupled to an internal combustion engine to the output member drivingly coupled to wheels. The control device controls both the first engagement device and the second engagement device to a slip engaged state, and causes the rotating electrical machine to generate electric power.Type: ApplicationFiled: September 4, 2014Publication date: December 18, 2014Inventors: Yasuhiko KOBAYASHI, Yoichi TAJIMA, Yomei HAKUMURA, Takashi YOSHIDA, Yuma MORI
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Patent number: 8911324Abstract: A powertrain comprising an engine, a motor, a disconnect clutch connected between the engine and the motor, and a transmission. The transmission is connected to the motor by a launch clutch and selectively and indirectly connected to the engine by the disconnect clutch. A controller receives an engine torque output signal and limits the torque output of the engine to the clutch capacity limit value. A system and a method are also provided for controlling a powertrain for a hybrid vehicle.Type: GrantFiled: November 29, 2012Date of Patent: December 16, 2014Assignee: Ford Global Technologies, LLCInventors: Mark Steven Yamazaki, Bernard D. Nefcy, Daniel Scott Colvin, Francis Thomas Connolly, Walter Joseph Ortmann
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Patent number: 8900094Abstract: A powertrain includes an engine having a crankshaft, a transmission having an input member, and a damper operatively interconnecting the input member and the crankshaft to transmit torque from the crankshaft to the input member. An electric motor/generator is operatively connected to the transmission input member to selectively transmit torque thereto. A damper bypass system is operatively connected to the crankshaft and the input member. The damper bypass system is configured not to transfer torque from the crankshaft to the input member, but transmits torque from the input member to the crankshaft in response to input member torque exceeding crankshaft torque.Type: GrantFiled: November 6, 2012Date of Patent: December 2, 2014Assignee: GM Global Technology Operations LLCInventors: Norman Schoenek, Min-Joong Kim
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Publication number: 20140349810Abstract: A hybrid drive of a motor vehicle has an internal combustion engine, an electric machine, and a transmission. The transmission is a multi-stage shifting transmission including two subtransmissions, each of which has a separate input shaft and a common output shaft. The first input shaft of a first subtransmission can be coupled and decoupled to the internal combustion engine. The second input shaft of a second subtransmission is rigidly coupled to the electric machine. Both input shafts can be coupled selectively to the common output shaft via form-locking shift elements. The first input shaft can be attached to multiple clutches in such a way that when a first friction-locking or form-locking clutch and a second friction-locking clutch connected in series are both engaged, the internal combustion engine is coupled to the first input shaft and to the first subtransmission.Type: ApplicationFiled: November 5, 2012Publication date: November 27, 2014Inventors: Johannes Kaltenbach, Uwe Griesmeier
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Publication number: 20140349811Abstract: A vehicle driving system in which a clutch is disposed between an engine output member and an automatic transmission and the clutch is used as a start clutch that is slip-controlled when a vehicle starts. When a lubricant relay valve is switched to the communicating position, oil from the pressure-regulating oil passage is supplied to the clutch via the input port, the output port, and the clutch lubricant passage. When the lubricant relay valve is switched to the cutoff position, the oil from the pressure-regulating oil passage is supplied to the clutch via the orifice and the clutch lubricant passage, the feedback pressure of the feedback port is increased, the communication rate between the pressure-regulating port and the back-pressure port is increased, and the amount of lubricant supplied from the back-pressure oil passage to the lubrication portion of the automatic transmission is increased.Type: ApplicationFiled: February 27, 2013Publication date: November 27, 2014Inventors: Shinya Ichikawa, Kazuyuki Noda, Kazuhito Enomoto, Takayoshi Yonezu
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Patent number: 8894540Abstract: A hybrid vehicle is provided that includes a control system that controls the time required for engine shut down. An electric machine or integrated starter-generator may be used to apply a load to the combustion engine after an engine shut down signal is received. By reducing the time required to shut down the engine in a controlled manner, the catalytic converter can be conditioned by providing a desired volume of air and fuel to the catalyst to reduce emissions and increase fuel economy. If an indication is received that it is no longer desirable to shut down the engine, the engine may be restarted conventionally or started in a quick start mode by refueling the engine is the engine operating at a sufficient speed for a quick restart.Type: GrantFiled: September 13, 2012Date of Patent: November 25, 2014Assignee: Ford Global Technologies, LLCInventors: Siamak Hashemi, Yulei Chen
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Patent number: 8894541Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be adjusted in response to driving surface conditions. The approaches may improve vehicle drivability and reduce driveline degradation.Type: GrantFiled: October 15, 2012Date of Patent: November 25, 2014Assignee: Ford Global Technologies, LLCInventors: Alex O'Connor Gibson, Gregory Michael Pietron, Yuji Fujii, James William Loch McCallum, Jeffrey Allen Doering
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Patent number: 8894542Abstract: A rear-wheel drive system includes motors for generating driving force to drive a vehicle, hydraulic brakes on power transmission lines between the motors and rear wheels switching a motors side and a wheels side to a connected state or a disconnected state, an ECU controlling the motors and the brakes and a one-way clutch in parallel with the hydraulic brakes on the transmission line configured to be engaged when a forward rotational power on the motors side is inputted into the wheels side and disengaged when a backward rotational power on the motors side is inputted into the wheels side and vice versa. The ECU causes the hydraulic brakes to be applied so as to put the motors side and the wheels side in the connected state when the forward rotational power on the motors side is inputted into the wheels side.Type: GrantFiled: June 22, 2011Date of Patent: November 25, 2014Assignee: Honda Motor Co., Ltd.Inventors: Jun Aoki, Takeshi Hoshinoya, Akihiro Yamamoto, Sei Shinohara
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Publication number: 20140342871Abstract: In a controller of a hybrid system including an engine, a motor/generator, an automatic clutch to which engine torque is input, a gear group configured to transmit input torque to a driving wheel side, and a differential device provided with plural rotary elements to which a torque input side of the gear group, a rotating shaft of the motor/generator, and an output side of the automatic clutch are individually connected respectively, wherein at the time a vehicle is started by causing the motor/generator be in charge of a reaction force of the engine torque and transmitting the engine torque to the driving wheels via the differential device and the gear group, the automatic clutch is slip controlled in a semi-engaged state.Type: ApplicationFiled: November 29, 2011Publication date: November 20, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Haruo Isomura, Hiroaki Ebuchi, Hiroyuki Shibata
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Publication number: 20140342872Abstract: A power transmission device of a hybrid vehicle comprises: an electric differential portion having a first rotating element coupled to an engine, a second rotating element coupled to a first rotator, and a third rotating element coupled to a second rotator, the second rotator being disposed in a power transmission path including the third rotating element between the engine and drive wheels, the second rotator having a rotor shaft interposed in series in the power transmission path, a rotor of the second rotator being fixed, and making up a portion of the power transmission path.Type: ApplicationFiled: November 29, 2011Publication date: November 20, 2014Inventors: Keita Imai, Koichi Okuda, Mitsuhiro Toyoda, Atsushi Tabata, Sho Mizushino
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Publication number: 20140342873Abstract: To provide a vehicle control apparatus which can suppress a shock in a clutch from being generated at a time of starting an engine by a motor in a vehicle having the clutch provided therein between the engine and the motor, thereby improving a drivability of the vehicle. Provided is a vehicle control apparatus, comprising: an engine, a motor generator connected to vehicle wheels of a vehicle, and a clutch that switches a transmission state between a disengaging state and an engaging state, in which the vehicle control apparatus switches the clutch in the engaging state to start the engine by the motor generator. When the engine is started by the motor generator, the vehicle control apparatus constantly keeps the compensation torque of the motor generator smaller than the clutch torque of the clutch.Type: ApplicationFiled: November 16, 2011Publication date: November 20, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yuji Inoue, Yukihiko Ideshio, Shingo Eto, Yousuke Michikoshi, Kenji Matsuo
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Patent number: 8888652Abstract: A method includes operating a hybrid power train having an internal combustion engine and at least one electrical torque provider. The method further includes determining a machine power demand for the hybrid power train, and determining a power division between the internal combustion engine and the electrical torque provider in response to the machine power demand. The method further includes determining a state-of-charge (SOC) of an electrical energy storage device electrically coupled to the at least one electrical torque provider and interpreting a target SOC for the electrical energy storage device in response to a vehicle speed, and determining an SOC deviation for the electrical storage device, wherein the SOC deviation comprises a function of a difference between the SOC of the electrical energy storage device and the target SOC of the electrical energy storage device.Type: GrantFiled: September 26, 2012Date of Patent: November 18, 2014Assignee: Cummins Inc.Inventors: Vivek Anand Sujan, Martin T. Books, Patrick O. Djan-Sampson, Praveen Muralidhar
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Patent number: 8892290Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, negative torque of an electric machine is adjusted to mimic negative torque of an engine during engine braking so that the vehicle may transition from regenerative braking to engine braking in a seamless manner.Type: GrantFiled: February 25, 2013Date of Patent: November 18, 2014Assignee: Ford Global Technologies, LLCInventors: Dennis Craig Reed, Alex O'Connor Gibson, Jeffrey Allen Doering, Adam Nathan Banker, Gregory Michael Pietron
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Publication number: 20140335996Abstract: A method of operating a drive train of a motor vehicle comprising a drive assembly which has at least a combustion engine and an automatic transmission with frictional shift elements positioned between the drive assembly and an output. When executing a traction downshift in which at least one frictional shift element of the automatic transmission is engaged and at least one shift element of the automatic transmission is disengaged, the method comprising the steps of engaging at least a first frictional shift element of the automatic transmission, disengaging at least a second frictional shift element of the automatic transmission, and reducing torque, provided by the combustion engine, while reducing the transfer ability of the second frictional shift element for executing the traction downshift.Type: ApplicationFiled: July 23, 2014Publication date: November 13, 2014Inventor: Johannes KALTENBACH
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Publication number: 20140335997Abstract: A drive device includes an engine, a first motor/generator, and a first planetary gear set group having at least four rotatable members and disposed between the input shaft and the output shaft. Four vertical axes corresponding to the first to fourth rotatable members are arranged in order at intervals corresponding to gear ratios of the group in a common velocity-axis diagram to correspond to a first member to a fourth member, respectively. The first member is connectable with the input shaft. The second member is connectable with the output shaft. The third member is fixable to a stationary part. The fourth member is connected with the first motor/generator. The input shaft is connectable with the engine.Type: ApplicationFiled: July 24, 2014Publication date: November 13, 2014Inventor: Kazuyoshi HIRAIWA
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Publication number: 20140335998Abstract: A vehicle power transmission device is disposed on a hybrid vehicle having an engine and an electric motor, the vehicle power transmission device includes a first member having one of outer circumferential teeth disposed around one axial center or inner circumferential teeth meshing with the outer circumferential teeth and a second member having the other teeth, the inner circumferential teeth and the outer circumferential teeth meshes with each other to limit relative rotation around the one axial center between the first member and the second member, the relative rotation between the first member and the second member is limited to transmit torque of the electric motor to drive wheels.Type: ApplicationFiled: November 8, 2011Publication date: November 13, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Akitaka Ichikawa, Yoshimitsu Yokouchi, Masahiro Kojima, Ryuji Ibaraki, Michitaka Tsuchida, Shinichiro Suenaga, Hiromichi Kimura
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Publication number: 20140335999Abstract: A drive train (1) of a purely electrically all-wheel drivable motor vehicle has a first axle (2) having a differential (23), a second axle (3) having a differential (26), and at least one electric machine (11, 32) for driving the two axles (2, 3). The at least one electric machine (11, 32) is arranged transversely to the direction of travel (4) of the motor vehicle and is connected to the first axle (2) of the drive train (1) via a spur gear (12). The first axle (2) and the second axle (3) each have a crown wheel (25). The crown wheels (25) are connected to each other via a shaft (27) that has pinions (28) at its respective ends, which engage into a respective crown wheel (25). The drive train allows retrofitting the drive train with simple construction, from an initial state with only one driven axle to all-wheel drive.Type: ApplicationFiled: December 5, 2012Publication date: November 13, 2014Inventor: Daniel Knoblauch
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Patent number: 8882633Abstract: An assembly with a combustion engine and an electric machine, which are coupled with each other by way of a planetary gear train, employs a claw clutch or a toothed clutch, in particular as a brake, between a ring gear of the planetary gear train and a housing of the combustion engine. For this purpose, rotation speeds of the electric machine and the combustion engine set commensurate with a fixed gear ratio, and the brake is closed after the set rotation speeds have been attained with a predetermined minimum accuracy. In this way, machine elements which are compact and operate with insignificant wear, such as claw clutches or toothed clutches, can be employed as the clutch or brake.Type: GrantFiled: January 31, 2012Date of Patent: November 11, 2014Assignee: Audi AGInventors: Andreas Misala, Johann Mendle
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Patent number: 8882634Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, external data are a basis for operating a driveline disconnect clutch. For example, a vehicle destination may be a basis for opening a driveline disconnect clutch and beginning to discharging an energy storage device so that fewer hydrocarbons may be consumed by the vehicle.Type: GrantFiled: February 25, 2013Date of Patent: November 11, 2014Assignee: Ford Global Technologies, LLCInventors: Adam Nathan Banker, Jeffrey Allen Doering, Alex O'Connor Gibson, Dennis Craig Reed, David Oshinsky
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Patent number: 8886374Abstract: The present invention provides a torque control method for an HEV, the method comprising: detecting an operation failure of an integrated starter-generator (ISG); calculating a driver demand torque based on a current accelerator position sensor (APS); controlling the hydraulic pressure and operation of a clutch so as to increase an engine speed to convert the driving mode of the vehicle from electric vehicle (EV) mode to hybrid electric vehicle (HEV) mode in the event that an operation failure of the ISG is detected and the driver demand torque is out of a predetermined range; and compensating the driver demand torque to a desired level based on a transfer torque from the clutch to a motor. The method can improve driving performance and power performance of HEV, in the event of ISG failure, by performing a hydraulic control for a clutch and calculating a driver request torque and a transfer torque from the clutch to a motor to compensate the drive request torque to a desired level.Type: GrantFiled: October 23, 2008Date of Patent: November 11, 2014Assignee: Hyundai Motor CompanyInventor: Sang Joon Kim
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Publication number: 20140329639Abstract: A control device for a vehicle. While subject control is performed, a second engagement control unit controls the engagement pressure of the second engagement device to a mid-control set pressure that has been set to be equal to or more than a first engagement pressure and equal to or less than a second engagement pressure. The first engagement pressure is a lower limit engagement pressure capable of maintaining the second engagement device in the directly coupled engaged state, in a state in which requested torque that is torque required to be transmitted to the wheels is transmitted to the wheels. The second engagement pressure is a lower limit engagement pressure capable of maintaining the second engagement device in the directly coupled engaged state, in a state in which maximum output torque of the rotary electric machine is transmitted to the wheels.Type: ApplicationFiled: February 22, 2013Publication date: November 6, 2014Inventors: Jyunichi Matoba, Tomohiro Kusamizu
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Publication number: 20140329640Abstract: A clutch device having an actuating device for a drivetrain of a motor vehicle having an internal combustion engine, an electric machine with a stator and a rotor, and a transmission device, where the clutch device is situated in the drivetrain between the internal combustion engine on the one side and the electric machine and the transmission device on the other side, the clutch device and the actuating device being integrated into the rotor of the electric machine, in order to improve the construction and/or the function of the clutch device.Type: ApplicationFiled: December 4, 2012Publication date: November 6, 2014Inventors: Daniel Helmer, Florian Vogel, Christoph Raber
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Patent number: 8876655Abstract: A control strategy for launching a motor vehicle includes using an electric motor to provide high torque at low speeds during synchronization of launch clutches. An internal combustion engine is started and connected with the electric motor to provide additional torque capacity. Selective engagement and disengagement of an engine disconnect clutch prevents the engine start from interfering with the motor vehicle launch.Type: GrantFiled: December 14, 2011Date of Patent: November 4, 2014Assignee: GM Global Technology Operations, LLCInventors: Norman Schoenek, Min-Joong Kim, Hong Yang
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Publication number: 20140323266Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine may be operated at an idle speed while a driveline disconnect clutch separating the engine from a driveline is open in response to a reduction in driver demand torque. Engine torque may be applied to the driveline by simply closing the driveline disconnect clutch.Type: ApplicationFiled: July 14, 2014Publication date: October 30, 2014Inventors: Dennis Craig Reed, Alex O'Connor Gibson, Jeffrey Allen Doering, Adam Nathan Banker, Seung-Hoon Lee
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Publication number: 20140323267Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, entry conditions for entering a driveline sailing mode are described. Driveline sailing mode may improve driveline torque response and vehicle drivability.Type: ApplicationFiled: July 14, 2014Publication date: October 30, 2014Inventors: Dennis Craig Reed, Alex O'Connor Gibson, Jeffrey Allen Doering, Adam Nathan Banker, Seung-Hoon Lee
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Publication number: 20140315682Abstract: The invention relates to a clutch device having an actuating device for a drivetrain of a motor vehicle, the drivetrain having an internal combustion engine, an electric machine with a stator and a rotor, and a transmission device, wherein the clutch device can be arranged in the drivetrain between the internal combustion engine at one side and the electric machine and the transmission device at the other side, the clutch device and the actuating device are integrated into the rotor of the electric machine, and the actuating device has a rotatable ramp device with first ramps and second ramps, wherein the clutch device has an electric actuator for actively rotating the ramp device, in order to structurally and/or functionally improve the clutch device, and to an electric machine having a stator, a rotor and a clutch device of this type integrated into the rotor.Type: ApplicationFiled: December 12, 2012Publication date: October 23, 2014Applicant: SCHAEFFLER TECHNOLOGIES GMBH & CO. KGInventors: Daniel Helmer, Florian Vogel