With Clutch Control Patents (Class 477/6)
  • Patent number: 11933392
    Abstract: In one example, a hybrid drive unit comprises an electric motor, an axle differential for connection with a further motor, a first axle half shaft and a second axle half shaft connected to the axle differential, a first clutching device and a second clutching device. The electric motor is selectively drivingly engagable with the first axle half shaft via the first clutching device and with the second axle half shaft via the second clutching device.
    Type: Grant
    Filed: April 27, 2022
    Date of Patent: March 19, 2024
    Assignee: DANA GRAZIANO S.R.L.
    Inventor: Giorgio Scalici
  • Patent number: 11904684
    Abstract: A system and method for controlling switching of an electric vehicle to four-wheel drive are provided. The system includes a first motor connected to main drive wheels and configured to output a first torque, a second motor connected to subsidiary drive wheels and configured to output a second torque, a disconnector mounted on an axle shaft for the subsidiary drive wheels, a driver requested torque detector configured to detect a driver requested torque, and a controller configured to release a set output limit of the first motor for a designated time and simultaneously release a set output limit of the second motor when the driver requested torque is greater than or equal to a reference requested torque, and control the first motor to output a maximum torque exceeding the set output limit to the main drive wheels until the disconnector is engaged.
    Type: Grant
    Filed: August 27, 2021
    Date of Patent: February 20, 2024
    Assignees: Hyundai Motor Company, Kia Corporation
    Inventor: Se Hoon Park
  • Patent number: 11724688
    Abstract: Aspects of the present invention relate to a control module (15) for a vehicle powertrain. The powertrain comprises a transmission (14), an engine (12) and an electric machine (16). The control module (15) is configured to receive an input indicative of a requested upshift and in response to the received signal the control module (15) increases the torque output of the engine (12) prior to the start of the torque phase (20). As the torque output of the engine (12) increases the control module (15) decreases the torque output of the electric machine (16) such that a constant wheel torque is applied to the wheels (18) during the torque phase (20) of the upshift.
    Type: Grant
    Filed: March 13, 2020
    Date of Patent: August 15, 2023
    Assignee: JAGUAR LAND ROVER LIMITED
    Inventors: Matt Sullivan, Olivier Roques, William Harrison, Harry Sadler
  • Patent number: 11548369
    Abstract: A hybrid drive sub-assembly for a vehicle, including primary toothed wheels, secondary toothed wheels capable of being coupled to a secondary shaft, an intermediate shaft to which intermediate toothed wheels are rigidly connected for rotation therewith, the primary toothed wheel(s) and the secondary toothed wheel(s) each permanently meshing with a corresponding toothed wheel of the intermediate toothed wheels. This hybrid sub-assembly is provided with a motorized module including a reversible electric machine, an interface for connection to the intermediate shaft, a speed reducer, a power take-off member and a dual clutch mechanism capable of coupling and uncoupling the power take-off member to and from the reversible electric machine and the intermediate shaft.
    Type: Grant
    Filed: December 9, 2021
    Date of Patent: January 10, 2023
    Assignee: VALEO EMBRAYAGES
    Inventors: Loic Vassieux, Dominique Lheureux
  • Patent number: 11433755
    Abstract: A drive device includes a fluid coupling and a rotary electrical machine. The fluid coupling is configured such that a torque is inputted thereto from a first side in an axial direction and is outputted therefrom to a second side in the axial direction. The rotary electrical machine includes a first stator and a rotor. The first stator is disposed in a non-rotatable manner. The rotor is disposed to be rotated about a rotational axis of the fluid coupling. The rotary electrical machine is disposed on the second side with respect to the fluid coupling in the axial direction. The rotary electrical machine overlaps the fluid coupling in an axial view.
    Type: Grant
    Filed: August 9, 2021
    Date of Patent: September 6, 2022
    Assignee: EXEDY CORPORATION
    Inventors: Kenji Kitada, Yuki Kawahara, Tomohiro Wada, Takuma Shimada, Yukiyoshi Takada
  • Patent number: 11351977
    Abstract: A method of operating an accessory drive system for a motor vehicle, wherein the accessory drive system includes one or more accessory components, a motor generator of the motor vehicle, and a flexible drive element configured to transmit a torque load between the one or more accessory components and the motor generator, includes determining a maximum permissible flexible drive element torque threshold, detecting an increase in torque demand on the flexible drive element, determining when the torque demand on the flexible drive element will exceed the flexible drive element torque threshold, and reducing the torque demand of one or more of the accessory components so that the flexible drive element torque threshold is not exceeded.
    Type: Grant
    Filed: December 12, 2018
    Date of Patent: June 7, 2022
    Assignee: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Nicholas Dashwood Crisp, Ian Robinson, David Perkins, Wassim Koubaa, Nicole Barrett
  • Patent number: 11215280
    Abstract: Provided is a gear change control device of automatic transmission for vehicles. The gear change control device of automatic transmission includes a gear change control part which performs upshift gear change control and downshift gear change control of an automatic transmission according to a shift map. When an operation of a brake operation element is detected and full closure of an accelerator is detected, the gear change control part calculates, based on a change amount of a vehicle speed and a pressure of a brake master cylinder, a determination counter value for determining whether or not to execute the downshift of the automatic transmission, and when the determination counter value is equal to or greater than a threshold value (first threshold value), the gear change control part performs the downshift of the automatic transmission.
    Type: Grant
    Filed: March 31, 2021
    Date of Patent: January 4, 2022
    Assignee: Honda Motor Co., Ltd.
    Inventors: Tomoyuki Noguchi, Kazuma Sasahara, Hiroki Murasawa, Naoyuki Kubo, Hiroki Kato
  • Patent number: 11171591
    Abstract: A control apparatus sets a value of the field current command and a value of the armature related command in accordance with drive information and the setting information stored in the storage unit; the value of the field current command and the value of the armature related command correspond to the obtained drive information. The control apparatus controls a field current flowing through the field winding to the set value of the field current command, and controls a current flowing through the armature winding or a voltage applied to the armature winding to the set value of the armature related command.
    Type: Grant
    Filed: April 2, 2020
    Date of Patent: November 9, 2021
    Assignee: DENSO CORPORATION
    Inventors: Akeru Ishikawa, Takuya Kawamura, Hideaki Nakayama, Koji Irie
  • Patent number: 11130498
    Abstract: A motor vehicle sets a front wheel average rotation speed that is an average rotation speed of left and right front wheels, based on a rotation speed of a first motor, and sets a rear wheel average rotation speed that is an average rotation speed of left and right rear wheels, based on a rotation speed of a second motor. When a difference between the front wheel average rotation speed and the rear wheel average rotation speed is larger than a first reference value, the motor vehicle sets a vehicle body speed, based on the lower between the front wheel average rotation speed and the rear wheel average rotation speed. The motor vehicle compares a difference between the vehicle body speed and the wheel speed of each wheel, with a second reference value and thereby determines whether the wheel idles.
    Type: Grant
    Filed: November 6, 2018
    Date of Patent: September 28, 2021
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Yoshimitsu Takahashi
  • Patent number: 11118552
    Abstract: Methods and systems are provided for extending a duration of engine idle-stop while reducing a frequency of engine restart from idle-stop. In one example, in response to engine restart conditions where combustion torque is not necessary, an engine can be rotated electrically, without fuel delivery, via an electric motor. The unfueled engine spinning via the motor drives an FEAD which in turns drives an actuator coupled to the FEAD, such as an AC compressor or an automatic transmission oil pump.
    Type: Grant
    Filed: March 21, 2019
    Date of Patent: September 14, 2021
    Assignee: Ford Global Technologies, LLC
    Inventors: Ross Pursifull, Ralph Wayne Cunningham
  • Patent number: 11022981
    Abstract: There is disclosed a cloud computing control system for vehicle speed control and also for control of a vehicle in a platoon. The cloud computing control system determines a speed trajectory and neutral coasting command for a first vehicle of the platoon and a vehicle controller determines a reference speed for the first vehicle in response to the speed trajectory and the neutral coasting command, and is response to one or more vehicle specific factors associated with the first vehicle.
    Type: Grant
    Filed: October 31, 2018
    Date of Patent: June 1, 2021
    Assignee: Cummins Inc.
    Inventor: Hoseinali Borhan
  • Patent number: 10131221
    Abstract: A power train for a hybrid electric vehicle includes only one motor and an engine, and further includes a structure capable of reducing a capacity of the motor. The power train may high-efficiently implement various driving modes such as a high-efficiency EV mode, an engine and motor parallel HEV mode, and an engine connecting mode using only the one motor and engine, in order to achieve a reduced manufacturing cost as compared to a conventional power train in which two motors are used.
    Type: Grant
    Filed: November 19, 2015
    Date of Patent: November 20, 2018
    Assignee: Hyundai Motor Company
    Inventor: Yeong Il Choi
  • Patent number: 9939031
    Abstract: Hybrid automotive transmission arrangement with a gear transmission for establishing at least one transmission ratio between a transmission input and a transmission output, wherein the gear transmission has a gear set with a coupling gear. An electric machine has a machine output shaft with a drive gear, which is coupled directly or via a coupling gear set to the coupling gear of the transmission gear set so that a power transmission pathway is established from the machine output shaft to the coupling gear. A slip clutch is arranged in the power transmission path.
    Type: Grant
    Filed: June 5, 2015
    Date of Patent: April 10, 2018
    Assignee: GETRAG GETRIEBE-UND ZAHNRADFRABRIK HERMANN HAGENMEYER GMBH & CIE KG
    Inventors: Mark Schweiher, Thomas Hoffmeister, Harald Ihben
  • Patent number: 9889734
    Abstract: A power transmission system for a vehicle includes: an engine; input shafts, each of the input shafts being provided with a shift driving gear thereon; output shafts, each of the output shafts being provided with a shift driven gear configured to mesh with a corresponding shift driving gear; a generator gear fixed on one of the output shafts; a reverse output gear configured to rotate together with or to disengage from a shift driving gear; an output idler gear configured to engage with one of the output shafts so as to rotate together with the output shaft or disengage from the output shaft so as to rotate with the output shaft at different speeds; a motor power shaft configured to rotate together with the generator gear; and a first motor generator configured to rotate together with the motor power shaft. A vehicle including the power transmission system is also provided.
    Type: Grant
    Filed: June 30, 2015
    Date of Patent: February 13, 2018
    Assignee: BYD COMPANY LIMITED
    Inventors: Dongsheng Yang, Yubo Lian, Jintao Zhang, Hongbin Luo
  • Patent number: 9868436
    Abstract: A method for controlling a start time of an engine in a hybrid vehicle includes: generating, by a controller, an engine start command before executing start control of the engine in response to an acceleration signal output from an acceleration pedal sensor; determining, by the controller, a gradient of a road on which the hybrid vehicle travels; controlling, by the controller, a hybrid starter-generator to operate by controlling the engine to start depending on the engine start command when it is determined that the gradient of the road is present; and controlling, by the controller, electric power of the hybrid starter-generator to charge a battery which provides electric power to a motor. The controller controls an engine clutch so that the motor is not engaged with the engine.
    Type: Grant
    Filed: September 23, 2015
    Date of Patent: January 16, 2018
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventor: Chun Hyuk Lee
  • Patent number: 9797477
    Abstract: A power train for a hybrid vehicle may include a first transmission mechanism receiving a selective input of a power of an engine, and gear-shifting and transferring the power provided from the engine to a drive shaft through selection of engine-side gear mates that meet a traveling speed among a plurality of engine-side gear mates through a first control device, and a second transmission mechanism receiving an input of a power of a motor, and gear-shifting and transferring the powers provided from the engine and the motor to the drive shaft through selection of a motor-side gear mates that meet a traveling mode or the traveling speed among a plurality of motor-side gear mates through a second control device, wherein the second control device of the second transmission mechanism maintains one of the motor-side gear mates in a normally connected state to the drive shaft during traveling of the vehicle.
    Type: Grant
    Filed: March 18, 2015
    Date of Patent: October 24, 2017
    Assignee: Hyundai Motor Company
    Inventor: Kum Lim Choi
  • Patent number: 9789754
    Abstract: A dual-motor power system or a dual-motor hybrid power system for a vehicle comprises a first motor, a second motor, an intermediate shaft, a first gear set disposed between a first driving shaft, and an intermediate shaft. The first driving shaft couples with the intermediate shaft via the first gear set, a second gear set disposed between the second driving shaft and the intermediate shaft, and a single synchronizer disposed around the second driving shaft. The synchronizer can be switched between a neutral position, a first-speed-ratio position, and a second-speed-ratio position. In the neutral position, the second driving shaft is decoupled from the first and second gear sets. In the first-speed-ratio position, the synchronizer couples the second driving shaft with the intermediate shaft via the first gear set. In the second-speed-ratio position, the synchronizer couples the second driving shaft with the intermediate shaft via the second gear set.
    Type: Grant
    Filed: August 27, 2015
    Date of Patent: October 17, 2017
    Assignee: SAIC Motor Corporation Limited
    Inventors: Jun Zhu, Hailong Ge, Sidong Luo, Rui Li, Xu Chai, Bin Xu, Zhenxing Fu, Hongxiang Leng, Jian Wang, Jun Sun
  • Patent number: 9771064
    Abstract: Systems and methods for improving operation of a hybrid vehicle driveline are presented. In one example, pressures applied to two different clutches are coordinated such that a pressure boost phase of a driveline disconnect clutch does not occur at a same time as a pressure boost phase of a transmission shifting clutch.
    Type: Grant
    Filed: March 25, 2014
    Date of Patent: September 26, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Bernard D. Nefcy, Marvin P. Kraska, Daniel S. Colvin, Matthew J. Shelton
  • Patent number: 9744959
    Abstract: A controller and a control strategy for a hybrid electric vehicle having a traction motor between an engine and an automatic transmission include maintaining a bypass clutch of a torque converter in an engaged position and applying a motor torque from a traction motor to the torque converter such that slip of the torque converter does not otherwise reach zero while the bypass clutch is maintained in the engaged position.
    Type: Grant
    Filed: May 7, 2012
    Date of Patent: August 29, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Zhengyu Dai, Peter John Grutter, Roger Lyle Huffmaster, Hong Jiang, Felix Nedorezov
  • Patent number: 9568066
    Abstract: A power transmission system for a vehicle includes: an engine; a plurality of input shafts, wherein at least one of the input shafts is configured to selectively engage with the engine; a plurality of output shafts configured to mesh with a corresponding shift driving gear; a transmission gear provided on one of the output shafts; a motor power shaft; a first and a second motor gears fitted over the motor power shaft; a motor synchronizer; a reverse gear fitted over the motor power shaft; a middle idler configured to mesh with the shift driving gear provided on one of the input shafts; a reverse idler gear configured to mesh with the reverse gear and to selectively rotate together with the middle idler; and a first motor generator configured to operate correspondingly with the motor power shaft. A vehicle including the power transmission system is also provided.
    Type: Grant
    Filed: March 11, 2015
    Date of Patent: February 14, 2017
    Assignee: BYD COMPANY LIMITED
    Inventors: Dongsheng Yang, Yubo Lian, Jintao Zhang, Hongbin Luo
  • Patent number: 9469294
    Abstract: The present invention is directed to a hybrid vehicle comprising a dual clutch transmission having six forward speed stages, wherein arranged between a first input shaft and a first output shaft of the transmission are: a first gear train for a first speed stage; a third gear train corresponding for a third speed stage; a fifth gear train for a fifth speed stage; and a sixth gear train for a sixth speed stage. A second gear train for a second speed stage and a fourth gear train for a fourth speed stage are arranged between a second input shaft and a second output shaft. A first sleeve is provided between the first gear train and the third gear train; a second sleeve is provided between the fifth gear train and the sixth gear train; and a third sleeve is provided between the second gear train and the fourth gear train. A second MG is provided so as to output drive power to the second input shaft.
    Type: Grant
    Filed: January 27, 2014
    Date of Patent: October 18, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Tomoya Takahashi, Mitsuhiro Tabata, Takaaki Tanaka
  • Patent number: 9434377
    Abstract: A hybrid drive device has a clutch connecting and disconnecting an output shaft and an input shaft, a first motor generator that rotates in conjunction with the rotation of the input shaft, an allowable clutch heat generation amount calculation portion that calculates the allowable clutch heat generation amount, an allowable differential clutch rotation speed calculation portion which calculates the allowable differential clutch rotation speed for when engagement starts, on the basis of the allowable clutch heat generation amount, and a motor generator rotation control portion that controls the rotation speed of the first motor generator such that the differential clutch rotation speed when engagement starts and during engagement is no more than the allowable differential clutch rotation speed when engagement starts.
    Type: Grant
    Filed: July 26, 2013
    Date of Patent: September 6, 2016
    Assignees: AISIN SEIKI KABUSHIKI KAISHA, AISIN AW CO., LTD.
    Inventors: Yoshitomi Haneda, Yasuhiro Ishihara, Yoshinori Ono, Masaki Nomura, Shiko Yoshimura, Shigeki Takami, Tomoo Atarashi, Takafumi Koshida
  • Patent number: 9381801
    Abstract: Control device of hybrid vehicle including an engine connected via a clutch to power transmission path and a rotator acting at least as an electric motor, hybrid vehicle being configured to execute an engine running mode in which clutch is engaged to use at least engine as a drive force source for running and a motor running mode in which clutch is released to use rotator as drive force source for running, control device putting clutch into slip engagement to crank and start engine before clutch is completely engaged at time of switching to engine running mode during stop of engine with clutch released, control device of hybrid vehicle, when clutch temperature reaches predefined value at time of switching to the engine running mode, releasing clutch and causing rotator to generate drive force for running while controlling rotation speed of engine to synchronize rotation speeds before and after clutch.
    Type: Grant
    Filed: December 26, 2012
    Date of Patent: July 5, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Toshio Sugimura, Seiji Kuwahara, Takahiko Tsutsumi, Koki Minamikawa, Shun Sato
  • Patent number: 9341239
    Abstract: A double clutch transmission includes a variable connector including a first clutch and a second clutch and outputting engine torque through the first and second clutches. An input driver includes a first input shaft connected to the engine with a plurality of input gears disposed on an exterior circumference thereof. A second input shaft is connected to the engine with a plurality of input gears disposed on an exterior circumference thereof. A speed output driver includes a first output shaft disposed in parallel with the input shafts, a first speed output disposed on the first output shaft with first and second synchronizers, a second output shaft disposed in parallel with the first and second input shafts, and a second speed output disposed on the second output shaft with third and fourth synchronizers. A reverse speed/motor driver is disposed between the input device and the speed output device.
    Type: Grant
    Filed: December 3, 2013
    Date of Patent: May 17, 2016
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Sueng Ho Lee, Chang Wook Lee, Jongsool Park
  • Patent number: 9278683
    Abstract: 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: Grant
    Filed: September 13, 2012
    Date of Patent: March 8, 2016
    Assignee: ZF Friedrichshafen AG
    Inventors: Johannes Kaltenbach, Christian Mittelberger, Viktor Johannes Haeberle
  • Patent number: 9254839
    Abstract: 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: Grant
    Filed: February 22, 2013
    Date of Patent: February 9, 2016
    Assignee: AISIN AW CO., LTD.
    Inventors: Jyunichi Matoba, Tomohiro Kusamizu
  • Publication number: 20150133246
    Abstract: A drive device having a main drive device, a gearing, a switchable clutch, at least one hydraulic pump, and a gearing output shaft is started with low wear by providing an auxiliary drive to drive the gearing output shaft independently of the main drive device. A work machine device includes the drive device and a work machine which can be started accordingly in a low-wear manner and which enables longer-term operation in the reverse direction of rotation. Corresponding methods which are also provided in connection with the drive device and the work machine device, enable low-wear starting and the elimination of undesired operating states.
    Type: Application
    Filed: April 12, 2013
    Publication date: May 14, 2015
    Inventors: Hendrik Peter Desch, Uwe Geilker, Bernhard Plattfaut, Udo Winiarski
  • Publication number: 20150119194
    Abstract: A power transmission system of a hybrid electric vehicle may include a first input device, a torque transmitting device, a second input device, an output device, and a final reduction device. The first input device may receive either or both of torques of an engine and a first motor/generator. The torque transmitting device may be disposed at a rear or downstream of the first input device and selectively receive torque from the first input device. The second input device may be disposed at a rear or downstream of the torque transmitting device, convert torque of a second motor/generator, and output the converted torque. The output device may receive torque from the torque transmitting device and/or the second input device and output the torque. The final reduction device may output the torque transmitted from the output device as driving torque.
    Type: Application
    Filed: July 23, 2014
    Publication date: April 30, 2015
    Applicant: Hyundai Motor Company
    Inventors: Kyungha KIM, Yeonho KIM, Ki Nam KIM
  • Patent number: 9005079
    Abstract: A drive system and method includes a gearbox system, a first hydraulic motor driving a first input shaft, a second hydraulic motor driving a second input shaft, a drive pump driving the first and second hydraulic motors, and a system control for controlling the drive pump, the clutch assembly, and the first and second hydraulic motors. The gearbox system includes the first input shaft having a first input gear driving a first output gear on an output shaft, the second input shaft having a second input gear driving a second output gear disengageable from the output shaft, and a clutch assembly for engaging the second output gear with the output shaft. The clutch assembly includes a clutch to engage the second output gear with the output shaft, and a fluid access channel through a rotary manifold to provide pressurized fluid to activate the clutch.
    Type: Grant
    Filed: November 19, 2012
    Date of Patent: April 14, 2015
    Assignee: Tigercat Industries Inc.
    Inventors: Shawn Thomas Pette, Kevin Ronald Henson, Kenneth Roger Shantz
  • Patent number: 8992379
    Abstract: A hybrid drivetrain for a motor vehicle includes an automated mechanical transmission (AMT) having an output shaft. The drivetrain includes an alternative energy source including a motor and an energy storage unit and two torque transfer arrangements. The first transfer arrangement is separate from engageable gear sets of the AMT for transferring torque from the output shaft to a motor when the energy storage unit is being charged and for transferring torque from the motor to the output shaft when the energy storage unit is being discharged. Additionally, an alternative energy source clutch for selectively coupling the first torque transfer arrangement to the output shaft is included. The second torque transfer arrangement is for transferring torque from the output shaft to a driven axle of the motor vehicle. At least one of the first and second torque transfer arrangements has different first and second torque transfer ratios.
    Type: Grant
    Filed: October 27, 2011
    Date of Patent: March 31, 2015
    Assignee: Eaton Corporation
    Inventors: Robert L. Isaacs, Benjamin M. Hoxie
  • Publication number: 20150065296
    Abstract: A power transmitting apparatus mounted on a vehicle includes a right motor unit connected to a right rear wheel and having a right clutch, and a left motor unit connected to a left rear wheel and having a left clutch. The power transmitting apparatus has an ECU. The ECU detects respective power transmitting capabilities of the clutches, and adjusts the torque of a right motor or a left motor if the power transmitting capability of at least one of the right motor unit and the left motor unit is varied.
    Type: Application
    Filed: August 25, 2014
    Publication date: March 5, 2015
    Inventors: Junichi SUTO, Xingwei NING
  • Patent number: 8924065
    Abstract: The hybrid vehicle has a motor generator disposed in a power transmission path and performing as an electric motor and an electric generator, a direct injection engine configured to execute an ignition start in which fuel is injected into any cylinder with a piston stopped in an expansion stroke and ignited for the start, and an engine connecting/disconnecting clutch of friction engagement type directly connecting and interrupting the direct injection engine to/from the motor generator.
    Type: Grant
    Filed: October 27, 2011
    Date of Patent: December 30, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Naoki Nakanishi, Susumu Kojima, Yukihiko Ideshio, Yasuyuki Kato
  • Patent number: 8924108
    Abstract: 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: Grant
    Filed: April 26, 2013
    Date of Patent: December 30, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Anthony H. Heap, Kee Yong Kim, Samantha Victoria Lado, John Janczak
  • Patent number: 8915822
    Abstract: One-way clutches OWC1 and OWC2 are provided on output sides of transmissions TM1 and TM2, and the transmissions TM1 and TM2 mechanically lock when the output member 121 of the one-way clutches OWC1 and OWC2 is reversely rotated to the backward side. Clutch mechanisms CL1 and CL2 are interposed between the output member 121 and a driving target member 11 connected to a driving wheel 2. According to uphill start conditions, a controller 5 makes any one of the clutch mechanisms CL1 and CL2 enter ON state when a vehicle-backward-movement prevention control is determined to be required and the controller 5 makes the clutch mechanisms CL1 and CL2 enter OFF state when the vehicle-backward-movement prevention control is determined to be not required. Thus, it is possible to provide a vehicle driving system capable of performing a hill hold assist function with a simple control.
    Type: Grant
    Filed: June 15, 2011
    Date of Patent: December 23, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Publication number: 20140349812
    Abstract: In a power transmission system, a ring gear of a first speed reducer and a ring gear of a second speed reducer are coupled to each other and have the same rotational axis. An engagement portion between the ring gear and a planetary gear is formed such that, when a first motor generates a rotational torque in the forward direction, a force acts on the ring gear in a direction approaching the second speed reducer in the rotational axis direction. An engagement portion between the ring gear and a planetary gear is formed such that, when a second motor generates a rotational torque in the forward direction, a force acts on the ring gear of the second speed reducer in a direction of approaching the first speed reducer in the rotational axis direction.
    Type: Application
    Filed: November 27, 2012
    Publication date: November 27, 2014
    Applicant: HONDA MOTOR CO., LTD.
    Inventors: Toshio Hiyoshi, Keiichi Ooiso, Tetsuya Otani
  • Patent number: 8834319
    Abstract: A vehicle is provided with an engine, an electric machine connected to the engine by an upstream clutch, a transmission gearbox connected to the electric machine by a downstream clutch, and a controller. The controller is configured to: (i) slip a downstream clutch, (ii) limit a torque output of an electric machine to a threshold value, (iii) engage an upstream clutch while the downstream clutch is slipping, and (iii) engage the downstream clutch. A method for controlling an electric machine in a vehicle during an upstream torque disturbance is provided. The downstream clutch is slipped and the torque output of an electric machine is limited to a threshold value. The upstream clutch is engaged while the downstream clutch is slipping. The downstream clutch is engaged.
    Type: Grant
    Filed: May 7, 2012
    Date of Patent: September 16, 2014
    Assignee: Ford Global Technologies, LLC
    Inventor: Bernard D. Nefcy
  • Patent number: 8788166
    Abstract: A downshift control method during a coasting drive condition includes computing changes in output torque and input speed from initial output torque and initial input speed; reducing offgoing element pressure, provided a change in input speed exceeds a reference input speed change; using closed loop control based on output torque and a change in measured output torque to adjust oncoming element pressure such that output torque remains between predetermined maximum and minimum torques; and fully engaging the oncoming element.
    Type: Grant
    Filed: February 28, 2013
    Date of Patent: July 22, 2014
    Assignee: Ford Global Technologies, LLC
    Inventors: Joseph F. Kucharski, Nimrod Kapas, Yuji Fujii, Gregory Michael Pietron, Diana Yanakiev
  • Patent number: 8771138
    Abstract: A vehicle drivetrain has a first driver, a first clutch to selectively couple the first driver with an engine, an energy storage device coupled to the first driver, a second driver coupled to the energy storage device and connected to a driveshaft, and a second clutch that selectively couples the first and second drivers. In one embodiment, the first clutch is opened and the second clutch is closed during a vehicle operating condition requiring high torque, the first clutch is closed and the second clutch is opened during a transient vehicle operating condition, and the first clutch and the second clutch are closed during a steady-state vehicle operating condition. Additional clutches may be included to reduce energy losses or provide multiple mechanical ratios. The drivers themselves may be pumps, motors, generators, combined pump/motors, or combined motor/generators, making the invention suitable for both hydraulic implementation and electric implementation.
    Type: Grant
    Filed: September 16, 2011
    Date of Patent: July 8, 2014
    Assignee: Eaton Corporation
    Inventors: Brian L. Van Batavia, Timothy I. Meehan, Michael W. Olson, David L. Makis, Michael J. Voigt, David S. Remba, Don R. Draper
  • Patent number: 8758193
    Abstract: A first engine ENG1, transmission TM1, one-way clutch OWC1, driving target member 11 connected to an output member 121 of the one-way clutch, main motor/generator MG1 connected to the member 11, sub motor/generator MG2 connected to an output shaft S1 of the engine ENG1, battery 8, and controller 5. The controller 5 performs EV running, engine running, and series running where power generated by a sub motor/generator MG2 using the power of the first engine ENG1 is supplied to the main motor/generator MG1. Series running is carried out between EV running and the engine running when switching from EV running to engine running is carried out. A rotational speed of the engine and/or a transmission ratio of the transmission are/is controlled so that the rotational speed input to the input member is less than the rotational speed of the output member 121 during the series running control.
    Type: Grant
    Filed: June 15, 2011
    Date of Patent: June 24, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Patent number: 8755980
    Abstract: A vehicle with a transmission having a crankshaft and an output shaft. A clutch located between the output shaft and a drive wheel is engaged and disengaged according to a rotational speed of the output shaft. An idle speed control device performs idle speed control to adjust an idle rotational speed of an engine. An electronic control unit (ECU) suppresses or stops the idle speed control when the clutch is engaged, or when an abnormality in the transmission is detected.
    Type: Grant
    Filed: January 30, 2008
    Date of Patent: June 17, 2014
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Yuichiro Sawada
  • Patent number: 8740745
    Abstract: In a vehicle drive device including a transmission mechanism 54, a range changing mechanism 55, a motor generator MG1 or MG2, and a control device 200, 300, when a clutch sleeve 553 becomes unable to slide during a range changing process, the clutch sleeve 553 is restored as quickly as possible so that the clutch sleeve 553 can slide, whereby changing of ranges can be completed. The control device 200, 300 causes a connection target gear piece 551 or 552 to rotate in the same direction as the direction of input rotation to the transmission mechanism 54 in response to a range change request, and causes the clutch sleeve 553 to slide. When determining that the clutch sleeve 553 has become unable to slide during the range change process, the control device 200, 300 causes the motor generator MG1 or MG2 to rotate the connection target gear piece 551 or 552 in a direction opposite to the direction of input rotation to the transmission mechanism 54.
    Type: Grant
    Filed: March 23, 2011
    Date of Patent: June 3, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Mai Murayama
  • Patent number: 8727925
    Abstract: A method for operating a hybrid vehicle drive-train having an engine, electric machine, transmission and a planetary gearset comprising ring, sun and carrier elements. A first planetary element is coupled to a transmission input shaft, a second planetary element is coupled to the electric machine, and a first clutch couples a third planetary element to the engine while a second clutch couples two of the three elements. When the second clutch is disengaged, the drive-train operates in a first mode while, when the second clutch is engaged, the drive-train operates in a second mode. When starting up or crawling, to change from first to second mode while maintaining traction force at the output, the second clutch engages to reduce the transmission capacity of the first clutch until slip occurs, then the engine speed is regulated, while synchronizing the second clutch, after which the second clutch engages without any load.
    Type: Grant
    Filed: October 18, 2012
    Date of Patent: May 20, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Johannes Kaltenbach, Kai Borntrager
  • Patent number: 8727053
    Abstract: In the case where a vehicle 3 runs forward, when both two electric motors 2A, 2B power the vehicle, an oil pressure controller 48 releases hydraulic brakes 60A, 60B; when both the two electric motors 2A, 2B perform a regenerative braking, actuates the hydraulic brakes 60A, 60B. When one of the two electric motors 2A, 2B powers the vehicle and the other motor performs regenerative braking, the oil pressure controller 48 controls releases or actuates the hydraulic brakes 60A, 60B based on a power driving torque and a regenerative braking torque.
    Type: Grant
    Filed: July 30, 2010
    Date of Patent: May 20, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Akihiro Yamamoto, Sei Shinohara
  • Patent number: 8684885
    Abstract: First and second engines ENG1 and ENG2; first and second transmissions TM1 and TM2 shifting the output of the first and second engines; first and second one-way clutches OWC1 and OWC2 that are provided in each output portion of the first and second transmissions; a driving target member 11 commonly connected to the output members 121 of the first and second one-way clutches via clutch mechanisms CL1 and CL2 and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel 2; a main motor/generator MG1 connected to the member 11; a sub motor/generator MG2 connected to the output shaft S1 of the first engine; a battery 8 sending/receiving the electric power between both motor/generators; a synchronization mechanism 20 connecting/disconnecting the member 11 and the output shaft S2 of the second engine; and a controller 5.
    Type: Grant
    Filed: May 10, 2011
    Date of Patent: April 1, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Patent number: 8666618
    Abstract: A machine control system for use with a machine having a power source and a transmission is disclosed. The machine control system may have a clutch configured to connect an output of the power source with an input of the transmission. The machine control system may also have a sensors configured to generate signals indicative of machine operations, and a controller in communication with the clutch and the sensors. The controller may be configured to determine the current machine application based on the signals, and vary an actuating force of the clutch based on the type of machine application.
    Type: Grant
    Filed: October 31, 2008
    Date of Patent: March 4, 2014
    Assignee: Caterpillar Inc.
    Inventors: Hong-Chin Lin, Rami Nabil Nasrallah
  • Patent number: 8663065
    Abstract: A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and/or between the downstream group of a countershaft design and the axle drive.
    Type: Grant
    Filed: May 11, 2011
    Date of Patent: March 4, 2014
    Assignee: ZF Friedrichshafen AG
    Inventor: Johannes Kaltenbach
  • Patent number: 8641571
    Abstract: A vehicle driving system 1 includes a first and second engines ENG1 and ENG2, a first and second transmissions TM1 and TM2 with first and second one-way clutches OWC1 and OWC2 provided in each output portion respectively, a driving target member 11 connected to output members 121 of the one-way clutches OWC1 and OWC2 in common via clutch mechanisms CL1 and CL2, a main motor/generator MG1 connected to the driving target member 11, and a controller 5. The controller 5 disconnects the clutch mechanisms CL1 and CL2 when a vehicle runs rearward, the transmissions TM1 and TM2, and runs the vehicle rearward by a reverse rotation operation of the motor/generator MG1. The controller otherwise holds the clutch mechanisms CL1 and CL2 connected at the time of a start on an uphill and obtains a hill hold function using a rearward running blocking operation through the transmissions TM1 and TM2.
    Type: Grant
    Filed: May 20, 2011
    Date of Patent: February 4, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Patent number: 8630792
    Abstract: Vehicle operating conditions are computed and the instant variable cost of operation is displayed, enabling operators to learn to operate the vehicle in ways that maximize value, minimize fuel consumption, and reduce or avoid operations that are excessively costly or wasteful. The display quantity is termed “Dynamic Fuel Cost” or DFC, usually measured and displayed in currency (such as Dollars or Euros) per hour. Once every second or so, up to six modes of vehicle operation are detected, including steady speed, acceleration, deceleration by coasting (reduced power or parasitic drag), regenerative braking (in vehicles so equipped such as hybrids), friction braking, and zero speed idling. Then DFC is computed and displayed to the operator. Operators can choose to operate the vehicle in ways that maximize the value of their time and minimize fuel consumption and resulting emissions of pollutants and greenhouse gases.
    Type: Grant
    Filed: May 2, 2012
    Date of Patent: January 14, 2014
    Inventor: David B. Smith
  • Publication number: 20140004998
    Abstract: A hybrid hydraulic drivetrain is configured to propel a vehicle and regenerate propulsion energy. The drivetrain includes a prime mover, an accumulator, an axle, a first rotating group, a second rotating group, and a hydraulic transformer. The first rotating group is configured to receive shaft energy from the prime mover, receive shaft energy from the drive axle, send shaft energy to the drive axle, receive hydraulic energy from the hydraulic accumulator, and send hydraulic energy to the accumulator. The second rotating group is configured to receive shaft energy from the prime mover. The hydraulic transformer is configured to charge the accumulator with hydraulic energy received from the second rotating group. The hydraulic transformer may be remotely mounted from the second rotating group. The second rotating group may supply hydraulic energy to an auxiliary circuit of the vehicle. The auxiliary circuit may operate with the prime mover shut down.
    Type: Application
    Filed: June 28, 2013
    Publication date: January 2, 2014
    Inventors: Michael William Olson, Brian Lewis Van Batavia
  • Patent number: 8579759
    Abstract: A hybrid electric vehicle has a first mode in which slippage of a clutch between an electric motor and a driving wheel is allowed and controlled by rotational speed control of the electric motor and a second mode in which the slippage of the clutch is allowed and controlled by rotational speed control of an engine. When the vehicle is stationary in the first mode, a controller reduces a control setpoint of hydraulic pressure of the clutch from an initial point. The controller identifies a reference point of the control setpoint with which actual output torque of the electric motor is substantially constant with respect to the reduction of the control setpoint. Then, the controller increases the control setpoint to a precharge point, and reduces the control setpoint to a corrected point that is lower than or substantially equal to the initial point and higher than the reference point.
    Type: Grant
    Filed: October 28, 2011
    Date of Patent: November 12, 2013
    Assignee: JATCO Ltd
    Inventors: Hiromichi Akebono, Hideharu Yamamoto, Kota Miura, Hisashi Saito