With Clutch Control Patents (Class 477/62)
  • Patent number: 10857883
    Abstract: A system that includes an accelerometer configured to measure acceleration of a vehicle, a gyroscope configured to measure orientation of the vehicle, a memory having computer readable instructions, and a processor for executing the computer readable instructions. The computer readable instructions include performing at intervals: receiving acceleration data from the accelerometer; receiving orientation data from the gyroscope; combining the acceleration data and the orientation data to generate speed fluctuation and slope data for the vehicle; and transmitting the fluctuation and slope data to a controller of the vehicle. The controller utilizes the speed fluctuation and slope data to modulate an engine throttle of the vehicle.
    Type: Grant
    Filed: November 13, 2017
    Date of Patent: December 8, 2020
    Assignee: THE UNIVERSITY OF MASSACHUSETTS
    Inventors: Sam Mil'shtein, Christopher Whitehead, HarshaPurushothama Dombala
  • Patent number: 10717440
    Abstract: A system, method, and apparatus include a controller structured to predict a change in speed of a vehicle in advance of upcoming terrain and inhibit a coasting event if the speed exceeds a limit. In one form a velocity of the vehicle is predicted using a physics based model of the vehicle within a look ahead window in front of a vehicle. Such a look ahead window can be distance or time based. In another, speed of a vehicle is monitored during a coasting event and is compared against a threshold to determine whether to remain coasting or re-engage an engine to a driveline. The threshold is a function of road grade, and permits a larger deviation from set speed at low grade than at high grade. The function can be based on road grade and vehicle weight.
    Type: Grant
    Filed: April 26, 2018
    Date of Patent: July 21, 2020
    Assignee: Cummins Inc.
    Inventors: Oruganti Prashanth Sharma, Kenneth M. Follen, Tejas Shrikant Kinjawadekar, Vivek Anand Sujan, Daniel Reed Dempsey, Apurva Chunodkar, Nathanael G. Long, Jairo Andres Sandoval Leon
  • Patent number: 10663058
    Abstract: A vehicle sailing stop control method is provided for a vehicle including a friction engagement element disposed between a traveling drive source and drive wheels, a torque converter disposed between the friction engagement element and the traveling drive source, and including a lock-up clutch for which a power transmission amount is controlled based on hydraulic pressure, and a hydraulic pressure source that can supply the hydraulic pressure while the traveling drive source is stopped. The vehicle sailing stop control method includes: performing sailing stop control so that coasting is performed by cutting off power transmission of the friction engagement element and stopping the traveling drive source upon a sailing stop travel condition being established; and, during coasting by the sailing stop control, placing the lock-up clutch in a power transmission state in which the hydraulic pressure is applied to the lock-up clutch.
    Type: Grant
    Filed: September 1, 2016
    Date of Patent: May 26, 2020
    Assignee: Jatco Ltd.
    Inventors: Takuro Kawasumi, Masayoshi Nakasaki, Yoshimasa Nishihiro, Yukifumi Ootsuka, Yusuke Ota, Yusuke Nakano
  • Patent number: 10648520
    Abstract: A clutch controller provides protective disengagement of a clutch between an engine and driven machinery to prevent engine failure due to rapid onset overload. Sensor signals of measured parameters are used by the controller to determine potential engine failure. Multiple, successive sensor signals and elapsed times are assessed during which the current sensor signal value and the scaled rate of change in signal values is compared against a predefined amount. The clutch controller sends a clutch disengagement signal if a calculation result is indicative of imminent failure.
    Type: Grant
    Filed: April 26, 2016
    Date of Patent: May 12, 2020
    Assignee: WPT Power Corporation
    Inventors: John G. Boland, Fredric A. Bland
  • Patent number: 10514094
    Abstract: A method for controlling internal electronic range selection for an automatic transmission includes: confirming if a range change command has been ordered from a current transmission operating state; verifying expected performance from at least first and second mode valves and a park servo are present in the current transmission operating state prior to allowing a range change event; during the range change event: generating proactive commands including ordering a reduction in a hydraulic system pressure; and identifying if an unexpected event is detected; and following completion of the range change event confirming expected performance is obtained from at least the first and second mode valves and the park servo to achieve a driver intended state.
    Type: Grant
    Filed: July 13, 2017
    Date of Patent: December 24, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Todd R. Berger, David C. Webert, Roberto Diaz, David H. Moiseev, Joseph V. Pittiglio, Dustin A. Nygaard
  • Patent number: 10428938
    Abstract: A vehicle propulsion system that includes a prime mover having an output shaft, a torque converter including a compressor coupled to the output shaft of the prime mover, a turbine fluidly coupled to the compressor, and a torque converter clutch for selectively mechanically coupling the compressor to the turbine, a continuously variable transmission (CVT) coupled to the turbine of the torque converter, and a controller that is programmed to receive signals indicating operating conditions of the vehicle propulsion system, determine whether the received signals indicate a reduction in ratio in the CVT is impending, determine whether to open the torque converter clutch based upon a determination that a reduction in ratio is impending, and open the torque converter clutch in response to a determination to open the torque converter clutch.
    Type: Grant
    Filed: July 21, 2017
    Date of Patent: October 1, 2019
    Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: James Abington, Jacob V. Renquist
  • Patent number: 10330194
    Abstract: A control apparatus for an automatic transmission including a torque converter with a lock-up clutch capable of connecting the output shaft of an engine and the input shaft of the automatic transmission includes a state determination unit configured to determine, based on an operation signal from an ABS device, whether the ABS device of a vehicle is in a normally operating state or in a fail state, a rotation speed determination unit configured to determine whether the rotation speed of the input shaft is not less than a reference rotation speed, and an operation control unit configured to control engagement of the lock-up clutch based on the operation state of the ABS device and the result of comparison between the rotation speed of the input shaft and the reference rotation speed.
    Type: Grant
    Filed: December 28, 2017
    Date of Patent: June 25, 2019
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Fumio Egashira, Yasuyuki Hibino, Yutaka Ishikawa
  • Patent number: 10155508
    Abstract: A vehicle controller includes a first abrupt deceleration determining unit configured to determine an abrupt deceleration state of a vehicle in a first manner, and a second abrupt deceleration determining unit configured to determine the generation of the abrupt deceleration state of the vehicle in a second manner having a required time for the determination shorter in comparison with that of the first manner, wherein any one of the first manner and the second manner is selected according to a vehicle speed of the vehicle or a road surface friction coefficient and used for determining the abrupt deceleration of the vehicle, the second manner is used in a region where the vehicle speed or the road surface friction coefficient is lower, and the first manner is used in a region where the vehicle speed or the road surface friction coefficient is higher.
    Type: Grant
    Filed: October 21, 2011
    Date of Patent: December 18, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Hitoshi Matsunaga, Tomoyuki Honda
  • Patent number: 9944286
    Abstract: A vehicle lock-up clutch control device includes a torque converter, a fuel cutoff control unit and a lock-up release/transmission cooperative control unit. The torque converter is disposed between an engine and a continuously variable transmission. The fuel cutoff control unit is configured to prevent fuel injection to the engine while in a coasting state with the driver's foot away from the accelerator, and configured to restart the fuel injection based on a fuel recovery permission. The lock-up release/transmission cooperative control unit is configured to carry out a cooperative control of a lock-up release control for reducing the clutch engagement capacity of the lock-up clutch and a transmission control for shifting the transmission. Then, if there is an accelerator depression operation while coasting with the lock-up clutch in an engaged state, the lock-up release timing and the shift timing are offset from one another.
    Type: Grant
    Filed: July 9, 2014
    Date of Patent: April 17, 2018
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Kohei Kamiya
  • Patent number: 9506548
    Abstract: A motor vehicle includes a transmission having a control valve and a torque converter with a lock-up clutch. The control valve is configured to control both a mode and an apply pressure of the lock-up clutch. The control valve includes a valve body and a plunger moveable within the valve body. When the plunger is in a first position, the lock-up clutch is in a release mode and, when the plunger is in a second position, the lock-up clutch is in an apply mode and movement of the plunger relative to the second position controls the apply pressure.
    Type: Grant
    Filed: March 12, 2014
    Date of Patent: November 29, 2016
    Assignee: Ford Global Technologies
    Inventor: Derek Kinch
  • Patent number: 9441550
    Abstract: A selection module selects a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine. A fueling determination module determines a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed and determines a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed. A mapping module selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.
    Type: Grant
    Filed: June 10, 2014
    Date of Patent: September 13, 2016
    Assignee: GM Global Technology Operations LLC
    Inventors: Jinbiao Li, Haifeng Liu
  • Patent number: 9440534
    Abstract: An automotive accelerator device includes an accelerator member movable in response to driver operation, a position sensor associated with the accelerator member to output a position signal indicating an operation degree of the accelerator member, and signal processing means configured to receive the position signal generated by the position sensor and to generate a command for a motor vehicle engine based on the position signal and a characteristic curve of the accelerator device that defines the command for the motor vehicle engine as a function of the position signal; the signal processing means are further configured to: receive signals indicating a current motor vehicle speed and a target motor vehicle speed, and to dynamically adapt the accelerator device characteristic curve based on the current motor vehicle speed with respect to the target motor vehicle speed.
    Type: Grant
    Filed: July 5, 2013
    Date of Patent: September 13, 2016
    Assignee: C.R.F. Societa' Consortile Per Azioni
    Inventors: Silvano Marenco, Maurizio Miglietta, Massimo Gaido, Vincenzo Murdocco
  • Patent number: 9435432
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a difference between estimated torque output of an active torque source in a driveline and actual torque output of the active torque source is mitigated via entering a driveline speed control mode. The methods and systems may be useful when switching between different driveline modes of operation.
    Type: Grant
    Filed: January 15, 2014
    Date of Patent: September 6, 2016
    Assignee: Ford Global Technologies, LLC
    Inventors: Rajit Johri, Jeffrey Allen Doering, Mark Steven Yamazaki, Wei Liang, Xiaoyong Wang, Dennis Craig Reed
  • Patent number: 9354140
    Abstract: A method of determining a fill current value of a converter lock-up clutch of an automatic transmission. The automatic transmission comprises a hydrodynamic converter, at which a speed ratio arises, and an output shaft. In a control sequence with the output shaft being stationary, the speed ratio is influenced by changing the control current, and the fill current value is determined from the progression of the speed ratio arising, during the control sequence, in conjunction with the progression of the control current.
    Type: Grant
    Filed: April 5, 2012
    Date of Patent: May 31, 2016
    Assignee: ZF Friedrichshafen AG
    Inventors: Jörg Arnold, Thilo Schmidt, Valentine Herbeth, Klaus Steinhauser
  • Patent number: 9267454
    Abstract: A variety of methods and devices for mitigating power train vibration during skip fire operation of an engine are described. In one aspect, the slip of a drive train component (such as a torque converter clutch) is based at least in part upon a skip fire characteristic (such as firing fraction, selected firing sequence/pattern, etc.) during skip fire operation of an engine. The modulation of the drive train component slip can also be varied as a function of one or more engine operating parameters such as engine speed and/or a parameter indicative of the output of fired cylinders (such as mass air charge).
    Type: Grant
    Filed: August 9, 2013
    Date of Patent: February 23, 2016
    Assignee: Tula Technology, Inc.
    Inventors: Mark A. Wilcutts, Xin Yuan, Joshua P. Switkes, Steven E. Carlson, John F. Impeduglia, John W. Parsels
  • Patent number: 9242649
    Abstract: A vehicle control system is provided. The vehicle control system is applied to a vehicle having a clutch device to selectively connect and disconnect a power transmission route between a prime mover and drive wheels, and configured to disconnect the power transmission route during running to allow the vehicle to coast.
    Type: Grant
    Filed: June 20, 2012
    Date of Patent: January 26, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Jonggap Kim, Shoichi Shono, Yoshikazu Motozono
  • Patent number: 9181885
    Abstract: A method for drive control of a motor vehicle in a drive train which comprises a drive engine built as a turbo-charged internal combustion engine, a startup and shifting clutch built as an automated friction clutch, and a transmission built as an automatic stepped transmission. The method overcomes drive engine torque deficiencies while traveling in which such torque deficiencies occur when the driver demands power corresponding to a target torque of the drive engine which is above the spontaneously attainable maximum torque. To avoid downshifting or starting from standstill, initially the clutch is disengaged up to slipping operation, the drive engine is then accelerated to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and the drive engine is then loaded up to substantially the full load torque with a substantially constant engine speed before the slipping operation of the clutch ends.
    Type: Grant
    Filed: March 2, 2011
    Date of Patent: November 10, 2015
    Assignee: ZF Friedrichshafen AG
    Inventor: Roland Mair
  • Patent number: 9079574
    Abstract: The invention is concerned with control of a motor vehicle powertrain having a transmission of torque-controlled type. The powertrain also has an engine which provides a controllable engine torque. The method involves determining a reaction torque requirement and an engine torque requirement suitable to create a desired wheel torque and also a desired engine acceleration. The engine torque and the reaction torque provided by the transmission are set accordingly. The invention is characterized by the fact that the aforementioned calculation involves estimating and allowing for vehicle acceleration.
    Type: Grant
    Filed: August 8, 2005
    Date of Patent: July 14, 2015
    Assignee: Torotrak (Development) Limited
    Inventors: Matthew Piers Burke, Matthew Gibson Field
  • Patent number: 9020718
    Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.
    Type: Grant
    Filed: June 28, 2006
    Date of Patent: April 28, 2015
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yuji Katsumata, Satoshi Segawa
  • Patent number: 8996266
    Abstract: A vehicle includes an engine, an engine control module (ECM), and a dual clutch transmission (DCT) assembly. The DCT assembly has first and second input clutches, first and second gear sets selectively connected to the engine via the respective first and second input clutches, and a transmission control module (TCM). In executing a launch control method, the TCM receives a launch request, receives an actual engine torque, and determines the inertia and acceleration of the engine. The TCM then calculates a clutch torque for the particular input clutch used for vehicle launch as a function of the actual engine torque and the product of the inertia and the acceleration, compares the calculated clutch torque to the commanded clutch torque, modifies a torque-to-position (TTP) table depending on the comparison result, and transmits a clutch position signal to the designated input clutch to command an apply position extracted from the TTP table.
    Type: Grant
    Filed: June 13, 2013
    Date of Patent: March 31, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Colin Hultengren, Craig J. Hawkins, Matthew D. Whitton, Crystal Nassouri, Jonathan P. Kish
  • Patent number: 8924106
    Abstract: A control apparatus for a vehicle includes an automatic transmission configured to attain a predetermined shift-stage by releasing an engaged friction-engagement element and by engaging a released friction-engagement element; a variation-start detecting section configured to detect that a parameter which varies with a progress of inertia phase has varied; a memorizing section configured to sequentially memorize a state of the vehicle; and a learning section configured to correct a control quantity for a next-time shift of the transmission on the basis of the state of vehicle memorized at a timing earlier by a given time interval than a timing when the variation-start detecting section detects that the parameter has varied.
    Type: Grant
    Filed: March 14, 2011
    Date of Patent: December 30, 2014
    Assignees: JATCO Ltd, Nissan Motor Co., Ltd.
    Inventors: Yukiyoshi Inuta, Aki Hayakawa
  • Publication number: 20140349813
    Abstract: A control device of an automatic transmission comprises a torque converter and a lock-up clutch which are arranged between an engine and an automatic transmission; and an up-shift control means that, when an up-shift is required with an accelerator pedal kept depressed by a driver, lowers an engaging capacity of releasing side engaging elements engaged at a speed stage before a gear shifting and then increases an engaging capacity of engaging side engaging elements engaged at a speed stage after the gear shifting thereby to establish a power-on up-shift, wherein the up-shift control means is configured in that when the acceleration pedal is released from the driver during the time when the power-on up-shift is being carried out, the power-on up-shift is continued while lowering the engaging capacity of the lock-up clutch.
    Type: Application
    Filed: October 23, 2012
    Publication date: November 27, 2014
    Applicant: JATCO LTD
    Inventor: Ikuhiro Iwamoto
  • Patent number: 8855841
    Abstract: A method for operating an electric vehicle, the electric vehicle having an electric motor and a brake device, and the electric motor and the brake device being capable of being influenced by a control device. When the electric vehicle is at a standstill, when there is an error of the control device, the brake device is actuated so that the electric vehicle cannot move, or at least can move only to a very limited extent.
    Type: Grant
    Filed: November 16, 2010
    Date of Patent: October 7, 2014
    Assignee: Robert Bosch GmbH
    Inventors: Bernd Doerr, Roland Schleser, Holger Niemann, Markus Kretschmer, Oliver Kaefer, Daniel Damm, Dirk Gollub, Andreas Heyl
  • Patent number: 8788167
    Abstract: A clutch control unit includes a clutch motor controller that controls a clutch motor. The clutch motor controller has a target clutch motor current computing unit that computes a target clutch motor current for adjusting torque of the clutch motor to be torque corresponding to an operating state of the vehicle, and a motor driving and braking selection unit that selects a motor driving mode in which the clutch motor is driven by applying feedback control on an output of the clutch motor or a motor braking mode in which the clutch motor is braked by short-circuiting the clutch motor according to a difference between the target clutch motor current and an actually detected clutch motor current. It thus becomes possible to provide a control system of a transmission that engages a clutch by a motor braking force in a manner that suits the running state of the vehicle.
    Type: Grant
    Filed: January 21, 2009
    Date of Patent: July 22, 2014
    Assignee: Mitsubishi Electric Corporation
    Inventors: Osamu Ishikawa, Takeru Okabe, Nozomu Kamioka, Tomohisa Shoda, Masaki Horii, Yasufumi Ogawa, Shiro Yonezawa
  • Patent number: 8768590
    Abstract: A transmission ECU 12 determines whether or not the conditions for executing a neutral control operation are satisfied (step S11), and measures hydraulic oil temperature if it determines that the execution conditions are satisfied (step S12). Then, the transmission ECU 12 sets a target speed ratio for a torque converter 3 corresponding to the measured hydraulic oil temperature (step S13), and performs a neutral control operation to bring the speed ratio of the torque converter 3 equal to the target speed ratio (step S14).
    Type: Grant
    Filed: April 25, 2008
    Date of Patent: July 1, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Norihiro Tsukamoto, Atsushi Ayabe
  • Publication number: 20140162843
    Abstract: A vehicle includes an engine, torque converter assembly, and transmission. The torque converter assembly includes a torque converter clutch (TCC). The transmission is connected to the engine via the torque converter assembly, and includes rotating and braking clutches, a pump, and a valve body assembly (VBA). The VBA includes Micro Electro Mechanical Systems (MEMS) pressure sensors and high-flow, hybrid MEMS flow control valves. Each MEMS pressure sensor and each MEMS control valve is in fluid communication with a corresponding one of the TCC, the rotating, and the braking clutches. The VBA includes first and second low-flow, fully MEMS valves which control line pressure to the VBA and fluid pressure to the TCC, respectively. The VBA delivers fluid pressure to the clutches, alone or in different combinations, to establish at least six different forward drive states of the transmission.
    Type: Application
    Filed: December 6, 2012
    Publication date: June 12, 2014
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Farzad Samie, Andrew L. Bartos, Dongxu Li, Chunhao J. Lee, Kumaraswamy V. Hebbale, Xingyong Song
  • Patent number: 8725373
    Abstract: A control apparatus of an automatic transmission including a start intended operation detecting unit detecting a vehicle starting operation; and a clutch control unit engaging the clutch from the clutch disengaged state and the automatic speed change mechanism is placed in a neutral state, when the vehicle starting operation is detected. The clutch control unit includes an initial engagement control unit performing initial engagement control that starts frictional contact of the clutch by supplying hydraulic pressure to a hydraulic servo of the clutch, and a slip start control unit establishing a speed ratio of the automatic speed change mechanism at the start by slip-controlling the clutch after the initial engagement control is terminated, thereby increasing output shaft rotational speed of the automatic speed change mechanism without reducing the input shaft rotational speed of the automatic speed change mechanism to less than the input shaft rotational speed at the end of initial engagement control.
    Type: Grant
    Filed: March 30, 2011
    Date of Patent: May 13, 2014
    Assignee: Aisin AW Co., Ltd.
    Inventors: Hiroshi Tsutsui, Yutaka Teraoka, Masatake Ichikawa, Shoji Omitsu
  • Patent number: 8718879
    Abstract: In this work vehicle, a control unit controls a shift in a speed gear of a transmission according to the vehicle velocity. The control unit determines whether or not the acceleration rate of the vehicle is equal to or less than a predetermined threshold when the vehicle velocity is within a predetermined first range. The control unit switches a lock-up clutch from a not-connected state to a connected state when the acceleration rate of the vehicle is equal to or less than the predetermined threshold. The control unit maintains the lock-up clutch in a not-connected state when the acceleration rate of the vehicle is greater than the predetermined threshold.
    Type: Grant
    Filed: September 4, 2008
    Date of Patent: May 6, 2014
    Assignee: Komatsu Ltd.
    Inventors: Hirotaka Takahashi, Nobuo Matsuyama
  • Patent number: 8655560
    Abstract: A control apparatus and a control method for a vehicular drive apparatus that includes a driving power source, and a power transmission device that transmits power from the driving power source to a drive wheel are provided. It is determined that a malfunction occurs in the power transmission device, when a comparison value remains equal to or above a predetermined value for a predetermined period. The comparison value is obtained by making a comparison between an actual value and a theoretical value that relate to a rotational speed of a predetermined rotational member that constitutes at least a part of the vehicular drive apparatus. The predetermined period is set according to an operating state of the power transmission device. Thus, it is possible to reduce the possibility that it is erroneously determined that a malfunction occurs, and to quickly determine that a malfunction occurs.
    Type: Grant
    Filed: November 30, 2007
    Date of Patent: February 18, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Tooru Matsubara, Atsushi Tabata, Masakazu Kaifuku, Hidenori Katoh
  • 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
  • Patent number: 8630777
    Abstract: A vehicle includes an engine, an automatic transmission, and a controller. The transmission includes a neutral idle (NI) state and a designated NI clutch which is selectively actuated to exit the NI state. The controller executes instructions from tangible memory to shift out of the NI state and into a drive state. The controller includes a slip model which generates a desired clutch slip profile as a differentiable time function, and a desired slip derivative of the desired slip profile. The desired profiles are used to calculate a clutch pressure command for controlling the designated NI clutch. The time function may be at least a third order/cubic equation. A method includes executing the slip model to generate the desired clutch slip profile, calculating a desired slip derivative of the desired slip profile, and using the desired slip profile derivative to calculate a clutch pressure command for the designated NI clutch.
    Type: Grant
    Filed: May 6, 2011
    Date of Patent: January 14, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Andrew W. Phillips, David W. Wright, Ronald F. Lochocki, Jr.
  • Patent number: 8597159
    Abstract: Methods and systems are provided for controlling a vehicle system including a selectively shut-down engine, a torque converter and a torque converter lock-up clutch. One example method comprises, during an idle-stop engine shut-down, restricting flow of transmission fluid out of the torque converter, and adjusting engagement of the torque converter lock-up clutch to adjust a drag torque on the engine to stop the engine.
    Type: Grant
    Filed: December 2, 2009
    Date of Patent: December 3, 2013
    Assignee: Ford Global Technologies, LLC
    Inventors: Gregory Michael Pietron, Seung-Hoon Lee, Alex O'Connor Gibson, Yuji Fujii, Roger Lyle Huffmaster, Peter John Grutter
  • Patent number: 8589043
    Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.
    Type: Grant
    Filed: March 19, 2013
    Date of Patent: November 19, 2013
    Assignee: Allison Transmission, Inc.
    Inventors: Charles F. Long, Darren J. Weber, John William Edward Fuller
  • Publication number: 20130303331
    Abstract: A method for controlling a transmission assembly includes providing a vehicle having a first power source and a second power source disposed in parallel with the first power source. The first power source includes a prime mover and a transmission assembly. The transmission assembly includes a torque converter coupled to the prime mover. The transmission assembly further includes a clutch that selectively engages the torque converter to a transmission of the transmission assembly. The second power source includes a pump-motor unit, a fluid reservoir and an energy storage unit. A torque value of the second power source is compared to a torque threshold value. The clutch of the transmission assembly is disengaged so that the torque converter of the transmission assembly is disengaged from the transmission of the transmission assembly when the torque value of the second power source is greater than or equal to the torque threshold value.
    Type: Application
    Filed: July 17, 2013
    Publication date: November 14, 2013
    Applicant: Eaton Corporation
    Inventors: Michael Anthony Stoner, Vincent Joseph Duray
  • Publication number: 20130297157
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is couple to a transmission in response to a transmission upshift to reduce transmission output shaft torque disturbances.
    Type: Application
    Filed: February 25, 2013
    Publication date: November 7, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Gregory Michael Pietron, Jeffrey Allen Doering, Dennis Craig Reed, Alex O'Connor Gibson, Seung-Hoon Lee
  • Patent number: 8548704
    Abstract: This invention is a lock-up clutch control device for an automatic transmission, comprising lock-up clutch control means for controlling a slip amount of the lock-up clutch to a target slip amount. When a variation rate in a required load of an engine reaches or exceeds a predetermined threshold, the target slip amount is increased at a predetermined increase rate, whereupon the target slip amount, having been increased by target slip amount increasing means, is reduced at a predetermined reduction rate. At this time, the predetermined reduction rate is set to decrease as an operating condition when the variation rate of the required load reaches or exceeds the predetermined threshold approaches an operating condition in which an increase rate of a rotation speed on the automatic transmission side of a torque converter relative to an increase in the required load is low.
    Type: Grant
    Filed: December 8, 2008
    Date of Patent: October 1, 2013
    Assignee: Jatco Ltd
    Inventors: Tomoko Oue, Morimasa Yamawaki, Kouichi Sawano
  • Patent number: 8512207
    Abstract: A method for controlling a transmission assembly includes providing a vehicle having a first power source and a second power source disposed in parallel with the first power source. The first power source includes a prime mover and a transmission assembly. The transmission assembly includes a torque converter coupled to the prime mover. The transmission assembly further includes a clutch that selectively engages the torque converter to a transmission of the transmission assembly. The second power source includes a pump-motor unit, a fluid reservoir and an energy storage unit. A torque value of the second power source is compared to a torque threshold value. The clutch of the transmission assembly is disengaged so that the torque converter of the transmission assembly is disengaged from the transmission of the transmission assembly when the torque value of the second power source is greater than or equal to the torque threshold value.
    Type: Grant
    Filed: February 23, 2011
    Date of Patent: August 20, 2013
    Assignee: Eaton Corporation
    Inventors: Michael Anthony Stoner, Vincent Joseph Duray
  • Patent number: 8494735
    Abstract: A method of operating the torque converter lock-up clutch in a power transmission of a working machine comprising at least one hydraulically actuated lifting device. The torque converter lock-up clutch is actuated for disengagement when a predefined limit value for the position of the lifting hydraulic mechanism of the at least one lifting device is exceeded. When the position of the lifting hydraulic mechanism falls below a predefined limit value and when the turbine rotational speed exceeds a predefined threshold value, the torque converter lock-up clutch is reengaged.
    Type: Grant
    Filed: September 30, 2009
    Date of Patent: July 23, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Hans Hofler, Thomas Kurz
  • Patent number: 8447482
    Abstract: A shift control device includes a clutch for performing a connection/disconnection of power transmitted to a drive wheel from an engine based on an operation input to a shift operator, an actuator for performing a drive control of the clutch, and a controller for controlling the driving of the actuator. The controller includes an operation quantity detector for detecting an operation quantity of a shift operator, a shift starter performing a control toward the disengagement of the clutch by driving the actuator at a stage in which an operation quantity detected by the operation quantity detector exceeds a first threshold value, and a shift starter for performing a disengagement control of the clutch by driving the actuator at a stage wherein an operation quantity detected by the operation quantity detector exceeds a second threshold value which is larger than the first threshold value.
    Type: Grant
    Filed: June 19, 2009
    Date of Patent: May 21, 2013
    Assignee: Honda Motor Co., Ltd.
    Inventor: Akihiko Tomoda
  • Patent number: 8447490
    Abstract: A control unit (200) executes fail-safe control that forcibly releases a lockup clutch (15) by activating a fail-safe valve (112), abnormality diagnosis control that determines whether a solenoid valve (DSU) is suffering from a solenoid ON abnormality when the vehicle has started with the fail-safe control executed, and reproduction control that simulatively reproduces, when the vehicle has started without the fail-safe control executed, a condition coinciding with the condition for allowing execution of the abnormality diagnosis control.
    Type: Grant
    Filed: June 17, 2011
    Date of Patent: May 21, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Kazutaka Yoshimizu
  • Patent number: 8447508
    Abstract: A method for controlling torque converter slip includes operating the torque converter in a controlled slip mode, monitoring slip in the torque converter, statistically analyzing the monitored slip to determine a likely condition of the torque converter, and utilizing the likely condition of the torque converter to control the torque converter slip.
    Type: Grant
    Filed: January 4, 2010
    Date of Patent: May 21, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Paul G. Otanez, Chunhao J. Lee, Farzad Samie
  • Patent number: 8401752
    Abstract: A fail-to-neutral diagnostic technique for a transmission that includes a variator may include monitoring a state of a pressure differential valve fluidly coupled to a high side pressure applied to at least one actuator coupled to at least one corresponding roller of the variator and also fluidly coupled to a low side pressure applied to the at least one actuator, determining from the state of the pressure differential valve a variator torque sign corresponding to whether torque transferred by the at least one roller is positive or negative, determining an expected variator torque sign based on current operating conditions of the transmission, and commanding the transmission to a true neutral condition if the determined variator torque sign is different from the expected variator torque sign.
    Type: Grant
    Filed: December 1, 2010
    Date of Patent: March 19, 2013
    Assignee: Allison Transmission, Inc.
    Inventors: Charles F. Long, Darren J. Weber, John William Edward Fuller
  • Patent number: 8360932
    Abstract: In a vehicle mounting an engine equipped with an exhaust turbocharger and a fluid transmission device as the power transmission device, occurrence of surging in the exhaust turbocharger is prevented at the time of connecting a lockup clutch in the fluid transmission device. When a condition for connecting the lockup clutch is held to lock up the fluid transmission device coupled to the engine 1 equipped with the exhaust turbocharger, the operation is executed by lowering a target engine rotational speed for a predetermined period of time prior to the locking up to avoid the occurrence of surging caused by a decrease in the engine rotational speed due to the lockup. A lockup clutch control device 50 includes first timer means 51 for setting a time for executing the operation by decreasing the target engine rotational speed, and second timer means 52 for setting a time for waiting for the start of lockup.
    Type: Grant
    Filed: November 19, 2007
    Date of Patent: January 29, 2013
    Assignee: Isuzu Motors Limited
    Inventors: Nobuyuki Iwao, Shuuji Taguchi
  • Patent number: 8352141
    Abstract: A method for actuating a clutch in the drive train of a motor vehicle, including: generating a respective position setpoint for each predetermined target interval to actuate the clutch; in each predetermined target interval, actuating the clutch in a plurality of predetermined controller sampling intervals; discretizing a respective position setpoint change into a plurality of intermediate position setpoints; determining a number of intermediate position setpoints in the plurality of intermediate position setpoint depending on the ratio of the target interval to the controller sampling interval; and specifying the respective position setpoint changes in steps to actuate the clutch.
    Type: Grant
    Filed: June 8, 2012
    Date of Patent: January 8, 2013
    Assignee: Schaeffler Technologies AG & Co., KG
    Inventor: Michael Schuhen
  • Patent number: 8340850
    Abstract: In a hybrid vehicle in which a fixed speed change mode can be realized by the locking of a rotational element, the mislocking of the rotational element is prevented. A hybrid drive apparatus which has an engine, a MG1 and a MG2 and which functions as a power unit of a hybrid vehicle is provided with a brake mechanism of a cam-lock type which can control the MG1 in a lock state and a non-lock state by changing the state of a sun gear between the lock state and the non-lock state. In mislocking prevention control, an ECU calculates MG1 angular acceleration D?g, which is the absolute value of angular acceleration of the motor generator MG1, on the basis of a MG1 rotational speed Ngm1 and judges that the sun gear S1 is in a mislocking state if the MG1 angular acceleration D?g is greater than a criterion value D?gth.
    Type: Grant
    Filed: March 12, 2009
    Date of Patent: December 25, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Koichiro Muta, Hiroyuki Ogura, Naofumi Magarida
  • Patent number: 8303466
    Abstract: In an apparatus for controlling an outboard motor having an internal combustion engine to power a propeller and a torque converter interposed between the engine and a drive shaft and equipped with a lockup clutch, it is configured to, based on input rotation speed and output rotation speed of the torque converter, calculate a speed ratio of the torque converter and a change amount of the input rotation speed, and make the lockup clutch ON/OFF based on the calculated speed ratio and change amount. With this, it becomes possible to appropriately make the lockup clutch ON/OFF, thereby improving speed performance.
    Type: Grant
    Filed: October 16, 2009
    Date of Patent: November 6, 2012
    Assignee: Honda Motor Co., Ltd.
    Inventors: Koji Kuriyagawa, Hajime Yoshimura, Hikaru Ikeda, Yoshiyuki Matsuda
  • Patent number: 8292679
    Abstract: In an apparatus for controlling an outboard motor mounted on a stern of a boat and having an internal combustion engine to power a propeller, a drive shaft that connects the engine and the propeller, a torque converter that is interposed between the engine and the drive shaft and is equipped with a lockup clutch, a water pump connected to the drive shaft to be driven by the drive shaft, and a shift mechanism interposed between the drive shaft and the propeller, comprising a neutral position detector that detects the shift mechanism being set in a neutral position; and a clutch ON unit that makes the lockup clutch ON to increase operation speed of the water pump when it is detected that the shift mechanism is set in the neutral position. With this, it becomes possible to improve cooling performance, thereby preventing a defect such as overheat of the engine.
    Type: Grant
    Filed: October 16, 2009
    Date of Patent: October 23, 2012
    Assignee: Honda Motor Co., Ltd.
    Inventors: Koji Kuriyagawa, Hajime Yoshimura, Hikaru Ikeda, Yoshiyuki Matsuda
  • Patent number: 8241174
    Abstract: A method for controlling a drivetrain including a combustion engine, electric motor/generator and a transmission inter-coupled, via a summarizing gear, with one output and two input elements and, via a clutch, with each other. One input element is fixed to the engine, the second input element is fixed to the motor/generator and the output element is fixed to the input shaft of the transmission. The clutch is between two elements of the summarizing gear. Before a gearshift, torques of the engine and motor/generator are reduced and the clutch disengaged. To quickly reduce torque in the summarizing gear, the engine torque is reduced after a defined time, such that the clutch disengages when the slippage is proportional to the lowering engine torque and the motor/generator torque, in a ratio of torques at the beginning of torque reduction, is reduced proportionally to the engine torque.
    Type: Grant
    Filed: January 16, 2007
    Date of Patent: August 14, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Stefan Wallner, Notker Amann
  • Publication number: 20120184405
    Abstract: A vehicle control system capable of reducing change in acceleration of the vehicle before and after the termination of fuel-cut control. Before the termination of the fuel-cut control, the vehicle control system reduces a pumping loss by increasing an air intake and a load torque of an auxiliary device thereby preventing the vehicle to be decelerated excessively, and after the termination of the fuel-cut control, the vehicle control system increases the load torque of the auxiliary device thereby preventing the vehicle to be accelerated abruptly. Therefore, the vehicle speed will not be lowered unnecessarily before the termination of the fuel-cut control so that an execution time of the fuel-cut control can be extended. Moreover, driving comfort can be improved by thus reducing a change in acceleration.
    Type: Application
    Filed: September 28, 2009
    Publication date: July 19, 2012
    Applicant: Toyota Jidosha Kabushiki Kaisha
    Inventors: Junichi Morimura, Shinya Kodama, Satoru Niwa
  • Patent number: 8214096
    Abstract: The present invention provides an apparatus and method for controlling an accelerator for electric vehicles. The method comprises steps of: acquiring an actual accelerator pedal depth value and a current vehicle speed; determining a maximum output torque of motor under the current vehicle speed based on the current vehicle speed; and controlling the output torque of motor in such a way that the growth rate of the output torque higher than that of the actual accelerator pedal depth value at the beginning and then closed to that of the actual accelerator pedal depth value during the actual accelerator pedal depth value growing. The invention makes the output torque grown rapidly within the shallow range of accelerator pedal depth, while makes the output torque grown closed to that of the accelerator pedal depth within the relative deep range of accelerator pedal depth.
    Type: Grant
    Filed: December 11, 2007
    Date of Patent: July 3, 2012
    Assignee: BYD Co. Ltd.
    Inventors: Yingwu Xu, Xuguang Zhou, Xiaohua Tang, Jian Gong, Nan Liu, Guangming Yang, Ming Yu