With Clutch Control Patents (Class 477/70)
  • Patent number: 10358025
    Abstract: The invention relates to a multi-speed transmission, comprising a power split device, an input shaft of the transmission being connected or connectable to prime mover, an output shaft, two shiftable sub-transmissions, each providing a plurality of different gear ratios, and at least one rotating electric machine, connected to said power split device, wherein the two sub-transmissions can be connected alternatively to the output shaft, and a control system, connecting said electric machine with an electric battery and auxiliary electrical consumers. The electric machine is connected to the power split device in a way to reduce torque value down to zero on either an input shaft of the first sub-transmission or on an input shaft of the second sub-transmission by applying different shaft torque levels, and the internal heat generation capacity of the electric machine exceeds the power capacity of the control system power line.
    Type: Grant
    Filed: December 9, 2015
    Date of Patent: July 23, 2019
    Assignee: AVL LIST GMBH
    Inventors: Vitaly Davydov, Peter-Juergen Nissen, Marco De Bei
  • Patent number: 10336338
    Abstract: A work vehicle has a hydraulic source; a control valve that controls a flow of the hydraulic oil discharged from the hydraulic source; and an engine starting device for starting an engine, in which a control device has: a low-temperature state determination unit that determines whether a temperature state of a working fluid of a torque converter is a low-temperature state; and a clutch control unit that when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is not the low-temperature state, controls the control valve in order to switch a lock-up clutch to a non-engagement state, and when it is determined by the low-temperature state determination unit that the temperature state of the working fluid is the low-temperature state, controls the control valve in order to switch the lock-up clutch to a engagement state.
    Type: Grant
    Filed: March 6, 2017
    Date of Patent: July 2, 2019
    Assignee: KCM Corporation
    Inventors: Atsushi Nakamura, Keisuke Naitou
  • Patent number: 10160445
    Abstract: The present disclosure provides a shift control method for a hybrid electric vehicle including: controlling a speed of a vehicle driving source; simultaneously controlling a release element and a connection element in a transmission based on a rotation acceleration of a transmission output shaft when shifting by a power-on down shift.
    Type: Grant
    Filed: May 31, 2017
    Date of Patent: December 25, 2018
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Chan Ho Lee, Jeong Soo Eo, Jae Sung Bang
  • Patent number: 10066742
    Abstract: A transmission combination includes a hydrostatic transmission and a mechanical transmission having a clutch and a control device for calibrating a grinding point of the clutch. A traction drive includes the transmission combination. A method includes calibrating the clutch.
    Type: Grant
    Filed: April 18, 2017
    Date of Patent: September 4, 2018
    Assignee: Robert Bosch GmbH
    Inventors: Ulrich Lenzgeiger, Norman Brix, Steffen Mutschler
  • Patent number: 10012275
    Abstract: The invention relates to a software damper and to a method for configuring a software damper connected to a clutch control system for damping chatter vibrations of a clutch torque being transferred by means of an automated friction clutch positioned between a combustion engine and a transmission and controlled by the clutch control system, wherein a transmission input speed (r(g)) is captured at the output of the friction clutch by means of the software damper, and the target clutch torque (m(k)) encumbered by chatter vibrations is corrected by means of negative feedback.
    Type: Grant
    Filed: March 26, 2015
    Date of Patent: July 3, 2018
    Assignee: Schaeffler Technologies AG & CO. KG
    Inventors: Ulrich Neuberth, Florian Eppler, Daniel Muller, Michael Reuschel
  • Patent number: 9988038
    Abstract: Systems and methods for operating a hybrid vehicle driveline that includes an engine and a motor are presented. In one example, the systems and methods include one or more control modes where engine and/or motor speed or torque is adjusted responsive to different control parameters during a vehicle launch from zero speed or a creep speed.
    Type: Grant
    Filed: April 9, 2015
    Date of Patent: June 5, 2018
    Assignee: Ford Global Technologies, LLC
    Inventors: Chen Zhang, Rajit Johri, Xiaoyong Wang, Ming Lang Kuang, Jeffrey Allen Doering, Felix Nedorezov, Alexander O'Connor Gibson, Walter Joseph Ortmann
  • Patent number: 9855954
    Abstract: The present disclosure relates to a shift control apparatus of a vehicle and its method. In particular, the shift control apparatus includes: a transmission including a first clutch and a second clutch; a torque source to generate power for driving a vehicle; a data detector to detect a vehicle state data; and a vehicle controller to connect a current stage synchronizer to a next stage driving gear if the vehicle state data satisfy a shift condition, release the first clutch to be connected to the driving gear of a current stage, perform a speed control of a torque source while maintaining the second clutch connected to the driving gear of the next stage in a slip state, and release the second clutch and connect the first clutch if the vehicle stage data satisfy a speed control completion condition to complete a shift to a target stage.
    Type: Grant
    Filed: September 21, 2016
    Date of Patent: January 2, 2018
    Assignee: HYUNDAI MOTOR COMPANY
    Inventor: Jae Sung Bang
  • Patent number: 9709102
    Abstract: A transmission includes an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member. A mechanically-driven hydraulic pump is rotatably coupled to the input member and is fluidly connected to the hydraulic circuit. The clutch assembly includes a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring. The clutch-release piston is fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit. The clutch-apply piston is fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit. A second spring urges the clutch-apply piston and the coned-disc spring urges the clutch-release piston. When the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston.
    Type: Grant
    Filed: June 15, 2015
    Date of Patent: July 18, 2017
    Assignee: GM Global Technology Operations LLC
    Inventors: Farzad Samie, Tito R. Huffman, Chunhao J. Lee, Dongxu Li
  • Patent number: 9683660
    Abstract: The present invention concerns a method of controlling a double clutch transmission (1) comprising two clutches (2a, 2b) one of which that is transmitting torque being the active clutch while the other one constituting the incoming clutch characterized by combining the incoming clutch preparation and the torque handover from the active clutch by over actuating the incoming clutch and shutting off the active clutch in a non proportional way, based on a feedback signal from the incoming clutch.
    Type: Grant
    Filed: June 30, 2015
    Date of Patent: June 20, 2017
    Assignee: TRANSMISIONES Y EQUIPOS MECANICOS, S.A. DE C.V.
    Inventor: Nico De Visscher
  • Patent number: 9285284
    Abstract: A method of estimating a torque of a transmission clutch may include correcting an error by deducing an engine transient torque based on an engine angular velocity measured using a sensor, an engine static torque deduced using a data map, and a load torque depending on a driving load, deducing an engine angular velocity estimation value based on the engine static torque and the engine transient torque, and deducing a clutch torque estimation value depending on a slip in the transmission clutch from a difference between the engine angular velocity estimation value and the measured engine angular velocity.
    Type: Grant
    Filed: August 15, 2014
    Date of Patent: March 15, 2016
    Assignees: Hyundai Motor Company, Kia Motors Corp.
    Inventors: Jin Sung Kim, Seung Sam Baek
  • Patent number: 9249881
    Abstract: A method of controlling clutches in a multi-speed transmission includes beginning a current shift from a starting gear to an initial target gear, and determining whether the current shift is a downshift. The method determines jump-stage eligibility of a first clutch. Determining jump-stage eligibility includes determining whether the first clutch is a holding clutch for the current shift, and determining whether the first clutch is an off-going clutch for a legal shift from the initial starting gear to an adjusted target gear having a higher speed ratio than the initial starting gear. If the first clutch is not jump-stage eligible, the method maintains pressure of the first clutch at a current pressure. If the first clutch is jump-stage eligible, the method reduces the pressure of the first clutch from the current pressure to a staging pressure, which is greater than a slipping pressure.
    Type: Grant
    Filed: February 23, 2015
    Date of Patent: February 2, 2016
    Assignee: GM Global Technology Operations LLC
    Inventors: Dara Monajemi, Jeremy V. Horgan, Matthew Pruski, Brian H. Fiore
  • Patent number: 9162664
    Abstract: A total power demand including a wheel power demand may be observed. The wheel power demand may be modified to determine a modified total power demand including a modified wheel power demand if the total power demand falls within a target range of power values defined by upper and lower threshold power values such that the modified total power demand is generally equal to the lower threshold power value.
    Type: Grant
    Filed: May 5, 2010
    Date of Patent: October 20, 2015
    Assignee: Ford Global Technologies, Inc.
    Inventors: Bernard D. Nefcy, Derek Hartl, Linda K. Ringlein, Ryan J. Skaff, Christopher Adam Ochocinski, William Paul Perkins
  • Patent number: 9108622
    Abstract: A drive control apparatus for a vehicle includes an engine, an electric motor, a clutch mechanism, an engine rotation sensor, a motor rotation sensor, an acceleration and deceleration intention detecting portion, and a controller. The controller controls a rotation speed of the engine to be an acceleration intention target value greater than a rotation speed of the motor and thereafter brings the clutch mechanism into the engagement state in a case where the acceleration and deceleration intention detecting portion detects that the vehicle is in an acceleration intention mode, and controls the rotation speed of the engine to be a deceleration intention target value smaller than the rotation speed of the motor and thereafter brings the clutch mechanism into the engagement state in a case where the acceleration and deceleration intention detecting portion detects that the vehicle is in a deceleration intention mode.
    Type: Grant
    Filed: July 26, 2012
    Date of Patent: August 18, 2015
    Assignee: AISIN SEIKI KABUSHIKI KAISHA
    Inventors: Noriko Matsuo, Yuichiro Kitamura, Yuji Kinutani
  • Patent number: 9039569
    Abstract: A method of controlling an automated transmission for motor vehicles with one or several pressure activated positioning cylinders (6, 8, 20), via the assigned shift valves (10, 12), at least one main cut-off valve (4) which is positioned prior to the shift valves, and a control device for controlling the shift and main cut-off valves. The pressure requests, for the shifting, are determined and the respective main cut-off valves are triggered depending on the determined pressure requests. To enable a variable match of the supply pressure during transmission shifts, respective optimized pressures or pressure patterns are determined for certain shift scenarios which, for instance, consider a mass to be synchronized, the existence of a tooth-on-tooth position, or the like. Through this method, for instance, the load on shift elements, the shift timing, and the shift noise can be positively influenced.
    Type: Grant
    Filed: March 2, 2012
    Date of Patent: May 26, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Mario Steinborn, Jochen Breuer, Christoph Ruechardt, Thomas Jaeger, Roland Mair, Melchor Moro-Oliveros
  • Patent number: 9022900
    Abstract: A control device continuously variable transmission for vehicle according to the present invention includes a continuously variable transmission mechanism capable of continuously changing a speed ratio, a sub-transmission mechanism provided in series with the continuously variable transmission mechanism, including a first gear position and a second gear position having a smaller speed ratio than the first gear position as forward gear positions and adapted to switch between the first gear position and the second gear position by selectively engaging or releasing a plurality of frictional engagement elements, and a transmission control unit wherein a vehicle is stopped with the gear position of the sub-transmission mechanism kept in the second gear position when being stopped in a state where the gear position of the sub-transmission mechanism is in the second gear position.
    Type: Grant
    Filed: February 21, 2011
    Date of Patent: May 5, 2015
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tomoyuki Suzuki, Yoshihiko Ota, Seiichiro Takahashi
  • Patent number: 9022902
    Abstract: A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.
    Type: Grant
    Filed: March 1, 2012
    Date of Patent: May 5, 2015
    Assignee: FCA US LLC
    Inventors: Gang Chen, Hussein Dourra, Marvin Correia
  • 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
  • Publication number: 20150111695
    Abstract: A clutch mechanism which is arranged in a drive train between an internal combustion engine and a manual shift transmission of a motor vehicle. An input shaft is connected rotationally secured to the internal combustion engine and an output shaft is connected rotationally secured to the manual shift transmission. The input shaft is also connected rotationally secured to an input plate support and the output shaft is also connected rotationally secured to an output plate support. The input plate support supports input plates and the output plate support supports output plates. The input plates and the output plates can be charged and cooled with oil.
    Type: Application
    Filed: October 9, 2014
    Publication date: April 23, 2015
    Inventors: Wulf Leitermann, Hansi Gremplini, Rafael Prellezo, Cedric Nuffer
  • Patent number: 9008926
    Abstract: A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.
    Type: Grant
    Filed: October 16, 2008
    Date of Patent: April 14, 2015
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
  • Patent number: 8944957
    Abstract: A method of controlling shifts in a multi-speed transmission includes beginning an initial shift, which changes the transmission from a starting gear to an initial target gear, and executing an adjusted shift, which changes the transmission to an adjusted target gear having higher speed ratio than the initial target gear, when transition conditions are satisfied. The transition conditions include a threshold increase in torque request, which is sufficient to require the transmission to be placed into the adjusted target gear. The transition conditions also include a common controlling clutch, which is an off-going clutch to place the transmission in the adjusted target gear. Executing the adjusted shift does not include placing the transmission in a neutral mode. Furthermore, executing the adjusted shift does not include completing the initial shift.
    Type: Grant
    Filed: November 10, 2011
    Date of Patent: February 3, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Harinath Atmaram, William R. Mayhew
  • Patent number: 8948989
    Abstract: A dual clutch automated manual transmission includes a first clutch and a second clutch, and a clutch torque capacity command value for a plurality of clutch actuators arranged to drive the first clutch and second clutch based on operation of a by-wire type of clutch lever, wherein the clutch torque capacity of the plurality of clutches is controlled. An operator can adjust a driving force by manually operating the clutch in the transmission in which a clutch operation is controlled automatically, such as an automatic transmission system, automated manual transmission system, or dual clutch automated manual transmission system, thereby improving drivability.
    Type: Grant
    Filed: July 22, 2013
    Date of Patent: February 3, 2015
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Tetsushi Saitoh
  • Publication number: 20150024904
    Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a predefined target where a sensed parameter of a shaft of the transmission corresponds to a specified noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.
    Type: Application
    Filed: October 10, 2014
    Publication date: January 22, 2015
    Inventors: Gregory Michael Pietron, Yuji Fujii, Diana Yanakiev, Joseph F. Kucharski, Nimrod Kapas, Alexander O'Connor Gibson, Seung-Hoon Lee
  • Patent number: 8924107
    Abstract: A control device for an automatic transmission mounted on a vehicle to establish a plurality of shift speeds by engaging engagement elements that need to be engaged for each shift speed. The control device includes a target shift speed setting device, a during-travel neutral control device and a prediction control device. The prediction control device takes action when a predicted prechange time becomes equal to or less than a predetermined time while the automatic transmission is in the neutral state, the predicted prechange time being a time predicted on the basis of variations in vehicle speed and being a time before implementation of a change of the target shift speed that involves changing the particular engagement element from a disengaged state to an engaged state in order to maintain the neutral state.
    Type: Grant
    Filed: February 26, 2013
    Date of Patent: December 30, 2014
    Assignee: Aisin AW Co., Ltd.
    Inventors: Masatake Ichikawa, Yutaka Teraoka, Hiroyasu Amano
  • Patent number: 8924063
    Abstract: The present invention aims to enhance fuel economy without imparting a sense of discomfort to a driver who drives a vehicle. A determination unit determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when a clutch is disengaged and electric power is regenerated. A clutch control unit controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value. The present invention can be applied to a hybrid vehicle.
    Type: Grant
    Filed: October 20, 2011
    Date of Patent: December 30, 2014
    Assignee: Hino Motors, Ltd.
    Inventor: Akira Sawayama
  • Publication number: 20140329641
    Abstract: A drive train including an internal combustion engine with a crankshaft, and having a spur gear arrangement with at least one transmission input shaft that is coupled to the crankshaft by a friction clutch. A clutch plate within a housing of the friction clutch is connected in a rotationally locked manner to the at least one transmission input shaft and includes a centrifugal force pendulum. To accommodate the centrifugal force pendulum in the drive train in a space saving manner, the centrifugal force pendulum is situated on the at least one transmission input shaft at an axial distance from the clutch plate.
    Type: Application
    Filed: August 6, 2012
    Publication date: November 6, 2014
    Applicant: Schaeffler Technologies GmbH & Co. KG
    Inventors: Alain Rusch, Steffen Lehmann, Friedrich Gerhardt
  • Patent number: 8864624
    Abstract: A method for shifting a semi-automatic powershift transmission used in a motor vehicle during a manually triggered traction upshift involves the shift phases of the charging of an actuator of a clutch to be engaged, an overlap of the charging of the actuator of the clutch to be engaged and the emptying of an actuator of a clutch to be disengaged, and also involves an engine rotational speed alignment. The charging, the overlap and the engine rotational speed alignment are carried out simultaneously. In the shift process during a manually triggered shift, the driver perceives a change in engine rotational speed with only a minimal delay after the shift command.
    Type: Grant
    Filed: February 27, 2012
    Date of Patent: October 21, 2014
    Assignee: Dr. Ing. h.c. F. Porsche Aktiengesellschaft
    Inventors: Jan-Peter Hoffmeister, Simon Dylla
  • Patent number: 8864623
    Abstract: Methods and systems for controlling a transmission coupled to an engine during an engine start are presented. In one example, a method adjusts a transmission tie-up force in response to an indication of transmission slip. The method may improve vehicle launch for stop/start vehicles.
    Type: Grant
    Filed: January 11, 2012
    Date of Patent: October 21, 2014
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeffrey Allen Doering, Steve Michael Cicala, Alex O'Connor Gibson, Felix Nedorezov, Eric Frank Banners, Hong Jiang, Donald G. Levens
  • Patent number: 8849531
    Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) paired with an engine in a vehicle includes assessing whether the vehicle is being accelerated and ascertaining whether a position of a vehicle accelerator during the acceleration is maintained within a predetermined range. The method also includes identifying a DCT clutch that is being slipped during the acceleration, determining an amount of time remaining until the clutch stops slipping, and comparing a first preset time span indicative of the time remaining until the clutch reaches a threshold temperature with the amount of time remaining until the clutch stops slipping. The method additionally includes setting a time delay for activating an indicator if the amount of time remaining until the clutchs stops slipping is greater than the first preset time span. Furthermore, the method includes activating the indicator after the time delay.
    Type: Grant
    Filed: April 20, 2012
    Date of Patent: September 30, 2014
    Assignee: GM Global Technology Operations LLC
    Inventor: Joseph B. Burtch
  • Patent number: 8849489
    Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.
    Type: Grant
    Filed: June 25, 2012
    Date of Patent: September 30, 2014
    Assignee: Chrysler Group LLC
    Inventors: Nadirsh Patel, Ashish Krupadanam, Goro Tamai, Mengyang Zhang
  • Patent number: 8849532
    Abstract: A method of managing clutch thermal loads in a multi-speed dual-clutch transmission (DCT) that is paired with an engine in a vehicle. The method includes assessing whether the vehicle is being accelerated and identifying a DCT clutch slipping during the acceleration. The method also includes determining vehicle parameters, determining an amount of time remaining for the clutch to stop slipping using the determined vehicle parameters, and determining an amount of time remaining until the clutch reaches a threshold temperature. The method additionally includes comparing the determined amount of time remaining for the clutch to stop slipping with the determined amount of time remaining until the clutch reaches the threshold temperature. Furthermore, the method includes activating an indicator if the determined amount of time remaining until the clutch reaches the threshold temperature is less than the determined amount of time remaining for the clutch to stop slipping.
    Type: Grant
    Filed: April 20, 2012
    Date of Patent: September 30, 2014
    Assignee: GM Global Technology Operations LLC
    Inventor: Joseph B. Burtch
  • Patent number: 8840517
    Abstract: A method of operating a transmission device (3) having a plurality of frictionally engaging shift elements (B, C, D and E) and at least one form-locking shift element (A, F) for implementing different transmission ratios. Upon a requested change in operating state of the transmission device (3), the at least one form-locking shift element (A) is transferred into an at least nearly load-free state, during which the form-locking shift element (A) is transferred from an engaged to a disengaged operating state by increasing the transfer capability of at least one frictionally engaging shift element (E), which is not engaged in the power flow of the transmission device (3) either to represent the present operating state or to represent the requested operating state.
    Type: Grant
    Filed: December 21, 2010
    Date of Patent: September 23, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Valentine Herbeth, Jorg Arnold, Georg Mihatsch, Andreas Schmidt, Thilo Schmidt, Gabor Diosi, Christoph Margraf
  • Patent number: 8838352
    Abstract: A method and a vehicle transmission for selecting a starting gear in a vehicle are provided, the method including steps of measuring a starting gear selection parameter, and selecting a starting gear for the next coming vehicle take-off in dependence of the measured starting gear selection parameter, wherein the starting gear selection parameter is the number of vehicle take offs per time unit. Additionally the parameter can be acceleration in movement of an accelerator pedal being depressed by a driver, accelerator pedal position and clutch wear. Benefits are increased clutch endurance for a vehicle that during at least a period has to perform frequent take-offs and at the same time enhancing take-off comfort for a vehicle that during at least a period goes long-distance.
    Type: Grant
    Filed: August 28, 2008
    Date of Patent: September 16, 2014
    Assignee: Volvo Lastvagnar AB
    Inventors: Anders Eriksson, Johan Bjernetun
  • Patent number: 8831848
    Abstract: An electro-hydraulic clutch system for a motor vehicle includes a clutch mechanism that selectively engages an engine of the motor vehicle with a gear box, an actuator that pumps and retrieves hydraulic fluid to and from the clutch mechanism to activate the clutch mechanism, and a solenoid with a valve and/or a check ball that is disposed in the path of the hydraulic fluid between the actuator and the clutch mechanism. The solenoid has a normally closed position to prevent flow of the hydraulic fluid back to the actuator in the event of a system failure. The solenoid can also be used to reduce energy consumption in steady state conditions.
    Type: Grant
    Filed: May 25, 2012
    Date of Patent: September 9, 2014
    Assignee: GM Global Technology Operations, LLC
    Inventors: Kenneth K. Lang, Hamid Vahabzadeh, Christian Rübsam
  • Patent number: 8788162
    Abstract: A system and method for shifting a hybrid vehicle is provided which utilizes one or more controllers to release one or more clutches and brakes when a transmission is shifted into neutral or park and then prevents a rotational element from being rotated by controlling an engine and a motor/generator when the transmission is in neutral or park. Accordingly, shift shock or slip is minimized when a transmission is shifted from a park or a neutral to a drive or a reverse, thus improving a shifting feeling and safety of the vehicle.
    Type: Grant
    Filed: September 22, 2011
    Date of Patent: July 22, 2014
    Assignees: Hyundai Motor Company, Kia Motor Corporation
    Inventor: Joonyoung Park
  • Patent number: 8781695
    Abstract: A method and apparatus to control the pickup on an uphill slope of an automotive vehicle provided with an automatic or robotized gearbox provide the definition of a control strategy of the gear box operation, also according to the gradient of the uphill slope, which is preferably calculated based on a longitudinal acceleration value of the automotive vehicle, and based on the altitude at which the automotive vehicle can be found, which is preferably calculated based on a detected atmospheric pressure value. In this way, it is also possible to consider the reduction in the engine torque due to the reduction in the air density with altitude.
    Type: Grant
    Filed: December 5, 2008
    Date of Patent: July 15, 2014
    Assignee: Fiat Group Automobiles S.p.A.
    Inventors: Andrea Bianco, Claudio Cervone, Giuseppe Gatti, Giuseppe Lorusso, Euplio Pagliarulo, Francesco Cimmino
  • Patent number: 8775039
    Abstract: A motorized vehicle includes a transmission system and an inch/brake device providing at least two ranges of motion. An engagement force of the transmission system is provided in a first range of motion of the inch/brake device, and a braking force of the motorized vehicle is provided in a second range of motion of the inch/brake device. An accelerator device moves between two or more positions, wherein moving the accelerator device from one position to another position causes an amount of overlap between the first and second ranges of motion of the inch/brake device to vary.
    Type: Grant
    Filed: November 11, 2008
    Date of Patent: July 8, 2014
    Assignee: NMHG Oregon, LLC
    Inventors: Chenyao Chen, Kristian Ressler
  • Patent number: 8775036
    Abstract: When a capacity coefficient (Cre) of a torque converter is larger than or equal to a predetermined threshold (CreA), a speed ratio (e) is calculated on the basis of an actual power transmission efficiency (?) by referring to a predetermined unique relationship between a power transmission efficiency (?) and a speed ratio (e). Therefore, even in a second speed ratio variation range (R2) in which the capacity coefficient (Cre) is larger than or equal to the threshold (CreA) and the speed ratio (e) is not uniquely determined for the capacity coefficient (Cre), the speed ratio (e) is calculated using the unique relationship between the speed ratio (e) and the power transmission efficiency (?), so the speed ratio (e) may be calculated in all the speed ratio variation range of the torque converter.
    Type: Grant
    Filed: December 29, 2010
    Date of Patent: July 8, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Daisuke Inoue
  • Patent number: 8758196
    Abstract: A method of controlling a transmission of a vehicle may include beginning synchronization between a speed shift gear of a target gear and an output shaft to shift gears from a current gear to a lower gear set as the target gear in response to deceleration of the vehicle, after the synchronization between the output shaft and an input shaft by the speed shift gear of the target gear has been completed, maintaining the synchronized state therebetween for a predetermined time period, and completing engagement with the target gear to complete the shifting of the gears after the maintaining of the synchronized state.
    Type: Grant
    Filed: November 9, 2011
    Date of Patent: June 24, 2014
    Assignee: Hyundai Motor Company
    Inventors: Sung Yeol Kim, Seung Min Lee, Choung Wan Son, Seok Young Shin, Ju Hyun Nam, Sung Yop Lee, Kwang Min Won
  • Patent number: 8744653
    Abstract: A control apparatus for controlling a transmission apparatus that includes: an input member that is drivably connected to a rotating electrical machine being capable of generating regenerative torque based on an engine and a deceleration request of a vehicle; an output member that is drivably connected to wheels; and a speed change mechanism that has a plurality of friction engagement elements that are controlled to be engaged and released so as to switch a plurality of shift speeds, and that shifts a rotation speed of the input member at one of gear ratios set for the shift speeds and outputs the shifted speed to the output member.
    Type: Grant
    Filed: December 30, 2009
    Date of Patent: June 3, 2014
    Assignee: Aisin AW Co., Ltd.
    Inventors: Shigekazu Hase, Hiroya Ueno, Kohei Tsuda, Eiji Moriyama, Hiroshi Tsutsui
  • Patent number: 8731793
    Abstract: A mobile machine includes a propulsion system. The propulsion system may include a prime mover, a traction device, and a clutch operable to transmit power produced by the prime mover to the traction device. The propulsion system may also include propulsion-system controls operable to control the clutch. The propulsion-system controls may include at least one information processor configured to estimate a temperature of the clutch based at least in part on an estimated slippage of the clutch and a fluid temperature.
    Type: Grant
    Filed: December 29, 2010
    Date of Patent: May 20, 2014
    Assignee: Caterpillar Inc.
    Inventors: Mirko V. Barbir, Stacy Linn Grove, Yun Liu, Gerry Owen McCann, John Dewey Gates
  • Patent number: 8725372
    Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.
    Type: Grant
    Filed: May 19, 2010
    Date of Patent: May 13, 2014
    Assignees: GETRAG Getriebe-und Zahnradfabrik Hermann Hagenmeyer GmbH & Cie KG, Bayerische Motoren Werke Aktiengesellschaft, Conti Temic microelectronic GmbH
    Inventors: Rainer Rinck, Markus Schuerlein, Tobias Soller
  • 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: 8700279
    Abstract: A method for optimizing a shift event in a vehicle includes designating a clutch to be used as an oncoming clutch or an offgoing clutch in the shift event before executing the shift event, and processing a plurality of input values through a state observer to thereby determine, as an output value of the state observer, an estimated slip speed of the designated clutch. The method includes using a proportional-integral control module for the designated clutch (a clutch PI) to close the control loop on the estimated slip speed from the state observer, thereby smoothing a switching between state space equations in the state observer, and executing the shift event. A vehicle includes a transmission, an engine, at least one traction motor, and a control system configured for executing the above method.
    Type: Grant
    Filed: March 3, 2011
    Date of Patent: April 15, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: R. Anthony Hansen, Robert L. Morris
  • Patent number: 8660766
    Abstract: A clutch unit (47) comprises a wet friction clutch for controllable transmission of a torque from an input element (41) to an output element (45), housing that contains the friction clutch and oil for cooling the friction clutch, and an actuator (51) for actuating the friction clutch. The actuator is attached to the housing in a thermally conductive way and has a temperature sensor (108) for sensing a temperature of the actuator. In order to computationally determine the oil temperature (TÖl) in the clutch unit (47), a thermal input power to the clutch unit is determined as a function of at least a speed of the input element and/or of the output element. The difference between the thermal input power and the thermal output power is determined, and the oil temperature is determined as a function of the difference that was determined.
    Type: Grant
    Filed: May 26, 2009
    Date of Patent: February 25, 2014
    Assignee: Magna Powertrain AG & Co KG
    Inventors: Ender Ergun, Manfred Gollner, Martin Parigger
  • 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
  • Publication number: 20140045651
    Abstract: A powertrain for a machine may include a flywheel and a drivetrain having multiple configurations to permit the flywheel to be mechanically connected both upstream and downstream of a transmission. A bypass clutch may be used to selectively couple the flywheel directly to the engine, while a flywheel clutch may be used to selectively couple the flywheel directly to a lower powertrain. In both upsteam and downstream modes of operation, the transmission is bypassed to increase flywheel energy storage and use, as well as expanding the functionality of the flywheel.
    Type: Application
    Filed: August 9, 2012
    Publication date: February 13, 2014
    Applicant: CATERPILLAR, INC.
    Inventor: Evan Jacobson
  • Patent number: 8649947
    Abstract: A powertrain for a vehicle is provided having an engine, a transmission, a torque transfer mechanism, a hydraulic fluid circuit, and a transmission control module. The torque transfer mechanism includes a hydraulic fluid pump and is drivingly connected to an output member of the engine and an output member of the torque transfer mechanism is drivingly connected to the input member of the transmission. The hydraulic fluid circuit has a hydraulic valve in communication with the first fluid port of the hydraulic fluid pump. The transmission control module include a control logic for operating the powertrain during a vehicle launch event.
    Type: Grant
    Filed: November 30, 2011
    Date of Patent: February 11, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: John C. Schultz, Hamid Vahabzadeh, Vijay A. Neelakantan, Daryl A. Wilton
  • Patent number: 8647234
    Abstract: A vehicle driving apparatus configured with a drive power source, a fluid coupling, a transmission apparatus; and a control apparatus. A rotation of a drive input member driven by the drive power source is transmitted to a shift input member via the fluid coupling and a rotation of the shift input member is shifted by the transmission apparatus and then transmitted to an output member. When a state shift command for shifting from a non-transmission state to a transmission state is input into a control apparatus in a state in which the drive power source does not generate a driving force, the control apparatus performs a shift input rotation operation before engaging a frictional engagement element and shifting to the transmission state by causing the drive power source to generate the driving force and rotating the shift input member via the fluid coupling while maintaining the non-transmission state.
    Type: Grant
    Filed: February 2, 2011
    Date of Patent: February 11, 2014
    Assignee: Aisin AW Co., Ltd.
    Inventors: Hiroshi Tsutsui, Shingo Uozumi, Takeshi Torii, Shin-ichirou Murakami, Takahiro Miyazawa
  • Patent number: 8630778
    Abstract: A system and method for determining a required throttle position and operating a throttle in the required throttle position to attain a required engine speed for fuel cut acquisition is disclosed. A lock-up clutch may be engaged without a shock if a required engine speed is achieved that corresponds to a current transmission speed. Fuel economy may be increased by cutting fuel to the engine when a lock-up clutch is engaged.
    Type: Grant
    Filed: August 7, 2009
    Date of Patent: January 14, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventor: Chris Hopp
  • Publication number: 20140011633
    Abstract: There is provided a control device for an automatic transmission configured to automatically shift a transmission of a driving force of a motor in response to a driving state. The automatic transmission includes a synchromesh mechanism configured to couple gear pairs and a rotary shaft to transmit the driving force of the motor to the gear pairs and a switching apparatus configured to switch a coupling state of the gear pairs and the rotary shaft. A preload control unit is configured to operate the switching apparatus to apply a preload to the synchromesh mechanism when a shift transmission request is detected. A shift control unit is configured to operate the switching apparatus to apply a shift load greater than the preload to the synchromesh mechanism after the preload is applied to the synchromesh mechanism.
    Type: Application
    Filed: July 5, 2013
    Publication date: January 9, 2014
    Inventors: Kazuhiko SUZUKI, Shoji YAGI