With Clutch Control Patents (Class 477/8)
  • Patent number: 9868442
    Abstract: A control device for a vehicle including an engine, a transmission, a connector/disconnector, and control means, wherein the transmission is configured to change a speed of rotation by drive force of the engine and output the rotation. The connector/disconnector is configured to connect/disconnect transmission of the drive force from the engine to the transmission. The control means controls the engine, the transmission, and the connector/disconnector. In the vehicle control device, in a case where the control means performs idle neutral control by controlling the connector/disconnector to a released state after making the engine return from an idle stop state, the control means makes a determination as to performance of the idle neutral control when it is determined that a rotational speed of the engine is stabilized.
    Type: Grant
    Filed: August 28, 2014
    Date of Patent: January 16, 2018
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Atsushi Okabe, Ukyo Ogata, Keiichi Nishiyama
  • Patent number: 9126479
    Abstract: A hybrid power train for a vehicle may include a shift module with a plurality of shift steps of a synchro-mesh type provided on a first input shaft and an output shaft, a second input shaft driven by a motor and arranged coaxially with the first input shaft, a shaft clutch means for coupling/decoupling the second input shaft and the first input shaft, a motor side driving gear arranged rotatably on the second input shaft, a motor side driven gear arranged rotatably on the output shaft to be meshed with the motor side driving gear, a first clutch means for coupling/decoupling the motor side driving gear to/from the second input shaft, a second clutch means provided for coupling/decoupling the motor side driven gear to/from the output shaft, and a variable gear ratio providing means provided on the second input shaft to alternatively transfer a rotational force of the second input shaft to the output shaft.
    Type: Grant
    Filed: June 24, 2014
    Date of Patent: September 8, 2015
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Jong Yun Park, Jae Young Choi
  • Patent number: 9108615
    Abstract: In a parallel hybrid vehicle having and internal combustion engine and an electric motor operatively connected to a transmission shaft, a multimode mechanical clutch selectively couples an output shaft of the internal combustion engine to the transmission shaft. The multimode clutch has a two-way unlocked mode where the output shaft and transmission shaft can rotate independently in either direction, and a one-way locked, one-way unlocked mode where the shafts are locked to rotate together in one direction and unlocked for independent rotation in the opposite direction. The clutch may also have a two-way locked mode where the shafts rotate together in both directions. Pawls may be provided to engage and disengage as needed to execute the modes of the multimode clutch actuator.
    Type: Grant
    Filed: September 19, 2013
    Date of Patent: August 18, 2015
    Assignee: BorgWarner Inc.
    Inventors: Brett J. Lee, Christopher E. Blair, Christopher A. Spangler, Mitsuru Ishihara
  • Patent number: 9096981
    Abstract: Snowblower adjustable deflector control devices, systems, and methods can include a control cable connected at one end to a movable deflector of a discharge chute of a snowblower, a control lever pivotably connected to a machine handle of the snowblower, and a lever guide connected to the machine handle. The control lever can have a first end comprising a grip portion, a second end connected to the control cable, and at least one protrusion extending from the control lever, and the lever guide can be configured to selectively retain the at least one protrusion in any of one or more angular positions corresponding to one or more deflector positions.
    Type: Grant
    Filed: February 6, 2013
    Date of Patent: August 4, 2015
    Assignee: Honda Motor Co., Ltd.
    Inventors: Jeffrey A. Wians, Dean E. Hartley
  • Publication number: 20150148190
    Abstract: A torque assist using a motor generator mechanically coupled to an output shaft of an engine via a belt is prohibited during a lock-up transition from a state where a lock-up clutch is released to a state where the lock-up clutch is engaged, and the torque assist using the motor generator is permitted when a condition for the execution of the torque assist is satisfied except during the lock-up transition.
    Type: Application
    Filed: April 30, 2013
    Publication date: May 28, 2015
    Applicants: NISSAN MOTOR CO., LTD., JATCO Ltd
    Inventors: Kouichi Mori, Shigeru Tomoda
  • Patent number: 9005076
    Abstract: A method for operating a powertrain system includes executing a transmission shift between an initial electrically-variable transmission (EVT) range and a target EVT range. The transmission shift includes transitioning to operating with three speed degrees of freedom including controlling speed of a second torque machine to synchronize speed of an oncoming clutch associated with the target EVT range and coincidentally controlling speeds of a first torque machine and an engine to achieve a preferred speed of the output member of the transmission. The transmission shift further includes controlling torque output from the first torque machine in response to an output torque request, and activating the oncoming clutch upon synchronizing the speed of the oncoming clutch. Subsequent to the transmission shift, the powertrain system is operated in the target EVT range.
    Type: Grant
    Filed: December 4, 2012
    Date of Patent: April 14, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Brendan M. Conlon, Jy-Jen F. Sah, Alan G. Holmes
  • Patent number: 8961366
    Abstract: An engine is provided with an output shaft and a motor generator connection shaft of a crankshaft at ends of a crank case and adapted such that the output shaft can be connected with an external driven apparatus. A motor generator has stators relatively fixed to the crank case and a rotor coupled with the motor generator connection shaft and rotating relative to the stators. An external apparatus connection shaft is connected with the rotor and disposed at an end of the motor generator on the opposite side of the engine. A clutch is disposed between the motor generator connection shaft and the rotor. A power storage unit stores electric power generated by the motor generator and supplies the electric power to the motor generator. A controller switches between an electric power generation function and a motor function, and engages and disengages the clutch.
    Type: Grant
    Filed: March 13, 2014
    Date of Patent: February 24, 2015
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Akira Furuya, Keiichi Kakizaki, Kentaro Hirota, Shigeki Tajima, Yosuke Kubota
  • Patent number: 8894542
    Abstract: A rear-wheel drive system includes motors for generating driving force to drive a vehicle, hydraulic brakes on power transmission lines between the motors and rear wheels switching a motors side and a wheels side to a connected state or a disconnected state, an ECU controlling the motors and the brakes and a one-way clutch in parallel with the hydraulic brakes on the transmission line configured to be engaged when a forward rotational power on the motors side is inputted into the wheels side and disengaged when a backward rotational power on the motors side is inputted into the wheels side and vice versa. The ECU causes the hydraulic brakes to be applied so as to put the motors side and the wheels side in the connected state when the forward rotational power on the motors side is inputted into the wheels side.
    Type: Grant
    Filed: June 22, 2011
    Date of Patent: November 25, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Jun Aoki, Takeshi Hoshinoya, Akihiro Yamamoto, Sei Shinohara
  • Patent number: 8876656
    Abstract: A system for driving an assembly arrangement for a motor vehicle, which assembly arrangement having at least one auxiliary assembly and an electric machine which is configured independently of a drive unit of the motor vehicle. It is possible for the electric machine to be operated both as a motor for driving the auxiliary assembly and as a generator for generating electric power. If required, it is possible for a separate engine which is configured as an internal combustion engine to be connected or fastened releasably via an interface to the assembly arrangement and to be coupled to the assembly arrangement for drive action, in order to supply the at least one auxiliary assembly and/or the electric machine with rotational drive moment.
    Type: Grant
    Filed: July 2, 2010
    Date of Patent: November 4, 2014
    Assignee: MAGNA STEYR Engineering AG & Co. KG
    Inventors: Konstantin Erjawetz, Helfried Müller
  • Patent number: 8862344
    Abstract: A clutch actuator and to a method for the control thereof. The actuator actuates a multi-disk clutch, and to do so has actuator modules. The number of which corresponds to the number of the friction clutches. The modules have separate control units and electric motors, which are controlled by the control units and act on the friction clutches by a disengaging mechanism. In order to counter block the partial drive trains disposed downstream of the friction clutches, particularly automatically closed friction clutches during a malfunction of an actuator module, the actuator modules are connected among each other to a data line, which allows monitoring of the actuator modules and counter-measures.
    Type: Grant
    Filed: July 1, 2010
    Date of Patent: October 14, 2014
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Martin Zimmermann, Matthias Gramann, Juergen Gerhart, Martin Rapp, Wolfgang Hill, Michael Menzel, Wai-Wai Buchet
  • Patent number: 8838366
    Abstract: A hybrid drive apparatus includes an input member that is drivingly connected to a rotary electric machine and drivingly connected via an input clutch to an internal combustion engine, an output member that is drivingly connected to the input member and transmits rotation of the input member to wheels, and a control device that controls the rotary electric machine. The control device is capable of performing valve opening/closing phase control that advances or retards opening/closing phases of valve elements provided in the internal combustion engine via a valve opening/closing phase adjusting mechanism and, with the internal combustion engine in a stopped state before starting a vehicle, advances the opening/closing phases of the valve elements to bring the opening/closing phases of the valve elements into an advanced phase state relative to predetermined reference phases, thus starting the vehicle with torque of the rotary electric machine in the advanced phase state.
    Type: Grant
    Filed: February 16, 2011
    Date of Patent: September 16, 2014
    Assignees: Aisin Aw Co., Ltd., Toyota Jidosha Kabushiki Kaisha
    Inventors: Daiki Suyama, Toshihiko Kamiya
  • Patent number: 8834319
    Abstract: A vehicle is provided with an engine, an electric machine connected to the engine by an upstream clutch, a transmission gearbox connected to the electric machine by a downstream clutch, and a controller. The controller is configured to: (i) slip a downstream clutch, (ii) limit a torque output of an electric machine to a threshold value, (iii) engage an upstream clutch while the downstream clutch is slipping, and (iii) engage the downstream clutch. A method for controlling an electric machine in a vehicle during an upstream torque disturbance is provided. The downstream clutch is slipped and the torque output of an electric machine is limited to a threshold value. The upstream clutch is engaged while the downstream clutch is slipping. The downstream clutch is engaged.
    Type: Grant
    Filed: May 7, 2012
    Date of Patent: September 16, 2014
    Assignee: Ford Global Technologies, LLC
    Inventor: Bernard D. Nefcy
  • Patent number: 8821342
    Abstract: An accessory drive motor configuration is disclosed. One embodiment of the accessory drive motor configuration is an apparatus including an internal combustion engine having a crankshaft, wherein the crankshaft is structured to provide traction power. The apparatus further includes an accessory drive system operably coupled to a shaft. The shaft is selectively coupled to an electro-mechanical device and selectively coupled to the internal combustion engine. The shaft extends through at least a portion of the electro-mechanical device.
    Type: Grant
    Filed: December 29, 2011
    Date of Patent: September 2, 2014
    Assignee: Cummins Inc.
    Inventors: Morgan MacKenzie Andreae, David M. Barnes, Vivek Anand Sujan
  • Publication number: 20140235402
    Abstract: A vehicle drive device comprises: an electric motor as a drive force source for running, the vehicle drive device further comprising one end portion of an output rotating member of the electric motor being coupled to first drive wheels via a first power connecting/disconnecting device selectively interrupting power transmission, the other end portion of the output rotating member being coupled to second drive wheels through a second power connecting/disconnecting device selectively interrupting power transmission at a shift ratio different from a shift ratio between the one end portion and the first drive wheels, and the first power connecting/disconnecting device and the second power connecting/disconnecting device being alternatively put into a power transmittable state of transmitting power so as to shift gears between the first drive wheels or the second drive wheels and the electric motor.
    Type: Application
    Filed: September 20, 2011
    Publication date: August 21, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Tomoya Matsubara, Isao Sato, Satoru Takahashi
  • Patent number: 8808142
    Abstract: A starter system for an auxiliary power unit (APU) includes a starter motor operably connectable to the APU. A clutch is arranged to operably connect the starter motor to the APU when engaged. A torque limiting control unit is disposed and configured to provide APU starter power to the starter motor according to a starting schedule. The starting schedule is configured to govern an acceleration rate of the starter motor after the clutch is engaged.
    Type: Grant
    Filed: April 9, 2012
    Date of Patent: August 19, 2014
    Assignee: Hamilton Sundstrand Corporation
    Inventor: Issam Al-Khairy
  • Publication number: 20140213411
    Abstract: A driving device includes a motor control unit and a clutch control unit. When the motor control unit stops a motor from an operating state, the clutch control unit controls the energization and de-energization of an exciting coil of each of electromagnetic clutches so as to switch one or more but not all of the electromagnetic clutches to a cutoff state while keeping the remaining electromagnetic clutches in a connected state.
    Type: Application
    Filed: January 24, 2014
    Publication date: July 31, 2014
    Applicant: KYOCERA Document Solutions Inc.
    Inventor: Daijiro UENO
  • Patent number: 8790216
    Abstract: A drive device for a vehicle includes an electric machine and an axle which is drivable by the electric machine. A disengageable mechanical coupling is provided between the drivable axle and the electric machine. This coupling is designed as a jaw coupling.
    Type: Grant
    Filed: July 28, 2009
    Date of Patent: July 29, 2014
    Assignee: Robert Bosch GmbH
    Inventors: Uwe Tellermann, Kaspar Schmoll Genannt Eisenwerth
  • Patent number: 8771139
    Abstract: A power transmission unit, including: an engine; a plurality of speed change gear pairs, each having a different gear ratio, and to which a power outputted from the engine is transmitted; an output member outputting the power transmitted from any of the selected speed change gear pair; a differential mechanism, which has three rotary elements performing a differential action, and in which a first rotary element of the three rotary elements is connected with the engine; and an electric motor, connected with a second rotary element of the three rotary elements. The plurality of speed change gear pairs include a first gear pair connected with the first rotary element and the output member, and a second gear pair connected with a third rotary element of the three rotary elements and the output member.
    Type: Grant
    Filed: June 18, 2008
    Date of Patent: July 8, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Yukihiko Ideshio, Hideaki Komada, Takashi Ohta
  • Patent number: 8771138
    Abstract: A vehicle drivetrain has a first driver, a first clutch to selectively couple the first driver with an engine, an energy storage device coupled to the first driver, a second driver coupled to the energy storage device and connected to a driveshaft, and a second clutch that selectively couples the first and second drivers. In one embodiment, the first clutch is opened and the second clutch is closed during a vehicle operating condition requiring high torque, the first clutch is closed and the second clutch is opened during a transient vehicle operating condition, and the first clutch and the second clutch are closed during a steady-state vehicle operating condition. Additional clutches may be included to reduce energy losses or provide multiple mechanical ratios. The drivers themselves may be pumps, motors, generators, combined pump/motors, or combined motor/generators, making the invention suitable for both hydraulic implementation and electric implementation.
    Type: Grant
    Filed: September 16, 2011
    Date of Patent: July 8, 2014
    Assignee: Eaton Corporation
    Inventors: Brian L. Van Batavia, Timothy I. Meehan, Michael W. Olson, David L. Makis, Michael J. Voigt, David S. Remba, Don R. Draper
  • Patent number: 8758200
    Abstract: A system and method for controlling a hybrid vehicle including a transmission having a torque converter with a bypass clutch include controlling the slip between the impeller and the turbine of the torque converter in slip mode operation to regulate the converter torque ratio and maintain substantially constant torque at the turbine. Controlled slip uses the hydrodynamic coupling of the torque converter to balance the desired and delivered torque while damping torque disturbances transmitted through the driveline to manage noise, vibration and harshness (NVH).
    Type: Grant
    Filed: May 7, 2012
    Date of Patent: June 24, 2014
    Assignee: Ford Global Technologies, LLC
    Inventors: Zhengyu Dai, Hong Jiang
  • Patent number: 8758193
    Abstract: A first engine ENG1, transmission TM1, one-way clutch OWC1, driving target member 11 connected to an output member 121 of the one-way clutch, main motor/generator MG1 connected to the member 11, sub motor/generator MG2 connected to an output shaft S1 of the engine ENG1, battery 8, and controller 5. The controller 5 performs EV running, engine running, and series running where power generated by a sub motor/generator MG2 using the power of the first engine ENG1 is supplied to the main motor/generator MG1. Series running is carried out between EV running and the engine running when switching from EV running to engine running is carried out. A rotational speed of the engine and/or a transmission ratio of the transmission are/is controlled so that the rotational speed input to the input member is less than the rotational speed of the output member 121 during the series running control.
    Type: Grant
    Filed: June 15, 2011
    Date of Patent: June 24, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Publication number: 20140171262
    Abstract: An electric 4-wheel drive system that delivers electromotive force to a rear wheel in a vehicle using a front engine front-wheel drive. The system includes a motor that has a hollow type rotating shaft, wherein a rear-wheel drive shaft is inserted into the hollow of the rotating shaft. In addition, the system includes a one-way clutch that is installed within the hollow, combined with the rear-wheel drive shaft and the rotating shaft, and is configured to selectively block rotary power delivered from the rotating shaft to the rear-wheel drive shaft.
    Type: Application
    Filed: July 26, 2013
    Publication date: June 19, 2014
    Applicant: HYUNDAI MOTOR COMPANY
    Inventor: Ji-Yoel Joeng
  • Patent number: 8740745
    Abstract: In a vehicle drive device including a transmission mechanism 54, a range changing mechanism 55, a motor generator MG1 or MG2, and a control device 200, 300, when a clutch sleeve 553 becomes unable to slide during a range changing process, the clutch sleeve 553 is restored as quickly as possible so that the clutch sleeve 553 can slide, whereby changing of ranges can be completed. The control device 200, 300 causes a connection target gear piece 551 or 552 to rotate in the same direction as the direction of input rotation to the transmission mechanism 54 in response to a range change request, and causes the clutch sleeve 553 to slide. When determining that the clutch sleeve 553 has become unable to slide during the range change process, the control device 200, 300 causes the motor generator MG1 or MG2 to rotate the connection target gear piece 551 or 552 in a direction opposite to the direction of input rotation to the transmission mechanism 54.
    Type: Grant
    Filed: March 23, 2011
    Date of Patent: June 3, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Mai Murayama
  • Patent number: 8727925
    Abstract: A method for operating a hybrid vehicle drive-train having an engine, electric machine, transmission and a planetary gearset comprising ring, sun and carrier elements. A first planetary element is coupled to a transmission input shaft, a second planetary element is coupled to the electric machine, and a first clutch couples a third planetary element to the engine while a second clutch couples two of the three elements. When the second clutch is disengaged, the drive-train operates in a first mode while, when the second clutch is engaged, the drive-train operates in a second mode. When starting up or crawling, to change from first to second mode while maintaining traction force at the output, the second clutch engages to reduce the transmission capacity of the first clutch until slip occurs, then the engine speed is regulated, while synchronizing the second clutch, after which the second clutch engages without any load.
    Type: Grant
    Filed: October 18, 2012
    Date of Patent: May 20, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Johannes Kaltenbach, Kai Borntrager
  • Publication number: 20140135168
    Abstract: In a 4WD vehicle that is basically an FF type, a propeller shaft 4 includes, on a front end and a rear end thereof, respective driving force transmission devices 3 and 5. The propeller shaft 4 includes an electric motor 41, and when the electric motor 41 is rotated in a backward direction of the vehicle during a 2WD state, a hypoid ring gear 36 of a transfer mechanism 32 of the driving force transmission device 3 is moved so as to engage a clutch mechanism 31. By such an engagement, engine torque is transmitted to the driving force transmission device 5 via the propeller shaft 4. Thus, a hypoid ring gear 56 of a transfer mechanism 52 of the driving force transmission device 5 is moved so as to engage a clutch mechanism 51. Accordingly, a drive state is switched to a 4WD state.
    Type: Application
    Filed: June 28, 2011
    Publication date: May 15, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Takami Yokoo
  • Patent number: 8706366
    Abstract: Disclosed is an apparatus for controlling engine using height information capable of preventing an engine from stopping according to a position of a vehicle. An apparatus for controlling an engine of a vehicle using height information includes: a height information management unit storing a plurality of height information; and an idling controller that extracts one or more height information according to a position of the vehicle from the height information management unit to determine a slope of the vehicle and controls the idling of the vehicle according to the determination result.
    Type: Grant
    Filed: December 7, 2010
    Date of Patent: April 22, 2014
    Assignee: Electronics and Telecommunications Research Institute
    Inventors: Jae-Chul Kim, Seong-Ho Lee, Yoon-Seop Chang, Jae-Jun Yoo, Sun-Rae Park
  • Patent number: 8684885
    Abstract: First and second engines ENG1 and ENG2; first and second transmissions TM1 and TM2 shifting the output of the first and second engines; first and second one-way clutches OWC1 and OWC2 that are provided in each output portion of the first and second transmissions; a driving target member 11 commonly connected to the output members 121 of the first and second one-way clutches via clutch mechanisms CL1 and CL2 and transmits the rotational power transmitted to the output members of the one-way clutches to the driving wheel 2; a main motor/generator MG1 connected to the member 11; a sub motor/generator MG2 connected to the output shaft S1 of the first engine; a battery 8 sending/receiving the electric power between both motor/generators; a synchronization mechanism 20 connecting/disconnecting the member 11 and the output shaft S2 of the second engine; and a controller 5.
    Type: Grant
    Filed: May 10, 2011
    Date of Patent: April 1, 2014
    Assignee: Honda Motor Co., Ltd.
    Inventors: Kazuki Ichikawa, Fumiyasu Suga
  • Patent number: 8672805
    Abstract: A hybrid electric vehicle has a first mode in which slippage of a clutch between an electric motor and a driving wheel is allowed and controlled by rotational speed control of the electric motor and a second mode in which the slippage of the clutch is allowed and controlled by rotational speed control of an engine. When the vehicle is stationary in the first mode, a controller reduces a control setpoint of hydraulic pressure of the clutch from an initial point. The controller identifies a reference point of the control setpoint with which actual output torque of the electric motor becomes unchanged with respect to the reduction of the control setpoint. Then, the controller increases the control setpoint from the reference point at a higher gradient and then a lower gradient, and then sets the control setpoint to a corrected point below the initial point and above the reference point.
    Type: Grant
    Filed: January 30, 2012
    Date of Patent: March 18, 2014
    Assignees: JATCO Ltd, Nissan Motor Co., Ltd.
    Inventors: Hiromichi Akebono, Hideharu Yamamoto, Kota Miura, Hisashi Saito
  • Patent number: 8672803
    Abstract: An automated manual transmission system (1) including an input shaft (4), a clutch, an output shaft (6), and a gearbox enabling selection of different transmission ratios between the input shaft and the output shaft (6). An actuation mechanism (10) is operatively connected to the clutch and the gearbox to effect disengagement and re-engagement of the clutch and coordinated selection of the transmission ratios. A hybrid motor (14) is operably connected to the output shaft (6) and a control system (16) is operable to regulate the actuating mechanism in response to control inputs, to effect automatic gear changes. The hybrid motor (14) is responsive to the control system (16) to provide supplementary torque to the vehicle driveline when the clutch is disengaged, to reduce torque interruption in the driveline.
    Type: Grant
    Filed: December 17, 2009
    Date of Patent: March 18, 2014
    Assignee: NT Consulting International Pty. Ltd.
    Inventors: Richard Terrence Tamba, Simon Fitzgerald
  • Patent number: 8663065
    Abstract: A drivetrain of a motor vehicle, with a hybrid drive, comprising an internal combustion engine and an electric machine and a semi-automatic group transmission. The semi-automatic group transmission comprises at least a main transmission and a downstream group in drive connection downstream with the main transmission. An input shaft of the semi-automatic group transmission is connected, via a controllable starting clutch, to the internal combustion engine of the hybrid drive and an output shaft of the semi-automatic group transmission is connected to an axle drive. Depending on the shift position of at least one shifting element, the electric machine can be coupled to the force flow or the torque flow of the drivetrain between the main transmission and the downstream group of countershaft design and/or between the downstream group of a countershaft design and the axle drive.
    Type: Grant
    Filed: May 11, 2011
    Date of Patent: March 4, 2014
    Assignee: ZF Friedrichshafen AG
    Inventor: Johannes Kaltenbach
  • Patent number: 8652001
    Abstract: In a vehicle driving apparatus including a rotating electrical machine having a rotor and a case housing a power transmission device, a second projecting portion formed on a front cover member of the power transmission device is supported rotatably relative to a first projecting portion formed on a support wall of the case via a support bearing, a positioning fitting portion is provided to position a rotor support member for supporting the rotor relative to the front cover member in the radial direction, a torque transmitting coupling portion is provided on a radial direction outer side of the positioning fitting portion to couple the rotor support member and the front cover member so as to be capable of transmitting torque, and the positioning fitting portion and the torque transmitting coupling portion are respectively disposed to overlap a rotary support portion in an axial direction.
    Type: Grant
    Filed: December 17, 2010
    Date of Patent: February 18, 2014
    Assignees: Aisin Aw Co., Ltd., Toyota Jidosha Kabushiki Kaisha
    Inventors: Mikio Iwase, Tomohide Suzuki, Tatsuya Okishima, Toshihiko Kamiya
  • Patent number: 8636621
    Abstract: A control device of a vehicle includes: power dividing mechanism that has a plurality of rotating elements rotated by torque output and transmitted from an engine and a first motor/generator and switches a transmission mode according to the engaging states of the respective rotating elements; and a clutch that has a first engaging member and a second engaging member having a backlash between them in a rotating direction thereof, and that sets a transmission mode to a fixed transmission ratio mode by engaging the first engaging member connected to one of the rotating elements with the second engaging member, and sets the transmission mode to a continuously variable transmission ratio mode by releasing the engagement. In the control device of a vehicle, the magnitude of the reversed rotating torque is reduced when the direction of rotating torque acting between the first and seconds engaging members.
    Type: Grant
    Filed: July 8, 2009
    Date of Patent: January 28, 2014
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiromichi Kimura, Yukihiko Ideshio, Hiroaki Ebuchi, Tomohito Ono, Hirotatsu Kitabatake, Hideki Sano
  • Publication number: 20130331229
    Abstract: A handheld screwing apparatus having a torque clutch provided to restrict a torque that is maximally able to be transmitted to an inserted tool. The handheld screwing apparatus includes at least one monitoring unit, which is set up to ascertain a characteristic rotational offset quantity that describes a rotational offset of the torque clutch.
    Type: Application
    Filed: June 4, 2013
    Publication date: December 12, 2013
    Applicant: Robert Bosch GmbH
    Inventor: Dietmar SAUR
  • Patent number: 8579759
    Abstract: A hybrid electric vehicle has a first mode in which slippage of a clutch between an electric motor and a driving wheel is allowed and controlled by rotational speed control of the electric motor and a second mode in which the slippage of the clutch is allowed and controlled by rotational speed control of an engine. When the vehicle is stationary in the first mode, a controller reduces a control setpoint of hydraulic pressure of the clutch from an initial point. The controller identifies a reference point of the control setpoint with which actual output torque of the electric motor is substantially constant with respect to the reduction of the control setpoint. Then, the controller increases the control setpoint to a precharge point, and reduces the control setpoint to a corrected point that is lower than or substantially equal to the initial point and higher than the reference point.
    Type: Grant
    Filed: October 28, 2011
    Date of Patent: November 12, 2013
    Assignee: JATCO Ltd
    Inventors: Hiromichi Akebono, Hideharu Yamamoto, Kota Miura, Hisashi Saito
  • Publication number: 20130296125
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, operation of a driveline disconnect clutch is adjusted to compensate for clutch wear and manufacturing tolerances.
    Type: Application
    Filed: February 25, 2013
    Publication date: November 7, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Alex O'Connor Gibson, James William Loch McCallum, Seung-Hoon Lee, Gregory Michael Pietron, Yuji Fujii
  • Publication number: 20130296129
    Abstract: A motor drive assembly for a vehicle is proposed which can prevent a two-way roller clutch of the current speed ratio and a two-way roller clutch of the next speed ratio from engaging simultaneously. This assembly includes a first-speed friction plate (52a) formed with engaging protrusions (66a) on the first-speed side, a shift ring (51) formed with engaging recesses (65). While the shift ring (51) is in a first-speed shift position SP1f, the engaging protrusions (66a) are adapted to be engaged in the engaging recesses (65), thereby preventing rotation of the shift ring (51) relative to the first-speed friction plate (52a). The shift ring (51) is further provided with projections (63) on its inner periphery. The drive assembly further includes an annular protrusion (58) formed with cutouts (62).
    Type: Application
    Filed: December 28, 2011
    Publication date: November 7, 2013
    Inventors: Yoshinori Itakura, Guodong Li
  • Publication number: 20130296114
    Abstract: A vehicle includes an engine, a traction motor, and a torque converter that is driven by the traction motor. A clutch arrangement mechanically couples an output of the torque converter to transmission gearing. A controller is provided in the vehicle that is configured to command an increase in slip, or decrease in clutch pressure, in the clutch arrangement in response to an increase in speed of the traction motor. The commanding of an increase in slip enables a product of the torque ratio of the torque converter and an input torque to the torque converter to remain generally constant during the increase in speed of the traction motor.
    Type: Application
    Filed: May 7, 2012
    Publication date: November 7, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Bernard D. Nefcy, Daniel Scott Colvin, Marvin Paul Kraska, Michael John Encelewski, Hong Jiang, Felix Nedorezov
  • Publication number: 20130284527
    Abstract: An electric vehicle can include a power unit including a speed reduction device coupled to a motor output shaft. Two systems can be provided which are a drive-power transmission path to transmit rotation of a motor to a wheel hub, and a regenerative-power transmission path to transmit rotation of the hub to the motor. A drive-side one-way clutch is provided between the hub and a second internal gear being the final-stage gear in the drive-power transmission path and is configured to transmit rotation of the drive-side final-stage gear to the hub. A regeneration-side one-way clutch is provided between the hub and a regeneration-side first-stage gear and is configured to transmit rotation of the hub to the regeneration-side first-stage gear.
    Type: Application
    Filed: March 25, 2013
    Publication date: October 31, 2013
    Inventor: Honda Motor Co., Ltd.
  • Patent number: 8568275
    Abstract: A control device includes an input member drivingly coupled to at least one of an internal combustion engine and a rotating electrical machine as driving force sources of a vehicle. When downshifting or upshifting the control device controls the engagement pressure of a direct coupling clutch to a pressure lower than the direct coupling limit engagement pressure during downshifting, when downshifting in a state in which required input torque, which is torque that is required to be transferred to the input member, is set to a positive torque, and the control device controls the engagement pressure of the direct coupling clutch to a pressure equal to or higher than the direct coupling limit engagement pressure during downshifting or upshifting, when performing downshifting in a state in which the required input torque is set to a negative torque, or when performing upshifting regardless of the required input torque.
    Type: Grant
    Filed: March 22, 2011
    Date of Patent: October 29, 2013
    Assignee: Aisin Aw Co., Ltd.
    Inventors: Nobuaki Inagaki, Hiroya Ueno, Takeshi Tateishi, Nobuhiro Iwai, Hiroshi Tsutsui
  • Patent number: 8545353
    Abstract: A motor drive system configuration for a vehicle. The motor drive system includes an engine operable for providing power to the vehicle, a motor operable for providing power to a first wheel and a second wheel of the vehicle. The motor drive system also includes a first transmission mounted between the engine and the motor and in operative engagement with the motor and the engine. The first transmission includes a first clutch for coupling and decoupling the motor with the engine. The motor drive system also includes a differential in operative engagement with the transmission and coupled to the first wheel and the second wheel, and a clutch for disabling the connection between the motor and the wheels.
    Type: Grant
    Filed: December 23, 2011
    Date of Patent: October 1, 2013
    Assignee: Fisker Automotive, Inc.
    Inventors: Paul Boskovitch, J. Axel Radermacher
  • Patent number: 8548703
    Abstract: A method to determine excessive clutch slippage in a transmission coupled to an engine and an electric machine adapted to selectively transmit power to an output member through selective application of torque-transfer clutches includes monitoring rotational velocities of the electric machine, engine and output member, monitoring a transmission operating range state, determining a clutch slip based upon monitored rotational velocities for one of the torque-transfer clutches intended to be synchronized based upon the transmission operating range state, and indicating a runaway slip event if the clutch slip is in excess of a threshold slip level through a threshold slip duration.
    Type: Grant
    Filed: October 9, 2008
    Date of Patent: October 1, 2013
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventor: Jy-Jen F. Sah
  • Patent number: 8541972
    Abstract: Disclosed is a method for suppressing a speed ripple occurring during an operation of an AC motor by using a torque compensator based on an activation function. The method includes the steps of calculating a speed error ?err based on a reference speed ?ref and an actual speed ?act; calculating a controller output Trm by using the speed error ?err as an input of a PI control and an operation of a compensated torque Tcom; and determining a torque variation based on the controller output Trm and a reference torque Tref and operating the torque variation in relation to an anti-windup gain Ka to use torque variation as an input of an integral (I) control. The method suppresses the speed ripple by compensating for the torque ripple through a controller which calculates the compensated torque by taking the signs of the speed error and the differential speed error into consideration.
    Type: Grant
    Filed: December 8, 2011
    Date of Patent: September 24, 2013
    Assignee: Kyungsung University Industry Cooperation Foundation
    Inventors: Dong Hee Lee, Jin Woo Ahn
  • Patent number: 8529401
    Abstract: A control system for driving motor configured to synchronize rotor phases of a plurality of driving motors of wheels using a single inverter. The control system comprises driving motor connected with a wheel to drive the wheel; a clutch interposed between the driving motor and the wheel; and a current control means connected with the driving motor to supply current thereto. A switching unit switches electrical connection in a manner to supply the current to both of the driving motors from one of the current control unit by interrupting the current supply from the other current control unit. The clutch interrupts torque transmission in case the switching mechanism switches the electrical connection in a manner to supply the current to both of the driving motors from one of the current control unit to drive the vehicle.
    Type: Grant
    Filed: April 23, 2010
    Date of Patent: September 10, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Kazuya Arakawa, Kensuke Yoshizue
  • Patent number: 8515639
    Abstract: The embodiments herein provide an automatic clutch system for automobiles. The system comprises a mechanical section and an electronic section. The mechanical section comprises a rail support base with a rail-shaped ridge installed, dynamic parts installed on the rail-shaped ridge, supporting arms, an elevator mechanism connected to the clutch pedal and a clutch pedal lever. The electronic section comprises an input section for placing the elevator mechanism in due place and a keyboard for regulation, a sensor circuit, a command circuit including microcontroller, an exit section for changing a position of the elevator mechanism, a feedback circuit including a rotary encoder and monitors. The command circuit processes an instruction data from the input resources based on the regulations set by the user and transmits a command to the output section to position the elevator mechanism.
    Type: Grant
    Filed: November 10, 2011
    Date of Patent: August 20, 2013
    Inventor: Mehdi Zaerin
  • Patent number: 8506451
    Abstract: A vehicle drive including an input coupled to an engine, an output coupled to wheels, an intermediate member between the input and output and coupled to a rotary electric machine, a friction engagement device between the input and intermediate member, and a control device. The control device, when starting the engine with the friction engagement device disengaged, engages the friction engagement device when a rotational speed difference between the input and intermediate member is equal to or less than a predetermined value; raises a rotational speed of the input using the rotary electric machine with the friction engagement device engaged to start the engine; and, when a rotational speed of the engine is equal to or more than a predetermined value, reduces an engagement pressure of the friction engagement device and the friction engagement device is returned to the engaged state when the rotational speed difference reaches a threshold.
    Type: Grant
    Filed: April 4, 2012
    Date of Patent: August 13, 2013
    Assignee: Aisin AW Co., Ltd.
    Inventors: Shigeki Takami, Tomoo Atarashi, Yoshihisa Yamamoto
  • Patent number: 8480537
    Abstract: The second clutch is caused to transition to an engaged state after setting the second clutch in a slip state when the vehicle starts in the hybrid start mode, the temperature of a magnet of the electric motor is estimated based on the temperature of the hydraulic oil and an operating condition of the electric motor when the second clutch is controlled to be in the slip state; and an output torque and a lower limit rotation speed of the electric motor is restricted and reduced when the estimated temperature of the magnet exceeds a restrictive temperature.
    Type: Grant
    Filed: October 26, 2011
    Date of Patent: July 9, 2013
    Assignee: Jatco Ltd
    Inventors: Yukihiro Sano, Ippei Suzuki, Yuukou Nojiri
  • Patent number: 8480538
    Abstract: A utility vehicle is disclosed having an electric drive. The drivetrain is comprised of batteries, a motor, a transaxle driven by the motor, a rear differential driven by the transaxle, and a prop shaft which is driven by the transaxle and drives a front differential. The batteries are provided in two groups and are supported on the frame of the vehicle.
    Type: Grant
    Filed: May 17, 2012
    Date of Patent: July 9, 2013
    Assignee: Polaris Industries Inc.
    Inventors: Brian R. Gillingham, Joel M. Notaro, Amber P. Malone, Bradley R. Morisch, Joshua J. Leonard
  • Patent number: 8475332
    Abstract: In a locking mechanism provided with: a sleeve which is fixed in the circumferential direction and which can be stroked in the shaft line direction; a hub which can rotate in the circumferential direction orthogonal to the shaft line direction; and an actuator which can apply a driving force for displacing the sleeve in the shaft line direction, dog teeth are formed on the inner circumferential surface of the sleeve, and dog teeth are formed in the hub. Here, the engagement surfaces of the dog teeth are inclined at a predetermined angle with respect to the shaft line such that the hub performs relative rotation with respect to the sleeve in a process in which the sleeve is stroked in the shaft line direction. The ECU estimates the stroke volume of the sleeve on the basis of the rotation amount of the hub and the predetermined angle.
    Type: Grant
    Filed: April 24, 2009
    Date of Patent: July 2, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Daisuke Ishii, Shigeru Okuwaki
  • Patent number: 8469859
    Abstract: In a hybrid vehicle having a locking mechanism in which a play elimination process is required in the locking, a torque shock in the play elimination is reduced. In a hybrid vehicle 1 having a locking mechanism 700 which is a cam-lock type engaging apparatus, an ECU 100 performs MG1 locking control. In the control, play is formed between a cam 710 and a clutch plate 720 of the locking mechanism 700. The formed play is gradually reduced such that the torque shock in the play elimination does not occur due to the phase control of the cam 710, on the basis of an initial value of the amount of the play when the clutch plate 720 is bought into contact with a friction part 733 and a play elimination amount G.
    Type: Grant
    Filed: April 16, 2009
    Date of Patent: June 25, 2013
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Hiromichi Kimura, Tomohito Ono, Yukihiko Ideshio, Hirotatsu Kitabatake, Hiroaki Ebuchi
  • Patent number: 8465393
    Abstract: A method of accelerating decoupling of the starting clutch (5) that is able to connect the electric machine (2) to the transmission input in a hybrid drive-train of a motor vehicle, when a decoupling command is issued, at the same time as the regulation of the starting clutch begins for the purpose of decoupling the starting clutch (5) or a specified time after the regulation of the starting clutch begins. The electric machine is regulated in such manner that a torque is built up such that the transition to sliding friction, and thus decoupling and the onset of slip, are sped up while maintaining the nominal driving torque.
    Type: Grant
    Filed: November 18, 2011
    Date of Patent: June 18, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Thomas Lemp, Alexander Pfau