Clutch And Engine Controlled Patents (Class 477/83)
  • Patent number: 10316906
    Abstract: A method for learning a touch point of a transmission is disclosed. The method may include: moving a sleeve of a synchronizing device in a shift stage gear direction and calculating a predicted rotation speed based on an initial rotation speed and a rotation speed change rate of a transmission clutch; positioning a first point when a difference between an actual rotation speed and the predicted rotation speed occurs and positioning a second point when a difference value between the actual rotation speed and the predicted rotation speed reaches a set speed; calculating a determination time by subtracting a second time to move the sleeve from the first point to the second point from a first time to move the sleeve from the first point to a pre-stored touch point; and performing a correction and control on the touch point based on the determination time.
    Type: Grant
    Filed: November 30, 2017
    Date of Patent: June 11, 2019
    Assignees: HYUNDAI MOTOR COMPANY, KIA MOTORS CORPORATION, HYUNDAI AUTRON CO., LTD.
    Inventors: Young Min Yoon, Joon Bae Kim, Seong Jin Park
  • Patent number: 10094465
    Abstract: A method for controlling an Electronic Oil Pump (EOP) of a transmission includes performing a clutch temperature determination by determining whether a temperature of a clutch is equal to or greater than a predetermined reference value (A) previously input to a control unit, performing a vehicle speed check by, if it is determined that the clutch temperature is less than the predetermined reference value (A) previously input to the control unit, checking whether a vehicle speed is equal to or greater than a predetermined reference value (C) previously input to the control unit, and performing oil supply by the control unit supplying oil to the transmission by operating the EOP, wherein the oil supplied from the EOP is selectively supplied to a clutch or a gear of the transmission by controlling a solenoid valve.
    Type: Grant
    Filed: April 1, 2016
    Date of Patent: October 9, 2018
    Assignee: HYUNDAI MOTOR COMPANY
    Inventors: Young Min Yoon, Yong Uk Shin
  • Patent number: 9969397
    Abstract: A clutch disposed between an engine and an automatic transmission and including a first engagement element connected to the engine and a second engagement element connected to the automatic transmission. The electronic control unit is configured to, when a predetermined condition is satisfied, execute predetermined control in which the engine is stopped, the clutch is disengaged, and the vehicle is caused to travel. The electronic control unit is configured to start the engine when the predetermined condition is not satisfied during execution of the predetermined control, and execute downshift of the automatic transmission such that the rotational speed of the second engagement element becomes equal to or higher than a predetermined rotational speed when the predetermined condition is not satisfied during the execution of the predetermined control and the rotational speed of the second engagement element is lower than the predetermined rotational speed, and then engage the clutch.
    Type: Grant
    Filed: December 15, 2014
    Date of Patent: May 15, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Takahiro Yokokawa
  • Patent number: 9951739
    Abstract: A method for preparing a start/stop system of a motor vehicle drive for a future driveaway process may include determining a future change time of a traffic light signal emitter from red light to green light; and automatically starting an internal combustion engine of the motor vehicle drive at a start time which comes before the future change time by a predetermined duration.
    Type: Grant
    Filed: January 8, 2016
    Date of Patent: April 24, 2018
    Assignee: CONTINENTAL AUTOMOTIVE GMBH
    Inventors: Tobias Huber, Hans-Walter Woerz
  • Patent number: 9534530
    Abstract: Methods and systems are provided for adjusting charge motion control devices coupled to a series of cylinders organized into cylinder groups, one of the cylinder groups including a dedicated EGR cylinder group wherein the cylinders are the only engine cylinder routing exhaust to an engine intake. In one example, a first cylinder group may be a dedicated cylinder group recirculating exhaust to the intake manifold while a second cylinder group may be a non-dedicated cylinder group routing exhaust to a turbine. A method may include adjusting a first charge motion control device coupled to the first cylinder group and a second charge motion control device coupled to the second cylinder group to vary a charge motion level between the first and second cylinder groups.
    Type: Grant
    Filed: August 7, 2014
    Date of Patent: January 3, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Chris Paul Glugla, Daniel Joseph Styles, Michael Damian Czekala, James Alfred Hilditch
  • Patent number: 9062764
    Abstract: A clutch control system for a transmission for detecting if hydraulic control during shifting is not executed. A first clutch and a second clutch are switched from a disengagement state to an engagement state by receiving a predetermined pressure generated by a hydraulic pump. A transmission executes shifting to an adjacent gear step by operation of switching the engagement state of the first clutch and of the second clutch from one side to the other side. If an elapse time t from the start of clutch switching operation reaches a predetermined time and an input-output speed ratio which is a ratio between engine speed and counter shaft rotational number falls within a predetermined range corresponding to a gear step before shifting, the transmission control unit discontinues the clutch switching operation by stopping the supply of hydraulic pressure to the other side clutch to bring it into the disengagement state.
    Type: Grant
    Filed: November 19, 2008
    Date of Patent: June 23, 2015
    Assignee: Honda Motor Co., Ltd.
    Inventors: Hiroyuki Kojima, Kazunari Iguchi, Kazuma Morimitsu, Takashi Ozeki, Yoshiaki Tsukada, Shigeru Tajima
  • Patent number: 9028365
    Abstract: A method of controlling a multiple step downshift is disclosed. Two offgoing shift elements are released and two oncoming shift elements are engaged to complete the downshift. During a first phase of the downshift, one of the offgoing shift elements controls the rate of increase of input shaft speed. During a second phase of the downshift, one of the oncoming shift elements controls the rate of increase of the input shaft speed. The method computes target torque capacities such that output torque and input shaft acceleration are continuous during the transition between phases. Furthermore, the method computes target torque capacities such that both oncoming clutches reach zero relative speed simultaneously as the input shaft reaches the final speed ratio.
    Type: Grant
    Filed: March 13, 2013
    Date of Patent: May 12, 2015
    Assignee: Ford Global Technologies, LLC
    Inventors: Diana Yanakiev, Vladimir Ivanovic, Bradley Dean Riedle, Eric Hongtei Tseng
  • Patent number: 9020718
    Abstract: A torque converter (1) connecting an engine (14) and a transmission (15) of a vehicle is provided with a lockup clutch (2), and a controller (5) is programmed to increase an engagement force of a lockup clutch (2) under open loop control before shifting to feedback control of the engaging force using a target slip rotation speed. When an engine output torque rapidly decreases during open loop control (S59, S60), the controller (5) decreases the engaging force according to a variation amount of the engine output torque (S61, S65), thereby preventing an unintentional sudden engagement of the lockup clutch (2) due to decrease in the engine output torque.
    Type: Grant
    Filed: June 28, 2006
    Date of Patent: April 28, 2015
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yuji Katsumata, Satoshi Segawa
  • Patent number: 8998773
    Abstract: A method of controlling shifting in a transmission having a first partial transmission, designed as a dual-clutch transmission, which comprises first and second clutches by which the dual-clutch transmission can be functionally connected to a turbocharged internal combustion engine. A second partial transmission is arranged in the drive-train, downstream of the dual-clutch transmission, which is in the form of a main transmission that shifts with traction force interruption. To at least reduce traction power loss of the turbocharged engine after a traction shift, during a traction shift involving a gearshift in the main transmission, the clutches are at least partially engaged so as to be braced against one another and produce a torque that acts in opposition to the drive engine by virtue of which, during the traction shift, the supercharge pressure of the drive engine is largely maintained, or at least built up shortly after the traction shift.
    Type: Grant
    Filed: September 14, 2011
    Date of Patent: April 7, 2015
    Assignee: ZF Friedrichshafen AG
    Inventors: Florian Schneider, Roland Mair
  • Patent number: 8942900
    Abstract: An automotive electronic control system configured to control the powertrain to stop the internal combustion engine and disengage the drive line, which results in the motor vehicle entering a freewheel running condition with the internal combustion engine off. The control system is further configured to control the drive line during an internal combustion engine run-down after the motor vehicle enters the freewheel running condition, to cause a gear to engage for inertial cranking of the internal combustion engine before the internal combustion engine leaves a self-sustaining operating condition.
    Type: Grant
    Filed: August 3, 2012
    Date of Patent: January 27, 2015
    Assignee: C.R.F. Società Consortile per Azioni
    Inventors: Roberto Finizio, Alessandro Polimeno
  • Publication number: 20140349811
    Abstract: A vehicle driving system in which a clutch is disposed between an engine output member and an automatic transmission and the clutch is used as a start clutch that is slip-controlled when a vehicle starts. When a lubricant relay valve is switched to the communicating position, oil from the pressure-regulating oil passage is supplied to the clutch via the input port, the output port, and the clutch lubricant passage. When the lubricant relay valve is switched to the cutoff position, the oil from the pressure-regulating oil passage is supplied to the clutch via the orifice and the clutch lubricant passage, the feedback pressure of the feedback port is increased, the communication rate between the pressure-regulating port and the back-pressure port is increased, and the amount of lubricant supplied from the back-pressure oil passage to the lubrication portion of the automatic transmission is increased.
    Type: Application
    Filed: February 27, 2013
    Publication date: November 27, 2014
    Inventors: Shinya Ichikawa, Kazuyuki Noda, Kazuhito Enomoto, Takayoshi Yonezu
  • Patent number: 8876659
    Abstract: An engine start control device includes a mechanical pump supplying hydraulic pressure; an electric pump connected in parallel to the mechanical pump and independently driven; a device for stopping the engine when an idling stop condition is satisfied and starting the engine when a restart condition and a fuel injection condition are satisfied; a device for driving the electric pump when the hydraulic pressure is less than a first hydraulic pressure when the engine is stopped by idling stop; and a device for driving a motor at a target speed and for performing control so that the change in the target speed is small compared with the change exhibited when the hydraulic pressure is equal or higher than a second hydraulic pressure, when the hydraulic pressure is less than the second hydraulic pressure, and the restart condition is satisfied after the idling stop.
    Type: Grant
    Filed: October 21, 2011
    Date of Patent: November 4, 2014
    Assignee: Mitsubishi Electric Corporation
    Inventors: Nozomu Kamioka, Shinji Watanabe, Kensuke Hayashi, Satoshi Wachi
  • Patent number: 8845481
    Abstract: A method for operating a powertrain system including a torque machine coupled to an internal combustion engine that is coupled to a transmission includes, upon commanding a shift in a transmission operating range, activating an immediate response mode to effect the shift. Activating the immediate response mode includes controlling the engine to achieve a predicted engine torque command, and controlling motor torque of the torque machine in response to a difference between an actual engine torque and an immediate crankshaft torque for shift command. An arbitrated predicted motor torque is determined. A possible crankshaft torque is determined in response to the arbitrated predicted motor torque and the predicted engine torque command. Operation of the transmission at the end of the shift event is commanded in response to the possible crankshaft torque. A predicted response mode is activated to complete the shift in the transmission operating range.
    Type: Grant
    Filed: June 3, 2011
    Date of Patent: September 30, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Christopher E. Whitney, Adam J. Heisel
  • Publication number: 20140274559
    Abstract: A method of controlling a multiple step downshift is disclosed. Two offgoing shift elements are released and two oncoming shift elements are engaged to complete the downshift. During a first phase of the downshift, one of the offgoing shift elements controls the rate of increase of input shaft speed. During a second phase of the downshift, one of the oncoming shift elements controls the rate of increase of the input shaft speed. The method computes target torque capacities such that output torque and input shaft acceleration are continuous during the transition between phases. Furthermore, the method computes target torque capacities such that both oncoming clutches reach zero relative speed simultaneously as the input shaft reaches the final speed ratio.
    Type: Application
    Filed: March 13, 2013
    Publication date: September 18, 2014
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Diana Yanakiev, Vladimir Ivanovic, Bradley Dean Riedle, Eric Hongtei Tseng
  • Patent number: 8825319
    Abstract: A method of controlling the performance of a vehicle from a stationary condition includes operating a vehicle powertrain in a creep mode following the disengagement of a driver-operated braking device; and operating the vehicle powertrain in a launch mode following an engagement of a driver-operated acceleration device subsequent to the disengagement of the driver-operated braking device. Operating a vehicle powertrain in a creep mode includes: applying a friction clutch to couple an engine crankshaft of the vehicle powertrain with an input shaft of the transmission; determining a torque command to accelerate the vehicle powertrain at a predetermined rate; providing the torque command to an engine controller to controllably increase the input torque to the transmission; and operating a closed loop engine speed control module to prevent the crankshaft speed from slowing below a predetermined engine idle speed.
    Type: Grant
    Filed: February 14, 2013
    Date of Patent: September 2, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Christopher E. Whitney, Klaus Pochner, Colin Hultengren, Krishnedu Kar
  • Publication number: 20140221156
    Abstract: A control device for a vehicle that includes an engine, a motor, and a clutch provided in a power transmission path between the engine and the motor. The control device includes an ECU. The ECU is configured to switch travel states of the vehicle from a first to a second travel state. In the first travel state, the vehicle travels by using driving force generated by at least the engine while the clutch is engaged. In the second travel state, the vehicle travels by using driving force generated by the motor while the engine is stopped and the clutch is disengaged. The ECU is configured to maintain an operation of the engine and keep the clutch engaged after target driving force of the engine changes to a negative value when disengagement of the clutch is prohibited in switching from the first travel state to the second travel state.
    Type: Application
    Filed: January 31, 2014
    Publication date: August 7, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Toshio SUGIMURA, Seiji KUWAHARA, Takahiko TSUTSUMI, Koki MINAMIKAWA, Shun SATO
  • 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: 8758197
    Abstract: A vehicle idle stop system is disclosed. The idle stop system comprises an engine, an automatic transmission, a first oil pump driven by said engine and generating hydraulic pressure which is supplied to a friction element of said automatic transmission, a second oil pump capable of operating and generating hydraulic pressure which is supplied to a friction element of said automatic transmission during an engine stop, and a controller. The controller is configured to control the engine to stop when a predetermined engine stop condition is satisfied, and to control the second oil pump to supply hydraulic pressure to a predetermined friction element coupled to a forward starting gear of the automatic transmission, the hydraulic pressure supplied to couple the predetermined friction element when the engine is automatically stopped and when a gear range of the automatic transmission is in a neutral range.
    Type: Grant
    Filed: June 23, 2011
    Date of Patent: June 24, 2014
    Assignee: Mazda Motor Corporation
    Inventors: Shinya Kamada, Motomi Kobayashi, Koshiro Saji
  • Patent number: 8758198
    Abstract: A power transmitting apparatus for a vehicle mounted with a torque converter can be configured to instantly supply sufficient oil to a clutch mechanism on restart of the engine after an idle-stop without an electrically-driven oil pump. A power transmitting apparatus can comprise a torque converter having a torque amplifying function, a clutch mechanism, an oil pump, a clutch control device, an engine control device, and a flow control device. The oil pump can be driven by the driving power of the engine to supply oil to the clutch mechanism and the torque converter to operate them. The flow control device can be configured to limit or prevent the supply of oil to the torque converter by the oil pump and to prioritize the supply of oil to the clutch mechanism when the engine is restarted by the engine control device after the idle-stopped condition.
    Type: Grant
    Filed: October 25, 2012
    Date of Patent: June 24, 2014
    Assignee: Kabushiki Kaisha F.C.C.
    Inventors: Tatsuyuki Ohashi, Shouji Asatsuke, Akio Oishi, Ryouhei Chiba, Jun Ishimura, Keiichi Ishikawa
  • Patent number: 8725336
    Abstract: In this power transmission control device, an EV travel mode for traveling by using only an electric-motor driving torque in a state in which a clutch torque is maintained to zero, and an EG travel mode for traveling by using the internal-combustion-engine driving torque in a state in which the clutch torque is adjusted to a value larger than zero are selectively realized depending on a travel state. In a state in which the EV travel mode is selected, when it is determined that a vehicle speed is higher than a predetermined speed Vth, “a gear position to be realized” is changed depending on the travel state of the vehicle, and when it is determined that the vehicle speed is equal to or lower than the predetermined speed Vth, “the gear position to be realized” is maintained to a current gear position independently of the travel state of the vehicle.
    Type: Grant
    Filed: September 20, 2012
    Date of Patent: May 13, 2014
    Assignee: Aisin AI Co., Ltd.
    Inventors: Kazutaka Kobayashi, Takeshige Miyazaki
  • Publication number: 20140106932
    Abstract: An engine automatic control system includes: a clutch that changes between transmission of power, generated by an engine, to a drive wheel and interruption of the power to the drive wheel; a clutch pedal that engages or disengages the clutch to operate an engagement state of the clutch; and an ECU that stops or starts the engine on the basis of an operation of the clutch pedal. The ECU starts the engine on the basis of an operation mode in which the clutch pedal is operated to engage the clutch during a stop of the engine.
    Type: Application
    Filed: November 29, 2011
    Publication date: April 17, 2014
    Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Chiyoko Kato
  • Patent number: 8666614
    Abstract: A twin-clutch type hybrid transmission is configured to include an input shaft 10, an odd-numbered stage shift mechanism 30, an even-numbered stage shift mechanism 60, a motor power mechanism 20, and an output mechanism 90. The shift mechanisms 30 and 60 include transmission gear trains 32 and 62, and main clutches 34 and 64, respectively, the main clutches 34 and 64 for selectively transmitting the power of the transmission gear train 32 and the power of the transmission gear train 62 to transmission shafts 40 and 70, respectively. The shift mechanisms 30 and 60 also include shift gear trains 41, 43, 45, 47, 72, 74, 76, and 78 provided to the transmission shafts 40 and 70 to transmit rotation to the output mechanism 90, respectively, and mechanical clutches 50, 52, 80, and 82 for selectively engaging the corresponding shift gear trains and the transmission shafts 40 and 70, respectively. As a result, a compact twin-clutch type hybrid transmission having high transmission efficiency can be obtained.
    Type: Grant
    Filed: July 7, 2010
    Date of Patent: March 4, 2014
    Assignee: Hitachi Nico Transmission Co., Ltd.
    Inventors: Hideki Nakamura, Masahiko Ibamoto, Tatsuro Abe
  • Publication number: 20140057754
    Abstract: Methods and systems are provided for controlling a vehicle engine coupled to a stepped-gear-ratio transmission. One example method comprises, in response to a first vehicle moving condition, shutting down the engine and at least partially disengaging the transmission while the vehicle is moving; and during a subsequent restart, while the vehicle is moving, starting the engine using starter motor assistance and adjusting a degree of engagement of a transmission clutch to adjust a torque transmitted to a wheel of the vehicle.
    Type: Application
    Filed: November 1, 2013
    Publication date: February 27, 2014
    Applicant: Ford Global Technologies, LLC
    Inventors: Alex O'Connor Gibson, Ross Dykstra Pursifull, Gopichandra Surnilla, Joseph Norman Ulrey, Roger Lyle Huffmaster, Peter John Grutter, Yuji Fujii, Gregory Michael Pietron, Seung-Hoon Lee
  • Publication number: 20140057756
    Abstract: Systems and methods are provided for restarting an engine that can be selectively deactivated during idle-stop conditions. In one embodiment, the engine is restarted with torque reduction over an interval of the restart, for example, by upshifting the transmission. In response to a vehicle launch request, the torque reduction is decreased, for example, by downshifting the transmission, to expedite return of driveline torque.
    Type: Application
    Filed: November 5, 2013
    Publication date: February 27, 2014
    Applicant: Ford Global Technologies, LLC
    Inventors: Felix Nedorezov, Hong Jiang, Alex O'Connor Gibson
  • Patent number: 8652002
    Abstract: A method of operating a torque converter clutch in an engine start-stop vehicle improves launch after an auto stop event. During the autostop event, hydraulic fluid is supplied to the torque converter clutch operator through one or more solenoid valves by an auxiliary electric pump. When the prime mover is started at the conclusion of the autostop event, the torque converter clutch is thus locked, assuring rapid and sufficient torque transfer through the torque converter to the transmission and improved acceleration during vehicle launch. As the vehicle accelerates, the hydraulic pressure in the clutch operator is reduced and slip through the clutch increased to achieve a smooth launch and return to conventional torque converter operation.
    Type: Grant
    Filed: April 9, 2012
    Date of Patent: February 18, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Paul G. Otanez, Zhen J. Zhang, Robert L. Moses, Gary E. McGee
  • Patent number: 8652005
    Abstract: A transmission configuration for a vehicle with at least a wet clutch (7) functioning as starting element. A coolant and a lubricant supply is provided via at least a pump device (5) which can be driven by a drive motor (1) of the vehicle. The pump device (5) can be driven in such a way that the conveyed flow volume of the pump device (5) is proportional to the rotational speed difference between the rotational speed of the drive motor (1) and the rotational speed of the clutch (7) which is designed and functions as the starting element.
    Type: Grant
    Filed: July 26, 2010
    Date of Patent: February 18, 2014
    Assignee: ZF Friedrichshafen AG
    Inventors: Mark Mohr, Matthias Reisch, Jurgen Wafzig
  • Patent number: 8579761
    Abstract: A gearshift control method for a motor vehicle whose drive train comprises a turbo-charged combustion engine, a startup clutch and a shift clutch and an automatic stepped transmission, in which drive engine torque deficiencies, that occur during the build-up of load at the end of a tractive upshift, are avoided without assisting the engine with an additional device or increasing the charge pressure. The method provides that the engine accelerates at the earliest, after the disengagement of the load gear, and at the latest, at the start of the load build-up after the engagement of the target gear up to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and is loaded, during the load build-up, with a largely constant engine speed beyond the intake torque of the engine to nearly the full load torque, before slipping of the friction clutch ends.
    Type: Grant
    Filed: March 2, 2011
    Date of Patent: November 12, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Florian Schneider, Roland Mair
  • Publication number: 20130297157
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an engine is couple to a transmission in response to a transmission upshift to reduce transmission output shaft torque disturbances.
    Type: Application
    Filed: February 25, 2013
    Publication date: November 7, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Gregory Michael Pietron, Jeffrey Allen Doering, Dennis Craig Reed, Alex O'Connor Gibson, Seung-Hoon Lee
  • Patent number: 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: 8512204
    Abstract: A powertrain system includes an engine coupled via an input member to a transmission to transfer torque to an output member. The engine is configured to execute an autostop event and an autostart event during ongoing powertrain operation. The transmission includes a plurality of planetary gear sets and a plurality of torque transfer clutches. The plurality of torque transfer clutches includes hydraulically-activated clutches and mechanical clutch devices, including an electromechanically-activated selectable one-way clutch. The transmission is configured to provide hydraulic pressure to activate the hydraulically-activated clutches using only a mechanically driven hydraulic pump. The transmission is configured to effect torque transfer among the input member, the plurality of planetary gear sets and the output member in one of a plurality of fixed gear states by selectively activating at least one of the plurality of torque transfer clutches.
    Type: Grant
    Filed: October 20, 2010
    Date of Patent: August 20, 2013
    Assignee: GM Global Technology Operations LLC
    Inventors: Farzad Samie, Chunhao J. Lee, Kumaraswamy V. Hebbale
  • Publication number: 20130203555
    Abstract: A method of controlling shifting in a transmission having a first partial transmission, designed as a dual-clutch transmission, which comprises first and second clutches by which the dual-clutch transmission can be functionally connected to a turbocharged internal combustion engine. A second partial transmission is arranged in the drive-train, downstream of the dual-clutch transmission, which is in the form of a main transmission that shifts with traction force interruption. To at least reduce traction power loss of the turbocharged engine after a traction shift, during a traction shift involving a gearshift in the main transmission, the clutches are at least partially engaged so as to be braced against one another and produce a torque that acts in opposition to the drive engine by virtue of which, during the traction shift, the supercharge pressure of the drive engine is largely maintained, or at least built up shortly after the traction shift.
    Type: Application
    Filed: September 14, 2011
    Publication date: August 8, 2013
    Inventors: Florian Schneider, Roland Mair
  • Patent number: 8494711
    Abstract: An automated start/stop system for a vehicle comprises an auto-stop module, a diagnostic module, and an auto-start module. The auto-stop module selectively initiates an auto-stop event and shuts down an engine while the vehicle is running. The diagnostic module selectively diagnoses a fault in a clutch pedal position sensor of the vehicle. The auto-start module, while the vehicle is running and the engine is shut down, selectively initiates an auto-start event after the fault has been diagnosed when current drawn by a starter motor is less than a predetermined maximum starting current.
    Type: Grant
    Filed: January 4, 2010
    Date of Patent: July 23, 2013
    Inventors: Awadesh Tiwari, Vijay Shettigar, Amit Kumar, Srinivas B. Chande
  • Patent number: 8491441
    Abstract: A hybrid vehicle control device is provided with an engine stop control section and a fuel injection control section. The engine stop control section is configured to issue an engine speed reduction command to reduce an engine speed of an engine during an engine stopping operation occurring in response to establishment of an engine stop condition by using an electric motor and slip engaging a drive-wheel side clutch disposed between the electric motor and a drive wheel such that the drive-wheel side clutch transmits rotational torque between the electric motor and the drive wheel. The fuel injection control section is configured to issue a fuel injection command to continue fuel injection during the engine stopping operation until the engine speed decreases below a prescribed engine speed whereupon the fuel injection is stopped.
    Type: Grant
    Filed: July 20, 2010
    Date of Patent: July 23, 2013
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Aki Fukitani
  • Publication number: 20130131965
    Abstract: A drive system for an automobile includes a combustion engine, a friction clutch, a multistep gearbox, a controller for controlling the combustion engine based on load lever position, clutch position, gear input shaft rotation speed, gear output shaft rotation speed, engaged gear stage, vehicle speed and/or vehicle acceleration, with a sensor connected with the controller determining a position of the friction clutch. A method for controlling this combustion engine includes the steps of receiving or generating with the controller information about a gear stage change, a clutch position change, a predetermined minimum vehicle speed and-or a predetermined maximum vehicle acceleration, and adjusting the rotation speed of the combustion engine in response to the received or generated information. This approach provides a particularly smooth and comfortable gear stage change.
    Type: Application
    Filed: May 23, 2012
    Publication date: May 23, 2013
    Applicant: AUDI AG
    Inventor: Tobias Attensperger
  • Publication number: 20130090818
    Abstract: A speed ratio shaft control for multiple ratio vehicle transmission has controlled release of an off-going transmission clutch and controlled engagement of an on-coming transmission clutch during a speed ratio upshift, at least one clutch being a friction torque establishing clutch. A controller, using shift-timing software strategy, actively manages in real time a clutch torque level for each clutch so that transient torque disturbances in a transmission torque output shaft are mitigated.
    Type: Application
    Filed: November 30, 2012
    Publication date: April 11, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventor: Ford Global Technologies, LLC
  • Publication number: 20130085034
    Abstract: A control system and method for controlling a multiple gear ratio automatic transmission in a powertrain for an automatic transmission having pressure activated friction torque elements to effect gear ratio upshifts. The friction torque elements are synchronously engaged and released during a torque phase of an upshift event as torque from a powertrain source is increased while allowing the off-going friction elements to slip, followed by an inertia phase during which torque from a powertrain source is modulated. A perceptible transmission output torque reduction during an upshift is avoided.
    Type: Application
    Filed: November 27, 2012
    Publication date: April 4, 2013
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventor: Ford Global Technologies, LLC
  • Patent number: 8412429
    Abstract: A vehicle 1 has a torque coupling 8, which is located in a driving power transmission system for transmitting the torque of an engine 2 to front and rear wheels 13f, 13r. The torque coupling 8 changes the torque distribution by adjusting the frictional engaging force of an electromagnetic clutch 16. The vehicle 1 also has a 4WD ECU 21 (CPU), which controls the operation of the torque coupling 8 based on the driving state. The 4WD ECU 21 (CPU) estimates a transfer case oil temperature Tptu. When the transfer case oil temperature Tptu is higher than or equal to a first predetermined transfer case oil temperature KTptu1, the 4WD ECU 21 executes overheat prevention control.
    Type: Grant
    Filed: October 22, 2009
    Date of Patent: April 2, 2013
    Assignee: JTEKT Corporation
    Inventors: Masaki Mita, Ryohei Shigeta, Tomoaki Kato
  • Patent number: 8380404
    Abstract: A control method for controlling, during a gear shifting or during a drive-away, a vehicle provided with an automatic manual transmission, the control method including the steps of: determining, in a design phase, a transmissibility function of a clutch, which provides the torque which is transmitted by clutch according to the degree of opening of clutch itself, determining an engine model in a design phase, determining a target torque which must be transmitted by means of clutch during the gear shifting or during the drive-away, controlling clutch for pursuing target torque which must be transmitted by means of clutch by using the transmissibility function, determining a target engine torque of engine according to target torque which must be transmitted by means of clutch and controlling the engine to pursue a target engine torque by using a feedforward control based on the engine model.
    Type: Grant
    Filed: April 6, 2010
    Date of Patent: February 19, 2013
    Assignee: Ferrari S.p.A.
    Inventors: Francesco Marcigliano, Alessandro Barone, Davide Montosi
  • Publication number: 20130040779
    Abstract: A gearshift control method for a motor vehicle whose drive train comprises a turbo-charged combustion engine, a startup clutch and a shift clutch and an automatic stepped transmission, in which drive engine torque deficiencies, that occur during the build-up of load at the end of a tractive upshift, are avoided without assisting the engine with an additional device or increasing the charge pressure. The method provides that the engine accelerates at the earliest, after the disengagement of the load gear, and at the latest, at the start of the load build-up after the engagement of the target gear up to the boost threshold speed or an engine speed which is slightly above the boost threshold speed, and is loaded, during the load build-up, with a largely constant engine speed beyond the intake torque of the engine to nearly the full load torque, before slipping of the friction clutch ends.
    Type: Application
    Filed: March 2, 2011
    Publication date: February 14, 2013
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Florian Schneider, Roland Mair
  • Patent number: 8360930
    Abstract: A clutch control device for obtaining a good shift shock reducing effect regardless of a change in clutch engagement point. A target NeV database stores a target NeV map as a target value of the ratio between an engine speed (Ne) and a vehicle speed (V) obtained from the engine speed after primary speed reduction by a gear transmission. The time period from the time of detection of a downshift operation to the time of completion of the reengagement of the clutch is composed of a first period until the clutch becomes a partially engaged condition after disengagement of the clutch, a second period during which the partially engaged condition is maintained, and a third period from the time when the clutch in the partially engaged condition starts to be driven in its engaging direction to the time when the reengagement of the clutch is completed.
    Type: Grant
    Filed: January 24, 2008
    Date of Patent: January 29, 2013
    Assignee: Honda Motor Co., Ltd.
    Inventors: Fuyuki Kobayashi, Kohsaku Murohashi, Katsuhiro Kunikiyo
  • Publication number: 20130012354
    Abstract: A fluid pressure control device for an automatic transmission that transfers power from a motor via a friction engagement element, including: a first pump actuated by the power from the motor; a pressure regulator that regulates pressure of a working fluid pumped from the first pump; a first flow passage connected to an output port of the pressure regulator; a second flow passage connected to a fluid pressure chamber of the friction engagement element; a switcher that establishes and blocks connection between the first flow passage and the second flow passage; a second pump actuated by supply of electric power and capable of supplying the working fluid to the second flow passage with connection between the first flow passage and the second flow passage blocked by the switcher; and a pressure accumulator that accumulates pressure of the working fluid. The pressure accumulator is connected to the first flow passage.
    Type: Application
    Filed: June 27, 2012
    Publication date: January 10, 2013
    Applicant: AISIN AW CO., LTD.
    Inventors: Tetsuya SHIMIZU, Kenichi TSUCHIDA, Satoshi NISHIO, Kazuki KOJIMA, Kazunori ISHIKAWA
  • Patent number: 8323148
    Abstract: A power transmitting apparatus for a vehicle mounted with a torque converter can be configured to instantly supply sufficient oil to a clutch mechanism on restart of the engine after an idle-stop without an electrically-driven oil pump. A power transmitting apparatus can comprise a torque converter having a torque amplifying function, a clutch mechanism, an oil pump, a clutch control device, an engine control device, and a flow control device. The oil pump can be driven by the driving power of the engine to supply oil to the clutch mechanism and the torque converter to operate them. The flow control device can be configured to limit or prevent the supply of oil to the torque converter by the oil pump and to prioritize the supply of oil to the clutch mechanism when the engine is restarted by the engine control device after the idle-stopped condition.
    Type: Grant
    Filed: September 16, 2011
    Date of Patent: December 4, 2012
    Assignee: Kabushiki Kaisha F.C.C.
    Inventors: Tatsuyuki Ohashi, Shouji Asatsuke, Akio Oishi, Ryouhei Chiba, Jun Ishimura, Keiichi Ishikawa
  • Patent number: 8306707
    Abstract: A system and method of dithering speed and/or torque for shifting a transmission of a vehicle having an engine, a reversible, variable displacement hydraulic motor/pump which can be driven by the engine, a hydraulic accumulator supplied by said motor/pump, and at least one reversible hydraulic driving motor for propelling the vehicle supplied with fluid by the hydraulic accumulator and/or by said motor/pump operating as a pump. A transmission unit connects the engine with the variable displacement hydraulic motor/pump during a first mode of operation (city mode) and connects the engine to a vehicle drive wheel during a second mode of operation. The system utilizes stored hydraulic energy to dither the output of the driving motor in order to achieve quick and smooth shifts between city and highway mode, or between various ranges within the city mode.
    Type: Grant
    Filed: November 10, 2008
    Date of Patent: November 6, 2012
    Assignee: Parker-Hannifin Corporation
    Inventors: Yisheng Zhang, John Loeffler
  • Patent number: 8282526
    Abstract: A method for controlling a powertrain comprising an electro-mechanical transmission mechanically-operatively coupled to an engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of torque-transfer clutches includes monitoring a clutch slip speed, synchronizing an oncoming clutch, and constraining reactive clutch torque limits for the oncoming clutch to achieve a reactive clutch torque that is less than an estimated clutch torque capacity.
    Type: Grant
    Filed: October 13, 2008
    Date of Patent: October 9, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Lawrence A. Kaminsky, Jy-Jen F. Sah
  • Patent number: 8246514
    Abstract: A transmission device that is built into a power output device outputting power to a drive shaft in combination with a power source and that includes an automatic transmission that changes a shift speed by switching an engagement state of at least one friction engagement element and transmits power from the power source to the drive shaft, the transmission device includes an engagement pressure regulating device and a control unit.
    Type: Grant
    Filed: July 28, 2009
    Date of Patent: August 21, 2012
    Assignee: Aisin AW Co., Ltd.
    Inventor: Takafumi Hayashi
  • Patent number: 8221285
    Abstract: A powertrain includes an electromechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member. A method for controlling the powertrain includes commanding a shift from a first operating range state to a second operating range state, identifying an off-going clutch, controlling torque output from said electric machine to offload reactive torque transmitted through said off-going clutch, selectively applying an oncoming clutch to offload reactive torque transmitted through said off-going clutch, and reducing a clutch torque capacity of said off-going clutch when said reactive torque transmitted through said off-going clutch is substantially zero.
    Type: Grant
    Filed: October 15, 2008
    Date of Patent: July 17, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Jy-Jen F. Sah
  • Patent number: 8185282
    Abstract: A method for the operation of a drivetrain comprising an automatic transmission, a motor and at least five shift elements in which two shift elements are engaged and three shift elements are disengaged. When carrying out an upshift or downshift, a first shift element is either disengaged or engaged, and a second shift element is engaged or disengaged. While the first upshift or downshift is being carried out, a second shift element is prepared for disengaging or engaging and a third shift element is prepared for engaging or disengaging. Actuation of the second shift element occurs by virtue of a minimum selection of a first alternative or a maximum selection a second alternative. While the first upshift or downshift is being carried out and while the second upshift or downshift is being carried out, at least one fourth shift element is kept engaged or nearly engaged.
    Type: Grant
    Filed: June 1, 2011
    Date of Patent: May 22, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Klaus Steinhauser, Christian Popp
  • Patent number: 8157703
    Abstract: The object of the present invention is to suppress the generation of abnormal noise from a transmission system that occurs when a vehicle is turning. A front wheel output shaft is directly linked with the transmission system, and a rear wheel output shaft is linked to the transmission system via a transfer clutch. When the front wheel output shaft rpm Nf and the rear wheel output shaft rpm Nr separate from each other beyond a specified value (?2) while turning a corner, and then the accelerator pedal is released and the engine rpm Ne and turbine rpm Nt approach each other beyond a specified value (?2), and then if vibration at a specified vibration frequency appears in the front wheel output shaft rpm Nf (?2), the duty ratio Rd of the clutch pressure control valve 52 is decreased (?2).
    Type: Grant
    Filed: March 5, 2009
    Date of Patent: April 17, 2012
    Assignee: Fuji Jukogyo Kabushiki Kaisha
    Inventor: Tomohiro Saito
  • Patent number: 8092339
    Abstract: A method for controlling a powertrain includes operating a transmission in a neutral operating range state, monitoring commands affecting an input speed, monitoring a tracked clutch slip speed, determining constraints on an input acceleration based upon the commands, determining a clutch slip acceleration profile based upon the constraints on the input acceleration, determining an input acceleration profile based upon the clutch slip acceleration profile, and controlling the powertrain based upon the clutch slip acceleration profile and the input acceleration profile.
    Type: Grant
    Filed: October 13, 2008
    Date of Patent: January 10, 2012
    Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler LLC, Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Lawrence A. Kaminsky, Jy-Jen F. Sah, Kristin L Day
  • Publication number: 20110319227
    Abstract: A vehicle idle stop system is disclosed. The idle stop system comprises an engine, an automatic transmission, a first oil pump driven by said engine and generating hydraulic pressure which is supplied to a friction element of said automatic transmission, a second oil pump capable of operating and generating hydraulic pressure which is supplied to a friction element of said automatic transmission during an engine stop, and a controller. The controller is configured to control the engine to stop when a predetermined engine stop condition is satisfied, and to control the second oil pump to supply hydraulic pressure to a predetermined friction element coupled to a forward starting gear of the automatic transmission, the hydraulic pressure supplied to couple the predetermined friction element when the engine is automatically stopped and when a gear range of the automatic transmission is in a neutral range.
    Type: Application
    Filed: June 23, 2011
    Publication date: December 29, 2011
    Applicant: Mazda Motor Corporation
    Inventors: Shinya Kamada, Motomi Kobayashi, Koshiro Saji