Electric Clutch Patents (Class 477/87)
  • Patent number: 10415673
    Abstract: A vehicle power unit is provided in which a transmission including a gear transmission mechanism and a gear selector mechanism is housed in a transmission case, the gear transmission mechanism having gear trains with a plurality of gear positions that can be established alternatively, the gear selector mechanism being capable of operating s as to alternatively establish the gear trains with the plurality of gear positions, and a plurality of rotational speed sensors individually detecting the rotational speed of a plurality of rotating members forming part of the transmission are mounted on the transmission case, wherein the plurality of rotational speed sensors are disposed in a distributed manner so as to sandwich the plurality of shaft members of the gear selector mechanism in a projection on a plane orthogonal to a central axis of a crankshaft.
    Type: Grant
    Filed: May 29, 2014
    Date of Patent: September 17, 2019
    Assignee: HONDA MOTOR CO., LTD.
    Inventors: Takeshi Sugano, Tensei Hayashi, Toshimasa Mitsubori
  • Patent number: 9921589
    Abstract: A method and a device for automatically deactivating a coasting operating mode in a motor vehicle with an internal combustion engine is disclosed. An activated coasting operating mode is deactivated if the current vehicle speed exceeds a threshold value. The threshold value is set as the sum of a minimum vehicle speed and of a maximum permissible increase in speed.
    Type: Grant
    Filed: September 20, 2012
    Date of Patent: March 20, 2018
    Assignee: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Goetz-Philipp Wegner, Urs Christen, Rainer Busch, Frederic Stefan
  • Patent number: 9260107
    Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a driveline disconnect clutch transfer function may be adapted in response to engine operating conditions during closing of the driveline disconnect clutch.
    Type: Grant
    Filed: February 25, 2013
    Date of Patent: February 16, 2016
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeffrey Allen Doering, Alex O'Connor Gibson, Dennis Craig Reed, Gregory Michael Pietron, Seung-Hoon Lee
  • 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: 8788160
    Abstract: A control system for a transmission engages at least three clutches to create braking within the transmission to slow a machine during a shuttle shifting operation. The control system may apply the clutches so as to allocate wear between the clutches equally or unequally, as desired.
    Type: Grant
    Filed: August 25, 2011
    Date of Patent: July 22, 2014
    Assignee: Caterpillar Inc.
    Inventors: Timothy Lorentz, Mathew Guldan, Hoon Lee
  • Patent number: 8585545
    Abstract: A method of controlling an electro-actuated clutch in an internal combustion engine, the clutch including a clutch mechanism, an electric motor for actuating the clutch mechanism, and a mechanical transmission, which is interposed between the electric motor and the clutch mechanism. During a manufacturing phase of the system, a detachable connection is established in the mechanical transmission, wherein a first element simply rests on a second element to divide the electro-actuated clutch into a first part, arranged upstream of the detachable connection, and a second part, arranged downstream of the detachable connection. During operation, a first position signal generated by a first position sensor mechanically connected to a point of the first portion of the electro-actuated clutch is read, as is a second position signal generated by a second position sensor mechanically connected to a point of the second portion of the electro-actuated clutch.
    Type: Grant
    Filed: December 14, 2009
    Date of Patent: November 19, 2013
    Assignee: Magneti Marelli S.p.A.
    Inventor: Stefano Giorgini
  • Patent number: 8560144
    Abstract: A method for controlling torque in a vehicle including monitoring a plurality of factors associated with an output torque request in response to an output torque request rate of change exceeding a predetermined threshold, and controlling rate limiting of a delivered output torque to achieve the output torque request rate of change based on the plurality of factors associated with the output torque request.
    Type: Grant
    Filed: June 17, 2011
    Date of Patent: October 15, 2013
    Assignee: GM Global Technology Operations LLC
    Inventor: Sean W. McGrogan
  • Publication number: 20120202648
    Abstract: There is provided a drive device for a vehicle. A forward clutch that is engaged during forward driving is provided in a power transmission path between an engine and a drive wheel. A spring is incorporated in an engagement oil chamber of the forward clutch, thereby causing the forward clutch to be held in a slipping state or an engaged state through the spring force even during an idling stop that suffers from reduced control oil pressure. This arrangement can prevent the forward clutch from producing an engagement shock during an engine restart. In addition, an input clutch driven by an electric actuator is provided in the power transmission path. With this arrangement, neutral control can be performed by disengaging the input clutch even if the forward clutch which is to be held in a slipping state or an engaged state is provided.
    Type: Application
    Filed: January 31, 2012
    Publication date: August 9, 2012
    Applicant: Fuji Jukogyo Kabushiki Kaisha
    Inventors: Takaharu KIKURA, Yoshinobu Yamazaki, Yusuke Kakihara, Kensuke Kaneda, Susumu Ito
  • Publication number: 20100160112
    Abstract: A method of controlling an electro-actuated clutch in an internal combustion engine, which clutch is provided with a clutch mechanism, an electric motor for actuating the clutch mechanism, and a mechanical transmission which is interposed between the electric motor and the clutch mechanism; the method includes the steps of establishing, during a manufacturing phase of the system, a detachable connection in the mechanical transmission, wherein a first element simply rests on a second element to divide the electro-actuated clutch into a first part, arranged upstream of the detachable connection, and a second part arranged downstream of the detachable connection; reading a first position signal generated by a first position sensor mechanically connected to a point of the first portion of the electro-actuated clutch; reading a second position signal generated by a second position sensor mechanically connected to a point of the second portion of the electro-actuated clutch; comparing the first position signal with
    Type: Application
    Filed: December 14, 2009
    Publication date: June 24, 2010
    Applicant: Magneti Marelli S.p.A.
    Inventor: Stefano Giorgini
  • Publication number: 20100120582
    Abstract: A method for operating a drive train of a vehicle in which the drive train has at least an internal combustion engine, an engine clutch, an electric machine, a single and a multi-group manual transmission with synchronized and/or unsynchronized shift elements for shifting gears, an axle transmission, as well as an associated control device for controlling the gear shifts. It is provided for the purpose of expanding the functional possibilities, that the electric machine is used, during gear shifts in the manual transmission, as a mode of synchronization, a synchronization aid, or at least as a shifting aid such that changes in the direction of rotation of the transmission shafts are taken into consideration.
    Type: Application
    Filed: January 25, 2008
    Publication date: May 13, 2010
    Applicant: ZF FRIEDRICHSHAFEN AG
    Inventors: Ulrich Reith, Mario Steinborn
  • Patent number: 7510503
    Abstract: A clutch failure detector is provided for detecting failure of an automatic clutch system. The clutch failure detector can include a current value detector and a determination device. Upon turning ON a main switch, an operation to disengage and engage a clutch can be performed by a clutch actuator, and a totalized value of current supplied to a clutch actuator can be calculated for a specific period of time while the clutch is in the process of engaging in the operation to disengage and engage the clutch. The totalized value can be compared with a preset threshold, and if a difference between the totalized value and the threshold is equal to or greater than a given value, it is determined that an automatic clutch system has a failure.
    Type: Grant
    Filed: August 31, 2006
    Date of Patent: March 31, 2009
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Yoshihiko Takeuchi
  • Patent number: 7467038
    Abstract: A method for detecting a rotational direction of the secondary side of a starting clutch in a motor vehicle string comprising the steps of determination of the primary speed of rotation of the primary side and of the secondary speed of rotation of the starting clutch. If the secondary speed of rotation is greater than the primary speed of rotation, an actuator operates in a closing direction, whereby the degree of closure of the starting clutch is adjusted to be dependent upon the acceleration of the secondary speed of rotation. A specified value for a rotational speed of the driving motor is produced which represents the secondary speed of rotation. To the extent that this value exceeds the value of the primary rotational speed, the rotational speed of the motor is regulated to the specified value. If the primary and secondary rotational speeds are equivalent within a preselected period of time, then detecting the same rotational direction for the primary and secondary sides of the starting clutch.
    Type: Grant
    Filed: November 21, 2005
    Date of Patent: December 16, 2008
    Assignee: ZF Friedrichshafen AG
    Inventors: Bernd Doebele, Norbert Wiencek
  • Patent number: 7416511
    Abstract: In a hybrid-drive electric vehicle, upon request of gear shifting of a transmission (2), a clutch (3) is first disconnected and the transmission (2) is set to a neutral position. The rotating electric generator 4 is then operated in a motor mode or a power generating mode so that a rotational speed of an input shaft of the transmission (2) reaches a region of a synchronizing rotational speed in accordance with a requested gear position. When the rotational speed of the input shaft of the transmission (2) reaches the region of the synchronizing rotational speed, the gear position of the transmission (2) is changed over from the neutral position to the requested gear position. Thus the rotation synchronizing time for the gear shifting in the transmission (2) is reduced, making it possible to perform the gear shifting for a short period of time.
    Type: Grant
    Filed: September 11, 2003
    Date of Patent: August 26, 2008
    Assignee: Nissan Diesel Motor Co., Ltd.
    Inventors: Mitsuhiro Nishina, Yuji Suzuki, Hideaki Gouda
  • Patent number: 7228216
    Abstract: In automatic shift control apparatus and method for a manual transmission, at least one clutch is interposed between an engine and the manual transmission and a controller performs a feedback control for an engagement force of the clutch after a gear shift for the manual transmission is ended in such a manner that an input revolution speed of the clutch is directed toward another revolution speed thereof after the gear shift occurs at a predetermined time variation rate, the controller setting mutually different feedback control gains in a variation region of the input revolution speed of the clutch in which the input revolution speed of the clutch is directed toward the other revolution speed after the gear shift occurs and in a convergence region of the input revolution speed in which the input revolution speed of the clutch has reached to the other revolution speed after the gear shift occurs.
    Type: Grant
    Filed: March 12, 2004
    Date of Patent: June 5, 2007
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Hideaki Inoue
  • Patent number: 6540643
    Abstract: A control apparatus for a synchromesh automatic transmission (3) for automatically changing over a plurality of speed gear stages from one to another in an internal combustion engine (1), which apparatus is capable of suppressing occurrence of rapid deceleration of the engine, engine blowup or like problems even when the accelerator pedal is manipulated during a period in which the throttle valve is being closed. The control apparatus includes an electromagnetic clutch (2), an accelerator pedal position sensor (13), an engine rotation speed sensor (15), and a control unit (4) arranged such that upon decision of start of upshift operation, a closing speed of an electronically controlled throttle valve (11) is arithmetically determined by the control unit (4) on the basis of a data map prepared in advance with opening degree of the throttle valve (11) being controlled in response to a command value issued by the control unit (4).
    Type: Grant
    Filed: December 12, 2000
    Date of Patent: April 1, 2003
    Assignee: Mitsubishi Kenki Kabushiki Kaisha
    Inventor: Toshio Ohtsuka
  • Patent number: 6494803
    Abstract: To make it possible to maintain speeds during failures in an automatic transmission that does not have exclusive friction elements corresponding to the attainment of each speed. The hydraulic control apparatus of an automatic transmission, provided with control means 71-74 for supplying regulated pressure to each of the hydraulic servos 81-84 that are first through fourth friction elements to which hydraulic pressure is supplied from the oil path L1, and provided with switching valves (1)-(5) for cutting off the supply of hydraulic pressure to friction elements other than the friction elements that engage in each speed, on the upstream side of the supply paths L31, L32, L10, L11 and L12. Each switching valve is switched by hydraulic pressure (C1-C3, B1 pressures) regulated by the control means that achieve regulated pressure operating conditions during failures, and selective application of signal pressure (Sol, SolB, SoIC pressures) output by the control means as operating means.
    Type: Grant
    Filed: December 21, 2000
    Date of Patent: December 17, 2002
    Assignee: Aisin AW Co., Ltd.
    Inventors: Akitomo Suzuki, Kenichi Tsuchida, Masaaki Nishida, Masahiro Hayabuchi, Takayuki Hisano, Takahiro Inoue
  • Patent number: 6475114
    Abstract: A gear-mesh type automatic transmission system capable of controlling clutch coupling speed so as to mitigate shock likely to occur upon changeover of speed stage regardless of not only time-dependent deterioration of an electromagnetic clutch but also dispersion among individual clutches. The gear-mesh type automatic transmission system includes an electromagnetic clutch (2) for effectuating transmission and interruption of output power from an output shaft (21) of an engine (1) to an input shaft (22) of a gear-mesh type transmission (3), a shift/select actuator (5) for shifting a speed change gear to a shift/select position in the gear-mesh type transmission (3), a shift/select position sensor (6) for detecting a shift/select position of the speed change gear, and a control unit (4) for driving the shift/select actuator (5) in accordance with a shift lever position selected by a driver, to thereby change over automatically the gear-mesh type transmission (3) to a target speed stage.
    Type: Grant
    Filed: January 22, 2001
    Date of Patent: November 5, 2002
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Shoichi Miyamoto
  • Patent number: 6379279
    Abstract: In a gear type automatic transmission system which senses a shift·select position of a gear transmission stage by a shift·select position sensor 6, then switches automatically the gear transmission stage of a gear type automatic transmission unit 3 into a target transmission stage by a gear switching actuator 5, and then transmits or cuts off a power from an output shaft 21 of an engine 1 to an input shaft 22 of the gear type automatic transmission unit 3 by an electromagnetic clutch 2, clutch engagement in starting is carried out more quickly than the normal operation, in the fault operation of the gear type automatic transmission unit. In addition, the clutch engagement to cause the vehicle to run at a creeping speed (creep) without depression of an accelerator pedal (partial clutch engagement) can be inhibited.
    Type: Grant
    Filed: July 28, 2000
    Date of Patent: April 30, 2002
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Shoichi Miyamoto
  • Patent number: 6348023
    Abstract: An engine-gearbox assembly includes manual control (17,22) for controlling the operation of a friction clutch (16) and the engagement of gears, and actuators (36, 38) for controlling, in a servo-assisted manner, the operation of the friction clutch (16) and the engagement of the gears independently from manual control (17, 22). An electronic control unit (32) is provided for controlling the actuators as a function of a command imparted by the driver.
    Type: Grant
    Filed: January 5, 2000
    Date of Patent: February 19, 2002
    Assignee: Magneti Marelli Spa
    Inventor: Pier Paolo Martelli
  • Patent number: 6227997
    Abstract: A hybrid vehicle is driven by an engine and/or motor by tightening and releasing a clutch interposed between the engine and a transmission. A selector lever position is detected, and a clutch current is interrupted when the selector lever is not in a range for forward motion. In this way, the clutch current is forcibly interrupted when the vehicle is not moving forward, so tightening of the clutch is definitively prevented even if a clutch current control CPU operates incorrectly.
    Type: Grant
    Filed: June 2, 1999
    Date of Patent: May 8, 2001
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yutaka Fujisawa, Chiaki Harada
  • Patent number: 6139467
    Abstract: Disclosed is an automatic clutch intended for an engine-transmission unit in a vehicle. When in the closing stage, the clutch works under contact overpressure conditions, so that the torque transmitted by the clutch is higher by a set quantity than the engine generated torque. At low external temperature, the contact overpressure is reduced, resulting in a shorter clutch adjustment path and in less energy being required for clutching, thereby compensating for the greater stiffness of the clutch control element.
    Type: Grant
    Filed: March 25, 1999
    Date of Patent: October 31, 2000
    Assignee: DaimlerChrysler AG
    Inventors: Franz Kosik, Thomas Grass
  • Patent number: 6090009
    Abstract: Disclosed is an automatic clutch for an engine-transmission unit in a vehicle with random gear changing. A sensor technology is used for determining the parameters to be taken into account for the automated clutch control. The sensing device includes a speed or driving notch display, so that, when normally changing the gear or driving notch, the transition over the neutral gear or idle is not displayed.
    Type: Grant
    Filed: March 25, 1999
    Date of Patent: July 18, 2000
    Assignee: DaimlerChrysler AG
    Inventors: Franz Kosik, Thomas Grass
  • Patent number: 6029784
    Abstract: In a vehicle having an automatically actuatable clutch arranged in the drive train between engine and transmission, the clutch is released or maintained released in the event of a brief interruption in the power supply to the clutch control device while activation of the clutch control device still exists.
    Type: Grant
    Filed: October 19, 1998
    Date of Patent: February 29, 2000
    Assignee: Daimler-Benz Aktiengesellschaft
    Inventors: Thomas Grass, Bernd Koch, Franz Kosik
  • Patent number: 5332073
    Abstract: A control system for a lockup clutch measures an actual time required from start of engagement of the lockup clutch until completion of engagement of the lockup clutch, and sets a reference time required from start of engagement of the lockup clutch until completion of engagement of the lockup clutch. The system modifies a change rate of the duty ratio to the time so as to reduce a difference between the actual time and the reference time.
    Type: Grant
    Filed: January 8, 1993
    Date of Patent: July 26, 1994
    Assignee: JATCO Corporation
    Inventor: Naonori Iizuka
  • Patent number: 5332074
    Abstract: An automatic clutch control system (200) is provided featuring programs for establishing optimum clutch engagement starting position (CPO) under varying operating conditions. The programs include the steps of both slow and rapid clutch engagement and preferably the storage of the (CPO) determined as a fault signal whenever its fractional relationship to the previously stored optimum clutch engagement starting position (CPN) exceeds a predetermined fraction (C6) that is less than one.
    Type: Grant
    Filed: January 6, 1992
    Date of Patent: July 26, 1994
    Assignee: Eaton Corporation
    Inventor: Eugene R. Braun