Characterized By Control Of Driveline Clutch (epo/jpo) Patents (Class 903/946)
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Patent number: 11913506Abstract: A vehicle transmission includes a hydraulic circuit and a control unit. The control unit is configured to: obtain (20) a target pressure specification; convert (26) the target pressure specification into a target volume flow rate; determine (42) a valve volume flow rate as a function of the target volume flow rate and as a function of parameters that represent system properties of the hydraulic circuit; determine (46) a pressure drop at a valve due to flow forces as a function of the valve volume flow rate; determine (48) a compensated valve output pressure as a function of the valve volume flow rate and the pressure drop; determine (58) the electric control current as a function of the compensated valve output pressure; and activate a valve with the electric control current.Type: GrantFiled: June 7, 2023Date of Patent: February 27, 2024Assignee: ZF Friedrichshafen AGInventors: Anton Fritzer, Thilo Schmidt, Andreas Schmidt, Valentine Vincent, Christoph Köhler, Jonas Knör, Michael Miller, Mario Hasel, Jakob Mayer, Christian Hunger, Fabian Schöniger
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Patent number: 11872990Abstract: A method and system for controlling clutch friction elements of an automatic transmission is provided. The method includes retrieving information about shift clutches from a data storage unit and acquiring information required to predict a temperature of a friction element for each shift clutch, deriving a predicted temperature value of a friction element for each shift clutch by using the information about the shift clutches and the information required to predict the temperature of the friction element, predicting whether or not overheating occurs for each shift clutch by comparing the derived predicted temperature value of the friction element for each shift clutch with an allowable temperature set for each shift clutch, and determining a target shift stage while avoiding the overheating clutch with a predicted temperature value exceeding the allowable temperature, through switching to an avoidance shift mode.Type: GrantFiled: April 11, 2022Date of Patent: January 16, 2024Assignee: Hyundai Kefico CorporationInventors: Sung-Hyun Park, Se-Hoon Son, John-Ha Lee, Nam-Hoon Kim
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Patent number: 11614335Abstract: Route planning for a hybrid electric vehicle (HEV) includes obtaining a route between an origin and a destination, where the route is optimized for at least one of a noise level or energy consumption of an engine of the HEV that is used to charge a battery of the HEV, and where the route comprises respective engine activation actions for at least some segments of the route; and controlling the HEV to follow the segments of the route and to activate the engine according to the respective engine activation actions.Type: GrantFiled: December 22, 2020Date of Patent: March 28, 2023Assignee: Nissan North America, Inc.Inventors: Kyle Hollins Wray, Liam Pedersen, Richard Lui, Christopher Ostafew
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Patent number: 11597399Abstract: A military vehicle includes a chassis, a front end accessory drive (FEAD), and circuitry. The chassis includes an engine and an integrated motor generator (IMG). The FEAD includes multiple accessories and an electric motor-generator. The circuitry is configured to operate the military vehicle according to different modes. The circuitry is configured to receive a user input indicating a selected mode of the modes, and operate the chassis and the FEAD of the military vehicle according to the selected mode. The modes include an engine mode and an electric mode. In the engine mode, the engine drives the FEAD and the tractive elements of the military vehicle through the IMG for transportation. In the electric mode, the engine is shut off to reduce a sound output of the military vehicle and the IMG drives the tractive elements of the military vehicle for transportation and the electric motor-generator drives the FEAD.Type: GrantFiled: December 30, 2021Date of Patent: March 7, 2023Assignee: Oshkosh Defense, LLCInventors: Chad Smith, Rachell Harsh, Mitchel Nordahl, Mikel Ullman, Jessica Szymanski, Bradon Zeitler, Deepak Shukla, Ed Trinklein
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Patent number: 11584359Abstract: A control device of a hybrid vehicle of the disclosure includes a clutch controller configured to perform slip control of a hydraulic clutch in response to satisfaction of a start condition of an engine and to perform pressure increase control of increasing a hydraulic pressure to the hydraulic clutch with elapse of time after a rotation speed difference between the engine and a motor enters a predetermined range; and an engine controller configured to start fuel injection and ignition of the engine before the rotation speed difference enters the predetermined range, to control the engine such that the rotation speed of the engine becomes equal to a target rotation speed after the start of the fuel injection and the ignition, and to increase the target rotation speed of the engine as an angular acceleration of the motor becomes larger during execution of the pressure increase control.Type: GrantFiled: September 25, 2020Date of Patent: February 21, 2023Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, AISIN AW CO., LTD.Inventors: Keigo Matsubara, Nobufusa Kobayashi, Tomoya Inayoshi
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Patent number: 11585437Abstract: Vehicles and related systems and methods are provided for round-robin air purging of disengaged clutches. One method involves obtaining a plurality of weighting factors associated with respective ones of a plurality of clutches of a vehicle transmission, obtaining an exhaustion time associated with each respective clutch, determining a respective priority metric associated with the each respective clutch based at least in part on the exhaustion time associated with the respective clutch and the respective weighting factor associated with the respective clutch, determining a highest priority clutch of the plurality of clutches based at least in part on the respective priority metrics associated with the respective clutches of the plurality of clutches, and operating one or more valves in accordance with a pulse command to pulse the highest priority clutch with a commanded pressure for a commanded period of time.Type: GrantFiled: March 1, 2022Date of Patent: February 21, 2023Assignee: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: John Robert Martyka, Bryan John Williams
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Patent number: 11505057Abstract: A vehicle control apparatus includes (a) a clutch control portion configured to output a hydraulic-pressure command value for supplying a hydraulic pressure to a clutch actuator of a clutch disposed between an engine and an electric motor, when the engine is to be started by being cranked by the electric motor, and (b) a learning control portion configured to execute a plurality of leanings for correcting a relationship representing a correlation between the hydraulic pressure and the hydraulic-pressure command value, wherein at least one of the leanings is a higher priority learning, and at least one of the leanings is a lower priority learning. The learning control portion is configured, when the higher priority learning is in an unconverged state, to cause a degree of reflection of a learning result of the lower priority learning to be lower, than when the higher priority learning is in a converged state.Type: GrantFiled: January 21, 2022Date of Patent: November 22, 2022Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, AISIN CORPORATIONInventors: Keigo Matsubara, Masayuki Baba, Tomoya Inayoshi, Masakazu Kaifuku
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Patent number: 11453385Abstract: A hybrid vehicle controller is configured to: upon receiving a predetermined mode switching request, bring a clutch into a half-clutch state to start an engine using rotation of a transmission shaft; and upon determining that the engine has started, shift the clutch from the half-clutch state to a stand-by state and subsequently shift the clutch to an engaged state, the stand-by state being a state which is intermediate between the half-clutch state and a disengaged state and in which drive power of the engine is not transmitted to the transmission shaft.Type: GrantFiled: December 16, 2020Date of Patent: September 27, 2022Assignee: KAWASAKI MOTORS, LTD.Inventors: Kyotaro Nakayama, Daisuke Yanase, Daisuke Kawai, Tomoki Tada
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Patent number: 9039568Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, an electrical load may be automatically activated to consume electrical energy produced during driveline braking so that driveline braking may be extended. The electrical load may be a windscreen heater or other device.Type: GrantFiled: February 25, 2013Date of Patent: May 26, 2015Assignee: Ford Global Technologies, LLCInventors: Adam Nathan Banker, Alex O'Connor Gibson, Jeffrey Allen Doering, James William Loch McCallum, David Oshinsky
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Patent number: 9026295Abstract: A control apparatus for a hybrid vehicle which is provided with an engine and an electric motor each functioning as a drive power source, and a clutch selectively connecting the engine and the electric motor to each other, said control apparatus being configured to switch a drive mode of the hybrid vehicle between an engine-driven running with at least said engine of the drive power source consisting of the engine and said electric motor used as the drive power source and with said clutch placed in a fully engaged state, and an electric-motor-driven running with said electric motor used as the drive power source and with said clutch placed in a released state, includes: a clutch temperature calculating portion configured to calculate, during said engine-driven running, an estimated temperature of said clutch upon a next engaging action of the clutch for switching of said drive mode from the following electric-motor-driven running back to the engine-driven running; and a switching control portion configured toType: GrantFiled: November 1, 2013Date of Patent: May 5, 2015Assignee: Toyota Jidosha Kabushiki KaishaInventors: Yuji Inoue, Yukihiko Ideshio, Yousuke Michikoshi
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Patent number: 9008926Abstract: A powertrain includes an electro-mechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.Type: GrantFiled: October 16, 2008Date of Patent: April 14, 2015Assignees: GM Global Technology Operations LLC, Daimler AG, Chrysler Group LLC, Bayerische Motoren Werke AktiengesellschaftInventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
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Patent number: 8998771Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, driveline operating modes may be manually selected to improve hybrid driveline operation during off road conditions. The approaches may improve vehicle drivability and reduce driveline degradation.Type: GrantFiled: October 15, 2012Date of Patent: April 7, 2015Assignee: Ford Global Technologies, LLCInventors: Gregory Michael Pietron, Adam Nathan Banker, Dennis Craig Reed, Seung-Hoon Lee, James William Loch McCallum
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Publication number: 20150087458Abstract: A drive control device for a hybrid vehicle is provided with a differential device including four rotary elements; and an engine, first and second electric motors and an output rotary member which are respectively connected to the four rotary elements. One of the four rotary elements is constituted by a rotary component of a first differential mechanism and a rotary component of a second differential mechanism selectively connected through a clutch, and one of the rotary components is selectively fixed to a stationary member through a brake. The hybrid vehicle is selectively placed in a plurality of drive modes according to respective combinations of engaged and released states of the clutch and the brake.Type: ApplicationFiled: March 26, 2012Publication date: March 26, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Hiroyasu Harada, Masato Terashima, Koji Hayashi, Tomohito Ono, Hiroyuki Ishii
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Publication number: 20150073640Abstract: A hybrid vehicle includes an engine, a first motor generator, a dynamic damper, and a power split mechanism. The dynamic damper includes an output-side rotating member, a spring element, and a second motor generator connected to the output-side rotating member so as to transmit the power. The dynamic damper is configured by connecting the output-side rotating member and the second motor generator via the spring element. The power split mechanism splits a power from the engine to the first motor generator and to the output-side rotating member. The control device includes an electronic control unit. The electronic control unit configured to change execution modes of rattling noise suppression control based on a spring characteristic of the dynamic damper. The rattling noise suppression control is a control to suppress rattling noise resulting from rotational fluctuations of the engine.Type: ApplicationFiled: September 4, 2014Publication date: March 12, 2015Inventors: Kenji Miyasaka, Hiroatsu Endo, Hiromichi Chuujou
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Publication number: 20150060166Abstract: A drive train of a motor vehicle with an internal combustion engine, an electric motor and a coupling device. The coupling device includes a first coupling unit allocated to the internal combustion engine and a second coupling unit allocated to the electric motor. By way of the coupling device, the internal combustion engine and/or the electric motor can be connected for drive purposes with a common drive shaft to drive at least one wheel of the motor vehicle. The first coupling unit and the second coupling unit are separate components which can be coupled together automatically by a clutch depending on a difference between a rotation speed of the internal combustion engine and a rotation speed of the electric motor.Type: ApplicationFiled: June 24, 2011Publication date: March 5, 2015Inventors: Konstantin Erjawetz, Wolfgang Kriegler, Gerald Teuschl
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Patent number: 8972135Abstract: A control device of an FR hybrid vehicle is provided with: a drive source that contains at least an engine (Eng); and a second brake (B2) that is fastened when a D range is selected. In the range of starting of fastening control of the second brake (B2), when the parameters (rate of input rotational frequency change and amount of motor torque change) that change along with the rotational fluctuation of the engine (Eng) become at least a predetermined threshold, it is judged that the second brake (B2) has started fastening. When in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be large, the absolute value of the predetermined threshold is set to a value that is larger than when in a state wherein the rotational fluctuations of the engine (Eng) can be determined to be small.Type: GrantFiled: June 25, 2012Date of Patent: March 3, 2015Assignees: JATCO Ltd, Nissan Motor Co., Ltd.Inventors: Hiromichi Akebono, Hiroki Matsui
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Publication number: 20150047915Abstract: Provided is a hybrid vehicle drive control device that achieves appropriate limp-home driving in the event of a clutch failure. The drive control device is equipped with: a clutch (CL) that connects/disconnects the carrier (C1) of a first planetary gear train (14) and the carrier (C2) of a second planetary gear train (16); and a brake (BK) that connects/disconnects said carrier (C2) to/from a housing (26). In the event of a failure in which the clutch (CL) is released in the absence of a control command, limp-home driving is performed while the brake (BK) is engaged. Consequently, appropriate limp-home driving can be enabled by minimizing unnecessary consumption of energy by a first electric motor (MG1) and a second electric motor (MG2).Type: ApplicationFiled: March 26, 2012Publication date: February 19, 2015Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Satoshi Kasamai, Noritaka Nakajima
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Publication number: 20150040719Abstract: A hybrid power train provided with a double clutch transmission includes: a first clutch and a second clutch configured to connect or cut off selectively rotational power transmitted from an engine; a first input shaft and a second input shaft that are connected to the first clutch and the second clutch to be rotated; a first motor generator that is connected to the first input shaft and provides the rotational power to the first input shaft; and a second motor generator that is connected to the second input shaft and provides the rotational power to the second input shaft.Type: ApplicationFiled: December 30, 2013Publication date: February 12, 2015Applicant: Hyundai Motor CompanyInventor: Jong Hyun KIM
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Patent number: 8938327Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, a method for transitioning between regenerative braking and engine braking is described.Type: GrantFiled: February 25, 2013Date of Patent: January 20, 2015Assignee: Ford Global Technologies, LLCInventors: Jeffrey Allen Doering, Alex O'Connor Gibson, Dennis Craig Reed, Adam Nathan Banker, David Oshinsky
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Patent number: 8924063Abstract: The present invention aims to enhance fuel economy without imparting a sense of discomfort to a driver who drives a vehicle. A determination unit determines whether a depression amount of an accelerator pedal is equal to or lower than a first threshold value set beforehand, when a clutch is disengaged and electric power is regenerated. A clutch control unit controls the engagement or the disengagement of the clutch in such a manner as keeping the disengagement of the clutch, when the depression amount of the accelerator pedal is determined to be equal to or lower than the first threshold value, and engaging the clutch when the depression amount of the accelerator pedal is determined to exceed the first threshold value. The present invention can be applied to a hybrid vehicle.Type: GrantFiled: October 20, 2011Date of Patent: December 30, 2014Assignee: Hino Motors, Ltd.Inventor: Akira Sawayama
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Patent number: 8924070Abstract: Systems and methods for learning torque estimate errors and updating torque estimation models are presented. In one example, torque errors are learned during an engine shut-down, after a disconnect clutch coupled between an engine and an electric machine has been released. An updated torque estimation model is then used to control torque during subsequent engine operation to improve drive feel and vehicle performance.Type: GrantFiled: March 18, 2014Date of Patent: December 30, 2014Assignee: Ford Global Technologies, LLCInventors: Alex O'Connor Gibson, Mark Steven Yamazaki, Jeffrey Allen Doering, Dennis Craig Reed, Adam Nathan Banker
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Publication number: 20140360793Abstract: A hybrid drive device in which an input shaft is connected to an engine, an output shaft is connected to wheels, and a wheel drive motor is connected between the input shaft and the output shaft. In the hybrid device, a friction engagement element that is provided between the input shaft and the output shaft and of which transfer torque is controllable. A control device controls the friction engagement element. The control device reduces the transfer torque of the friction engagement element during engine starting in a predetermined low temperature environment or during travel on a bad road, compared to the transfer torque of the friction engagement element in an engaged state.Type: ApplicationFiled: January 24, 2013Publication date: December 11, 2014Inventors: Hidetoshi Aoki, Takafumi Koshida, Yoshitomi Haneda, Tokiyoshi Kida, Hiroshi Imai
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Patent number: 8903583Abstract: The occurrence of shock and the occurrence of the feeling of losing speed can be prevented. When the clutch is engaged from the state in which the clutch is disengaged and a vehicle is being driven by only the power of an electric motor, an electric motor control unit controls the electric motor so that the torque of the electric motor is decreased at a rate determined according to the torque requested by the driver. During the period in which the torque of the electric motor is decreased at the above rate, a clutch control unit controls the engagement of the clutch so that the clutch is engaged after being set to a half-engaged clutch state in which part of the power is transmitted. The present invention is applicable to hybrid vehicles.Type: GrantFiled: October 20, 2011Date of Patent: December 2, 2014Assignee: Hino Motors, Ltd.Inventor: Tomohiko Araki
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Patent number: 8903584Abstract: The disclosed vehicle, control method, and program lead to improved fuel consumption, durability, and stability. When the vehicle starts to move, a clutch control performs controls so as to set the clutch to a half clutch state, in which a part of the motive force is transmitted, and thereafter to a connected state, in which the entire motive power is transmitted. When the clutch is the half clutch state, an electric motor control unit controls an electric motor to generate an assist torque when the vehicle starts to move equal to the difference between the torque requested by the driver and the idling torque generated when the engine is idling. The disclosed invention can be applied to hybrid vehicles.Type: GrantFiled: October 20, 2011Date of Patent: December 2, 2014Assignee: Hino Motors, Ltd.Inventor: Masahiro Suzuki
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Patent number: 8897944Abstract: Provided herein is a vehicle drive force control. When a driver requests to start the vehicle with the brake OFF and depresses the accelerator pedal, a target drive torque exceeds a gradient load. To avoid excess current being supplied to the motor, the upper limit of motor speed, which is the input speed of a second clutch, is set to a value less than a slip detectable limit value at which it becomes possible to detect slip rotation, i.e. the difference over the output side rotation speed. When the target drive torque exceeds the gradient load, the lower limit of the input speed of the second clutch (the motor speed) is set to a value equal to or greater than the slip detectable limit value so that the required driving force can be achieved by the gradient load corresponding driving force control.Type: GrantFiled: October 20, 2011Date of Patent: November 25, 2014Assignee: Nissan Motor Co., Ltd.Inventors: Yutaka Takamura, Hiroshi Arita, Haruhisa Tsuchikawa, Hiroki Shimoyama, Hiroyuki Ashizawa
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Publication number: 20140343756Abstract: A vehicle includes a power source, such as an engine, an electric machine, or combination thereof. A torque converter is selectively coupled to the power source such that torque is altered before being distributed into a transmission of the vehicle. A torque converter bypass clutch enables torque from the power source to selectively transmit torque directly to the transmission with little or no torque altering provided by the torque converter. At least one controller in the vehicle is in communication with a remote facility in a vehicle-to-cloud (V2C) system. The controller sends road condition data to the remote facility regarding a road segment. During a subsequent drive to or over the road segment, the controller receives the road condition data and enables the torque converter bypass clutch to slip to dampen driveline disturbances when the vehicle passes over the road segment.Type: ApplicationFiled: May 20, 2013Publication date: November 20, 2014Applicant: Ford Global Technologies, LLCInventors: Bernard D. Nefcy, Mark Steven Yamazaki, Walter Joseph Ortmann, Marvin Paul Kraska, Daniel Scott Colvin
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Patent number: 8892290Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, negative torque of an electric machine is adjusted to mimic negative torque of an engine during engine braking so that the vehicle may transition from regenerative braking to engine braking in a seamless manner.Type: GrantFiled: February 25, 2013Date of Patent: November 18, 2014Assignee: Ford Global Technologies, LLCInventors: Dennis Craig Reed, Alex O'Connor Gibson, Jeffrey Allen Doering, Adam Nathan Banker, Gregory Michael Pietron
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Patent number: 8892288Abstract: A method for controlling an electric vehicle drivetrain having least two drive units with wheels located on opposite axles are driven by respective drive units, includes in a first operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set taking into account the efficiency applicable to each drive unit under the given operating conditions, and in a second operating mode, the ratio of the torques provided by the drive units in each case for a given torque requirement is set independently of the efficiency applicable to each drive unit under the given operating conditions.Type: GrantFiled: January 8, 2013Date of Patent: November 18, 2014Assignee: Ford Global Technologies, LLCInventors: Monika Derflinger, Arnulf Sponheimer, Roger Graaf, Marc Simon
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Patent number: 8882634Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, external data are a basis for operating a driveline disconnect clutch. For example, a vehicle destination may be a basis for opening a driveline disconnect clutch and beginning to discharging an energy storage device so that fewer hydrocarbons may be consumed by the vehicle.Type: GrantFiled: February 25, 2013Date of Patent: November 11, 2014Assignee: Ford Global Technologies, LLCInventors: Adam Nathan Banker, Jeffrey Allen Doering, Alex O'Connor Gibson, Dennis Craig Reed, David Oshinsky
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Patent number: 8876655Abstract: A control strategy for launching a motor vehicle includes using an electric motor to provide high torque at low speeds during synchronization of launch clutches. An internal combustion engine is started and connected with the electric motor to provide additional torque capacity. Selective engagement and disengagement of an engine disconnect clutch prevents the engine start from interfering with the motor vehicle launch.Type: GrantFiled: December 14, 2011Date of Patent: November 4, 2014Assignee: GM Global Technology Operations, LLCInventors: Norman Schoenek, Min-Joong Kim, Hong Yang
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Patent number: 8874299Abstract: A vehicle control system of the electrically driven vehicle, wherein the engagement element slip process is carried out for the slipping of the transmission engagement element on the basis of the detection by the detecting section; and the control system has a clutch torque control section that is programmed to work as follows: during the engagement element slip process, the target motor/generator torque, which is increased from the drive torque of the motor/generator by a clutch slip accelerating torque portion for accelerating the slipping of the drive transmission engagement element for the drive torque of the motor/generator, is output from the motor/generator. In addition, when the preset slip accelerating torque suppression condition is met, the torque control for decreasing the drive torque of the motor/generator is carried out.Type: GrantFiled: October 21, 2011Date of Patent: October 28, 2014Assignee: Nissan Motor Co., Ltd.Inventors: Takeshi Hirata, Kaori Tanishima
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Publication number: 20140305721Abstract: A vehicle drive includes a speed change mechanism connected to a rotary electric machine; an output member connected to the speed change mechanism and wheels; an engagement device changes a state of engagement between an input member connected to an engine and the speed change mechanism; a hydraulic pump driven by the engine or the rotary electric machine; a first pressure control device that controls pressure supplied from the pump and supplies the pressure to the speed change mechanism; a second, separate hydraulic pressure control device that controls the pressure supplied from the pump and supplies the pressure to the engagement device; and a case that houses the rotary electric machine, speed change mechanism, engagement device, and pump. At least the engagement device is housed in a space formed by the case, and the second hydraulic pressure control device is provided at a part of the case forming the space.Type: ApplicationFiled: June 27, 2014Publication date: October 16, 2014Applicants: TOYOTA JIDOSHA KABUSHIKI KAISHA, AISIN AW CO., LTD.Inventors: Mikio IWASE, Daiki SUYAMA, Naoya JINNAI, Kensuke WADA, Yuji INOUE, Yukihiko IDESHIO
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Patent number: 8849489Abstract: A system and method of controlling first and second electric motors of a vehicle having an electrically variable transmission during an engine start/stop operation. The system and method determine a type of shift being performed, determine if a first clutch is being applied or released during the shift, determine if a second clutch is being applied or released during the shift, determine an acceleration limit based on the shift being performed and which clutch is being applied and/or released, determine acceleration and speed profiles based on the shift being performed, which clutch is being applied and/or released and the acceleration limit, determine a first electric motor torque and a second electric motor torque based on the acceleration and speed profiles, and set the torques of the first and second electric motors to the determined first and second electric motor torques.Type: GrantFiled: June 25, 2012Date of Patent: September 30, 2014Assignee: Chrysler Group LLCInventors: Nadirsh Patel, Ashish Krupadanam, Goro Tamai, Mengyang Zhang
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Publication number: 20140288754Abstract: A control device that controls a vehicle drive device in which a rotary electric machine is provided in a power transfer path that connects between an internal combustion engine and wheels. Engagement of a second engagement device is started when a change in shift range from a stop range to a running range is detected when output torque of the rotary electric machine is zero with the internal combustion engine rotating and with both the first engagement device and the second engagement device disengaged. Engagement of a first engagement device is started after engagement of the second engagement device is started, and the output torque of the rotary electric machine is increased from zero at the same time as engagement of the first engagement device is started or before engagement of the first engagement device is started.Type: ApplicationFiled: January 17, 2013Publication date: September 25, 2014Applicant: AISIN AW Co., Ltd.Inventors: Satoru Kasuya, Masashi Kito, Shigeru Sugisaka, Yuichi Seki
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Publication number: 20140274553Abstract: A utility vehicle having a first axle that is coupled to first and second wheels, an internal combustion engine that drives a first output shaft, an electric drive motor that drives a second output shaft, and a torque transfer device coupled to the first axle and the first and second output shafts. The torque transfer device is operable in a first mode to receive torque from the first output shaft only and output a motive force to the first axle, a second mode to receive torque from the second output shaft only and output the motive force, a third mode to receive torque from the first output shaft and the second output shaft simultaneously and output the motive force, and a fourth mode to receive torque from the first output shaft and output a drive force to the second output shaft cause the electrical drive motor to generate electrical power.Type: ApplicationFiled: March 14, 2013Publication date: September 18, 2014Applicant: TEXTRON INC.Inventors: Trenton MUNSELL, Christopher K. FURMAN
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Publication number: 20140277870Abstract: A vehicle includes an engine, fraction motor, final drive assembly, battery pack, and a supercapacitor module electrically connected to the battery pack. The vehicle also has first and second clutches and a controller. The clutches have opposite apply states. The first clutch connects an engine driveshaft to the motor to establish a neutral-charging mode. The second clutch connects an output shaft of the motor to the final drive assembly to establish a drive mode. The controller selects between the drive and neutral-charging modes in response to input signals. The drive mode uses energy from the supercapacitor module and battery pack to power the traction motor. The neutral-charging mode uses output torque from the engine to charge the supercapacitor module and battery pack. The clutches may be pnemauically-actuated, and the vehicle may be characterized by an absence of planetary gear sets.Type: ApplicationFiled: March 14, 2013Publication date: September 18, 2014Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLCInventors: Ravikanth G V, Kumpatla V Naidu, Awadesh Tiwari, Aurobbindo Lingegowda, Viswa Madan Pulavarthi
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Publication number: 20140277886Abstract: A vehicle control apparatus includes a determination portion determining whether a vehicle is running by using a motor without using an engine or the vehicle is running by using both of the engine and the motor, a detection portion detecting a start-up request of the engine, a drive power calculation portion calculating a requested drive power in a case where it is detected that the vehicle is running by using the motor without using the engine and the start-up request is detected, and an engine start-up control portion driving a drive shaft by outputting the drive power by means of the motor at a start-up of the engine, the engine start-up control portion causing the vehicle to run by using both of the engine and the motor after the output of the drive power is completed.Type: ApplicationFiled: March 13, 2014Publication date: September 18, 2014Applicant: AISIN SEIKI KABUSHIKI KAISHAInventors: Yo SHISHIDO, Takeshi Tojo, Takahiro Misu
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Publication number: 20140257618Abstract: A hybrid vehicle includes a clutch on a power transmission path between a motor generator and a driving wheel. If the vehicle moves backward when the vehicle starts forward acceleration from standstill on an ascending slope, the charging level of the battery that is attributable to power generation by the motor generator due to the backward travel is compared with a current maximum charging power of the battery. If the charging level of the battery is greater, the quantity of slippage of the clutch is controlled according to the excess to lower the rotational speed of the motor generator, hence to lower the power generation. That enables an increase in the torque of the motor generator within the range in which the battery may be charged. Performance is thus improved during acceleration from standstill.Type: ApplicationFiled: October 21, 2011Publication date: September 11, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Yasuhiro Hiasa, Atsushi Tabata, Tooru Matsubara, Tatsuya Imamura, Kenta Kumazaki
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Patent number: 8825253Abstract: A hybrid vehicle control device is provided that is capable of achieving stable input torque control and torque capacity control of the clutch. When transitioning between a slip drive mode, in which the vehicle travels by controlling the rotation speed of the drive source and controlling the slip state of a starting clutch, and an engagement drive mode, in which the vehicle travels by controlling the torque of the drive source and completely engaging the starting clutch, the torque of the inertia component of the drive source side is deducted from the target drive torque set on the basis of the acceleration opening degree set as the starting clutch transfer torque capacity in the slip state.Type: GrantFiled: October 20, 2011Date of Patent: September 2, 2014Assignee: Nissan Motor Co., Ltd.Inventors: Yutaka Takamura, Hiroyuki Ashizawa, Haruhisa Tsuchikawa
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Publication number: 20140244091Abstract: A control device of a vehicle drive device comprises an engine and an electric motor acting as a drive force source for running, a mechanical oil pump driven by at least one of the engine and the electric motor, a hydraulic power transmission device transmitting power of the engine and the electric motor to drive wheels, and an engagement device interposed between the hydraulic power transmission device and the drive wheels, the engagement device transmitting power input from the hydraulic power transmission device to the drive wheels when engaged, if the electric motor drives the mechanical oil pump while an operation of the engine is stopped, the control device executing neutral control of putting the engagement device into a slip state or a released state to suppress power transmission between the hydraulic power transmission device and the drive wheels, the hydraulic power transmission device including a lockup clutch mechanically coupling input and output members of the hydraulic power transmission devicType: ApplicationFiled: October 12, 2011Publication date: August 28, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Shingo Eto, Nobufusa Kobayashi, Yukihiko Ideshio
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Publication number: 20140236406Abstract: The present invention provides a control device of a vehicle drive device having an engine that is a drive power source for running, a manual transmission receiving power of the engine via a clutch, an electric motor acting as a drive power source for running disposed on the downstream side of the clutch, a release cylinder releasing the clutch depending on a supply oil pressure, and a master cylinder supplying an oil pressure to the release cylinder in accordance with a depressing operation of a clutch pedal, a shut valve being disposed that is put into a closed state to interrupt a hydraulic path between the release cylinder and the master cylinder, and the shut valve being closed if the clutch is released by the depressing operation of the clutch pedal during driving of the engine.Type: ApplicationFiled: April 21, 2011Publication date: August 21, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventor: Ryuta Ishida
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Publication number: 20140228167Abstract: Four Wheel Drive (4WD) powertrain configurations for hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV) are disclosed herein.Type: ApplicationFiled: June 10, 2013Publication date: August 14, 2014Inventors: Andrew Frank, Chan-Chiao Lin, Patrick Kaufman, Julio Razo
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Publication number: 20140228168Abstract: Powertrain configurations for hybrid electric vehicles (HEV) and plug-in hybrid electric vehicles (PHEV) are disclosed. One powertrain comprises: a prime mover; an electric motor-generator, said electric motor-generator mechanically coupled to said prime mover via a first clutch; a transmission, said transmission mechanically coupled to said electric motor-generator via a second clutch; a battery, said battery electrically coupled to said electric motor-generator, said battery capable of supplying electrical energy to said electric motor-generator; and a controller, said controller capable of supplying control signals to said prime mover, said first clutch, said electric motor-generator, said second clutch and said transmission such that said controller is capable of dynamically affecting a plurality of operating modes.Type: ApplicationFiled: December 12, 2013Publication date: August 14, 2014Applicant: Efficient Drivetrains Inc.Inventors: Patrick Kaufman, Chan-Chiao Lin, Andrew Frank
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Patent number: 8783395Abstract: A method is employed for starting an internal combustion engine in a hybrid vehicle drive which is driven by an electric motor. A speed of the internal combustion engine is adjusted to a target speed. The internal combustion engine speed exceeds the target speed over a predefined time by a predetermined speed differential.Type: GrantFiled: November 19, 2007Date of Patent: July 22, 2014Assignee: Dr. Ing. h.c. F. Porsche AktiengesellschaftInventors: Nils Sauvlet, Marco Fleckner, Markus Goehring, Dieter Kraxner
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Patent number: 8781659Abstract: Disclosed is a technique for controlling transition between an electric vehicle (EV) mode and a hybrid electric vehicle (HEV) mode in a hybrid vehicle. More specifically, the technique includes first determining a drive mode of the hybrid vehicle by monitoring an average vehicle speed and an accelerator position sensor. Next, an engine on map value is determined for entering into the HEV mode and a hysteresis map value is determined for controlling the transition between the EV mode and the HEV mode based on a battery's state-of-charge (SOC), the average vehicle speed, and the drive mode; Based on the above steps, the technique determines whether the hybrid vehicle should transition between the EV mode or the HEV mode based on a driver's requisite torque calculated by monitoring the accelerator position sensor and a gear position sensor and on the determined engine on map value and hysteresis map value.Type: GrantFiled: March 23, 2012Date of Patent: July 15, 2014Assignees: Hyundai Motor Company, Kia Motors CorporationInventor: Jeong Eun Kim
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Publication number: 20140195082Abstract: A hybrid vehicle control device is provided that is capable of achieving stable input torque control and torque capacity control of the clutch. When transitioning between a slip drive mode, in which the vehicle travels by controlling the rotation speed of the drive source and controlling the slip state of a starting clutch, and an engagement drive mode, in which the vehicle travels by controlling the torque of the drive source and completely engaging the starting clutch, the torque of the inertia component of the drive source side is deducted from the target drive torque set on the basis of the acceleration opening degree set as the starting clutch transfer torque capacity in the slip state.Type: ApplicationFiled: October 20, 2011Publication date: July 10, 2014Applicant: NISSAN MOTOR CO., LTD.Inventors: Yutaka Takamura, Hiroyuki Ashizawa, Haruhisa Tsuchikawa
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Publication number: 20140194246Abstract: In a series mode, a clutch rotational speed difference ?N is calculated, and when the clutch rotational speed difference ?N is within a first predetermined range R1, it is determined whether a sticking determination timer t indicates a first predetermined time t1 or longer. When a closed sticking timer t indicates the first predetermined time t1 or longer, fuel cut is performed, and the clutch rotational speed difference ?N is re-calculated. When the closed sticking timer t indicates a second predetermined time t2 or longer, and the clutch rotational speed difference ?N is within a second predetermined range R2, it is determined that there is closed sticking of a clutch. When the closed sticking timer t indicates less than the time t2, and the clutch rotational speed difference ?N is out of the second predetermined range R2, it is determined that there is no closed sticking of the clutch.Type: ApplicationFiled: December 23, 2013Publication date: July 10, 2014Applicant: Mitsubishi Jidosha Kogyo Kabushiki KaishaInventors: Katsunori UEDA, Shigetoshi HIRANO, Yusuke SASAKI
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Publication number: 20140195092Abstract: A switching vehicle speed determination section (21) judges a traveling mode requested by a driver on the basis of switch position information of a traveling mode switch operated by the driver and determines a switching vehicle speed for switching a hybrid type from a series mode to a parallel mode. A series/parallel modes switching determination section (22) determines switching between the series mode and the parallel mode on the basis of the switching vehicle speed set for the traveling mode determined by the switching vehicle speed determination section (21) and a vehicle speed detected by a vehicle speed sensor. A clutch control section (23) controls engagement/disengagement of a clutch on the basis of a determination result of the series/parallel modes switching determination section (22).Type: ApplicationFiled: August 7, 2012Publication date: July 10, 2014Applicant: MITSUBISHI JIDOSHA KOGYO KABUSHIKI KAISHAInventor: Jun Saito
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Patent number: 8761986Abstract: A hybrid vehicle which runs on power from at least one of an electric motor and an engine. When a required output exceeds a sum of an output of the electric motor which is driven by electric power supplied from a battery and an output of the engine while the hybrid vehicle is running on a drive mode in which at least the engine works as a drive source with a clutch engaged, a transmission ratio changing unit increases a ratio of electrical transmission to mechanical transmission of the output of the engine, and an engaging/disengaging control unit releases the clutch at a time point when the mechanically-transmitted output of the engine becomes 0, with the clutch engaged.Type: GrantFiled: September 25, 2013Date of Patent: June 24, 2014Assignee: Honda Motor Co., Ltd.Inventor: Yutaka Tamagawa
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Publication number: 20140162839Abstract: In a case of engagement when a clutch K0 disposed between an engine 12 and a motor generator MG is engaged during EV running while a release instruction for the clutch K0 is output, drive of the engine 12 is changed such that a rotation speed NE of the engine 12 approaches a rotation speed NMG of the motor generator MG and, therefore, a drag torque of the engine 12 can be suppressed regardless of an engagement state of the clutch K0, and generation of longitudinal acceleration can be suppressed by reducing a slip time of the clutch K0. Therefore, a control device of a hybrid vehicle 10 can be provided that reduces a driver's uncomfortable feeling in a simplified manner in a case of wrong engagement of the clutch K0.Type: ApplicationFiled: December 24, 2010Publication date: June 12, 2014Applicant: TOYOTA JIDOSHA KABUSHIKI KAISHAInventors: Terufumi Miyazaki, Yukihiko Ideshio, Toshihiko Kamiya, Shingo Eto, Hironori Asaoka, Yasuyuki Kato