2174 results about "Clutch control" patented technology

A method and system to off-load motive torque from a clutch to execute a transmission shift is provided. The powertrain includes torque-generative devices operably connected to a two-mode, compound-split, hybrid electro-mechanical transmission. The method includes determining a commanded output torque, and a shift command. A first torque is transmitted by electrical motors, and is limited by their torque capacities. A supplemental motive torque is transmitted from an oncoming clutch. The supplemental motive torque is limited by a torque capacity of the oncoming clutch. Output torque of an internal combustion engine to the transmission is adjusted by an amount substantially equal to a difference between the commanded output torque and the first and the supplemental motive torques.

Clutch engagement is preferably determined in accordance with monitored pressure conditions within a clutch control chamber. Clutch slip is monitored and information respecting clutch engagement inferred therefrom is stored for subsequent retrieval and use in a redundant slip based clutch engagement determination. Clutch slip is also monitored for information respecting clutch disengagement for use in a redundant slip based clutch disengagement determination.

The present invention provides a method for controlling a selectable one-way clutch, or SOWC, such that engine braking is enabled. Additionally, the method of the present invention is adapted to provide engine braking using the SOWC such that a separate clutch is not required. The method is initiated by identifying a downshift command. After the downshift command has been identified, the off-going clutch associated with the current speed ratio is released. Engine speed is preferably increased to bring the relative speed across a selectable one-way clutch to approximately zero. Thereafter, the selectable one-way clutch is engaged such that is capable of holding torque in both directions. As the selectable one-way clutch can hold torque in both directions, torque is transmittable from the transmission to the engine and engine braking is thereby enabled.

A hydraulic circuit for the control of a double clutch transmission which has two transmission groups, each with an isolating clutch and with a plurality of shift clutches for the engagement and disengagement of gear steps, the hydraulic circuit having for each transmission group a specific hydraulic branch connected to a pump in each case via a safety valve, and each hydraulic branch having in each case a clutch control valve for controlling the assigned isolating clutch and at least one shift control valve for controlling the assigned shift clutches. Here, the safety valves are designed in each case as proportional pressure regulating valves.

A delivery vehicle for delivering liquids to a storage location and a liquid delivery control system therefor. The apparatus comprises manual and remote actuation of a clutch controller for engaging and disengaging a clutch of the vehicle, remote and manual actuation of a throttle controller for opening and closing a throttle of the vehicle, actuation of a power take-off controller for engaging and disengaging a power take-off on the vehicle, and actuation of a valve controller for opening and closing an internal flow valve in a cargo tank on the vehicle. The apparatus also may include actuation of a reel controller for unwinding a liquid delivery hose from a reel and rewinding the hose on the reel. A method of delivering a liquid to a storage location is also disclosed.

A control system for a vehicle includes an engine switch control unit for switching the operating condition of the engine between the all-cylinder operating condition and the partial-cylinder operating condition, a failure determining unit for determining the failure of the lockup clutch control device, and a coupling capacity change inhibiting unit for inhibiting a change in coupling capacity of the lockup clutch accompanied by the switch control of the operating condition of the engine by the engine switch control unit during the failure determination by the failure determining unit.

A hybrid vehicle drive system including (a) an engine, (b) an electric motor, (c) a planetary gear device having a first rotary element connected to the engine, a second rotary element connected to the electric motor and connected through a first clutch to an output member connected to vehicle drive wheel, and a third rotary element connected through a second clutch to the output member, (d) a forward-motor-drive control device for engaging the first clutch and releasing the second clutch to thereby establish a forward motor drive mode in which the vehicle is driven in a forward direction by the electric motor, (e) a forward-engine-drive control device for engaging at least the second clutch to establish an engine-drive mode in which the vehicle is driven in the forward direction by the engine, and (f) a second-clutch control device operable upon switching of a vehicle drive mode from the forward motor drive mode to the forward engine drive mode, for engaging the second clutch only after the engine speed has exceeded the motor speed.

A power operating system for opening and closing a vehicle liftgate has a pair of drive units supported on the vehicle roof and connected to the liftgate for opening and closing the liftgate. Each drive unit includes a housing having a curved track and a curved gear rack that is bodily movable endwise in the housing and guided by the curved track, the rack also serving as the drive link between the housing and the liftgate. The combined rack and drive link is extended and retracted by a pinion gear that is journalled interiorly in the housing and engages the teeth of the curved gear rack. The pinion gear is rotated by the output shaft of the motor, which in turn is fastened to the side of the housing. The motor is a reversible electric motor and is adapted to be operably coupled to the vehicle ECU unit and preferably includes an internal transmission and electrically operated clutch controlled by the ECU unit.

The invention is a starting and generating apparatus for an engine, including: a rotator configured to be used as a generator driven by an engine as well as used as a starter motor for starting the engine; a power transmission mechanism configured to connect the engine with the rotator; a starter drive unit configured to supply an electricity to the rotator to drive the rotator as the starter motor when the engine is to be started; a clutch mechanism configured to shut off a power transmission from the engine to the power transmission mechanism when the engine is to be started; and a clutch control unit configured to bring the clutch mechanism into a connected state when a rotational speed of the rotator has reached a given rotational speed at which the engine can be started.

A clutch control device is used to engage and disengage a clutch of a straddle-type vehicle. A method of using the device comprises detecting a predetermined operation, such as positioning a key switch in an ON position, for starting use of the straddle-type vehicle, detecting application of a brake of the straddle-type vehicle, and actuating clutch control means that disconnects the clutch upon detection of application of the brake if the predetermined operation for starting use is detected.

A fishing component for preventing corrosion in a fishing reel includes a first component body that composes a portion of a reel unit of the fishing reel and a second component body that composes a clutch control mechanism of the fishing reel. The first component body is made of a magnesium alloy and the second component body is made of a stainless steel alloy. An anodic oxide film layer is provided on a surface layer side of the first component body. A first insulating film layer is formed on a surface layer side of the anodic oxide film layer. A second insulating film layer is formed on a surface layer side of the second component body.

The invention relates to a gear-shifting coordination control method for a wet double-clutch automatic speed changer. The method is characterized by specifically comprising the following control steps that firstly, calculation is conducted in real time, and neutral position and gear engaging commands are determined and sent to a gear selecting and shifting control module; secondly, calculation is conducted in real time, and clutch control commands are determined and sent to a clutch control module; and thirdly, calculation is conducted in real time, and engine control requests are determined and sent to an engine control module. The method is based on the needed gear of a driver, the vehicle power state and the speed changer gear-shifting state, a current target gear is calculated, the gear-shifting control timing sequence for reaching the target gear is determined, and corresponding gear selecting and shifting actions and clutch actions are completed by the gear selecting and shifting control module and the clutch control module based on the commands. Meanwhile, judgment is made based on the calculated gear-shifting type and the timing sequence, and the engine control requests are sent.

The present invention provides advanced hardware diagnostic detection for the clutch control components in a hydraulic control module of a multi-mode hybrid transmission. The detection scheme of the present invention utilizes pressure switch sensors to detect the position of each of the valves associated with the clutch control mechanization. The mechanization of these sensors with the valves provides the ability to clearly define the position of each of the valves, while also enabling the transmission electro-hydraulic control module (TEHCM) to diagnose the state of health of each pressure switch. This will allow the diagnostics to differentiate between a failed switch and a failed (e.g., “stuck” or “out of position”) valve. The present invention offers the ability to safely diagnose the clutch control components in a power transmission, while preventing unexpected and undesired shift sequencing within the transmission.

In a vehicle having a hydraulic power transmitting device equipped with a lock-up clutch on an output side of the engine, a control apparatus for controlling the lock-up clutch is provided which includes a lock-up clutch control unit that places the lock-up clutch in a slipping state when the vehicle is started so that torque received from the engine is transmitted to a later-stage transmission via the lock-up clutch as well as the hydraulic power transmitting device.

The invention discloses a cruise control method and system of an automobile. Through a cruise control torque requirement calculation module in the cruise control system is used for receiving an engine rotation speed signal and a current cruise target speed input by a driver, a gearbox control module is used for obtaining a current cruise target speed signal and a current simulation accelerator opening signal to execute corresponding clutch control and gear control, and finally a system torque coordination module is used for controlling an engine ignition angle and a throttle opening degree to obtain current required torque, so that in the cruise control process, the automobile achieves downshifting fast acceleration or downshifting fast deceleration. According to the cruise control method, an automatic gearbox control unit and an engine controller are effectively combined, the problem that in the prior art, in the cruise control process, the automobile can not achieve fast acceleration and fast deceleration is solved, the automobile can make a faster response when encountering risks in the cruise control process, and the driving safety of the automobile in the cruise control process is further improved.

The present invention provides a method for controlling a selectable one-way clutch, or SOWC, such that engine braking is enabled. Additionally, the method of the present invention is adapted to provide engine braking using the SOWC such that a separate clutch is not required. The method is initiated by identifying a downshift command. After the downshift command has been identified, the off-going clutch associated with the current speed ratio is released. Engine speed is preferably increased to bring the relative speed across a selectable one-way clutch to approximately zero. Thereafter, the selectable one-way clutch is engaged such that is capable of holding torque in both directions. As the selectable one-way clutch can hold torque in both directions, torque is transmittable from the transmission to the engine and engine braking is thereby enabled.

A method for controlling a clutch assembly includes controlling an actual clutch fill pressure using open-loop pressure controls when an active fill phase is detected, and using closed-loop pressure controls when the active fill phase is complete or when an overfill condition is detected. The method supplies the actual clutch pressure according to a second set of open-loop pressure controls when a step in commanded clutch pressure is detected. The method monitors a fill pressure and time during the step, and applies the clutch pressure according to the closed-loop pressure controls when either value equals a corresponding threshold value. A clutch assembly has a piston for compressing clutch disks to initiate a shift event, an algorithm for controlling the shift event, and a sensor for determining an actual clutch pressure during the shift phases. The algorithm switches between closed-loop and open-loop pressure controls in response to different shift phases.

A hybrid vehicle drive system including (a) an engine, (b) an electric motor, (c) a planetary gear device having a first rotary element connected to the engine, a second rotary element connected to the electric motor and connected through a first clutch to an output member connected to vehicle drive wheel, and a third rotary element connected through a second clutch to the output member, (d) a forward-motor-drive control device for engaging the first clutch and releasing the second clutch to thereby establish a forward motor drive mode in which the vehicle is driven in a forward direction by the electric motor, (e) a forward-engine-drive control device for engaging at least the second clutch to establish an engine-drive mode in which the vehicle is driven in the forward direction by the engine, and (f) a second-clutch control device operable upon switching of a vehicle drive mode from the forward motor drive mode to the forward engine drive mode, for engaging the second clutch only after the engine speed has exceeded the motor speed.

A hybrid vehicle in which a clutch is disposed between an engine and a motor / generator is controlled to suppress frequent engagement / disengagement of the clutch in a case of a coasting drive while dragging the engine. A clutch control apparatus controls the clutch and selects any one of the following drive modes: 1) an EV drive mode where the vehicle travels by only driving force of the motor / generator with the clutch disengaged; 2) an HEV drive mode where the vehicle travels by driving force of the engine and / or the motor / generator with the clutch engaged; and 3) an engine brake drive mode in which the vehicle coasts or travels by the driving force of the motor / generator while dragging the engine where the clutch is engaged, and the fuel supply is stopped when a charge of the battery is greater than or equal to a threshold value.

A method and apparatus provide control of a neutral idle (NI) clutch to allow a vehicle with automatic engine start-stop functionality to utilize the NI state as a transitional shift state, either upon or just prior to engine shutdown, to minimize driveline disturbances. By controlling the NI state, the vehicle driveline is decoupled and torque multiplication is prevented upon engine restart. Execution of an algorithm unloads the engine upon shutdown, and unloads or partially loads the engine as a designated NI clutch reapplies during an engine restart event. The NI clutch may be a component of a multi-speed automatic transmission, e.g., a 6-speed or an 8-speed transmission, having a plurality of torque transfer mechanisms or clutches. One of these clutches is designated as the NI clutch, and this designated NI clutch may be selectively actuated to enter the NI state in conjunction with engine shut down / restart.

A control apparatus for a vehicular drive system provided with a step-variable transmission portion operable to transmit an output of an engine to a drive wheel of a vehicle and functioning as a step-variable transmission, and an input clutch operable to permit and inhibit an input of a drive force from the engine to the step-variable transmission portion, the control apparatus including an input-clutch control portion operable to reduce a torque capacity of said input clutch, during a shifting action of the step-variable transmission portion, for limiting a torque to be transmitted to the step-variable transmission portion, to a value not larger than a predetermined value.

A method of using a torque converter bypass clutch to launch a vehicle, mitigate transient vibration, and mitigate vehicle natural frequency harshness. The method uses the torque converter when the bypass clutch power capacity is approaching its limit, when the vehicle load is high, or the vehicle is on a grade, where normally the bypass clutch would launch the vehicle.

A method and system to off-load motive torque from a clutch to execute a transmission shift is provided. The powertrain includes torque-generative devices operably connected to a two-mode, compound-split, hybrid electro-mechanical transmission. The method includes determining a commanded output torque, and a shift command. A first torque is transmitted by electrical motors, and is limited by their torque capacities. A supplemental motive torque is transmitted from an oncoming clutch. The supplemental motive torque is limited by a torque capacity of the oncoming clutch. Output torque of an internal combustion engine to the transmission is adjusted by an amount substantially equal to a difference between the commanded output torque and the first and the supplemental motive torques.

The invention relates to a control method of a clutch based on revolving speed and belongs to the field of clutch control. The control method provided by the invention is characterized that a clutch MAP figure control strategy is adopted in slipping stage of a clutch, the MAP figure lookup calculation is carried out according to the revolving speed difference of an output torque of the clutch and the input shaft of the clutch and the output shaft of the clutch, thereby controlling the position of the clutch; and driving intention of a driver is judged to output a clutch rotation speed target value curve according to the size and variable rate of an engine throttle; the D-value of the target value and actual value of the clutch revolving speed is calculated by virtue of PID (proportion integration differentiation), the position of the clutch is subjected to fine tuning, thereby meeting different driving intentions and travelling conditions. Compared with fuzzy control and a neural network, the control method provided by the invention has the advantages of small computational load, simple structure, and strong control instantaneity, and overcomes the delay problem of a controller singlechip caused by complicated control, and overcomes the influence from the variation in load of vehicles on the combined process; the dynamic property and economy of the automobile are unified by virtue of building MAP on a great deal calibration test, and the relation of the parameter characteristic and control objective in control process is clear and definite.

The invention discloses an actuating mechanism of an AMT transmission of a double clutch hybrid vehicle, comprising the actuating mechanism of a front clutch, the actuating mechanism of a back clutch, a gear select actuating mechanism, a gear shift actuating mechanism, a control unit, a hydraulic oil circuit and an attachment unit; the actuating mechanism of the front clutch comprises a control oil cylinder of the front clutch, the piston rod of which is connected with the front clutch, a front proportional flow electromagnetic valve, which is communicated with the oil sump of the control oil cylinder of the front clutch, and a front clutching position sensor, which is arranged on the control oil cylinder of the front clutch to check and output the position signal of the front clutch; after starting, the status of the entire vehicle is confirmed according to every sensor signal; when recovering braking energy, the control signal of the actuating mechanism of the front clutch is output; when shifting, the control signals of the actuating mechanism of the back clutch, the gear select actuating mechanism and the gear shift actuating mechanism are output; when entering into other working conditions, the control signals corresponding to the working conditions are output. The invention also discloses a control method of the actuating mechanism of the AMT transmission of the double clutch hybrid vehicle.

An ergonomically comfortable remote control apparatus includes a transmission controller unit and a transmitter unit electrically connected together. The transmission controller unit includes a transmission-controller-unit handle. An accelerator control finger lever and a brake control finger lever project outward from a first side of the transmission-controller-unit handle. A clutch thumb lever projects outward from a second side of the transmission-controller-unit handle. A steering wheel is connected to a portion of the transmission-controller-unit handle at a location above the accelerator control finger lever, the brake control finger lever, and the clutch thumb lever. A finger-operated steering control handle is connected to the steering wheel. A hand operated gear shift slide actuator is supported on the steering wheel and operates an upshift actuator button and a downshift actuator button located on the steering wheel.

A system for controlling a torque converter of an automatic transmission driven by a power source, the system including a torque converter an impeller, a turbine driveably connected to a transmission input and able to be driven hydrokinetically by the impeller, a stator, an impeller clutch for alternately engaging and disengaging a drive connection between the impeller and the power source, a source of converter charge pressure communicating with the impeller clutch, a source of converter discharge pressure communicating with the impeller clutch, a magnitude of differential force due to charge pressure and discharge pressure across the impeller clutch alternately producing operating multiple operating states of the impeller clutch, and a orifice having a variable fluid flow area for changing a magnitude of converter discharge pressure.

A transmission control arrangement controls the generation of a required solenoid control current that is provided to an electro-hydraulic pressure control module to ultimately control clutch pressure. The module includes a linear solenoid, which has an up direction pressure-current (P-I) data table and a down direction pressure-current (P-I) data table associated therewith. For large pressure increase change requests the up P-I table is used. For large pressure decrease change requests the down P-I table is used. An interpolation process uses current values taken from both the up and down P-I data tables for pressure change requests that are neither large increases nor large decreases. The control arrangement also includes a variable gain feature that changes the gain in dependence on the gear state of the transmission.