| Class / Patent application number | Description | Number of patent applications / Date published |
|---|
| 477180000 | Regulated clutch engagement | 11 |
| 20080242507 | Device For Actuating a Diaphragm Spring Clutch For Vehicles - The invention concerns a device for actuating a diaphragm spring clutch ( | 10-02-2008 |
| 20090181825 | RELEASING SYSTEM WITH CONSISTENT STROKE UTILIZING WEAR AND TEAR COMPENSATION - A release system ( | 07-16-2009 |
| 20090325765 | Clutch engagement process in which the target angle is controlled - A method for engaging a drive shaft of a turbo engine with an output shaft by means of a clutch is provided. The turbo engine is run up to a rotational speed that is subsynchronous to the speed of the output shaft and is maintained at the steady speed before a signal is set or before starting the engagement process. | 12-31-2009 |
| 20100179026 | LATCHING CLUTCH ASSEMBLY AND METHOD OF OPERATING THE SAME - A method of operating a friction plate clutch includes activating a clutch control mechanism to engage the friction plate clutch, and engaging a holding clutch. The clutch control mechanism is then deactivated, rendering it unable to maintain engagement of the friction plate clutch. The holding clutch is used to retain engagement of the friction plate clutch. One embodiment of the method uses a wedge clutch as the holding clutch, and another embodiment uses a one-way bearing clutch. The clutch control mechanism may be a hydraulic clutch control. A latching clutch assembly includes a friction plate clutch movable between an engaged and a disengaged position. A bearing clutch is operatively coupled to the friction plate clutch and has a locked and a released position. The locked position is configured to oppose movement of the friction plate clutch from the engaged position to the disengaged position. | 07-15-2010 |
| 20110177913 | CLUTCH CONTROL FOR A TRANSMISSION - A system and method for controlling torque includes a first torque transmitting mechanism and a second torque transmitting mechanism. The first torque transmitting mechanism is engageable to achieve a first gear ratio of the transmission. The second torque transmitting mechanism has an apply chamber that is pressurized at a first pressure level to achieve a first engaged position and is pressurized at a second pressure level to achieve a second engaged position. The first pressure level is less than the second pressure level and the second engaged position achieves a second gear ratio of the transmission. A controller is in communication with the first and second torque transmitting mechanisms. The controller includes a control logic for pressurizing the apply chamber of the second torque transmitting mechanism to the first pressure level if the first operating condition has exceeded a threshold operating condition. | 07-21-2011 |
| 20120322618 | METHOD FOR CONTROLLING A FRICTION CLUTCH AND DEVICE THEREFOR - The invention relates to a method and device for controlling a friction clutch arranged between an internal combustion engine and a transmission by means of a clutch actuator that axially actuates an actuating element of the friction clutch along an actuation path associated, by means of a clutch characteristic, with a target torque that can be transmitted by means of the friction clutch. To improve the quality of controlling of the friction clutch and to avoid the application of undesirable torque, it is proposed to compensate a hysteresis that arises between, the target torque and the friction torque actually transmitted by the friction clutch along the actuation path by correcting a setpoint for controlling the clutch actuator with a corrective quantity. | 12-20-2012 |
| 20140038776 | METHOD AND APPARATUS FOR CONTROLLING CLUTCH DEACTIVATION IN A MULTI-MODE POWERTRAIN SYSTEM - A powertrain system includes an internal combustion engine, a multi-mode transmission having a plurality of torque machines, and a driveline. A method for deactivating a torque transfer clutch of the multi-mode transmission includes imposing prioritized clutch torque constraints to an off-going clutch. The constraints include minimum and maximum long-term desired clutch torque constraints that are superseded by minimum and maximum soft clutch torque constraints that are superseded by minimum and maximum short-term desired clutch torque constraints that are superseded by minimum and maximum hard clutch torque constraints. The off-going clutch is controlled in response to the prioritized clutch torque constraints. | 02-06-2014 |
| 20140087918 | METHOD OF CONTROLLING CLUTCH OF VEHICLE - A method controls a clutch for vehicles. In a vehicle provided with a transmission such as a DCT or AMT which uses a dry clutch as a launch clutch, the clutch is controlled such that clutch control torque can smoothly vary when a driver manipulates an accelerator pedal during creep driving under a control logic so that the controlling of the clutch is converted into launch control, thus preventing the vehicle from jerking and improving the ride comfort of the vehicle, thereby enhancing the merchantability of the vehicle. | 03-27-2014 |
| 20140113767 | Torque Converter with Stator Clutch - A torque converter includes a prime mover input and an impeller configured to rotate in response to the prime mover input. The torque converter further includes a turbine arranged with the impeller and configured to rotate in response to rotation of the impeller, a stator arranged with the impeller and the turbine, and a stator clutch configured to allow rotation of the stator in a first mode and configured to limit rotation of the stator in a second mode. The torque converter further including a stator clutch actuator configured to activate and deactivate the stator clutch to place the stator clutch in the second mode during particular operations and to place the stator clutch in the first mode. A vehicle and a process of converting torque for operation of a vehicle are also disclosed. | 04-24-2014 |
| 20140171265 | Hybrid Engine Assembly and Method - A hybrid engine assembly may include an engine having a crankshaft, a supplemental shaft mechanically coupled to the crankshaft, a flywheel energy storage assembly, and an auxiliary device. A flywheel clutch may selectively couple the flywheel assembly to the crankshaft. The assembly may be selectively operated in an engine restart mode by directly coupling the flywheel energy storage assembly to the crankshaft prior to starting the engine, and in an auxiliary power mode by directly coupling the flywheel energy storage assembly to the auxiliary device. | 06-19-2014 |
| 20160025161 | CONTROLLER FOR VEHICLE TRANSMISSION - In a controller for a vehicle transmission in which a continuously variable transmission mechanism that is able to continuously change its speed ratio and a transmission mechanism having a constant speed ratio are provided in parallel with each other between an input shaft to which torque is transmitted from a driving force source and an output shaft that outputs torque to a drive wheel, the vehicle transmission including a friction engagement mechanism and an intermeshing engagement mechanism, the friction engagement mechanism selectively transmitting torque from the input shaft to the transmission mechanism, the intermeshing engagement mechanism arranged in series with the friction engagement mechanism on a downstream side of the friction engagement mechanism in a torque transmission direction from the input shaft toward the output shaft, the intermeshing engagement mechanism setting the transmission mechanism to a state where torque is transmittable between the input shaft and the output shaft, in changing from a state where both the friction engagement mechanism and the intermeshing engagement mechanism are released and the transmission mechanism is not able to transmit torque to a state where the intermeshing engagement mechanism is engaged and the transmission mechanism is able to transmit torque to the output shaft, a torque capacity of the friction engagement mechanism is configured to be increased to a torque capacity to such extent that the transmission mechanism rotates without a delay of start of engagement of the intermeshing engagement mechanism. | 01-28-2016 |
