Gm Global Technolgoy Operations, Inc.

Shanghai Jiao Tong University

Other

General Motors LLC

Chi-Kuan Kao

Chunhao J Lee

Patrick B Usoro

Farzad Samie

Madhusudan Raghavan

Kumaraswamy V Hebbale

Dongxu Li

Andrew Leslie Bartos

Kevin B Rober

Norman K Bucknor

Jian Yao

Anthony L Smith

Li Chen

Chengliang Yin

Bret M Olson

Chengwu Duan

Yu Dong

Ming Cao

Kumar V Hebbale

Yue-Yun Wang

Gordon M Sommer

Raymond James Haka

Ibrahim Haskara

Edwin T Grochowski

George G Moser

Shiming Duan

Xu Chen

Yusheng Zou

Jeremy V Horgan

Xiangxing Lu

Richard W Carlson

Dean E McCulloch

David Sun

Hsu-Chiang Miao

K V Hebbale

Jie Shu

Robert K Saley

Chunhao I Lee

Heather N Allen

Norman Kenneth Bucknor

Patrick Benedict Usoro

A two-speed drive unit of an electric vehicle includes a planetary gear set transmission having multiple elements including a first element, a second element and a third element. A motor generator unit supplies a motive force to the planetary gear set transmission. A first stage gear transfers the motive force to the planetary gear set transmission from the motor generator unit. A second stage gear is connected through the second element to a final drive. A first torque transmitting device defining a selectable one-way clutch (SOWC) is connected to the third element.

Selectable one-way clutch in two speed drive unit of electrical vehicle

A method for multi-speed electric vehicle shift control for damping an acceleration oscillation of the electric vehicle. The method includes determining a percentage of accelerator pedal travel and then retrieving a clutch calibration, a first electric motor calibration, and a second electric motor calibration correlating with the determined percentage of accelerator pedal travel. The method then applies the clutch calibration in actuating a clutch-to-clutch gear ratio change, thereby generating a vibration fluctuation in a first axle, and applies the first electric motor calibration in modulating a first electric motor to dampen the vibration fluctuation. The clutch actuation and first electric motor modulation together produces a first axle torque oscillation. The method applies the second electric motor calibration in modulating the second electric motor to generate a second axle torque oscillation sufficiently out-of-phase with the first axle torque oscillation, thereby dampening the vehicle acceleration oscillation of the electric vehicle.

Multi-speed electric vehicle power-on upshift control

A system for monitoring operation of a vehicle includes a processing device including an interface configured to receive measurement data from sensing devices configured to measure parameters of a vehicle system. The processing device is configured to receive measurement data from each of the plurality of sensing devices, and in response to detection of a malfunction in the vehicle, input at least a subset of the measurement data to a machine learning classifier associated with a vehicle subsystem, the classifier configured to define a class associated with normal operation of the vehicle subsystem. The processing device is also configured to determine whether the subset of the measurement data belongs to the class, and based on at least a selected amount of the subset of the measurement data being outside of the class, output a fault indication, the fault indication identifying the vehicle subsystem as having a contribution to the malfunction.

Monitoring and diagnosing vehicle system problems using machine learning classifiers

A number of variations may include a product that may include a linking member that may have links arranged in rows that have multiple pitch lengths. Each of the rows may have at least one link. Each of the multiple pitch lengths may be a discrete length that may be different from others of the multiple pitch lengths. The rows may be arranged along the linking member in a repeating sequence of the multiple pitch lengths.

Chain composed of different pitch links with repeated sequence

A continuously-variable transmission (CVT) assembly is employed for transmitting a torque from an external power-source. The CVT includes a variable-diameter input pulley and a variable-diameter output pulley, each having a respective range of adjustment. The CVT also includes a continuous torque-transmitting element extending between the variable-diameter input pulley and the variable-diameter output pulley, and thereby operatively connecting the input pulley to the output pulley. The CVT additionally includes a first elastic element having a first zero stiffness over the range of adjustment of the variable-diameter input pulley and configured to apply a first constant spring clamping force via the input pulley to the continuous torque-transmitting element. Furthermore, the CVT includes a second elastic element having a second zero stiffness over the range of adjustment of the variable-diameter input pulley and configured to apply a second constant spring clamping force via the output pulley to the continuous torque-transmitting element.

Continuously-variable transmission

A continuously variable transmission, a transmission control system, and a method is provided. The control system is configured to determine whether a predetermined condition is met for applying a clutch critical pressure to an applied clutch. The clutch critical pressure is less than line pressure and is a pressure at which the clutch may slip upon experiencing a predetermined torque disturbance level. The control system is configured to command the clutch critical pressure to be applied to the clutch if the predetermined condition is met. The control system is further configured to determine whether the clutch is slipping beyond a predetermined threshold, and if the clutch is slipping beyond the predetermined threshold, command a clutch slip control scheme to be applied to the clutch that is configured to bring a clutch slip of the clutch under the predetermined threshold.

Clutch control in a continuously variable transmission

A multi-speed clutch-damper assembly for selectively connecting an output of a power-source to an input of a transmission includes a planetary gear-set. The planetary gear-set is encased in a housing and configured to provide two selectable speed ratios and a damper between the power-source output and the transmission input. The planetary gear-set includes first, second, and third gear members. The second gear member is configured to be connected to the transmission input and the third gear member is configured to be selectively fixed to the housing. The planetary gear-set also includes an elastic element operatively connected to the second gear member and configured to generate torsional vibration damping between the output of the power-source and the input of the transmission. The clutch-damper assembly also includes a first clutch configured to selectively connect the power-source output to the first gear member for transmitting torque of the power-source to the transmission.

Vehicle starting clutch-damper assembly

A powertrain system includes a torque generating device to transfer torque to a driveline via a CVT, wherein the CVT includes a first pulley coupled to a second pulley via a flexible continuous device to transfer torque therebetween. A controller including a processor and memory is operatively connected to the CVT. The controller includes an instruction set that is executable to dynamically monitor operating parameters associated with an input force and an output force of the CVT and determine an amplitude variation of one of the operating parameters. The controller is disposed to detect an impending slip event based upon the amplitude variation, wherein the impending slip event is associated with a macro-slip condition on the flexible continuous device. Operation of the CVT is controlled to preclude the impending slip event.

Method and apparatus to control a continuously variable transmission

A powertrain assembly includes a continuously variable transmission having a variator, an input member, an output member and a torque converter clutch. An input sensor configured to receive a signal from the input member. An output sensor is configured to receive a signal from the output member. The assembly includes a controller having a processor and tangible, non-transitory memory on which is recorded instructions for executing a method of controlling the continuously variable transmission. If the torque converter clutch is locked, the controller is programmed to obtain respective readings at predefined time intervals which are collected for the respective signals from the input sensor and the output sensor, until a predefined time window is reached. First and second fast Fourier transforms are obtained of the respective signals. The continuously variable transmission is controlled based at least partially on the first and second fast Fourier transforms.

Control of a continuously variable transmission using fast fourier transformation

A torque transmission device for a powertrain system is described, and includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission to transfer torque between a transmission input member and a transmission output member. The fixed-gear-ratio transmission includes first and second planetary gear sets arranged to transfer torque between the transmission input member and the transmission output member in one of a plurality of fixed-gear-ratio modes by selectively activating a plurality of transmission clutches. The transmission input member rotatably couples to one of the nodes of the first planetary gear set and one of the nodes of the second planetary gear set. The torque transmission device transfers torque in one of a continuously variable mode, a fixed underdrive input/output speed ratio, or a fixed overdrive input/output speed ratio.

Multi-mode transmission for vehicle powertrain system

A torque transmission device for a powertrain system includes a continuously variable unit (CVU) of a continuously variable transmission (CVT) arranged in parallel with a fixed-gear-ratio transmission. The fixed-gear-ratio transmission includes first and second planetary gear sets and a plurality of transmission clutches, wherein the first and second planetary gear sets are arranged to transfer torque between an input member and an output member in one of first and second fixed-gear-ratio modes by selectively activating the transmission clutches. The torque transmission device operates in a first fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a first set of two of the transmission clutches is activated. The torque transmission device operates in a second fixed overdrive input/output speed ratio when the CVU input clutch is deactivated and a second set of two of the transmission clutches is activated.

A powertrain system in a hybrid vehicle includes a hydraulic device, a pilot valve, and a regulator valve. The pilot valve is operably connected to the hydraulic device and configured to actuate. The pilot valve includes at least one micro-electro-mechanical systems (MEMS) based device. The regulator valve is operably connected to the pilot valve and the hydraulic device. The regulator valve is configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.

Micro electro-mechanical system (MEMS) based hydraulic control system for full hybrid vehicles

A wet dual clutch transmission includes at least one hydraulic component and a pilot valve operably connected to the hydraulic component to actuate the hydraulic component. The pilot valve includes a Micro-Electro-Mechanical Systems (MEMS) based pressure differential actuator valve. The hydraulic component may include but is not limited to a first clutch and a second clutch of the wet dual clutch transmission, a lube regulator valve, an on/off solenoid, a synchronizing shift fork or a line pressure control valve.

Micro-electro-mechanical-systems based hydraulic control system for a wet dual clutch transmission

An actuation system for actuating a clutch piston of a transmission includes an actuator and a lever. A first end of the lever is attached to the actuator. The lever is pivotable about a lever connection location. Movement of the actuator rotates the lever about the lever connection location. A spring assembly is pivotable about a spring connection location, and pivotably connected to the lever at a second end of the lever. When the actuator is disposed in an un-actuated position, the spring assembly is positioned such that a pre-loaded spring force is directed along a zero moment path to generate a zero moment in the lever. When the actuator is disposed in an actuated position, the spring assembly is rotated so that the spring force is directed along a moment generating path in order to generate a moment in the lever to rotate the lever.

Dry dual clutch transmission actuation system using electrical motor with force aided lever

An automatic transmission for a vehicle includes a hydraulically-controlled component and a pilot valve. The pilot valve includes at least one micro-electrical-mechanical systems (MEMS) based device. The pilot valve is operably connected to and is configured for actuating the hydraulically-controlled component. The pilot valve additionally includes a regulating valve operably connected to the pilot valve and to the hydraulically-controlled component. The regulating valve is configured to direct fluid to the hydraulically-controlled component when actuated by the pilot valve.

Growing community of inventors

Troy, MI, United States of America

Chi-Kuan Kao