Eaton Corporation

Torque-traction Technologies, Inc.

Eaton Intelligent Power Limited

Dana Corporation

John Allen Grogg

Martin Kaplan

Christian Thomas Chimner

Andrew Nathan Edler

Jun Yoshioka

Daniel Philip Fisher

Damrongrit Piyabongkarn

Mark James Shewchuck

Jae Y Lew

Jeremy J Wudy

Matthew George Fox

QingHui Yuan

James A Krisher

Scott M Besemer

Robert Joseph Kyle

Gregory L Heatwole

Wayne Lee Borgen

Scott Michael Besemer

Robert J Kyle

Qinghui Yuan

A method of determining clutch torque for a limited slip differential gear mechanism on a vehicle includes obtaining an estimated driveline torque. A desired bias torque is established. A necessary clutch torque required to achieve the desired bias torque is determined. The necessary clutch torque is commanded based on the estimated driveline torque to achieve the desired bias torque.

Method for compensating clutch torque in an electronic limited slip differential

A piston system comprises a housing () comprising a first recess () and a second recess (). A first piston () comprises a first portion embedded in the first recess (). A second piston () comprises a second portion embedded in the second recess (). An actuator () has a first side () and a second side (). The first piston () selectively presses against the first side () of the actuator, and the second piston () selectively presses against the second side () of the actuator. The actuator may be a synchronizer of a clutch assembly.

Dual piston disconnect actuator for power transfer unit

The invention relates to switching between 2WD and 4WD of a vehicle. It is suggested to increase output power of an engine () when changing to 4WD. An AWD coupling () is opened, if not already open. To provide 4WD, a PTU clutch () is engaged once engine power has increased. The other couplers are sequentially engaged.

Control strategy for AWD connection and disconnection

A method of controlling vehicle stability includes the steps of obtaining a measured yaw rate from the vehicle, generating a predicted yaw rate based on the measured yaw rate, calculating a first error signal based on a difference between the measured yaw rate and a desired yaw rate, calculating a second error signal based on a difference between the predicted yaw rate and the desired yaw rate, and sending a selected one of the first and second error signals to a yaw controller to conduct stability control. The predicted yaw rate can be generated by sending the measured yaw rate through a lead filter.

Predictive vehicle stability control method

Hydraulic control unit having unitary sump and accumulator housing

A computer program product, a method and an apparatus for detection of road surface friction coefficient for vehicle stability control are disclosed. The computer program product comprises stored instructions for receiving detected vehicle parameters from a vehicle; calculating a lookup value based on the detected vehicle parameters, the calculating comprising an recursive least square estimation; retrieving a road surface friction coefficient from a lookup table by matching the calculated lookup value to the road surface friction coefficient stored in the lookup table; calculating adjustments to the vehicle using the road surface friction coefficient; and outputting the adjustments to a vehicle control system for execution.

Method and apparatus for real time estimation of road surface friction coefficient

A power transfer unit for a motive device comprises an outer housing, an inner housing, and a torque transferring clutch. A piston housing is located between the outer housing and the torque transferring clutch. A piston is located in the piston housing. The piston is configured to provide actuation forces to the torque transferring clutch. And, when the torque transferring clutch receives the actuation forces, the torque transferring clutch causes the inner housing to rotate.

Idle-able auxiliary drive system

A vehicle driveline comprising a primary drive system including at least one primary drive wheel and an auxiliary drive system including at least one auxiliary drive wheel is disclosed. The vehicle driveline may further comprise a system for idling the auxiliary drive system. The system may include at least one wheel disconnect device for selectively connecting and disconnecting the auxiliary drive wheel from the auxiliary drive system and a power transfer unit for selectively engaging and disengaging the auxiliary drive system from the primary drive system. The power transfer unit may include a multi-plate clutch in series with a dog clutch.

Idle-able power transfer unit

A torque modulating coupling device for operatively linking two shafts has a clutch and a piston disposed in a case. The piston selectively applies force to the clutch in response to hydraulic pressure, and a keyed feature adapted to couple with a corresponding keyed feature associated with at least one of the shafts. The coupling device can be formed with two cases that form an enclosure for the clutch and the piston, trapping the piston forces between the cases. This embodiment allows the device to also act as an axle housing cover. In another embodiment, the case is designed to bolt directly to an axle housing cover, trapping piston forces between the case and the cover.

Self-contained hydraulic torque modulating device

A power transfer unit (PTU) for a motive device includes an outer housing and a torque transferring clutch. The PTU also includes a piston housing located between the outer housing and the torque transferring clutch, and a piston in the piston housing. The piston is arranged to provide actuation forces to the torque transferring clutch, and to restrict reaction forces back to the piston housing.

A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Stability-enhanced traction and yaw control using electronically controlled limited-slip differential

A control system for a vehicle having first and second axles is provided that includes a coupling apparatus adapted to distribute torque between the first and second axles and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the coupling apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the coupling apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate.

Stability-enhanced traction control with electrically controlled center coupler

A coupling device () including a rotatable housing () defining a clutch cavity and a clutch assembly () disposed therein. The housing defines an apply chamber () and a clutch apply member () disposed therein to bias the clutch assembly into engagement. A source of pressurized fluid for the clutch apply member comprises a pumping element () operable to pump pressurized fluid in response to rotation of a rotor (). There is a stationary plenum assembly () defining a pumping chamber, and the pumping element is operably disposed within the pumping chamber, and a drive means () is operable to transmit rotational movement of the rotatable housing () to said rotor () of the pumping element, such that clutch engagement is not dependent upon coupling input-to-output speed differential.

Coupling device independent of differential speed

A torque transfer assembly for a motor vehicle comprises a ring gear subassembly and a differential subassembly rotatably supported in said ring gear subassembly, a friction clutch pack for coupling the ring gear subassembly to the differential subassembly, and a hydraulic clutch actuator for selectively frictionally loading the clutch pack. The hydraulic clutch actuator includes a variable pressure relief valve assembly to selectively control the friction clutch pack. The variable pressure relief valve assembly includes a valve closure member, a valve seat complementary to the valve closure member, and a electro-magnetic actuator for engaging the valve closure member and urging thereof against the valve seat with an axial force determined by a magnitude of an electric current supplied to the electro-magnetic actuator so as to selectively vary a release pressure of the pressure relief valve assembly based on the magnitude of the electric current.

Growing community of inventors

LaOtto, IN, United States of America

John Allen Grogg