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公开(公告)号：US20130281253A1
公开(公告)日：2013-10-24
申请号：US13857429
申请日：2013-04-05
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Craig S. Ross , Paul G. Otanez
CPC classification number: F16D25/14 , F16D48/02 , F16D48/0206 , F16D2048/0203 , F16D2048/0221 , F16D2048/0233 , F16D2048/0263 , F16D2048/0266 , F16D2048/0275 , F16H3/62 , F16H61/0267 , F16H2061/0279 , F16H2200/201 , F16H2200/2043 , F16H2312/14 , F16K31/122
Abstract: A system is provided for latching and draining a torque transmitting device. The system may include a clutch feed channel having an inlet portion and a clutch portion. The inlet portion is configured to provide hydraulic fluid from a pressurized source to the clutch portion. The clutch portion is configured to provide hydraulic fluid to a torque transmitting device. An inlet valve connects the inlet portion of the clutch feed channel to the clutch portion of the clutch feed channel. The inlet valve is configured to open to allow the hydraulic fluid to flow from the inlet portion to the clutch portion when the torque transmitting device is engaged. The inlet valve is configured to close and to trap hydraulic fluid within the torque transmitting device when the torque transmitting device is not actively pressurized. A multispeed transmission is also provided.
Abstract translation: 提供一种用于锁定和排出扭矩传递装置的系统。 该系统可以包括具有入口部分和离合器部分的离合器进给通道。 入口部分构造成将液压流体从加压源提供给离合器部分。 离合器部分构造成向扭矩传递装置提供液压流体。 入口阀将离合器进料通道的入口部分连接到离合器进料通道的离合器部分。 入口阀构造成打开以允许当扭矩传递装置接合时液压流体从入口部分流动到离合器部分。 当扭矩传递装置没有被主动加压时，入口阀构造成关闭并捕获扭矩传递装置内的液压流体。 还提供了多速传动。
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公开(公告)号：US20130237329A1
公开(公告)日：2013-09-12
申请号：US13870588
申请日：2013-04-25
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Shushan Bai , Paul G. Otanez , Vijay A. Neelakantan , Donald L. Dusenberry
CPC classification number: F16F15/145 , F16D3/12 , F16D3/66 , F16F15/123
Abstract: A system for absorbing vibration created by operation of an engine of the present invention includes a first plate driven by an engine shaft and a torque transmitting device for transferring torque from the engine shaft to a transmission input shaft. The system includes a first vibration absorber and a second vibration absorber. The first vibration absorber includes at least one selectively moveable mass. The second vibration absorber includes at least one biasing member and generally opposing ends. The first vibration absorber is configured to absorb vibrations created at a first harmonic of the engine and the second vibration absorber is configured to absorb vibrations created at multiple harmonics of the engine.
Abstract translation: 用于吸收由本发明的发动机操作产生的振动的系统包括由发动机轴驱动的第一板和用于将扭矩从发动机轴传递到变速器输入轴的扭矩传递装置。 该系统包括第一振动吸收器和第二振动吸收器。 第一振动吸收器包括至少一个选择性可移动的质量块。 第二振动吸收器包括至少一个偏置构件和大致相对的端部。 第一减震器构造成吸收在发动机的一次谐波处产生的振动，并且第二减震器构造成吸收在发动机的多次谐波处产生的振动。
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13.发明申请公开(公告)号：US20220258723A1
公开(公告)日：2022-08-18
申请号：US17175903
申请日：2021-02-15
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Yiran Hu , Ruixing Long , Kevin J. Storch , Robert C. Gibson , Bharath Pattipati , Paul G. Otanez
Abstract: A motor vehicle includes first and second drive axles coupled to respective sets of road wheels, torque actuators inclusive of rotary electric machines configured to transmit respective output torques to the drive axles, and a main controller in communication with the torque actuators. The controller receives vehicle inputs indicative of a total longitudinal and lateral motion request. In response, the controller calculates a total longitudinal torque request and/or a total longitudinal speed request, a yaw rate request, and a lateral velocity request, then determines, using a cost optimization function, a torque vector for allocating the total longitudinal torque request and/or speed request, the yaw rate request, and the lateral velocity request to the drive axles within predetermined constraints. The controller also transmits a closed-loop control signal to each torque actuator or local controllers thereof to apply the torque vector via the drive axles.
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公开(公告)号：US20220227237A1
公开(公告)日：2022-07-21
申请号：US17153244
申请日：2021-01-20
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Paul G. Otanez , Yiran Hu , Nathaniel S. Michaluk , Krunal P. Patel , Adam J. Heisel , Kevin J. Storch , Jacob M. Knueven , Matthew Yard
Abstract: A method of operating a vehicle includes a vehicle controller receiving an operator-input vehicle control command with an associated torque request, and identifying any propulsion actuator constraints that limit a brake torque capacity available from the vehicle powertrain. Using the propulsion actuator constraint(s) and torque request, the controller determines a propulsion brake torque distribution for the vehicle's road wheels and a maximum brake torque capacity for the powertrain actuator(s). A first brake torque request is determined using the propulsion brake torque distribution and a vehicle control mode of the powertrain system, and a second brake torque request is determined using the maximum brake torque capacity and the vehicle control mode. A friction brake torque command is determined by arbitrating between the first and second brake torque requests. The vehicle controller transmits the friction brake torque command to the friction brake system and a powertrain brake command to the powertrain actuator(s).
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公开(公告)号：US20190308626A1
公开(公告)日：2019-10-10
申请号：US15950097
申请日：2018-04-10
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Paul G. Otanez , Michael Livshiz , Christopher J. Weingartz , Cole Reinhold , Michael T. Sarzynski , Mateusz M. Nowak , Bharath Pattipati
IPC: B60W30/188 , B60W10/06 , B60W10/107 , B60W30/18
Abstract: A propulsion system, control system, and method use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values. The set of possible command values that has the lowest cost is determined and defined as a selected set of command values. In some circumstances, the MPC-determined command value may be replaced by another transmission ratio command based on override inputs. Minimum and maximum transmission ratios are determined based on the override inputs, and a constrained (or arbitrated) transmission ratio is determined therefrom. The constrained or arbitrated transmission ratio is used to determine whether to apply an MPC-determined transmission ratio or a transmission ratio based on the arbitrated transmission ratio to determine an ultimate commanded transmission ratio. Pressure(s) are commanded to a transmission pulley assembly, which is configured to implement the ultimate commanded transmission ratio.
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Patent Agency Ranking
16.发明申请公开(公告)号：US20190128414A1
公开(公告)日：2019-05-02
申请号：US15796889
申请日：2017-10-30
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Virinchi Mallela , Douglas A. Ward , Paul G. Otanez , Bret M. Olson , Ronald W. Van Diepen
IPC: F16H61/662 , F16H9/18
Abstract: A continuously variable transmission for a vehicle propulsion system includes a controller including an instruction set, the instruction set executable to determine whether a current inertia torque value is greater than a previous inertia torque value, execute control over one of a first clamp pressure and a second clamp pressure such that one of the first clamp pressure and the second clamp pressure corresponds to a current inertia torque value if the current inertia torque value is greater than a previous inertia torque value, and execute control over one of the first clamp pressure and the second clamp pressure such that said one of the first clamp pressure and the second clamp pressure corresponds to previous inertia torque value if the current inertia torque value is not greater than a previous inertia torque value for a predetermined period of time.
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公开(公告)号：US20190003588A1
公开(公告)日：2019-01-03
申请号：US15639510
申请日：2017-06-30
Applicant: GM Global Technology Operations LLC
Inventor： Joseph W. Tatangelo , Paul G. Otanez
IPC: F16H61/662 , F16H9/18
CPC classification number: F16H61/66231 , F16H9/18 , F16H61/66272 , F16H2061/6605 , F16H2312/18
Abstract: A continuously variable transmission pump limited stop controls system includes a continuously variable transmission (CVT) including primary and secondary variator pulleys. The primary and the secondary variator pulley each have a mating half with a conical face, defining a variable-width gap between each pulley and its mating half. A flexible member is positioned within the gap and is movable on the conical faces defining a CVT ratio. A secondary pulley valve controls flow of a fluid to the secondary variator pulley. A secondary pulley pressure boost system identifies if a rapid stop event is occurring and issues a command to fully open the secondary pulley valve during the rapid stop event. As the CVT ratio reaches a predetermined threshold of a desired relaunch ratio during the rapid stop event, an engine speed request is issued to an engine connected to the CVT to increase engine speed.
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公开(公告)号：US09856959B2
公开(公告)日：2018-01-02
申请号：US15012433
申请日：2016-02-01
Applicant: GM Global Technology Operations LLC
Inventor： Craig S. Ross , Paul G. Otanez
CPC classification number: F16H47/04 , F16D25/14 , F16D48/02 , F16D48/066 , F16D2048/0203 , F16D2048/0221 , F16D2048/0233 , F16D2048/0257 , F16H3/62 , F16H3/66 , F16H61/0021 , F16H2061/0034 , F16H2200/003 , F16H2200/201 , F16H2312/14
Abstract: A clutch latching system is provided for latching and draining a torque transmitting mechanism. The latching clutch control system may include a latching valve, a release valve, and an accumulator. The clutch latching system may include a clutch feed channel configured to provide hydraulic fluid from a pressurized source to a torque transmitting device when the torque transmitting device is engaged and the engine is running. A latching valve connects the clutch feed channel to the torque transmitting device. The latching valve is configured to selectively trap pressurized hydraulic fluid within the torque transmitting device. A hydraulic pressure storage circuit configured to selectively provide pressurized hydraulic fluid to the latching valve to unlatch the latching valve. A multiple speed transmission is also provided.
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公开(公告)号：US20170175886A1
公开(公告)日：2017-06-22
申请号：US14977986
申请日：2015-12-22
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Bret M. Olson , Ronald W. VanDiepen , Paul G. Otanez
IPC: F16H61/662 , F16H9/18
CPC classification number: F16H61/66272 , F16H9/18 , F16H61/66231 , F16H63/50 , F16H2061/66277 , F16H2063/508
Abstract: A continuously variable transmission (CVT) includes an input member, an output member, a variator assembly having a primary variator pulley operable for receiving an input torque via the input member, a secondary variator pulley operable for transmitting an output torque via the output member, and an endless rotatable drive element in frictional engagement with the primary and secondary variator pulleys, first and second speed sensors operable for measuring a respective rotational speed of the primary and secondary variator pulleys, and a controller. The controller executes a method to detect gross slip of the endless rotatable drive element with respect to the primary and secondary variator pulleys using the measured rotational speeds, and in response to the detected gross slip, to request a reduction in the input torque by a calculated amount over a calibrated duration until a level of the detected gross slip reaches a calibrated slip level.
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公开(公告)号：US20170130836A1
公开(公告)日：2017-05-11
申请号：US14935580
申请日：2015-11-09
Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
Inventor： Joseph William Tatangelo , Paul G. Otanez , Zhen J. Zhang
IPC: F16H61/662
CPC classification number: F16H61/66272 , F16H2061/0078 , F16H2061/66277
Abstract: A powertrain system including a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining a target clamping pressure and an actual clamping pressure, and determining a proportional correction term and an integral correction term based upon the target clamping pressure and the actual clamping pressure. An adapt correction term is determined based upon the target clamping pressure and a temperature of the CVT. A commanded clamping pressure for controlling the CVT is determined based upon the proportional correction term, the integral correction term and the adapt correction term. A pressure command is employed to drive an actuator of a moveable sheave of a pulley of a variator of the CVT based upon the commanded clamping pressure.
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