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Небесная энциклопедия

Космические корабли и станции, автоматические КА и методы их проектирования, бортовые комплексы управления, системы и средства жизнеобеспечения, особенности технологии производства ракетно-космических систем

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Мониторинг СМИ

Мониторинг СМИ и социальных сетей. Сканирование интернета, новостных сайтов, специализированных контентных площадок на базе мессенджеров. Гибкие настройки фильтров и первоначальных источников.

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Поддерживает ввод нескольких поисковых фраз (по одной на строку). При поиске обеспечивает поддержку морфологии русского и английского языка
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Применить Всего найдено 242. Отображено 125.
03-10-2012 дата публикации

Method for detecting powertrain torque output

Номер: CN102705506A
Автор: Li Dongxu, Hebbale Kumaraswamy V, Lee Chunhao I, Samie Farzad, Kao Chi-Kuan, Cao Ming
Принадлежит:

A powertrain includes a transmission coupled to a driveline. A method for monitoring torque of the driveline includes monitoring signals from first and second rotational sensors located at respective first and second rotationally-coupled positions of the driveline separated by a distance along the driveline, determining rotation of the driveline at the first and second rotationally-coupled positions from said signals, determining a twist angle derived from a difference between the rotations of the driveline at the first and second rotationally-coupled positions, calculating a driveline torque corresponding to the twist angle, and controlling operation of the powertrain in response to the driveline torque.

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Номер записи: 1
17-01-2017 дата публикации

Multi-mode transmission for vehicle powertrain system

Номер: US0009546719B2
Автор: Farzad Samie, Chunhao J. Lee, SAMIE FARZAD, LEE CHUNHAO J, Samie Farzad, Lee Chunhao J.
Принадлежит: GM Global Technology Operations LLC, GM GLOBAL TECH OPERATIONS LLC, GM GLOBAL TECHNOLOGY OPERATIONS LLC

A torque transmission device for a powertrain system includes a continuously variable transmission (CVU) arranged in parallel with a transfer gear set. The CVU variator includes a first pulley rotatably coupled to a first rotating member and a second pulley rotatably coupled to a second rotating member. The transfer gear set includes a first gear selectively rotatably coupled to a second gear via activation of a clutch. The clutch includes a first rotating element and a second rotating element that rotate in concert when the clutch is activated. The first rotating element rotatably couples to the first rotating member and the second rotating element rotatably couples to the first gear. The first gear rotates in a fixed ratio with rotation of the second gear when the clutch is activated. The second gear rotatably couples to the second rotating member.

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Номер записи: 2
04-07-2012 дата публикации

Selectable one-way clutch operation in a hybrid powertrain

Номер: CN102529680A
Автор: Samie Farzad, Diemer Larry D, Lee Chunhao J, Heitzenrater Scott William
Принадлежит:

A hybrid powertrain includes a plurality of torque generative devices, a transmission input shaft, and a planetary gear set connecting the torque generative devices to the transmission input shaft. A method to control the powertrain includes monitoring a desired configuration of the powertrain and selectively grounding a gear of the planetary gear set with a selectable one way clutch based upon the desired configuration of the powertrain.

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Номер записи: 3
22-06-2017 дата публикации

TORSIONAL DAMPER SYSTEM

Номер: US20170175866A1
Автор: Leonid Basin, Dongxu Li, Farzad Samie, Kumaraswamy V. Hebbale, Gary H. Paelicke, Clinton E. Carey, James M. Hart, BASIN LEONID, LI DONGXU, SAMIE FARZAD, HEBBALE KUMARASWAMY V, PAELICKE GARY H, CAREY CLINTON E, HART JAMES M, Basin Leonid, Li Dongxu, Samie Farzad, Hebbale Kumaraswamy V., Paelicke Gary H., Carey Clinton E., Hart James M.
Принадлежит:

A damper system includes a turbine shaft rotatably connected to a torque converter having a clutch. A hydraulically actuated clutch is coupled to the turbine shaft. A first spring cage has a first cage portion connected to the hydraulically actuated clutch and a second cage portion connected to a friction plate. A first spring set is connected to the first and second cage portions. Springs of the first spring set are deflected by axial rotation between the first and second cage portions when the torque converter clutch is engaged. A second spring cage has a first cage section connected to the hydraulically actuated clutch and a second cage section connected to a torque converter turbine. A second spring set has second springs having a spring constant different than the first spring set. The second spring set springs are deflected by axial rotation between the first and second cage sections. 1. A damper system for a motor vehicle transmission having a turbine shaft rotatably connected to a torque converter , comprising:a hydraulically actuated clutch connected to the turbine shaft and rotatable with the turbine shaft;a first spring cage having a first cage portion connected to the hydraulically actuated clutch and a second cage portion connected to a friction plate of a torque converter clutch which is coupled with a pressure plate when the torque converter clutch is engaged; anda first spring set connected to the first and the second spring cage portions of the first spring cage, multiple springs of the first spring set being deflected by axial rotation between the first and the second cage members when the torque converter clutch is frictionally engaged, which releasably couples the first and the second cage portions of the first spring cage to the turbine shaft.2. The damper system for a motor vehicle of claim 1 , further including a second spring cage having a first cage section connected to the clutch and a second cage section connected to a turbine of the ...

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Номер записи: 4
01-11-2016 дата публикации

Multi-mode transmission for vehicle powertrain system

Номер: US0009482329B2
Автор: Chi-Kuan Kao, Chunhao J. Lee, Kumaraswamy V. Hebbale, Farzad Samie, KAO CHI-KUAN, LEE CHUNHAO J, HEBBALE KUMARASWAMY V, SAMIE FARZAD, Kao Chi-Kuan, Lee Chunhao J., Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM Global Technology Operations LLC, GM GLOBAL TECH OPERATIONS LLC, GM GLOBAL TECHNOLOGY OPERATIONS LLC

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.

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Номер записи: 5
21-09-2017 дата публикации

TRANSMISSION FOR A POWERTRAIN SYSTEM

Номер: US20170268669A1
Автор: Chengwu Duan, Farzad Samie, Chunhao J. Lee, Jian Yao, DUAN CHENGWU, SAMIE FARZAD, LEE CHUNHAO J, YAO JIAN, Duan Chengwu, Samie Farzad, Lee Chunhao J., Yao Jian
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission variator includes a first pulley rotatably attached to an intermediate member of a geartrain, and a second pulley rotatably attached to an output member that is rotatably coupled to the driveline. The geartrain includes an input member, a planetary gear set, a first clutch, a second clutch and an intermediate member. The second clutch is a low drag clutch. The input member rotatably couples to the prime mover. A controller includes an instruction set that is executable to activate only the first clutch in response to a request to operate the driveline in a forward direction, and activate only the second clutch in response to a request to operate the driveline in a reverse direction.

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Номер записи: 6
14-11-2012 дата публикации

Method for determining clutch interface temperatures in dry dual clutch transmissions

Номер: CN102777588A
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит:

A method for determining interface temperatures for a dry dual clutch mechanism includes determining that a slipping event is occurring at a friction interface of a clutch in the dry dual clutch mechanism, and determining a heat flux generated by the slipping event. The method includes determining a flux bulk temperature from the determined heat flux and determining a flux interface temperature from the determined heat flux. The flux interface temperature is the temperature at the friction interface during the slipping event. The method calculates a delta interface temperature by subtracting the flux interface temperature from the flux bulk temperature. The method executes a control action with the calculated delta interface temperature.

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Номер записи: 7
25-07-2012 дата публикации

Torque converter with lock-up clutch

Номер: CN102606705A
Автор: Samie Farzad, Bartos Andrew L, Lee Chunhao J
Принадлежит:

A torque converter for an automatic transmission includes a first fluid flow path for supplying a fluid to a pump cavity, a second fluid flow path for removing the fluid from the pump cavity, and a third fluid flow path for supplying a hydraulic signal to a lock-up clutch. The third fluid flow path is separate and distinct from the first fluid flow path and the second fluid flow path. A sleeve divides a stepped axial bore in the turbine output shaft into an inner stepped axial bore cavity, which is part of the third fluid flow path, and an outer stepped axial bore cavity, which is part of the first fluid flow path. The torque converter further includes an isolator assembly having a twenty degree rotational travel dampening distance.

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Номер записи: 8
04-07-2012 дата публикации

Powertrain pressure control system and pressure control system

Номер: CN102537137A
Автор: Lee Chunhao J, Samie Farzad, Kao Chi-kuan, Li Dongxu, Hebbale Kumaraswamy V, Bartos Andrew L, Rober Kevin B.
Принадлежит:

A clutch includes a pilot valve, a regulating valve, and a clutch control valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The clutch control valve is configured to engage and disengage the clutch in response to the control signal. The clutch may be configured as one of a wet clutch and a dry clutch.

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Номер записи: 9
30-10-2013 дата публикации

System and method for estimating torque in a powertrain

Номер: CN103373343A
Автор: Li Dongxu, Hebbale Kumaraswamy V., Samie Farzad, Lee Chunhao J., Kao Chi-kuan
Принадлежит:

A vehicle includes a powertrain having first and second rotatable members, speed sensors, and a controller. The speed sensors generate output signals encoding the speeds of the respective first and second rotatable members. The controller calculates a rotation angle of the members using the output signals and estimates a torque value in the powertrain as a function of the rotation angles. The sensors may count the teeth of respective first and second toothed gear elements and encode the count as the output signals. The controller may estimate the torque value as a function of a linear coefficient and the present gear ratio of the sensors. The controller may also detect a commanded upshift of the transmission and detect a fill event of an oncoming clutch of the transmission as a function of the corresponding rotation angles for the rotatable members. The members may be input, output, or intermediate members.

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Номер записи: 10
25-09-2013 дата публикации

Compact transmission fluid heater

Номер: CN103321726A
Автор: Samie Farzad, Lanzon James L, Bartos Andrew L
Принадлежит:

The invention relates to a compact transmission fluid heater. The transmission fluid heater for a motor vehicle includes a fluid pan mounted on the transmission for storing a supply of transmission fluid. The fluid pan has an inner chamber storing the transmission fluid, and an outer chamber surrounding the inner chamber. An inlet to the outer chamber communicates with a source of engine exhaust gas and an outlet from the outer chamber exhausts the exhaust gas. An inlet valve opens and shuts the communication of engine exhaust gas to the inlet. A plurality of heat exchanger fins enhancing the transfer of heat from the engine exhaust gas within the outer chamber to the transmission fluid is stored within the inner chamber.

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Номер записи: 11
04-07-2012 дата публикации

Hybrid powertrain system using selectable one-way clutches

Номер: CN102529672A
Автор: Samie Farzad, Kao Chi-kuan, Bucknor Norman K., Lee Chunhao J.
Принадлежит:

A hybrid powertrain system includes an input member, first and second torque machines, a differential gear set including first, second and third elements, an output member, and first, second, and third selectable one-way clutches (SOWC), each operative in one of a respective deactivated state and a respective plurality of activated states. The second torque machine is rotatably coupled to the first element of the differential gear set, and the output member is rotatably coupled to the second element of the differential gear set. The first SOWC is configurable to prevent rotation of the third element of the differential gear set in a first rotational direction when controlled to a first one of the respective plurality of activated states, and configurable to prevent rotation of the third element of the differential gear set in a second rotational direction opposite the first rotational direction when controlled to a second one of the respective plurality of activated states. The first torque ...

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Номер записи: 12
07-08-2013 дата публикации

Torque transmitting system

Номер: CN103233987A
Автор: Chen Li, Yao Jian, Lee Chunhao J, Kao Chi-kuan, Samie Farzad, Dong Yu, Yin Chengliang
Принадлежит:

A torque transmitting system includes a case, first and second clutch plates, and a ramp member that is selectively rotatable about an axis and that defines a ramp surface. The system also includes an electric motor having a motor housing, wherein the case is rotatable relative to the housing about the axis. The motor is configured to selectively apply torque to rotate the ramp member. The system additionally includes a roller element mounted with respect to the case and contacting the ramp surface. The ramp surface is configured such that, when the ramp member is rotated about the axis, the roller element exerts a reaction force on the ramp surface that urges the ramp member to move in a first axial direction and thereby transmit the reaction force to the clutch plates. A transmission assembly including the above described torque transmitting system is also disclosed.

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Номер записи: 13
14-11-2012 дата публикации

Thermal model for dry dual clutch transmissions

Номер: CN102777513A
Автор: Hebbale Kumaraswamy V, Samie Farzad
Принадлежит:

A method of determining temperatures for a dry dual clutch mechanism includes one or more steps, such as determining a first heat input from a first clutch and determining a second heat input from a second clutch. The second clutch is separated from the first clutch by a center plate. The method also includes determining a housing air temperature of housing air within a bell housing case of the dry dual clutch mechanism. A thermal model is applied with the determined first heat input and second heat input. The thermal model includes temperature states for at least the first clutch, the second clutch, and the center plate. From the thermal model, the method determines at least a first clutch temperature and a second clutch temperature. The method includes executing a control action with the determined first clutch temperature and second clutch temperature.

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Номер записи: 14
21-11-2012 дата публикации

Engine speed assist torque converter clutch control

Номер: CN102788148A
Автор: Lee Chunhao J., Hebbale Kumaraswamy V., Chen Xu, Otanez Paul G., Tao Xuefeng Tim, Samie Farzad
Принадлежит:

A method for controlling actuation of a torque converter clutch includes monitoring a transmission input speed, comparing the monitored transmission input speed to a threshold input speed, and, when the transmission input speed is less than the threshold input speed, controlling an engine speed based upon a desired minimum engine speed. Controlling the engine speed based upon the desired minimum engine speed includes monitoring a minimum engine speed critical parameter, determining the desired minimum engine speed based upon the minimum engine speed critical parameter, comparing the engine speed to the desired minimum engine speed, and controlling actuation of the clutch device based upon a result of the comparing the engine speed to the desired minimum engine speed.

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Номер записи: 15
11-07-2012 дата публикации

Powertrain pressure control system

Номер: CN102563050A
Автор: Lee Chunhao J., Kao Chi-Kuan, Samie Farzad, Li Dongxu, Hebbale Kumaraswamy V., Bartos Andrew L., Rober Kevin B.
Принадлежит:

A pressure control system includes a hydraulically-controlled component, a pilot valve, and a regulating valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal, which controls the hydraulically-controlled component.

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Номер записи: 16
19-10-2011 дата публикации

Selectable one-way clutch with radial integrated forward/reverse rockers

Номер: CN102224355A
Автор: Bartos Andrew L., Samie Farzad
Принадлежит:

A selectable one-way clutch assembly (SOWC) includes a first race, a second race, a plurality of rockers, and a selector ring. The first race and the second race each surround the first axis. Each of the rockers selectively hold torque in a rotational direction to establish a clutch operating mode. The selector ring defines a plurality of windows and is configured to rotates about the first axis to align at least one of the windows to establish one of the plurality of different clutch operating modes. The SOWC is engaged by rotating the selector ring about the first axis to align at least one of windows in a predetermined manner. Alignment allows at least one of the rockers to engage the second race in a radial direction to hold torque in at least one rotational direction.

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Номер записи: 17
15-12-2016 дата публикации

TRANSMISSION FOR A POWERTRAIN SYSTEM

Номер: US20160363177A1
Автор: Farzad Samie, Tito R. Huffman, Chunhao J. Lee, Dongxu Li, SAMIE FARZAD, HUFFMAN TITO R, LEE CHUNHAO J, LI DONGXU, Samie Farzad, Huffman Tito R., Lee Chunhao J., Li Dongxu
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member. A mechanically-driven hydraulic pump is rotatably coupled to the input member and is fluidly connected to the hydraulic circuit. The clutch assembly includes a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring. The clutch-release piston is fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit. The clutch-apply piston is fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit. A second spring urges the clutch-apply piston and the coned-disc spring urges the clutch-release piston. When the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston. 1. A transmission for a powertrain system , comprising:an input member, a hydraulic pump, a hydraulic circuit, a clutch assembly for transferring torque between the input member and an output member;the hydraulic pump being a mechanically-driven hydraulic pump rotatably coupled to the input member, the hydraulic pump being fluidly connected to the hydraulic circuit;the clutch assembly including a friction clutch pack, a clutch-apply piston, a clutch-release piston and a coned-disc spring;the clutch-release piston being fluidly coupled to a first hydraulic chamber that is fluidly coupled to the hydraulic circuit;the clutch-apply piston being fluidly coupled to a second hydraulic chamber that is selectively fluidly coupled to the hydraulic circuit;a second spring urging the clutch-apply piston; andthe coned-disc spring urging the clutch-release piston;wherein when the hydraulic pump is not rotating, the clutch assembly is activated by the coned-disc spring urging the clutch-release piston.2. The transmission of claim 1 , wherein when the hydraulic pump is not ...

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Номер записи: 18
11-07-2012 дата публикации

Transmission with selectable one-way clutch and dual-piston clutch

Номер: CN102563055A
Автор: Samie Farzad, Lee Chunhao J., Kao Chi-Kuan, Hebbale Kumaraswamy V., Saley Robert K.
Принадлежит:

A transmission with selectable one-way clutch and dual-piston clutch is provided, also provided with a power-train for a vehicle. An electric motor is operably connected to an input member and drive the input member. The transmission has an electrically-actuated one-way clutch with a neutral mode in which the clutch freewheels in both directions of rotation, and a locked mode in which the clutch is locked in one direction of rotation. The transmission also has a hydraulically-actuated dual-piston clutch with a spring that biases the dual-piston clutch to an engaged state. The one-way clutch is in the neutral mode and the spring biases the dual-piston clutch to the engaged state prior to a key start of the engine. The one-way clutch is actuated to the locked state following ignition of the engine after a key start, and remains in the locked state during an autostop of the engine.

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Номер записи: 19
15-09-2016 дата публикации

VARIABLE SPEED ACCESSORY DRIVE

Номер: US20160265634A1
Автор: Farzad Samie, Derek F. Lahr, SAMIE FARZAD, LAHR DEREK F, Samie Farzad, Lahr Derek F.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A variable speed drive mechanism includes a fixed disk concentric with, attached to, and rotatable with a shaft about a central axis. A plurality of pulley segments are supported by the fixed disk, and are moveable relative to the fixed disk in a radial direction relative to the central axis. A moveable disk is concentric with the shaft, and is rotatably moveable about the shaft relative to the fixed disk. The moveable disk defines a spiral groove having a center concentric with the shaft. The pulley segments include a guided groove portion engaged with and moveable along the spiral groove. Rotation of the moveable disk relative to the fixed disk rotates the spiral groove about the central axis relative to the pulley segments, thereby moving the guided groove portions along the spiral groove to move the pulley segments radially relative to the central axis. 1. A variable speed drive mechanism comprising:a shaft extending along a central axis;a fixed disk concentric with and attached to the shaft, and rotatable with the shaft about the central axis;a plurality of pulley segments supported by the fixed disk and moveable relative to the fixed disk in a radial direction relative to the central axis;a moveable disk concentric with the shaft and rotatably moveable about the shaft relative to the fixed disk, wherein the moveable disk defines a spiral groove having a center concentric with the shaft on the central axis;wherein each of the plurality of pulley segments includes a guided groove portion engaged with and moveable along the spiral groove, such that rotation of the moveable disk about the shaft and relative to the fixed disk rotates the spiral groove about the central axis relative to the plurality of pulley segments, thereby moving the guided groove portion of each of the plurality of pulley segments along the spiral groove to move each of the plurality of pulley segments radially relative to the central axis.2. The variable speed drive mechanism set forth in ...

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Номер записи: 20
12-10-2011 дата публикации

Dual-piston normally-engaged clutch

Номер: CN102213277A
Автор: Jones Gary L., Samie Farzad, Lee Chunhao J., Hebbale Kumaraswamy V., Bartos Andrew L., Manole John I.
Принадлежит:

A normally-engaged clutch is provided having a friction-element with a first side and an opposing second side, a first plate configured for pressing against the friction-element on the first side, and a second plate configured for pressing against the friction-element on the second side. The clutch also includes a biasing device configured to apply a first force to the second plate for pressing the second plate against the friction-element to engage the clutch. Additionally, the clutch includes an apply piston for applying a second force to the first plate, and a release piston for applying a third force to the second plate. The clutch is disengaged when the second plate is pushed away from the friction-element by the third force in the absence of the second force, and is engaged when the first plate is pressed against the friction-element by the second force.

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Номер записи: 21
01-11-2016 дата публикации

Multi-mode transmission for vehicle powertrain system

Номер: US0009482328B2
Автор: Chi-Kuan Kao, Chunhao J. Lee, Kumaraswamy V. Hebbale, Farzad Samie, KAO CHI-KUAN, LEE CHUNHAO J, HEBBALE KUMARASWAMY V, SAMIE FARZAD, Kao Chi-Kuan, Lee Chunhao J., Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM Global Technology Operations LLC, GM GLOBAL TECH OPERATIONS LLC, GM GLOBAL TECHNOLOGY OPERATIONS LLC

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.

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Номер записи: 22
14-11-2012 дата публикации

Method for determining initial temperatures in dry dual clutch transmissions

Номер: CN102777589A
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит:

A method for determining initial or starting temperatures for a dry dual clutch mechanism at vehicle start-up includes as determining a time lapse from shut-down to start-up. The method determines a housing air start temperature of the housing air within a bell housing case of the dry dual clutch mechanism at vehicle start-up, reads a first clutch stop temperature of a first clutch at vehicle shut-down, reads a housing air stop temperature of the housing air at vehicle shut-down, and determines a heat transfer coefficient between the first clutch and the housing air. The method includes determining a first clutch start temperature from, at least: the heat transfer coefficient between the first clutch and the housing air; a temperature differential between the first clutch stop temperature and the housing air stop temperature; and the housing air start temperature.

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Номер записи: 23
15-08-2017 дата публикации

Hydraulic pump failure detection for transmission with normally engaged clutch

Номер: US0009732846B2
Автор: Dongxu Li, Chunhao J. Lee, Farzad Samie, LI DONGXU, LEE CHUNHAO J, SAMIE FARZAD, Li Dongxu, Lee Chunhao J., Samie Farzad
Принадлежит: GM Global Technology Operations LLC, GM GLOBAL TECH OPERATIONS LLC, GM GLOBAL TECHNOLOGY OPERATIONS LLC

A method of detecting a failure of a hydraulic pump includes sensing a rotational speed of the engine, and a rotational speed of a rotating drivetrain component. A numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is calculated. The numerical difference is compared to a threshold value to determine if the numerical difference is less than the threshold value, or is equal to or greater than the threshold value. A failure of the hydraulic pump is identified when the numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is equal to or greater than the threshold value, and the transmission is positioned in the neutral gear mode. When a failure of the hydraulic pump is identified, the operation of the engine is stopped.

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Номер записи: 24
04-07-2012 дата публикации

Powertrain pressure and flow control system for a torque converter clutch

Номер: CN102537334A
Автор: Lee Chunhao J, Samie Farzad, Kao Chi-kuan, Hebbale Kumaraswamy V, Li Dongxu, Bartos Andrew L, Rober Kevin B. [
Принадлежит:

A pressure and flow control system for a torque converter clutch includes a pilot valve, a regulating valve, and a torque converter control valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The torque converter control valve is configured to engage and disengage the torque converter clutch in response to the control signal.

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Номер записи: 25
02-02-2017 дата публикации

CONTINUOUSLY VARIABLE TRANSMISSION

Номер: US20170030436A1
Автор: Chengwu Duan, Robert J. Gonzalez, Farzad Samie, Yongsheng He, Chunhao J. Lee, David J. Cleary, DUAN CHENGWU, GONZALEZ ROBERT J, SAMIE FARZAD, HE YONGSHENG, LEE CHUNHAO J, CLEARY DAVID J, Duan Chengwu, Gonzalez Robert J., Samie Farzad, He Yongsheng, Lee Chunhao J., Cleary David J.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A continuously variable transmission includes a first pulley, a second pulley, and an endless rotatable device operatively interconnecting the first and second pulleys. The endless rotatable device includes a device body and a plurality of device teeth protruding from the device body. Each of the first and second pulleys includes a first sheave, a second sheave, and a pulley axle operatively coupled between the first sheave and the second sheave. The pulley axle defines a pulley center. The first sheave is movable relative to the second sheave along the pulley axle. Each of the first and second sheaves includes a sheave body and a plurality of sheave teeth protruding from the sheave body. The sheave teeth are annularly arranged around the pulley center. The sheave teeth are shaped to mate with the device teeth. 1. A continuously variable transmission (CVT) , comprising:a first pulley;a second pulley;an endless rotatable device operatively interconnecting the first and second pulleys, the endless rotatable device including a device body and a plurality of device teeth protruding from the device body; a first sheave;', 'a second sheave;', 'a pulley axle operatively coupled between the first sheave and the second sheave, the pulley axle defining a pulley center, the first sheave being movable relative to the second sheave along the pulley axle, and the endless rotatable device being movable toward and away from the pulley center as the first sheave moves away from and toward the second sheave;', a sheave body; and', 'a plurality of sheave teeth protruding from the sheave body, the plurality of sheave teeth being annularly arranged around the pulley center, and the sheave teeth being shaped to mate with the device teeth., 'wherein each of the first and second sheaves includes], 'wherein each of the first and second pulleys includes2. The CVT of claim 1 , wherein the plurality of sheave teeth is a plurality of first sheave teeth claim 1 , and each of the first and second ...

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Номер записи: 26
02-01-2018 дата публикации

Torsional vibration damper

Номер: US0009856958B2
Автор: Leonid Basin, Shushan Bai, Dongxu Li, Farzad Samie, Ioan Napau, Gary H. Paelicke, Clinton E. Carey, BASIN LEONID, BAI SHUSHAN, LI DONGXU, SAMIE FARZAD, NAPAU IOAN, PAELICKE GARY H, CAREY CLINTON E, Basin Leonid, Bai Shushan, Li Dongxu, Samie Farzad, Napau Ioan, Paelicke Gary H., Carey Clinton E.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC, GM GLOBAL TECH OPERATIONS LLC, GM Global Technology Operations LLC

A torsional vibration damper includes a planetary gear set connected to a transmission input shaft, including a sun gear, a carrier, and a ring gear. A spring cage includes a first spring support member connected to the ring gear having multiple first spring contact members. A second spring support member is connected to the carrier and rotates with respect to the first spring support member. The second spring support member has multiple second spring contact members angularly oriented with respect to the first spring contact members. Multiple springs having opposed ends are positioned between and are compressed by rotation of the first or the second spring support member. The springs compress and extend to absorb vehicle engine vibration pulses. Each end of the springs has one of the multiple first spring contact members and or one of the multiple second spring contact members positioned proximate thereto.

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Номер записи: 27
04-07-2012 дата публикации

Powertrain pressure control system and pressure control system

Номер: CN102537136A
Автор: Lee Chunhao J, Kao Chi-kuan, Samie Farzad, Hebbale Kumaraswamy V, Li Dongxu, Bartos Andrew L, Rober Kevin B.
Принадлежит:

A pressure control system configured to control a selectable one-way clutch (SOWC) includes a pilot valve and a SOWC actuator. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The pressure control system may further include a regulating valve in fluid communication with the pilot valve and configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The SOWC actuator is configured to select between operating modes of the selectable one-way clutch in response to one of the pilot signal and the control signal.

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Номер записи: 28
11-07-2012 дата публикации

Automatic transmission shift quality improved via selective use of closed-loop pressure feedback control

Номер: CN102563054A
Автор: Lee Chunhao J., Otanez Paul G., Samie Farzad
Принадлежит:

The present invention relates to an automatic transmission shift quality improved via selective use of closed-loop pressure feedback control. In particularly, a method to control a hydraulically actuated clutch in a transmission of a vehicle is provided, including monitoring a pressure in a hydraulic circuit providing pressurized fluid to the hydraulically actuated clutch with micro-electromechanical pressure sensor, providing a closed-loop feedback control command for a hydraulic control device providing the pressurized fluid to the hydraulic circuit based upon the monitoring pressure, and controlling the control device based upon the closed-loop feedback control command.

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Номер записи: 29
28-11-2012 дата публикации

Multi-speed transmission with at least one selectable one-way clutch

Номер: CN102797814A
Автор: Lee Chunhao J., Samie Farzad, Diemer Larry D.
Принадлежит:

A transmission has four planetary gear sets, four interconnecting members and six torque-transmitting mechanisms selectively engageable in different combinations of three to establish at least eight forward speed ratios. A first of the six torque-transmitting mechanisms is selectively engageable to connect the second member of the first planetary gear set to the stationary member. A second of the six torque-transmitting mechanisms is selectively engageable to connect the input member for common rotation with the second member of the third planetary gear set. At least one of the first and the second of the six torque-transmitting mechanisms is a selectable one-way clutch configured to have a first operating mode and a second operating mode, either of which modes may be selected.

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Номер записи: 30
09-02-2012 дата публикации

REAL TIME ESTIMATION ALGORITHM FOR TORQUE CONVERTER CLUTCH FEED FORWARD PRESSURE FOR ECCC CONTROL

Номер: US20120035819A1
Автор: Chen Xu, Hebbale Kumaraswamy V., Horgan Jeremy V., Kao Chi-Kuan, Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS, INC.

A powertrain includes a torque generative device and a torque converter having an impeller, a turbine and a torque converter clutch. A method to control torque converter slip includes monitoring a reference slip and a turbine speed of the torque converter, determining a turbine torque based upon the reference slip and the turbine speed, determining a feed forward torque converter clutch pressure command based upon the turbine torque, a torque generative device torque, and a TCC gain, and controlling the torque converter clutch based upon the feed forward torque converter clutch pressure command. 1. Method to control torque converter slip in a powertrain comprising a torque generative device and a torque converter comprising an impeller , a turbine and a torque converter clutch , the method comprising:monitoring a reference slip and a turbine speed of the torque converter;determining a turbine torque based upon the reference slip and the turbine speed;determining a feed forward torque converter clutch pressure command based upon the turbine torque, a torque generative device torque, and a TCC gain; andcontrolling the torque converter clutch based upon the feed forward torque converter clutch pressure command.2. The method of claim 1 , wherein determining the turbine torque based upon the reference slip and the turbine speed comprises utilizing a turbine torque determination selected from the group consisting of a Kotwicki model and a K-factor look-up table.3. Method to control torque converter slip in a powertrain comprising a torque generative device and a torque converter comprising an impeller claim 1 , a turbine and a torque converter clutch claim 1 , the method comprising:monitoring operation of the powertrain;utilizing a Kotwicki model to estimate a turbine torque based upon the monitored operation of the powertrain;determining a feed forward torque converter clutch pressure command based upon the turbine torque; andcontrolling the torque converter clutch based ...

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Номер записи: 31
19-04-2012 дата публикации

MICRO-ELECTRO-MECHANICAL-SYSTEMS BASED HYDRAULIC CONTROL SYSTEM FOR A WET DUAL CLUTCH TRANSMISSION

Номер: US20120090416A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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. 1. A wet dual clutch transmission for a vehicle , the wet dual clutch transmission comprising:a hydraulic component;a pilot valve including at least one micro-electro-mechanical systems (MEMS) based device and operably connected to the hydraulic component, wherein the pilot valve is configured for actuating the hydraulic component; anda regulating valve operably connected to the pilot valve and the hydraulic component and configured to direct fluid to the hydraulic component when actuated by the pilot valve.2. A wet dual clutch transmission as set forth in claim 1 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.3. A wet dual clutch transmission as set forth in claim 2 , wherein the pilot valve further includes a MEMS-based regulating valve.4. A wet dual clutch transmission as set forth in claim 1 , wherein the regulating valve includes a MEMS-based device.5. A wet dual clutch transmission as set forth in claim 4 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.6. A wet dual clutch transmission as set forth in claim 4 , wherein the MEMS-based device of the regulating valve includes a MEMS-based regulating valve.7. A wet dual clutch transmission as set forth in claim 1 , wherein the regulating valve includes a spool valve.8. A wet dual clutch transmission as set forth in claim 1 , wherein the hydraulic component includes at least one of a ...

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Номер записи: 32
19-04-2012 дата публикации

MICRO ELECTRO-MECHANICAL SYSTEM (MEMS) BASED HYDRAULIC CONTROL SYSTEM FOR FULL HYBRID VEHICLES

Номер: US20120090426A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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. 1. A powertrain system in a hybrid vehicle comprising:a transmission configured to receive a torque from at least one of an engine and at least one motor;the transmission having a hydraulic device;a pilot valve having at least one micro-electro-mechanical systems (MEMS) based device operably connected to the hydraulic device and configured to actuate; anda regulator valve operably connected to the pilot valve and the hydraulic device and configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.2. A powertrain system as set forth in claim 1 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.3. A powertrain system as set forth in claim 2 , wherein the pilot valve further includes a MEMS-based regulator valve.4. A powertrain system as set forth in claim 1 , wherein the regulator valve includes a MEMS-based device.5. A powertrain system as set forth in claim 4 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.6. A powertrain system as set forth in claim 4 , wherein the MEMS-based device of the regulator valve includes a MEMS-based spool valve.7. A powertrain system as set forth in claim 1 , wherein the regulator valve includes a spool valve.8. A powertrain system as set forth in claim 1 , wherein the hydraulic device includes at least one of a clutch assembly claim 1 , a lube regulating valve claim 1 , a line control pressure valve ...

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Номер записи: 33
19-04-2012 дата публикации

MICRO-ELECTRO-MECHANICAL-SYSTEM (MEMS) BASED HYDRAULIC CONTROL SYSTEM FOR MILD HYBRID VEHICLES

Номер: US20120090427A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain system in a mild 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. 1. A powertrain system in a hybrid vehicle comprising:a transmission configured to receive a torque from at least one of an engine and a motor;the transmission having a hydraulic device;a pilot valve having at least one micro-electro-mechanical systems (MEMS) based device operably connected to the hydraulic device and configured to actuate; anda regulator valve operably connected to the pilot valve and the hydraulic device and configured to direct fluid to the hydraulic device based on the actuation of the pilot valve.2. A powertrain system as set forth in claim 1 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.3. A powertrain system as set forth in claim 2 , wherein the pilot valve further includes a MEMS-based regulator valve.4. A powertrain system as set forth in claim 1 , wherein the regulator valve includes a MEMS-based device.5. A powertrain system as set forth in claim 4 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.6. A powertrain system as set forth in claim 4 , wherein the MEMS-based device of the regulator valve includes a MEMS-based spool valve.7. A powertrain system as set forth in claim 1 , wherein the regulator valve includes a spool valve.8. A powertrain system as set forth in claim 1 , wherein the hydraulic device includes at least one of a clutch control valve claim 1 , a lube regulating valve claim 1 , a line control pressure valve ...

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Номер записи: 34
19-04-2012 дата публикации

POWERTRAIN PRESSURE AND FLOW CONTROL SYSTEM FOR AUTOMATIC TRANSMISSIONS

Номер: US20120090703A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Olson Bret M., Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A pressure and flow control system includes a hydraulically-controlled component, a pilot valve, and a regulating valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal, which controls the hydraulically-controlled component. 1. A pressure and flow control system for an automatic transmission , the pressure and flow control system comprising:a hydraulically-controlled component disposed within the automatic transmission;a pilot valve including a first valve, wherein the pilot valve is configured to produce a pilot signal and the first valve is a MEMS microvalve;a regulating valve in fluid communication with the pilot valve, wherein the regulating valve is configured to receive the pilot signal and is configured to output a control signal which controls the hydraulically-controlled component.2. The pressure and flow control system of claim 1 , wherein the pilot valve further includes a second valve and the regulating valve is a conventional mechanical regulating valve.3. The pressure and flow control system of claim 2 , wherein the second valve is a MEMS-based spool valve.4. The pressure and flow control system of claim 2 , wherein the second valve is a small mechanical spool valve.5. The pressure and flow control system of claim 1 , wherein the regulating valve is a MEMS-based spool valve.6. The pressure and flow control system of claim 1 , wherein the regulating valve is a small mechanical spool valve.7. The pressure and flow control system of claim 3 , further comprising a MEMS pressure transducer claim 3 , wherein the MEMS pressure transducer is configured to sense the pressure profile of one of the pilot signal and the control signal.8. The pressure and flow control system of claim 7 , further comprising a controller; ...

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Номер записи: 35
19-04-2012 дата публикации

MICRO-ELECTRO-MECHANICAL-SYSTEMS BASED HYDRAULIC CONTROL SYSTEM FOR A DRY DUAL CLUTCH TRANSMISSION

Номер: US20120090940A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A dry 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 dry dual clutch transmission, an on/off solenoid, a line pressure control valve or a synchronizing shift fork. 1. A dry dual clutch transmission for a vehicle , the dry dual clutch transmission comprising:a hydraulic component;a pilot valve including at least one micro-electro-mechanical systems (MEMS) based device and operably connected to the hydraulic component, wherein the pilot valve is configured for actuating the hydraulic component; anda regulating valve operably connected to the pilot valve and the hydraulic component and configured to direct fluid to the hydraulic component when actuated by the pilot valve.2. A dry dual clutch transmission as set forth in claim 1 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.3. A dry dual clutch transmission as set forth in claim 2 , wherein the pilot valve further includes a MEMS-based regulating valve.4. A dry dual clutch transmission as set forth in claim 1 , wherein the regulating valve includes a MEMS-based device.5. A dry dual clutch transmission as set forth in claim 4 , wherein the MEMS-based device of the pilot valve includes a MEMS-based pressure differential actuator valve.6. A dry dual clutch transmission as set forth in claim 4 , wherein the MEMS-based device of the regulating valve includes a MEMS-based regulating valve.7. A dry dual clutch transmission as set forth in claim 1 , wherein the regulating valve includes a spool valve.8. A dry dual clutch transmission as set forth in claim 1 , wherein the hydraulic component includes at least one of a clutch assembly claim 1 ...

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Номер записи: 36
19-04-2012 дата публикации

POWERTRAIN PRESSURE AND FLOW CONTROL SYSTEM FOR DOG CLUTCHES

Номер: US20120090945A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A pressure and flow control system for a dog clutch includes a pilot valve, a regulating valve, and a selector. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The selector is configured to engage and disengage the dog clutch in response to the control signal. 1. A pressure and flow control system for a dog clutch comprising:a pilot valve including a first valve, wherein the pilot valve is configured to produce a pilot signal and the first valve is a MEMS microvalve;a regulating valve in fluid communication with the pilot valve, wherein the regulating valve is configured to receive the pilot signal and is configured to output a control signal; anda selector configured to engage and disengage the dog clutch in response to the control signal.2. The pressure and flow control system of claim 1 , wherein the pilot valve further includes a second valve and the regulating valve is a conventional mechanical regulating valve.3. The pressure and flow control system of claim 2 , wherein the second valve is a MEMS-based spool valve.4. The pressure and flow control system of claim 2 , wherein the second valve is a small mechanical spool valve.5. The pressure and flow control system of claim 1 , wherein the regulating valve is a MEMS-based spool valve.6. The pressure and flow control system of claim 1 , wherein the regulating valve is a small mechanical spool valve.7. The pressure and flow control system of claim 3 , further comprising a MEMS pressure transducer claim 3 , wherein the MEMS pressure transducer is configured to sense the pressure profile of one of the pilot signal and the control signal.8. The pressure and flow control system of claim 7 , further comprising a controller claim 7 , wherein the controller is configured to ...

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Номер записи: 37
19-04-2012 дата публикации

POWERTRAIN PRESSURE CONTROL SYSTEM

Номер: US20120090946A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A pressure control system includes a hydraulically-controlled component, a pilot valve, and a regulating valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal, which controls the hydraulically-controlled component. 1. A pressure control system for a powertrain having a friction launch clutch , the pressure and flow control system comprising:a hydraulically-controlled component;a pilot valve including a first valve, wherein the pilot valve is configured to produce a pilot signal and the first valve is a MEMS microvalve;a regulating valve in fluid communication with the pilot valve, wherein the regulating valve is configured to receive the pilot signal and is configured to output a control signal which controls the hydraulically-controlled component.2. The pressure control system of claim 1 , wherein the pilot valve further includes a second valve and the regulating valve is a conventional mechanical regulating valve.3. The pressure control system of claim 2 , wherein the second valve is a MEMS-based spool valve.4. The pressure control system of claim 2 , wherein the second valve is a small mechanical spool valve.5. The pressure control system of claim 1 , wherein the regulating valve is a MEMS-based spool valve.6. The pressure control system of claim 1 , wherein the regulating valve is a small mechanical spool valve.7. The pressure control system of claim 3 , further comprising a MEMS pressure transducer claim 3 , wherein the MEMS pressure transducer is configured to sense the pressure profile of one of the pilot signal and the control signal.8. The pressure control system of claim 7 , further comprising a controller; wherein the controller is configured to receive input from the MEMS pressure transducer and to provide ...

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Номер записи: 38
19-04-2012 дата публикации

POWERTRAIN PRESSURE AND FLOW CONTROL SYSTEM FOR A TORQUE CONVERTER CLUTCH

Номер: US20120090947A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A pressure and flow control system for a torque converter clutch includes a pilot valve, a regulating valve, and a torque converter control valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The torque converter control valve is configured to engage and disengage the torque converter clutch in response to the control signal. 1. A pressure and flow control system for a torque converter clutch comprising:a pilot valve including a first valve, wherein the pilot valve is configured to produce a pilot signal and the first valve is a MEMS microvalve;a regulating valve in fluid communication with the pilot valve, wherein the regulating valve is configured to receive the pilot signal and is configured to output a control signal; anda torque converter control valve configured to engage and disengage the torque converter clutch in response to the control signal.2. The pressure and flow control system of claim 1 , wherein the pilot valve further includes a second valve and the regulating valve is a conventional mechanical regulating valve.3. The pressure and flow control system of claim 2 , wherein the second valve is a MEMS-based spool valve.4. The pressure and flow control system of claim 2 , wherein the second valve is a small mechanical spool valve.5. The pressure and flow control system of claim 1 , wherein the regulating valve is a MEMS-based spool valve.6. The pressure and flow control system of claim 1 , wherein the regulating valve is a small mechanical spool valve.7. The pressure and flow control system of claim 3 , further comprising a MEMS pressure transducer claim 3 , wherein the MEMS pressure transducer is configured to sense the pressure profile of one of the pilot signal and the control signal.8. The pressure ...

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Номер записи: 39
19-04-2012 дата публикации

POWERTRAIN PRESSURE CONTROL SYSTEM

Номер: US20120090948A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Rober Kevin B., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A clutch includes a pilot valve, a regulating valve, and a clutch control valve. The pilot valve is configured to produce a pilot signal and includes a first valve, which is a MEMS microvalve. The regulating valve is in fluid communication with the pilot valve, and is configured to receive the pilot signal. The regulating valve is further configured to output a control signal. The clutch control valve is configured to engage and disengage the clutch in response to the control signal. The clutch may be configured as one of a wet clutch and a dry clutch. 1. A pressure control system for a clutch comprising:a pilot valve including a first valve, wherein the pilot valve is configured to produce a pilot signal and the first valve is a MEMS microvalve;a regulating valve in fluid communication with the pilot valve, wherein the regulating valve is configured to receive the pilot signal and is configured to output a control signal; anda clutch control valve configured to selectively engage and disengage the clutch in response to the control signal.2. The pressure control system of claim 1 , wherein the pilot valve further includes a second valve and the regulating valve is a conventional mechanical regulating valve.3. The pressure control system of claim 2 , wherein the second valve is a MEMS-based spool valve.4. The pressure control system of claim 2 , wherein the second valve is a small mechanical spool valve.5. The pressure control system of claim 1 , wherein the regulating valve is a MEMS-based spool valve.6. The pressure control system of claim 1 , wherein the regulating valve is a small mechanical spool valve.7. The pressure control system of claim 3 , further comprising a MEMS pressure transducer claim 3 , wherein the MEMS pressure transducer is configured to sense a pressure profile of one of the pilot signal and the control signal.8. The pressure control system of claim 7 , further comprising a controller; wherein the controller is configured to receive an input ...

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Номер записи: 40
26-04-2012 дата публикации

Method and apparatus effecting torque transfer through a transmission during engine autostop and autostart events

Номер: US20120100947A1
Автор: Chunhao J. Lee, Farzad Samie, Kumaraswamy V. Hebbale
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain system includes an engine coupled via an input member to a transmission to transfer torque to an output member. The engine is configured to execute an autostop event and an autostart event during ongoing powertrain operation. The transmission includes a plurality of planetary gear sets and a plurality of torque transfer clutches. The plurality of torque transfer clutches includes hydraulically-activated clutches and mechanical clutch devices, including an electromechanically-activated selectable one-way clutch. The transmission is configured to provide hydraulic pressure to activate the hydraulically-activated clutches using only a mechanically driven hydraulic pump. The transmission is configured to effect torque transfer among the input member, the plurality of planetary gear sets and the output member in one of a plurality of fixed gear states by selectively activating at least one of the plurality of torque transfer clutches.

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Номер записи: 41
31-05-2012 дата публикации

SELECTABLE ONE-WAY CLUTCH OPERATION IN A HYBRID POWERTRAIN

Номер: US20120136518A1
Автор: Diemer Larry D., Heitzenrater Scott William, Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS, INC.

A hybrid powertrain includes a plurality of torque generative devices, a transmission input shaft, and a planetary gear set connecting the torque generative devices to the transmission input shaft. A method to control the powertrain includes monitoring a desired configuration of the powertrain and selectively grounding a gear of the planetary gear set with a selectable one way clutch based upon the desired configuration of the powertrain. 1. Method to control a powertrain comprising a plurality of torque generative devices , a transmission input shaft , and a planetary gear set connecting the torque generative devices to the transmission input shaft , the method comprising:monitoring a desired configuration of the powertrain; andselectively grounding a gear of the planetary gear set with a selectable one way clutch based upon the desired configuration of the powertrain.2. The method of claim 1 , wherein monitoring the desired configuration of the powertrain comprises monitoring a desired gear state of the powertrain.3. The method of claim 2 , wherein the desired configuration of the powertrain further comprises a direction of operation of an electric motor.4. The method of claim 2 , wherein the desired configuration of the powertrain further comprises engine braking.5. The method of claim 2 , wherein the desired configuration of the powertrain further comprises regenerative braking.6. The method of claim 1 , wherein monitoring the desired configuration of the powertrain comprises monitoring desired operation of the plurality of torque generative devices.7. The method of claim 1 , further comprising:monitoring a desired gear state; andselectively grounding a gear of a second planetary gear set within a transmission device with a second selectable one way clutch.8. System to control a powertrain comprising a plurality of torque generative devices claim 1 , a planetary gear set claim 1 , and a transmission input shaft claim 1 , the system comprising:the planetary gear ...

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Номер записи: 42
07-06-2012 дата публикации

METHOD OF OPERATION OF A SELECTABLE ONE WAY CLUTCH SELECTION MECHANISM

Номер: US20120138411A1
Автор: Bartos Andrew L., Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Apparatus for controlling a selectable one-way clutch (SOWC) in an automatic transmission includes a ring-shaped control housing located substantially concentrically to the SOWC, and an actuation mechanism included within the ring-shaped control housing and effective to actuate a selector plate engaged with the SOWC from a default position to an actuation position. The selector plate is located between the ring-shaped control housing and the SOWC. A hydraulic fluid delivery system hydraulically communicates with the actuation mechanism to control the actuation of the actuation mechanism. 1. Apparatus for controlling a selectable one-way clutch (SOWC) in an automatic transmission , comprising:a ring-shaped control housing located substantially concentrically to the SOWC;an actuation mechanism included within the ring-shaped control housing and effective to actuate a selector plate engaged with the SOWC from a default position to an actuation position;the selector plate located between the ring-shaped control housing and the SOWC; anda hydraulic fluid delivery system hydraulically communicating with the actuation mechanism to control the actuation of the actuation mechanism.2. The apparatus of claim 1 , wherein the control housing comprises a return mechanism distally located from the actuation mechanism effective to return the selector plate from the actuation position to the default position.3. The apparatus of claim 2 , wherein the return mechanism engages the selector plate through a return member of the selector plate.4. The apparatus of claim 1 , wherein the hydraulic fluid delivery system hydraulically communicating with the actuation mechanism comprises a fluid feed tube directly interconnecting the actuation mechanism with the hydraulic fluid delivery system.5. The apparatus of claim 1 , wherein the hydraulic fluid delivery system hydraulically communicating with the actuation mechanism comprises a fluid feed tube interconnecting the actuation mechanism with ...

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Номер записи: 43
14-06-2012 дата публикации

Three mode selection mechanism for a selectable one way clutch assembly

Номер: US20120145506A1
Автор: Andrew L. Bartos, Chunhao J. Lee, Farzad Samie, Robert K. Saley
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A mode selector mechanism for a selectable one way clutch assembly includes a lever moveable between a first position, a second position and a third position. A lever biasing device biases the lever in a first direction. A piston acts in opposition against the lever biasing device to move the lever in a second direction opposite the first direction. The piston is actuated by a variable hydraulic signal. The lever is disposed in the second position when the variable hydraulic signal includes a fluid pressure between a first fluid pressure and a second fluid pressure. The lever is disposed in the third position when the variable hydraulic signal includes a fluid pressure greater than the second fluid pressure. The lever is disposed in the first position when the variable hydraulic signal includes a fluid pressure less than the first fluid pressure.

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Номер записи: 44
28-06-2012 дата публикации

TRANSMISSION WITH SELECTABLE ONE-WAY CLUTCH AND DUAL-PISTON CLUTCH

Номер: US20120165146A1
Автор: Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Saley Robert K., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain for a vehicle includes an engine, a transmission with an input member driven by the engine, and an output member. An electric motor is operable to drive the input member. The transmission has an electrically-actuated one-way clutch with a neutral mode in which the clutch freewheels in both directions of rotation, and a locked mode in which the clutch is locked in one direction of rotation. The transmission also has a hydraulically-actuated dual-piston clutch with a spring that biases the dual-piston clutch to an engaged state. The one-way clutch is in the neutral mode and the spring biases the dual-piston clutch to the engaged state prior to a key start of the engine. The one-way clutch is actuated to the locked state following ignition of the engine after a key start, and remains in the locked state during an autostop of the engine. 1. A powertrain for a vehicle comprising:an engine;a transmission with an input member driven by the engine and an output member;an electric motor operatively connected to the input member and operable to drive the input member;an electrically-actuated one-way clutch having a neutral mode in which the clutch freewheels in both directions of rotation and a locked mode in which the clutch is locked in one direction of rotation;a hydraulically-actuated dual-piston clutch having a spring that mechanically-biases the dual-piston clutch to an engaged state without application of power; wherein the one-way clutch is in the neutral mode and the spring biases the dual-piston clutch to the engaged state prior to a key start of the engine so that torque is not transferred to the output member during ignition;wherein the one-way clutch is actuated to the locked mode following ignition of the engine after a key start, and remains in the locked state during an autostop of the engine, the locked one-way clutch and the spring establishing a first forward gear during an autostop without hydraulic or electric power.2. The powertrain of claim ...

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Номер записи: 45
05-07-2012 дата публикации

METHOD AND APPARATUS FOR HYDRAULICALLY DEACTIVATING A TORQUE TRANSFER CLUTCH

Номер: US20120168238A1
Автор: Bartos Andrew L., Jones Gary L., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS, INC.

A torque transfer apparatus for a transmission includes a rotatable friction clutch pack including a first friction plate that is contiguous to a second friction plate, with the first friction plate coupled to a first transmission element and the second friction plate coupled to a second transmission element. A Belleville spring device is configured to urge the first friction plate to engage the second friction plate to effect torque transfer therebetween when a hydraulically-activated piston is deactivated. The hydraulically-activated piston is configured to urge the second periphery of the Belleville spring device away from mechanical contact of the first friction plate when the hydraulically-activated piston is activated. 1. A torque transfer apparatus for a transmission , includinga rotatable friction clutch pack including a first friction plate contiguous to a second friction plate, the first friction plate coupled to a first transmission element and the second friction plate coupled to a second transmission element;a Belleville spring device including a first periphery and a second periphery, the first periphery mechanically contacting a housing of the transmission, the second periphery mechanically contacting the first friction plate;a hydraulically-activated piston element mechanically coupled to the Belleville spring device;the Belleville spring device configured to urge the first friction plate to engage the second friction plate to effect torque transfer therebetween when the hydraulically-activated piston element is deactivated; andthe hydraulically-activated piston element configured to urge the second periphery of the Belleville spring device away from the mechanical contact with the first friction plate when the hydraulically-activated piston element is activated.2. The apparatus of claim 1 , wherein the first friction plate is coupled to a first transmission element comprising the housing of the transmission and the second friction plate is coupled ...

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Номер записи: 46
26-07-2012 дата публикации

MULTI-SPEED TRANSMISSION WITH SELECTABLE ONE-WAY BRAKING CLUTCH

Номер: US20120190496A1
Автор: Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A multi-speed transmission for a vehicle is provided with a selectable one-way braking clutch (SOWBC). The transmission has multiple planetary gear sets. Multiple torque-transmitting mechanisms are engagable in different combinations to establish at least one reverse speed ratio and multiple forward speed ratios between an input member and an output member. A selectable one-way braking clutch is configured to brake in one rotational direction and is selectively reversible to brake in an opposite rotational direction, and freewheels in some speed ratios. 1. A transmission for a vehicle comprising:an input member;an output member;a stationary member;a first planetary gear set having a ring gear member, a carrier member, and a sun gear member; wherein the output member is connected for rotation with the ring gear member of the first planetary gear set;a second planetary gear set having a ring gear member, a carrier member, and a sun gear member; wherein the input member is continuously connected for rotation with the one of the members of the second planetary gear set;a third planetary gear set having a ring gear member, a carrier member, and a sun gear member;a first interconnecting member continuously connecting the carrier member of the first planetary gear set for common rotation with the ring gear member of the third planetary gear set;a second interconnecting member continuously connecting the sun gear member of the first planetary gear set for common rotation with the carrier member of the third planetary gear set;a first selectively engagable rotating clutch engagable to connect one of the members of the second planetary gear set for common rotation with the sun gear member of the third planetary gear set;a second selectively engagable rotating clutch engagable to connect the same or a different member of the second planetary gear set as connected by the first rotating clutch for common rotation with the sun gear member of the first planetary gear set; anda ...

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Номер записи: 47
09-08-2012 дата публикации

INTEGRATED SINGLE MOTOR HYBRID TRANSMISSION USING REAR-WHEEL-DRIVE 8-SPEED TRANSMISSION

Номер: US20120202635A1
Автор: Bucknor Norman K., Hebbale Kumarswamy V., Lee Chunhao J., Samie Farzad, Smith Anthony L.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

An apparatus transmitting torque among a first torque generative device, a second torque generative device and an output member includes a first planetary gear set including respective first, second and third members, a second planetary gear set including respective first, second and third members, the respective first member of the second planetary gear set mechanically coupled to the respective first member of the first planetary gear set. The first torque generative device is mechanically coupled to the respective second member of the first planetary gear set. The second torque generative device is mechanically coupled to the respective second member of the second planetary gear set, wherein the second torque generative device includes a grounding state wherein rotation of the respective second member of the second planetary gear set is prevented and a rotational state wherein rotation of the respective second member of the second planetary gear set is not prevented. 1. An apparatus transmitting torque among a first torque generative device , a second torque generative device and an output member , comprising:a first planetary gear set including respective first, second and third members;a second planetary gear set including respective first, second and third members, the respective first member of the second planetary gear set mechanically coupled to the respective first member of the first planetary gear set;the first torque generative device mechanically coupled to the respective second member of the first planetary gear set; andthe second torque generative device mechanically coupled to the respective second member of the second planetary gear set, wherein the second torque generative device comprises a grounding state wherein rotation of the respective second member of the second planetary gear set is prevented and a rotational state wherein rotation of the respective second member of the second planetary gear set is not prevented.2. The apparatus of further ...

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Номер записи: 48
13-09-2012 дата публикации

METHOD AND APPARATUS FOR CONTROLLING A SELECTABLE ONE-WAY CLUTCH IN AN ELECTRO-MECHANICAL TRANSMISSION

Номер: US20120231913A1
Автор: Lee Chunhao J., Millerman Alexander, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission is configured to transfer power between an input member, first and second torque machines and an output member and includes a transmission case, a differential gear set, first and second torque transfer clutches, a first torque machine rotatably operatively couplable to a first element of the differential gear set when the second torque transfer clutch is in an applied state, and a second torque machine rotatably operatively coupled to a second element of the differential gear set. The differential gear set is configured to transfer torque between the first torque machine and the output member in a first continuously variable mode when the first torque transfer clutch is in the applied state, and to transfer torque between the first and second torque machines and the output member in a second continuously variable mode when the second torque transfer clutch is in the applied state. 1. Transmission configured to transfer power between an input member , first and second torque machines and an output member , comprising:a transmission case;a differential gear set;first and second torque transfer clutches;a first torque machine rotatably operatively couplable to a first element of the differential gear set when the second torque transfer clutch is in an applied state;a second torque machine rotatably operatively coupled to a second element of the differential gear set;the first torque transfer clutch configured to ground a third element of the differential gear set to the transmission case when in an applied state;the differential gear set configured to transfer torque between the first torque machine and the output member in a first continuously variable mode when the first torque transfer clutch is in the applied state;the differential gear set configured to transfer torque between the first and second torque machines and the output member in a second continuously variable mode when the second torque transfer clutch is in the applied state;the first and ...

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Номер записи: 49
22-11-2012 дата публикации

MULTI-SPEED TRANSMISSION WITH AT LEAST ONE SELECTABLE ONE-WAY CLUTCH

Номер: US20120295756A1
Автор: Diemer Larry D., Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission has four planetary gear sets, four interconnecting members and six torque-transmitting mechanisms selectively engageable in different combinations of three to establish at least eight forward speed ratios. A first of the six torque-transmitting mechanisms is selectively engageable to connect the second member of the first planetary gear set to the stationary member. A second of the six torque-transmitting mechanisms is selectively engageable to connect the input member for common rotation with the second member of the third planetary gear set. At least one of the first and the second of the six torque-transmitting mechanisms is a selectable one-way clutch configured to have a first operating mode and a second operating mode, either of which modes may be selected. 1. A transmission for a vehicle comprising:an input member;an output member;a stationary member;a first, a second, a third, and a fourth planetary gear set, each planetary gear set having a first, a second, and a third member; wherein the output member is connected for common rotation with the first member of the first planetary gear set;a first interconnecting member continuously connecting the second member of the first planetary gear set for common rotation with the first member of the second planetary gear set;a second interconnecting member continuously connecting the third member of the first planetary gear set for common rotation with the second member of the second planetary gear set;a third interconnecting member continuously connecting the third member of the second planetary gear set for common rotation with the first member of the third planetary gear set and the first member of the fourth planetary gear set;a fourth interconnecting member continuously connecting the second member of the third planetary gear set for common rotation with the second member of the fourth planetary gear set;six torque-transmitting mechanisms each of which is selectively engageable to connect a ...

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Номер записи: 50
01-08-2013 дата публикации

TORQUE TRANSMITTING SYSTEM

Номер: US20130196811A1
Автор: Chen Li, Dong Yu, Kao Chi-Kuan, Lee Chunhao J., Samie Farzad, Yao Jian, Yin Chengliang
Принадлежит:

A torque transmitting system includes a case, first and second clutch plates, and a ramp member that is selectively rotatable about an axis and that defines a ramp surface. The system also includes an electric motor having a motor housing, wherein the case is rotatable relative to the housing about the axis. The motor is configured to selectively apply torque to rotate the ramp member. The system additionally includes a roller element mounted with respect to the case and contacting the ramp surface. The ramp surface is configured such that, when the ramp member is rotated about the axis, the roller element exerts a reaction force on the ramp surface that urges the ramp member to move in a first axial direction and thereby transmit the reaction force to the clutch plates. A transmission assembly including the above described torque transmitting system is also disclosed. 1. A torque transmitting system comprising:a case;a first clutch plate and a second clutch plate mounted with respect to the case and configured to be engaged via an application of force;a ramp member mounted with respect to the case, being selectively rotatable about an axis, and defining a ramp surface;a drive member that is operatively connected to the ramp member for rotation therewith about the axis;an electric motor having a motor housing, wherein the case is rotatable relative to the motor housing about the axis, and the motor is operatively connected to the drive member and configured to selectively apply torque thereto; anda roller element mounted with respect to the case and contacting the ramp surface;wherein the ramp surface is configured such that, when the ramp member is rotated about the axis, the roller element exerts a reaction force on the ramp surface that urges the ramp member to move in a first axial direction and thereby transmit the reaction force to the first and second clutch plates.2. The torque transmitting system of claim 1 , wherein the electric motor includes a stator ...

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Номер записи: 51
05-09-2013 дата публикации

TRANSMISSION WITH RADIALLY STACKED GEAR SETS INCLUDING ANNULAR GEAR

Номер: US20130231211A1
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a first gear set with a first sun gear member rotatable about a first axis of rotation, a first carrier member, and a first ring gear member radially outward of and concentric with the first sun gear member. The first ring gear member has a radially inward-facing surface with inner teeth and a radially outward-facing surface with outer teeth. A second gear set has a second carrier member, and a second ring gear member radially outward of and concentric with the first ring gear member. The second ring gear member has a radially inward-facing surface with inner teeth. A first annular gear has a radially inward-facing surface with inner teeth and a radially outward-facing surface with outer teeth. The first annular gear is rotatable about a second axis of rotation and meshes with the first ring gear member. 1. A transmission comprising: a first sun gear member rotatable about a first axis of rotation;', 'a first carrier member;', 'a first ring gear member radially outward of and concentric with the first sun gear member and rotatable about the first axis of rotation; wherein the first ring gear member has a radially inward-facing surface defining inner teeth and a radially outward-facing surface defining outer teeth;, 'a first gear set having a second carrier member;', 'a second ring gear member radially outward of and concentric with the first ring gear member and rotatable about the first axis of rotation; wherein the second ring gear member has a radially inward-facing surface defining inner teeth;, 'a second gear set havingwherein at least one of the first gear set and the second gear set includes a first annular gear having a radially inward-facing surface defining inner teeth and a radially outward-facing surface defining outer teeth; wherein the first annular gear is rotatable about a second axis of rotation that rotates about the first axis of rotation; andwherein the first annular gear meshes with the first ring gear member.2. The ...

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Номер записи: 52
05-09-2013 дата публикации

TRANSMISSION WITH DOUBLE-SUN, ONE RING, AND DOUBLE-ANNULAR GEAR COPLANAR GEAR SET

Номер: US20130231212A1
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a first gear set with a first sun gear member rotatable about a first axis of rotation, a second sun gear member rotatable about the first axis of rotation, a carrier member, and a ring gear member radially outward of and concentric with the first sun gear member. A first annular gear meshes with the first sun gear member, and a second annular gear meshes with the first annular gear, the second sun gear member, and with the ring gear member. The first annular gear is rotatable about a second axis of rotation and the second annular gear is rotatable about a third axis or rotation.

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Номер записи: 53
05-09-2013 дата публикации

TRANSMISSION WITH DOUBLE-SUN, ANNULAR GEAR, AND OUTER GEAR COPLANAR GEAR SET

Номер: US20130231213A1
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a coplanar gear set with a first sun gear member rotatable about a first axis of rotation, a second sun gear member rotatable about the first axis of rotation, a carrier member, and an outer gear radially outward of and concentric with the first sun gear member. A first annular gear meshes with the first sun gear member, and the outer gear meshes with the first annular gear and with the second sun gear member. The first annular gear is rotatable about a second axis of rotation and the outer gear is rotatable about a third axis or rotation. 1. A transmission comprising: 'a first sun gear member rotatable about a first axis of rotation;', 'a coplanar gear set having 'a second sun gear member rotatable about the first axis of rotation;', 'wherein the first sun gear member has a radially outward-facing surface defining outer teeth;'} a carrier member;', 'a first annular gear supported by the carrier member and having a radially inward-facing surface defining inner teeth and a radially outward-facing surface defining outer teeth; wherein the first annular gear is rotatable about a second axis of rotation that rotates about the first axis of rotation; wherein the inner teeth of the first annular gear mesh with the outer teeth of the first sun gear member;', 'an outer gear supported by the carrier member and having a radially inward-facing surface defining inner teeth; wherein the outer gear is rotatable about a third axis of rotation that rotates about the first axis of rotation; and wherein the inner teeth of the outer gear mesh with the outer teeth of the first annular gear and with the outer teeth of the second sun gear member., 'wherein the second sun gear member has a radially outward-facing surface defining outer teeth;'}2. The transmission of claim 1 , further comprising:a first set of cluster bearings positioned between the first annular gear and the carrier member to permit relative rotation thereof; anda second set of cluster bearings ...

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Номер записи: 54
05-09-2013 дата публикации

TRANSMISSION WITH DOUBLE-ANNULAR GEAR COPLANAR GEAR SET

Номер: US20130231214A1
Автор: Hebbale Kumaraswamy V., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a first gear set with a sun gear member rotatable about a first axis of rotation, a carrier member, and a ring gear member radially outward of and concentric with the first sun gear member. A first annular gear meshes with the sun gear member, and a second annular gear meshes with the first annular gear and with the ring gear member. The first annular gear is rotatable about a second axis of rotation and the second annular gear is rotatable about a third axis or rotation. 1. A transmission comprising: a sun gear member rotatable about a first axis of rotation; wherein the sun gear member has a radially outward-facing surface defining outer teeth;', 'a carrier member;', 'a ring gear member radially outward of and concentric with the sun gear member and rotatable about the first axis of rotation; wherein the ring gear member has a radially inward-facing surface defining inner teeth;, 'a first gear set havinga first annular gear supported by the carrier member and having a radially inward-facing surface defining inner teeth and a radially outward-facing surface defining outer teeth; wherein the first annular gear is rotatable about a second axis of rotation that rotates about the first axis of rotation; wherein the inner teeth of the first annular gear mesh with the outer teeth of the sun gear member;a second annular gear supported by the carrier member and having a radially inward-facing surface defining inner teeth and a radially outward-facing surface defining outer teeth; wherein the second annular gear is rotatable about a third axis of rotation that rotates about the first axis of rotation; and wherein the inner teeth of the second annular gear mesh with the outer teeth of the first annular gear and the outer teeth of the second annular gear mesh with the inner teeth of the ring gear member.2. The transmission of claim 1 , further comprising:a first set of cluster bearings positioned between the first annular gear and the carrier member to ...

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Номер записи: 55
26-09-2013 дата публикации

COMPACT TRANSMISSION FLUID HEATER

Номер: US20130247864A1
Автор: Bartos Andrew L., LANZON JAMES L., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission fluid heater for a motor vehicle includes a fluid pan mounted on the transmission for storing a supply of transmission fluid. The fluid pan has an inner chamber storing the transmission fluid, and an outer chamber surrounding the inner chamber. An inlet to the outer chamber communicates with a source of engine exhaust gas and an outlet from the outer chamber exhausts the exhaust gas. An inlet valve opens and shuts the communication of engine exhaust gas to the inlet. A plurality of heat exchanger fins enhancing the transfer of heat from the engine exhaust gas within the outer chamber to the transmission fluid is stored within the inner chamber. 1. A compact transmission fluid heater for a motor vehicle comprising: a fluid pan mounted on the a transmission for storing a supply of transmission fluid , said fluid pan assembly having an inner chamber storing the transmission fluid and an outer chamber surrounding the inner chamber , said fluid pan assembly including an inner housing having a bottom wall , first and second sidewalls , a front endwall and a rear endwall , and an outer housing having a bottom wall , first and second sidewalls , a front endwall and a rear endwall , the front endwalls and the first and second sidewalls of the inner and outer housings being spaced respectively from one another to thereby define the outer chamber therebetween , the rear endwalls of the inner and outer housings engaging one another with no space therebetween to further define the shape of the outer chamber as U-shaped , and the bottom walls of the inner and outer housings engaging with one another with no space therebetween to further define the outer chamber and maximize clearance from a ground surface beneath the motor vehicle , the inner and outer housings each having peripheral flanges engaging with and connecting to one another to define the top of the outer chamber and provide for bolting of the fluid pan assembly to the transmission , an inlet to the outer ...

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Номер записи: 56
17-10-2013 дата публикации

SYSTEM AND METHOD FOR ESTIMATING TORQUE IN A POWERTRAIN

Номер: US20130275015A1
Автор: Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A vehicle includes a powertrain having first and second rotatable members, speed sensors, and a controller. The speed sensors generate output signals encoding the speeds of the respective first and second rotatable members. The controller calculates a rotation angle of the members using the output signals and estimates a torque value in the powertrain as a function of the rotation angles. The sensors may count the teeth of respective first and second toothed gear elements and encode the count as the output signals. The controller may estimate the torque value as a function of a linear coefficient and the present gear ratio of the sensors. The controller may also detect a commanded upshift of the transmission and detect a fill event of an oncoming clutch of the transmission as a function of the corresponding rotation angles for the rotatable members. The members may be input, output, or intermediate members. 1. A vehicle comprising:a prime mover;a powertrain having first and a second rotatable members, wherein the powertrain includes a transmission that is connected to the prime mover;a first and a second speed sensor positioned with respect to the first and second rotatable members, respectively, wherein the first and second speed sensors are configured to generate a corresponding first and second output signal encoding a rotational speed of the first and second rotatable member, respectively; anda controller in communication with each of the first and second speed sensors; calculate a rotation angle for each of the first and second rotatable members using the first and the second output signals from the respective first and second speed sensors; and', 'estimate a torque value in the transmission of the powertrain as a function of the calculated rotation angles and a present gear ratio of the first and second rotatable members as determined via the first and second speed sensors., 'wherein the controller is configured to2. The vehicle of claim 1 , wherein the first ...

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Номер записи: 57
04-01-2018 дата публикации

Selectable Torque Transfer Mechanism For A Vehicle Transmission

Номер: US20180003247A1
Автор: Huffman Tito R., Lee Chunhao J., Samie Farzad
Принадлежит:

A selectable torque transfer system includes an input member to receive an input torque, and an output member that is selectively coupled to the input member. The selectable torque transfer system also includes an engaging member disposed between the input member and the output member and a biasing element configured to urge the engaging member towards a first position. The selectable torque transfer system further includes an electrically-powered solenoid configured to actuate the engaging member to a second position thereby enabling torque transfer from the input member to the output member. 1. A selectable torque transfer system comprising:an input member to receive an input torque;an output member selectively coupled to the input member;an engaging member disposed between the input member and the output member;a biasing element configured to urge the engaging member towards a first position; andan electrically-powered solenoid configured to actuate the engaging member to a second position thereby enabling torque transfer from the input member to the output member.2. The selectable torque transfer system of wherein the engaging element includes at least one plungers extending therefrom claim 1 , each plunger defining a terminal portion configured to force a strut to engage a notched plate on the output member to transfer torque applied from the input member.3. The selectable torque transfer system of further comprising a plurality of movable struts that are actuated by the engaging member to engage the output member.4. The selectable torque transfer system of when the struts allow relative rotation between the input member and the output member in a single direction when actuated.5. The selectable torque transfer system of wherein the struts are configured to remain engaged with the output member after the solenoid is de-energized as long as the input torque is applied claim 3 , and further configured to retract when the input torque is no longer present.6. The ...

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Номер записи: 58
04-01-2018 дата публикации

Powertrain Torque Transfer Damping Mechanism

Номер: US20180003262A1
Автор: Bruder Dmitriy, Lahr Derek F., Samie Farzad
Принадлежит:

A torque transfer mechanism includes an input member to receive an input torque from a propulsion source, and an output member coupled to the input member to transfer the input torque to a driveline component. A multi-component damping mechanism is disposed between the input member and the output member which includes a first spring element cooperating with a second spring element to couple the input member to the output member. The first spring element defines a greater stiffness and shorter deflection relative to the second spring element. 1. A torque transfer mechanism comprising:an input member to receive an input torque from a propulsion source;an output member coupled to the input member to transfer the input torque to a driveline component; anda multi-component damping mechanism disposed between the input member and the output member including a first spring element cooperating with a second spring element to couple the input member to the output member, wherein the first spring element defines a greater stiffness and shorter deflection relative to the second spring element.2. The torque transfer mechanism of wherein the second spring element is provided with a preloaded torque value such that an input torque less than the preloaded torque value actuates only the first spring element.3. The torque transfer mechanism of wherein the first spring element is arranged to reach an end of travel in response to the input torque being equal to about the preloaded torque value.4. The torque transfer mechanism of wherein the second spring element is configured to deflect over a rotation angle of at least about 30 degrees between the input member relative to the output member.5. The torque transfer mechanism of wherein the first spring element reaches an end of travel in response to an input torque value substantially less than a total input torque capable of being absorbed by the multi-component damping mechanism.6. The torque transfer mechanism of wherein the second ...

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Номер записи: 59
18-01-2018 дата публикации

HYBRID DRIVETRAIN

Номер: US20180015817A1
Автор: Beller Peter, Lahr Derek F., Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A geartrain for a powertrain system is disposed to transfer mechanical power between an internal combustion engine, an electric machine and a driveline. The geartrain includes a flywheel, a torque converter, an off-axis mechanical connection and a transmission gearbox. The off-axis mechanical connection includes a first element rotatably coupled to a second element. The flywheel is coupled to a crankshaft of the internal combustion engine. The torque converter includes a pump, a turbine and a pump hub, and the transmission gearbox includes an input member. The pump of the torque converter is coupled to the flywheel, and the pump hub is coupled to the first element of the off-axis mechanical connection. The second element of the off-axis mechanical connection is coupled to a rotor of the electric machine, and the turbine of the torque converter is coupled to the input member of the transmission gearbox. 1. A geartrain for a powertrain system , wherein the geartrain is disposed to transfer mechanical power between an internal combustion engine , an electric machine and a driveline , the geartrain comprising:a flywheel, a torque converter, an off-axis mechanical connection and a transmission gearbox; the off-axis mechanical connection is disposed within a housing of the geartrain and includes a first element rotatably coupled to a second element;', 'the torque converter includes a pump, a turbine and a pump hub,', 'the flywheel is coupled to a crankshaft of the internal combustion engine and coupled to the pump of the torque converter,', 'the transmission gearbox includes an input member,', 'the pump hub is coupled to the first element of the off-axis mechanical connection,', 'the second element of the off-axis mechanical connection is coupled to a rotor of the electric machine, and', 'the turbine of the torque converter is coupled to the input member of the transmission gearbox., 'wherein2. The geartrain of claim 1 , wherein the off-axis mechanical connection includes ...

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Номер записи: 60
18-01-2018 дата публикации

MECHANICAL DIODE

Номер: US20180017121A1
Автор: Lahr Derek F., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A mechanical diode to transfer torque between a first torque member and a second torque member is described, and includes a first race element, a second race element and a slide plate that are coaxially disposed in the housing. The slide plate includes a tab element projecting radially outwardly. The slide plate is rotatable to one of a first position and a second position. A spring element is disposed between the slide plate and one of the first and second race elements, and is configured to urge the slide plate to the first position. A controllable braking element is disposed to apply a braking force to the tab element of the slide plate to urge the slide plate to achieve the second position in response to a control signal. 1. A mechanical diode disposed in a housing to transfer torque between a first torque member and a second torque member , comprising:a first race element, a second race element and a slide plate coaxially disposed in the housing, wherein the first race element is coupled to the first torque member and the second race element is coupled to the second torque member, wherein the slide plate includes a tab element projecting radially outwardly, and wherein the slide plate is rotatable to one of a first position and a second position;a spring element disposed between the slide plate and one of the first and second race elements, wherein the spring element is configured to urge the slide plate to the first position; anda controllable braking element attached to the housing and annular to the second race element, wherein the controllable braking element includes a slot portion disposed to accommodate the tab element of the slide plate;wherein the controllable braking element is disposed to apply a braking force to the tab element of the slide plate to urge the slide plate to achieve the second position in response to a control signal.2. The mechanical diode of claim 1 , further comprising the tab fixedly attached to an annular ring claim 1 , wherein ...

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Номер записи: 61
16-01-2020 дата публикации

ELECTRICAL DRIVE UNIT

Номер: US20200016986A1
Автор: Bucknor Norman K., Duan Chengwu, Hao Lei, Lee Chunhao J., Li Dongxu, Potter Michael A., Samie Farzad
Принадлежит:

An electric drive unit is provided having an electric motor-generator coupled with a torque converter. Vehicles and machines employing the same, as well as methods of using the same, are also disclosed. The motor-generator may be configured to selectively drive a rotatable shaft with a motor output torque and generate electrical power from rotation of the rotatable shaft. The electric drive unit may further include a torque converter having an input and an output separated by a fluid coupling. The fluid coupling may be configured to selectively multiply torque received at the input such that a drive unit output torque at the output is selectively increased in at least a predetermined rotational speed range of the electric motor-generator. 1. An electric drive unit , comprising:an electric motor-generator configured to selectively (a) drive a rotatable shaft with a motor output torque, the rotatable shaft mounted coaxially with a rotor of the motor-generator, and (b) generate electrical power from rotation of the rotatable shaft; anda torque converter having an input and an output separated by a fluid coupling, the input mechanically coupled to the rotatable shaft such that the motor-generator directly drives the input via the rotatable shaft, and an input torque applied to the input is substantially equal to the motor output torque, wherein the fluid coupling is configured to selectively multiply torque received at the input such that a drive unit output torque at the output is selectively increased in at least a predetermined rotational speed range of the electric motor-generator.2. The electric drive unit of claim 1 , wherein the torque converter includes a lockup clutch configured to selectively prevent slip between rotational speeds of the input and the output.3. The electric drive unit of claim 1 , further comprising an output shaft driven by the output of the torque converter.4. A vehicle comprising the electric drive unit of claim 1 , wherein the vehicle is ...

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Номер записи: 62
21-01-2021 дата публикации

ELECTRIC STARTER SYSTEM WITH LATCH MECHANISM FOR PINION PRE-ENGAGEMENT CONTROL

Номер: US20210017943A1
Автор: Hao Lei, Lee Chunhao J., Namuduri Chandra S., Samie Farzad
Принадлежит:

An electric starter system is disclosed for use with an engine having a flywheel. The electric starter system includes a pinion gear and a solenoid device coupled to the pinion gear. The solenoid device is movable between a pre-engaged position when the pinion gear is moved into engagement with the flywheel and a disengaged position when the pinion gear is disengaged from the flywheel. A brushless starter motor is selectively connectable to the flywheel of the engine via the pinion gear during a requested engine start event. A latch mechanism is selectively engageable with the solenoid device. The latch mechanism is moveable between a latched position in which the solenoid device is mechanically held in the pre-engaged position and an unlatched position in which the solenoid device is released for movement to the disengaged position. 1. An electric starter system for use with an engine having a flywheel , the electric starter system comprising:a pinion gear;a solenoid device coupled to the pinion gear, the solenoid device movable between a pre-engaged position wherein the pinion gear is moved into engagement with the flywheel and a disengaged position wherein the pinion gear is disengaged from the flywheel;a brushless starter motor that is selectively connectable to the flywheel of the engine via the pinion gear during a requested engine start event; anda latch mechanism selectively engageable with the solenoid device, the latch mechanism moveable between a latched position wherein the solenoid device is mechanically held in the pre-engaged position and an unlatched position wherein the solenoid device is released for movement to the disengaged position whereby when the latch mechanism is in the latched position, the solenoid device is mechanically held in the pre-engaged position with the pinion gear engaging the flywheel and ready to start the engine.2. The electric starter system of claim 1 , wherein the solenoid device includes a plunger and a solenoid biasing ...

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Номер записи: 63
28-01-2021 дата публикации

HYDRODYNAMIC TORQUE CONVERTERS WITH INTEGRATED ENGINE DISCONNECT DEVICES OF MOTOR VEHICLE POWERTRAINS

Номер: US20210025490A1
Автор: Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are torque converters with integrated engine disconnect devices, methods for making/using such torque converters, and electric-drive vehicles equipped with such torque converters. A torque converter (TC) assembly includes a TC housing that drivingly connects to an engine output member. A TC output member projects from the TC housing and drivingly connects to a transmission input member. A turbine with a bladed turbine shell is mounted on the TC output member and rotatable within the TC's internal fluid chamber. An impeller with a bladed impeller shell is juxtaposed with the turbine and rotatable within the fluid chamber. An engine disconnect device, which is disposed within the fluid chamber between the impeller shell and TC housing, drivingly couples the impeller to and, when desired, drivingly decouples the impeller from the TC housing and engine output member to thereby transfer torque and prevent torque transfer, respectively, between the engine and transmission. 1. A torque converter assembly for operatively connecting an engine with a transmission of a motor vehicle , the engine having an engine output member , and the transmission having a transmission input member , the torque converter assembly comprising:a torque converter (TC) housing defining an internal fluid chamber and configured to drivingly connect to the engine output member;a TC output member projecting from the TC housing and configured to drivingly connect to the transmission input member;a turbine with turbine blades mounted to a turbine shell, the turbine shell being mounted on the TC output member and rotatable within the internal fluid chamber;an impeller with impeller blades mounted to an impeller shell, the impeller shell being juxtaposed with the turbine shell and rotatable within the internal fluid chamber; and drivingly couple the impeller to the TC housing and the engine output member to thereby transfer torque from the engine to the transmission; and', 'drivingly decouple ...

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Номер записи: 64
31-01-2019 дата публикации

HYBRID POWERTRAIN SYSTEM

Номер: US20190031180A1
Автор: Bucknor Norman K., Hebbale K V, Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj S.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A low-voltage hybrid powertrain system for a vehicle includes an engine that is coupled via an engine disconnect clutch to an input member of the transmission, and a low-voltage electric machine is coupled to the transmission. The powertrain system operates in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in an open/deactivated state. When an output torque request indicates a command for vehicle acceleration, the electric machine is controlled to generate torque in response to the output torque request and the engine is simultaneously cranked and started. Upon starting, the engine operates in a speed control mode to activate the engine disconnect clutch. The engine and the low-voltage electric machine are controlled to generate torque in response to the output torque request when the engine disconnect clutch is activated. 1. A low-voltage hybrid powertrain system for a vehicle , comprising:an internal combustion engine (engine), a torque converter, a low-voltage electric machine, a transmission and a controller;wherein the engine includes a starting device;wherein the torque converter is disposed between the engine and the input member of the transmission;wherein the engine is selectively coupled via an engine disconnect clutch to an input member of the transmission, wherein the low-voltage electric machine is rotatably coupled to the input member of the transmission;wherein the transmission includes an output member coupled to a driveline of the vehicle; and operate the powertrain system in an electric vehicle (EV) mode with the engine in an OFF state and with the engine disconnect clutch in a deactivated state,', 'monitor an output torque request,', 'determine when the output torque request indicates a command for vehicle acceleration; and then:', 'control the low-voltage electric machine to generate torque that is transferred to the input member of the transmission in response to the output torque request, and ...

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Номер записи: 65
03-03-2022 дата публикации

SELECTABLE ONE-WAY CLUTCH IN TWO SPEED DRIVE UNIT OF ELECTRICAL VEHICLE

Номер: US20220065333A1
Автор: Bucknor Norman K., Kao Chi-Kuan, Lee Chunhao J., Samie Farzad
Принадлежит:

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.

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Номер записи: 66
14-02-2019 дата публикации

Isolator assembly and a vehicle including the isolator assembly

Номер: US20190048970A1
Автор: Derek F. Lahr, Dongxu Li, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A vehicle includes an engine and a transmission. The engine includes an output shaft and the transmission includes an input member. The vehicle includes the isolator assembly operable between the output shaft and the input member.

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Номер записи: 67
22-02-2018 дата публикации

Hybrid Vehicle Propulsion Systems And Methods

Номер: US20180050685A1
Автор: ATLURI Venkata Prasad, Beller Peter, Bucknor Norman K., Huffman Tito R., Lahr Derek F., Lee Chunhao J., Li Dongxu, Namuduri Chandra S., NEHL Thomas W., RAGHAVAN Madhusudan, RAJALA ALEXANDRU, Samie Farzad, Shidore Neeraj S.
Принадлежит:

A vehicle propulsion system includes an engine and a first electric machine each configured to selectively provide torque to propel the vehicle. A second electric machine is coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. A propulsion controller is programmed to start the engine using cranking torque output from the second electric machine powered by the high-voltage power source. The controller is also programmed to operate both of the first electric machine and the combustion engine to propel the vehicle in response to an acceleration demand greater than a threshold. The controller is further programmed to decouple the engine and propel the vehicle using the first electric machine in response to vehicle speed less than a speed threshold. 1. A hybrid vehicle propulsion system comprising:an engine and a first electric machine each configured to selectively provide torque to propel the vehicle;a second electric machine coupled to the engine to provide torque to start the engine from an inactive state;a high-voltage power source to power both of the first electric machine and the second electric machine over a high-voltage bus; select a first drive mode causing a decoupling of the engine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time;', 'deactivate the engine and propel the vehicle using the first electric machine, and', 'restart the engine using the second electric machine powered by the high-voltage power source., 'a controller programmed to'}, 'a plurality of torque disconnect clutches located along a torque flow path to selectively decouple at least one of the engine and the first electric machine according to a vehicle drive mode; and'}2. The hybrid vehicle propulsion system of further comprising a multi-ratio transmission claim 1 , ...

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Номер записи: 68
22-02-2018 дата публикации

Hybrid Vehicle Propulsion Systems And Methods

Номер: US20180050686A1
Автор: ATLURI Venkata Prasad, Bucknor Norman K., Conell Robert S., Gopalakrishnan Suresh, Hao Lei, JR. Bob R., Lahr Derek F., Lee Chunhao J., Li Dongxu, Li Shifang, Namuduri Chandra S., NEHL Thomas W., Omekanda Avoki M., Powell, Prasad Rashmi, Samie Farzad, Shidore Neeraj S., Sullivan Aaron M.
Принадлежит:

A hybrid vehicle propulsion includes an engine and a first electric machine, where each is configured to selectively provide torque to propel the vehicle. The propulsion system also includes a second electric machine coupled to the engine to provide torque to start the engine from an inactive state. A high-voltage power source is configured to power both of the first electric machine and the second electric machine over a high-voltage bus. The propulsion system further includes a controller programmed to deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time. The controller is also programmed to restart the engine using the second electric machine powered by the high-voltage power source. 1. A hybrid vehicle propulsion system comprising:an engine and a first electric machine each configured to selectively provide torque to propel the vehicle;a second electric machine coupled to the engine to provide torque to start the engine from an inactive state;a high-voltage power source to power both of the first electric machine and the second electric machine over a high-voltage bus; and deactivate the engine and propel the vehicle using the first electric machine in response to the vehicle being driven at a steady-state speed for a predetermined duration of time, and', 'restart the engine using the second electric machine powered by the high-voltage power source., 'a controller programmed to'}2. The hybrid vehicle propulsion system of further comprising a low-voltage power source claim 1 , wherein the high-voltage power source and the low-voltage power source are integrated as part of a single energy storage module.3. The hybrid vehicle propulsion system of wherein the controller is further programmed to select one of a plurality of drive modes based on at least one of a vehicle speed claim 1 , a torque demand claim 1 , a SOC of the high-voltage power ...

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Номер записи: 69
25-02-2021 дата публикации

SELECTABLE ONE-WAY CLUTCHES WITH NOTCH PLATE INSERTS FOR ENGINE DISCONNECT DEVICES OF MOTOR VEHICLE POWERTRAINS

Номер: US20210054885A1
Автор: Bruder Dmitriy, Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other. 1. A hydraulic control circuit for governing operation of a torque converter clutch (TCC) assembly of a torque converter and an engine disconnect clutch (EDC) device selectively disconnecting an engine from the torque converter , the hydraulic control circuit comprising:a TCC control valve including apply and release lines, the apply line configured to fluidly connect the TCC control valve to an apply side of a TCC friction plate of the TCC assembly to feed hydraulic fluid thereto, and the release line configured to fluidly connect the TCC control valve to a release side of the TCC friction plate to feed hydraulic fluid thereto;a pressure regulator valve including a TC feed line and a blowoff line, the TC feed line fluidly connecting the pressure regulator valve to the TCC control valve to feed hydraulic fluid thereto and thereby control operation thereof, and the blowoff line configured to fluidly connect the pressure regulator valve to a blowoff port operable to exhaust line pressure; anda torque converter and transmission (TCT) valve fluidly connected via ...

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Номер записи: 70
22-03-2018 дата публикации

CONTINUOUSLY VARIABLE TRANSMISSION WITH WEDGE ACTUATION MECHANISM

Номер: US20180080529A1
Автор: Duan Chengwu, Lahr Derek F., Lee Chunhao J., Samie Farzad, Yao Jian
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain has a continuously variable transmission including a shaft rotatable about an axis. The CVT further comprises a variator assembly that includes a pulley supported on the shaft. The pulley has a movable sheave with a ramp surface. The movable sheave is axially movable on the shaft. The variator assembly also includes an endless rotatable device frictionally engaged with the movable sheave. An actuator mechanism includes a wedge component supported on the shaft. The wedge component has a wedge surface that automatically engages the ramp surface when torque on the shaft is in a first direction. The wedge surface applies a wedge force on the ramp surface. The actuator mechanism further includes an actuator that is operatively connected to the movable sheave and is activatable to apply a force on the movable sheave. 1. A powertrain comprising: a shaft rotatable about an axis;', a pulley supported on the shaft and having a movable sheave with a ramp surface, wherein the movable sheave is axially movable on the shaft;', 'an endless rotatable device frictionally engaged with the movable sheave; and, 'a variator assembly including, a wedge component supported on the shaft; wherein the wedge component has a wedge surface that automatically engages the ramp surface when torque on the shaft is in a first direction, with the wedge surface applying a wedge force on the ramp surface; and', 'an actuator that is operatively connected to the movable sheave and is configured to be activated to apply a force on the movable sheave., 'an actuator mechanism including], 'a continuously variable transmission including2. The powertrain of claim 1 , wherein:the pulley has an axially-fixed sheave;the axially-movable sheave is splined to the axially-fixed sheave.3. The powertrain of claim 2 , further comprising:a thrust bearing positioned between the axially-fixed sheave and the shaft.4. The powertrain of claim 1 , wherein the shaft is an input shaft claim 1 , the axis is an input ...

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Номер записи: 71
18-03-2021 дата публикации

METHOD TO REDUCE OIL SHEAR DRAG IN AIRGAP

Номер: US20210083555A1
Автор: FATEMI Alireza, Lahr Derek F., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

An electric motor includes a stator, a rotor, a rotor shaft and a pump. The rotor is disposed within the stator and separated from the stator by an airgap. The airgap inadvertently accumulates a fluid. The rotor shaft is connected to the rotor. The pump is configured to move the fluid out of the airgap. 1. An electric motor comprising:a stator;a rotor disposed within the stator, and separated from the stator by an airgap, wherein the airgap inadvertently accumulates a fluid;a rotor shaft connected to the rotor; anda pump configured to move the fluid out of the airgap.2. The electric motor according to claim 1 , wherein the pump is an air pump configured to force air into the airgap through the rotor to move the fluid out of the airgap.3. The electric motor according to claim 1 , wherein the pump is an air pump configured to force air into the airgap through the stator to move the fluid out of the airgap.4. The electric motor according to claim 1 , wherein the pump is driven by the rotor.5. The electric motor according to claim 1 , wherein:the rotor comprises a plurality of rotor grooves disposed around an outer circumference of the rotor proximate at least one end of the rotor;the pump comprises a kinetic pump formed by the rotor and the plurality of rotor grooves; andthe plurality of rotor grooves are configured to move the fluid out of the airgap.6. The electric motor according to claim 1 , wherein:the stator comprises a plurality of stator grooves disposed around an inner surface of the stator proximate at least one end of the stator;the pump comprises a kinetic pump formed by the rotor and the plurality of stator grooves; andthe plurality of stator grooves are configured to move the fluid out of the airgap.7. The electric motor according to claim 1 , wherein:the rotor comprises a plurality of rotor blades disposed on at least one end of the rotor proximate the airgap: andthe plurality of rotor blades are configured to push the fluid away from the electric motor. ...

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Номер записи: 72
12-06-2014 дата публикации

TRANSMISSION WITH MEMS-BASED HYDRAULIC CIRCUIT

Номер: US20140162843A1
Автор: Bartos Andrew L., Hebbale Kumaraswamy V., Lee Chunhao J., Li Dongxu, Samie Farzad, SONG Xingyong
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A vehicle includes an engine, torque converter assembly, and transmission. The torque converter assembly includes a torque converter clutch (TCC). The transmission is connected to the engine via the torque converter assembly, and includes rotating and braking clutches, a pump, and a valve body assembly (VBA). The VBA includes Micro Electro Mechanical Systems (MEMS) pressure sensors and high-flow, hybrid MEMS flow control valves. Each MEMS pressure sensor and each MEMS control valve is in fluid communication with a corresponding one of the TCC, the rotating, and the braking clutches. The VBA includes first and second low-flow, fully MEMS valves which control line pressure to the VBA and fluid pressure to the TCC, respectively. The VBA delivers fluid pressure to the clutches, alone or in different combinations, to establish at least six different forward drive states of the transmission. 1. A vehicle comprising:an internal combustion engine;a hydrodynamic torque converter assembly having a torque converter clutch (TCC); and a plurality of rotating clutches;', 'a plurality of braking clutches;', 'a transmission pump; and', a set of Micro Electro Mechanical Systems (MEMS) pressure sensors;', 'a set of high-flow, hybrid MEMS flow control valves, wherein each MEMS pressure sensor and each of the hybrid MEMS flow control valves is in fluid communication with a corresponding one of the TCC, the rotating clutches, and the braking clutches;', 'a first low-flow, fully MEMS valve operable to control line pressure to the VBA; and', 'a second low-flow, fully MEMS valve operable to deliver fluid pressure to the TCC to thereby enable the TCC;, 'a valve body assembly (VBA) in fluid communication with the transmission pump, and having], 'a transmission operably connected to the engine via the hydrodynamic torque converter assembly, wherein the transmission includeswherein the VBA delivers fluid pressure to the rotating and braking clutches, alone or in different combinations, to ...

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Номер записи: 73
12-03-2020 дата публикации

CONTROL STRATEGIES FOR A HYBRID VEHICLE

Номер: US20200079351A1
Автор: ATLURI Venkata Prasad, Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj
Принадлежит:

Hybrid vehicles and methods of operating the same are disclosed. Example methods may include providing a powertrain for the vehicle, which includes an internal combustion engine configured to provide rotational power to a rotatable input of a transmission by way of a starting device, and an electric motor-generator comprising a rotor configured to selectively provide rotational power to the rotatable input. The method may further include selectively disconnecting the engine from the rotatable input using a disconnect device separate from the starting device, thereby allowing the rotatable input of the transmission to be driven at a speed faster than an output speed of the engine. 1. A method of operating a hybrid powertrain for a vehicle , comprising:(a) providing a powertrain for the vehicle comprising an internal combustion engine configured to provide rotational power to a rotatable input of a transmission by way of a starting device, an electric motor-generator comprising a rotor configured to selectively provide rotational power to the rotatable input; and(b) selectively disconnecting the engine from the rotatable input using a disconnect device separate from the starting device, thereby allowing the rotatable input of the transmission to be driven at a speed faster than an output speed of the engine.2. The method of claim 1 , wherein the starting device is a torque converter comprising a pump element and a turbine separated by a fluid coupling.3. The method of claim 1 , further comprising driving the rotatable input of the transmission using the motor-generator while the engine is disconnected using the disconnect device.4. The method of claim 1 , further comprising turning the engine with one of the motor-generator and a starter motor of the engine while cutting fuel to the engine.5. The method of claim 4 , further comprising determining that the vehicle is at or below a motor-generator capable calibration speed claim 4 , wherein the motor-generator is ...

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Номер записи: 74
25-03-2021 дата публикации

ROTOR WITH COMPRESSIVE STRUCTURAL ELEMENTS

Номер: US20210091630A1
Автор: FATEMI Alireza, Lahr Derek F., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A rotor for an electric machine includes a rotor core having at least one internal cavity. A pair of features are defined by the rotor core and extend into the cavity. A structural element is compressed between the features so that a preload may be established between the features and the structural element. 1. A rotor for an electric machine comprising:a rotor core having at least one cavity internal to the rotor core, the at least one cavity surrounded by a wall defined by the rotor core; anda structural element disposed in the at least one cavity and compressible between a first wall feature and a second wall feature,wherein a preload is established between the first and second wall features and the structural element.2. The rotor of claim 1 , wherein the structural element comprises a magnet.3. The rotor of claim 1 , wherein the structural element comprises a non-magnetic material.4. The rotor of claim 1 , wherein the structural element includes a number of sides defining corners claim 1 , and wherein the first and second wall features comprise beams that engage the structural element at two of the corners that are nonadjacent to each other.5. The rotor of claim 5 , wherein the non-adjacent of the corners comprise a first corner disposed at a junction of a first radially inward facing side and a first radially outward facing side claim 5 , and a second corner disposed at a junction of a second radially inward facing side and a second radially outward facing side.6. The rotor of claim 1 , wherein the structural element comprises a number of segments that wedge against the first and second wall features to establish the preload.7. The rotor of claim 2 , wherein the segments comprise pentagonal and trapezoidal shapes.8. The rotor of claim 1 , wherein the wall features comprise a deformable material and the structural element is press fit between the wall features to establish the preload.9. The rotor of claim 1 , comprising a plurality of cavities claim 1 , wherein ...

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Номер записи: 75
07-04-2016 дата публикации

HYDRAULIC PUMP FAILURE DETECTION FOR TRANSMISSION WITH NORMALLY ENGAGED CLUTCH

Номер: US20160096518A1
Автор: Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит:

A method of detecting a failure of a hydraulic pump includes sensing a rotational speed of the engine, and a rotational speed of a rotating drivetrain component. A numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is calculated. The numerical difference is compared to a threshold value to determine if the numerical difference is less than the threshold value, or is equal to or greater than the threshold value. A failure of the hydraulic pump is identified when the numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component is equal to or greater than the threshold value, and the transmission is positioned in the neutral gear mode. When a failure of the hydraulic pump is identified, the operation of the engine is stopped. 1. A method of operating a vehicle having an engine with an automatic start/stop capability and a transmission with a normally engaged clutch , the method comprising:sensing a rotational speed of the engine;sensing a rotational speed of a rotating drivetrain component disposed downstream of a pump of a torque converter of the transmission;comparing a numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component to a threshold value to determine if the numerical difference is less than the threshold value, or if the numerical difference is equal to or greater than the threshold value; andstopping operation of the engine when the numerical difference is equal to or greater than the threshold value.2. The method set forth in further comprising calculating the numerical difference between the rotational speed of the engine and the rotational speed of the rotating drivetrain component.3. The method set forth in wherein the rotating drivetrain component is a stator of the torque converter claim 1 , and wherein comparing the numerical difference between ...

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Номер записи: 76
28-03-2019 дата публикации

MULTI-MODE TRANSMISSION INCLUDING A CONTINUOUSLY VARIABLE TRANSMISSION

Номер: US20190093744A1
Автор: Duan Chengwu, Huang Ying, Samie Farzad, Yao Jian
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a continuously variable unit (CVU) () arranged in parallel with an expansion gearset (). The CVU () includes a first pulley () that is rotatably coupled to a second pulley () and an input member (). The expansion gearset () includes a planetary gearset () that is arranged in series with a coplanar second gearset (), and the second gearset () includes a first gear () engaged with a layshaft gear (). The second pulley () is rotatably couplable to the first gear () of the second gearset (). The layshaft gear () is engaged with a ring gear () and a carrier member () which is rotatably couplable to an output member (). The first pulley () is rotatably couplable to the sun gear () via a first clutch (). The transmission operates in a continuously variable mode when the first clutch () is deactivated, and operates in a power split mode when the first clutch () is activated. 1. A torque transmission device for transferring mechanical power between a transmission input member and a transmission output member , comprising:a continuously variable unit (CVU) arranged in parallel with an expansion gearset;the CVU including a first pulley that is rotatably coupled to a second pulley, wherein the first pulley is rotatably coupled to the transmission input member;the expansion gearset including a planetary gearset that is arranged in series with a coplanar second gearset,the second gearset including a first gear meshingly engaged with a layshaft gear,the second pulley rotatably coupled to the first gear of the second gearset;wherein the planetary gearset includes a sun gear meshingly engaged with planet gears and a carrier member meshingly engaged with a ring gear;wherein the layshaft gear is meshingly engaged with the ring gear;wherein the carrier member of the planetary gearset is rotatably couplable to the transmission output member;wherein the first pulley is rotatably couplable to the sun gear via activation of a first clutch;wherein the torque ...

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Номер записи: 77
12-04-2018 дата публикации

Clutch control in a continuously variable transmission

Номер: US20180100580A1
Автор: Chi-Kuan Kao, Chunhao J. Lee, Dongxu Li, Farzad Samie, Kumar V. Hebbale
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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.

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Номер записи: 78
11-04-2019 дата публикации

DAMPER ASSEMBLIES FOR ENGINE DISCONNECT CLUTCHES OF MOTOR VEHICLE POWERTRAINS

Номер: US20190107187A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate. 1. A disconnect clutch for selectively connecting an engine assembly with a torque converter , the engine assembly having an output member , and the torque converter having input structure to transmit torque with the output member , the disconnect clutch comprising:a pocket plate configured to movably attach to the torque converter, the pocket plate including a plurality of pockets;a plurality of engaging elements configured to engage the plurality of pockets with the input structure to thereby lock the pocket plate to the torque converter for common rotation therewith; anda selector plate adjacent the pocket plate and configured to move between an engaged position, whereat the plurality of engaging elements shift into engagement with the plurality of pockets and the input structure, and a disengaged position, whereat the selector plate shifts the plurality of engaging elements out of engagement between the plurality of pockets and the input structure such that the pocket plate freewheels on the torque converter.2. The disconnect clutch of ...

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Номер записи: 79
11-04-2019 дата публикации

CONTINUOUSLY VARIABLE TRANSMISSION RATIO MEASURING DEVICE

Номер: US20190107195A1
Автор: Bruder Dmitriy, Lahr Derek F., Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

The continuously variable transmission (CVT) assembly includes a CVT including a drive pulley, a driven pulley, and an endless rotatable device coupled between the drive pulley and the driven pulley. The CVT assembly also includes an actuator coupled to the drive pulley. The CVT assembly also includes an angle sensor coupled to the endless rotatable device such that the angle sensor is configured to measure an angular position of the endless rotatable device. The CVT assembly also includes a controller in communication with the actuator and the angle sensor. The controller is programmed to: (a) determine a speed ratio of the CVT based on the angular position of the endless rotatable device; and (b) control the actuator to adjust the clamping force exerted on the drive pulley in response to determining the speed ratio of the CVT. 1. A continuously variable transmission (CVT) assembly , comprising:a CVT including a drive pulley, a driven pulley, and an endless rotatable device coupled between the drive pulley and the driven pulley;an actuator coupled to the drive pulley such that the actuator is configured to exert a clamping force on the drive pulley;an angle sensor coupled to the endless rotatable device such that the angle sensor is configured to measure an angular position of the endless rotatable device; and determine a speed ratio of the CVT based on the angular position of the endless rotatable device; and', 'control the actuator to adjust the clamping force exerted on the drive pulley in response to determining the speed ratio of the CVT., 'a controller in communication with the actuator and the angle sensor, wherein the controller is programmed to2. The CVT assembly of claim 1 , further comprising a first speed sensor coupled to the drive pulley such that the first speed sensor is configured to measure an input speed of the CVT.3. The CVT assembly of claim 2 , further comprising a second speed sensor coupled to the driven pulley such that the second speed ...

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Номер записи: 80
09-04-2020 дата публикации

SYSTEM AND METHOD FOR CONTROLLING FLOW OF TRANSMISSION FLUID

Номер: US20200109779A1
Автор: Bruder Dmitriy, Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj S.
Принадлежит:

A system for controlling flow of transmission fluid in a vehicle may include a first pump, a second pump, a first check valve, a second check valve, and a fluid line. The first pump may include a first intake in fluid communication with a transmission discharge and a first discharge in fluid communication with a transmission intake. The second pump may include a second intake and a second discharge. The first check valve may include a first input in fluid communication with the second discharge and a first output in fluid communication with the transmission intake. The second check valve may include a second input in fluid communication with the transmission discharge and a second output in fluid communication with the second intake. The fluid line may include a first end in fluid communication with the second discharge and a second end in fluid communication with the second input. 1. A system for controlling flow of transmission fluid in a vehicle having a transmission with a transmission fluid intake and a transmission fluid discharge , the system comprising: a first pump intake in fluid communication with the transmission fluid discharge; and', 'a first pump discharge in fluid communication with the transmission fluid intake;', 'a second pump comprising a second pump intake and a second pump discharge;', 'a first check valve comprising:', 'a first check valve input in fluid communication with the second pump discharge; and', 'a first check valve output in fluid communication with the transmission fluid intake;', 'a second check valve comprising:', 'a second check valve input in fluid communication with the transmission fluid discharge; and', 'a second check valve output in fluid communication with the second pump intake; and, 'a first pump comprising a first end in fluid communication with the second pump discharge; and', 'a second end in fluid communication with the second check valve input., 'a fluid line comprising2. The system of claim 1 , wherein the fluid ...

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Номер записи: 81
05-05-2016 дата публикации

MULTI-SPEED TRANSMISSION WITH MECHANICAL ON-OFF CLUTCH

Номер: US20160121718A1
Автор: Lee Chunhao J., Samie Farzad
Принадлежит:

A transmission has four planetary gear sets, four interconnecting members and six torque-transmitting mechanisms selectively engageable in different combinations of four to establish ten forward speed ratios. One of the six torque-transmitting mechanisms is a mechanical on-off clutch that engages to prevent rotation of a first member of a first of the planetary gear sets rotates in a first direction, and freewheels when the first member rotates in an opposing second direction. When engaged, the first member is grounded to a stationary member. 1. A transmission for a vehicle comprising:an input member;an output member;a stationary member;a rotatable hub;a first, a second, a third, and a fourth planetary gear set, each planetary gear set having a first, a second, and a third member; wherein the input member is connected for common rotation with the second member of the second planetary gear set;wherein the output member is connected for common rotation with the second member of the fourth planetary gear set;a first interconnecting member continuously connecting the second member of the first planetary gear set for common rotation with the first member of the fourth planetary gear set;a second interconnecting member continuously connecting the third member of the first planetary gear set for common rotation with the third member of the second planetary gear set;a third interconnecting member continuously connecting the first member of the second planetary gear set for common rotation with the third member of the third planetary gear set;a fourth interconnecting member continuously connecting the first member of the third planetary gear set for common rotation with the third member of the fourth planetary gear set;six torque-transmitting mechanisms each of which is engageable to connect a respective one of the members of the planetary gear sets with one of the input member, the stationary member, another respective one of the members of the planetary gear sets or the ...

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Номер записи: 82
05-05-2016 дата публикации

Multi-mode transmission for vehicle powertrain system

Номер: US20160123448A1
Автор: Chunhao J. Lee, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A torque transmission device for a powertrain system includes a continuously variable transmission (CVU) arranged in parallel with a transfer gear set. The CVU variator includes a first pulley rotatably coupled to a first rotating member and a second pulley rotatably coupled to a second rotating member. The transfer gear set includes a first gear selectively rotatably coupled to a second gear via activation of a clutch. The clutch includes a first rotating element and a second rotating element that rotate in concert when the clutch is activated. The first rotating element rotatably couples to the first rotating member and the second rotating element rotatably couples to the first gear. The first gear rotates in a fixed ratio with rotation of the second gear when the clutch is activated. The second gear rotatably couples to the second rotating member.

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Номер записи: 83
13-05-2021 дата публикации

ELECTRIC MACHINE WITH IN-SLOT STATOR COOLING

Номер: US20210143693A1
Автор: FATEMI Alireza, Huffman Tito R., Lahr Derek F., NEHL Thomas W., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A rotary electric machine includes a rotor assembly, stator, stator windings, and a coolant manifold. The rotor assembly includes a rotor and a rotor shaft. The stator is spaced apart from the rotor by a stator-rotor airgap and has stator teeth defining enclosed stator slots. Distal ends of adjacent stator teeth are joined together or integrally formed such that the enclosed stator slots are not contiguous with the airgap. The stator windings constructed from hairpin or bar-type conductors extend axially through the stator within the enclosed stator slots. The coolant manifold is in fluid communication with a coolant supply and configured to seal against an axial end surface of the stator to enclose a portion of the stator windings. The manifold receives and directs coolant from the coolant supply into the enclosed stator slots through the axial end surface to cool the stator via forced convection. 1. A rotary electric machine for use with a coolant supply , comprising:a rotor assembly having a rotor and a rotor shaft connected together and configured to rotate about an axis of rotation;a stator spaced apart from the rotor by a stator-rotor airgap and having stator teeth collectively defining enclosed stator slots, wherein distal ends of adjacent pairs of the stator teeth are joined together or integrally formed such that the enclosed stator slots are not contiguous with the airgap;stator windings constructed from hairpin or bar-type conductors and extending axially through the stator within the stator slots; anda coolant manifold in fluid communication with the coolant supply, constructed of non-magnetic material, and configured to seal against an axial end surface of the stator to thereby enclose therein a portion of the stator windings, wherein the coolant manifold is configured to receive coolant from the coolant supply, direct the received coolant into the enclosed stator slots through the axial end surface of the stator, and thereby cool the stator via forced ...

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Номер записи: 84
25-08-2022 дата публикации

INSERTS FOR MOTOR ROTOR CORE

Номер: US20220271583A1
Автор: FATEMI Alireza, Lahr Derek F., NEHL Thomas W., Samie Farzad
Принадлежит:

A rotor core for an electric motor includes a core stack including a plurality of lamination plates, each lamination plate including a plurality of apertures formed therein, the plurality of apertures of each of the lamination plates axially aligned and defining a plurality of axial magnet slots extending through the core stack and adapted to support a plurality of permanent magnets therein, and at least one insert extending axially through the core stack and adapted to provide radial structural stability to the plurality of lamination plates to prevent portions of the plurality of lamination plates adjacent the plurality of magnet slots from flexing due to radial forces exerted on the plurality of lamination plates during operation of the electric motor. 1. A rotor core for an electric machine of an automobile , comprising:a core stack including a plurality of lamination plates;each lamination plate including a plurality of apertures formed therein, the plurality of apertures of each of the lamination plates axially aligned and defining a plurality of axial magnet slots extending through the core stack and adapted to support a plurality of permanent magnets therein; andat least one insert extending axially through the core stack and adapted to provide radial structural stability to the plurality of lamination plates to prevent portions of the plurality of lamination plates adjacent the plurality of magnet slots from flexing due to radial forces exerted on the plurality of lamination plates during operation of the electric motor.2. The rotor core of claim 1 , wherein each of the at least one insert comprises a single beam extending axially along an entire length of the core stack.3. The rotor core of claim 1 , wherein each of the at least one insert comprises a plurality of beam segments axially aligned and extending axially along an entire length of the core stack claim 1 , each beam segment extending through a portion of the plurality of lamination plates.4. The ...

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Номер записи: 85
23-04-2020 дата публикации

DAMPER CONFIGURATIONS FOR A HYBRID VEHICLE POWERTRAIN HAVING A MOTOR COUPLED BETWEEN AN ENGINE AND A TRANSMISSION WITH A ONE-WAY CLUTCH COUPLING THE ENGINE TO THE TRANSMISSION

Номер: US20200124152A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain system includes a flex plate, a transmission input shaft, a torque coupling, a one-way clutch, and a damper assembly. The flex plate is configured to be connected to a crankshaft of an engine. The torque coupling connects the transmission input shaft to the flex plate while allowing slip between the transmission input shaft and the flex plate. The one-way clutch is configured to couple the flex plate to the torque coupling. The damper assembly couples the flex plate to the one-way clutch and is configured to inhibit vibration transmission from the flex plate to the one-way clutch. 1. A powertrain system comprising:a flex plate configured to be connected to a crankshaft of an engine;a transmission input shaft;a torque coupling connecting the transmission input shaft to the flex plate while allowing slip between the transmission input shaft and the flex plate;a one-way clutch configured to couple the flex plate to the torque coupling; anda first damper assembly coupling the flex plate to the one-way clutch and configured to inhibit vibration transmission from the flex plate to the one-way clutch.2. The powertrain system of further comprising a motor-generator connected to an input side of the torque coupling.3. The powertrain system of wherein the first damper assembly includes:an input drive plate connected to the flex plate;a spring retainer plate connected to the one-way clutch; anda coil spring captured between the input drive plate and the spring retainer plate and configured to transfer torque from the input drive plate to the spring retainer plate.4. The powertrain system of wherein:the input drive plate includes radially extending arms; andthe spring retainer plate retains the coil spring between the radially extending arms of the input drive plate.5. The powertrain system of wherein the one-way clutch is a selectable one-way clutch.6. The powertrain system of wherein:the selectable one-way clutch is actuatable between a first configuration and a ...

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Номер записи: 86
08-06-2017 дата публикации

TORSIONAL VIBRATION DAMPER

Номер: US20170159784A1
Автор: Bai Shushan, Basin Leonid, Carey Clinton E., Li Dongxu, NAPAU Ioan, PAELICKE Gary H., Samie Farzad
Принадлежит:

A torsional vibration damper includes a planetary gear set connected to a transmission input shaft, including a sun gear, a carrier, and a ring gear. A spring cage includes a first spring support member connected to the ring gear having multiple first spring contact members. A second spring support member is connected to the carrier and rotates with respect to the first spring support member. The second spring support member has multiple second spring contact members angularly oriented with respect to the first spring contact members. Multiple springs having opposed ends are positioned between and are compressed by rotation of the first or the second spring support member. The springs compress and extend to absorb vehicle engine vibration pulses. Each end of the springs has one of the multiple first spring contact members and or one of the multiple second spring contact members positioned proximate thereto. 1. A torsional vibration damper for a motor vehicle , comprising:a planetary gear set connected to a transmission input shaft, the planetary gear set including at least a carrier and a ring gear; and a first spring support member connected to the ring gear, the first spring support member having multiple first spring contact members extending away from the first spring support member and each oriented at a first angle;', 'a second spring support member connected to the carrier and rotatable with respect to the first spring support member, the second spring support member having multiple second spring contact members each oriented at a second angle different from the first angle;', 'multiple springs each having opposed ends, the springs positioned between and compressible by rotation of one of the first spring support member or the second spring support member; and', 'each of the opposed ends of the springs having one of each the first and the second spring contact members positioned proximate thereto, the difference between the first angle and the second angle ...

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Номер записи: 87
21-05-2020 дата публикации

TEMPERATURE CONTROL ASSEMBLY FOR AN ELECTRIC MACHINE

Номер: US20200161938A1
Автор: FATEMI Alireza, Gangaraj Srihari K., NEHL Thomas W., Samie Farzad, Yang Xiaofeng
Принадлежит:

An apparatus for cooling an electric machine includes a plurality of fluid channels disposed in a first surface that surrounds at least part of the electric machine. Each of the plurality of fluid channels defines a circumferential path in the first surface, including a first channel section extending at least substantially parallel to first and second circumferences defined by ends of the electric machine, and including a second channel section configured to direct a cooling fluid between a central region of the first surface and an end region of the first surface. The apparatus also includes an outer shell configured to surround the first surface and define a fluid tight chamber between the first surface and the outer shell, the outer shell having at least one inlet through which the cooling fluid is introduced into the chamber and at least one outlet from which the cooling fluid exits the volume. 1. An apparatus for cooling an electric machine , the apparatus comprising:a plurality of fluid channels disposed in a first surface that surrounds at least part of the electric machine, the electric machine including a rotor surrounded by a cylindrical stator, the rotor and the stator having a central longitudinal axis, the electric machine having a first end and a second end, the first end defining a first circumference around the longitudinal axis, the second end opposing the first end and defining a second circumference around the longitudinal axis,wherein each of the plurality of fluid channels defines a circumferential path in the first surface, including a first channel section that extends at least substantially parallel to the first circumference and the second circumference, and including a second channel section configured to direct a cooling fluid between a central region of the first surface and an end region of the first surface; andan outer shell configured to surround the first surface and define a fluid tight chamber between the first surface and the ...

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Номер записи: 88
06-06-2019 дата публикации

MULTI-MODE ENGINE-DISCONNECT CLUTCH ASSEMBLIES AND CONTROL LOGIC FOR HYBRID ELECTRIC VEHICLES

Номер: US20190168731A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj S.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine. 1. A method for controlling operation of a hybrid electric vehicle (HEV) powertrain , the HEV powertrain including an engine with an engine output member , a transmission with a transmission input member , an electric motor with a motor output member selectively connectable to the transmission input member , and a multi-mode clutch device selectively disconnecting the engine output member from the transmission input member , the method comprising:receiving a command signal indicative of an HEV powertrain operation, the HEV operation being dependent upon a driver input and a current vehicle operating condition;determining a current clutch mode of the multi-mode clutch device, the current clutch mode being dependent upon the current vehicle operating condition; a lock-lock mode in which the multi-mode clutch device transmits torque to and from the engine,', 'a free-free mode in which the multi-mode clutch device disconnects the engine output member from the transmission input member and thereby ...

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Номер записи: 89
06-06-2019 дата публикации

CONTINUOUSLY VARIABLE TRANSMISSION WITH WEDGE ACTUATION MECHANISM

Номер: US20190170231A1
Автор: Duan Chengwu, Huang Ying, Lahr Derek F., Lee Chunhao J., Samie Farzad, Yao Jian
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A continuously variable transmission (CVT) comprises a shaft rotatable about an axis, and variator assembly, and an actuator mechanism. The variator assembly includes a pulley supported on the shaft and having a ramp surface, and an endless rotatable device frictionally engaged with the pulley. The ramp surface inclines in an axial direction along the axis toward the endless rotatable device. The CVT further comprises an actuator mechanism that includes a wedge component that has a wedge surface interfacing with the ramp surface, and a rotary piston operatively connected to the wedge component. The rotary piston defines a first fluid chamber pressurizable to apply a rotational force that provides relative motion between the ramp surface and the wedge surface resulting in a wedge force on the ramp surface and a clamping force of the endless rotatable device on the pulley. 1. A continuously variable transmission comprising:an output shaft rotatable about an axis; a pulley supported on the output shaft and defining a ramp surface;', 'an endless rotatable device frictionally engaged with the pulley, wherein the ramp surface inclines in an axial direction along the axis toward the endless rotatable device;', 'a wedge component coupled to the output shaft, wherein the wedge component defines a wedge surface shaped to mate with the ramp surface, and a rotation of the output shaft causes the wedge component to apply a wedge force on the ramp surface;, 'a variator assembly including an assembly shaft coupled to the planetary gear set, wherein the planetary gear set is coupled between the output shaft and the assembly shaft;', 'a stationary structure; and', 'a brake selectively coupled between the planetary gear set and the stationary structure, wherein the brake is selectively connected to the stationary structure such that at least one member of the planetary gear set remains stationary to cause the output shaft and the assembly shaft to rotate in opposite directions., 'a ...

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Номер записи: 90
28-06-2018 дата публикации

Transmission with torque converter disconnect clutch and engine braking friction clutch

Номер: US20180178778A1
Автор: Chunhao J. Lee, Derek F. Lahr, Dmitriy Bruder, Dongxu Li, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A transmission includes a housing, and a transmission input member. A torque converter includes a pump and a turbine. The turbine of the torque converter is connected to the transmission input member. A lock-up clutch selectively connects the pump and the turbine. A cover is connected to and rotatable with the pump. The cover at least partially defines an interior of the torque converter. A torque converter input member passes through the cover. A one way clutch interconnects the torque converter input member and the cover. An engine brake friction clutch is disposed within the interior of the torque converter. The engine brake friction clutch selectively interconnects the torque converter input member and the cover in torque communication to transfer a braking torque therebetween.

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Номер записи: 91
13-06-2019 дата публикации

POWERTRAIN AND A VEHICLE

Номер: US20190176607A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain includes an engine and a transmission. A vehicle includes a body structure and the powertrain supported by the body structure. The powertrain is configured to propel the body structure. The engine includes an output shaft, and the transmission includes an input member. The powertrain further includes a torque converter operable between the output shaft and the input member. The torque converter includes a pump and a turbine. The powertrain also includes a motor-generator operable as a motor and a generator. The input member of the transmission is connected to the turbine such that torque from the torque converter is transferrable to the input member. The input member of the transmission is coupled to the motor-generator such that torque is transferred between the input member and the motor-generator. 1. A powertrain comprising:an engine including an output shaft;a transmission including an input member;a torque converter operable between the output shaft and the input member, and wherein the torque converter includes a pump and a turbine;a motor-generator operable as a motor and a generator; andwherein the input member of the transmission is connected to the turbine such that torque from the torque converter is transferrable to the input member;wherein the input member of the transmission is coupled to the motor-generator such that torque is transferred between the input member and the motor-generator.2. The powertrain as set forth in further including a first oil pump coupled to the torque converter such that the first oil pump is configured to be operable via the torque transferred through the torque converter claim 1 , and wherein the first oil pump is configured to pump oil through the transmission when torque is transferred through the torque converter when the engine is running.3. The powertrain as set forth in further including a second oil pump configured to be operable independently of torque from the torque converter claim 2 , and wherein the ...

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Номер записи: 92
22-07-2021 дата публикации

HYBRID ELECTRIC POWERTRAIN WITH ENGINE TORQUE-SMOOTHING TRANSITION CONTROL LOGIC

Номер: US20210221353A1
Автор: Bucknor Norman K., Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj S.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A hybrid electric powertrain for a vehicle includes an engine, electric machine, torque converter having a pump, turbine, and torque converter clutch (“TCC”) configured, when applied, to lock the pump to the turbine, a one-way engine disconnect clutch connected to the turbine, a transmission, and a controller. A transmission input shaft directly couples to the electric machine, and is selectively coupled to the engine via the disconnect clutch. An output shaft is connectable to road wheels of the vehicle. The controller, in response to an engine-off request, determines turbine and pump speeds of the turbine and pump, respectively, registers that the engine is in an engine-off state when the pump speed is less than the turbine speed, and executes an electric vehicle (“EV”) mode shift using machine torque from the electric machine when the pump speed is zero during the engine-off state. 1. A hybrid electric powertrain for a motor vehicle , comprising:an internal combustion engine;a rotary electric machine;a torque converter having a pump, a turbine, and a torque converter clutch (“TCC”) configured, when applied, to lock the pump to the turbine;a one-way engine disconnect clutch connected to the turbine;an automatic transmission having an input shaft, wherein the input shaft is directly coupled to the electric machine, and is selectively coupled to the engine via the engine disconnect clutch, and an output shaft configured to connect to a set of road wheels of the vehicle; anda controller configured, in response to an engine-off request, to determine a turbine speed and a pump speed of the turbine and the pump, respectively, to register that the engine is in an engine-off state when the pump speed is less than the turbine speed, and to execute an electric vehicle (“EV”) mode shift of the transmission using machine torque from the electric machine when the pump speed is zero during the engine-off state.2. The powertrain of claim 1 , wherein the controller claim 1 , in ...

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Номер записи: 93
14-07-2016 дата публикации

MULTI-MODE TRANSMISSION FOR VEHICLE POWERTRAIN SYSTEM

Номер: US20160201779A1
Автор: Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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. 1. A torque transmission device for a powertrain system , comprising:a continuously variable unit (CVU) arranged in parallel with a fixed-gear-ratio transmission to transfer torque between a transmission input member and a transmission output member;the transmission input member selectively rotatably coupled to an input member of the CVU variator by activating a CVU input clutch;the transmission output member rotatably coupled to a CVU output member;the fixed-gear-ratio transmission including first and second planetary gear sets arranged to transfer torque between the transmission input member and the transmission output member in fixed-gear-ratio modes by selectively activating a plurality of transmission clutches;the first and second planetary gear sets each including a plurality of meshingly engaged gear members including a ring gear, a plurality of planet gears coupled to a carrier and a sun gear, wherein each of the gear members represents a node;the transmission input member fixedly rotatably coupled to one of the nodes of the first planetary ...

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Номер записи: 94
14-07-2016 дата публикации

MULTI-MODE TRANSMISSION FOR VEHICLE POWERTRAIN SYSTEM

Номер: US20160201780A1
Автор: Hebbale Kumaraswamy V., Kao Chi-Kuan, Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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. 1. A torque transmission device for a powertrain system , comprising:a continuously variable unit (CVU) arranged in parallel with a fixed-gear-ratio transmission to transfer torque between a transmission input member and a transmission output member;the transmission input member selectively rotatably coupled to an input member of the CVU by activating a CVU input clutch;the transmission output member rotatably coupled to a CVU output member;the fixed-gear-ratio transmission including 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 the transmission input member and the transmission output member in one of first and second fixed-gear-ratio modes by selectively activating the transmission clutches;the first and second planetary gear sets each including a plurality of meshingly engaged gear members including a ring gear, a plurality of planet gears coupled to a carrier and a sun gear, wherein each of the gear members ...

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Номер записи: 95
13-07-2017 дата публикации

Long travel damper using a clockspring

Номер: US20170198794A1
Автор: Derek F. Lahr, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A product may include a power source and a power transmission system. A coupling may be connected between the power source and the power transmission system. An engagement mechanism in the coupling may selectively provide a connection between the power source and the power transmission system. A damper may be included in the engagement mechanism through which the connection may be communicated. The damper may comprise a number of coils and may have a first end connected to the power source through the engagement mechanism and may have a second end connected to the power transmission system.

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Номер записи: 96
09-10-2014 дата публикации

DRY DUAL CLUTCH TRANSMISSION ACTUATION SYSTEM USING ELECTRICAL MOTOR WITH FORCE AIDED LEVER

Номер: US20140299441A1
Автор: Chen Li, Kao Chi-Kuan, Lee Chunhao J., Li Dongxu, Samie Farzad, Yao Jian, Yin Chengliang
Принадлежит:

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. 1. A transmission for a vehicle , the transmission comprising:a housing;a dry clutch supported by the housing;a clutch piston supported by the housing and moveable in an axial direction between an engaged position for engaging the dry clutch and a disengaged position for disengaging the dry clutch; and an actuator moveable between an actuated position and an un-actuated position;', 'a lever having a first end and a second end, wherein the first end of the lever is attached to the actuator, wherein the lever is attached to the housing at a lever connection location disposed between the first end and the second end of the lever, and', 'wherein the lever includes a contact portion disposed between the lever connection location and the first end for engaging the clutch piston;', 'wherein movement of the actuator from the un-actuated position into the actuated position rotates the lever about the lever connection location to bias the contact portion of the lever against the clutch piston and move the clutch piston from the disengaged position into the engaged position; and', 'a spring assembly pivotably connected to the housing at a ...

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Номер записи: 97
06-09-2018 дата публикации

METHOD AND APPARATUS FOR PREDICTING OPERATING HEALTH OF A TORQUE CONVERTER CLUTCH

Номер: US20180253913A1
Автор: Duan Shiming, Lee Chunhao J, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A method of predicting the health of and controlling a hydraulic pressure actuated torque converter lock-up clutch includes determining rotational input and output speeds of the torque converter. The method also includes determining a magnitude of the hydraulic pressure. The method additionally includes determining a level of performance of the clutch across multiple torque converter operating modes using the determined input and output torque converter speeds and the determined magnitude of the hydraulic pressure. The method also includes calculating a numeric state of health (SOH) coefficient of the clutch that quantifies a relative severity of degradation of a plurality of clutch characteristics across the multiple torque converter operating modes. Furthermore, the method includes executing a control action relative to the clutch when the calculated numeric SOH coefficient for specified torque converter operating mode(s) is less than a calibrated SOH threshold. 1. A method of predicting the health of and controlling a lock-up clutch actuated via a hydraulic pressure and arranged inside an automatic transmission torque converter , the method comprising:determining, via the controller, rotational input and output speeds of the torque converter;determining, via the controller, a magnitude of the hydraulic pressure;determining, via the controller, a level of performance of the lock-up clutch across multiple torque converter operating modes using the determined rotational input and output speeds of the torque converter and the determined magnitude of the hydraulic pressure;calculating, via the controller, a numeric state of health (SOH) coefficient of the lock-up clutch that quantifies a relative severity of degradation of a plurality of lock-up clutch characteristics across the multiple torque converter operating modes; andexecuting, via the controller, a control action with respect to the lock-up clutch when the calculated numeric SOH coefficient for at least one of ...

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Номер записи: 98
22-08-2019 дата публикации

ISOLATOR ASSEMBLY AND A VEHICLE INCLUDING THE ISOLATOR ASSEMBLY

Номер: US20190257384A1
Автор: Lahr Derek F., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

An isolator assembly includes a clutch configured to operate in a full locked condition. The isolator assembly also includes a first damper and a second damper configured to reduce oscillation when the clutch is in the full locked condition. The first and second dampers each include at least one plate and at least one spring. The isolator assembly further includes a centrifugal pendulum absorber (CPA) coupled to one of the first and second dampers. The CPA is configured to reduce oscillation when the clutch is in the full locked condition. A vehicle includes an engine and a transmission. The engine includes an output shaft and the transmission includes an input member. The vehicle includes the isolator assembly operable between the output shaft and the input member. 1. An isolator assembly comprising:a clutch configured to operate in a full locked condition;a first damper and a second damper configured to reduce oscillation when the clutch is in the full locked condition, wherein the first and second dampers each include at least one plate and at least one spring; anda centrifugal pendulum absorber (CPA) coupled to one of the first and second dampers, and the CPA is configured to reduce oscillation when the clutch is in the full locked condition.2. The assembly as set forth in wherein the first and second dampers are disposed in a series circuit arrangement relative to each other.3. The assembly as set forth in further including:an end plate disposed downstream from the first and second dampers relative to the direction that torque is transferred across the isolator assembly;an inertia structure coupled to one of the first damper, the second damper and the end plate; andthe inertia structure dampens oscillation when torque is transferred across the isolator assembly.4. The assembly as set forth in :further including a pump;wherein the inertia structure includes a turbine fluidly connected to the pump;wherein the pump is operable upstream from the clutch relative to ...

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Номер записи: 99
11-10-2018 дата публикации

DEVICE FOR ACTIVATING A LOW-FRICTION CLUTCH

Номер: US20180291968A1
Автор: Huffman Tito R., Lee Chunhao J., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A device is configured to control activation of a low-friction clutch, wherein the low-friction clutch includes a first member coaxial to a second member and a controllable activation device interposable therebetween. The device includes a piston that is mechanically coupled to the activation device, a spring that is disposed to urge the piston in a first direction, a controllable electrical coil disposed adjacent to the piston. The electrical coil is disposed to generate an electro-magnetic force to urge the piston in a second direction that is opposed to the first direction when activated, and the spring and the electrical coil interact with the piston to selectively mechanically couple the first and second members via the controllable activation device. 1. A device configured to control activation of a low-friction clutch , wherein the low-friction clutch includes a first member coaxial to a second member and a controllable activation device interposable therebetween , the device comprising:a piston mechanically coupled to the activation device, wherein the piston includes a wedge portion;a spring disposed to urge the piston in a first direction; anda controllable electrical coil disposed adjacent to the piston;wherein the activation device includes an annular device including a moveable slipper having a trapezoidal cross-section including wedges disposed on opposite ends thereof;wherein the electrical coil is disposed to generate an electro-magnetic force to urge the piston in a second direction that is opposed to the first direction when activated; andwherein the spring and the electrical coil interact with the piston to engage the wedge portion of the piston with one of the wedges of the moveable slipper to urge the controllable activation device to a first position to mechanically positively couple the first and second members in a zero-slip state.2. The device of claim 1 , wherein the spring and the electrical coil interact with the piston to mechanically ...

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Номер записи: 100
17-09-2020 дата публикации

DRIVETRAIN FOR A HYBRID PROPULSION SYSTEM

Номер: US20200290447A1
Автор: Briggs Joel R., Lahr Derek F., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A drivetrain for a powertrain system is arranged to transfer mechanical power between an internal combustion engine, an electric machine and a driveline. The drivetrain includes a gearbox including an input member disposed on a first end, an output member disposed on a second end and an auxiliary geartrain including a first mechanical drive mechanism, a second mechanical drive mechanism, and an auxiliary driveshaft. The auxiliary driveshaft rotatably couples the first mechanical drive mechanism and the second mechanical drive mechanism. The electric machine includes a stator attached to the second end of the gearbox and annular to the output member of the gearbox. The second mechanical drive mechanism is rotatably coupled to the rotor of the electric machine. The first mechanical drive mechanism is rotatably coupled to the input member of the gearbox. The internal combustion engine is also coupled to the input member of the gearbox.

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Номер записи: 101
05-11-2015 дата публикации

METHOD OF CONTROLLING A MICRO-ELECTRO-MECHANICAL SYSTEM (MEMS) VALVE

Номер: US20150316167A1
Автор: Fuller Edward N., Lee Chunhao J., Li Dongxu, Olson Bret M., Samie Farzad, SONG Xingyong
Принадлежит:

A method of controlling a Micro-Electro-Mechanical System (MEMS) valve includes defining a desired pressure output for the MEMS valve. The desired pressure output is related to a control reference value. The control reference value relates an output pressure of the MEMS valve to a measurable characteristic of the MEMS valve. The measurable characteristic may include a resistance, an electrical power, or an electrical current of the MEMS valve. The control reference value is converted to an initial Pulse Width Modulated (PWM) signal that is applied to the MEMS valve. The initial PWM signal may be adjusted to define an adjusted PWM signal based upon a difference between an actual value of the measurable characteristic at the initial PWM signal and the control reference value, until the actual value of the measurable characteristic at the adjusted PWM signal is within a pre-defined range of the control reference value. 1. A method of controlling a Micro-Electro-Mechanical System (MEMS) valve , the method comprising:defining a desired pressure output for the MEMS valve;relating the desired pressure output to a control reference value, wherein the control reference value relates an output pressure of the MEMS valve to a measurable characteristic of the MEMS valve;converting the control reference value to an initial control signal; andapplying the initial control signal to the MEMS valve to control a position of the MEMS valve.2. The method set forth in wherein the measurable characteristic includes one of a resistance of the MEMS valve claim 1 , an electrical power of the MEMS valve claim 1 , or an electrical current through the MEMS valve.3. The method set forth in wherein the control reference value includes one of a resistance value claim 2 , a power value claim 2 , or a current value.4. The method set forth in wherein relating the desired pressure output to the control reference value includes referencing a feed-forward look-up table.5. The method set forth in ...

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Номер записи: 102
03-10-2019 дата публикации

MULTI-MODE ENGINE-DISCONNECT CLUTCH ASSEMBLIES AND CONTROL LOGIC FOR HYBRID ELECTRIC VEHICLES

Номер: US20190299964A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad, Shidore Neeraj S.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are engine-disconnect clutches with attendant control logic, methods for making/operating such disconnect clutches, and hybrid electric vehicles (HEV) equipped with an engine that is coupled to/decoupled from a transmission and electric motor via a disconnect clutch. A representative method for controlling an HEV powertrain includes receiving an HEV powertrain operation command, then determining a clutch mode of a multi-mode clutch device to execute the HEV powertrain operation. This multi-mode clutch device is operable in: a lock-lock mode, in which the clutch device transmits torque to and from the engine; a free-free mode, in which the clutch device disconnects the engine's output member from the transmission's input member, preventing torque transmission to and from the engine; a lock-free mode, in which the clutch device transmits torque from but not to the engine; and, a free-lock mode, in which the clutch device transmits torque to but not from the engine. 1. A method for controlling operation of a hybrid powertrain , the hybrid powertrain including an engine , an electric motor , a controller , a transmission drivingly connectable to the engine and the electric motor , and an engine disconnect device operable to selectively disconnect the engine from the transmission and the electric motor , the method comprising:receiving, via the controller, a command signal to initiate a powertrain operation of the hybrid powertrain, the powertrain operation including either one of a coasting operation or a regenerative braking operation responsive to a driver input and a current vehicle operating state;determining, via the controller responsive to the command signal to initiate the coasting operation or the regenerative braking operation, a current mode of the engine disconnect device, the current mode having either one of a loaded state or an unloaded state;commanding, via the controller responsive to the current mode of the engine disconnect device having the ...

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Номер записи: 103
16-11-2017 дата публикации

HYBRID DRIVETRAIN

Номер: US20170326964A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Namuduri Chandra S., RAJALA ALEXANDRU, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A drivetrain system for a vehicle is described, and includes an internal combustion engine, a geartrain, an electric machine, a power take-off unit, and a driveline. The internal combustion engine is coupled to the geartrain via a disconnect clutch and a torque converter. The geartrain includes a transmission and a differential gearset, including an output member of the transmission coupled to an input member of the differential gearset. The input member of the differential gearset is coupled to a rotor of the electric machine and the power take-off unit. The differential gearset is coupled to first and second intermediate driveshaft members of the driveline to transfer propulsion power to vehicle wheels that are arranged in a front-wheel configuration. 1. A drivetrain system for a vehicle , comprising:an internal combustion engine, a geartrain, an electric machine, a power take-off unit, and a driveline;wherein the internal combustion engine is coupled to the geartrain via a disconnect clutch and a torque converter;wherein the geartrain includes a transmission and a differential gearset, including an output member of the transmission coupled to an input member of the differential gearset;wherein the input member of the differential gearset is coupled to a rotor of the electric machine and the power take-off unit; andwherein the differential gearset is coupled to first and second intermediate driveshaft members of the driveline to transfer propulsion power to vehicle wheels that are arranged in a front-wheel configuration.2. The drivetrain system of claim 1 , wherein the input member of the differential gearset is concentric to the first intermediate driveshaft member.3. The drivetrain system of claim 1 , wherein the disconnect clutch comprises one of a one-way clutch claim 1 , a selectable one-way clutch claim 1 , or a friction clutch.4. The drivetrain system of claim 1 , wherein the disconnect clutch is disposed between the internal combustion engine and the ...

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Номер записи: 104
16-11-2017 дата публикации

HYBRID POWERTRAIN SYSTEM

Номер: US20170326965A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Namuduri Chandra S., RAJALA ALEXANDRU, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain system is described, and includes an internal combustion engine including a crankshaft and an electric machine including a rotatable shaft, wherein the rotatable shaft is coupled to a motor pulley. A torque converter includes an impeller and a pump, wherein the pump is coupled to an outer sheave. An off-axis mechanical drive system includes the outer sheave of the torque converter rotatably coupled to the motor pulley of the electric machine. The electric machine is coupled to the pump of the torque converter via the off-axis mechanical drive system, and the crankshaft is coupled to the pump of the torque converter via a clutch. 1. A powertrain system , comprising:an internal combustion engine including a crankshaft;an electric machine including a rotatable shaft, wherein the rotatable shaft is coupled to a motor pulley; anda torque converter, including an impeller and a pump, wherein the pump is coupled to an outer sheave;wherein the outer sheave of the torque converter is rotatably coupled to the motor pulley of the electric machine;wherein the electric machine is coupled to the pump of the torque converter via the off-axis mechanical drive system; andwherein the crankshaft is coupled to the pump of the torque converter via a clutch.2. The powertrain system of claim 1 , wherein the clutch is a selectable one-way clutch.3. The powertrain system of claim 1 , further comprising a starter rotatably coupled to the crankshaft.4. The powertrain system of claim 1 , further comprising the electric machine electrically connected to an inverter that is electrically connected to an electric power source claim 1 , wherein the electric power source is configured to operate at a voltage level that is less than 60 V DC.5. The powertrain system of claim 1 , wherein the outer sheave of the torque converter is rotatably coupled to the motor pulley of the electric machine via a continuous belt.6. The powertrain system of claim 1 , wherein the outer sheave of the torque ...

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Номер записи: 105
16-11-2017 дата публикации

INTEGRATED CLUTCH SYSTEMS FOR TORQUE CONVERTERS OF VEHICLE POWERTRAINS

Номер: US20170328455A1
Автор: Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Disclosed is a hydrokinetic torque converter (TC) with a TC housing. An impeller is disposed within the TC housing and connects to an engine output shaft. A turbine is disposed within the TC housing and connects to a transmission input shaft via a TC output shaft. A torque converter clutch (TCC), which is disposed within the TC housing and coupled to the TC output shaft, selectively locks the impeller to the TC output shaft. A damper, which is disposed within the TC housing and coupled to the TCC, dampens vibrations transmitted by the TCC. A disconnect device, which is disposed within the TC housing and coupled to the damper assembly and TC output shaft, connects the turbine to the TC output shaft or damper when positive torque is being transferred, and disconnects the turbine and TC output shaft or damper when negative torque is being transferred. 1. A hydrokinetic torque converter assembly for operatively connecting an engine with a power transmission of a motor vehicle , the engine having an engine output shaft , and the transmission having a transmission input shaft , the torque converter assembly comprising:a torque converter (TC) housing with an internal fluid chamber;an impeller with impeller blades rotatable within the fluid chamber, the impeller being configured to operatively connect to the engine output shaft;a turbine with turbine blades rotatable within the fluid chamber, the turbine being configured to operatively connect to the transmission input shaft via a TC output shaft;a torque converter clutch (TCC) disposed within the TC housing and coupled to the TC output shaft, the TCC being selectively actuable to lock the impeller to the TC output shaft;a damper assembly disposed within the TC housing and coupled to the TCC, the damper assembly being configured to dampen vibrations transmitted by the TCC; anda disconnect device disposed within the TC housing and coupled to the damper assembly and the TC output shaft, the disconnect device being configured ...

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Номер записи: 106
16-11-2017 дата публикации

Engine disconnects with mechanical diodes for vehicle powertrains

Номер: US20170328456A1
Автор: Chunhao J. Lee, Derek F. Lahr, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Disclosed are engine flexplates with integrated engine disconnects, methods for making and for using such flexplates, and motor vehicles with an engine flexplate having an integrated engine disconnect device. An engine flexplate assembly is disclosed for operatively coupling an engine to a hydrokinetic torque converter. The flexplate assembly includes a disk-shaped body with a central hub that rigidly attaches on the fore side thereof to the engine output shaft for common rotation therewith. A disconnect device, which is positioned on the aft side of the disk-shaped body, includes concentric inner and outer races. The outer race is rigidly attached to the disk-shaped body for common rotation therewith. The inner race rigidly attaches to the front cover of the TC housing for common rotation therewith. The disconnect device operatively disconnects the engine output shaft from the TC housing front cover when a torque transmitted therebetween reverses direction.

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Номер записи: 107
15-10-2020 дата публикации

BACK-TO-BACK SELECTABLE ONE-WAY CLUTCHES FOR ENGINE DISCONNECT DEVICES OF MOTOR VEHICLE POWERTRAINS

Номер: US20200324755A1
Автор: Ayyanar Velmurugan, Bruder Dmitriy, Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are dual-clutch engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device for a vehicle includes a first one-way clutch (OWC) with concentric inner and outer races and torque elements interposed between and transferring torque across these races in a first direction. The first outer race rigidly attaches to a damper plate for common rotation therewith, and the first inner race rigidly attaches to a pump cover of a torque converter for common rotation therewith. A second OWC, which concentrically aligns within the first OWC, includes concentric inner and outer races with torque elements interposed between and transferring torque across these races in a second direction. The second outer race is splined to the first inner race for common rotation with the pump cover. The second inner race rigidly attaches to the damper plate for common rotation therewith. 1. An engine disconnect device for a motor vehicle , the motor vehicle including an engine , a flexplate connected to the engine , a torsional damper plate connected to the flexplate , and a torque converter (TC) assembly with a pump cover , the engine disconnect device comprising:a first one-way clutch (OWC) including first inner and outer races with a first plurality of torque elements interposed between and transferring torque across the first inner and outer races in a first direction, the first outer or inner race being configured to attach to the torsional damper plate for common rotation therewith, and the first inner or outer race being configured to attach to the pump cover of the TC assembly for common rotation therewith; anda second OWC coaxially aligned with the first OWC, the second OWC including second inner and outer races and a second plurality of torque elements interposed between and transferring torque across the second inner and outer races in a second direction, the second outer or ...

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Номер записи: 108
15-10-2020 дата публикации

SELECTABLE ONE-WAY CLUTCHES WITH NOTCH PLATE INSERTS FOR ENGINE DISCONNECT DEVICES OF MOTOR VEHICLE POWERTRAINS

Номер: US20200325970A1
Автор: Bruder Dmitriy, Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Presented are clutch-type engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device includes a notch plate, which has multiple notches and attaches to a torque converter, and a pocket plate, which has multiple pockets and attaches to an engine's crankshaft. A pawl is movably mounted within each notch; these pawls selectively engage the notches with the pockets. A notch plate insert is nested within each notch, supporting thereon one of the pawls. A selector plate interposed between the pocket and notch plates moves from a first position, to shift the pawls out of engagement with the pockets, and a second position, to move the notch plate inserts within the notches and allow the pawls to engage the notches with the pockets to thereby lock the notch plate to the pocket plate to rotate in unison with each other. 1. An engine disconnect device for operatively disconnecting an engine from a torque converter , the engine having an engine output shaft , and the torque converter having input structure to receive torque output via the engine output shaft , the engine disconnect device comprising:a notch plate configured to attach to the input structure of the torque converter, the notch plate including a plurality of recessed notches;a pocket plate configured to attach to the engine output shaft, the pocket plate including a plurality of pockets;a plurality of engaging elements movably mounted within the notches of the notch plate and configured to selectively engage the notches with the pockets of the pocket plate;a plurality of notch plate inserts each nested within a respective one of the notches and supporting thereon a respective one of the engaging elements, the notch plate inserts being configured to move between first and second locations within the notches; anda selector plate interposed between the pocket and notch plates, the selector plate being configured to ...

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Номер записи: 109
06-12-2018 дата публикации

VEHICLE PROPULSION SYSTEM TORQUE TRANSFER VIBRATION ATTENUATION MECHANISMS

Номер: US20180345780A1
Автор: Lahr Derek F., Samie Farzad
Принадлежит:

A torque transfer mechanism includes an input member to receive an input torque from a propulsion source and an output member coupled to the input member to transfer the input torque to a driveline component. The torque transfer mechanism also includes a damping mechanism disposed between the input member and the output member having at least one clockspring coiled about a center axis of rotation to couple the input member to the output member. The at least one clockspring is arranged to damp vibration associated with the input torque and is coiled in multiple planes such that the clockspring does not contact itself under torsional deflection. 1. A torque transfer mechanism comprising:an input member to receive an input torque from a propulsion source;an output member coupled to the input member to transfer the input torque to a driveline component; anda damping mechanism disposed between the input member and the output member including at least one clockspring coiled about a center axis of rotation to couple the input member to the output member, the at least one clockspring arranged to damp vibration associated with the input torque, wherein the at least one clockspring is coiled in multiple planes such that the clockspring does not contact itself under torsional deflection.2. The torque transfer mechanism of wherein the clockspring undergoes substantially pure bending loads in response to the input torque.3. The torque transfer mechanism of wherein the at least one clockspring includes a composite spring formed by a clockwise-wound clockspring coupled to a counterclockwise-wound clockspring.4. The torque transfer mechanism of wherein the at least one clockspring comprises a first composite spring interleaved with a second composite spring.5. The torque transfer mechanism of wherein the at least one clockspring defines a first end coupled to the input member claim 1 , a second end coupled to the output member claim 1 , and a coiled length connecting the first end ...

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Номер записи: 110
07-11-2019 дата публикации

METHOD AND APPARATUS FOR CONTROLLED STOPPING OF INTERNAL COMBUSTION ENGINE

Номер: US20190338742A1
Автор: Bucknor Norman K., Gopalakrishnan Suresh, Hao Lei, Lee Chunhao J., Li Dongxu, Lombardo Paul S., Namuduri Chandra S., RAJALA ALEXANDRU, Samie Farzad, Shidore Neeraj S.
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A method of controlled stopping an internal combustion engine having a stop-start mode and starter assembly includes detecting when the stop-start mode is active. The method also includes monitoring current rotational speed and position of the engine. The method additionally includes determining when the current rotational position is within a predetermined range of a target stop rotational position and the current rotational speed is less than a threshold rotational speed, and afterward energizing the starter assembly to engage the engine. The method also includes establishing a time delay following energizing the starter assembly to confirm engagement of the starter assembly with the engine. Furthermore, the method includes applying a torque by the starter assembly to stop the engine at the target stop position. A vehicle powertrain employing the engine equipped with the stop-start mode, the starter assembly, and an electronic controller configured to execute the method is also provided. 1. The method of controlled stopping an internal combustion engine equipped with a stop-start mode and starter assembly , comprising:detecting, via an electronic controller, when the engine stop-start mode is active;monitoring, via the controller, a current rotational speed and a current rotational position of the engine;determining, via the controller, whether the current rotational position of the engine is within a predetermined range of a target stop rotational position;determining, via the controller, whether the current rotational speed of the engine is less than a threshold rotational speed;energizing the starter assembly to engage the engine when the current rotational position is within the predetermined range of the target stop rotational position and the current rotational speed is less than the threshold rotational speed;establishing, via the controller, a time delay following energizing the starter assembly to confirm engagement of the starter assembly with the engine ...

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Номер записи: 111
06-12-2018 дата публикации

CONTINUOUSLY-VARIABLE TRANSMISSION

Номер: US20180347673A1
Автор: Duan Chengwu, Kao Chi-Kuan, Samie Farzad, Yao Jian
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

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. 1. A continuously-variable transmission (CVT) assembly for transmitting a torque from an external power-source , comprising:a variable-diameter input pulley having a range of adjustment;a variable-diameter output pulley having a range of adjustment;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;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 variable-diameter input pulley to the continuous torque-transmitting element; anda second elastic element having a second zero stiffness over the range of adjustment of the variable-diameter output pulley and configured to apply a second constant spring clamping force via the variable-diameter ...

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Номер записи: 112
06-12-2018 дата публикации

VEHICLE PROPULSION SYSTEM TORQUE TRANSFER VIBRATION ATTENUATION MECHANISM

Номер: US20180347676A1
Автор: Lahr Derek F., Samie Farzad
Принадлежит:

A torque transfer mechanism includes an input member to receive an input torque from a propulsion source and an output member coupled to the input member to transfer the input torque to a driveline component. The torque transfer mechanism also includes a damping mechanism having at least one spring element to restrict relative rotation between the input member and the output member. wherein the at least one spring element defines a first spring rate corresponding to an initial range of travel that is less than a second spring rate corresponding to a subsequent range of travel. 1. A torque transfer mechanism comprising:an input member to receive an input torque from a propulsion source;an output member coupled to the input member to transfer the input torque to a driveline component; anda damping mechanism including at least one spring element to restrict relative rotation between the input member and the output member, wherein the at least one spring element defines a first spring rate corresponding to an initial range of travel that is less than a second spring rate corresponding to a subsequent range of travel.2. The torque transfer mechanism of wherein the at least one spring element is a clockspring defining an inner end claim 1 , an outer end claim 1 , and coil length extending between the inner end and the outer end claim 1 , and the coil length defines a thin portion corresponding to the first spring rate and a thick portion corresponding to the second spring rate.3. The torque transfer mechanism of wherein the thin portion is arranged to wrap a hub of the output member and stop deforming after a predetermined amount of relative rotation during the initial range of travel.4. The torque transfer mechanism of wherein the thick portion deforms in response relative rotation beyond of the initial range of travel once the thin portion stops deforming.5. The torque transfer mechanism of wherein the at least one spring element comprises a pair of clocksprings acting ...

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Номер записи: 113
13-12-2018 дата публикации

DYNAMIC LATCHING MECHANISMS FOR SELECTABLE CLUTCHES OF MOTOR VEHICLE POWERTRAINS

Номер: US20180355923A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Disclosed are latching mechanisms for engine disconnect devices, methods for making and for using such latching mechanisms, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein struts that engage notches in a notch plate to lock the pocket plate to the notch plate. A selector plate moves between deactivated and activated positions such that the struts shift into and out of engagement with the notch plate notches, respectively. An activation device is selectively actuable to move the selector plate between activated and deactivated positions. A latching mechanism automatically transitions to a latched state responsive to the selector plate being activated. When latched, this latching mechanism retains the selector plate in the activated position. 1. A disconnect clutch for selectively connecting an engine assembly to a torque converter , the engine assembly having an output shaft , and the torque converter having input structure to receive engine torque output via the output shaft , the disconnect clutch comprising:a pocket plate configured to attach to the input structure of the torque converter, the pocket plate including a plurality of pockets;a notch plate configured to attach to the output shaft of the engine assembly, the notch plate including a plurality of notches;a plurality of engaging elements seated in one of the pockets or the notches, the engaging elements being configured to engage the pockets with the notches to thereby lock the pocket plate to the notch plate for common rotation therewith;a selector plate interposed between the pocket and notch plates, the selector plate being configured to move between a deactivated position, whereat the engaging elements shift into engagement between the pockets and notches, and an ...

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Номер записи: 114
13-12-2018 дата публикации

PLANETARY DAMPER ARCHITECTURE WITH CENTRIFUGAL PENDULUM ABSORBER

Номер: US20180355949A1
Автор: Lahr Derek F., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain includes an engine having a crankshaft, and a transmission having an input. A vibration absorption assembly includes a mechanical connection system providing a first connection node, a second connection node, and a third connection node. The crankshaft is connected to a first one of the connection nodes. The input of the transmission is connected to a second one of the connection nodes. A centrifugal pendulum absorber is connected to a third one of the connection nodes. One of the connection nodes is a mechanically advantaged node. The centrifugal pendulum absorber is connected to the mechanically advantaged node. 1. A powertrain comprising:an engine having a crankshaft;a transmission having an input;a vibration absorption assembly having a mechanical connection system providing a first connection node, a second connection node, and a third connection node;wherein the mechanical connection system includes a planetary gear set having a ring gear, a sun gear, and a planet carrier supporting a planet gear, with each of the ring gear, the sun gear, and the planet carrier defining a respective one of the first connection node, the second connection node, and the third connection node;wherein one of the first connection node, the second connection node and the third connection node is a mechanically advantaged node providing a force amplification over at least one other of the first connection node, the second connection node and the third connection node;wherein the crankshaft is connected to a first one of the first connection node, the second connection node, and the third connection node;wherein the input of the transmission is connected to a second one of the first connection node, the second connection node, and the third connection node; anda centrifugal pendulum absorber connected to the mechanically advantaged node of the first connection node, the second connection node, and the third connection node.23-. (canceled)4. The powertrain set forth in ...

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Номер записи: 115
13-12-2018 дата публикации

DAMPER ASSEMBLIES FOR ENGINE DISCONNECT CLUTCHES OF MOTOR VEHICLE POWERTRAINS

Номер: US20180355962A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

Disclosed are damper assemblies for engine disconnect devices, methods for making such damper assemblies, and motor vehicles with a disconnect device for coupling/decoupling an engine with a torque converter (TC). A disconnect clutch for selectively connecting an engine with a TC includes a pocket plate that movably mounts to the TC. The pocket plate includes pockets movably seating therein engaging elements that engage input structure of the TC and thereby lock the pocket plate to the TC. A selector plate moves between engaged and disengaged positions such that the engaging elements shift into and out of engagement with the TC input structure, respectively. A flex plate is attached to the engine's output shaft for common rotation therewith. A damper plate is attached to the pocket plate for common rotation therewith. Spring elements mate the damper and flex plates such that the damper plate is movably attached to the flex plate. 1. A disconnect clutch for selectively connecting an engine assembly with a torque converter , the engine assembly having an output shaft , and the torque converter having input structure to receive engine torque output via the output shaft , the disconnect clutch comprising:a pocket plate configured to movably attach to the torque converter; the pocket plate including a plurality of pockets;a plurality of engaging elements configured to engage the pockets with the input structure to thereby lock the pocket plate to the torque converter for common rotation therewith;a selector plate adjacent the pocket plate and configured to move between an engaged position, whereat the engaging elements shift into engagement between and thereby lock the pocket plate and the input structure, and a disengaged position, whereat the selector plate shifts the engaging elements out of engagement between the pockets and input structure;a flex plate adjacent the pocket plate and configured to attach to the output shaft of the engine assembly for common rotation ...

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Номер записи: 116
13-12-2018 дата публикации

INTEGRATED SELECTABLE ONE WAY CLUTCH AND TORQUE CONVERTER ENGINE DISCONNECT

Номер: US20180355963A1
Автор: Lahr Derek F., Samie Farzad
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A powertrain includes an engine having a crankshaft. The engine is operable to rotate the crankshaft about a central axis. A torque converter includes a housing that is rotatable about the central axis. A selectable one way clutch system interconnects the housing of the torque converter and the crankshaft. The selectable one way clutch system includes a notch plate and a pocket plate. One of the notch plate and the pocket plate is defined by the housing of the torque converter, and the other of the notch plate and the pocket plate is connected to the crankshaft for continuous rotation with the crankshaft. 1. A powertrain comprising:an engine having a crankshaft, and operable to rotate the crankshaft about a central axis;a torque converter having a housing rotatable about the central axis; anda selectable one way clutch system interconnecting the housing of the torque converter and the crankshaft, wherein the selectable one way clutch system includes a notch plate and a pocket plate, with one of the notch plate and the pocket plate defined by the housing of the torque converter, and the other of the notch plate and the pocket plate connected to the crankshaft for continuous rotation with the crankshaft.2. The powertrain set forth in claim 1 , wherein the torque converter includes a turbine rotatable about the central axis claim 1 , and wherein the housing of the torque converter includes a pump claim 1 , whereby the pump and the turbine cooperate to provide a fluid coupling therebetween for transmitting torque between the pump and the turbine.3. The powertrain set forth in claim 1 , further comprising a flex plate attached to the crankshaft claim 1 , and interconnecting one of the notch plate or the pocket plate with the crankshaft for continuous rotation with the crankshaft.4. The powertrain set forth in claim 3 , further comprising damper system attached to the flex plate and operable to damp rotational vibration from the crankshaft.5. The powertrain set forth in ...

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Номер записи: 117
05-12-2019 дата публикации

POWERTRAIN COUPLING, CLUTCH, AND TORQUE CONVERTER

Номер: US20190368590A1
Автор: Bruder Dmitriy, Lahr Derek, Lee Chunhao, Samie Farzad
Принадлежит:

A powertrain coupling includes a flexplate configured to be connected to an engine output, a torque converter configured to be connected to a transmission input, and at least one friction clutch disposed between the flexplate and the torque converter and configured for actuation by movement of the torque converter. A powertrain one-way clutch includes engagement elements movably coupled between input and output elements, and at least one friction clutch carried between the input and output elements. A torque converter includes a rear cover, a front cover coupled to the rear cover, and including a frontward facing clutch surface, and a one-way clutch integrated into the front cover and including a one-way clutch plate integrated into the frontward facing clutch surface of the front cover. 1. A powertrain coupling , comprising:a flexplate configured to be connected to an engine output;a torque converter configured to be connected to a transmission input; andat least one friction clutch disposed between the flexplate and the torque converter and configured for actuation by movement of the torque converter.2. The powertrain coupling set forth in claim 1 , wherein the at least one friction clutch is actuated by at least one of displacement or deflection of the torque converter.3. The powertrain coupling set forth in claim 1 , further comprising a disconnect clutch being disposed between the flexplate and the torque converter claim 1 , having an input element connected to the flexplate claim 1 , an output element connected to the torque converter claim 1 , and one or more movable engagement elements between the input and output elements claim 1 , and being locked during engine driving to carry torque from the engine to the transmission but freewheeling when the torque converter rotates faster than the flexplate.4. The powertrain coupling set forth in claim 3 , wherein the torque converter includes a front cover having a portion of the disconnect clutch integrated therein. ...

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Номер записи: 118
12-12-2019 дата публикации

HYBRID POWERTRAIN ENGINE DISCONNECT DEVICE

Номер: US20190375286A1
Автор: Lahr Derek F., Samie Farzad
Принадлежит:

A hybrid vehicle and a powertrain for a hybrid vehicle are disclosed. A hybrid powertrain may include an internal combustion engine configured to provide rotational power to a rotatable shaft in a first rotational direction, and an electric motor-generator configured to selectively provide rotational power to a rotational output. The motor-generator may include a rotor fixed for rotation with the rotational output. The powertrain may further include an engine disconnect device comprising a mechanical clutch linking the rotatable shaft with the rotational output. More specifically, the rotatable shaft may drive the rotational output in the first rotational direction, and the rotational output may freewheel with respect to the rotatable shaft when rotating faster in the first rotational direction than the rotatable shaft. 1. A hybrid powertrain , comprising:an internal combustion engine configured to provide rotational power to a rotatable shaft in a first rotational direction;an electric motor-generator comprising a rotor fixed for rotation with a rotational output, such that the electric motor-generator is configured to selectively provide rotational power to the rotational output; andan engine disconnect device comprising a mechanical clutch linking the rotatable shaft with the rotational output such that the rotatable shaft drives the rotational output in the first rotational direction, and the rotational output freewheels with respect to the rotatable shaft when rotating faster in the first rotational direction than the rotatable shaft.2. The hybrid powertrain of claim 1 , wherein the mechanical clutch is a selectable one-way clutch the selectable one-way clutch linking the rotatable shaft with the rotational output such that the rotatable shaft freewheels with respect to the rotational output when rotating faster than the rotational output in the first rotational direction claim 1 , and the selectable one-way clutch is configured to apply an engine braking force ...

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Номер записи: 119
12-12-2019 дата публикации

Selectable One-Way Clutch with Damper Springs

Номер: US20190376568A1
Автор: Lahr Derek F., Lee Chunhao J., Samie Farzad
Принадлежит:

A selectable one-way clutch can be equipped in a vehicle powertrain assembly. The selectable one-way clutch can include a notch plate and a pocket plate. The pocket plate has a pocket, and the notch plate has a notch. A coupling mechanism is disposed in the pocket and is moveable in the pocket. The coupling mechanism is used to bring about engagement between the notch and pocket plates and, in an example, is a strut-type coupling mechanism. A pair of damper springs is disposed in the pocket. A selector plate is situated between the pocket plate and the notch plate. The selector plate includes a window. 1. A selectable one-way clutch , comprising:a notch plate and a pocket plate, the notch plate having a notch and the pocket plate having a pocket;a coupling mechanism movably disposed in the pocket, the coupling mechanism effecting engagement between the notch plate and the pocket plate;a first damper spring disposed in the pocket and exerting a first spring load to the coupling mechanism, and a second damper spring disposed in the pocket and exerting a second spring load to the coupling mechanism; anda selector plate situated between the notch plate and the pocket plate, the selector plate including a window;wherein, during use of the selectable one-way clutch, when the coupling mechanism is used to effect engagement between the notch plate and the pocket plate, the first and second damper springs compress and expand in response to movement of the coupling mechanism within the pocket.2. The selectable one-way clutch of claim 1 , wherein the first damper spring exerts the first spring load to the coupling mechanism in a first circumferential direction relative to the pocket plate claim 1 , and the second damper spring exerts the second spring load to the coupling mechanism in a second circumferential direction relative to the pocket plate claim 1 , the second circumferential direction being opposite to the first circumferential direction.3. The selectable one-way ...

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Номер записи: 120
12-12-2019 дата публикации

Planetary damper with clock spring

Номер: US20190376578A1
Автор: Anthony COPPOLA, Derek Lahr, Dongxu Li, Farzad Samie
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A planetary damper is disclosed that includes a planetary gear set and at least one clock spring. The planetary gear set includes multiple rotatable gear components including a sun gear, a planet gear assembly having a plurality of pinion gears rotatably mounted on a planet carrier, and a ring gear. The at least one clock spring includes an elongated substrate wound circumferentially around the planetary gear set. The clock spring has an innermost radial rung and an outermost radial rung spaced radially outwardly from the innermost radial rung. Each of the innermost radial rung and the outermost radial rung is connected to a different one of the gear components of the planetary gear set such that the clock spring damps vibrations imparted to the planetary damper. The use of the planetary damper within torque converter assembly to damp torsional vibrations is also disclosed.

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Номер записи: 121
12-12-2019 дата публикации

Parallel Strong Hybrid Electric Vehicle (Hev) Powertrain Assembly With Torque Converter

Номер: US20190376589A1
Автор: Bucknor Norman K., Lahr Derek F., Lee Chunhao J., Li Dongxu, Samie Farzad
Принадлежит:

A parallel (P2) hybrid electric vehicle (HEV) powertrain assembly includes a torque converter and a motor-generator unit (MGU). The parallel hybrid electric vehicle (HEV) powertrain assembly can be equipped in a front wheel drive (FWD) powertrain architecture. The torque converter has an impeller cover. The motor-generator unit has a rotor and a stator. The rotor extends from the impeller cover, and the stator is mounted to a transmission bell housing. 1. A parallel hybrid electric vehicle (HEV) powertrain assembly , comprising:a torque converter having an impeller cover; anda motor-generator unit (MGU) having a rotor and a stator, the rotor extending from the impeller cover at an outboard side of the impeller cover and co-rotating with the impeller cover during use of the parallel hybrid electric vehicle powertrain assembly, and the stator being mounted to a powertrain housing at an inboard side of the powertrain housing and adjacent the rotor.2. The parallel hybrid electric vehicle (HEV) powertrain assembly of claim 1 , wherein the rotor of the motor-generator unit carries at least one permanent magnet.3. The parallel hybrid electric vehicle (HEV) powertrain assembly of claim 1 , wherein the rotor of the motor-generator unit extends directly from an exterior surface of the impeller cover.4. The parallel hybrid electric vehicle (HEV) powertrain assembly of claim 1 , wherein the stator of the motor-generator unit is mounted directly to an interior surface of the powertrain housing.5. The parallel hybrid electric vehicle (HEV) powertrain assembly of claim 1 , wherein the rotor of the motor-generator unit extends from the impeller cover at a location that is radially outboard of an impeller of the torque converter and that is radially outboard of a turbine of the torque converter.6. The parallel hybrid electric vehicle (HEV) powertrain assembly of claim 1 , wherein a first axial extent of the motor-generator unit generally overlaps with a second axial extent of at ...

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Номер записи: 122
03-07-2012 дата публикации

Dual-piston normally-engaged clutch

Номер: US8210979B2
Автор: Andrew L. Bartos, Chunhao J. Lee, Farzad Samie, Gary L. Jones, John I. Manole, Kumaraswamy V. Hebbale
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A normally-engaged clutch is provided having a friction-element with a first side and an opposing second side, a first plate configured for pressing against the friction-element on the first side, and a second plate configured for pressing against the friction-element on the second side. The clutch also includes a biasing device configured to apply a first force to the second plate for pressing the second plate against the friction-element to engage the clutch. Additionally, the clutch includes an apply piston for applying a second force to the first plate, and a release piston for applying a third force to the second plate. The clutch is disengaged when the second plate is pushed away from the friction-element by the third force in the absence of the second force, and is engaged when the first plate is pressed against the friction-element by the second force.

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Номер записи: 123
09-06-2020 дата публикации

Method and apparatus for controlled stopping of internal combustion engine

Номер: US10677212B2
Автор: Alexandru Rajala, Chandra S. Namuduri, Chunhao J. Lee, Dongxu Li, Farzad Samie, LEI HAO, Neeraj S. Shidore, Norman K. Bucknor, Paul S. Lombardo, Suresh Gopalakrishnan
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

A method of controlled stopping an internal combustion engine having a stop-start mode and starter assembly includes detecting when the stop-start mode is active. The method also includes monitoring current rotational speed and position of the engine. The method additionally includes determining when the current rotational position is within a predetermined range of a target stop rotational position and the current rotational speed is less than a threshold rotational speed, and afterward energizing the starter assembly to engage the engine. The method also includes establishing a time delay following energizing the starter assembly to confirm engagement of the starter assembly with the engine. Furthermore, the method includes applying a torque by the starter assembly to stop the engine at the target stop position. A vehicle powertrain employing the engine equipped with the stop-start mode, the starter assembly, and an electronic controller configured to execute the method is also provided.

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Номер записи: 124
27-12-2007 дата публикации

Method and Apparatus for Improving Vehicle Fuel Economy

Номер: US20070295475A1
Автор: Farzad Samie, Richard W. Carlson
Принадлежит: GM GLOBAL TECHNOLOGY OPERATIONS LLC

The present invention provides an apparatus for improving the fuel economy of a vehicle. The apparatus includes a transmission having a transmission sump that contains transmission fluid, and a heat exchanger disposed within said sump and at least partially submerged in the transmission fluid. The apparatus also includes an engine having a plurality of engine coolant channels. An engine pump is operatively connected to the engine. The engine pump is configured to transfer engine coolant through the plurality of engine coolant channels and then through the heat exchanger. Heat from the engine coolant is transferred to the transmission fluid when the engine coolant passes through the heat exchanger. The heat transferred to the transmission fluid decreases transmission fluid viscosity such that transmission spin losses are reduced and fuel economy is improved. A corresponding method for improving the fuel economy of a vehicle is also provided.

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Номер записи: 125