3028 results about "Drivetrain" patented technology

Driveline lash and clunk are controlled in a powertrain system having multiple torque-generative and torque control devices using a multivariable feedback control approach to provide active driveline damping. Control parameters used by a state estimator are different, depending on whether the driveline lash is taken up or is currently slack. When the estimated driveline axle torque is not substantially zero, the nominal parameters for transmission mode or gear are used in the state estimator. When the estimated axle torque is substantially zero, the parameters are switched to neutral parameters, the lash estimator indicates neutral lash state, and angle of lash is tracked until it accumulates an expected amount of lash in the driveline. During a lash transition time, active damping controls the driveline component speeds so that the effect of lash take-up is minimized. After lash take-up occurs, desired axle torque is used by the system.

A method of operating a vehicle powertrain system comprising an electric motor and transmission where the electric motor is operably and selectively coupled to the transmission and adapted to provide an output torque contribution thereto, and the electric motor has a predetermined maximum motor output torque and a predetermined minimum motor output torque which are used to determine a range of permissible control points for at least one transmission control parameter. The method includes establishing a motor torque reserve by performing at least one of decreasing the predetermined maximum motor output torque to a maximum reserved motor output torque and increasing the minimum motor output torque to a minimum reserved motor output torque, wherein the maximum reserved motor output torque and the minimum reserved motor output torque are used in place of the predetermined maximum motor output torque and the predetermined minimum motor output torque, respectively, to determine the range of permissible control points for the at least one transmission control parameter. The motor torque reserve may include a static motor torque reserve, a dynamic motor torque reserve, or a combination of both static and dynamic torque reserves. The dynamic torque reserve may include a predictive dynamic reserve, a reactive dynamic reserve, or a combination of a predictive reserve and a reactive reserve or reserves.

A multivariate control method and system to control torque output from a powertrain system to a driveline is provided, to reduce driveline oscillations. The powertrain preferably comprises hybrid powertrain having a plurality of torque-generative devices connected to a transmission. Desired powertrain and driveline operating states are determined, as are a plurality of operating state errors. Each torque-generative device is controlled, based upon the operating state errors, and operating mode of the transmission. A damping torque command, additive to a commanded torque, is determined for one or more of the torque-generative devices based upon the determined transmission operating mode. Determined operating states include operator input, and powertrain / driveline including driveline torque; transmission input torque, rotational speed of the torque-generative devices; road load; and, accessory load.

A hybrid vehicle includes a powertrain having a retarded diesel engine, an electric machine and energy storage system. The engine and motor are operatively coupled through one or more planetary gearsets and selective coupling paths in accordance with application and release of various torque transfer devices to a drivetrain via an output. Regenerative and retarded engine braking are coordinated to provide priority to energy return to an energy storage system in accordance with predetermined power flow limits. Power flow in excess of the limits are handled by increased engine retard braking contributions via engine speed increases.

A hybrid vehicle includes a powertrain having a retarded diesel engine, an electric machine and energy storage system. The engine and motor are operatively coupled through one or more planetary gearsets and selective coupling paths in accordance with application and release of various torque transfer devices to a drivetrain via an output. Regenerative and retarded engine braking are coordinated to provide priority to energy return to an energy storage system in accordance with predetermined power flow limits.

A surgical system having a patient side cart having at least one telesurgically operated instrument, the at least one telesurgically operated instrument comprising a surgical end effector having a plurality of effector components. A transmission is coupled to a motor. The drive train includes at least a first effector drive train and a second effector drivetrain. A controller comprises at least one processor for controlling the transmission. The controller is performs a method by locking an output gear of the second effector drivetrain rotating a camshaft to shift coupling of the motor from the first effector drivetrain to the second effector drivetrain; determining that the output gear is aligned by driving the locked output gear using a first torque; determining that the output gear is properly braked by driving the locked output gear using a second torque; disengaging the lock from the output gear; and driving the second effector drivetrain using the motor.

In one aspect, there is provided a damper control system for a reciprocating pump assembly according to which control signals are sent to electromagnets. In another aspect, there is provided a method of dampening vibrations in a pump drivetrain according to which a beginning of torque variation is detected and at least a portion of the torque variation is negated. In another aspect, signals or data associated with pump characteristics are received from sensors, torque characteristics and damper response voltages per degree of crank angle are calculated, and control signals are sent to electromagnets. In another aspect, a damper system includes a fluid chamber configured to receive a magnetorheological fluid; a flywheel disposed at least partially within the fluid chamber and adapted to be operably coupled to a fluid pump crankshaft; and a magnetic device proximate the flywheel. The magnetic device applies a variable drag force to the flywheel.

A system and method for controlling an internal combustion engine operable with a first cylinder firing frequency and a second cylinder firing frequency to reduce or eliminate transmission of torsional vibrations associated with the second cylinder firing frequency to reduce or eliminate constraints on reduced displacement mode operation using a closely coupled drive train component rotating in an opposite direction relative to rotating components of the engine. A close coupling device allows the inertia of the counter-rotating elements to reduce or eliminate the torque reaction of the drivetrain associated with acceleration and deceleration of the engine crankshaft in response to the second cylinder firing frequency in the reduced displacement mode.

The integrated automotive HVAC / PTC system of the present invention includes a bi-fluidic heat exchanger between an air conditioning subsystem and a heating subsystem which enables heat extracted during dehumidification of the ventilation air to be transferred into dehumidified ventilation air. The HVAC / PTC system includes reconfigurable coolant loops and reconfigurable refrigerant loops, some of which act in concert and some of which may be isolated. Power train components, including the power supply, may be grouped by heat transfer requirements and may be cooled or heated as needed. Power train cooling is accomplished with coolant in the heating subsystem chilled by the air conditioning system.

The invention discloses novel ultra-large-displacement ultrahigh-pressure well cementing equipment. The novel ultra-large-displacement ultrahigh-pressure well cementing equipment comprises a loading carrier. A hydraulic system, a power transmission system, a metering tank, an electrical system, an air path system, a control system, an operating platform, a plunger pump, a clean water manifold, a mud manifold, a high-pressure manifold, a mixing system and an ash feeding manifold are mounted on the loading carrier, wherein the plunger pump is a five-cylinder plunger pump. The five-cylinder plunger pump is adopted to increase the pressure and displacement of the well cementing equipment, and the requirements of high pressure and large displacement are met; slurry mixing is carried out by double mixing devices, the mixing efficiency is improved, the stability of the slurry mixing density is improved, and the requirement of long-time uninterrupted operation is guaranteed; a mixing system pipeline is optimized, multiple sets of mixing systems are integrated on one slurry mixing tank, and the stability of the equipment is improved; and the clean water manifold is optimized, so that watersupply requirements of the multiple mixing devices can also be met at the same time by using one injection pump, and the requirement of large displacement is met.

The invention discloses a novel well cementation truck, which comprises a loading body, an electrical system, a plunger pump, a clear water manifold, a mud manifold and a high-pressure manifold, wherein the loading body is provided with a cross beam; the cross beam is provided with a hydraulic system, a power transmission system, a metering tank, an operating platform and a mixing system in sequence; the operating platform is provided with a gas path system and an operating system in sequence; the electrical system supplies power to the well cementation truck; the plunger pump, the clear watermanifold, the mud manifold and the high-pressure manifold are all arranged below the operating platform; the clear water manifold supplies water to the plunger pump and the mixing system; the mud manifold provides mud for the plunger pump; the plunger pump injects the mud into a well through the high-pressure manifold; and the well cementation truck also integrates with a steady pressure ash can,an air compressor and an air bottle. The novel well cementation truck has the beneficial effects that a spatial layout is optimized, and the steady pressure ash can, the air compressor and the air bottle are integrated in one well cementation truck. An ash feeding manifold is optimized, so that the steady pressure ash can supplies ashes, and ash supply equipment can be externally connected for supplying ashes. The large-volume air bottle is adopted, and therefore, air can be supplied to other equipment while the requirements of the well cementation truck are met.

The invention is directed to a multiple-clutch device, such as a double-clutch device, for arranging in a drivetrain of a motor vehicle between a drive unit and a transmission, wherein the clutch device has a first clutch arrangement associated with a first transmission input shaft of the transmission and a second clutch arrangement associated with a second transmission input shaft of the transmission for transmitting torque between the drive unit and the transmission. According to one aspect of the invention, it is suggested that plates in a plate stack of a clutch arrangement constructed as a plate clutch arrangement which have at least one friction facing can be brought into frictional engagement with plates having no friction facing, wherein at least one of the plates not having a friction facing is thicker in axial direction than friction facing carrying elements of adjacent plates having at least one friction facing. Alternatively or in addition, it is suggested that at least one plate which has at least one friction facing of sintered material and at least one plate which has at least one friction facing made of another friction facing material are provided in the plate stack, wherein the other friction facing material has a progressive frictional coefficient curve (dlambd / dDELTAN) in relation to a slip speed (DELTAN).

An energy management system (ESMS) includes energy storage devices coupled to a vehicle drivetrain and configured to store DC energy, a power electronic conversion system having energy ports, the power electronic conversion system comprising a DC electrical converters, each DC electrical converter configured to step up and to step down a DC voltage, wherein each of the energy ports is coupleable to each of the energy storage devices and each of the energy ports is coupleable to an electrical charging system. The EV includes a controller configured to determine a voltage of each energy port having either an energy storage device or a DC electrical charging system coupled thereto, and electrically connect a first energy port to a second energy port such that at least one of the DC electrical converters either steps up or steps down an input DC voltage based on the determined voltage of each energy port.

An in-the-wheel suspension system including a drive mechanism for coupling the rotational motion of a wheel rim to the drive shaft of an electric motor and for supporting the wheel rim with respect to the vehicle chassis using one or more springs and dampers. In a hubless version, a spring member supports extend between a frame member attached to the chassis and a bearing member that engages with the rim. In a version used with a wheel hub, the hub is supported by an axle and the spring member supports the axle in movable relation to the frame member. A pivoting support arm that is attached to the axel and pivots about a pivot point attached to the frame member at a location spaced from the wheel axis may be used to support the hub. A Peaucellier linkage may be used to support the axle for movement along a straight line vertical path, the linkage being attached to the frame member at two fixed pivot points. The wheel suspension units perform all the traditional drivetrain functions independently and can be attached to the chassis in a manner that allows for easy removal.

A three-phase connector carries all three phases in one connector and keeps the phases properly isolated from each other and the motor case. The three-phase connector has metal connector components that are spaced from one another and supported in a nylon over molding covering each of the connector components, except for upper and lower exposed ends of the connector components, which are each drilled and tapped to receive bolts. First and second connector components extend above and below a flange of the three-phase connector with their respective exposed upper and lower ends offset in different planes than the exposed upper and lower ends of the third connector component.