Abstract: A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Abstract: A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Abstract: A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Abstract: A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Abstract: A method for reverse drive mode operation of a hybrid electric vehicle includes determining an output power of the internal combustion engine, determining a power circulation loss between a generator and a motor, determining a benefit power based on the difference between the output power of the internal combustion engine and the power circulation loss, and stopping operation of the internal combustion engine during the reverse drive mode operation of the vehicle if the benefit power is less than a predetermined threshold power value.

Abstract: The invention is a controller for a hybrid electric vehicle (HEV) that provides a strategy to control a split powertrain hybrid electric vehicle (HEV) when a vehicle travels in reverse, battery state-of-charge (SOC) is low and the powertrain is configured to only use the motor while traveling in reverse.

Abstract: The present invention integrates an on-board navigation system to provide energy management for an electric vehicle (EV) and a hybrid electric vehicle (HEV). The HEV control strategy of the present invention accommodates the goals of fuel economy while always meeting driver demand for power and maintaining the functionality of the traction motor battery system using battery parameter controllers. In the preferred embodiment of the present strategy, a vehicle system controller tightly integrates the navigation system information with energy management while en route to a known destination. Present vehicle location is continuously monitored, expectations of driver demand are determined, and vehicle accommodations are made. The system can be configured to includes as part of its present vehicle location data on road patterns, geography with date and time, altitude changes, speed limits, driving patterns of a vehicle driver, and weather.

Abstract: The present invention integrates an on-board navigation system to provide energy management for an electric vehicle (EV) and a hybrid electric vehicle (HEV). The HEV control strategy of the present invention accommodates the goals of fuel economy while always meeting driver demand for power and maintaining the functionality of the traction motor battery system using battery parameter controllers. In the preferred embodiment of the present strategy, a vehicle system controller tightly integrates the navigation system information with energy management while en route to a known destination. Present vehicle location is continuously monitored, expectations of driver demand are determined, and vehicle accommodations are made. The system can be configured to includes as part of its present vehicle location data on road patterns, geography with date and time, altitude changes, speed limits, driving patterns of a vehicle driver, and weather.

Abstract: A pulse width modulated (PWM) inverter is controlled by repetitively changing or dithering desired output currents for the inverter to ensure that it is unable to settle into zero states which result in lack of torque control when the inverter is used to control an AC motor. Dithering is performed by algebraically combining dither values with the desired output currents to generate reference output currents outside a hysteresis band used to control the inverter. Since the reference output currents are outside the hysteresis band, zero states are avoided. Dithering is performed by repetitively adding and subtracting first and second dither values form the desired output currents; or, repetitively adding a first dither value, adding a zero dither value and subtracting a second dither value form the desired output currents. The dither value can be approximately equal to half the hysteresis band, or approximately equal to or greater than half the hysteresis band.

Abstract: A fail-safe variable damping suspension system for a motor vehicle controls the oscillatory spring movements of each wheel via a permanent magnet rotary electric machine which is connected to machine control circuitry by normally open contacts of a relay. In the event of failure of the suspension system, the relay is released and the machine takes the form of a permanent magnet alternator which is connected to a defined load via normally closed contacts of the relay. Thus, in the event of a failure of the suspension system, the machine control circuitry is disabled and all shock absorbers are set to a fail-safe mode by the defined load upon closure of the normally closed contacts of the relay.

Abstract: An electrically powered suspension for a vehicle including a roadwheel and tire assembly, an electrically powered suspension unit having one end attached to the roadwheel and tire assembly and the other end attached to the chasis of the vehicle, with the suspension unit including an electric motor for positioning the roadwheel with respect to the chasis, and a controller for operating the electric motor so as to control the vertical movement of the wheel and tire assembly with respect to the vehicle's chassis. The electric motor may include either a linear or rotating electric motor, acting either alone or in parallel with a static load carrying device such as a fluid or coil spring.

Abstract: An electrically powered suspension for a vehicle including a roadwheel and tire assembly, an electrically powered suspension unit having one end attached to the roadwheel and tire assembly and the other end attached to the chassis of the vehicle, with the suspension unit including an electric motor for positioning the roadwheel with respect to the chassis, and a controller for operating the electric motor so as to control the vertical movement of the wheel and tire assembly with respect to the vehicle's chassis. The electric motor may include either a linear or rotating electric motor, acting either alone or in parallel with a static load carrying device such as a fluid or coil spring.

Abstract: A multiple forward speed automatic transmission produces its lowest forward speed ratio when a hydraulic clutch and hydraulic brake are disengaged and a one-way clutch connects a ring gear to the transmission casing. Second forward speed ratio results when the hydraulic clutch is engaged to connect the ring gear to the planetary carrier of a second gear set. Reverse drive and regenerative operation result when an hydraulic brake fixes the planetary and the direction of power flow is reversed. Various sensors produce signals representing the position of the gear selector lever operated manually by the vehicle operator, the speed of the power source, the state of the ignition key, and the rate of release of an accelerator pedal. A control algorithm produces input data representing a commanded upshift, a commanded downshift and a torque command and various constant torque signals. A microprocessor processes the input and produces a response to them in accordance with the execution of a control algorithm.

Abstract: A multiple forward speed automatic transmission produces its lowest forward speed ratio when a hydraulic clutch and hydraulic brake are disengaged and a one-way clutch connects a ring gear to the transmission casing. Second forward speed ratio results when the hydraulic clutch is engaged to connect the ring gear to the planetary carrier of a second gear set. Reverse drive and regenerative operation result when an hydraulic brake fixes the planetary and the direction of power flow is reversed. Various sensors produce signals representing the torque at the output of the transmission or drive wheels, the speed of the power source, and the hydraulic pressure applied to a clutch and brake. A control algorithm produces input data representing a commanded upshift, a commanded downshift, a commanded transmission output torque, and commanded power source speed. A microprocessor processes the inputs and produces a response to them in accordance with the execution of a control algorithm.

Abstract: In an automotive vehicle having an automatic transmission that driveably connects a power source to the driving wheels, a method to control the application of hydraulic pressure to a clutch, whose engagement produces an upshift and whose disengagement produces a downshift, the speed of the power source, and the output torque of the transmission. The transmission output shaft torque and the power source speed are the controlled variables. The commanded power source torque and commanded hydraulic pressure supplied to the clutch are the control variables. A mathematical model is formulated that describes the kinematics and dynamics of the powertrain before, during and after a gear shift. The model represents the operating characteristics of each component and the structural arrangement of the components within the transmission being controlled.

Abstract: In an automotive vehicle having an automatic transmission that driveably connects a power source to the driving wheels, a method to control the application of hydraulic pressure to a clutch, whose engagement produces an upshift and whose disengagement produces a downshift, the speed of the power source, and the output torque of the transmission. The transmission output shaft torque and the power source speed are the controlled variables. The commanded power source torque and commanded hydraulic pressure supplied to the clutch are the control variables. A mathematical model is formulated that describes the kinematics and dynamics of the powertrain before, during and after a gear shift. The model represents the operating characteristics of each component and the structural arrangement of the components within the transmission being controlled.

Abstract: A method of computing the state of charge for a battery including the steps of sensing the battery voltage and current, and computing the used battery capacity, C.sub.u, and the average battery current, I. The total battery capacity, C.sub.t is calculated from average current using the Peukert equation. The state of charge is calculated as a function of C.sub.u /C.sub.t to account for temperature and aging effects, recuperation effects, regeneration effects, and current variation effects.