Abstract: A coupling arrangement for enabling fixing of a body structure member and a structure member. The coupling arrangement includes, at least two threaded tubes provided one in either end portion of a passage through a housing. The housing is fixed attachable in relation to the structure members and includes a threaded passage, wherein a threaded bolt is arranged through the passage. The threaded bolt is adapted to connect the body structure member and the structure member in a coupling position, from which coupling position the threaded bolt, via inserts, enables adjusting operation of the threaded tubes in opposite directions along the threaded bolt. Thus, the threaded tubes are adjustable to a respective fixed position by screwing the threaded bolt.

Abstract: A noise attenuation device for a vehicle exhaust system is provided. The device includes an exhaust pipe having a passageway for receiving exhaust gas pulses from an engine. The device further includes a plurality of vanes extending from an inner surface of the passageway and spaced apart from one another and disposed upstream of a discontinuity in the exhaust pipe. The vanes reduce turbulence in the exhaust gas pulses flowing past the vanes to reduce noise at the exhaust pipe discontinuity.

Abstract: A self-adjusting seatbelt fastener (“seatbelt fastener”) for a seatbelt restraint system for a vehicle. The seatbelt fastener is comprised of a latch plate and an urging mechanism. The latch plate has a ring portion and a tongue portion, which is utilized for fastening to a lap belt buckle. The ring portion defines an opening for sliding a belt webbing therethrough. In addition, the ring portion of the latch plate has the urging mechanism slidably attached thereto. The urging mechanism extends substantially into the opening and flattens the belt webbing.

Abstract: A multiple speed transmission for a motor vehicle includes a speed reduction gear set driveably connected to an input shaft, a planetary gear set having elements selectively driveably connected to the speed reduction gear set and input shaft, a first clutch and a second clutch, each clutch connected through the speed reduction gear set to the input shaft, a source of hydraulic fluid, and a first servo having a first fluid path connecting the fluid source and the first clutch, and a second fluid path connecting the fluid source and the second clutch, and a third fluid path connecting the lubrication fluid source and the lubrication circuit.

Abstract: A system for transmitting power hydraulically to and from the wheels of a motor vehicle includes an accumulator containing fluid at relatively high pressure, a reservoir containing fluid at lower pressure, and a pump/motor driveably connected to the wheels and having a variable volumetric displacement for pumping fluid between the accumulator and the reservoir. A first circuit connects the inlet to the reservoir and the outlet to the accumulator. A second circuit includes a first path having a low flow rate capacity, a second path having a higher flow rate capacity. A controller switches between pumping operation and motoring operation, opens and closes the first path during motoring operation, and reduces the displacement before switching between pumping operation and motoring operation.

Abstract: An engine cooling system has a primary cooling circuit with a pump to circulate liquid coolant through an engine, the coolant being returned to the pump via a radiator and a bypass arranged in parallel. A temperature-responsive control valve controls flow as between said radiator and the bypass. The valve housing defines: a hot inlet connected to the bypass, a cold inlet connected to the radiator, and a valve chamber. The valve further includes a first valve member in the valve chamber movable between two limits to control the flow of coolant from the hot inlet to the outlet, a second valve member in the valve chamber movable between two limits to control coolant flow from the cold inlet to the outlet; and a temperature-responsive actuator to move the first and second valve members.

Abstract: A stator blade for a hydrokinetic torque converter, the blade profile having geometric characteristics that improve torque flow efficiency in the converter torque flow circuit, whereby the torque converter efficiency at high speed ratios is improved without significant adverse effects on the converter torque ratio at stall and at low speed ratios.

Abstract: A control system (18) for an automotive vehicle (19) having a vehicle body includes a cluster (16) of vehicle dynamic sensors (27, 28, 30, 31), the output signals from the sensors (Yaw Rate Sensor, Roll Rate Sensor, Longitudinal Acceleration Sensor, Lateral Acceleration Sensor) are corrected for errors by removing the zero output DC bias. Such bias constitutes an error that may occur as a result of temperature changes, manufacturing defects, or other factors. The system (18) also compensates for the drift in the sensor output signals that occur during vehicle operation.

Abstract: A control system (18) for an automotive vehicle (10) having a vehicle body has a roll angular rate sensor (34) generating a roll angular rate signal corresponding to an roll angular motion of the vehicle body. A controller (26) is coupled to roll rate sensor and a plurality of sensors. The controller (26) generates a linear road bank angle, first reference bank angle and a relative roll angle in response to the roll angle generator and the plurality of sensor signals. The controller (26) determines a first reference bank angle and generates a second reference bank angle in response to linear bank angle and a first reference bank angle, a bank angle adjustment factor. The bank angle adjustment is a function of a relative roll angle estimate. The controller (26) controls the safety system in response to the second reference bank angle estimate.

Abstract: A vehicle and method are provided that determine a misfire torque limit for an engine in the vehicle. The vehicle includes an electric machine operable to provide torque to the engine. The method includes commanding the engine to operate at a predetermined torque and a predetermined speed, thereby putting the engine in an idle state. An output torque of the engine is then determined while the engine is in the idle state. A torque offset, defined as the difference between the torque command and the determined engine output torque, is also determined. The misfire torque limit for the engine is then determined based at least in part on the torque offset.

Abstract: A system and method to control spark in a cylinder of a multi-cylinder engine. Spark can be controlled in a cylinder based on operating conditions of a selectively operable valve.

Abstract: A method for controlling fuel injection during engine startup in a hybrid electric vehicle. The hybrid electric vehicle includes an engine, a power source, an electrical machine, and a control module. The method includes the steps of driving the engine with the electrical machine, determining whether the engine is at a target state, selecting a cylinder for fuel injection, calculating an amount of fuel to provide to the cylinder, injecting the amount of fuel, and repeating the selecting, calculating, and injecting steps for another cylinder for a predetermined number of iterations.

Abstract: A power transmission for a motor vehicle In realizing these advantages, a power transmission according to this invention includes an input shaft, an output, and a layshaft disposed parallel to the input shaft. A pair of drive elements includes a first element secured to the input shaft, and a second element journalled on the layshaft and driveably connected to the first element. A first coupler is secured to the layshaft for releasably coupling the second element and the layshaft. A planetary gear unit driveably connecting the layshaft and the output, includies a sun gear secured to the layshaft, a ring gear surrounding the sun gear and fixed against rotation, a carrier driveably connected to the output, and a set of planet pinions meshing with the sun gear and ring gear and rotatably supported on the carrier.

Abstract: A power transmission for a motor vehicle includes an input, a first layshaft, a second layshaft, an intermediate layshaft, a first power path for transmitting power between the input and first layshaft and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft and producing a second ratio of the speed of the second layshaft and corresponding speed of the input, a speed reduction power path driveably connected to the intermediate layshaft, couplers for the first and second layshafts to various gearsets, a range coupler for coupling the output alternately to the speed reduction power path and the intermediate layshaft, and a clutch for releasably connecting the input and second power path.

Abstract: A system and method for detecting an object is provided. The method includes emitting a light pulse. The method further includes receiving a reflection of the light pulse. The method further includes indicating a presence of the object from the received light pulse. Finally, the method includes adjusting sensitivity of the indicating step based on an elapsed time from the emission.

Abstract: A control system (18) and method for an automotive vehicle includes a roll rate sensor (34) generating a roll rate signal, a lateral acceleration sensor (32) generating a lateral acceleration signal, a pitch rate sensor (37) generating a pitch rate signal, a yaw rate sensor (28) generating a yaw rate signal and a controller (26). The controller (26) is coupled to the roll rate sensor (34), the lateral acceleration sensor, the yaw rate sensor and the pitch rate sensor. The controller (26) determines a roll velocity total from the roll rate signal, the yaw rate signal and the pitch rate signal. The controller (26) also determines a relative roll angle from the roll rate signal and the lateral acceleration signal. The controller (26) determines a wheel departure angle from the total roll velocity. The controller (26) determines a calculated roll signal from the wheel departure angle and the relative roll angle signal.

Abstract: A method for detecting tie-up in an automatic transmission is provided. The rate of change of the output shaft acceleration is calculated by twice differentiating with respect to time the transmission output shaft speed. The calculated rate is then compared to a predetermined value, and each time the acceleration rate drops below the predetermined value, a controller stores the event in memory. If the acceleration rate drops below the predetermined value too frequently, a flag is set and indication of the transmission tie-up is prevented. When a predetermined amount of time passes, during which the acceleration rate does not drop below the predetermined value, the flag is cleared and indication of a tie-up is allowed. When the acceleration rate drops below the predetermined value, and the transmission is in a shift cycle and tie-up prevention flags are cleared, a transmission tie-up is indicated.