Abstract: A method of calculating traction torque of a tire of a vehicle includes calculating a parameter vector using a first extended Kalman filter, calculating a state vector using a second extended Kalman filter, and calculating the longitudinal stiffness as a function of the parameter vector and the state vector. A method for computing traction torque of a vehicle includes computing the longitudinal stiffness of the tire using the first and second extended Kalman filters, and computing the traction torque as a function of the longitudinal stiffness of the tire and a linear speed difference between a tire speed of the tire and a vehicle longitudinal speed.

Abstract: A method of controlling a component of a powertrain of a vehicle is provided. The method comprises calculating an estimated clutch surface friction coefficient as a function of an initial clutch surface friction coefficient, a temperature of the clutch, and a rotational speed difference between a driving part and a driven part of the clutch; and adjusting a command signal to the component of the powertrain based upon the estimated clutch surface friction coefficient. A method of controlling a component of a powertrain of a vehicle comprises: estimating a clutch touchpoint xct of a clutch controlled by a clutch actuation system including a ballramp system, based on the variables of the system to determine the translation of the ball for which the clutch will transmit torque; and adjusting a command signal to the component of the powertrain based upon the estimated clutch touchpoint xct of the clutch.

Abstract: A method of operating a dual clutch transmission of a hybrid vehicle which has an internal combustion engine and an auxiliary motor. The method includes the step of driving at least one of a first sub-transmission and a second sub-transmission with an internal combustion engine and simultaneously driving at least one of the first and second sub-transmissions with the auxiliary motor to reduce the time required to output from the dual clutch transmission a required torque.

Abstract: A heating and cooling system for a vehicle included within a radiator module having a plurality of fins. At least two thermophysical batteries are provided, each including an adsorption bed unit and an evaporator condenser unit. At least one upper coolant line extends along the adsorption bed unit of each of the thermophysical batteries and is configured to be connected to a source of waste heat of the vehicle for transferring heat from the source of waste heat to a coolant contained in the coolant line and to the adsorption bed units to recharge the adsorption bed unit. At least one distribution element configured in discharge mode to convey heated fluids from adjacent the adsorption bed units or cooled fluids from adjacent to the evaporator condenser units to another region of the vehicle.

Abstract: A heating and cooling system for a vehicle included within a radiator module having a plurality of fins. At least two thermophysical batteries are provided, each including an adsorption bed unit and an evaporator condenser unit. At least one upper coolant line extends along the adsorption bed unit of each of the thermophysical batteries and is configured to be connected to a source of waste heat of the vehicle for transferring heat from the source of waste heat to a coolant contained in the coolant line and to the adsorption bed units to recharge the adsorption bed unit. At least one distribution element configured in discharge mode to convey heated fluids from adjacent the adsorption bed units or cooled fluids from adjacent to the evaporator condenser units to another region of the vehicle.

Abstract: Systems and methods of controlling operation of a vehicle engine are provided. For instance, one example aspect of the present disclosure is directed to determining a spark timing associated with a combustion engine. For instance, a combustion phasing target to be implemented by a combustion engine can be received. A spark timing associated with the combustion engine can be determined based at least in part on the combustion phasing target. The spark timing can be determined based at least in part on an optimization comprising one or more iterations determined during an engine cycle. The spark timing is determined based at least in part on a combustion phasing prediction model determined based at least in part on at least one of laminar flame speed, residual gas mass, or turbulent intensity.

Abstract: An engine controller, system and method for collecting vehicle data. Drive torque data is determined using the engine controller in the vehicle and is stored in a memory in the vehicle. The drive torque data is stored in a non-time domain format, and may include a histogram of numbers of revolutions at predetermined intervals of drive torque values and/or a matrix of rainflow cycle counts. The drive torque data is temporarily stored in a buffer prior to being stored in the matrix of rainflow cycle counts using back-checking and binning. The drive torque data is downloaded from the vehicle and transmitted to a central data collection center.

Abstract: Systems and methods of controlling operation of a vehicle engine are provided. For instance, one example aspect of the present disclosure is directed to determining a spark timing associated with a combustion engine. For instance, a combustion phasing target to be implemented by a combustion engine can be received. A spark timing associated with the combustion engine can be determined based at least in part on the combustion phasing target. The spark timing can be determined based at least in part on an optimization comprising one or more iterations determined during an engine cycle. The spark timing is determined based at least in part on a combustion phasing prediction model determined based at least in part on at least one of laminar flame speed, residual gas mass, or turbine intensity.

Abstract: Methods and systems for metering at least one EGR valve to a position determined to pass a desired EGR flow for a given set of engine characteristics. The methods include determining the EGR valve position based on pipe flow characteristics, or determining the EGR valve position based on pipe flow characteristics when differential pressure across the EGR valve is less than a pressure threshold.

Abstract: An engine controller, system and method for collecting vehicle data. Drive torque data is determined using the engine controller in the vehicle and is stored in a memory in the vehicle. The drive torque data is stored in a non-time domain format, and may include a histogram of numbers of revolutions at predetermined intervals of drive torque values and/or a matrix of rainflow cycle counts. The drive torque data is temporarily stored in a buffer prior to being stored in the matrix of rainflow cycle counts using back-checking and binning. The drive torque data is downloaded from the vehicle and transmitted to a central data collection center.

Abstract: A system and method for controlling an exhaust gas recirculation valve during transient cycles of engine operation to improve fuel consumption efficiency. The system and method includes first determining a flow rate of total mass out of the intake manifold of the combustion engine and the current mass fraction of exhaust gas in the intake manifold of the combustion engine, calculating a mass flow rate for exhaust gas into the intake manifold that is based on the flow rate of total mass out of the intake manifold and the current mass fraction of exhaust gas in the intake manifold, and actuating a control valve to a position based on the calculated mass flow rate for exhaust gas into the intake manifold.

Abstract: A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

Abstract: Methods and systems for metering at least one EGR valve to a position determined to pass a desired EGR flow for a given set of engine characteristics. The methods include determining the EGR valve position based on pipe flow characteristics, or determining the EGR valve position based on pipe flow characteristics when differential pressure across the EGR valve is less than a pressure threshold.

Abstract: A method of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Abstract: A method and system of improving shift event performance in a vehicle with an automatic transmission. One or more accelerometers in the vehicle are used to sense one or more longitudinal acceleration values. The longitudinal acceleration values or values derived therefrom are compared with predetermined stored values. Shift event behavior is changed in response to differences between the one or more longitudinal acceleration values or values derived therefrom and the predetermined stored values.

Abstract: A system and method for controlling an exhaust gas recirculation valve during transient cycles of engine operation to improve fuel consumption efficiency. The system and method includes first determining a flow rate of total mass out of the intake manifold of the combustion engine and the current mass fraction of exhaust gas in the intake manifold of the combustion engine, calculating a mass flow rate for exhaust gas into the intake manifold that is based on the flow rate of total mass out of the intake manifold and the current mass fraction of exhaust gas in the intake manifold, and actuating a control valve to a position based on the calculated mass flow rate for exhaust gas into the intake manifold.

Abstract: A method of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Abstract: A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

Abstract: A method and system of improving shift event performance in a vehicle with an automatic transmission. One or more accelerometers in the vehicle are used to sense one or more longitudinal acceleration values. The longitudinal acceleration values or values derived therefrom are compared with predetermined stored values. Shift event behavior is changed in response to differences between the one or more longitudinal acceleration values or values derived therefrom and the predetermined stored values.

Abstract: An automatic transmission for a vehicle includes a main box controlled using a series of clutches, and an underdrive assembly controlled using a series of clutches and at least one overrunning clutch. In achieving a double-swap downshift from a first transmission “gear” employing a first main box clutch and a first underdrive assembly clutch, to a second transmission “gear” employing a second main box clutch and a second underdrive assembly clutch, a controller delays release of the first main box clutch until after the second underdrive assembly clutch has been prefilled, and fully applies the second underdrive assembly clutch only after slip has been detected in both the main box and the underdrive assembly. Additionally, the controller fully applies the second main box clutch only after the second underdrive assembly clutch has itself been fully applied.