Engine Ignition Control For Transmission Change Patents (Class 477/101)
  • Patent number: 10507834
    Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, an actual total number of deactivated cylinders may be adjusted to control driveline braking. The driveline braking may be controlled in a towing mode, a hill descent mode, and during normal driving conditions.
    Type: Grant
    Filed: February 10, 2017
    Date of Patent: December 17, 2019
    Assignee: Ford Global Technologies, LLC
    Inventor: Chris Paul Glugla
  • Patent number: 10214219
    Abstract: Methods and systems are provided for adjusting noise, vibration, and harshness (NVH) limits for a vehicle based on a number of occupants in the vehicle. In one example, a method may include responsive to detecting zero occupants, reducing NVH constraints for operating the vehicle and adjusting one or more vehicle operating parameters based on the reduced NVH constraints.
    Type: Grant
    Filed: January 10, 2017
    Date of Patent: February 26, 2019
    Assignee: Ford Global Technologies, LLC
    Inventors: Adam J. Richards, Adam Nathan Banker, Amey Y. Karnik, John Eric Rollinger
  • Patent number: 10054095
    Abstract: A method and start-stop device for initiating an automatic shutdown of an engine, in particular a combustion engine, in a motor vehicle are provided, wherein an automatic shutdown of the engine is initiated if a condition triggering a stop has been met and no shutdown preventer has been met. A first condition triggering a stop is determined depending on a delay request, when with the triggered delay request a braking value is requested that exceeds a predetermined first shutdown braking threshold without exceeding a predetermined second shutdown braking threshold that is greater than the predetermined first shutdown braking threshold. A second condition triggering a stop is determined depending on a delay request, if with the triggered delay request a braking value is requested that exceeds the predetermined second shutdown braking threshold.
    Type: Grant
    Filed: December 1, 2016
    Date of Patent: August 21, 2018
    Assignee: Bayerische Motoren Werke Aktiengesellschaft
    Inventors: Johann Schweikl, Hubertus Doepke
  • Patent number: 10040457
    Abstract: A driving force control system of a vehicle installed with an automatic transmission that transmits torque generated by an engine to drive wheels while changing the speed is provided for controlling driving force based on the vehicle speed and the accelerator operation amount. In the driving force control, an acceleration characteristic that defines the relationship between re-acceleration-time acceleration as a control index used when the vehicle travels while being re-accelerated after deceleration traveling, and the vehicle speed, is stored, and the re-acceleration-time acceleration corresponding to the current vehicle speed is obtained, based on traveling data of the vehicle obtained before the deceleration traveling, and the acceleration characteristic. Then, the speed ratio of the automatic transmission which can realize the obtained re-acceleration-time acceleration is set, before the re-acceleration traveling is started.
    Type: Grant
    Filed: March 14, 2016
    Date of Patent: August 7, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Satoshi Yamanaka, Seiji Kuwahara
  • Patent number: 9845867
    Abstract: A device for detecting the position of a lever includes a member being connected on at least one of its ends to a cable end piece that is fitted sliding into a fixed sheath end piece. The device comprises a magnet fitted inside a pipe that constitutes the cable end piece and a Hall Effect Sensor positioned on one part of the sheath end piece in order to detect the movement between the cable end piece and the sheath end piece, which corresponds to a movement of the lever.
    Type: Grant
    Filed: June 28, 2013
    Date of Patent: December 19, 2017
    Assignee: DURA AUTOMOTIVE SYSTEMS SAS
    Inventor: Thomas Farges
  • Patent number: 9802618
    Abstract: Systems and methods for improving shifting of a manual transmission coupled to an engine are presented. In one example, a load provided to the engine is increased in response to a transmission gear upshift so that engine speed may be quickly decreased to synchronize with transmission input speed, thereby allowing quicker manual transmission gear shifts.
    Type: Grant
    Filed: May 19, 2015
    Date of Patent: October 31, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Adam Nathan Banker, Hamid-Reza Ossareh, Baitao Xiao
  • Patent number: 9689495
    Abstract: A powertrain system including an internal combustion engine rotatably coupled to a variator of a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining a first speed ratio change rate based upon a desired speed ratio and a commanded speed ratio, and determining a commanded speed ratio trajectory based upon the first speed ratio change rate, an actual speed ratio and a commanded speed ratio. A ratio change coefficient and a force ratio factor are determined based upon the commanded speed ratio trajectory. A shift force is determined based upon the ratio change coefficient and a total speed ratio change rate. A primary pulley pressure and a secondary pulley pressure for the CVT are controlled based upon the shift force and the force ratio factor.
    Type: Grant
    Filed: November 9, 2015
    Date of Patent: June 27, 2017
    Assignee: GM Global Technology Operations LLC
    Inventors: Zhen J. Zhang, Paul G. Otanez, Shushan Bai
  • Patent number: 9399458
    Abstract: A method of operating a drive train of a motor vehicle comprising a drive assembly which has at least a combustion engine and an automatic transmission with frictional shift elements positioned between the drive assembly and an output. When executing a traction downshift in which at least one frictional shift element of the automatic transmission is engaged and at least one shift element of the automatic transmission is disengaged, the method comprising the steps of engaging at least a first frictional shift element of the automatic transmission, disengaging at least a second frictional shift element of the automatic transmission, and reducing torque, provided by the combustion engine, while reducing the transfer ability of the second frictional shift element for executing the traction downshift.
    Type: Grant
    Filed: July 23, 2014
    Date of Patent: July 26, 2016
    Assignee: ZF Friedrichshafen AG
    Inventor: Johannes Kaltenbach
  • Patent number: 9395254
    Abstract: A transmission torque estimation unit estimates a torque transmittable between an outer rotary member and an inner rotary member with respect to a control signal based on: a first model obtained by modeling an equation of motion of the outer rotary member in a rotation direction; a second model obtained by modeling an equation of motion, in the rotation direction, of a support cam member and an inner pilot clutch disc as one unit; a third model obtained by modeling an equation of motion of the outer main clutch discs in the rotation direction; a fourth model obtained by modeling an equation of motion of the inner rotary member in the rotation direction; and a fifth model containing a viscoelastic model and obtained by modeling an equation of motion, in an axial direction, of the inner main clutch disc and the movable cam member as one unit.
    Type: Grant
    Filed: November 5, 2013
    Date of Patent: July 19, 2016
    Assignee: JTEKT CORPORATION
    Inventors: Aris Maroonian, Tsutomu Tamura, Robert Fuchs
  • Patent number: 9283965
    Abstract: A method for enhancing the performance of a work vehicle may generally include storing a reference transmission torque and a reference transmission speed for a transmission of the work vehicle. At least one of the reference transmission torque or the reference transmission speed may be determined based at least in part on drivetrain life data associated with at least one drivetrain component of the work vehicle. In addition, the method may include determining a current transmission speed for the transmission, determining a transmission output torque limit for the transmission based on the current transmission speed, the reference transmission torque and the reference transmission speed and controlling an engine of the work vehicle such that a transmission output torque of the transmission does not exceed the transmission output torque limit while the transmission is being operated at the current transmission speed.
    Type: Grant
    Filed: October 22, 2014
    Date of Patent: March 15, 2016
    Assignee: CNH Industrial America LLC
    Inventors: Garth Bulgrien, Mark Krogen
  • Patent number: 9227629
    Abstract: A method of operating a vehicle hybrid drive-train in which, depending on the operating situation, the engine and electric machine either operate individually or together. The engine and the electric machine can be coupled or separated by a clutch. The engine can be started by the electric machine or a separate starting device. To co-ordinate transmission shifts and required engine starts, during a transmission shifting process, if the engine needs to be started, then based on whether the shift is an upshift, a downshift, a traction shift or an overdrive shift and also depending on the type of engine start required, it is first determined whether the shift should be completed, at least partially completed or discontinued before carrying out the start and, based on this determination, measures for continuing, at least partially continuing or discontinuing the shift process are initiated.
    Type: Grant
    Filed: June 14, 2012
    Date of Patent: January 5, 2016
    Assignee: ZF Friedrichshafen AG
    Inventors: Tobias Zollner, Anton Fritzer, Patrick Peter, Thomas Lemp, Alexander Pfau, Stefan Gierer
  • Patent number: 9039571
    Abstract: Methods and systems are provided for controlling an engine system with a variable cam timing device. In one example, the variable cam timing device is operated to adjust engine valve timing differently at engine stop based on whether the engine stop is in response to an operator request or in response to an automatic controller initiated engine stop without an operator request.
    Type: Grant
    Filed: February 11, 2011
    Date of Patent: May 26, 2015
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeffrey Allen Doering, Joseph Norman Ulrey, Alex O'Connor Gibson
  • Patent number: 8892320
    Abstract: The noise caused by the coupling and decoupling of the gear generated when ignition on and off of a dual-clutch mounted vehicle in the P range are switched to each other, and the merchantability of the vehicle can be increased by improving the noise performance of the vehicle by preventing the noise generated by the coupling of the gear as possible from being remarkable in other shift ranges.
    Type: Grant
    Filed: November 30, 2012
    Date of Patent: November 18, 2014
    Assignee: Hyundai Motor Company
    Inventor: Young Min Yoon
  • Patent number: 8864625
    Abstract: Disclosed is a controller of a stepped automatic transmission. The stepped automatic transmission has a plurality of lock-up elements and performs downshift during coasting while an engine has a fuel cut-off state by changing over a pair of lock-up elements including an open side lock-up element and a lock-up side lock-up element. Downshift operation includes torque phase control and inertia phase control. The controller includes: a fuel cut-off recovery executing unit that is configured to perform recovery from the fuel cut-off state for an inertia phase control period; and a cylinder number restricting unit that is configured to restrict a count of cylinders recovered from the fuel cut-off state.
    Type: Grant
    Filed: February 16, 2012
    Date of Patent: October 21, 2014
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tomoaki Honma, Masahiro Iriyama
  • Patent number: 8738207
    Abstract: A hybrid vehicle is provided with an electric transmission operatively connected to a first axle and an electric drive module operatively connected to a second axle. A transmission ratio of a differential gear set and a final drive of the electric transmission are selected so that a torque ratio of torque of the first axle over the torque of the engine is that at which any working chamber of the engine that is operated to expand the working fluid can operate without throttling, without torque of the engine torque exceeding a torque necessary to propel the vehicle at a steady vehicle speed, and with the second electric machine freewheeling.
    Type: Grant
    Filed: April 30, 2012
    Date of Patent: May 27, 2014
    Assignee: GM Global Technology Operations LLC
    Inventors: Alan G. Holmes, Brendan M. Conlon, Norman K. Bucknor, Constantine Nick Raptis
  • Patent number: 8672809
    Abstract: An engine control apparatus capable of performing engine automatic stop includes an engine automatic stop inhibition means configured to inhibit the engine automatic stop after engine restart conditions are satisfied and the engine is restarted until a vehicle speed exceeds a predetermined speed, a brake operation detection means configured to detect a presence of increase of the amount of a brake operation in a state of the brake operation being performed after the vehicle has been stopped, and an engine stop control means configured to release inhibition of the engine automatic stop to allow the engine to be automatically stopped, if the brake operation detection means detects presence of increase of the amount of the brake operation while the engine automatic stop is inhibited by the engine automatic stop inhibition means.
    Type: Grant
    Filed: September 23, 2011
    Date of Patent: March 18, 2014
    Assignee: Denso Corporation
    Inventors: Tatsuya Saito, Nobuhiko Shima, Tetsuo Morita
  • Patent number: 8571774
    Abstract: One disclosed embodiment relates to a propulsion system for a machine. The propulsion system may include a prime mover operatively connected through a continuously variable transmission to a propulsion device. The propulsion system may also include propulsion-system controls that control an operating parameter of the continuously variable transmission, which may include adjusting the operating parameter based on operator input. Controlling the operating parameter may also include determining an adjustment limit for the operating parameter based on one or more operating conditions and applying the adjustment limit to the operating parameter to modify at least one of acceleration and jerk of the machine based on the one or more operating conditions.
    Type: Grant
    Filed: November 26, 2012
    Date of Patent: October 29, 2013
    Assignee: Caterpillar Inc.
    Inventors: Kristofor Lee Dahl, Brian Douglas Hoff, Richard George Ingram, Michael Anthony Spielman, Jr., Benjamin B. Schmuck, Alberto Martinez, Jr., Yaang Zhao
  • Patent number: 8425379
    Abstract: A power transfer mechanism control device controlling a power transfer mechanism mounted on a vehicle which transfers power from an internal combustion engine to an axle side via a friction engagement element actuated by a fluid pressure from either of a first fluid pressure actuator driven by the power from the internal combustion engine and a second fluid pressure actuator driven by a fluid pressure source different from a fluid pressure source for the first fluid pressure actuator. When the internal combustion engine is to be automatically started, the second fluid pressure actuator is controlled such that, before complete combustion occurs in the internal combustion engine, the friction engagement element stands by in a low-pressure state, and the first fluid pressure actuator is controlled such that the friction engagement element transfers the torque at predetermined timing after the complete combustion occurs in the internal combustion engine.
    Type: Grant
    Filed: January 21, 2011
    Date of Patent: April 23, 2013
    Assignee: Aisin AW Co., Ltd.
    Inventors: Nobuyuki Hirai, Tetsuya Shimizu, Kenichi Tsuchida, Kazunori Ishikawa, Atsushi Ishibashi
  • Patent number: 8388494
    Abstract: A method of controlling a hybrid drive-train of a vehicle in which the hybrid drive-train comprises a combustion engine having a driveshaft, an electric machine that can be connected to the driveshaft of the engine by a clutch, an automated transmission with an input which is connected to the rotor of the electric machine, and shifting elements for shifting between two gears. During electric driving operation with the engine stopped and the clutch disengaged, the engine can be drag-started in combination with a downshift in the transmission. Drag starting of the engine is carried out by disengaging the frictional shifting element to be disengaged to below a slipping limit, engaging the clutch until the engine reaches or exceeds its minimum starting speed, starting the engine self-starts, substantially disengaging the clutch, separately adjusting the engine and electric machine to the synchronous speed of the target gear, and fully engaging and disengaging associated shifting elements.
    Type: Grant
    Filed: October 17, 2011
    Date of Patent: March 5, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Peter Schiele, Klaus Steinhauser, Bernd Allgaier
  • Publication number: 20130045832
    Abstract: A control system for use with an engine and a transmission in a vehicle is provided that includes at least one controller having a processor with at least one stored algorithm that determines different crankshaft torque capacities associated with different respective torque actuators including a relatively slow torque actuator, such as an airflow actuator, and at least one relatively fast torque actuator, such as a spark actuator or a fuel actuator. The algorithm determines a torque actuation range over which to modify engine torque during an oncoming shift of the transmission. The torque actuation range may be based at least partially on a target gear of the upshift, desired shift duration, and a vehicle operating condition indicative of an operator intent regarding shift duration. Requests for torque modification by use of the torque actuators are then made to provide the torque actuation range.
    Type: Application
    Filed: August 19, 2011
    Publication date: February 21, 2013
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Christopher E. Whitney, Mark A. Schang, Jeffrey M. Kaiser, Andrew W. Baur, Ning Jin
  • Patent number: 8313414
    Abstract: An electronic control unit is provided with two types of gear change maps: a first gear change map based on the vehicle speed and the accelerator pedal operation amount; and a second gear change map based on the vehicle speed and the required drive force of the vehicle. The electronic control unit determines whether the automatic transmission should downshift with reference to the first gear change map, and determines whether the automatic transmission should upshift with reference to the second gear change map.
    Type: Grant
    Filed: October 21, 2008
    Date of Patent: November 20, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Seiji Kuwahara, Hideaki Otsubo, Masato Kaigawa, Masayuki Baba
  • Patent number: 8224538
    Abstract: An automatic transmission includes gears, torque-transmitting mechanisms, interconnecting members, an input member and an output member. A method of controlling the automatic transmission includes data acquisition from the output shaft torque sensor, commanding a hydraulic fluid pressure pulse time and a pressure pulse value to engage a first torque-transmitting mechanism, calculating a rate-of-change of a first data output from the output shaft torque sensor, calculating a rate-of-change of a second data output from the output shaft torque sensor, comparing the results of the rate-of-change calculations and adjusting the hydraulic fluid pressure pulse time and a pressure pulse value if the rate of change of the second data output is not equal to the rate-of-change of the first data output.
    Type: Grant
    Filed: November 11, 2009
    Date of Patent: July 17, 2012
    Assignee: GM Global Technology Operations LLC
    Inventors: Zhen Zhang, Shushan Bai, John R. Maten
  • Patent number: 8219291
    Abstract: A method of controlling a vehicle includes signaling a transmission to shift into a first gear ratio and sensing a current gear ratio of the transmission after signaling the transmission to shift into the first gear ratio. The method further includes implementing a diagnostic transmission shift control strategy to override a normal transmission shift control strategy when the current sensed gear ratio is not equal to the requested first gear ratio to verify proper functionality of a mode control valve that is responsible for shifting the transmission into the first gear ratio.
    Type: Grant
    Filed: August 30, 2010
    Date of Patent: July 10, 2012
    Assignee: GM Global Technology Operations LLC
    Inventors: Emmanuel V. Yabes, Brian J. Pellerito, Michael Chernyak, Craig J. Hawkins, Cheol W. Kim
  • Patent number: 8128530
    Abstract: A method of automatically controlling a neutral position and parking lock of an motor-vehicle transmission to immobilize the vehicle depending on a drive position of the transmission selected by the driver with a selector device and subject to other operating parameters of the motor vehicle. Only when simultaneously the vehicle is essentially stationary, an ignition circuit is electrically interrupted and the selector device is in a “Neutral” position, can an Neutral-holding phase be activated, in which the transmission is in a non-frictionally engaged neutral position as long as the parking lock of the transmission has not yet been engaged. If the Neutral-holding phase has not been activated, the transmission remains non-frictionally connected in the Neutral position until the driver at least intends to exit the vehicle, at which time the parking lock of the transmission is automatically engaged.
    Type: Grant
    Filed: October 24, 2008
    Date of Patent: March 6, 2012
    Assignee: ZF Friedrichshafen AG
    Inventors: Walter Hecht, Armin Gierling, Klaus Steinhauser, Frank Worms, Bernd Zänglein, Stéphane Klein
  • Patent number: 8088035
    Abstract: The intermittence prohibition vehicle speed Vpr is set to the smallest of the standard intermittence prohibition vehicle speed Vpr1 set according to the input limit Win of the battery, the sequential intermittence prohibition vehicle speed Vpr2 set for the sequential gearshift position, and the power mode intermittence prohibition vehicle speed Vpr3 set for the power mode (S400 to S480). When the vehicle speed V is less than the intermittence prohibition vehicle speed Vpr, the hybrid vehicle is driven with output of the torque demand Tr* to the driveshaft within the range of the input limit Win or the output limit Wout of the battery with intermittent operation of the engine. When the vehicle speed V is more than or equal to the intermittence prohibition vehicle speed Vpr, the hybrid vehicle is driven with output of the torque demand Tr* to the driveshaft within the range of the input limit Win or the output limit Wout of the battery in prohibition of the intermittent operation of the engine.
    Type: Grant
    Filed: March 31, 2008
    Date of Patent: January 3, 2012
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Masaya Yamamoto
  • Patent number: 8075447
    Abstract: A vehicle control system including a range selector having a shift lever operated by a driver of a vehicle, a shift control device for controlling the switching of a shift range of an automatic transmission of the vehicle in accordance with the range selecting operation of the shift lever, and an engine control device for controlling the switching of ON/OFF of an internal combustion engine of the vehicle in accordance with an engine switch operation of the shift lever.
    Type: Grant
    Filed: March 27, 2008
    Date of Patent: December 13, 2011
    Assignees: Denso Corporation, Nippon Soken, Inc.
    Inventors: Masashi Hori, Shinji Takeuchi
  • Patent number: 8047961
    Abstract: An engine control system of a vehicle comprises a first module and a cylinder deactivation module. The first module selectively adjusts torque output by an engine based on a vehicle torque request that is greater than a driver torque request. The cylinder deactivation module selectively deactivates a cylinder of the engine when a difference between an estimated maximum torque output of the engine and the driver torque request is greater than a predetermined maximum torque.
    Type: Grant
    Filed: February 2, 2009
    Date of Patent: November 1, 2011
    Inventors: Richard B. Jess, Bahram Younessi, Michael L. Kociba, Joseph M. Stempnik, Andrew W. Baur
  • Patent number: 8016721
    Abstract: A semiautomatic vehicle gearbox comprising, for said gearbox, a shift lever (10) directly coupled to the gearbox itself; a shaft of said gearbox; and connection means between said shift lever and said shaft; characterised by comprising a sensor (20) for sensing the operation of said shift lever coupled to said connection means.
    Type: Grant
    Filed: January 11, 2007
    Date of Patent: September 13, 2011
    Assignee: Starlane S.R.L.
    Inventor: Luca Funiciello
  • Patent number: 7909732
    Abstract: A selectable drivetrain control for a vehicle includes a controller configured to receive input signals and issue predetermined output command signals corresponding to the status of the input signals. A first sensor is configured to provide an input signal to the controller relating to the actuation status of a brake pedal. A second sensor is configured to provide an input signal to the controller relating to the actuation status of an accelerator pedal. A stability control selector is configured to provide an input signal to the controller relating to the engagement status of a stability control system of the vehicle. A drivetrain is configured to receive output command signals from the controller. The controller issues output command signals to the drivetrain to control the operational characteristics of the drivetrain, responsive to the engagement status of the stability control system while the brake and accelerator pedals are simultaneously actuated.
    Type: Grant
    Filed: July 20, 2010
    Date of Patent: March 22, 2011
    Assignee: Honda Motor Co., Ltd.
    Inventor: Joshua Sigmund
  • Patent number: 7785230
    Abstract: A vehicle drive system for adjusting vehicle fuel economy is described. In one example, the vehicle drive system includes an operator interface for adjusting vehicle operation so as to increase or decrease fuel consumption according to a driver preference.
    Type: Grant
    Filed: May 18, 2007
    Date of Patent: August 31, 2010
    Assignee: Ford Global Technologies, LLC
    Inventors: Alex O'Connor Gibson, Ilya V. Kolmanovsky
  • Patent number: 7771312
    Abstract: A selectable drivetrain control for a vehicle includes a controller configured to receive input signals and issue predetermined output command signals corresponding to the status of the input signals. A first sensor is configured to provide an input signal to the controller relating to the actuation status of a brake pedal. A second sensor is configured to provide an input signal to the controller relating to the actuation status of an accelerator pedal. A stability control selector is configured to provide an input signal to the controller relating to the engagement status of a stability control system of the vehicle. A drivetrain is configured to receive output command signals from the controller. The controller issues output command signals to the drivetrain to control the operational characteristics of the drivetrain, responsive to the engagement status of the stability control system while the brake and accelerator pedals are simultaneously actuated.
    Type: Grant
    Filed: March 14, 2007
    Date of Patent: August 10, 2010
    Assignee: Honda Motor Co., Ltd.
    Inventor: Joshua Sigmund
  • Publication number: 20090270224
    Abstract: A gear change control device actuates an actuator in response to an input of a gear change command and sets the clutch in an intermediate state between the engaged and disengaged states before a plurality of gears in the transmission are selectively engaged by dog clutches. In the intermediate state, a driving-side friction member and a driven-side friction member of the clutch are pressed against each other at a pressure lower than in the engaged state. The gear change control device actuates the clutch actuator to restore the friction clutch set in the intermediate state to the engaged state after the plurality of gears are selectively engaged.
    Type: Application
    Filed: April 3, 2009
    Publication date: October 29, 2009
    Inventor: Kengo Minami
  • Publication number: 20090227420
    Abstract: An engine control system of a vehicle comprises a first module and a cylinder deactivation module. The first module selectively adjusts torque output by an engine based on a vehicle torque request that is greater than a driver torque request. The cylinder deactivation module selectively deactivates a cylinder of the engine when a difference between an estimated maximum torque output of the engine and the driver torque request is greater than a predetermined maximum torque.
    Type: Application
    Filed: February 2, 2009
    Publication date: September 10, 2009
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS, INC.
    Inventors: Richard B. Jess, Bahram Younessi, Michael L. Kociba, Joseph M. Stempnik, Andrew W. Baur
  • Patent number: 7584040
    Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).
    Type: Grant
    Filed: February 3, 2004
    Date of Patent: September 1, 2009
    Assignee: Peugeot Citroen Automobiles SA
    Inventor: Stéphane Rimaux
  • Patent number: 7300381
    Abstract: A method and system for controlling output torque of an internal combustion engine during a gearshift in an automatic shift manual transmission coupled to the engine is disclosed. The transmission includes a multiplicity of gears and a clutch actuated by a transmission control unit (TCU), which controls clutch disengagement, gear change, and clutch re-engagement. The engine includes an engine control unit in communication with the TCU. The method includes determining engine operator demanded engine torque; sending a signal to the engine control unit in response to actuation of the clutch; and, computing in the engine control unit in response to the sent clutch actuation signal and the determined engine operator demanded engine torque, a control signal for the engine, such engine, in response to such control signal changing engine torque during the gear change to substantially match demanded engine torque when the clutch is re-engaged.
    Type: Grant
    Filed: November 30, 2002
    Date of Patent: November 27, 2007
    Assignee: Ford Global Technologies, LLC
    Inventors: Edward Badillo, Ace K. Kue, David Oshinsky, David George Farmer, Donald Fenwick Dickison
  • Patent number: 7285071
    Abstract: An automotive automatic transmission control apparatus is provided which works to increase the power of an engine in response to a request to down-shift the gear of an automatic transmission for developing the engine braking. The control apparatus includes a fail-safe circuit working to stop increasing the power of the engine when a defect in operation of a transmission hydraulic control circuit is detected after the hydraulic control circuit starts to control the hydraulic pressures to achieve the downshift of the automatic transmission. This eliminates or alleviates a problem, such as unwanted acceleration of the vehicle during the control of the downshift in the transmission.
    Type: Grant
    Filed: August 19, 2005
    Date of Patent: October 23, 2007
    Assignee: Denso Corporation
    Inventors: Nobuyori Nakajima, Takaji Murakawa, Tetsuji Kozaki
  • Patent number: 7220213
    Abstract: A vehicle control apparatus is configured to avoid a forward lunging of a vehicle during a downshift while decelerating. The vehicle control apparatus has a clutch element that operatively coupled to an output of an engine to perform a gear shift operation and a controller that controls engine speed during shifts. If deceleration fuel cutoff conditions are met immediately after engine speed control accompanying a gear shift, delaying the start of fuel cutoff is prohibited and fuel cutoff is started right away whenever the deceleration operating conditions immediately prior to the start of engine speed control have been sustained for at least a specific length of time. On the other hand, if the deceleration duration is less than the specified time, the start of fuel cutoff is delayed so as to avoid catalyst overheating.
    Type: Grant
    Filed: February 14, 2005
    Date of Patent: May 22, 2007
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tetsuya Shimada, Masahiro Iriyama, Masami Murayama
  • Patent number: 7086301
    Abstract: A vehicle transmission has a first torque transmission path for transmitting a torque from the engine to an output shaft of the transmission through a first input shaft of the transmission, a first pair of gears and a first mesh type clutch. A second torque transmission path transmits a torque from the engine to the output shaft through the first input shaft, a second pair of gears and a second mesh type clutch. A third torque transmission path transmits a torque from the engine to the output shaft through a second input shaft of the transmission, a friction clutch disposed between the second input shaft and the engine, a third pair of gears and a third mesh type clutch. The torque transmission path from the engine to the output shaft shifts in order of the first torque transmission path, the third torque transmission path, and the second torque transmission path. When the torque is transmitted through the third torque transmission path, a torque at the first input shaft is controlled.
    Type: Grant
    Filed: September 23, 2004
    Date of Patent: August 8, 2006
    Assignee: Hitachi, Ltd.
    Inventors: Hiroshi Sakamoto, Toshimichi Minowa, Takashi Okada, Mitsuo Kayano, Tatsuya Ochi
  • Patent number: 6994653
    Abstract: A method for controlling an internal combustion engine of a vehicle makes possible an acceleration of the shift operation especially of an automatic transmission or of an automated manually shifted transmission of the vehicle. In a shift operation, an operating state quantity of the engine is pregiven. This operating state quantity can be especially an engine output torque (MDES) or an engine rpm (NMOTDES). Furthermore, a torque reserve (MRES1, MRES2, MRES3) is pregiven for a rapid adjustment of the pregiven operating state quantity.
    Type: Grant
    Filed: June 9, 2003
    Date of Patent: February 7, 2006
    Assignee: Robert Bosch GmbH
    Inventors: Dirk Hartmann, Holger Jessen, Mathieu Courtes
  • Patent number: 6942530
    Abstract: An engine control strategy for a marine propulsion system selects a desired idle speed for use during a shift event based on boat speed and engine temperature. In order to change the engine operating speed to the desired idle speed during the shift event, ignition timing is altered and the status of an idle air control valve is changed. These changes to the ignition timing and the idle air control valve are made in order to achieve the desired engine idle speed during the shift event. The idle speed during the shift event is selected so that the impact shock and resulting noise of the shift event can be decreased without causing the engine to stall.
    Type: Grant
    Filed: January 22, 2004
    Date of Patent: September 13, 2005
    Assignee: Brunswick Corporation
    Inventors: Ronald L. Hall, A. DeWayne Sharpton
  • Patent number: 6932740
    Abstract: A method for controlling the ignition of an internal combustion engine (10) for a motor vehicle. More specifically, the method controls the timing of ignition for each of cylinder of the internal combustion engine (10). Control of the timing is based on two parameters, i.e., the speed at which the internal combustion engine (10) is operating and the gear in which the transmission (22) is operating. The speed is measured in terms of revolutions per minute. The gear helps to gauge what type of load may be present on the internal combustion engine (10). By identifying each of these parameters, it may easily be determined at what value the timing may be. If the specific speed of the vehicle is not located within the look-up table, where the data is stored, the method will interpolate the timing value based on values close to the value of the speed of the internal combustion engine (10) based on the neighboring values thereof.
    Type: Grant
    Filed: March 9, 2001
    Date of Patent: August 23, 2005
    Assignee: TCI Automotive, LLC
    Inventors: Lance M. Ward, John D. Meaney
  • Patent number: 6835162
    Abstract: An automatic transmission system for a vehicle includes a shift-by-wire system which converts a selected command operation range of a range selector into an electric signal and which changes an actual operation range of an automatic transmission into the selected command operation range by driving an actuator according to the electric signal. A lock mechanism restricts the operation of the range selector when the shift-by-wire system is electrically turned off regardless of the present operation range of the range selector.
    Type: Grant
    Filed: April 10, 2002
    Date of Patent: December 28, 2004
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Yasuhiro Yamauchi, Kenichiro Murakami, Satoshi Sakakibara
  • Publication number: 20040162185
    Abstract: A shifting device (1) is provided for transmitting shift commands to an automatic transmission of a motor vehicle, with a housing (2) and/or a frame, a selector lever (4), which transmits shift commands to the transmission of the motor vehicle and can be moved at least in an automatic gate and preferably also in a Tiptronic gate. The selector lever (4) can be fixed in a parking position P by an axially displaceable locking bar (5) that can be actuated manually, and with a locking device, which is coupled with the ignition lock and prevents the unlocking of the selector lever (4) from the parking position when the ignition key has been removed and the removal of the ignition key when the selector lever (4) is outside the parking position. The locking device is formed by a stopper (8), which is displaceable in the direction of the automatic gate and through which the selector lever (4) passes, and a locking lever (9), which acts on the stopper (8).
    Type: Application
    Filed: February 18, 2004
    Publication date: August 19, 2004
    Inventors: Andreas Giefer, Jorg Meyer, Dietmar Otto
  • Publication number: 20040132580
    Abstract: Methods and apparatus are taught for controlling the operation of a power train in a motor vehicle (1), which may include controlling a clutch actuating mechanism (20) so as to open a clutch (3) in a vehicle pull mode. Then, a transmission (4) may be changed from a first gear position to a second gear position via a neutral position by moving a transmission actuator. At or about the same time, the ignition angle of a spark-ignited combustion engine (2) is preferably shifted during the gear change step to cause the combustion engine to generate a negative engine torque. As a result, engine speed is decreased when the transmission is disposed in the neutral position and a desired engine torque can be rapidly realized as soon as the transmission actuator is disposed in the second gear position. Thereafter, the clutch is closed again.
    Type: Application
    Filed: October 9, 2003
    Publication date: July 8, 2004
    Applicant: LUK LAMELLEN UND KUPPLUNGSBAU BETEILIGUNGS KG
    Inventors: Jorg Metzger, Alexander Schweizer, Frank Bast, Christian Rieger, Johannes Moosheimer, Michael Gallion, Florian Strack
  • Publication number: 20040077458
    Abstract: The method and apparatus (130) control a drive unit (30) with an internal combustion engine (35), so that changes of an output variable of the drive unit (3) during load change are limited. The method includes formulating a desired behavior of the output variable for the load change; changing the desired behavior of the output variable by changing an air supply of the internal combustion engine and forming at least a first preliminary value for adjusting the output variable by filtering the desired behavior according to an inertia of an air system for the air supply of the internal combustion engine.
    Type: Application
    Filed: September 4, 2003
    Publication date: April 22, 2004
    Inventors: Dirk Hartmann, Horst Wagner, Juergen Biester, Thomas Glasstetter, Ruprecht Anz
  • Publication number: 20040053744
    Abstract: In a torque-down control device, an entire delay amount SB of ignition timing is restricted using a guard value GSB. Also, when a rotational speed change &Dgr;NT of a turbine speed NT during delay control falls out of an allowable range, the feedback control of the entire delay amount SB is performed based on the rotational speed change &Dgr;NT is equal to a target rotational speed change &Dgr;NTT. Accordingly, an excessive decrease in engine torque even when downshifting is performed simultaneously with delay control by a knock control portion. Further, the feedback control of the entire delay amount SB is performed based on the rotational speed change &Dgr;NT, and the guard value GSB is learned and corrected based on the feedback correction amount. Accordingly, an appropriate shifting characteristic can be obtained regardless of individual differences and change with time.
    Type: Application
    Filed: September 8, 2003
    Publication date: March 18, 2004
    Applicant: TOYOTA JIDOSHA KAKUSHIKI KAISHA
    Inventor: Toshio Sugimura
  • Publication number: 20040038777
    Abstract: A method for controlling the ignition of an internal combustion engine (10) for a motor vehicle. More specifically, the method controls the timing of ignition for each of cylinder of the internal combustion engine (10). Control of the timing is based on two parameters, i.e., the speed at which the internal combustion engine (10) is operating and the gear in which the transmission (22) is operating. The speed is measured in terms of revolutions per minute. The gear helps to gauge what type of load may be present on the internal combustion engine (10). By identifying each of these parameters, it may easily be determined at what value the timing may be. If the specific speed of the vehicle is not located within the look-up table, where the data is stored, the method will interpolate the timing value based on values close to the value of the speed of the internal combustion engine (10) based on the neighboring values thereof.
    Type: Application
    Filed: August 26, 2003
    Publication date: February 26, 2004
    Inventors: Lance M. Ward, John D. Meaney
  • Patent number: 6687591
    Abstract: Torque-down controlling conducted on an engine torque upon gear changing of an automatic transmission is implemented by converting a demand for a rate of torque-down against the engine torque into a down rate of combustion torque (an objective down rate). Further, from a difference between the present ignition timing of the engine and the MBT (Minimum Advance for Best Torque) ignition timing, the present down rate that is a rate of the present combustion torque against the combustion torque at the MBT ignition timing to subsequently multiplying the present down rate by the objective down rate so that a counter MBT down rate that is a down rate of the present combustion torque against the combustion torque at the MBT ignition timing is obtained. Thus, from the obtained counter MBT down rate, an amount of retard of ignition timing from the MBT ignition timing is calculated to implement the torque-down controlling.
    Type: Grant
    Filed: November 30, 2001
    Date of Patent: February 3, 2004
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Hiroshi Abe
  • Patent number: 6612966
    Abstract: A vehicle securing system to prevent a motor vehicle having an automated transmission with a clutch between the transmission and the engine from rolling away after turning off the ignition. The automated transmission includes a plurality of gears and a control device that receives signals representative of the vehicle's operating parameters and that processes them as well as engages the driver-selected transmission gear. The control device is operative after ignition shutoff for a predetermined time period, or is operative after ignition shutoff by operation of a brake pedal, and effects the engagement of a selected gear when the vehicle is moving at a speed that is lower than a predetermined threshold speed value.
    Type: Grant
    Filed: October 23, 2001
    Date of Patent: September 2, 2003
    Assignee: Luk Lamellen und Kupplungsbad Beteiligungs KG
    Inventors: Robert Fischer, Klaus Küpper
  • Patent number: 6482125
    Abstract: An upshift shock reducing apparatus is provided to reduce upshift shock in a vehicle having a power train with a power source and an automatic transmission. The upshift shock reducing apparatus has a power source sensor that produces a signal indicative of a power source load, and a controller operatively coupled to the power source sensor, the power source, and the automatic transmission. The controller increases torque from the power source during the torque phase for a first predetermined period until the torque reaches a second predetermined torque, and decreases torque from the power source by a first predetermined torque at an end of a second predetermined period. The second predetermined period is determined based on the signal from the power source sensor, whereby the decreasing starts before the inertia phase. Therefore, the torque can be decreased before the inertia phase.
    Type: Grant
    Filed: February 28, 2001
    Date of Patent: November 19, 2002
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Toru Urasawa