Ignition Advanced Or Retarded Patents (Class 477/102)
  • Patent number: 10323743
    Abstract: A control device of a vehicle including a motor and a multi-speed type automatic transmission including a plurality of engagement devices, the control device engaging the engagement device to be engaged and releasing the engagement device to be released when the shift is determined, and controlling an engagement pressure of an engagement device to be released during an upshift in a driven state and a downshift in a driving state and controlling an engagement pressure of an engagement device to be engaged during an upshift in the driving state and a downshift in the driven state so as to control a rotation speed of a rotating element of the automatic transmission, the control device increasing an instruction pressure of the engagement device to a target surge pressure for a target surge time when switching is performed during the upshift and the downshift in the driven state, to the driving state.
    Type: Grant
    Filed: July 19, 2017
    Date of Patent: June 18, 2019
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Norihiro Tsukamoto, Tomohiro Asami, Keisuke Ota, Hiromasa Takai
  • Patent number: 10260472
    Abstract: In a case where an operation to a non-parking operation position is performed at the time when an engine stops at a parking position, an electronic control unit executes two controls, i.e., a change to a non-parking position and starting of the engine, simultaneously. At this time, in a case where the operation to the non-parking operation position is performed at the time when the engine is stopped at the parking position by stop-start system, a deceleration start timing of an electric actuator is made earlier in comparison with a case where the operation is performed at a time different from the above. Accordingly, even in a state where a voltage of the electric actuator is decreased, a motor rotation position can be easily stopped at a non-p target rotation position.
    Type: Grant
    Filed: October 12, 2017
    Date of Patent: April 16, 2019
    Assignees: TOYOTA JIDOSHA KABUSHIKI KAISHA, DENSO CORPORATION
    Inventors: Atsushi Kamada, Yusaku Kawaguchi
  • Patent number: 10207717
    Abstract: Described herein are various embodiments for a coasting timer for predictive acceleration. In an embodiment, a system for predictive acceleration of a vehicle is described. The system may comprise an accelerator pedal; a sensor coupled to the accelerator pedal, the sensor configured to measure depression of the accelerator pedal; and an electronic control unit (ECU). The ECU may be configured to: determine a current coasting map; determine a coasting interval duration based, at least in part, on the current coasting map; determine the coasting interval duration has started based, at least in part, upon a measurement received from the sensor; and activate one or more subsystems of the vehicle prior to the end of the coasting interval duration, the one or more subsystems determined based, at least in part, on a predicted acceleration type.
    Type: Grant
    Filed: February 13, 2017
    Date of Patent: February 19, 2019
    Assignee: Toyota Motor Engineering & Manufacturing North America, Inc.
    Inventor: Geoffrey David Gaither
  • Patent number: 9855941
    Abstract: A control apparatus for a vehicle includes: a stop-restart unit that stops an engine if an engine stop condition is satisfied and restarts the engine if a restart condition is satisfied; a first braking force control unit and a second braking force control unit that maintain a braking force for stopping the vehicle; and an engine start unit that starts the engine in the case where a vehicle stop state achieved by the first braking force control unit is switched to a vehicle stop state achieved by the second braking force control unit while the engine is stopped by the stop-restart unit.
    Type: Grant
    Filed: November 19, 2014
    Date of Patent: January 2, 2018
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventor: Hirokazu Kato
  • Patent number: 9816448
    Abstract: A method for propulsion of a vehicle (100): The vehicle (100) includes a combustion engine (101), and a gearbox (103) that can be adjusted to a number of gear ratios for transfer of force between the combustion engine (101) and at least one driving wheel (113, 114), at least one combustion chamber with at least one inlet for the supply of combustion gas and at least one outlet for the evacuation of an exhaust gas flow that has resulted from combustion in the combustion chambers and a turbocharger unit (203) for pressurizing the combustion gas.
    Type: Grant
    Filed: April 29, 2014
    Date of Patent: November 14, 2017
    Assignee: SCANIA CV AB
    Inventors: Magnus Granström, Anders Larsson
  • Patent number: 9809226
    Abstract: The invention relates to a method for controlling a drivetrain having an internal combustion engine controlled dependent on a load demand on a target engine torque and having a dual-clutch transmission with two sub-transmissions, each having a friction clutch positioned operatively between the internal combustion engine and a sub-transmission with a changing maximum transferable clutch torque, wherein a specified clutch torque is set along an actuation travel path by means of a clutch actuator, a clutch characteristic of the transferable clutch torque is continuously adapted over the actuation travel path, and a maximum engine torque for a sub-transmission, which is reduced in comparison to the target engine torque, is limited to the maximum clutch torque transferable by means of the friction clutch of that sub-transmission.
    Type: Grant
    Filed: September 19, 2014
    Date of Patent: November 7, 2017
    Assignee: Schaeffler Technologies AG & Co., KG
    Inventors: Georg Goeppert, Artur Schlappa
  • Patent number: 9802598
    Abstract: A system and method for controlling a hybrid electric vehicle using a driving tendency are provided. The method includes determining a driving tendency level based on data to determine a driving tendency of a driver and determining a target engine torque using an engine torque map based on a vehicle speed and a required torque. Whether the driving tendency level corresponds to a predetermined level is determined as well as whether the required torque is equal to or greater than a torque that corresponds to an optimal operating point of an engine when the driving tendency level corresponds to the predetermined level. The target engine torque is then adjusted when the required torque is equal to or greater than the torque that corresponds to the optimal operating point of the engine.
    Type: Grant
    Filed: December 4, 2014
    Date of Patent: October 31, 2017
    Assignees: Hyundai Motor Company, Kia Motors Corporation
    Inventors: Yongkak Choi, Hoon Han, Ilkwon Park
  • Patent number: 9708992
    Abstract: A vehicle control system is provided to prevent an occurrence of an engine misfire which may be caused by an execution of ignition retard during lean-burn operation of an engine. The vehicle control system is configured to determine a starting point of an inertia phase when a shifting operation is demanded in the lean-burn mode. The vehicle control system is further configured to switch from the lean-burn mode to the stoichiometric mode before the starting point of the inertia phase, and to execute an ignition retard of the engine in the stoichiometric mode.
    Type: Grant
    Filed: September 6, 2016
    Date of Patent: July 18, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Naoto Moriya, Hideo Watanabe
  • Patent number: 9677492
    Abstract: A system and method for controlling a vehicle powertrain includes a controller that is operative to automatically control at least one powertrain function other than engine torque based on a measured torque and a predetermined torque range. The predetermined torque range is based on a first engine torque estimate. The measured torque is related to actual engine torque, and can be measured directly at the engine crankshaft, or in another location in the powertrain and then transferred to the engine space.
    Type: Grant
    Filed: August 10, 2012
    Date of Patent: June 13, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Joseph F. Kucharski, Yuji Fujii, Alexander O'Connor Gibson, Nimrod Kapas, Gregory Michael Pietron, Diana Yanakiev
  • Patent number: 9643591
    Abstract: A speed change control system for a hybrid vehicle comprised of a first motor-generator, a differential mechanism that distributes a power of an engine to the first motor-generator and to an output member and that changes an engine speed in accordance with a speed of the first motor-generator, and a second motor-generator that exchanges a torque with any of wheels.
    Type: Grant
    Filed: February 7, 2012
    Date of Patent: May 9, 2017
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Tomoyuki Honda, Hitoshi Matsunaga, Souitirou Shimura, Seiji Masunaga, Munehiro Katsumata
  • Patent number: 9604548
    Abstract: The driving force controller for an electric vehicle that controls driving force of a motor in the drive system of an electric vehicle includes: a target driving force setting unit for setting the target driving force based on a request from a driver; a dividing unit for computing a first motor torque command value by dividing the target driving force by a reduction ratio; a target acceleration computing unit for computing target acceleration by dividing the target driving force by inertia of the drive system; an actual acceleration computing unit for computing actual acceleration by differentiating actual rotational speed of the motor; a correction amount computing unit for computing a correction amount for reducing deviation between the target acceleration and the actual acceleration; and a command value computing unit for computing a second motor torque command value by adding the correction amount to the first motor torque command value.
    Type: Grant
    Filed: December 22, 2014
    Date of Patent: March 28, 2017
    Assignee: CALSONIC KANSEI CORPORATION
    Inventors: Kensuke Osamura, Toshiyuki Iwahana, Mitsuo Hirata
  • Patent number: 9482337
    Abstract: A controller for a continuously variable transmission includes an electronic control unit. The electronic control unit reduces a change in a target speed ratio of the continuously variable transmission when a sensitivity coefficient is large as compared to when the sensitivity coefficient is small. When the sensitivity coefficient is large, a change in speed ratio is suppressed, so the stability of the speed ratio is improved. When the sensitivity coefficient is small, the response of a shift is improved. The controller changes a degree of suppressing a shift of the continuously variable transmission in response to the sensitivity coefficient, so it is possible to suppress a shift where necessary. Thus, it is possible to achieve both improvement in the stability of the speed ratio and improvement in the response of a shift in automatic vehicle speed control. This suppresses a feeling of strangeness experienced by a driver.
    Type: Grant
    Filed: January 14, 2016
    Date of Patent: November 1, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Kunio Hattori, Wataru Matsubara
  • Patent number: 9404575
    Abstract: A transmission control module comprises an actuation module and a flare control module. The actuation module controls actuation of a friction device used in shifting from a first transmission ratio to a second transmission ratio. The transmission ratio is based on an input speed of a transmission divided by an output speed of the transmission. The first transmission ratio is greater than the second transmission ratio. The flare control module selectively generates an engine torque reduction request when a measured transmission ratio is greater than a threshold during a shift from the first transmission ratio to the second transmission ratio.
    Type: Grant
    Filed: January 3, 2008
    Date of Patent: August 2, 2016
    Assignee: GM Global Technology Operations LLC
    Inventors: James Robert Somerville, John J. Koenig, Christopher A. Spangler, Andriy Nikitin
  • Patent number: 9388752
    Abstract: A control system for a vehicle performs torque down control to reduce torque of an engine by cutting off supply of fuel to at least one of the cylinders of the engine during an inertia phase of a power-on upshift. During the torque down control, the throttle opening is reduced to smaller than a throttle opening including an amount by which the throttle opening is increased so as to compensate for a part of the amount of torque reduction, by means of one or more cylinders to which the fuel continues to be supplied.
    Type: Grant
    Filed: August 7, 2013
    Date of Patent: July 12, 2016
    Assignee: TOYOTA JIDOSHA KABUSHIKI KAISHA
    Inventors: Atsuhiko Yokota, Daichi Sakakibara, Yoshio Hasegawa, Keisuke Ota
  • Patent number: 9254745
    Abstract: There are provided an operational member and a body portion supporting the operational member rotatably, clockwise or counterclockwise, from a home position and movably in a vehicle longitudinal direction from its rotated position. The body portion is configured to allow the rotated or moved operational member to return to the home position automatically. A shift range is changed to a neutral range when the operational member is rotated from the home position, and the shift range is changed to a traveling range (a drive range or a reverse range) when the operational member is moved in the vehicle longitudinal direction from the rotated position after the operational member is rotated from the home position. Herein, changing of the shift range to the drive range or the reverse range depends on the direction of the rotation of the dial from the home position.
    Type: Grant
    Filed: February 20, 2015
    Date of Patent: February 9, 2016
    Assignee: Mazda Motor Corporation
    Inventors: Masayuki Tokumo, Yoh Yamazaki
  • Patent number: 9099006
    Abstract: A method for prioritizing potential threats identified by vehicle active safety systems. The method includes providing context information including map information, vehicle position information, traffic assessment information, road condition information, weather condition information, and vehicle state information. The method calculates a system context value for each active safety system using the context information. Each active safety system provides a system threat level value, a system braking value, a system steering value, and a system throttle value. The method calculates an overall threat level value using all of the system context values and all of the system threat level values. The method then provides a braking request value to vehicle brakes based on all of the system braking values, a throttle request value to a vehicle throttle based on all of the system throttle values, and a steering request value to vehicle steering based on all of the system steering values.
    Type: Grant
    Filed: August 22, 2013
    Date of Patent: August 4, 2015
    Assignee: GM Global Technology Operations LLC
    Inventors: Upali Priyantha Mudalige, Michael Losh
  • Patent number: 9097231
    Abstract: A starting system of an engine mounted in a vehicle capable of running using torque output from an electric motor includes a estimation portion that estimates engine speed and output torque of the engine when the engine is driven to realize the power requested by the driver, a comparing portion that compares a time for which the engine continues to be stopped with a first time and a second time that is longer than the first time, a first starting portion that starts the engine when estimated engine speed is greater than first speed and less than second speed, and the estimated output torque is greater than first value and less than second value, and a second starting portion that starts the engine when the time for which the engine continues to be stopped is longer than the second time.
    Type: Grant
    Filed: November 20, 2013
    Date of Patent: August 4, 2015
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Masato Watanabe
  • 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: 8840525
    Abstract: Provided is a control apparatus for an internal combustion engine, which quietly restarts the engine with a reduced torque shock when a re-acceleration request is made by a driver.
    Type: Grant
    Filed: May 25, 2010
    Date of Patent: September 23, 2014
    Assignee: Mitsubishi Electric Corporation
    Inventor: Keiichi Enoki
  • 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: 8688336
    Abstract: A system for controlling power downshifts of a transmission includes a flare generation module, a flare control module, and a shift control module. The flare generation module generates turbine speed flare by decreasing pressure applied to an off-going clutch of the transmission. The flare control module decreases the turbine speed flare by increasing the pressure applied to the off-going clutch of the transmission. The shift control module increases a pressure applied to an on-coming clutch of the transmission when the turbine speed flare is less than a predetermined amount from a desired turbine speed flare.
    Type: Grant
    Filed: September 9, 2010
    Date of Patent: April 1, 2014
    Inventor: Todd J. Thor
  • Patent number: 8543301
    Abstract: A vehicle includes a slip detection section arranged to detect a slip of a driving wheel based on the rotation speed of the driving wheel and the vehicle speed, and an engine control section arranged and programmed to perform control to decrease the output of an engine when the slip of the driving wheel is detected by the slip detection section. When the automatic clutch is in a half clutch state and the slip of the driving wheel is detected, the engine control section executes neither ignition retarding control on an ignition device nor a fuel injection amount decreasing control on a fuel injection valve, and executes control to decrease an opening of a throttle valve.
    Type: Grant
    Filed: November 29, 2012
    Date of Patent: September 24, 2013
    Assignee: Yamaha Hatsudoki Kabushiki Kaisha
    Inventor: Kengo Minami
  • Patent number: 8521378
    Abstract: A method for shifting an automatic or an automated transmission of a motor vehicle to a “neutral” position such that the shift position of the transmission and a parking lock, provided for keeping the motor vehicle stationary, are engaged as a function of a shift position selected with a driver operated selector device and as a function of other operating parameters of the motor vehicle. A holding phase, in which the transmission is in the neutral position, free from friction force locking, can be activated by a separate operating device which is provided, in addition to the selector device, but only when the motor vehicle is simultaneously at least approximately stationary, an ignition current circuit that acts on a drive engine of the motor vehicle is electrically interrupted, and the “neutral” (N) shift position is specified by a selector device.
    Type: Grant
    Filed: July 28, 2008
    Date of Patent: August 27, 2013
    Assignee: ZF Friedrichshafen AG
    Inventors: Klaus Steinhauser, Frank Worms, Stephane Klein, Walter Hecht, Bernd Zaenglein
  • 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
  • Publication number: 20130045835
    Abstract: A method of controlling engine crankshaft torque on a vehicle requests crankshaft torque modification using multiple types of torque actuators prior to and during a single commanded shift, such as an upshift. Appropriate levels of torque modification for the request, as well as appropriate times to make determinations regarding actuator type and make crankshaft torque reduction requests are determined in light of timing of key events during the shift.
    Type: Application
    Filed: August 19, 2011
    Publication date: February 21, 2013
    Applicant: GM GLOBAL TECHNOLOGY OPERATIONS LLC
    Inventors: Mark A. Schang, Robert L. Williams, David Szpara
  • Patent number: 8298120
    Abstract: An acceleration shock reduction control system for a vehicle which can reduce a shock at a transition to an accelerating state without deteriorating an acceleration response. An acceleration shock reduction control system for vehicle includes a control unit which determines a transition from a decelerating state to an accelerating state, and which thus controls the ignition of an internal combustion engine to adjust the output of the engine. In the acceleration shock reduction control system, upon detecting the transition from the decelerating state to the accelerating state, the control unit gives an instruction for an ignition cut which is executed over a predetermined time period Tr after a predetermined waiting time period Tw elapses.
    Type: Grant
    Filed: January 28, 2008
    Date of Patent: October 30, 2012
    Assignee: Honda Motor Co., Ltd.
    Inventors: Katsumi Sato, Naohisa Okawada, Ryuta Niimura
  • Patent number: 8292782
    Abstract: A belt continuously-variable transmission control apparatus includes: a belt continuously-variable transmission including; a primary pulley arranged to receive a torque from a driving source; a secondary pulley arranged to output the torque to driving wheels; a belt wound around the primary pulley and the secondary pulley; a hydraulic pressure control section configured to control a hydraulic pressure of one of the primary pulley and the secondary pulley which is a capacity side, and thereby to bring the belt, the primary pulley and the secondary pulley to a slip state; and a torque control section configured to control the torque of the driving source, and thereby to bring the slip state to a predetermined slip state.
    Type: Grant
    Filed: December 17, 2009
    Date of Patent: October 23, 2012
    Assignees: Jatco Ltd, Nissan Motor Co., Ltd.
    Inventors: Tsuyoshi Yamanaka, Shigeru Ishii, Shigeki Shimanaka
  • Patent number: 8112208
    Abstract: A method for restarting an engine of a vehicle includes stopping the vehicle and holding the vehicle stationary, reducing engine speed, increasing a rate of reduction of engine speed, if engine speed is less than a reference speed when a desired restart of the engine is indicated, and initiating an engine restart when engine speed is substantially zero.
    Type: Grant
    Filed: May 28, 2009
    Date of Patent: February 7, 2012
    Assignee: Ford Global Technologies, LLC
    Inventors: Ryan A. McGee, Ihab S. Soliman, Urs Christen, Rainer Busch
  • Patent number: 7854682
    Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.
    Type: Grant
    Filed: July 9, 2010
    Date of Patent: December 21, 2010
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeff Allen Doering, Michael John Cullen
  • Publication number: 20100274455
    Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.
    Type: Application
    Filed: July 9, 2010
    Publication date: October 28, 2010
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Jeff Allen Doering, Michael John Cullen
  • Patent number: 7775934
    Abstract: A control system and method for an internal combustion engine includes an intake manifold for directing airflow to a plurality of cylinders of the engine and an electronically controlled throttle valve disposed within the intake manifold for regulating airflow into the engine. An engine retard control determination module determines whether retard control of the engine is disabled. A throttle control module communicates with the electronically controlled throttle valve and modifies a throttle return trigger point during a transmission upshift when the retard control determination module determines that retard control of the engine is disabled.
    Type: Grant
    Filed: March 5, 2007
    Date of Patent: August 17, 2010
    Assignee: Honda Motor Co., Ltd.
    Inventor: Michael T. Dickinson
  • Patent number: 7762924
    Abstract: A method for operating an engine and transmission in a vehicle is described. The method comprises up-shifting the transmission based on whether engine knock limits spark advance at engine conditions after the up-shift. Further, the method may include accounting for differences in fuel types, and their effects on engine knock in future gears.
    Type: Grant
    Filed: November 1, 2007
    Date of Patent: July 27, 2010
    Assignee: Ford Global Technologies, LLC
    Inventors: Jeff Allen Doering, Michael John Cullen
  • Patent number: 7740559
    Abstract: A shift control device of a vehicular automatic transmission, if during a first shift in a power-off state, a second shift judgment for a second shift that is a power-on downshift is made, performs a second shift control of lowering an input shaft rotation speed to a synchronous rotation speed of a post-second shift gear step through an engagement control of the friction engagement devices, and when the second shift is performed, performs a control of reducing a throttle valve opening degree of the engine to a predetermined degree that causes the engine to output a torque that is able to bring the input shaft rotation speed to a rotation speed that is higher than the synchronous rotation speed of the post-second shift gear step. The control device also executes a retardation control of retarding an ignition timing of the engine when the input shaft rotation speed is dropped through the second shift control.
    Type: Grant
    Filed: November 21, 2006
    Date of Patent: June 22, 2010
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventors: Atsushi Ayabe, Toshio Sugimura, Takahiko Tsutsumi, Hisashi Ishihara, Kazuhiro Iketomi, Yosuke Takaie
  • Patent number: 7651439
    Abstract: Disclosed is a method for controlling a skip down shift of an automatic transmission including a clutch to one-way clutch mechanism, a primary shift portion and a secondary shift portion by synchronizing the secondary shift portion to a target shift-speed through an engine torque reduction control.
    Type: Grant
    Filed: November 3, 2006
    Date of Patent: January 26, 2010
    Assignee: Hyundai Motor Company
    Inventor: Heeyong Lee
  • Publication number: 20090275440
    Abstract: A vehicle control method for transitioning through transmission lash regions is described using a variety of information, such as, for example, gear ratio, clutch slippage, etc. Further, different adjustment of spark and throttle angle is used to provide a rapid torque response while still reducing effects of the lash. Finally, transitions taking into account both slipping and non-slipping transmissions are described.
    Type: Application
    Filed: July 15, 2009
    Publication date: November 5, 2009
    Applicant: FORD GLOBAL TECHNOLOGIES, LLC
    Inventors: Jeff Doering, Brad Riedle, Rob Ciarrochi, Hank Kwong, John Rollinger, Frederick Page, Jeff Travis
  • Patent number: 7530922
    Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.
    Type: Grant
    Filed: May 8, 2006
    Date of Patent: May 12, 2009
    Assignee: Toyota Jidosha Kabushiki Kaisha
    Inventor: Masakatsu Nagai
  • Publication number: 20090118971
    Abstract: An engine is coupled to an input member of a hybrid transmission and the hybrid transmission is operative to transfer torque between the input member and a torque machine and an output member to generate an output torque in response to an operator torque request. The torque machine is connected to an energy storage device. A method for controlling the engine includes determining a preferred input torque from the engine to the hybrid transmission based upon operator inputs to an accelerator pedal and a brake pedal, determining maximum and minimum allowable input torques from the engine to the hybrid transmission, controlling the engine at the preferred input torque when the preferred input torque is within the maximum and minimum allowable input torques, and controlling the engine based upon the maximum and minimum allowable input torques when the preferred input torque is outside one of the maximum and minimum allowable input torques.
    Type: Application
    Filed: October 21, 2008
    Publication date: May 7, 2009
    Applicants: GM GLOBAL TECHNOLOGY OPERATIONS, INC., Daimler AG, Chrysler LLC, Bayerishe Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Wilfried Brunssen
  • Publication number: 20090118936
    Abstract: A powertrain includes an electromechanical transmission mechanically-operatively coupled to an internal combustion engine and an electric machine adapted to selectively transmit mechanical power to an output member through selective application of a plurality of clutches. A method for controlling the powertrain includes commanding a shift from a fixed gear operating range state to a second operating range state, commanding decreased reactive torque through an off-going clutch during a torque phase of said commanded shift, and decreasing said reactive torque through said off-going clutch through control of engine input torque.
    Type: Application
    Filed: October 16, 2008
    Publication date: May 7, 2009
    Applicants: GM GLOBAL TECHNOLOGY OPERATIONS, INC., Daimler AG, Chrysler LLC, Bayerishe Motoren Werke Aktiengesellschaft
    Inventors: Anthony H. Heap, Jy-Jen F. Sah, Lawrence A. Kaminsky
  • Publication number: 20090017987
    Abstract: In a control method and control device for an engine, in order to prevent torque control precision from deteriorating while performing an ignition retard control in a variable valve engine, when a torque down control is carried out by using the ignition retard, combustion duration is calculated in consideration of valve timing or an engine rpm for each driving state, and a characteristic of a reference ignition timing efficiency curve is corrected on the basis of a difference between the combustion duration and a combustion duration reference value which is set in advance.
    Type: Application
    Filed: July 8, 2008
    Publication date: January 15, 2009
    Applicant: Hitachi, Ltd.
    Inventors: Shinya Satou, Kunihiko Suzuki, Mamoru Nemoto
  • Patent number: 7462129
    Abstract: In one example, a method for controlling powertrain operation in a vehicle is provided, the powertrain having an engine and an automatic transmission, the engine having at least an electrically actuated cylinder valve. The method includes changing gears from a first discreet gear ratio to a second discreet gear ratio of the transmission; and increasing engine torque during a torque phase of said gear change by changing operation of the electrically actuated cylinder valve, and decreasing engine torque during an inertia phase of said gear change.
    Type: Grant
    Filed: August 8, 2005
    Date of Patent: December 9, 2008
    Assignee: Ford Global Technologies, LLC
    Inventors: Davor Hrovat, Alex Gibson, Ilya V. Kolmanovsky, James McCallum, Marvin Paul Kraska
  • Publication number: 20080287254
    Abstract: An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.
    Type: Application
    Filed: May 8, 2006
    Publication date: November 20, 2008
    Inventor: Masakatsu Nagai
  • Publication number: 20080156552
    Abstract: An engine's power may be gradually reduced during a torque phase of a clutch-to-clutch up-shift within an automatic transmission and then reduced fully during a subsequent inertia phase.
    Type: Application
    Filed: December 26, 2007
    Publication date: July 3, 2008
    Inventor: Mike Dickinson
  • Publication number: 20080149409
    Abstract: A motorcycle includes an engine, a CPU, a clutch lever, and a shift switch. When a driver performs a shift operation, the CPU adjusts an output of the engine. When the CPU adjusts the output of the engine, the turning operation of the clutch lever is inhibited by the shift switch.
    Type: Application
    Filed: December 13, 2007
    Publication date: June 26, 2008
    Applicant: YAMAHA HATSUDOKI KABUSHIKI KAISHA
    Inventors: Hiroto WATANABE, Atsushi MIURA
  • Patent number: 7347805
    Abstract: An engine torque control device is configured to reduce shift shock during a downshift with an automatic transmission. During a downshift with an automatic transmission having a stepped shift mechanism, when the engine output (torque) is increased so as to bring it closer to being synchronized to the post-downshift engine speed, and then the torque is reduced sharply enough to maintain the synchronizing speed, and when synchronizing control is concluded so that the torque is sharply reduced to the driver's required torque in a state in which the accelerator is released, the throttle opening is reduced while any extra torque resulting from a reduction lag in the intake air quantity is cancelled out by retarding the ignition timing, thereby sufficiently lessening shift shock.
    Type: Grant
    Filed: October 7, 2005
    Date of Patent: March 25, 2008
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Masahiro Iriyama, Takuya Maekawa, Kenichiro Murakami, Yuzuru Tohta
  • 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: 7223201
    Abstract: A method for controlling engagement and release of friction clutches in a multiple-ratio transmission for a hybrid electric vehicle powertrain uses electric motor torque to augment engine torque as a power-on downshift is commanded. Near the end of a downshift event, total powertrain torque is modulated or reduced to reduce torque disturbances.
    Type: Grant
    Filed: December 28, 2004
    Date of Patent: May 29, 2007
    Assignee: Ford Global Technologies, LLC
    Inventors: Dan Colvin, Walt Ortmann, Michael Encelewski
  • Patent number: 7207923
    Abstract: The method for reducing shift shock of an automatic transmission includes: detecting a current power-on upshift state; and performing a first engine torque reduction control according to an engine torque or a throttle valve opening position at an instance of a shift begin point, if the current power-on upshift state is a normal power-on upshift state. The method also includes performing a second engine torque reduction control according to an engine torque or a throttle valve opening position even after the shift begin point, if there is a power change during a power-on upshift or a current upshift is a shift during a shift.
    Type: Grant
    Filed: December 27, 2004
    Date of Patent: April 24, 2007
    Assignee: Hyundai Motor Company
    Inventor: Joung Chul Kim
  • Patent number: 7169078
    Abstract: An engine idle speed control device set a target idle speed NsetN for a non-traveling range is set to a high value to activate the catalytic converter early, after the engine is started. Upon detecting that the automatic transmission has been shifted from a non-traveling range to a traveling range, the target idle speed is lowered to a first traveling idle speed Nset1. A feedback gain G used for feedback control of the ignition timing is then set to a larger gain value. The larger gain value is set such that it varies based on the temperature of the automatic transmission fluid or other parameter indicative of the engine friction and/or automatic transmission friction. As a result, the ignition timing is retarded in a precise manner, the engine speed is reduced, and the clutch engagement shock is reduced.
    Type: Grant
    Filed: February 28, 2005
    Date of Patent: January 30, 2007
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tsuyoshi Ishikawa, Eri Imai, Masaki Koga
  • Patent number: 7141000
    Abstract: An engine idle speed control device set a target idle speed NsetN for a non-traveling range is set to a high value to activate the catalytic converter early, after the engine is started. Upon detecting that the automatic transmission has been shifted from a non-traveling range to a traveling range, the target idle speed is lowered to a first traveling idle speed Nset1 for a prescribed period (200 ms). After the prescribed period elapses, the target idle speed is lowered even further to a second traveling target idle speed Nset2. When the target idle speed is set to the first traveling target idle speed Nset1, the ignition timing retardation amount RET is set in accordance with the actual engine rotational speed Ne in such a fashion that the higher the engine rotational speed Ne is, the more the ignition timing ADV is retarded.
    Type: Grant
    Filed: January 28, 2005
    Date of Patent: November 28, 2006
    Assignee: Nissan Motor Co., Ltd.
    Inventors: Tomoya Mori, Eri Imai, Masaki Koga
  • Patent number: 7070538
    Abstract: A vehicle having an engine and an automated manual transmission (AMT) includes an electronically controlled clutch (ECC) that selectively couples the engine and the AMT to transfer drive torque to the AMT. A controller communicates with the ECC and the engine and generates a load signal based on an anticipated engine load. The controller adjusts spark timing of the engine based on the load signal prior to engagement of the ECC. The controller adjusts spark timing of the engine based on a rate of change of engine speed after engagement of the ECC.
    Type: Grant
    Filed: February 5, 2004
    Date of Patent: July 4, 2006
    Assignee: General Motors Corporation
    Inventor: Douglas J. Babcock