Ignition Intermitting Initiated By Positioning Accelerator Patents (Class 477/105)
  • Patent number: 9789876
    Abstract: A powertrain control system for a motor vehicle having a transmission and an engine includes an axle torque controller that determines a desired engine torque and a desired speed ratio from a plurality of inputs, an engine controller that determines a commanded engine torque based on the desired engine torque, wherein the commanded engine torque is used to control the engine to produce an actual engine torque, a transmission controller that determines a commanded gear ratio based on the desired gear ratio, wherein the commanded gear ratio is used to control the transmission to produce an actual gear ratio, and an estimator that determines an actual axle torque of the motor vehicle from the actual engine torque and the actual gear ratio. The plurality of inputs includes a desired axle torque, the actual axle torque, a desired fuel rate, an actual fuel rate.
    Type: Grant
    Filed: June 16, 2016
    Date of Patent: October 17, 2017
    Inventors: Michael Livshiz, Christopher E. Whitney, Kevin C. Wong, Daniele Bernardini, Alberto Bemporad
  • Patent number: 9709164
    Abstract: A method of operating a transmission includes measuring an output torque, estimating a gearbox input torque using a model, and estimating gearbox component torques based on a detailed gearbox model. The model used to estimate the input torque varies depending on whether a torque converter is locked, open, or slipping. In some operating conditions, multiple estimates are available for gearbox input torque, impeller torque, or shift element torque in which case the models are adapted. When an estimated component torque is outside an expected range, a warning flag is raised and diagnostic data is saved. When an estimated torque approaches or exceeds a torque limit, the input torque command may be reduced to prevent component damage. A warning flag may also be raised and diagnostic data saved in response to a model parameter being adapted to a value outside of a predetermined range.
    Type: Grant
    Filed: March 25, 2015
    Date of Patent: July 18, 2017
    Assignee: Ford Global Technologies, LLC
    Inventors: Rohit Hippalgaonkar, Eric Hongtei Tseng, Yuji Fujii, Gregory Michael Pietron, James William Loch McCallum, Jason Meyer, Michael John Leads, Joseph F. Kucharski
  • Patent number: 9056610
    Abstract: In a powertrain for motor vehicle that includes an engine, an electric machine able to function alternately as a motor and a generator, and a transmission whose input is driveably connected to the engine and the electric machine, a method for controlling transmission input torque during an downshift including using the engine to produce torque transmitted to the transmission input, during the ratio change phase of the downshift, operating the electric machine as a motor, and controlling a net torque transmitted to the transmission input by using the engine to drive the transmission and the electric machine concurrently, and during the torque transfer phase of the downshift, operating the electric machine as a generator.
    Type: Grant
    Filed: March 13, 2008
    Date of Patent: June 16, 2015
    Inventors: Ihab S. Soliman, Andrew J. Silveri
  • 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: 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: 8562485
    Abstract: A method for monitoring the operation of a drive train of a motor vehicle, the drive train including a drive machine, a clutch and an automated transmission, and the drive train having an emergency program, which enables an emergency operation of the drive train even if important control signals such as engine torque, engine speed, transmission speed are missing, where the emergency operation is initiated as soon as one of the following signals is no longer present: engine torque or a substitute value for the engine torque, torque requested by a driver or a substitute for the torque requested by the driver, engine speed, transmission input speed.
    Type: Grant
    Filed: June 18, 2012
    Date of Patent: October 22, 2013
    Assignee: Schaeffler Technologies AG & Co. KG
    Inventors: Mario Jung, Bjoern Stehle
  • 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
  • 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: 6530861
    Abstract: A device for controlling an engine equipped with a synchronous mesh-type automatic transmission which decreases shock at the time of changing the speed, and improves the response and drive feeling at the time of changing the speed, including a controller that controls a throttle actuator and the automatic transmission, sets a synchronizing rotational speed of the engine rotational speed relative to the clutch when the clutch is disconnected at the time of changing the speed, fixes the throttle opening degree so that the engine rotational speed converges to the synchronizing rotational speed, gradually returns the throttle opening degree to an opening degree that corresponds to the synchronizing rotational speed when a difference between the engine rotational speed and the synchronizing rotational speed has converged to lie within a first predetermined range, and connects the clutch again when the direction of change of the engine rotational speed is inverted.
    Type: Grant
    Filed: November 17, 2000
    Date of Patent: March 11, 2003
    Assignee: Mitsubishi Denki Kabushiki Kaisha
    Inventor: Masami Nakashima
  • Patent number: 6360156
    Abstract: A method is provided for determining an acceptable torque level to be applied to at least one clutch pack (of an automobile) which includes the requirement of internal slip to transmit torque. The automobile includes a plurality of wheels. A velocity is sensed at each of the plurality of wheels of the automobile. A speed information value is calculated. The speed information value is a function of the sensed velocities at each of the plurality of wheels. The speed information value is then compared with a calibration table. Finally, the acceptable torque level is determined primarily from the calibration table based on the speed information value.
    Type: Grant
    Filed: November 1, 2000
    Date of Patent: March 19, 2002
    Assignee: General Motors Corporation
    Inventors: David Morganroth, Marek L. Wilmanowicz
  • Patent number: 6173226
    Abstract: A control apparatus and method for a powertrain of a vehicle provided with a drive unit which has the powertrain including an engine or an electric motor and an automatic transmission, and a driving shaft. The control apparatus is provided with first torque estimating means for obtaining a first estimated driving shaft torque, second torque estimating unit for obtaining a second estimated driving shaft torque used to correct said first estimated driving shaft torque, comparison means for comparing said first estimated driving shaft torque with said second estimated driving shaft torque, and driving shaft torque calculating means for calculating a driving shaft torque on the basis of the result of the comparison.
    Type: Grant
    Filed: February 23, 1998
    Date of Patent: January 9, 2001
    Assignee: Hitachi, Ltd.
    Inventors: Yoshiyuki Yoshida, Toshimichi Minowa, Hiroshi Kuroiwa, Masahiko Ibamoto, Mitsuhiro Masuda
  • Patent number: 5668727
    Abstract: In a powertrain including an internal combustion engine coupled to a transmission, engine ignition timing is controlled to minimize the impact of severe mechanical load disturbances, such as resulting from transmission shifts into or out of park or neutral positions, wherein the ignition timing is gradually varied to match the characteristic of the load disturbance being compensated, and variation in ignition timing is delayed in accord with transmission responsiveness, such as indicated by transmission temperature, until the disturbance is actually impacting powertrain mechanical load. Control stability is improved by temporarily suspending potentially duplicate control operations until the mechanical load disturbance has been compensated.
    Type: Grant
    Filed: April 28, 1995
    Date of Patent: September 16, 1997
    Assignee: General Motors Corporations
    Inventors: Brian James Pellerito, Lucius B. Allen
  • Patent number: 5601511
    Abstract: A control system for a power train of an automotive vehicle prevents thermally overloaded state of a hydraulically controlled automatic transmission when a severe thermal load condition of an engine is maintained for a predetermined time. An engine controller is supplied with signals representing a throttle opening, an engine speed and a vehicle speed, and performs an engine torque reduction control when the transmission has been judged to be under a thermally overloaded condition, so as to prompt a driver to effect a downshifting and thereby eliminate an overloaded state of the transmission.
    Type: Grant
    Filed: May 26, 1995
    Date of Patent: February 11, 1997
    Assignee: Nissan Motor Co., Ltd.
    Inventor: Hirofumi Michioka
  • Patent number: 5445576
    Abstract: An improved powertrain control which recognizes the occurrence of positive engine torque caused by accelerator walk-in by the operator during coast-sync-coast downshift, and effectively prevents or arrests speed flare via engine torque management controls. The engine spark timing is normally not responsive to coast-sync-coast downshift conditions, however, when the occurrence of accelerator walk-in results in excessive positive engine torque likely to cause, or actually causing, engine speed flare is detected, spark retard is controlled to a predetermined value, thereby controlling the transmission input torque and allowing smooth application of the on-coming element for completion of the shift.
    Type: Grant
    Filed: June 16, 1993
    Date of Patent: August 29, 1995
    Assignee: Saturn Corporation
    Inventors: Nader Motamedi, Larry T. Nitz