Delphi Technologies, Inc.

Other

Andrew D Herman

Mark A Shost

Hallett D Breidenbach

Michael Andrew Kozan

Peter James Maloney

In Kwang Yoo

Craig A Carlson

KyoungPil Hwang

Deog H Yoo

Kenneth M Simpson

Steve L Melby

David Allen Dues

Peter M Olin

Duane Zedric Collins

Ming-Cheng Wu

David D Cabush

Quan Zheng

Mark Anthony Shost

A hoist for transferring the ends of power lines between supports at different locations including a pair of hoist mechanisms each having a respective tension line receiving drum and which are simultaneously operable with a single crank arm. Each drum has a respective ratchet mechanism that can be selectively set such that upon pivotable movement of the single crank arm between a first and second positions the ratchet mechanisms (i) simultaneously rotate both the drums in a take up direction for simultaneously winding said tensions lines onto the drums, (ii) simultaneously enable rotation of the drums in a release direction for simultaneously unwinding the tensions lines from the drums, or (iii) rotate one drum in a take-up direction for winding the respective tension line on the one drum while simultaneously enabling rotating the other drum in a release direction for unwinding the tension line from the other drum.

Multiple action hoist

A method and apparatus for transferring the ends of power lines between first and second supports including a frame having a pair of independently operable hoist mechanisms which each include a tension line with an attachment element at the end thereof, with the drums being rotatable by respective ratchet mechanisms for enabling the transfer of the end of a tension line from one support location to a different support location.

An automatic transmission is disclosed that includes a clutch pressure control module housing having therein: The solenoid valves provide hydraulic control signals to clutch hydraulic pressure control valves, which in turn provide hydraulic power to clutch actuators.

Automatic transmission with closed loop pressure electro-hydraulic control module

A method is described for controlling a solenoid-operated fluid valve having an output hydraulic pressure that varies in accordance with an input solenoid control current delivered from a drive circuit. A model is provided characterizing the plant dynamics of the solenoid-operated fluid valve and the drive circuit where the model is dependent on at least one operating parameter. The method, during operation, involves measuring the value of the operating parameter and adjusting based on the measured operating parameter value one or more gain constants to be used in a selected control strategy. The model is used in adjusting the gains. Finally, the method involves determining a required solenoid control current according to the control strategy with the now dynamically-adjusted gain constants. The control strategy may be a PI control strategy. The model-based system allows easy migration of the general control strategy to different hardware configurations by developing target system specific data for the model.

System and method for dynamic solenoid response adjust control

A vehicle automatic speed change power transmission control includes a control arrangement with overshoot/undershoot protection logic. The control is used with an electro-hydraulic pressure control module featuring a linear solenoid, and which supplies a hydraulically-actuated clutch configured to effect gear changes. The overshoot/undershoot protection logic is configured to detect when a commanded increase/decrease clutch pressure satisfies a clutch pressure threshold and to then activate the protection logic. Once the protection logic is activated, large command pressures increases/decreases are implemented in a series of stages having variable gains. The first stage has an aggressive gain and achieves 50-80% of the commanded clutch pressure. The second stage has a reduced gain and achieves 90% of the commanded clutch pressure. The third stage has a still further reduced gain and achieves about 100% of the commanded clutch pressure.

Hydraulic over/undershoot protection for transmission clutch control

A transmission control arrangement controls the generation of a required solenoid control current that is provided to an electro-hydraulic pressure control module to ultimately control clutch pressure. The module includes a linear solenoid, which has an up direction pressure-current (P-I) data table and a down direction pressure-current (P-I) data table associated therewith. For large pressure increase change requests the up P-I table is used. For large pressure decrease change requests the down P-I table is used. An interpolation process uses current values taken from both the up and down P-I data tables for pressure change requests that are neither large increases nor large decreases. The control arrangement also includes a variable gain feature that changes the gain in dependence on the gear state of the transmission.

Method for determining solenoid control current using hysteresis interpolation for transmission clutch control

A method of estimating the quantity of secondary reaction airflow supplied to the exhaust manifold of an internal combustion engine by an air injection reaction (AIR) system models airflows in an AIR pump, an AIR valve, and a plenum coupling the pump to the valve. The pump flow is modeled based on the pump speed (or pump motor voltage), the pump inlet air temperature and the pressure ratio across the pump, and the valve flow is modeled based on the pressure ratio across the valve and the valve inlet air temperature. The plenum pressure used in the pump and valve pressure ratios is modeled based on the net plenum airflow and the plenum air temperature. The estimated AIR airflow is useful for managing the air/fuel ratio in the engine exhaust system and enhancing the reliability of AIR diagnostics.

Method of estimating airflow in an air injection reaction system

A default value of transmission input speed in a motor vehicle powertrain having an automatic-shift multi-gear ratio power transmission is continuously updated based on a measured value of the input speed and other reliable speed data including transmission output speed and engine speed. The default value is substituted for the measured input speed when a malfunction of the input speed sensor is detected, and transitions back to the measured input speed when the input speed sensor malfunction is no longer present.

Method of determining a default transmission input speed

A default value of transmission output speed in a motor vehicle powertrain having an automatic-shift multi-gear ratio power transmission is continuously updated based on a measured value of the output speed and other reliable speed data including transmission input speed and vehicle speed. The default value is substituted for the measured output speed when a malfunction of the output speed sensor is detected, and transitions back to the measured output speed when the output speed sensor malfunction is no longer present.

Method of determining a default transmission output speed

An improved engine fuel control detects combustion instability due to the use of high DI fuel during cold start and warm-up and compensates the fuel control for detected combustion instability through temporary enrichment of the delivered air/fuel ratio. When the engine idle speed error magnitude is less than a calibrated threshold, usage of high DI fuel is detected by identifying a surge signal based on the engine speed error fluctuation in a predetermined frequency range attributable to combustion instability due to the presence of high DI fuel in a cold engine. When the average amplitude of the surge signal exceeds a calibrated surge threshold, the presence of high DI fuel is detected. Additionally, the method is disabled for a prescribed period following commanded load transitions associated with the air conditioning system and the automatic transmission.

Engine starting and warm-up fuel control method having low volatility fuel detection and compensation

An improved engine fuel control detects combustion instability due to the use of high DI fuel during cold start and warm-up and compensates the fuel control for detected combustion instability through temporary enrichment of the delivered air/fuel ratio. The usage of high DI fuel is detected during an engine idle period following starting by monitoring the engine speed to identify an engine speed excursion more than a calibrated percentage below the desired idle speed. The detection method is enabled under specified environmental conditions, provided the engine run time is greater than a specified time and the engine temperature is within a specified range. Additionally, the method is disabled for a prescribed period following commanded load transitions associated with the air conditioning system and the automatic transmission. When the presence of high DI fuel is detected, and the air/fuel ratio is temporarily enriched to alleviate the instability and to ensure acceptable driveability without unnecessarily increasing hydrocarbon emissions in the engine exhaust gases.

An improved engine fuel control detects combustion instability due to the use of high driveability index (DI) fuel during cold start and warm-up and compensates the fuel control for detected combustion instability through temporary enrichment of the delivered air/fuel ratio. The usage of high DI fuel is detected during engine cranking by measuring the time required for the engine speed to increase from a lower reference speed to an upper reference speed, provided the engine run time is less than a calibrated value. A timer is started when the lower reference speed is achieved, and the timer value is compared to a crank time threshold determined as a function of the initial engine coolant temperature. If the timer value exceeds the crank time threshold before the engine speed reaches the upper reference speed, the presence of high DI fuel is indicated, and the air/fuel ratio is temporarily enriched.

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Grand Blanc, MI, United States of America

Andrew D Herman