Fca US LLC

Chrysler Group LLC

Unisys Corporation

Chrysler Corporation

Daimlerchrysler Corporation

Bruce K Geist

William F Resh

Michael Fingerman

Marvin G Schiemann

Ian S Glanfield

Mark J Duty

James R Klotz

Pradeep Attibele

John M Rzepecki, Ii

Jerry P Harkey

Brian Edward Beechie

Javed Dada

David Parenti

Thomas F Wentworth

Gregory A Sbroglia

Mark S Hannon

Tomasz K Kietlinski

Marc H Sullivan

Christopher L Allmond

Edward A Luibrand

Scott K Fisher

Mark C Azzaretti

Wei Tao

Changwei Cao

Christopher S Barron

Alexander Dolpp

Mustafa Acar

John Bortell

Ronald G Mosier

Avinash Jonnalagadda

In-Soo Suh

Timothy J White

Md Imran Hossain

Michael P Patyi

Ryan J Monroe

Cory E Bruckner

Stan M Mashkevich

Tomaxz K Kietlinski

Calibration and simulation techniques for modeled gear shift events of an automatic transmission of a vehicle comprise obtaining a set of parameters for a modeled gear shift event of the transmission and, based on the set of parameters, modeling forward/aft vehicle acceleration caused by the modeled gear shift event. A shift quality rating system is the utilized to obtain a shift quality rating of the modeled gear shift event based on at least one of the set of parameters and the modeled forward/aft vehicle acceleration. Finally, the techniques determine whether the determined shift quality rating satisfies a shift quality rating threshold and, when the determined shift quality rating fails to satisfy the shift quality rating threshold, a gear ratio gradient for the modeled gear shift event is adjusted and the process is repeated until the determined shift quality rating satisfies the shift quality rating threshold.

Gear ratio gradient specified vehicle accelerations for optimized shift feel

In at least one implementation, an engine oil circuit for a vehicle includes first and second oil circuits, and first and second oil pumps. The first oil circuit is communicated with at least one first engine component and the first oil pump is communicated with the first oil circuit to supply fluid flow in the first oil circuit at a first flow rate and a first pressure. The second oil circuit is communicated with at least one second engine component and may be segregated from the first oil circuit. The second oil pump is communicated with the second oil circuit to supply fluid flow in the second oil circuit at a second flow rate and a second pressure. At least one of the second flow rate or the second pressure is different than the first flow rate or the first pressure.

High efficiency oil circuit

A crankshaft assembly for an internal combustion engine can include a crankshaft having a lobe with a pendulum absorber coupled thereto. The pendulum absorber can include a carrier, a pendulum, a pin and a centrifugal switch assembly. The carrier can be coupled to a body of the lobe and can have an opening therein. The pendulum can have an opening therein and the pin can extend through the pendulum opening and the carrier opening to pivotably couple the pendulum to the carrier. The switch assembly can be slidably positioned in a bore of the body and can have a lock member configured to selectively engage the pendulum based on a centrifugal force being below a predetermined threshold to lock movement of the pendulum relative to the carrier.

Centrifugal switch for pendulum vibration absorber

A computer-implemented method can include receiving a contact point path between a rocker arm pad and a valve tip. The method can include adjusting the contact point path to obtain a modified contact point path that satisfies a design objective of decreased valve tip wear or decreased valve tick. The method can include determining and outputting a custom contour for the rocker arm pad and the camshaft lobe based on the modified contact point path. The custom contoured camshaft lobe can companion with the custom contoured rocker arm pad to produce the modified contact point path for the specified design objective.

Techniques for designing custom contoured rocker arm pads and custom contoured camshaft lobes

A crankshaft can include a pendulum absorber and a retention arrangement. The pendulum absorber can include a carrier, a pendulum and a pin. The carrier can be coupled to a lobe and can have an opening. The pendulum can have an opening and the pin can be received in the openings to couple the pendulum to the carrier. The retention arrangement can include a retention flange and a retention pin. The retention flange can extend from the carrier or lobe. The retention pin can be coupled to the pendulum. The retention arrangement can maintain the retention pin in spaced relation to the retention surface during movement of the pendulum when the pin maintains the pendulum coupled to the carrier, and can retain the pendulum relative to the carrier through engagement of the retention pin and retention surface in an absence of the pin maintaining the pendulum coupled to the carrier.

Pendulum vibration absorber

The present disclosure provides systems and methods to detect and reduce any high driveline torsional levels, such as due to the cylinder deactivation in variable displacement system engines or aggressive lock-up strategies for fuel efficiency, in automobile transmissions. The present disclosure utilizes a controller in an automobile to operate a computationally thrifty method for quickly detecting noise and vibration disturbances in the transmission. This quick detection enables fuel economic calibrations that aggressively reduce the disturbances by controlling slip in a launch device of the transmission. As problem disturbances arise, they are detected before occupants notice objectionable behavior. Once detected, the disturbances are reduced, such as by increasing launch device slip, which effectively intercepts the objectionable disturbances before they are transferred through the entire drivetrain. The present disclosure can also apply to launch devices in Dual Clutch Transmissions and Electronically-controlled Manual Transmissions.

Systems and methods for detecting and reducing high driveline torsional levels in automobile transmissions

A pendulum absorber system attenuates torsional vibrations within a drive train of a vehicle. The system can be incorporated between an engine and an automatic transmission, for example, within a flex plate assembly attached to an engine's crankshaft, within a pump housing cover of a torque converter, or as a stand-alone unit between a flex plate assembly and a torque converter. The system includes at least one pendulum weight that dynamically moves along a predetermined path in response to variations in rotational velocities of a housing of the system and that is tuned to attenuate excitation of torsional vibrations within the drive train. A limiter assembly, which can include multiple limiters, is provided within the system for stopping movement of the weight when it reaches endpoints of the predetermined path, by mechanically impeding further movement at both of a first and second end of the weight.

Pendulum absorber system

A pendulum absorber assembly for a torque converter including a first spring retainer, a second spring retainer, and a floating flange positioned between the first spring retainer and the second spring retainer. The pendulum absorber assembly also includes a drive plate affixed to the floating flange, a plurality of arcuate springs disposed between the second spring retainer and the drive plate, and a plurality of pendulum weights affixed to the second spring retainer, wherein at least one of the pendulum weights is made of tungsten alloy.

Centrifugal pendulum absorber

An apparatus for damping vibrations in an internal combustion engine. The apparatus includes a crankshaft with a lobe. The lobe has a flange with an opening that is coupled to the body of the lobe. A pendulum is pivotally coupled to the flange in a manner to allow the pendulum to follow an epicycloidal path of movement.

Pendulum vibration absorber on a crankshaft

A pendulum absorber assembly for a torque converter including a first spring retainer, a second spring retainer, and a floating flange positioned between the first spring retainer and the second spring retainer. The pendulum absorber assembly also includes a drive plate affixed to the floating flange, a plurality of arcuate springs disposed between the second spring retainer and the drive plate, and a plurality of pendulum weights affixed to the second spring retainer, wherein the pendulum weights are made of tungsten alloy.

Automated calibration of an automatic transmission design generates upshift scheduling curves in a throttle level/transmission output speed plane based upon laboratory-generated data and user generated drivability data. Downshift scheduling curves and torque converter lock-up and unlock curves are then generated as offsets from breakpoints on corresponding upshift curves, the offsets determined principally from the drivability data.

Automatic transmission calibration method

A method for generating an acceleration profile for a valve operating cam of an internal combustion engine varies an adjustment point of an initial draft acceleration profile curve such that a determinant of a set of equations defining valve motion constraints and scaling factors is forced to zero. The equations may then be solved for values of the scaling factors which are applied to the initial draft acceleration profile curve to generate a desired profile which satisfies valve motion constraints.

Method for producing a constraint-satisfied cam acceleration profile

A method and a data file structure ( ) for embedding a digital signature verification key ( ) within a particular type of image data file enables validation of the image data ( ) autonomously&mdash;i.e. without consulting large external data bases of public keys or certificates.

Autonomously secured image data

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Sterling Heights, MI, United States of America

Bruce K Geist