Eaton Corporation

Gm Global Technolgoy Operations, Inc.

Chia-Hsiang Liu

Fan Bai

Donald K Grimm

Jinzhu Chen

David E Bojanowski

Timothy J Morscheck

Andrew M Zettel

Ronald K Markyvech

James Melvin Slicker

Michael T Breen

Todd P Lindemann

Benjamin Morris

Benjamin Saltsman

Ananthakrishnan Surianarayanan

Xubin Song

James B Nicholson

Kevin J Smith

Sameer Anand Joshi

Richard B Weinberg

Zhijun Tang

Terence L Meehan

Ramon A Alonso

David S Park

A vehicle includes drive wheels, an energy source having an available energy, a torque-generating device powered by the energy source to provide an input torque, a transmission configured to receive the input torque and deliver an output torque to the set of drive wheels, and a controller. The controller, as part of a programmed method, predicts consumption of the available energy along a predetermined travel route using onboard data, offboard data, and a first logic block, and also corrects the predicted energy consumption using the onboard data, offboard data, and an error correction loop between a second logic block and the first logic block. The controller also executes a control action with respect to the vehicle using the corrected energy consumption, including changing a logic state of the vehicle.

Vehicle with model-based route energy prediction, correction, and optimization

A system configured to receive baseline map data from a remote map-data source, and determine whether the baseline map data is sufficient for present mobile navigation-unit function, yielding a map-sufficiency determination. If the map-sufficiency determination is affirmative, using the baseline map data for the present mobile navigation-unit function. If the map-sufficiency determination is negative, the system predicts navigation-unit movement, obtains based on the navigation-unit movement predicted, supplemental map data, and uses the baseline map data and the supplemental map data for the present mobile navigation-unit function.

Progressive map maintenance at a mobile navigation unit

A system having a resource-availability module configured to cause the processing unit to determine whether a resource scarcity condition exists in connection with providing map data to a mobile navigation unit. The system also includes a tuning-parameter module configured to cause the processing unit to, in response to determining that the resource scarcity condition exists, determine a tuning parameter to use in preparing map data to provide to the mobile navigation unit. The system further includes an encoding module configured to cause the processing unit to encode map data based on the tuning parameter, and a map-data-delivery module configured to cause the processing unit to provide or make available the encoded map data to the mobile navigation unit.

Systems and methods for progressive map maintenance and communication channel selection

A mobile computing apparatus simulates the performance of a virtual vehicle using the route, driving behavior and loading experience of a baseline vehicle. The baseline vehicle is instrumented and operational data is collected, forming a data set. The apparatus includes simulator logic configured to construct a duty cycle from the data set representative of the operation of the baseline vehicle during travel along the route (e.g., a loading duty cycle). The data set includes route data with distance and vehicle speed information, engine data associated with the engine, and operational element data. The logic defines a virtual vehicle that is the same as the baseline vehicle but that includes a virtual operational element, such as a transmission, that is different than that in the baseline vehicle. The logic determines a performance characteristic, such as fuel economy, of the virtual vehicle using the constructed duty cycle.

System and method for simulating the performance of a virtual vehicle

A continuously variable transmission mechanically coupled with an automated mechanical transmission is adjusted during a shifting process. At the completion of the shifting process, an engine mechanically coupled with the automated mechanical transmission is provided a fueling pulse. Additionally, the speed of an output shaft of the automated mechanical transmission is filtered by a second order variable time constant low pass filter.

Methods for shifting a vehicle transmission

A method is disclosed for computing clutch engagement characteristics of a friction clutch system in a vehicle powertrain. A dynamic model of the system is used under conditions that cause clutch slipping. Algebraic equations defining a functional relationship between clutch torque and an engagement angle have characteristic parameters that are estimated using a non-linear least squares technique. The non-linear least squares technique repetitively minimizes the difference between a measured clutch output speed and a clutch output speed from the system dynamic model for the same inputs until a small insignificant error is reached. Parameter estimates are used to update each engagement characteristic.

Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain

A control for a vehicle drive line system (10) including an automated vehicle master clutch (14) drivingly interposed in between a fuel-controlled engine (12) and the input shaft (20) of a mechanical transmission. At sensed idle conditions (THL&lt;REF and OS&lt;REF), the engine (12) is commanded to generate an output torque (T.sub.FW) equal to a selected idle drive torque (T.sub.IDLE) at idle speed (ES=IDLE), the engine is commanded to rotate at idle speed and the clutch, preferably a wet clutch, is caused to engage with a torque capacity equal to the idle drive torque.

Idle drive torque control for automated vehicle master clutch

A control for a drive line (10) including an automated clutch (14) utilizing an electronic data link (DL) to identify the value of a clutch control parameter (PWM) corresponding to the clutch touch point.

Touch point identification for vehicle master clutch

A launch control for a vehicle drive line (10) including a selectively engaged clutch (14) and an electronically controlled engine (12). Throttle position (THL) is sensed to determine a target engine speed (ES.sub.T), the engine is commanded to achieve the target engine speed, and the clutch is engaged as a function (82) of sensed engine speed (ES), known maximum torque engine speed (84), and the known maximum engine torque (80) at the sensed engine speed.

Vehicle launch automated master clutch control

A large articulated vehicle, such as a tractor semi-trailer truck often has a number of braking locations each having a number of brake sites. To properly balance the work performed at the various brake sites in decelerating the vehicle, it is necessary to determine the relative brake factors of each site. The brake factors characterize the braking performance for a particular delivered braking pressure. A system and method for determining the relative brake factors for such a vehicle is provided. The vehicle is decelerated at a known rate while delivered braking pressure is measured and recorded for each braking location. A system of simultaneous equations is then solved to determine the relative brake factors. Once the brake factors have been determined during a sequence of controlled braking events, subsequent braking may be modified to achieve a work-balanced braking mode.

Growing community of inventors

Northville, MI, United States of America

Chia-Hsiang Liu