Gm Global Technolgoy Operations, Inc.

Tula Technology, Inc.

Eric J Defenderfer

Louis Joseph Serrano

Mark A Shost

Xin Yuan

Vijay Srinivasan

Steven E Carlson

Randall S Beikmann

Li-Chun Chien

Michael J Grimmer

Mark A Gehringer

Nitish J Wagh

Jinbiao Li

Stephen H Miller

Frank C Valeri

Scott M Reilly

Paul A Piorkowski

Frederick P Hohnstadt

Steven A Tervo

Eric N Jacobson

Stephanie A Ernster

Brian E Ferrari

Donald R Elzinga, Jr

Scott Wise

Wolfgang Bors

Stephanie A Erntser

Borz Fariborzi

In one aspect, a skip fire engine controller is described. The skip fire engine controller includes a skip fire module arranged to determine an operational firing fraction and associated cylinder load for delivering a desired engine output. The skip fire engine controller also includes a firing controller arranged to direct firings in a skip fire manner that delivers the selected operational firing fraction. Various methods, modules, lookup tables and arrangements related to the selection of a suitable operational firing fraction are also described.

Method and apparatus for determining optimum skip fire firing profile

A noise cancellation system for a vehicle includes an excitation device mountable to a vehicle body component. The excitation device is operable to produce a low frequency response of the vehicle body component.

Body mounted vehicle noise cancellation system

A two-stage stiffness driveshaft includes a hollow cylinder having first and second ends and a hollow cylinder stiffness. An inner shaft having first and second ends and an inner shaft stiffness extends through the hollow cylinder. The inner shaft's first end and the hollow cylinder's first end are engaged via a rotational clearance fit. The inner shaft's second end is rotationally fixed to the hollow cylinder's second end to permit the inner shaft's first end to twist through a predetermined angle relative to the inner shaft's second end. The inner shaft's stiffness defines the driveshaft's first-stage stiffness, while the combined stiffness of the inner shaft and the hollow cylinder defines the driveshaft's second-stage stiffness. A damping element positioned between the inner shaft and the hollow cylinder controls variation in torque transmitted by the driveshaft and generates gradual transition between the first-stage stiffness and the second-stage stiffness.

Driveshaft with two-stage stiffness

A two-stage stiffness driveshaft includes a hollow cylinder defined by a longitudinal axis, a first end, a distal second end, and a hollow cylinder stiffness. The driveshaft also includes an inner shaft extending through the hollow cylinder along the longitudinal axis and defined by a first end, a distal second end, and an inner shaft stiffness. The first end of the inner shaft is engaged with the first end of the hollow cylinder via a rotational clearance fit. The second end of the inner shaft is rotationally fixed to the second end of the hollow cylinder such that the first end of the inner shaft can twist to a predetermined angle with respect to the second end of the inner shaft. The inner shaft stiffness defines a first-stage stiffness of the driveshaft, and the inner shaft stiffness and the hollow cylinder stiffness together define a second-stage stiffness of the driveshaft.

An engine active motion control system for controlling engine dynamic torque includes an engine that generates a first dynamic torque. A first module selectively initiates generation of a second dynamic torque about an axis of rotation of a crankshaft of the engine in a direction opposite that of the first dynamic torque generated through the crankshaft.

Engine motion active control

Growing community of inventors

Brighton, MI, United States of America

Eric J Defenderfer