Ford Global Technolgoies, LLC

Filip Tomik

Kirk Pebley

William David Treharne

Kevin Thomas Hille

Eric Michael Rademacher

Daniel M King

Jacob Martin Povirk

Jihong Guo

Gustavo Luis Garcia

Michael Frey

Kenneth James Miller

Brendan F Diamond

Keith Weston

Bradley Dean Riedle

Dale Scott Crombez

Alexander O'Connor Gibson

Andrew Denis Lewandowski

Jordan Barrett

Scott J Lauffer

David Celinske

John Anthony DeMarco

Michael Alan Mcnees

Ashok E Rodrigues

David Anthony Symanow

Andreas Evangelos Perakes

Tuan Anh Be

George Edmund Walley

Hank Kwong

Chad Everette Griffin

Daniel Mark Schaffer

Matthew Johnson

Michael Paul Lindlbauer

Richard David Bruns

Kevin Kootsillas

Douglas Harriman, Ii

Peter Chagnon

Kristopher Jones

A vehicle includes a primary axle, a secondary axle, and a powertrain. The powertrain has an engine coupled to the primary axle and selectively coupled to the secondary axle. The vehicle also includes a clutch associated with the secondary axle. A controller is programmed to, responsive to (i) a request to shift from two-wheel drive to four-wheel drive and (ii) a current engine-torque command exceeding a torque limit associated with the clutch, override the current engine-torque command to reduce a torque of the engine below the torque limit, and, responsive to the torque of the engine being less the torque limit, command engagement of the clutch.

Powertrain torque control during shift to four-wheel drive in automated-driving mode

A vehicle includes wheels, brakes, and a controller. The wheels are configured to propel the vehicle. The brakes are configured to generate a braking torque at the wheels. The controller is programed to, in response to (i) a commanded braking torque and (ii) a relative jounce between two of the wheels exceeding a threshold, operate the brakes to increase the braking torque to less than the commanded braking torque. The controller is further programed to, in response to (i) the commanded braking torque and (ii) a droop of at least one of the wheels exceeding a threshold, operate the brakes to increase the braking torque to less than the commanded braking torque.

Vehicle control system

A system and method for controlling a torque transfer clutch of a vehicle. A first data source indicates if the clutch is in AWD or 4×4 mode. An integrator system monitors energy transferred across the clutch. A temperature data source measures or calculates the clutch temperature. In a first case, the integrator accumulates data of the energy across the clutch during a monitoring period that is compared to a maximum accumulated energy value and initiates a powertrain torque dependent transfer point learn routine. In a second case, the controller responds to energy accumulator cycle data in a single monitoring cycle that is compared to a maximum cycle data value. In a third case, the controller responds to clutch temperature data and compares the temperature data to a maximum temperature value. The second and third cases initiate a non-powertrain torque dependent transfer point learn routine.

System and method to reduce transfer clutch overheating

A system including a first drive axle, a second drive axle, a first sensor, a second sensor, and a controller. The first sensor is configured to measure a first speed of the first drive axle. The second sensor is configured to measure a second speed of the second drive axle. The controller is in communication with the first and second sensors. The controller configured to determine an actual axle speed difference value based on the measured first speed and the measured second speed, determine an expected axle speed difference value based on a vehicle speed and a vehicle torque, compare the actual axle speed difference value and the expected axle speed difference value to obtain an error value, and generate an output signal in response to the error value being above a predetermined threshold value.

System and method for detecting torque trap in a vehicle drivetrain

A vehicle includes a power source configured to provide drive torque, a front axle, a rear axle, and a transfer case configured to distribute drive torque from the power source between the front axle and the rear axle. The vehicle additionally includes a clutch arranged between the front axle and the transfer case. The clutch has a disengaged state and an engaged state drivingly coupling the transfer case and the front axle. The vehicle also includes a regenerative braking system configured to, in response to a braking request, provide regenerative braking torque to the rear axle. The vehicle further includes a controller. The controller is configured to, in response to a braking request and the clutch being in the disengaged state, control the clutch to shift into the engaged state to couple the regenerative braking system to the front axle and provide regenerative braking torque to the front axle.

System and method for increasing regenerative braking in a rear-wheel-drive-based platform with four-wheel-drive capability

A vehicle includes an anti-lock braking system (ABS), a stability control system (SCS), and an electronic locking differential. A controller of the vehicle is programmed to unlock the differential in response to activation of the ABS or the SCS. The controller is further programmed to, responsive to the deactivation of the activated one of the ABS and the SCS, inhibit locking of the differential for a predefined period of time.

Electronic locking differential

A vehicle includes a differential having an electronic locker and a controller. The controller is programmed to, when in differential-lock mode, engage the locker responsive to vehicle speed being less than a speed threshold and a steering angle being less than a threshold, disengage the locker responsive to vehicle speed exceeding the speed threshold, and prevent automatic re-engagement of the locker responsive to the steering angle exceeding the threshold.

An automotive vehicle includes an engine, an alternator or integrated starter generator, and at least one controller. The at least one controller reduces voltage output of the alternator or integrated starter generator prior to initiating an auto stop of the engine.

System and method for controlling alternator or integrated starter generator output voltage

One example dynamic display system includes: (a) a vehicle including steering, an accelerator, brakes, sensors recording sensor data, a display, a processor, and memory; (b) a display program operatively coupled to the processor and configured to: determine a user hindrance rating based on the sensor data, and select instructions from a pool of instructions based on the hindrance rating and a user-selectable fidelity level, the pool of instructions including visual cues, and audio cues.

System and method for vehicular dynamic display

Vehicles equipped with an automatic start-stop system may include an interface for conveying inhibitors preventing an engine from auto-stopping in addition to the status of the automatic start-stop system. The system may identify one or more inhibitors actively preventing an auto-stop event from occurring and select at least one of the active inhibitors based on a priority scheme. The interface may communicate the at least one selected inhibitor to a driver using a display or a speaker, or both.

User interface for automatic start-stop system and method of controlling the same

A vehicle includes an engine, an electrical load and a stop/start system. The stop/start system selectively auto stops the engine when a speed of the vehicle is approximately zero, and in response to a request to activate the electrical load while the engine is auto stopped, auto starts the engine prior to activating the electrical load.

Control of vehicle electrical loads during engine auto stop event

A vehicle comprises a plurality of control module structures. A first control module structure is configured for determining a current motive mode of the vehicle. A second control module structure is configured for determining information indicating that a driver of the vehicle has left the vehicle unattended while the vehicle is in a motive-enabled mode. A third control module structure is configured for causing a secure idle mode to be implemented as a function of determining the information indicating that the driver of the vehicle has left the vehicle unattended while the vehicle is in the motive-enabled mode. Implementing the secure idle mode can include inhibiting the vehicle from being driveable until a driver access code is successfully received and authenticated by the vehicle.

Vehicle shut-down functionality for PEPS-equipped vehicles

Vehicle shut-down functionality for peps-equipped vehicles

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Milford, MI, United States of America

Filip Tomik