Chrysler Corporation

Chrysler Group LLC

Fca US LLC

Daimlerchrysler Corporation

Gang Chen

Hussein A Dourra

James R Tamm

Aaron Pfadt

Zhijian James Wu

Anson Lee

Roland T Richardson

Michael T Vincent

Drushan Mavalankar

Kerry D Franks

Terry R Gutermuth

Timothy L McDonald

Gregory T Weber

Yi Cheng

Howard W Krausman

John W Degeorge

Michael W Weglarz

David Parenti

David L Kwapis

Maged Choucair

Dewane C Cogswell

Pubudu Peiris

Yimeng Jin

Marvin Correia

Prashant Hegde

Samuel G Brown

Adam E Pachana

Techniques for real-time virtual sensing of an axle assembly temperature include determining, at a controller of a vehicle, an initial temperature of an axle assembly of the vehicle based on an ambient temperature and a fluid temperature of a transmission. The techniques include determining, at the controller, an operating mode of the vehicle, the operating mode of the vehicle being one of moving and non-moving. The techniques also include estimating, at the controller, a temperature of the axle assembly based on the initial axle assembly temperature and the vehicle operating mode using an axle temperature model.

Real-time virtual axle assembly temperature sensor

Methods and systems for metering at least one EGR valve to a position determined to pass a desired EGR flow for a given set of engine characteristics. The methods include determining the EGR valve position based on pipe flow characteristics, or determining the EGR valve position based on pipe flow characteristics when differential pressure across the EGR valve is less than a pressure threshold.

EGR flow metering systems and methods

A system and method for controlling an exhaust gas recirculation valve during transient cycles of engine operation to improve fuel consumption efficiency. The system and method includes first determining a flow rate of total mass out of the intake manifold of the combustion engine and the current mass fraction of exhaust gas in the intake manifold of the combustion engine, calculating a mass flow rate for exhaust gas into the intake manifold that is based on the flow rate of total mass out of the intake manifold and the current mass fraction of exhaust gas in the intake manifold, and actuating a control valve to a position based on the calculated mass flow rate for exhaust gas into the intake manifold.

Exhaust gas recirculation control method and system

A method and transmission control unit configured to improve shift event performance in a vehicle with an automatic transmission by determining a vent time for release of a clutch assembly in a transmission of a vehicle. The vehicle must be stopped and a gear selector in the vehicle must be set to a drive condition. If these conditions are met, the clutch assembly is vented. The vent time from when venting begins to when a turbine (or input shift) speed of the transmission rises is tracked. Once the turbine speed of the transmission rises, the clutch assembly is reapplied. The clutch assembly vent time is set based on the tracked vent time.

Method and system for determining clutch assembly vent time for transmission shift control

A method for determining clutch temperature. The method provides an accurate real-time clutch temperature that can be used to improve shift quality and protect against failure due to clutch overheating. A counter is incremented every time the clutch exceeds a threshold temperature to track cumulative high temperature conditions. Determining the clutch temperatures includes taking account of heat generation, clutch cooling by transmission oil flow from a groove when the clutch is engaged, clutch cooling by open transmission oil flow when the clutch is disengaged, oil vaporization, and heat conduction.

Method for determining wet clutch temperature

A powertrain for a vehicle includes an engine having an output and a transmission selectively driven by the output of the engine. A torque converter is disposed between the engine and the transmission for selectively coupling the output of the engine to the transmission. A controller is in communication with the engine and the torque converter and controls a pressure: within the torque converter based on an input parameter supplied to the engine.

Torque converter clutch control

The present disclosure improves both the D-N and N-D garage shift by reducing torque applied to the powertrain mount system and vehicle suspension systems during garage shifts. Since less energy in stored in the mount system and suspension system, the reaction bump during garage shifts will be reduced without compromising vehicle performance. For the N-D garage shift, such as after key-on when a shift lever is positioned in drive, a vehicle shifts to second gear (or some other higher gear) which provides reduced torque applied to the powertrain mount system and vehicle suspension system. For the D-N garage shift, as a vehicle slows down to a zero speed with the brake on, the vehicle is shifted into a higher gear. As the vehicle starts to launch, the vehicle is immediately shifted back to first gear, launching the vehicle with its first gear ratio.

Methods and systems for drive-to-neutral and neutral-to-drive transmission garage shift quality improvement

A method of controlling an upshift in a transmission having a main box and a compounder that has at least one gearset and at least one friction element separate from the main box includes initiating an upshift in the main box including application of at least one friction element (e.g. a clutch) in the main box, and releasing a friction element (e.g. a clutch) in the compounder providing a swap shift. The duty cycles of solenoids associated with the releasing and applying elements may be alternately controlled in open loop and closed loop fashion to improve the quality of the shift.

Transmission upshift control method

A method of controlling a downshift in a transmission having a main box and a compounder that has at least one gearset and at least one friction element separate from the main box includes initiating an upshift in the compounder including application of at least one friction element (e.g. a clutch) in the compounder, and releasing a friction element (e.g. a clutch) in the main box providing a swap shift. The speed phase in the compounder may trigger the speed phase in the main box, and vice versa. Target fluid volumes in one or both of a clutch being released in the main box and a clutch being applied in the compounder may be controlled and adjusted, if necessary, as a function of specific event timing in prior shifts.

Transmission downshift control method

A transmission control system for a transmission including a first gear engagement element that receives a fluid and engages a first gear. The system includes an electromagnetic actuator that receives a control signal and that selectively interrupts flow of the fluid to the first gear engagement element based on a value of the control signal. The system also includes a control module that generates the control signal and that adjusts the value of the control signal so that the first gear engagement element produces a first torque sufficient to hold the first gear. The control module detects a target volume of the fluid when the first gear engagement element produces the first torque. Also, the control module extrapolates a current fill volume (i.e., the volume at which the first gear engagement element begins to produce torque during a shift) of the first gear engagement element from the target volume.

Clutch fill volume learning strategy for transmission control

A method for effecting a kickdown shift in a transmission of an automotive vehicle controls turbine speed change based on a continuous desired acceleration calculation. The method determines an initial speed of a turbine that transmits torque between an engine and a plurality of gears through a plurality of releasing and engaging elements. A target speed of one of the plurality of gears is determined. A desired time required to increase the turbine speed to the target speed is determined. A desired acceleration of the turbine is calculated according to the initial speed, the target speed, and the desired time. Turbine speed change rate is controlled through controlling the clutch torque of one or more of the releasing and engaging elements based on the desired acceleration.

Method for effecting kickdown shift

A transmission control system includes a first gear engagement element that receives fluid and engages a first gear. An electromagnetic actuator selectively interrupts fluid flow to the first gear engagement element based on a duty cycle of a control signal. A control module adjusts the duty cycle so that a fluid flow rate continuously decreases as the first gear engagement element produces a first torque sufficient to hold the first gear. The flow rate is based on a first estimated volume of the fluid necessary for the first gear engagement element to produce the first torque. The control module computes a current volume of the fluid when the first gear engagement element produces the first torque. The control module adjusts a value of the first estimated volume for subsequent transmission control when a difference between the current volume and the first estimated volume is greater than a predetermined volume.

Target volume based torque phase control during upshift

A transmission control method improves shift feel during kickdown shifts. The release clutch is fully released at the initiation of the kickdown shift. The release clutch is then reapplied when the volume of the release clutch reaches a threshold capacity. The volume of the release clutch is slowly ramped down, thereby increasing turbine speed. When the turbine speed reaches a threshold, the apply clutch is actuated. The apply clutch is actuated by controlling the volume of the apply clutch according to a target volume.

Model based kickdown shift method for clutch to clutch shift transmissions with accumulators

A method for controlling slip in an EMCC equipped torque converter is provided. The method determines whether an EMCC slip rate exceeds a predetermined RPM, determines whether a crankshaft RPM acceleration exceeds a predetermined rate, reduces an output torque of an engine in response to one of said EMCC slip rate exceeding said predetermined RPM and said crankshaft RPM acceleration exceeding said predetermined rate; and disables said output torque of an engine in response to said EMCC slip rate being less than said predetermined RPM and said crankshaft RPM acceleration being less than said predetermined rate.

Method of controlling torque converter clutch slip

A compressor control system and method are provided for a vehicle air conditioner. The control device controls engagement of a compressor clutch member at engine start-up to discharge liquid refrigerant from the compressor. The control system provides for disengagement of the clutch member if the detected operating conditions are indicative of compressor lock-up without the use of a dedicated compressor lock-up sensor.

Growing community of inventors

Rochester Hills, MI, United States of America

Gang Chen