Daimlerchrysler Corporation

Chrysler Group LLC

Fca US LLC

Chrysler Corporation

Other

Magna International Inc.

Daimlerchrylser Corporation

Hussein A Dourra

Gerald L Holbrook

Ali M Mourtada

Maurice B Leising

Gang Chen

Javed Dada

Michael A Hall

Drushan Mavalankar

David Parenti

David L Kwapis

Gary Binienda

Teddy Siy

Berthold Martin

Frank A Horton

Gregory T Weber

Roy S Nassar

Charles J Redinger

Shu Wang

Fadi S Kanafani

Michael J Prucka

Laszlo Hideg

Mircea Gradu

Mark A Danielsen

Sangeeta Theru

Maged Choucair

Yung-Li Lee

Peter G Hartman

Jasmin Jijina Sinkular

Colt R Correa

Marvin Correia

Mark A Danielson

Qilun Zhu

Tana Tjhung

Robert T Snow

Robert Gary Prucka

Laszlo M Hideg

Gary J Binienda

A heating and cooling system for a vehicle included within a radiator module having a plurality of fins. At least two thermophysical batteries are provided, each including an adsorption bed unit and an evaporator condenser unit. At least one upper coolant line extends along the adsorption bed unit of each of the thermophysical batteries and is configured to be connected to a source of waste heat of the vehicle for transferring heat from the source of waste heat to a coolant contained in the coolant line and to the adsorption bed units to recharge the adsorption bed unit. At least one distribution element configured in discharge mode to convey heated fluids from adjacent the adsorption bed units or cooled fluids from adjacent to the evaporator condenser units to another region of the vehicle.

Heating and cooling system for a vehicle including a thermophysical battery

Systems and methods of controlling operation of a vehicle engine are provided. For instance, one example aspect of the present disclosure is directed to determining a spark timing associated with a combustion engine. For instance, a combustion phasing target to be implemented by a combustion engine can be received. A spark timing associated with the combustion engine can be determined based at least in part on the combustion phasing target. The spark timing can be determined based at least in part on an optimization comprising one or more iterations determined during an engine cycle. The spark timing is determined based at least in part on a combustion phasing prediction model determined based at least in part on at least one of laminar flame speed, residual gas mass, or turbulent intensity.

Engine operation control

An engine controller, system and method for collecting vehicle data. Drive torque data is determined using the engine controller in the vehicle and is stored in a memory in the vehicle. The drive torque data is stored in a non-time domain format, and may include a histogram of numbers of revolutions at predetermined intervals of drive torque values and/or a matrix of rainflow cycle counts. The drive torque data is temporarily stored in a buffer prior to being stored in the matrix of rainflow cycle counts using back-checking and binning. The drive torque data is downloaded from the vehicle and transmitted to a central data collection center.

Real-time vehicle data acquisition and analysis

A method and system of determining a vehicle's driving characteristics such as the vehicle mass, drag force coefficients and driving surface inclination. The vehicle's mass, drag force coefficients and inclination are determined using signals input from the vehicle's accelerometer.

Mass, drag coefficient and inclination determination using accelerometer 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 of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Double swap kickdown shift control

A method and system of improving shift event performance in a vehicle with an automatic transmission. One or more accelerometers in the vehicle are used to sense one or more longitudinal acceleration values. The longitudinal acceleration values or values derived therefrom are compared with predetermined stored values. Shift event behavior is changed in response to differences between the one or more longitudinal acceleration values or values derived therefrom and the predetermined stored values.

Methods and system for using vehicle longitudinal acceleration for transmission control

One implementation of a six-speed transmission includes a first gearset including first and second planetary gearsets each having a number of teeth. The transmission also has a second gearset including a third planetary gearset operably associated with the first and second planetary gearsets. The third planetary gearset has an equal number of teeth with respect to one of the first and second planetary gearsets. The transmission also has a first plurality of shift elements operably associated with the first and second planetary gearsets, each of the first plurality of shift elements being movable between a released state and an applied state to selectively engage at least one of the first and second planetary gearsets. The transmission also has a second plurality of shift elements operably associated with the third planetary gearset, each of the second plurality of shift elements being movable between a released state and an applied state to selectively engage the third planetary gearset. The transmission also has a controller operably associated with the first plurality of shift elements and the second plurality of shift elements to selectively engage the first, second and third planetary gearsets.

Six-speed transmission

A transmission for a vehicle includes a first gear set and a second gear set. A first plurality of elements are operable in an applied state and a released state and a second plurality of elements are operable in an applied state and a released state. A controller toggles the first and second plurality of elements between the applied state and the released state to achieve a desired gear ratio. The controller times entry of at least one of the first and second plurality of elements into the released state with entry of at least another of the first and second plurality of elements into the applied state by controlling a hold pressure applied to the at least one element entering the released state. The controller determines the hold pressure by referencing current operating conditions of the transmission in a lookup table stored in a memory of the controller.

Swap shift control scheme for an automatic transmission

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

An automatic transmission for a vehicle includes a main box controlled using a series of clutches, and an underdrive assembly controlled using a series of clutches and at least one overrunning clutch. In achieving a double-swap downshift from a first transmission 'gear' employing a first main box clutch and a first underdrive assembly clutch, to a second transmission 'gear' employing a second main box clutch and a second underdrive assembly clutch, a controller delays release of the first main box clutch until after the second underdrive assembly clutch has been prefilled, and fully applies the second underdrive assembly clutch only after slip has been detected in both the main box and the underdrive assembly. Additionally, the controller fully applies the second main box clutch only after the second underdrive assembly clutch has itself been fully applied.

Transmission downshift swap-shift control

A method of determining a fill volume of a clutch of an automatic transmission. A clutch fill sequence is observed from measurement of fluid pressure applied to the clutch, wherein the sequence may include a initial rise, a plateau, and a final rise. A fill end time may be identified as corresponding to an intersection of a forward extrapolated portion of the plateau and a backward extrapolated portion of the final rise.

Determining clutch fill volume in an automatic transmission

A system for monitoring performance of a fuel system in a vehicle includes a plurality of sensing modules that periodically sense data from a plurality of control systems in the vehicle during a predetermined evaluation period. The system includes a control module that analyzes the data after the evaluation period, generates performance ratings for the control systems based on the data, generates a set of values for the performance of the fuel system based on the performance ratings and a plurality of predetermined fuzzy logic rules, and generates a control signal based on a numerical analysis of the set of values. The system includes an indicator module that indicates in real time whether the performance of the fuel system conforms to a designed performance of the vehicle based on the control signal.

Growing community of inventors

Dearborn Heights, MI, United States of America

Hussein A Dourra