Eaton Corporation

Microstar Technologies LLC

Oakland University

Hardisty Optical Group, LLC

James Melvin Slicker

Michael T Breen

Joseph S Mazur

Allan Roy Gale

Susan Rebecca Cikanek

Michael Edward Farmer

Kwok W Chan

Chia-Hsiang Liu

Ananthakrishnan Surianarayanan

Don K St John

Kevin M McGovern

Steven Geppert

David S Totten

Hongwei Qu

Gondi Kondaiah Ananthasuresh

Ahmad Sereshteh

Chia H Liu

A MEMS switch includes a latch mechanism, first and second electrical conductors, a first latch actuator, a second latch actuator, and an axial actuator. The latch mechanism may include a transfer rod and a contact member, the contact member extending radially outwardly from a position along the axial length of the transfer rod. The first and second electrical conductors may extend along, and may be radially offset from, a portion of the transfer rod. The first latch actuator may include a first latch pin, and the second latch actuator may include a second latch pin, the first and second latch actuators being configured to move toward and away from the transfer rod, and the first and second latch pins configured to engage the contact member. The at least one axial actuator may be configured to move the contact member towards and away from the first and second electrical conductors.

MEMS switch with latch mechanism

A nose pad for supporting eyeglasses on a nose is disclosed. The nose pad includes a first surface and a second surface, the second surface opposing the first surface and including a contact portion configured to contact a wearer's nose. In an embodiment, the first surface includes a first outer edge portion, a second outer edge portion, and a central portion that is provided between the first outer edge portion and the second outer edge portion. In an embodiment, the first outer edge portion, the second outer edge portion, and the central portion are configured so that light directed at the first surface and passing through the second surface is dispersed so that the light is not concentrated on a wearer's nose.

Light dispersion eyeglass nose pad

A microelectromechanical (MEMS) switch includes a substrate, a force-activated latching mechanism, and a spring-loaded shuttle. The latching mechanism has a proximal end and a distal end. In an embodiment, the latching mechanism includes two flexible latch arms each fixed at or about a proximal end and having a free distal end, and a connector connecting the latch arms. The spring-loaded shuttle includes a shuttle portion including a portion configured for engaging portions of the latch arms. The shuttle portion further being configured to translate about the substrate. The latching mechanism and the shuttle may be configured to include an electrical contact layer such that when the latch arms are engaged with the shuttle portion, a closed electrical circuit can be formed.

MEMS latching high power switch

A microelectromechanical device wherein the displacement of an electrothermally compliant actuator is perpendicular to a mounting substrate allowing in a first embodiment a fluid control valve to be opened and closed and in a second embodiment a plurality of electrical contacts to be opened and closed. The electrothermally compliant actuator is comprised of a pair of beam structures having a joined thick beam and then beam such that a flow of electrical current causes the beam structures to bend. A flexible isolation layer is used to thermally isolate the electrothermally compliant actuator from the fluid in another valve assembly embodiment.

Microelectromechanical device with perpendicular motion

An invention is disclosed to divide a segmented image of an occupant into an upper torso image and a lower torso image. An occupant labeling heuristic can identify each pixel within the segmented image as an upper torso pixel or a lower torso pixel. A k-means module can provide an initial pixel classification by comparing the distance between the particular pixel and an estimated midpoint on the upper torso with the distance between the particular pixel and an estimated midpoint on the lower torso. The iterative parameters estimator can update the mean values for the upper torso and lower torso by performing a conditional likelihood heuristic. Pixels can then be classified as either upper or lower torso pixels by comparing a Mahalonobis distance for each torso. Airbag-related applications can then use the upper torso image to generate occupant characteristics relevant to airbag-related applications.

Occupant labeling for airbag-related applications

The invention relates to a system for detection of combustion anomalies in an internal combustion engine, and includes a crank angle indicator, a vibration sensor, and a signal processor, wherein the signal processor receives signals from the indicator and the sensor, performs a wavelet transform analysis of the signals from the sensor to develop a vibration frequency signature on a time scale, compares the vibration frequency signature to a predetermined value to determine the existence of anomalies in the combustion process, and compares the time scale of the vibration frequency signature to the signal from the indicator to determine which of a plurality of cylinders of the internal combustion engine is exhibiting the combustion anomaly.

Knock and misfire detection system

A supercharger clutch system has a clutch housing (,) in which a clutch pack (,) is disposed to transmit torque from an input, such as a pulley (,), to one of the timing gears (,). The clutch pack (,) is disposed within a cage (,), having a spring seat member (,) adjacent thereto. A set of springs (,) biases the seat member and the clutch cage (,) to engage the clutch pack (,). On the opposite side, axially, of the clutch pack there is a piston (,) including a portion (,) surrounding the clutch cage (,) and engaging the seat member (,). The piston (,) and the clutch housing (,) define a pressure chamber (,) which, when pressurized, causes movement of the piston in a direction compressing the springs (,) and disengaging the clutch pack. The invention provides a method of controlling the clutch system by means of an electrohydraulic valve (,) which can communicate the pressure chamber (,) to either high pressure (,) or low pressure (,). The valve (,) is controlled by sensing throttle position (,) and modifying a command signal (,) to a coil (,) of the valve (,) in response to the throttle position (,), so that the rate of clutch engagement may be modulated in response to throttle position.

Controlled engagement of supercharger drive cluth

A diagnostic driveline vibration analyzing tool for measuring and characterizing the torsional vibration of a rotating component such as a transmission output shaft in a vehicle driveline. An electronic control unit and sensor cooperate to measure speed fluctuations occurring between the passing of adjacent teeth of a rotating gear. These time measurements are then filtered using an order tracked pass band filter to isolate frequencies of interest the results of which are then used to calculate a total torsional energy level by taking the root mean square of the filtered signal over a predetermined period of time. The total torsional energy level is then compared to a predetermined maximum amplitude and if the total torsional level exceeds this predetermined maximum amplitude then the operator is notified through a display device.

Driveline vibration system diagnostics

An automatic clutch controller for a vehicle that reduces the oscillatory response to clutch engagement. The automatic clutch controller receives inputs from a throttle position sensor, an engine speed sensor and a transmission input speed sensor and develops a clutch actuation signal controlling a clutch actuator from disengaged to fully engaged. The clutch engagement signal at least partially engages the friction clutch in a manner to cause the measured transmission input speed to asymptotically approach engine speed employing an approximate inverse model of this oscillatory response. The automatic clutch controller develops a slip reference signal as a function of throttle position and engine speed and compares it to actual slip. The controller includes a PID regulator responsive to the difference of slip and slip reference, a prefilter operating on the resulting PID signal, and a compensator constructed to reduce the need for detailed particularization for individual vehicles or vehicle models by reducing the system closed loop sensitivity to vehicle parameter variations.

Method and apparatus for slip mode control of automatic clutch

An automatic clutch controller for a vehicle that reduces the oscillatory response to clutch engagement. The automatic clutch controller receives inputs from an engine speed sensor and a transmission input speed sensor and develops a clutch actuation signal controlling a clutch actuator from disengaged to fully engaged. The clutch engagement signal at least partially engages the friction clutch in a manner to cause the measured transmission input speed to asymptotically approach engine speed employing an approximate inverse model of this oscillatory response. The automatic clutch controller preferably includes a PID function and a differential engine speed function, which together adaptively adjust clutch engagement corresponding to vehicle loading. The automatic clutch controller includes a PID regulator responsive to the difference of engine speed and transmission input speed, a prefilter operating on the resulting PID signal, and a compensator constructed to reduce the need for detailed particularization for individual vehicles or vehicle models by reducing the system closed loop sensitivity to vehicle parameter variations.

Method and apparatus for robust automatic clutch control with pid

An automatic clutch controller for a vehicle that reduces the oscillatory response to clutch engagement. The automatic clutch controller receives inputs from an engine speed sensor and a transmission input speed sensor and develops a clutch actuation signal controlling a clutch actuator from disengaged to fully engaged. The clutch engagement signal at least partially engages the friction clutch in a manner to cause the measured transmission input speed to asymptotically approach engine speed employing an approximate inverse model of this oscillatory response. The automatic clutch controller preferably includes a slip integral function and a differential engine speed function, which together adaptively adjust clutch engagement corresponding to vehicle loading. The automatic clutch controller includes a prefilter and a compensator constructed to reduce the need for detailed particularization for individual vehicles or vehicle models. A lag compensation function in the compensator adds robustness to the system by increasing low frequency gain. A freeze function suspends operation of the slip integral, the prefilter and the compensator during engine deceleration or when throttle position is high and engine speed is low, to moderate or stop clutch advance to prevent engine overloading.

Method and apparatus for robust automatic clutch control

Pulse frequency modulation is used to control brakes and clutches which are operated by fluid pressure actuators controlled by electrically actuated solenoid valves. Short pulse periods for all duty cycles are generated by feedback from the solenoid valve or from the actuator. In one circuit an electrical control triggers a flip-flop which starts solenoid current. Solenoid movement results in back-emf and its effects on the solenoid flux field or current is detected and used as a feedback signal to reset the flip-flop to thereby turn off the current as soon as the valve is operated. In another circuit, a computer control emits a command for a certain pulse period. Actuator pressure or position is monitored to produce a feedback signal to the computer. If the signal is not received, the pulse period is increased for the next pulse command so that a sufficient pulse period will be found. If the magnitude of the actuator response exceeds a threshold, the pulse period is decreased for the next pulse command. Pulse width modulation may also be improved by the same technique for minimizing the pulse period at the lowest duty cycles and yet assuring actuation.

Method and apparatus of vehicle transmission control by assured minimum

A friction clutch coupling an engine and a gear transmission of a vehicle is controlled by a microprocessor based circuit using logic which defines operating modes according to engine and clutch conditions. During the time of clutch closure, when the vehicle is starting from rest in a startup or launch mode, the throttle or other engine control signal is restrained from quickly responding to the accelerator pedal. This avoids engine overspeeding which results from generating high torque before sufficient clutch capacity has been achieved. The control signal is developed as a function of the pedal position under control of throttle logic which, in turn, is dependent on clutch operating modes defined by the clutch logic. The clutch operating modes are four modes for automatic clutch operation comprising touch point approach mode which prohibits a throttle signal during initial clutch movement, creep mode or startup mode after touch point occurs, and lockup mode for completing clutch closing when low clutch slip is attained. A non-automatic mode is entered before the accelerator pedal is depressed or when engine stall conditions are detected.

Clutch mode control logic

This invention provides automatic and reliable determination of the touch point of a clutch controlled by an automatic clutch actuation controller. This invention determines the touch point while idling the engine, with the transmission in neutral and an inertial brake applied. The clutch actuation controller engages the clutch so that the measured transmission input speed matches a reference speed signal preferably between 40% and 60% of the idle speed. This reliably provides the degree of clutch engagement at a small torque matching the braking torque. When the transmission input speed is within a predetermined amount of the reference speed signal, such as 4%, this invention determines the clutch touch point corresponding to the degree of clutch engagement. This degree of clutch engagement may be a clutch position signal or a clutch pressure signal produced by an existing sensor used in the automatic clutch control. If no measured clutch engagement signal is available, this degree of clutch engagement may be the clutch engagement signal used to control the degree of clutch engagement. The touch point is set as the difference between this degree of clutch engagement for the small torque and a clutch touch point offset. The determination may begin with the clutch fully engaged and gradually released according to control by the input and reference speeds. When the previous touch point is known, the clutch is preferably initially positioned just above the known touch point and then gradually released.

Growing community of inventors

West Bloomfield, MI, United States of America

James Melvin Slicker