Ford Motor Company Limited

Ford Global Technolgoies, LLC

Lg Chem, Ltd

Other

Prabhakar B Patil

Joanne Theresa Woestman

Ming Lang Kuang

Roy I Davis

Chinu P Bhavsar

Fazal Urrahman Syed

John Michael Miller

William Koetting

Kwok Tom

Martin J Klein

Md Abul Masrur

Kelly Kebl

Thomas Edward Pilutti

Richard Joseph Hampo

Eric Hongtei Tseng

Paul Martin Niessen

James Paul McCarthy

Ross Maxwell Stuntz

Joseph Carl Burba

Mohamed Alamgir

Michael Tiller

Ronald G Landman

Casilda D De Benito

Graydon A Reitz

Ross M Stunz

Sunny Khosla

A battery cell assembly and a method for assembling the battery cell assembly are provided. The battery cell assembly includes first and second battery cells with a heat exchanger disposed between the first and second battery cells. The heat exchanger has a plastic frame and first and second thermally conductive layers. The plastic frame has an interior space extending therethrough. The first and second thermally conductive layers are disposed on opposite sides of the plastic frame to enclose the interior space, such that when a liquid is disposed in the interior space, heat energy is transferred from the first battery cell through the first thermally conductive layer to the liquid.

Battery cell assembly and method for assembling the battery cell assembly

A battery cell carrier assembly having a battery cell carrier for holding a battery cell is provided. The battery cell carrier includes a trapping member for holding the battery cell. The battery cell carrier has at least one aperture extending therethrough for allowing air to flow therethrough to contact the first side of the battery cell for cooling the battery cell. The battery cell carrier further includes a panel member configured to be coupled to the trapping member for holding the battery cell therebetween. The panel member has at least one aperture extending therethrough for allowing air to flow therethrough to contact the battery cell for cooling the battery cell.

Battery cell carrier assembly having a battery cell carrier for holding a battery cell therein

A method is disclosed for attenuating vibrations of an engine in a hybrid electric vehicle powertrain having a subsystem comprising an electric motor, a generator and a battery. Engine torque is coordinated with motor torque during engine start events and engine stopping events using gearing that defines in part separate torque flow paths for the engine and the motor. A filtered motor speed is used to compute active motor torque damping.

Method for attenuating vibrations in a hybrid electric vehicle powertrain

A hybrid electric vehiclehaving a propulsion systemwhich integrates a motor-generatorand a variable displacement internal combustion engine. Motor-generatorand engineare each operatively coupled to drive trainof vehicle, and cooperatively power vehicle

Hybrid electric vehicle with variable displacement engine

A system and method of controlling engine torque in a hybrid electric vehicle. The method includes comparing an engine speed command to a maximum engine speed command, comparing an engine speed value to the engine speed command, and adjusting the engine torque command if the engine speed command is within a predetermined threshold to the maximum engine speed command and the engine speed exceeds the engine speed command by at least a predetermined amount.

System and method of controlling a hybrid electric vehicle

A hybrid electric vehicle having a propulsion system which integrates a motor-generator and a variable displacement internal combustion engine . Motor-generator and engine are each operatively coupled to drive train of vehicle , and cooperatively power vehicle

A method for reverse drive mode operation of a hybrid electric vehicle includes determining an output power of the internal combustion engine, determining a power circulation loss between a generator and a motor, determining a benefit power based on the difference between the output power of the internal combustion engine and the power circulation loss, and stopping operation of the internal combustion engine during the reverse drive mode operation of the vehicle if the benefit power is less than a predetermined threshold power value.

Hybrid electric vehicle control strategy while traveling in reverse

The present invention integrates an on-board navigation system to provide energy management for an electric vehicle (EV) and a hybrid electric vehicle (HEV). The HEV control strategy of the present invention accommodates the goals of fuel economy while always meeting driver demand for power and maintaining the functionality of the traction motor battery system using battery parameter controllers. In the preferred embodiment of the present strategy, a vehicle system controller tightly integrates the navigation system information with energy management while en route to a known destination. Present vehicle location is continuously monitored, expectations of driver demand are determined, and vehicle accommodations are made. The system can be configured to includes as part of its present vehicle location data on road patterns, geography with date and time, altitude changes, speed limits, driving patterns of a vehicle driver, and weather. The vehicle accommodations can be configured to use discrete control laws, fuzzy logic, or neural networks.

Strategy to use an on-board navigation system for electric and hybrid electric vehicle energy management

A pulse width modulated (PWM) inverter is controlled by repetitively changing or dithering desired output currents for the inverter to ensure that it is unable to settle into zero states which result in lack of torque control when the inverter is used to control an AC motor. Dithering is performed by algebraically combining dither values with the desired output currents to generate reference output currents outside a hysteresis band used to control the inverter. Since the reference output currents are outside the hysteresis band, zero states are avoided. Dithering is performed by repetitively adding and subtracting first and second dither values form the desired output currents; or, repetitively adding a first dither value, adding a zero dither value and subtracting a second dither value form the desired output currents. The dither value can be approximately equal to half the hysteresis band, or approximately equal to or greater than half the hysteresis band.

Dither control method of PWM inverter to improve low level motor torque

A fail-safe variable damping suspension system for a motor vehicle controls the oscillatory spring movements of each wheel via a permanent magnet rotary electric machine which is connected to machine control circuitry by normally open contacts of a relay. In the event of failure of the suspension system, the relay is released and the machine takes the form of a permanent magnet alternator which is connected to a defined load via normally closed contacts of the relay. Thus, in the event of a failure of the suspension system, the machine control circuitry is disabled and all shock absorbers are set to a fail-safe mode by the defined load upon closure of the normally closed contacts of the relay.

Fail-safe variable damping suspension for a motor vehicle

An electrically powered suspension for a vehicle including a roadwheel and tire assembly, an electrically powered suspension unit having one end attached to the roadwheel and tire assembly and the other end attached to the chasis of the vehicle, with the suspension unit including an electric motor for positioning the roadwheel with respect to the chasis, and a controller for operating the electric motor so as to control the vertical movement of the wheel and tire assembly with respect to the vehicle's chassis. The electric motor may include either a linear or rotating electric motor, acting either alone or in parallel with a static load carrying device such as a fluid or coil spring.

Electrically powered active suspension for a vehicle

An electrically powered suspension for a vehicle including a roadwheel and tire assembly, an electrically powered suspension unit having one end attached to the roadwheel and tire assembly and the other end attached to the chassis of the vehicle, with the suspension unit including an electric motor for positioning the roadwheel with respect to the chassis, and a controller for operating the electric motor so as to control the vertical movement of the wheel and tire assembly with respect to the vehicle's chassis. The electric motor may include either a linear or rotating electric motor, acting either alone or in parallel with a static load carrying device such as a fluid or coil spring.

Field oriented motor controller for electrically powered active

A multiple forward speed automatic transmission produces its lowest forward speed ratio when a hydraulic clutch and hydraulic brake are disengaged and a one-way clutch connects a ring gear to the transmission casing. Second forward speed ratio results when the hydraulic clutch is engaged to connect the ring gear to the planetary carrier of a second gear set. Reverse drive and regenerative operation result when an hydraulic brake fixes the planetary and the direction of power flow is reversed. Various sensors produce signals representing the position of the gear selector lever operated manually by the vehicle operator, the speed of the power source, the state of the ignition key, and the rate of release of an accelerator pedal. A control algorithm produces input data representing a commanded upshift, a commanded downshift and a torque command and various constant torque signals. A microprocessor processes the input and produces a response to them in accordance with the execution of a control algorithm. Output or response signals cause selective engagement and disengagement of the clutch and brake to produce the forward drive, reverse and regenerative operation of the transmission.

Method for controlling a motor vehicle powertrain

A multiple forward speed automatic transmission produces its lowest forward speed ratio when a hydraulic clutch and hydraulic brake are disengaged and a one-way clutch connects a ring gear to the transmission casing. Second forward speed ratio results when the hydraulic clutch is engaged to connect the ring gear to the planetary carrier of a second gear set. Reverse drive and regenerative operation result when an hydraulic brake fixes the planetary and the direction of power flow is reversed. Various sensors produce signals representing the torque at the output of the transmission or drive wheels, the speed of the power source, and the hydraulic pressure applied to a clutch and brake. A control algorithm produces input data representing a commanded upshift, a commanded downshift, a commanded transmission output torque, and commanded power source speed. A microprocessor processes the inputs and produces a response to them in accordance with the execution of a control algorithm. Output or response signals cause selective engagement and disengagement of the clutch and brake at a rate that satisfies the requirements for a short gear ratio change and smooth torque transfer between the friction elements.

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Southfield, MI, United States of America

Prabhakar B Patil