Ford Global Technolgoies, LLC

Volvo Car Corporation

Soren Eriksson

Jan Ryderstam

Jonas Ekmark

Erik Coelingh

Per Persson

Per Olsson

Mats Andersson

Jan Lundgen

The invention relates to a vehicle powertrain that includes an internal combustion engine, a transmission driving at least two wheels, and an intermediate unit connecting the engine and a transmission housing enclosing the transmission. The intermediate unit is configured to allow relative rotation between the engine and the transmission housing about an axis (X) that is colinear with an engine output shaft and a transmission input shaft. The arrangement prevents engine vibrations from being transmitted to the transmission, and prevents torque shock from the vehicle wheels from being transmitted to the engine.

Arrangement for rotational decoupling of engine and transmission

A method for operating an engine arrangement with a first internal combustion engine and a second internal combustion engine in a vehicle is provided. The method may include partially coupling a first crankshaft of the first internal combustion engine in the vehicle with a second crankshaft of the second internal combustion engine in the vehicle to start the second internal combustion engine, where the first crankshaft and second crankshaft are partially coupled with a clutch. The method may further include decoupling the first and second crankshaft when the second engine is operating under its own power. The method may further include coupling the first crankshaft and the second crankshaft, where the first and second crankshafts are coupled with the clutch when a speed difference between the first and second crankshafts is below a predetermined value and a relative angular position between the first and second crankshafts is less than 360&#xb0;.

Engine arrangement

A method of controlling tractive force of a vehicle comprising determining a tractive force request of a driver of the vehicle, determining an actual tractive force of the vehicle, and modifying the actual tractive force of the vehicle to be equal to the tractive force request.

Tractive force map

A vehicle control configuration and method of controlling a vehicle having a hierarchical control system including an upper hierarchical level and a lower hierarchical level. The upper hierarchical level communicates to the lower hierarchical level by sending downward signals and the lower hierarchical level communicates to the upper hierarchical level by sending upward signals. The downward signals include at least one request for vehicle modification. Furthermore, the upward signals include availabilities of the lower hierarchical level independent of the request for vehicle modification.

Actuators report availabilities

A vehicle control system () including a vehicle motion control subsystem () that has an input receiving an intended driving demand () and a plurality of coordinator subsystems () for coordinating actuators of the vehicle. The vehicle motion control subsystem () communicates with the coordinator subsystems () to determine whether a single coordinator subsystem () can carry out the intended driving demand (). The vehicle motion control subsystem () will distribute demand signals among one or more of the coordinator subsystems () to allow the vehicle to implement the intended driving demand ().

Vehicle control

A vehicle control system ( ) including a vehicle motion control subsystem ( ) that has an input receiving an intended driving demand ( ) and a plurality of coordinator subsystems ( ) for coordinating actuators of the vehicle. The vehicle motion control subsystem ( ) communicates with the coordinator subsystems ( ) to determine whether a single coordinator subsystem ( ) can carry out the intended driving demand ( ). The vehicle motion control subsystem ( ) will distribute demand signals among one or more of the coordinator subsystems ( ) to allow the vehicle to implement the intended driving demand ( ).

Growing community of inventors

Kungalv, Sweden

Soren Eriksson