Ford Global Technolgoies, LLC

Ford Motor Company Limited

Tobias John Pallett

Gopichandra Surnilla

Jerry Dean Robichaux

Jeffrey Allen Doering

Shane Elwart

Eric Matthew Storhok

James Michael Kerns

Ihab S Soliman

Scott J Lauffer

Rajit Johri

Christopher John Teslak

Andrew Arthur Brown

Suzanne Kay Wait

Wayne Williams

Ralph Wayne Cunningham

Michael Howard Shelby

Yanan Zhao

John Patrick Joyce

John Anthony Lockwood

Nicholas Dashwood Crisp

Sarra Awad Yako

Anthony Tsakiris

Bradley J Hieb

Kyle Richard Post

Ross Dykstra Pursifull

Joseph Norman Ulrey

Douglas Raymond Martin

Manoharprasad K Rao

Michael John Cullen

Kwaku O Prakah-Asante

Adam Nathan Banker

Bradley Dean Riedle

Mrdjan J Jankovic

Ilya V Kolmanovsky

William David Treharne

Julia Helen Buckland

Hongtei Eric Tseng

Mathew Alan Boesch

Timothy Joseph Clark

Douglas Scott Rhode

Jonathan Andrew Butcher

Hsin-Hsiang Yang

Alex Maurice Miller

Mark Douglas Malone

Joseph F Stanek

Stephen William Magner

Uros Kalabic

Matthew John Gerhart

Dennis Allen Light

Steven R El Aile

Mark Davison

Gopichandra Sumilla

Paul Joseph Szuszman

Khang Thanh Hong

Gary Bruce Webster

Kelly M Arbanas

Hui Lin

Sukhdev Sekhon

Stephen J Deasy

Dorian Gluckman

Method and systems are provided for adjusting an engine torque in response to changes in a desired engine torque. In one example, a method may comprise responsive to increasing desired engine torques, monotonically decreasing an alternator torque to a first level from a second level when not injecting fuel to engine cylinders, and stepping up the alternator torque from the first level to the second level while initiating engine combustion, and then monotonically decreasing the alternator torque from the second level to the first level in response to the alternator torque reaching the first level. In this way, a method may comprise adjusting a load exerted on an engine by an alternator mechanically coupled to said engine during both cylinder combustion, and during non-fueling conditions.

Methods and systems for efficient engine torque control

A current state of a vehicle is identified. Vehicle path curvature limits are determined. A curvature performance profile to follow is determined based at least in part the vehicle path curvature limits. A direction of the vehicle is controlled based at least in part the curvature performance profile.

Vehicle curvature determination

A current state of a vehicle can be identified. At least a minimum acceleration capability of the vehicle is determined. A desired acceleration profile to follow is determined based at least in part on the minimum acceleration capability. An acceleration of the vehicle is controlled based at least in part on the desired acceleration profile.

Deceleration determination of a vehicle

A vehicle system includes a user interface device and an autonomous mode controller. The user interface device receives a user input representing a driving mode selection. The autonomous mode controller commands one or more vehicle subsystems to operate in accordance with characteristics associated with the driving mode selection. Examples of characteristics can include how aggressively the vehicle accelerates or decelerates, a minimum distance from the vehicle to a front vehicle, or how frequently the vehicle changes lanes, among others.

Selectable autonomous driving modes

A system of one or more computers having a processor and a memory, the memory storing instructions executable by the processor such that the computer is programmed to identify a current state of a vehicle and determine a maximum acceleration capability of the vehicle. The system also determines a desired acceleration profile to follow based at least in part the maximum acceleration capability and controls an acceleration of the vehicle based at least in part the desired acceleration profile.

Vehicle acceleration determination

A driver training vehicle system includes a driver training vehicle and an interface system with an auxiliary control unit that is removably installable in the vehicle. A vehicle control system can receive a brake input from a vehicle driver via a floor pedal in the vehicle as well as a brake input from a vehicle passenger via the auxiliary unit. The control system adjusts an engine torque and a brake torque based on the received brake inputs to decelerate the vehicle.

Driver training interface

Data is collected from vehicle sensors to generate a virtual map of objects proximate to the vehicle. Based on the virtual map, an in-vehicle computer determines a traffic condition in front of and behind a host vehicle. The in-vehicle computer determines collision avoidance maneuvers. The computer instructs vehicle control units to implement the collision avoidance maneuvers. The computer may additionally or alternatively communicate the collision avoidance maneuvers to a driver via an interface. In the case of unavoidable collisions, the computer determines and initiates damage mitigation actions.

Rear collision avoidance and mitigation system

Methods and systems are provided for improving surge control. When surge conditions are approached, a reference governor reduces engine airflow at a slower rate and to a higher level than the engine airflow required to meet the reduced torque demand. The excess torque resulting from the extra airflow is offset by applying a negative torque on the driveshaft via an electric machine coupled to the engine or via alternate engine actuator adjustments.

Methods and systems for torque control

A vehicle sub-system controller is configured to receive a first message and a second message, wherein the first message includes at least a command for the controller, and the second message includes at least a target value for the controller to achieve. A fault may be detected with respect to the first message; and an adjustment to the sub-system may be locally determined in the sub-system controller to achieve the target value.

Redundancy for automated vehicle operations

A method of controlling a transmission and engine during a coasting downshift is particularly suited to transmission arrangements exhibiting strong inertia coupling. During the inertia phase of the downshift, a third clutch such as a torque converter bypass clutch is modulated to control output torque. Simultaneously, engine torque is modulated to control engine speed. The resulting control scheme is only semi-coupled.

Method of controlling automatic transmission coasting downshift

Various methods are described for controlling engine operation for an engine having a turbocharger and direction injection. One example method includes performing at least a first and second injection during a cylinder cycle, the first injection generating a lean combustion and the second injection injected after combustion such that it exits the cylinder unburned into the exhaust upstream of a turbine of the turbocharger; and adjusting at least the first injection based on engine speed, where the at least first and second injection are performed responsive to turbocharger speed.

Engine idle speed and turbocharger speed control

Various methods are described for controlling engine operation for an engine having a turbocharger and direction injection. One example method includes performing at least a first and second injection in response to a driver action. The first and second injection may be performed during a cylinder cycle, the first injection generating a lean combustion and the second injection injected after combustion such that it exits the cylinder unburned into the exhaust upstream of a turbine of the turbocharger.

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Farmington, MI, United States of America

Tobias John Pallett