US4792902A
Expired / Lapsed
US
⏱️ 0.0 years remaining
Engine ignition timing for a clutch engagement control system
Assignee: Ford Global Technologies LLC
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Filing: 1985-12-12
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Granted: 1988-12-20
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Expires: 2005-12-12
Abstract
Abstract A system and method for controlling the ignition timing of a spark ignition internal combustion engine in a driveline that includes a multiple speed ratio transmission, at least one of whose operating speed ratios depends on the engaged or disengaged state of a clutch, the rotating inertia of the engine, equivalent vehicle inertia, a spring associated with the stiffness of the axle, inherent structural damping, and a spark advance controller-filter, whose output advances and retards the spark timing of the engine in accordance with the magnitude of engine speed and transmission output speed according to a control algorithm, which improves speed ratio control during shifts and minimizes the underdamped oscillations that result after the clutch is fully engaged.
Inventors
- 👤 Davorin Hrovat
- 👤 Charles Heermann
- 👤 William E. Tobler
Bibliographic Details
Application Number
—
Jurisdiction
US
Data Source
google_patents
Last Synchronized
2026-10-28 07:25
CPC Classifications
F; F02; F02P; F02P5/00; F02P5/04; F02P5/145; F02P5/1455; F02P5/15; F02P5/1502; F02P5/1504; F16; F16H; F16H61/00; F16H61/04; F16H61/0437; B; B60; B60W; B60W50/00; B60W2050/0001; B60W2050/0043; B60W2050/0052; B60W2510/00; B60W2510/06; B60W2510/0638; B60W2510/10; B60W2510/104; Y; Y02; Y02T; Y02T10/00; Y02T10/10; Y02T10/40
Claims Analysis
Total Claims: 6
Claim 1
Independent Claim
229 words
A method for controlling the operation of a powertrain that includes a spark ignition internal combustion engine, a multiple speed ratio transmission, means for commanding the speed ratios at which the transmission operates, a hydraulic clutch and a solenoid-operated valve that engages and disengages the clutch in accordance with a duty cycle applied to the solenoid, comprising: producing a signal representing a commanded speed ratio SR c ; producing signals representing transmission output speed ω o and engine speed ω e ; producing a commanded engine speed signal ω ec from the relationship ω ec =SR c *ω o ; producing an engine speed error signal Δω e from the relationship Δω e =ω ec -ω e ; producing a duty cycle change signal ΔM(k) from the engine speed error signal; producing a current duty cycle signal M(k) by adding the current duty cycle change signal to a previous duty cycle signal M(k-1); engaging or disengaging the clutch by applying to the solenoid-operated valve the current duty cycle signal; retarding the engine ignition with respect to a nominal engine spark ignition according to the following relationship: SA=K.sub.1 [I.sub.e ω.sub.o d/dt(SR.sub.c)]+K.sub.2 (Δω.sub.e)+K.sub.2 d/dt(Δω.sub.e) wherein d/dt is the differential with respect to time, I e is the rotational inertia of the engine about the axis of the engine shaft, and K 1 , K 2 and K 3 are gain constants.
Claim 2
Independent Claim
229 words
A method for controlling the operation of a powertrain that includes a spark ignition internal combustion engine, a multiple speed ratio transmission, means for commanding the speed ratios at which the transmission operates, a hydraulic clutch and a solenoid-operated valve that engages and disengages the clutch in accordance with a duty cycle applied to the solenoid, comprising: producing a signal representing a commanded speed ratio SR c ; producing signals representing transmission output speed ω o and engine speed ω e ; producing a commanded engine speed signal ω ec from the relationship ω ec =SR c *ω o ; producing an engine speed error signal Δω e from the relationship Δω e =ω ec -ω e ; producing a duty cycle change signal ΔM(k) from the engine speed error signal; producing a current duty cycle signal M(k) by adding the current duty cycle change signal to a previous duty cycle signal M(k-1); engaging or disengaging the clutch by applying to the solenoid-operated valve the current duty cycle signal; retarding the engine ignition with respect to a nominal engine spark ignition according to the following relationship: SA=K.sub.1 [I.sub.e ω.sub.o d/dt(SR.sub.c)]+K.sub.2 (Δω.sub.e)+K.sub.2 d/dt(Δω.sub.e) wherein d/dt is the differential with respect to time, I e is the rotational inertia of the engine about the axis of the engine shaft, and K 1 , K 2 and K 3 are gain constants.
Claim 3
Dependent Claim
42 words
The method of claim 1 further comprising: passing the engine speed error signal through a PID filter to produce an output variable signal f(k); and passing said output variable signal through a lead-lag filter to produce the duty cycle change signal ΔM(k).
Claim 4
Independent Claim
119 words
A method for controlling torsional vibrations in a powertrain that includes a spark ignition internal combustion engine, a multiple speed ratio transmission, means for commanding the speed ratios at which the transmission operates and a clutch driveably connecting the engine and the transmission comprising: producing a signal representing a commanded speed ratio SR c ; producing a signal representing transmission output speed ω o ; differentiating the commanded speed ratio with respect to time; retarding the engine ignition with respect to a nominal engine spark ignition according to the following relationship: SA.sub.1 =K.sub.1 [I.sub.e ω.sub.o (d/dt) (SR.sub.c)] wherein I e is the rotational inertia of the engine about the axis of the engine shaft and K 1 is gain.
Claim 5
Independent Claim
119 words
A method for controlling torsional vibrations in a powertrain that includes a spark ignition internal combustion engine, a multiple speed ratio transmission, means for commanding the speed ratios at which the transmission operates and a clutch driveably connecting the engine and the transmission comprising: producing a signal representing a commanded speed ratio SR c ; producing a signal representing transmission output speed ω o ; differentiating the commanded speed ratio with respect to time; retarding the engine ignition with respect to a nominal engine spark ignition according to the following relationship: SA.sub.1 =K.sub.1 [I.sub.e ω.sub.o (d/dt) (SR.sub.c)] wherein I e is the rotational inertia of the engine about the axis of the engine shaft and K 1 is gain.
Claim 6
Dependent Claim
89 words
The method of claim 3 further comprising: producing a signal representing engine speed ω e ; calculating the commanded engine speed ω ec from the relationship ω ec =SR c *ω o ; calculating an engine speed error Δω e from the relationship Δω e =ω ec -ω e ; retarding the engine ignition with respect to a nominal engine spark ignition according to the following relationship SA=SA.sub.1 +K.sub.2 (Δω.sub.e)+K.sub.3 (d/dt)(Δω.sub.e) wherein d/dt is the differential with respect to time and K 2 and K 3 are gain constants.
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USPTO Annuity & Maintenance Windows
| Annuity Stage | Window Opens | Payment Deadline | Surcharge Period Until | Estimated Fee | Status |
|---|---|---|---|---|---|
| 3.5 Years (Year 4) | 1991-12-20 | 1992-06-20 | 1992-12-20 | $2000.00 | Window Closed / Lapsed |
| 7.5 Years (Year 8) | 1995-12-20 | 1996-06-20 | 1996-12-20 | $3760.00 | Window Closed / Lapsed |
| 11.5 Years (Year 12) | 1999-12-20 | 2000-06-20 | 2000-12-20 | $7700.00 | Window Closed / Lapsed |