# US 2014/0195130 A1 · Torque Compensation Method and System

> Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt

- Number: US 2014/0195130 A1
- Document ID: US20140195130A1
- Status: Published application
- Kind: A1
- Application number: 14/157,580
- Filed: 2014-01-17
- Published: 2014-07-10
- Earliest claimed: 2010-05-06
- Assignees: Honda Motor Co., Ltd.
- Applicants: Honda Motor Co., Ltd.
- Inventors: Dan Nagashima; Takahide Mizuno; Hirokazu Toyoshima; Lee O'Donnell; Naomichi Tonokura; Akio Muto; Yutaka Ishikawa
- Web page: https://patentgrep.com/patent/US20140195130A1

## CPC

- B60W 10/119: including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle (B60W10/14 takes precedence)
- B60W 10/06: including control of combustion engines
- F02D 37/02: one of the functions being ignition
- F02D 41/0215: {in relation with elements of the transmission}
- F02D 41/1497: {With detection of the mechanical response of the engine}
- F16H 45/00: Combinations of fluid gearings for conveying rotary motion with couplings or clutches (gearing systems consisting of a plurality of hydrokinetic units operating alternatively F16H41/22)
- F16H 63/50: Signals to an engine or motor
- F02D 29/04: peculiar to engines driving pumps
- F02D 2200/021: Engine temperature
- F02D 2250/18: Control of the engine output torque
- F02D 2400/12: Engine control specially adapted for a transmission comprising a torque converter or for continuously variable transmissions
- F16H 59/72: dependent on oil characteristics, e.g. temperature, viscosity
- F16H 2059/467: {of torque converter}
- B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- F02D: CONTROLLING COMBUSTION ENGINES (vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed B60K31/00; conjoint control of vehicle sub-units of different type or different function, road vehicle drive control systems for purposes other than the control of a single sub-unit B60W)
- F16H: GEARING

## Abstract

A system and method of compensating for torque converter slip in a motor vehicle include measuring rotational speeds of an engine crankshaft and mainshaft, as well as measuring operating temperatures of a fluid associated with the motor vehicle. Engine output torque is adjusted as required by controlling some combination of ignition timing, intake air flow, fuel injection, and accessory load. A system and method for deactivating a torque compensation system retrieves a number of times the torque compensation system has been activated over a set period. If the number exceeds a predetermined number of activations, the torque compensation system is deactivated.

## Claims

### Claim 1

A system for adjusting output torque of an engine for a motor vehicle including a torque compensation system, comprising:
an electronic control unit;
a first sensor for detecting a rotational speed of a first shaft in a drive train of the motor vehicle, the first shaft being an input shaft;
a second sensor for detecting a rotational speed of a second shaft in the drive train of the motor vehicle, the second shaft of the motor vehicle being an output shaft hydraulically coupled to the first shaft; and
a temperature sensor for determining a vehicle fluid temperature; wherein the electronic control unit is configured to calculate an actual slip ratio based on a measured speed from the first sensor and a measured speed from the second sensor;
wherein the electronic control unit is configured to determine an expected slip ratio based on a measured vehicle fluid temperature from the temperature sensor, wherein the expected slip ratio is determined based on a correlation between the vehicle fluid temperature and the expected slip ratio stored in a database in communication with the electronic control unit;
wherein the electronic control unit is configured to determine whether the actual slip ratio between the first shaft and the second shaft exceeds the expected slip ratio corresponding to the measured vehicle fluid temperature;
wherein the electronic control unit is further configured to retrieve a number of times the torque compensation system has been activated in a current driving cycle; and
wherein the electronic control unit is configured to deactivate the torque compensation system if the number of times the torque compensation system has been activated in the current driving cycle exceeds a predetermined number of activations.

### Claim 2 (depends on 1)

The system according to claim 1, wherein the electronic control unit is configured to provide a signal to the engine to generate a normal torque output upon determining that the actual slip ratio does not exceed the expected slip ratio, the normal torque output being determined as a function of the measured vehicle fluid temperature; and
wherein the electronic control unit is configured to provide a signal to the engine to generate an increased torque output upon determining that the actual slip ratio exceeds the expected slip ratio; the increased torque output being greater than the normal torque output and wherein the increased torque output is determined as a function of the measured vehicle fluid temperature.

### Claim 3 (depends on 2)

The system according to claim 2, wherein the signal to the engine to generate the increased torque output includes adjusting ignition timing.

### Claim 4 (depends on 2)

The system according to claim 2, wherein the signal to the engine to generate the increased torque output includes adjusting engine intake air supply.

### Claim 5 (depends on 2)

The system according to claim 2, wherein the signal to the engine to generate the increased torque output includes adjusting fuel injection.

### Claim 6 (depends on 5)

The system according to claim 5, wherein the fuel injection is adjusted by varying one or more of injection timing, injection pressure, and injection open time.

### Claim 7 (depends on 2)

The system according to claim 2, wherein the signal to the engine to generate the increased torque output includes decreasing accessory load.

### Claim 8 (depends on 7)

The system according to claim 7, wherein the accessory load is decreased by one or more of decreasing an alternator field, decoupling an alternator, decoupling a power steering pump, and reducing a power steering pump pressure.

### Claim 9 (depends on 1)

The system according to claim 1, wherein the predetermined number of activations is set for one or more of: a life of the motor vehicle, a single cycle of starting and shutting down the engine of the motor vehicle, and a given distance that the motor vehicle is driven.

### Claim 10 (depends on 1)

The system according to claim 1, further comprising a signal filter associated with at least one of the first sensor and the second sensor.

### Claim 11

A method for adjusting output torque of an engine for a motor vehicle including a torque compensation system in communication with an electronic control unit, comprising the steps of:
detecting a rotational speed of a first shaft in a drive train of the motor vehicle using a first sensor, the first shaft being an input shaft;
detecting a rotational speed of a second shaft in the drive train of the motor vehicle using a second sensor, the second shaft of the motor vehicle being an output shaft hydraulically coupled to the first shaft;
determining a vehicle fluid temperature using a temperature sensor; and
wherein the electronic control unit further performs the steps of:
calculating an actual slip ratio based on a measured speed from the first sensor and a measured speed from the second sensor;
determining an expected slip ratio based on a measured vehicle fluid temperature from the temperature sensor, wherein the expected slip ratio is determined based on a correlation between the vehicle fluid temperature and the expected slip ratio stored in a database in communication with the electronic control unit;
determining whether the actual slip ratio between the first shaft and the second shaft exceeds the expected slip ratio corresponding to the measured vehicle fluid temperature;
retrieving a number of times the torque compensation system has been activated; and
deactivating the torque compensation system if the number of times the torque compensation system has been activated exceeds a predetermined number of activations.

### Claim 12 (depends on 11)

The method according to claim 11, wherein the step of retrieving a number of times the torque compensation system has been activated further comprises retrieving a number of times the torque compensation system has been activated in a current driving cycle; and
wherein the step of deactivating the torque compensation system further comprises deactivating the torque compensation system if the number of times the torque compensation system has been activated in the current driving cycle exceeds the predetermined number of activations.

### Claim 13 (depends on 11)

The method according to claim 11, further comprising setting the predetermined number of activations using the electronic control system.

### Claim 14 (depends on 13)

The method according to claim 13, wherein the step of setting the predetermined number of activations comprises setting the predetermined number for one or more of: a life of the motor vehicle, a single cycle of starting and shutting down the engine of the motor vehicle, and a given distance that the motor vehicle is driven.

### Claim 15 (depends on 11)

The method according to claim 11, wherein upon determining by the electronic control unit that the number of times the torque compensation system has been activated does not exceed the predetermined number of activations, the electronic control unit activating the torque compensation system.

### Claim 16 (depends on 15)

The method according to claim 15, wherein the step of activating the torque compensation system further comprises varying operation of the engine of the motor vehicle using the electronic control unit to maintain a predetermined output torque of the engine of the motor vehicle.

### Claim 17 (depends on 16)

The method according to claim 16, further comprising:
providing a signal to the engine from the electronic control unit to generate a normal torque output to the first shaft as an input torque upon determining that the actual slip ratio does not exceed the expected slip ratio, the normal torque output being determined as a function of the vehicle fluid temperature.

### Claim 18 (depends on 17)

The method according to claim 17, further comprising:
providing a signal to the engine from the electronic control unit to generate an increased torque output to the first shaft as the input torque upon determining that the actual slip ratio is above the expected slip ratio, wherein the increased torque output is greater than the normal torque output and wherein the increased torque output is determined as a function of the vehicle fluid temperature.

### Claim 19 (depends on 18)

The method according to claim 18, wherein the signal to the engine to generate the increased torque output includes at least one of adjusting ignition timing, adjusting engine intake air supply, and adjusting fuel injection.

### Claim 20 (depends on 11)

The method according to claim 11, further comprising filtering a signal associated with at least one of the first sensor and the second sensor to increase a signal to noise ratio.