Title of Invention

A METHOD AND AN APPARATUS FOR DETERMINING THE APPLICATION OF AN AFTERMARKET TORQUE UP-RATING DEVICE

Abstract A method is provided for determining variance of actual engine torque from reported engine torque, including configuring a controller with an algorithm to calculate the ratios of current and maximum engine torque to reported torque upon the initiation of high-throttle 1-2 shift, high-throttle 2-3 shift, high-throttle torque converter lockup, and at maximum Engine Rating Torque Function for each high-throttle torque converter drive cycle. An apparatus is also provided for detecting engine torque variance in a vehicle having an engine, a throttle, and a torque converter, the apparatus comprising a controller with memory and an algorithm for calculating the maximum and current engine torque variance upon the occurrence a predetermined throttle condition, and storing the values in accessible memory, wherein the controller is configured to initiate the algorithm upon the occurrence of one of the throttle conditions, and wherein the throttle and torque converter each communicate speed signals to the controller.
Full Text GP-308161-PTA-DLT
1
ENGINE OVERRATE DETECTION METHOD AND APPARATUS
TECHNICAL FIELD
[0001] The present invention relates to an apparatus and method for determining
the variance of an actual torque from a reported torque of a vehicle engine, the apparatus
and method being suitable for detecting the potential use of a torque up-rating kit on the
engine.
BACKGROUND OF THE INVENTION
[0002] Vehicle transmissions are designed to transmit rotational force, i.e. torque,
from an engine to the point of use, such as the drive axles or drive wheels, in order to
propel the vehicle at a relatively wider range of output speeds. While an engine is
generally designed to produce a sufficient known input or reported engine torque within a
relatively narrow range of engine rotational speed, the vehicle itself preferably operates
over the wider range of output speeds. Manual and automatic transmissions are typically
configured to work in conjunction with an engine having a known reported torque in
order to safely enable engagement with the transmission over the comparatively wide
band of transmission output speeds while still enabling smooth or fluid gear shifting
across the entire range of output speeds.
[0003] Although vehicle engines are designed and sized to perform at a specific,
known, or reported torque range, various aftermarket kits or devices are able to boost or
"up-rate" the engine torque well above the reported torque, for example by boosting or
increasing the amount of fuel fed to the engine from the electronic fuel injector system.
Such aftermarket devices are generally not authorized by the vehicle manufacturer due to
the potential damage such devices may inflict on the engine and/or the various
interconnected components of the transmission. Since these torque up-rating kits also
commonly void manufacturer's warranties by altering the output of the engine and
transmission beyond their intended operating parameters, vehicle owners may be inclined
to disconnect and remove the torque up-rating kits before returning the vehicle for

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transmission or engine service in order to render detection of the prior use of the up-
rating kits or devices difficult to ascertain.
SUMMARY OF THE INVENTION
[0004] Accordingly, a method is provided for determining the variance of the
actual engine torque from the reported engine torque in a vehicle having a hydrodynamic
torque converter, including configuring a controller with accessible memory and an
algorithm for determining and storing the variance into the accessible memory upon the
occurrence of at least one predetermined throttle event, wherein the stored variance is
accessible for determining the presence and amount of the variance.
[0005] In another aspect of the invention, the current and maximum variance is
generated by calculating ratios of the current and maximum actual torque to the reported
torque, wherein a ratio greater than 1 indicates a torque variance, and wherein the
predetermined throttle event is selected from the group consisting of initiation of high-
throttle 1-2 shift, initiation of high-throttle 2-3 shift, initiation of high-throttle torque
converter lockup, and at each maximum Engine Rating Torque Function for each high-
throttle torque converter drive cycle.
[0006] In another aspect of the invention, the method or algorithm includes
calculating the torque converter pump torque and the engine inertia torque, estimating
the engine torque by adding the torque converter pump torque to the engine inertia
torque, determining the reported engine torque, calculating a ratio of the actual engine
torque to the reported engine torque, and storing the ratios in accessible memory,
wherein the accessible memory may be accessed to determine a potential prior or
current use of an engine torque up-rating kit.
[0007] In another aspect of the invention, an apparatus is provided for detecting
a variance of actual engine torque from reported engine torque in a vehicle having an
engine, a throttle, and a hydrodynamic torque converter, the apparatus comprising a
controller with accessible memory and an algorithm for calculating the maximum and
current actual engine torque upon the occurrence of one of a plurality of predetermined

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high-throttle conditions, and for generating and storing a ratio of the current and
maximum actual engine torque to the reported engine torque in the accessible memory.
[0008] The above features and advantages and other features and advantages of
the present invention are readily apparent from the following detailed description of the
best modes for carrying out the invention when taken in connection with the
accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIGURE 1 is a schematic representation of a vehicle having a controller,
hydrodynamic torque converter, and engine according to the invention;
[0010] FIGURE 2 is a table describing four high-throttle events used with the
engine torque variance detection method according to the invention; and
[0011] FIGURE 3 is a flow chart describing the method or algorithm according to
the invention for detecting the potential prior or current use of torque up-rating kit.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0012] Referring to the drawings wherein like reference numbers correspond to
like or similar components throughout the several figures, there is shown in Figure 1 a
schematic representation of a vehicle chassis 20 having an engine 24 capable of
generating a known or reported torque (arrow TR), which is transmitted to a
transmission 10 through a hydrodynamic torque converter 16. The transmission 10 is
operatively connected to a driveshaft 50, which conveys an actual torque (arrow TA) to
one or both front and rear axles 32 and 38, respectively, to power or drive a plurality
of wheels 30. The engine 24 and torque converter 16 are in electrical communication
with a control unit or controller 18 having memory 47 that is configured for storing and
accessing an algorithm 100 (see Figure 3), temporary memory 49, and a plurality of
storage arrays 41, 42, 43, and 44, each capable of storing sufficient amount of data, as
described in further detail hereinbelow.
[0013] The torque converter 16 is preferably a conventional hydrodynamic
torque converter having a stator (not shown), pump 12, turbine 13, and lockup clutch

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19 of the type known in the art. As is understood in the art, pump 12 is directly
connected to the engine 24 to rotate in conjunction therewith at engine speed, and the
turbine 13 is driven by the fluid (not shown) discharged by pump 12, with turbine 13
being operatively connected to the transmission 10. The controller 18 is configured to
receive a turbine speed signal and an engine speed signal, Nt and Ne respectively, from a
speed sensor 11. Speed sensor 11 is of the type known in the art and is capable of
measuring the rotational speeds of the engine 24, pump 12, and turbine 13, with the
measured quantity Ne alternately measured either at the pump 12 or directly at the
engine 24 to which the pump 12 is directly connected. A throttle signal St is generated
by the throttle 40 and continuously transmitted or otherwise communicated to the
controller 18.
[0014] The controller 18 is preferably an electronic control unit sufficiently
equipped with various electric circuit components (not shown) configured for receiving,
reading and/or measuring, calculating, and recording or storing various measurements,
values, or figures, whether directly or derived from the speed signals Ne and Nt and
from throttle signal St. The signals Ne, Nt, and St are preferably transmitted electrically
via conductive wiring, although any transmitting means such as, for example, radio
frequency (RF) transmitters and receivers suitable for conveying or transmitting the
required information to the controller 18, are usable within the scope of the invention.
[0015] As shown in Figure 1, the controller 18 preferably has four arrays or
buffers 41, 42, 43, and 44, respectively. Each array 41, 42, 43, and 44 is dedicated to
storing a suitable number or set of measured values which are measured, derived, or
calculated and subsequently recorded during a corresponding one of the four throttle
events shown in Figure 2. Arrays 41, 42, 43, and 44 are preferably circular buffers
configured to replace the oldest value or sample with the newest value or sample once
the buffer has reached capacity. Also, data being written to or stored in the arrays 41,
42, 43, 44 preferably employ a continuous first order lag filter capable of real-time
filtering of newly sampled data, which may in turn reduce the need for a large capacity

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array or buffer by performing a weighted average or other suitable filtering operation
on the new and previously recorded or stored data.
[0016] Turning to Figure 2, a table is shown listing the four preferred throttle
events for use with the invention. The first throttle event (1) occurs at the initiation of
a high-throttle 1-2 shift, with "high throttle" referring to the relative position of the
throttle 40 with respect to a minimum throttle level above which a user of the invention
might wish to monitor. The term "high-throttle" refers to a throttle position equal to or
greater than the mid-point of the available throttle range, i.e. 51% of maximum
available throttle, although a higher throttle position may be selected within the scope
of the invention. The term "1-2 shift" refers to a gear shifting event that changes the
gear setting within the transmission 10 (see Figure 1) from first to second gear.
Likewise, the second throttle event (2) occurs upon the initiation of a high-throttle 2-3
shift. The third high-throttle event (3) occurs at the initiation of a high-throttle
converter lockup-apply shift, with "converter lockup-apply shift" referring to a high-
throttle gear shifting event occurring during the application of the torque converter
lockup clutch 19 (see Figure 1). Once the lockup clutch 19 is engaged, the speed across
the torque converter 16 is necessarily constant, and therefore the application or
engagement of the lockup clutch 19 marks the final moment at which the required speed
signals Ne and Nt would differ. Finally, the fourth high-throttle event occurs at
maximum value of the Engine Rating Torque Factor (ERTFmax) for each "high-throttle
converter drive cycle", i.e. the time period elapsing during high-throttle when the
transmission 10 (see Figure 1) is in "drive", lasting until either the lockup clutch 19 is
applied or until "drive" is disengaged. This final high-throttle event captures various
data points also captured by the previous three high-throttle events, but also potentially
covers other data points occurring between shifting events. While the four listed high-
throttle events are the preferred throttle events for use with the invention, those skilled
in the art will recognize that various other throttle events may be selected to capture
data points occurring during other desired operating conditions.

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[0017] Referring now to Figure 3, a method 100, also referred to herein as
algorithm 100, is shown for detecting a variance in the calculated or actual torque TA
from the reported engine torque TR (see Figure 1). Such a variance or discrepancy may
result from the installation and use of, for example, an aftermarket engine torque up-
rating kit capable of boosting the reported engine torque TR. Algorithm 100 is
preferably a computer program or source code embedded or contained within the
controller 18 (see Figure 1), with the algorithm 100 being initiated and executed
according to a preset sample frequency, preferably every 20-30 milliseconds.
[0018] At step 101, which occurs only once and preferably upon placement of
the vehicle into service, the value of the Engine Rating Torque Factor, or ERTFmax
(described later hereinbelow), is set to 1 to create a baseline value useable with the
remainder of the algorithm 100. The algorithm 100 proceeds to step 102.
[0019] At step 102, the algorithm 100 calculates, measures, or otherwise
determines the known or Reported Torque TR of engine 24 (see Figure 1). TR is
preferably previously determined and stored within memory 47 of controller 18, and so
is readily retrievable from the memory 47 as needed. The algorithm 100 then proceeds
to step 104.
[0020] At step 104, the algorithm 100 calculates the actual torque TA generated
by the torque converter 18 (see Figure 1). One method of determining TA is to directly
measure the shaft torque at the shaft connecting the engine 24 and the torque converter
16 using a torque meter (not shown), and to store this value in temporary memory 49.
Another method of determining TA is to calculate the pump torque TP. i.e. the torque
generated by pump 12 of the torque converter 16, using torque meter and to store this
value in temporary memory 49. TP may also be calculated using a standard-form torque
converter equation derived from the engine and turbine speeds Ne and Nt, respectively,
which as previously explained hereinabove are communicated to the controller 18 by
speed sensor 11.
[0021] Under this standard-form equation, TP = a(Ne)2 + b(Ne)(Nt) + c(Nt)2,
where the variables a, b, and c are known calibration constants. Once the calculated or

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measured value of TP is stored in temporary memory 49, the algorithm 100 next
calculates or inputs a previously calculated and stored value for the engine inertia
torque TEI of the engine 24, which may be calculated by measuring the rotational inertia
IE of the engine 24, i.e. the resistance of the engine 24 to a change in its state of
rotational motion, and multiplying IE by the rate of acceleration ae of engine 24. The
result of this operation, i.e. TEI = (IE)(ae), is stored in temporary memory 49. The
variables Tp and TEI are then added together to calculate the Actual Engine Torque (TA).
The result of this operation, i.e. TR, is stored in temporary memory 49 of the controller
18. The algorithm 100 then proceeds to step 106.
[0022] In step 106, the algorithm 100 calculates the Engine Rating Torque
Factor (ERTFnew), which is the ratio of the most recently recorded values TA/TR, and
records this value in temporary memory 49 of controller 18. The algorithm 100 then
proceeds to step 108.
[0023] In step 108, the algorithm 100 filters the value of ERTFnew generated in
step 108 in order to remove noise, and stores the filtered value in memory 47. A first
order lag filter of the type known in the art is the preferred filtering method, however
those skilled in the art will recognize that other data filtering means may be suitable for
use with this invention. Once the filtering routine is complete, the algorithm 100
proceeds to step 110.
[0024] It step 110, the algorithm 100 determines if one of the four preferred
throttle events (see Figure 2) has occurred. If one of the four preferred throttle events
has occurred, the algorithm 100 proceeds to step 112. If, however, one of the four
throttle events has not occurred, the algorithm 100 returns to step 102, with the sample
loop comprising steps 102-110 preferably being rapidly repeated every 15-30
milliseconds.
[0025] In step 112, the algorithm 100 sets an Array Flag (Fn) to n = 1, 2, 3, or
4, with the value "n" corresponding to one of the four preferred throttle events that has
occurred, and proceeds to step 114, where the controller 18 records or stores the "n"

GP-308161-PTA-DLT
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value of Fn in temporary memory 49 to be used later as described hereinbelow. The
algorithm 100 then proceeds to step 116.
[0026] In step 116, the algorithm 100 compares the stored value of ERTFnew in
array (n) to the stored value ERTFmax, which was initially set to 1 in step 101 when the
vehicle was first placed in use. If ERTFnew > ERTFmax, the algorithm 100 proceeds to
step 118. If, however, ERTFnew [0027] In step 118, the value ERTFmax is set to equal the value of ERTFnew. As
step 118 occurs just one time upon the occurrence of each high-throttle event (see
Figure 2), each of the arrays 41, 42, 43, and 44 will therefore retain a value for
ERTFmax corresponding only to the maximum ERTF value associated with that
particular array. In this manner, the recorded value may be readily traced or tied to the
throttle event upon which it occurred. The algorithm then proceeds to step 122.
[0028] In step 120, the recorded ERTF values are filtered to remove noise and
provide a less variable set of data. For example, within each of the arrays 41, 42, 43,
and 44, unusually high and/or low lying values may be dropped and the remaining
values averaged in order to produce an average ERTF value for that array, which may
be stored in memory 47 of controller 18. Alternately, newly recorded data may be
compared to any stored data and filtered with a pre-selected calibration percentage
multiplier in order to lessen the individual effect of a single data point on any recorded
average. The size of the storage arrays 41, 42, 43, and 44 may be minimized by
applying, for example, a first-order lag filter with a pre-selected calibration percent and
storing only a single average value taken on a rolling basis using the previous and most
current recorded ERTF value.
[0029] According to the invention, the values of ERTFmax and any individual
and/or average ERTF value stored in each of the arrays 41, 42, 43, 44 are preferably
readily accessible, for example by using a data probe or other data retrieval mechanism
applied to controller 18, in order to retrieve the stored data. A stored ERTF value of
" 1" represents a condition where the engine 24 is likely operating at its recorded torque
value TR, indicating that an aftermarket up-rate kit has most likely not been installed or

GP-308161-PTA-DLT
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previously used. A stored value greater than 1 represents a condition where the engine
24 at some point in time likely operated at an actual torque level TA above the recorded
torque TR, indicating a torque up-rating kit may have been employed or is currently
being used in order to boost engine torque above its reported level. Based on the values
retrieved from memory 47, service technicians using the invention may be better
informed of vehicle performance history, and particularly to engine torque history, and
therefore should be better able to diagnose and process warranty claims tied to the
engine and/or transmission.
[0030] While the best modes for carrying out the invention have been described
in detail, those familiar with the art to which this invention relates will recognize
various alternative designs and embodiments for practicing the invention within the
scope of the appended claims.

GP-308161-PTA-DLT
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CLAIMS
1. A method for determining the variance of the actual torque of a
vehicle engine from the reported torque of said engine, including configuring a controller
with accessible memory and an algorithm for determining at least one ratio of said actual
torque to said reported torque, and storing said at least one ratio in said accessible
memory upon the occurrence of at least one predetermined throttle event, wherein said at
least one ratio is accessible for determining the presence of said variance.
2. The method of claim 1, wherein a said at least one ratio of greater
than 1 indicates the presence of said variance, and wherein a said at least one ratio of less
than 1 indicates the absence of said variance.
3. The method of claim 2, wherein said at least one ratio is selected
from the group of maximum ratio and current ratio.
4. The method of claim 1, wherein said vehicle has a hydrodynamic
torque converter, and wherein the said predetermined throttle event is selected from the
group consisting of: initiation of high-throttle 1-2 shift, initiation of high-throttle 2-3

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shift, initiation of high-throttle torque converter lockup, and at the maximum Engine
Rating Torque Function for each torque converter drive cycle.
5. The method of claim 1, including configuring said controller with
a plurality of storage arrays, wherein each of said arrays is dedicated to a different one of
said predetermined throttle events.
6. A method for determining the use of an aftermarket engine torque
up-rating device by detecting the variance of actual engine torque from reported engine
torque in a vehicle having an engine with an inertia torque, a controller with accessible
memory, and a hydrodynamic torque converter having a torque converter pump and
turbine, the method comprising:
calculating the pump torque of said torque converter pump and said inertia
torque;
calculating an actual engine torque by adding said pump torque and said
inertia torque;
determining a reported engine torque of said engine;
calculating a current and maximum value of said ratio of said actual torque
to said reported torque; and
storing said current and maximum value in said accessible memory upon
the occurrence of one of a plurality of predetermined throttle events;
wherein said accessible memory may be accessed to determine the
presence or absence of said variance to thereby determine whether an engine torque up-
rating device was previously attached within said vehicle.
7. The method of claim 6, wherein said plurality of predetermined
throttle events is selected from the group consisting of: initiation of high-throttle 1-2
shift, initiation of high-throttle 2-3 shift, initiation of high-throttle torque converter

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lockup, and maximum Engine Rating Torque Function for each high-throttle torque
converter drive cycle.
8. The method of claim 6, including filtering said current and
maximum value of said ratio.
9. The method of claim 8, wherein said filtering includes using a
first-order lag filter.
10. The method of claim 6, wherein said controller is configured to
receive a first speed signal from said torque converter and a second speed signal from
said engine for calculating said torque converter pump torque.
11. An apparatus for determining the use of an aftermarket engine
torque up-rating device by detecting engine torque variance in a vehicle having an
engine, a throttle, and a hydrodynamic torque converter, the apparatus comprising:
a controller having accessible memory; and
an algorithm for calculating the value of the variance of the current and
maximum actual engine torque from the reported engine torque upon the occurrence of
one of a plurality of predetermined throttle conditions, and storing said value in said
accessible memory;
wherein said controller is configured to initiate said algorithm upon the
occurrence of one of said predetermined throttle conditions.
12. The apparatus of claim 11, wherein said predetermined throttle
conditions are selected from the group of: initiation of high-throttle 1-2 shift, initiation of
high-throttle 2-3 shift, initiation of high-throttle torque converter lockup, and maximum
Engine Rating Torque Function for each high-throttle torque converter drive cycle.

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13. The apparatus of claim 11, wherein said throttle is configured to
communicate an engine speed signal to said controller.
14. The apparatus of claim 11, wherein said hydrodynamic torque
converter is configured to communicate a turbine speed signal to said controller.
15. The apparatus of claim 11, wherein said accessible memory has a
plurality of storage arrays, wherein each of said arrays corresponds to a different one of
said predetermined throttle conditions.

A method is provided for determining variance of actual engine torque
from reported engine torque, including configuring a controller with an algorithm to
calculate the ratios of current and maximum engine torque to reported torque upon the
initiation of high-throttle 1-2 shift, high-throttle 2-3 shift, high-throttle torque converter
lockup, and at maximum Engine Rating Torque Function for each high-throttle torque
converter drive cycle. An apparatus is also provided for detecting engine torque variance
in a vehicle having an engine, a throttle, and a torque converter, the apparatus comprising
a controller with memory and an algorithm for calculating the maximum and current
engine torque variance upon the occurrence a predetermined throttle condition, and
storing the values in accessible memory, wherein the controller is configured to initiate
the algorithm upon the occurrence of one of the throttle conditions, and wherein the
throttle and torque converter each communicate speed signals to the controller.

Documents:

01122-kol-2007-abstract.pdf

01122-kol-2007-assignment.pdf

01122-kol-2007-claims.pdf

01122-kol-2007-correspondence others 1.1.pdf

01122-kol-2007-correspondence others 1.2.pdf

01122-kol-2007-correspondence others 1.3.pdf

01122-kol-2007-correspondence others.pdf

01122-kol-2007-description complete.pdf

01122-kol-2007-drawings.pdf

01122-kol-2007-form 1.pdf

01122-kol-2007-form 18.pdf

01122-kol-2007-form 2.pdf

01122-kol-2007-form 3.pdf

01122-kol-2007-form 5.pdf

01122-kol-2007-priority document.pdf

1112-KOL-2007-CORRESPONDENCE OTHERS 1.3.pdf

1112-KOL-2007-OTHERS.pdf

1122-KOL-2007-(01-09-2011)-ASSIGNMENT.pdf

1122-KOL-2007-(01-09-2011)-FORM 16.pdf

1122-KOL-2007-(01-09-2011)-PA.pdf

1122-KOL-2007-ABSTRACT.pdf

1122-KOL-2007-AMANDED CLAIMS.pdf

1122-KOL-2007-ASSIGNMENT.1.3.pdf

1122-KOL-2007-ASSIGNMENT.pdf

1122-KOL-2007-CORRESPONDENCE 1.1.pdf

1122-KOL-2007-CORRESPONDENCE-1.2.pdf

1122-KOL-2007-CORRESPONDENCE.1.3.pdf

1122-KOL-2007-DESCRIPTION (COMPLETE).pdf

1122-KOL-2007-DRAWINGS.pdf

1122-KOL-2007-EXAMINATION REPORT REPLY RECIEVED.pdf

1122-KOL-2007-EXAMINATION REPORT.1.3.pdf

1122-KOL-2007-FORM 1-1.1.pdf

1122-KOL-2007-FORM 1.pdf

1122-KOL-2007-FORM 2-1.1.pdf

1122-KOL-2007-FORM 2.pdf

1122-KOL-2007-FORM 3.1.3.pdf

1122-KOL-2007-FORM 3.pdf

1122-KOL-2007-FORM 5.1.3.pdf

1122-KOL-2007-FORM 5.pdf

1122-KOL-2007-FORM 6-1.1.pdf

1122-KOL-2007-FORM 6.pdf

1122-KOL-2007-OTHERS-1.1.pdf

1122-KOL-2007-OTHERS-1.2.pdf

1122-KOL-2007-PA.pdf

1122-KOL-2007-PETITION UNDER RULE 137.pdf

1572-KOLNP-2004-FORM 18.1.3.pdf

1572-KOLNP-2004-FORM 3.1.3.pdf

1572-KOLNP-2004-FORM 5.1.3.pdf

1572-KOLNP-2004-FORM 6.1.3.pdf

1572-KOLNP-2004-GPA.1.3.pdf

1572-KOLNP-2004-GRANTED-ABSTRACT.pdf

1572-KOLNP-2004-GRANTED-CLAIMS.pdf

1572-KOLNP-2004-GRANTED-DESCRIPTION (COMPLETE).pdf

1572-KOLNP-2004-GRANTED-DRAWINGS.pdf

1572-KOLNP-2004-GRANTED-FORM 1.pdf

1572-KOLNP-2004-GRANTED-FORM 2.pdf

1572-KOLNP-2004-GRANTED-LETTER PATENT.pdf

1572-KOLNP-2004-GRANTED-SPECIFICATION.pdf

1572-KOLNP-2004-OTHERS.1.3.pdf

1572-KOLNP-2004-PA.1.3.pdf

1572-KOLNP-2004-REPLY TO EXAMINATION REPORT.1.3.pdf

abstract-01122-kol-2007.jpg


Patent Number 247952
Indian Patent Application Number 1122/KOL/2007
PG Journal Number 23/2011
Publication Date 10-Jun-2011
Grant Date 06-Jun-2011
Date of Filing 14-Aug-2007
Name of Patentee GM GLOBAL TECHNOLOGY OPERATIONS, INC.
Applicant Address 300 RENAISSANCE CENTER, DETROIT, MICHIGAN 48265-3000, USA
Inventors:
# Inventor's Name Inventor's Address
1 JEFEREY K. RUNDE 10454 BRIXTON LANE, FISHERS, INDIANA 46038
2 BRETT R. CALDWELL 6239 W. MORGAN COURT NEW PALESTINE, INDIANA 46163
3 ANDREW L. MITCHELL 9469 COMPTON STREET INDIANAPOLIS, INDIANA 46204
4 PHILIP F. MC CAULEY 11061 BRENTWOOD AVENUE ZIONSVILLE, INDIANA 46077
5 JOHN P. KRESSE 1575 WEST ASPEN WAY, MARTINSVILLE, INDIANA 46151
PCT International Classification Number F02D 45/00,F04D 27/00
PCT International Application Number N/A
PCT International Filing date
PCT Conventions:
# PCT Application Number Date of Convention Priority Country
1 11/565066 2006-11-30 U.S.A.