1. A device, comprising:
a host lens adapted to fit into an eyeglass frame;
a dynamic lens adapted to adjust its optical power based upon an input, the dynamic lens being in optical communication with the host lens;
a sensor;
a controller electrically connected to the sensor,
an actuator electrically connected to the controller, wherein the actuator is operably connected to the dynamic lens;
wherein the actuator is adapted to provide the input to the dynamic lens based upon a signal from the sensor, and
wherein the dynamic lens comprises a first zone adapted to alter its optical power by \u22120.75 D to +0.75 D of increased minus or increased plus optical power.
2. The device of claim 1, wherein the dynamic lens comprises an electro-active lens.
3. The device of claim 1, wherein the first zone is in optical communication with a part of the host lens that provides the wearer’s distance prescription.
4. The device of claim 1, wherein the first zone is in optical communication with the fitting point of the host lens.
5. The device of claim 1, wherein the dynamic lens comprises at least one of the group consisting of electronic lenses, electro-active lenses, fluid lenses, mechanical lenses, membrane lenses, and gas lenses.
6. The device of claim 1, wherein the first zone is adapted to alter its optical power within the range of 0.12 D to 0.75 D.
7. The device of claim 1, wherein the first zone is adapted to alter its optical power within the range of \u22120.50 D to +0.50 D.
8. The device of claim 1, wherein the first zone is adapted to alter its optical power by 0.75 Diopters.
9. The device of claim 1, wherein the first zone is adapted to alter its optical power by 0.50 Diopters.
10. The device of claim 1, wherein the dynamic lens is disposed on the host lens or within the host lens.
11. The device of claim 1, wherein the dynamic lens has only one zone.
12. The device of claim 11, wherein the host lens comprises a full power progressive addition surface.
13. The device of claim 1, wherein the dynamic lens further comprises a second zone.
14. The device of claim 13, wherein the second zone is adapted to increase optical power by +0.50 D to +2.50 D.
15. The device of claim 14, wherein the second zone overlaps a partial power progressive addition surface of the host lens.
16. The device of claim 15, wherein the second zone in combination with the host lens provides at least one of an intermediate optical power and of a near optical power.
17. The device of claim 13, wherein the second zone is an electro-active progressive power lens.
18. The device of claim 13, wherein the first zone or the second zone has a shape of one of the group consisting of a square, a rectangle, an oval, and a circle.
19. The device of claim 13, wherein the first zone or the second zone has a diameter ranging from 10 mm in diameter to 30 mm.
20. The device of claim 19, wherein the first zone or the second zone has a diameter ranging from 15 mm to 25 mm.
21. The device of claim 1, wherein the dynamic lens is configured to be adjusted manually, using a mechanism in one of the group consisting of a touch switch, a capacitor switch, a knob, and a manual switch.
22. The device of claim 1, wherein the sensor is adapted to detect daytime conditions and nighttime conditions, and wherein based on the signal from the sensor, the actuator adjusts the optical power of the first zone to be at least 0.12 D to 0.75 D less plus (more minus) in nighttime conditions than in daytime conditions.
23. The device of claim 23, wherein the actuator adjusts the optical power of the first zone to be at least 0.12 D to 0.75 D more plus (less minus) in nighttime conditions than in daytime conditions.
24. The device of claim 24, wherein the dynamic lens is an electro-active lens, and wherein in daytime conditions, the actuator deactivates the first zone.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A method for a hybrid vehicle, comprising:
during engine shut-down conditions,
releasing a disconnect clutch coupled between an engine and an electric machine in a vehicle driveline; and
estimating a torque error after disconnect clutch release based on deviations in one or more of engine torque, engine speed, and engine deceleration from their commanded values at the clutch release.
2. The method of claim 1, wherein the electric machine is a crankshaft integrated startergenerator (CISG), the CISG coupling the engine to a transmission and wheels of the vehicle driveline.
3. The method of claim 1, wherein the estimated torque error is stored as a function of engine speed and wherein the estimated torque error is learned after releasing the disconnect clutch and before fuel injection to the engine is deactivated.
4. The method of claim 1, further comprising, updating an engine torque estimation model with the estimated torque error.
5. The method of claim 4, further comprising, controlling the engine during a subsequent engine restart based on the updated engine torque estimation model.
6. The method of claim 1, wherein estimating the torque error includes, before releasing the disconnect clutch,
commanding an engine torque that will maintain a desired engine deceleration; and
adjusting one or more engine operating parameters to maintain the commanded engine torque; and
after releasing the disconnect clutch,
determining the torque error based on a deviation of actual engine deceleration from the desired engine deceleration while the commanded engine torque is maintained.
7. A method for a hybrid vehicle driveline, comprising:
in response to idle-stop conditions,
selectively deactivating an engine and releasing a disconnect clutch coupled between the engine and a CISG, the CISG coupled to driveline transmission and wheels; and
while the engine is decelerating,
maintaining an engine torque command; and
learning an engine torque error based on a speed response of the engine upon release of the disconnect clutch.
8. The method of claim 7, wherein the engine torque command is selected to provide substantially zero torque across the disconnect clutch.
9. The method of claim 7, wherein the engine torque command is selected to decelerate the engine at an expected deceleration rate upon releasing the disconnect clutch.
10. The method of claim 9, wherein learning the engine torque error based on the speed response of the engine includes, estimating the engine torque error based on a deviation of an actual deceleration rate of the decelerating engine from the expected deceleration rate.
11. The method of claim 9, wherein learning the engine torque error based on the speed response of the engine includes, learning an engine torque over-estimation error if the engine decelerates slower than the expected deceleration rate, and learning an engine torque under-estimation error if the engine decelerates faster than the expected deceleration rate.
12. The method of claim 7, wherein the engine torque error is further learned based on a speed response of the CISG upon release of the disconnect clutch and while maintaining the engine torque command.
13. The method of claim 7, wherein releasing a disconnect clutch includes releasing a disconnect clutch while a vehicle speed is above a threshold speed.
14. The method of claim 7, further comprising, learning the engine torque error as a function of engine speed.
15. The method of claim 7, further comprising,
updating an engine torque estimation model with the learned torque error; and
controlling an engine torque commanded during a subsequent engine restart based on the updated engine torque estimation model.
16. A hybrid vehicle method, comprising:
attempting to provide zero torque across a disconnect clutch upon clutch release, the clutch mechanically coupling an engine to an electric machine; and
learning errors in air and fueling required to provide the zero torque based on a speed profile of the engine andor the electric machine for a duration following the clutch release.
17. The method of claim 16, wherein attempting to provide zero torque across the clutch includes determining an engine torque command that provides substantially zero torque and commanding the determined torque command immediately before the clutch release.
18. The method of claim 17, wherein learning errors based on the speed profile of the engine includes,
if an actual engine speed profile over the duration is higher than an expected engine speed profile, learning an error corresponding to an over-estimation of engine torque; and
if the actual engine speed profile over the duration is lower than the expected engine speed profile, learning an error corresponding to an under-estimation of engine torque, wherein the expected engine speed profile is based on the engine torque command.
19. The method of claim 16, wherein the errors are learned as a function of engine speed and one or more engine actuator settings.
20. The method of claim 16, wherein learning errors includes learning errors during engine idle-stop conditions when a vehicle speed is higher than a threshold.