Ford Global Technolgoies, LLC

Ford Motor Company Limited

Alan Robert Dona

Michael John Cullen

Carol Louise Okubo

Shunsuke Okubo

Christopher Michael Kava

Robert Matthew Marzonie

Ronald A Yannone, Jr

Eric J Grant

James Michael Kerns

Mrdjan J Jankovic

Dennis Seung-Man Yang

Yonghua Li

Jing Sun

Brent Edward Sealy

Richard Dyche Anderson

Brandon R Masterson

Stephen William Magner

Daniel Lawrence Meyer

Ashok E Rodrigues

Peter Mitchell Lyon

Peter Douglas Kuechler

David Martin

Kevin Vander Laan

Alexander Petniunas

Larry Allen Hardy

Eric L Clinton

Matthew Allen Tomai

Roshini Venkatesh

Andrew Clement Dame

Jason Konopa

Mark McCarthy

Patrick J Eggers

Mark Lynn Clapper

Brian Schabel

Ramy Boctor

Matt Todd

John Marshall Dodson, Ii

Gyouho Cho

A traction battery controller of an electrified vehicle dynamically adjusts an estimation gain based on a state-of-charge (SOC) of the traction battery and controls the vehicle according to an operating characteristic of the traction battery estimated from an equivalent circuit model of the traction battery that depends on the estimation gain. The controller may reduce the estimation gain while the SOC is low or high and may otherwise maintain the SOC. The controller may dynamically adjust the estimation gain based further on a temperature of the traction battery. The operating characteristic may be a power capability of the traction battery or an updated SOC of the traction battery.

Traction battery controller having state-of-charge compensated estimator gain calibration

Methods and systems are provided for generation of lower-frequency tactile energy (e.g., vibration) of a vehicle system based on audio signals. In one example, a method may include acquiring an audio signal from an audio system, generating a motor input command, and applying the motor input command to at least a first traction motor and a second traction motor to create a resultant vibrational force.

Tactile energy generation based on audio signal

A hybrid vehicle includes an engine, battery, electric machine, and controller. The engine is configured to propel the vehicle. The electric machine is configured to draw energy from the battery to propel the vehicle and to recharge the battery during regenerative braking. The controller is programmed to, in response to operation of the electric machine to propel the vehicle while the vehicle is in a nominal vehicle operation mode and depletion of a battery charge to a nominal value, terminate operation of the electric machine and propel the vehicle via the engine. The controller further is programmed to, in response to operation of the electric machine to propel the vehicle while the vehicle is in a reserve vehicle operation mode and depletion of the battery charge to a reserve value that is greater than the nominal value, terminate operation of the electric machine and propel the vehicle via the engine.

Hybrid vehicle and battery depletion control system for a hybrid vehicle

This disclosure is directed to vehicle fuel systems capable of isolating the energy within a fuel tank from the vehicle user. An exemplary fuel system may include a first valve located within a fuel inlet conduit and a second valve located within a vapor recovery recirculation line of the fuel system. The first and second valves may be controlled based on the pressure inside a fuel tank of the fuel system. Fuel may only be transferred into the fuel tank when the fuel tank is within a predefined threshold pressure range. A depressurization sequence of the fuel tank may be automatically initiated when a fuel door of the fuel system is moved to an open position. The positioning of the fuel door may be monitored by a fuel door position monitoring device.

Refueling control systems and methods for pressurized vehicle fuel systems

Methods and systems are provided for controlling an engine speed in a hybrid vehicle system during steady-state conditions and in response to transient acceleration and/or deceleration requests. In one example, an engine speed is controlled to an optimal engine speed for fuel economy during steady-state conditions, and in response to an acceleration or deceleration request, a target engine speed is obtained from a rate-limited optimal engine speed to vehicle speed ratio, and the engine is controlled to the target engine speed provided the target speed is below a threshold difference from optimal engine speed. In this way, the vehicle system may simulate a fixed ratio transmission during accelerations and decelerations, while maintaining optimal engine speed for fuel economy at steady state.

Systems and methods for controlling engine speed in a hybrid vehicle

A vehicle includes an engine, motor, powertrain, and controller. The engine and the motor are each configured generate power within the powertrain. The controller is programmed to, in response to full depression of accelerator and brake pedals while the vehicle is stopped and the powertrain is in drive, increase engine power to a maximum power output capacity and increase a motor torque to a predetermined torque output that is less than a maximum torque capacity.

Hybrid vehicle launch control strategy

A system and method for controlling a hybrid vehicle having an engine, first and second electric machines coupled to a traction battery and configured to operate primarily as a motor and a generator, respectively, and a controller in communication with the engine and the first and second electric machines include increasing target engine speed from a sea level speed to deliver a demanded engine power at altitude up to an NVH engine speed limit. The system and method may reduce the demanded engine power based on an attainable engine power associated with the NVH engine speed limit. A demanded wheel power may be reduced in response to the reduced engine power.

Speed limiting of altitude compensation for target engine speed in hybrid electric vehicles

Systems and methods for improving operation of a vehicle are presented. In one example, automatic engine stopping is inhibited in response to a driver communicating a desire to not automatically stop an engine. The driver communicates intentions to allow or inhibit automatic engine stopping via a brake pedal.

Methods and systems for a stop/start engine

A fuel control approach that compensates for time delays to increase exhaust gas sensor feedback response speed.

Delay compensated air/fuel control of an internal combustion engine of a vehicle

A method for controlling operation of a transfer case in a motor vehicle driveline that includes by an engine controlled by a throttle having a variable position, and a transmission driveably connected to the engine for producing multiple ratios of the speed of a transmission input relative to the speed of a transmission output. The transfer case transmitting rotating power in response to an electric signal applied to a clutch. The method includes determining that the engine throttle position is less than a first reference throttle position during a period of predetermined length; determining that a speed of the vehicle speed is in a predetermined range; determining that the transmission is operating in a speed ratio greater than a reference speed ratio; determining that the engine throttle position is greater than a first reference throttle position; and increasing the torque capacity of the clutch for a predetermined period.

Prevention of inadvertent inertial engagement of a transfer case clutch

An adaptive closed loop fuel control system generates an index of maturity value which indicates the extent to which parameters which characterize an individual engine have been learned and stored for future use in a non-volatile memory. A timer produces the index of maturity value by measuring the elapsed time during which the fuel control system has successfully operated the engine at or near stoichiometry within a predetermined range of engine speed and load conditions. A backup mechanism counts the number of HEGO sensor state changes as the closed loop controller operates in an adaptive mode, setting the index of maturity to a predetermined value even when the measured adaptation time fails to indicate an adequate amount of adaptive operation. The index of maturity value alters the mode of operation of the fuel control mechanism to provide robust rich operation prior to adaptation and a more aggressive lean mode operation after the adaptive parameters have been developed which permit optimized operation in the presence of air-to-fuel ratio production variability.

Engine control system for producing and responding to an index of

An electronic engine controller operates to control the phase angle of a variable position camshaft. The engine controller receives signals indicative of engine coolant temperature, aircharge temperature, throttle position, engine speed and camshaft position, and generates a camshaft position signal to a variable camshaft control actuator to alter the phase angle of the camshaft with respect to the engine crankshaft. The engine controller contains two tables which contain cam phase angles. The first table contains a plurality of values indexed by engine speed and engine aircharge and the second table contains a plurality of values indexed by engine speed and throttle position. The engine controller generates the camshaft position signal in one of three manners depending on the mode of engine operation. In a first mode of engine operation the camshaft position signal is generated as a function of engine coolant temperature and aircharge temperature. In a second mode of engine operation, the camshaft position signal is generated as a function of the values contained in the aforesaid first and second tables, and in a third mode of engine operation the camshaft position signal is generated as a function of a predetermined default value.

Variable camshaft timing system with altitude compensation

An electronic ignition timing system which cooperates with an adaptive closed loop fuel control system to provide more rapid heating of an exhaust catalyst by retarding the ignition tinning during colds starts only after an index of maturity value has been generated to indicate that fuel control parameters which characterize an individual engine have been adaptively learned and are available to operate the engine with a lean mixture during cold idling conditions. The index of maturity value alters the mode of operation of the fuel control mechanism to provide robust rich operation prior to adaptation and a more aggressive lean mode operation after the adaptive parameters have been developed which permit optimized operation, and alters the ignition timing to retard the spark to more rapidly heat the exhaust catalyst. A mechanism responsive to the estimated temperature of the catalyst restores the spark advance when the catalyst has been heated, and also restores the spark advance when the throttle is depressed.

Ignition timing control system for varying cold start spark advance

An engine controller (12) controls an ignition system (88) and bypass throttle valve (96). An ignition timing signal is set to an initial value as a function of engine (10) operating parameters. The timing signal is retarded during cold operation to rapidly warm a catalyst converter (20) coupled to the engine exhaust (48). When the vacuum in the intake manifold (44) falls below a threshold level, the ignition timing signal is advanced beyond the initial value. The ignition timing signal is retarded back towards its initial value when the manifold vacuum exceeds the threshold value. Concurrently, the initial timing signal is controlled to achieve desired engine idle speed.

Engine control for enhanced catalyst warm up while maintaining manifold

An engine controller (12) controls engine idle speed via control of a bypass throttle valve (96) and an ignition timing system (88). The ignition system (88) also provides a retard in ignition timing during cold operation to rapidly warm a catalytic converter (20) coupled to the engine exhaust (48). When first entering the idle speed control mode, an initial throttle position corresponding to an initial desired inducted mass air flow is first provided as a function of predetermined conditions such as air conditioner status. This initial value (238, and 402-412) is corrected to prevent any decrease in idle speed which would otherwise occur as a result of the afore-mentioned retard in ignition timing.

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Huntington Woods, MI, United States of America

Alan Robert Dona