Gm Global Technolgoy Operations, Inc.

David C Poirier

Robert Charles Simon, Jr

Richard A Marsh

Peter M Medich

Patrick J Westphal

Howard Hans Ludwig

Douglas C Campbell

Fred G Wood

Gary J Brand

Joseph M Tolkacz

John C Haraf

George C Mitchell

Harold M Martin

George T Stephens

Richard C Mamolen

Dale L Phillips

Mark T Matheny

Gerald J Wroblewski

Clark Edward McCall

Michael Douglas Rizzo

Grant William Brady

Daniel B O'Connell

Steven Joseph Swantick

Michael A Davis

Herbert R Butterfield

Peter Jarzyna

Joseph A Heller

James V Clore

Joseph R Pastorek

John A Calkins

Douglas W Menck

Sami M Hamade

Robert C Cameron

Edward G Himes

Jonathan M Rathbun

Mark G Reifenberger

Janet M Koch

In a vehicle with a radio, a transmission, a brake, a throttle, a vehicle speed and a power antenna, a method of controlling the power antenna comprising the steps of: (a) determining whether the radio is in an on state; (b) determining if the transmission is one of: (i) in a neutral state and (ii) in an unengaged state; (c) determining if the brake is in an off state; (d) determining if the throttle is in an idle state; (e) determining if the vehicle speed is below a predetermined threshold; and (f) responsive to the determinations, if the radio is in the on state, the transmission is in one of: (i) the neutral state and (ii) the unengaged state, the brake is in the off state, the throttle is in the idle state and the speed is below the predetermined threshold, automatically retracting the power antenna, thereby preventing possible damage to the antenna by the automatic car wash.

Automatic power antenna retraction

A fuel vapor canister is purged by admitting fuel vapor from the canister to the vehicle engine under control of a solenoid valve, the duty cycle of the valve being controlled to optimize the purge rate. Closed loop fuel correction and block learn fuel correction factors developed by the fuel control system are used to update a learned purge duty cycle which is stored in a keep-alive memory.

Canister purge control method

A vehicle suspension comprises dampers changeable between low and high damping modes and normally operated in the low damping mode. A damper control stores a plurality of sets of reference numbers as a function of vehicle velocity, the reference numbers of each set representing limit values of throttle velocity for the low damping mode for a given transmission gear mode. The reference numbers of each set increase in value with increasing vehicle velocity in a continuously non-linear manner so as to compensate for the decreasing acceleration and body lift produced by a given throttle velocity as vehicle velocity increases. The control changes the damper from low to high damping during vehicle acceleration for a predetermined time when the throttle velocity exceeds a throttle velocity limit reference derived from the reference number corresponding to the vehicle velocity in the set corresponding to the selected transmission gear mode. The control further changes the dampers from low to high damping for a predetermined time when vehicle deceleration exceeds a reference, when a transmission shift occurs or when engine torque first exceeds a reference.

Selectable damping vehicle suspension control responsive to engine torque

Selectable damping vehicle suspension control

A vehicle suspension comprises dampers changeable between low and high damping modes and normally operated in the low damping mode. A damper control stores a plurality of sets of reference numbers as a function of vehicle velocity, the reference numbers of each set representing limit values of throttle velocity for the low damping mode for a given transmission gear mode. The reference numbers of each set increase in value with increasing vehicle velocity in a continuously non-linear manner so as to compensate for the decreasing acceleration and body lift produced by a given throttle velocity as vehicle velocity increases. The control changes the damper from low to high damping during vehicle acceleration for a predetermined time when the throtle velocity exceeds a throttle velocity limit reference derived from the reference number corresponding to the vehicle velocity in the set corresponding to the selected transmission gear mode. The control further changes the dampers from low to high damping for a predetermined time when vehicle deceleration exceeds a reference, when a transmission shift occurs or when engine torque first exceeds a reference.

Selectable damping vehicle suspension control responsive to transmission

The fuel control routine of an engine control module sets a cold enrichment schedule used for engine starting when the engine is cold. The enrichment value is dependent on coolant temperature. To prevent plug fouling in a new vehicle subject to short engine run times, the enrichment value is reduced if the mileage is below 50 miles, the coolant temperature is within set limits and the previous engine run time was shorter than a set period.

Method of preventing spark plug fouling

An idle speed control motor under computer control positions a throttle stop for setting minimum throttle angles. The motor response to actuating pulses varies from motor to motor so that a gain factor is determined for each motor and is used to calculate the required pulse width to attain a desired throttle displacement. A gain learn program in the engine control computer runs when the ignition is turned off and is effective to extend the motor with a number of pulses of known width, measure the throttle displacement, and determine the gain factor by dividing a standard displacement by the measured displacement. The same program is applied to learning the gain of a throttle motor in an electronic throttle control system.

Method of learning gain for throttle control motor

In a method of traction control, fuel injectors are selectively disabled to unfuel respective cylinders of an engine to reduce engine torque output. The method provides for limiting the number of cylinders that can be disabled for acceleration spin control based on engine and vehicle operating parameters to improve traction control performance and provide protection for the vehicle catalytic converter.

Vehicle traction control system with fuel control

The ratio air and fuel mixture delivered to the fueled cylinders of an engine of a vehicle is controlled while selective cylinders of the engine are unfueled to reduce engine torque output to inhibit excessive wheel spin during vehicle acceleration. The air/fuel ratio of the mixture delivered to the fueled cylinders is increased as cylinders are selectively unfueled to reduce engine torque output and power enrichment to the fueled cylinders is inhibited when any cylinders are unfueled to reduce engine torque output for traction control and for a time period after all cylinders are again fueled.

A throttle follower controller for establishing a release throttle position upon the release of the throttle by the vehicle operator which is maintained at a specified value for a predetermined time if the vehicle transmission is experiencing an upshift or if an upshift will occur upon the release of the throttle to provide for a smooth upshift. Upon completion of the upshift or if no upshift will occur upon release of the throttle, a controlled transition of the throttle angle to a predetermined lower coastdown value is established to prevent drive-on while preventing a sudden harsh drive line jerk upon release of the vehicle throttle.

Engine throttle stop control system

Potentially damaging operation of a viscous converter clutch (VCC) is detected in relation to the slippage thereacross. The slippage is compared with a reference slip value indicative of excessive VCC slippage to develop a net overslip indicator. The value of the net overslip indicator changes in the direction of a first limit value so long as the detected slip is at least as great as the reference slip, and in the direction of a second limit value so long as the detected slip is less than the reference slip. When the net overslip indicator reaches the first limit value, the friction clutch is disengaged to release the VCC. According to a first embodiment, the transmission fluid temperature at the time of such deactivation is measured and stored, and the VCC is reactivated when transmission fluid temperature falls below the stored temperature, assuming other criteria for activation are also met. According to a second embodiment, the VCC is reactivated a predetermined time after its deactivation and measurement of the transmission fluid temperature is not required.

Control method for protecting a viscous converter clutch in a motor

An engine spark timing control system and method for addressing various engine output torque constraints. Preignition and knock concerns are addressed according to the conventional practice of calibrating spark control table, and the most limiting of the drivetrain-related torque constraints is referenced to such table to determine the additional retard, if any, required to satisfy such constraint. With this control, the preignition spark control table or any of the drivetrain-related torque constraints may be changed at will without violating the other constraints or calibrations.

Engine spark timing control for torque management of a motor vehicle

An engine control normally effective for regulating the fuel and spark timing to provide substantially optimum engine performance. Periods of heavy operator loading are identified and integrated over time to define engine operating conditions for which engine protection concerns predominate. At such time, the normal controls are overriden to operate the engine at a reduced performance level, thereby to protect the engine from preignition damage.

Control method for protecting an IC engine during extended heavy loading

A feedforward throttle adjustment for a closed loop idle speed control provides engine power output required to drive a variable power steering load while maintaining the engine idle speed in a desired range. The working pressure of the power steering system is detected, and the change in such pressure in the course of a steering maneuver is used to initiate an increase in the engine power output setting. The increase is determined in relation to the peak pressure change; it is implemented at a pedetermined rate, and is subject to interruption whenever the pressure change indicates that the steering maneuver has ended.

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Troy, MI, United States of America

David C Poirier