Fca US LLC

Ford Global Technolgoies, LLC

David R Pedro

Marcus William Fried

William P Attard

Roger C Sager

Allen Joseph Lehmen

Ethan E Bayer

James J Daley

Joseph B Adams

David A Lawrence

Gregg T Black

Nicholas Firsich

Matthew M Delleree

Paul Mahlon Ranspach

Basil M Khaja

Edward E Baker

Travis T Hamilton

Nikhil Patil

Nithin Baradwaj

Alex Eskenazi-Gold

Saikiran Chikine

Paul Milligan

Joseph M

Geoffrey Giese

Jennifer Bartaszewicz

Joydip Saha

Ruoming Gu

Arab Alsharif

Ganapathy Machamada Somaiah

Joseph D Falcon

A port and direct fuel injection (PDI) fuel delivery system for a vehicle having an engine configured to selectively operate between a port fuel injection (PFI) mode, a gasoline direct injection (GDI) mode, and a PDI mode includes a PFI system including plurality of PFI injectors, and a GDI system including a plurality of GDI injectors. The PFI and GDI systems are configured to provide various split-ratios of fuel mass injection to the engine based on a particular engine operating condition. A controller is programmed to identify a known first long term fuel trim (LTFT) for a first split-ratio, identify a known second LTFT for a second split-ratio, generate a linear equation based on the known first and second LTFTs, and determine an unknown third LTFT for a third split-ratio by utilizing the linear equation to facilitate reducing fueling errors and emissions.

PDI volumetric efficiency pasting

Charging control techniques for a vehicle including an engine that drives an alternator configured to charge a battery of the vehicle comprise modeling a fuel consumption of the alternator for each load level across a range of alternator loads using an engine torque model and a set of operating parameters of the engine, determining an energy output from the alternator for each load level across the range of alternator loads, calculating a cost-to-charge metric based on the modeled alternator fuel consumption and the determined alternator energy output for each duty cycle across a range of duty cycles of the alternator, determining an optimal cost-to-charge from the calculated cost-to-charge metrics, determining a target cost-to-charge metric based on a state of charge of the battery, and operating the alternator accordingly at an optimal duty cycle based on the metrics and current engine operating conditions.

Techniques to regulate charging with an alternator and a battery to minimize vehicle fuel consumption

A control system and method for an engine including a turbocharger without a surge valve involve utilizing one or more pressure sensors configured to measure air pressure in an intake system of the engine, the intake system comprising a compressor of the turbocharger and a throttle valve downstream from the compressor, and a controller configured to control the engine to avoid surge at the compressor and eliminate a need for the surge valve by determining a desired position for the throttle valve based on a driver requested engine torque, determining a minimum mass flow through the compressor that avoids surge based on the measured air pressure in the intake system and a predetermined compressor map, and commanding the throttle valve to a target position to maintain at least the minimum compressor mass flow, wherein the target position is greater than the desired position, thereby avoiding surge at the compressor.

Turbocharger surge management control techniques to eliminate surge valve

An evaporative emissions (EVAP) system and its method of control comprise commanding a three-way valve to fluidly connect an auxiliary vapor canister and a bottom portion of a fuel tank, controlling at least one of an engine of the vehicle and a purge pump of the EVAP system disposed between the engine, a separate primary vapor canister, and the auxiliary vapor canister to draws fuel vapor from the fuel tank into the auxiliary vapor canister for storage, commanding the three-way valve to fluidly connect the bottom portion of the fuel tank to an atmosphere outside of the EVAP system to generate additional fuel vapor in the fuel tank, commanding the three-way valve to fluidly connect the auxiliary vapor canister to the atmosphere, and controlling at least one of the engine and the purge pump to draw the fuel vapor from the auxiliary vapor canister into the engine.

Gasoline vapor extraction and storage within a vehicle fuel tank system

Systems and methods for correcting an engine intake camshaft position and an engine exhaust camshaft position for a variable valve timing engine are described. In one example, intake manifold pressure of an engine is sampled while a motor/generator rotates the engine at a predetermined speed without fuel being supplied to the engine. A camshaft angle where minimum intake manifold pressure is observed is a basis for correcting camshaft position.

Methods and system for adjusting camshafts

Systems and methods for improving emissions of an internal combustion engine are presented. In one example, engine crankshaft acceleration is a basis for estimating engine air-fuel ratio during engine starting when output of an oxygen sensor may be unavailable. An actual engine air-fuel ratio may be adjusted in response to the estimated engine air-fuel ratio.

Systems and methods for improving engine emissions during starting

Growing community of inventors

Windsor, CA, United States of America

David R Pedro