Ford Global Technolgoies, LLC

Edward Badillo

Douglas Raymond Martin

John Eric Rollinger

Kenneth James Miller

David Oshinsky

Carol Louise Okubo

Paul A Pietrzyk

David George Farmer

Paul M Gartner

Ace Koua Kue

John Shanahan

Donald Fenwick Dickison

David Michael Bevan

Matt Smith

Methods and systems are described for an engine with a cam torque actuated variable cam timing phaser. Phaser positioning control is improved by reducing inaccuracies resulting from inadvertent spool valve and/or phaser movement when the spool valve is commanded between regions. In addition, improved spool valve mapping is used to render phaser commands more consistent and robust.

Method and system for variable cam timing device

A method for operating an engine in a vehicle includes measuring a current to or from a generator mechanically coupled with the engine and determining at least one operating parameter of the engine. The method also includes providing an amount of fuel to the engine based on the current and the at least one operating parameter.

Automotive vehicle and method for operating an engine therein

A vehicle and a method for controlling a vehicle transmission is provided. The vehicle has at least one wheel and a positionable acceleration device. The vehicle includes an engine being responsive to the position of the acceleration device, wherein the engine provides torque to the wheel. In one embodiment, a transmission is coupled to the engine and the wheel, wherein the transmission provides multiple speed ratios and is configured to operate in a continuously variable mode. The vehicle also includes a controller that communicates with the engine and the transmission. The controller senses the position of the acceleration device, determine a shift schedule based on the position of the acceleration device, and set an engine speed limit for the engine. The controller also generates signals for the transmission to provide the speed ratio based on the engine speed limit while the transmission operates in the continuously variable mode.

Vehicle engine speed control for a continuously variable transmission

A method for operating a powertrain in a hybrid vehicle is provided. The method comprises providing torque to drive the vehicle from both an electric drive and an engine, where engine torque is varied within an allowable range. When operating the engine at an edge of the range, the range may be adjusted based on conditions. In this way, it is possible to compensate for an engine that has a variable maximum torque output depending on operating conditions.

Dynamic allocation of drive torque

A control method is disclosed for maintaining a calibrated minimum load for an engine in a vehicle powertrain with an engine. The possibility of engine misfire due to low engine loads is reduced. Further, undesired high temperature of an engine exhaust gas catalytic converter due to prolonged operation of the powertrain at low engine loads is avoided.

Control method for a vehicle powertrain with protection against low load conditions

A method and system for controlling output torque of an internal combustion engine during a gearshift in an automatic shift manual transmission coupled to the engine is disclosed. The transmission includes a multiplicity of gears and a clutch actuated by a transmission control unit (TCU), which controls clutch disengagement, gear change, and clutch re-engagement. The engine includes an engine control unit in communication with the TCU. The method includes determining engine operator demanded engine torque; sending a signal to the engine control unit in response to actuation of the clutch; and, computing in the engine control unit in response to the sent clutch actuation signal and the determined engine operator demanded engine torque, a control signal for the engine, such engine, in response to such control signal changing engine torque during the gear change to substantially match demanded engine torque when the clutch is re-engaged.

Method for managing engine torque during a gear shift in an automatic shift manual transmission

A vehicle and method for controlling an engine in a vehicle are provided. A temperature of a lubricating fluid in the engine is determined, as are first and second engine speed limits. Operation of the engine at the first engine speed limit is limited to a predetermined time period when the lubricating fluid temperature is between first and second predetermined temperatures. The engine speed is at least temporarily limited to the second engine speed limit after the engine has been operated at the first engine speed limit for the predetermined time period and the lubricating fluid temperature is between the first and second predetermined temperatures.

Vehicle and method for controlling an engine

A method and system for controlling engine speed during a vehicle launch (from a rest condition to a moving condition), such vehicle having the engine is coupled to an automatic shifting manual transmission. The method comprises determining a spark timing offset based on one or more of engine speed, a time rate of engine speed, relative air charge, engine coolant temperature, accelerator pedal position, and a time rate of change of accelerator pedal position. A new spark timing is determined as the base spark timing minus the spark timing offset. By adjusting spark timing based primarily on a time rate of change of engine speed, engine speed fluctuations arising during a clutch engagement associated with vehicle launch are largely attenuated.

Engine speed control in a vehicle during a transition of such vehicle from rest to a moving condition

A system ( ) and method for determining the closed position of a throttle plate of an internal combustion engine ( ) are provided. The system ( ) includes a throttle sensor ( ), a temperature sensor ( or ), and an electronic control unit (ECU) ( ). The throttle sensor ( ) generates a signal indicative of the position of the throttle plate ( ). The temperature sensor ( or ) generates a signal indicative of the temperature of a throttle body ( ) of the engine ( ). The ECU ( ) is configured to select one of a first closed position value indicated by throttle sensor ( ) signal and a second closed position value retrieved from a memory ( ) responsive to the measured temperature. The inventive system is able to minimize inaccuracies in throttle plate position detection by eliminating errors resulting from a change in geometry between the throttle plate ( ) and the throttle body ( ) of the engine during relatively high temperatures.

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Flat Rock, MI, United States of America

Edward Badillo