Gm Global Technolgoy Operations, Inc.

George M Claypole

Gregory A Major

Mark D Nemesh

Lawrence P Ziehr

Eugene Victor Gonze

Gregory Paul Prior

Sunil M Chhaya

Michael J Kutcher

Keith R Kabel

Michael J Paratore, Jr

Khwaja M Rahman

James Michio Nagashima

Chang H Kim

Terence G Ward

Brian L Spohn

Richard A Marsh

Christopher A Kinser

Yue-Ming Chen

Paul S Lombardo

Rolf B Karlsson

Daniel B Glassford

Douglas Lee Wickham

Michael J Miller

Bruce Edward Zemke

Garvin Gentry

Richard D Starr

Milos Stakich

Cheuk S Ng

Chris J Karras

Gregory M Major

Arindam Dasgupta

A coolant control system of a vehicle includes a target pressure module and a thermostat valve control module. The target pressure module determines a target pressure of coolant in a coolant path between a thermostat valve and at least one of an engine oil heat exchanger and a transmission fluid heat exchanger. The thermostat valve control module closes the thermostat valve and blocks coolant flow out of an engine when a temperature of coolant within the engine is less than a predetermined temperature. When the temperature is greater than the predetermined temperature, the thermostat valve control module controls opening of the thermostat valve to the coolant path based on the target pressure.

Coolant control systems and methods for warming engine oil and transmission fluid

In one embodiment, a method for controlling nitrogen oxides in an exhaust gas received by an exhaust system, the exhaust system including a first selective catalytic reduction device, an exhaust gas heat recovery device and a second selective catalytic reduction device is provided. The method includes flowing the exhaust gas from an internal combustion engine into the first selective catalytic reduction device, receiving the exhaust gas from the first selective catalytic reduction device into the exhaust gas heat recovery device and directing the exhaust gas to a heat exchanger in the exhaust gas heat recovery device based on a temperature of the internal combustion engine proximate moving engine components. The method includes adsorbing nitrogen oxides from the exhaust gas via a nitrogen oxide adsorbing catalyst disposed in the heat exchanger and flowing the exhaust gas from the exhaust gas heat recovery device into the second selective catalytic reduction device.

System and method for exhaust gas aftertreatment

A method for conditioning an energy storage system for a vehicle located in a geographic area includes the steps of obtaining data pertaining to an external temperature of the geographic area, measuring a temperature of the energy storage system, heating the energy storage system if the temperature is less than a first predetermined threshold, and cooling the energy storage system if the temperature is greater than a second predetermined threshold. The first predetermined threshold is dependent upon the external temperature. The second predetermined threshold is also dependent upon the external temperature.

Methods and systems for conditioning energy storage systems of vehicles

The method for thermal management of a battery can include vehicle systems to control the thermal input to the battery and a dedicated battery thermal management system. The battery thermal management system includes transferring battery heat to coolant flowing in a circuit, if ambient air temperature is greater than the battery temperature, using an evaporator/chiller to transfer heat from the coolant to a refrigerant, using a condenser to transfer heat from the refrigerant to the coolant, and using a radiator to transfer heat from the coolant to ambient air; and if coolant can be maintained in the reference temperature range without using a heat source or refrigerant, using a radiator to transfer heat from the coolant to the ambient air.

Temperature control of a vehicle battery

An exhaust heat recovery system (EHRS) for a vehicle is operable to direct exhaust heat to a vehicle transmission under certain operating conditions. In some embodiments, the EHRS may also direct exhaust heat to a heater for vehicle passenger compartment. Preferably, the EHRS is controllable to manage available exhaust heat according to vehicle operating conditions, by prioritizing the heat flow among the engine, the transmission, and the vehicle heater. The EHRS may also operate in a bypass mode during which exhaust heat is not directed to the engine, the transmission or the vehicle heater. A method of managing exhaust heat recovery on a vehicle having an EHRS is also provided.

Vehicle exhaust heat recovery system and method of managing exhaust heat

A method of operating a vehicle including an engine, a transmission, an exhaust gas heat recovery (EGHR) heat exchanger, and an oil-to-water heat exchanger providing selective heat-exchange communication between the engine and transmission. The method includes controlling a two-way valve, which is configured to be set to one of an engine position and a transmission position. The engine position allows heat-exchange communication between the EGHR heat exchanger and the engine, but does not allow heat-exchange communication between the EGHR heat exchanger and the oil-to-water heat exchanger. The transmission position allows heat-exchange communication between the EGHR heat exchanger, the oil-to-water heat exchanger, and the engine. The method also includes monitoring an ambient air temperature and comparing the monitored ambient air temperature to a predetermined cold ambient temperature. If the monitored ambient air temperature is greater than the predetermined cold ambient temperature, the two-way valve is set to the transmission position.

Method for controlling exhaust gas heat recovery systems in vehicles

An exhaust heat recovery system (EHRS) for a vehicle is provided that is operable to direct coolant heated by exhaust heat to a vehicle transmission under certain operating conditions after the engine is adequately heated by the exhaust heat and without further heating the engine with the exhaust heat. Thus, recovery of exhaust heat is increased as the transmission is heated to a higher operating temperature than the engine using the heated coolant. The EHRS may also operate in a bypass mode during which exhaust heat is not directed to the engine or the transmission. A method of managing exhaust heat is also provided.

Exhaust heat recovery for transmission warm-up

An integrated high and moderate temperature cooling system both for an internal combustion engine and for auxiliary vehicle components requiring cooling. The integrated cooling system shares a coolant, yet the shared coolant is stratified to retain thermal identity between the portion of the coolant used for engine cooling and the portion of the coolant used for auxiliary vehicle components cooling. A shared coolant reservoir is used; preferably a shared heat exchanger, and optionally a common coolant pump may also be used.

Integrated vehicle cooling system

The present invention concerns a method for pre-cooling the passenger compartment of an automotive vehicle. The vehicle includes at least one electrically actuatable window and a HVAC system having at least a controller, a blower, a passenger compartment temperature sensor, and a HVAC ducting leading to the passenger compartment. The controller and the blower are connected to a vehicle battery. The method includes determining the passenger compartment temperature and comparing the temperature to a first predetermined value; cycling an blower inlet to an outside air intake position and operating the blower to provide pressurized air to the passenger compartment if the passenger compartment temperature is greater than the first predetermined value; opening the vehicle windows; comparing the passenger compartment temperature to a second predetermined value; and stopping operation of the blower when the passenger compartment temperature drops below the second predetermined value.

Method for pre-cooling automotive vehicle passenger compartment

An air separator for low flow rate coolant systems which removes air from the liquid coolant thereof. The air separator is a closed canister having a bottom wall, a top wall at a gravitationally high location with respect to the bottom wall, and a sidewall sealingly therebetween. A coolant inlet is at the sidewall, a pump outlet is at the bottom wall and a coolant reservoir outlet is at the top wall. The coolant reservoir outlet is connected to a coolant reservoir gravitationally elevated with respect to the canister. A much larger cross-sectional area per unit length of the canister relative to the piping results in a coolant dwell time in the canister that encourages coolant air bubbles to migrate toward the coolant reservoir.

Air separator for low flow rate cooling systems

Methods and apparatus are provided for determining when vehicle powertrain torque is being used to substantially maintain a vehicle at a substantially zero speed on a graded surface, and to shift the supplied torque from the powertrain to another vehicle system or component. A vehicle controller determines that the powertrain system is supplying a hold torque, which has a magnitude sufficient to substantially maintain the vehicle at a substantially zero speed on the graded surface. A brake torque at a magnitude at least equivalent to the hold torque is automatically applied from the vehicle brake system to thereby maintain the vehicle at the substantially zero speed. Thus, the powertrain system can remove the torque it is supplying to hold the vehicle at the substantially zero speed.

System and method for maintaining a vehicle at zero speed on a graded surface

A wheel motor traction assembly configured for use on a light duty vehicle adaptable for electric traction. The wheel motor traction assembly includes a wheel, a brake disc operatively connected to the wheel, a motor operatively connected to the wheel and a motor housing operatively connected to the motor. The motor housing has structural connectors for steering and suspension systems on a vehicle chassis and has a brake caliper operatively connected thereto. A parking brake caliper may also be connected to the motor housing for connection to a parking brake cable on the chassis. The motor housing is configured to bear vehicle chassis loads as the motor housing structurally interconnects the wheel to the chassis through the structural connectors.

Wheel motor system

An improved control method for a dual mode compressor drive arrangement selectively operates an electric machine coupled to the compressor as a motor or a generator during operation of an engine coupled to the compressor for improved efficiency and performance. The machine is operated as a generator to increase the available power for vehicle electrical loads when compressor operation is not needed or when the engine is driving the compressor. Conversely, the machine is operated as a motor to drive the compressor under heavy engine loading or when the engine speed is outside a desired operating range defined in terms of compressor speed.

Control method for a dual mode compressor drive system

A system and method of optimizing fuel economy for an automobile is provided. Driver torque request input data is received and is accumulated over a period of time to generate accumulated torque request data. Torque data is extracted from the accumulated torque request data. The torque data is processed to generate driver habit data from the torque data. The driver habit data is stored and used to optimize fuel economy.

System and method of providing optimal fuel economy for automobiles

An integrated thermal and exhaust management unit for a vehicle comprises a housing defining a chamber and having an inlet through which engine exhaust gas flows. A fuel-fired heater is adjacent to the housing and is operable to heat the engine exhaust gas flowing through the chamber. A catalytic converter is adjacent to and in downstream flow communication with the chamber for catalyzing the engine exhaust gas flowing therethrough. An exhaust gas heat recovery unit is radially adjacent to and in downstream flow communication with the catalytic converter for exchanging exhaust gas heat to liquid heat for transferring to heat-requiring areas of the vehicle. A controller controls the operation of the management unit whereby the fuel-fired heater is powered if the catalyst temperature is less than a catalyst light-off temperature for efficient treatment of vehicle emissions. The exhaust gas heat recovery unit is only powered if the catalyst temperature is at or above the light-off temperature and there are heat-requiring areas in the vehicle.

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Fenton, MI, United States of America

George M Claypole