Chrysler Corporation

Fca US LLC

Other

Glen E Tallarek

William B Blomquist

Gary D Dawson

Roland T Richardson

Christopher P Thomas

Gregory T Weber

Joseph B Adams

Mark E Hope

John E Letcher

Gregory J Dykstra

Michael T Vincent

John R Jaye

Russell J Wakeman

Scott E Henson

Michael R Teets

Francis M Fodale

Dhaval D Shah

Craig A Brunstetter

Brian John Nelson

Thomas A Sharp

Regina M Cook

Paul J Fitzgerald

Michael S Boggess

Keith B Pletta

Paul J Luft

Vivek Venkatachalam

A diagnostic system for a crankcase ventilation system of a boosted engine includes a pressure sensor (i) disposed in-line along a make-up air (MUA) hose of the crankcase ventilation system and (ii) configured to measure a pressure in the MUA hose, the MUA hose connecting an induction system of the engine to a crankcase of the engine. The diagnostic system also includes a controller configured to: detect a mild acceleration operating condition of the engine; and in response to detecting the mild acceleration operating condition: obtain a plurality of pressure samples based on the measured pressure by the pressure sensor, compare the plurality of pressure samples to a fault threshold indicative of a disconnected MUA hose, and based on the comparing, generate a fault signal indicative of a disconnected MUA hose.

Techniques for detecting a disconnected engine air hose using an in-line pressure sensor

A fuel supply system with an accumulator that allows for the accumulation of fuel at a pressure greater than the nominal operating pressure of the fuel supply system. The accumulation of fuel allows for less frequent fuel pump operation and therefore a reduction in overall fuel consumption of an engine.

Fuel supply system with accumulator

In accordance with an aspect of the present disclosure, an electrical system for an automotive vehicle has an electrical generating machine and a battery. A set point voltage, which sets an output voltage of the electrical generating machine, is set by an electronic control unit (ECU). The ECU selects one of a plurality of control modes for controlling the alternator based on an operating state of the vehicle as determined from vehicle operating parameters. The ECU selects a range for the set point voltage based on the selected control mode and then sets the set point voltage within the range based on feedback parameters for that control mode. In an aspect, the control modes include a trickle charge mode and battery charge current is the feedback parameter and the ECU controls the set point voltage within the range to maintain a predetermined battery charge current.

Alternator control for battery charging

A method for controlling the duty cycle of a pulse width modulated (PWM) output signal applied to a field winding of an alternator of a motor vehicle. The PWM signal is generated from a controller associated with a vehicle engine to control the output current from a vehicle alternator during engine operation. The method involves determining a desired duty cycle for the PWM signal to be applied to the field winding of the alternator. The method then involves determining the PWM signal's 'ON' and 'OFF' pattern to deliver the desired duty cycle. This is accomplished by adding the value corresponding to the desired duty cycle to a running sum value. The PWM signal to the alternator is turned 'ON' if the new running sum value exceeds or is equal to 100. One-hundred is then subtracted from the running sum value before it is stored. However, if the new running sum value is less than 100, then the PWM signal is turned 'OFF' and the new running sum value is then stored without subtracting 100. On the next cycle, the desired duty cycle is again added to the presently stored running sum value to produce a new value which is again checked to determine if it is greater than or equal to 100, and the above steps are repeated. The method provides better control over the duty cycle of the PWM signal which contributes to a more steady-state output of the alternator and better response to brief electrical impulses experienced by the alternator as a result of activation of various electrical subsystems of a vehicle at low engine idle speeds.

Method of delivering a diffuse duty cycle

A method of regulating voltage output from an alternator of a vehicle charging system is provided in response to transient alternator loads during idle speed operating conditions. The method comprises the steps of: (a) delivering a first alternator field control signal to the alternator; (b) detecting an impulse electrical load based on a variation in battery voltage; and (c) gradually increasing the alternator field control signal duty-cycle over a time period, such that the time period is based on the magnitude of the alternator field control signal duty-cycle, with respect to a maximum alternator field control signal duty-cycle, and based on the engine rotational speed of the vehicle, thereby regulating voltage output and torque load of the alternator. More specifically, the variation in battery voltage is the difference between a measured battery voltage and an average delta battery voltage, where the average delta battery voltage is indicative of the change in battery voltage over a period in time, and the duty-cycle of the alternator field control signal is incremented by a predefined amount until it reaches a maximum value or until a calculated average battery voltage is substantially equal to a predefined voltage regulator set point value. In addition, the first alternator field control signal is delayed for a preliminary period after the step of detecting a variation in battery voltage to minimize battery voltage drop.

Method of controlling an automotive charging system in response to

A method of leak detection for an evaporative emission control system during periods of low engine vacuum includes the steps of pulsing a leak detection pump at a predetermined rate and determining whether engine vacuum level is low. The method also includes the steps of maintaining pressurization of the evaporative emission control system if the engine vacuum level is low, maintaining pressurization behind a vapor canister vent valve if the engine vacuum level is low, and detecting for leaks in the evaporative emission control system after a normal engine vacuum level is attained.

Method of leak detection during low engine vacuum for an evaporative

According to the present invention, a system for controlling a runner system in an internal combustion engine is provided which optimizes the available torque output over a broad range of engine speeds. The system generally includes opening or closing a short runner bypass valve system according to changes in engine speed. More particularly, the method comprises sensing a speed of an engine, determining a current open/closed mode of a short runner bypass valve system, calculating a time to a short runner bypass valve system switch point, including compensating for a time period required to switch between open and closed modes, and switching the short runner bypass valve open/closed mode at a given time if the current open/closed mode is not equal to a desired mode.

Method to control a short runner bypass valve in the intake manifold of

A method of de-pressurizing an evaporative emission control system includes the steps of pulsing a leak detection pump at a predetermined rate and purging accumulated vapors from a vapor canister. The method also includes the steps of determining whether a last pump period is greater than or equal to a predetermined system de-pressurization mode pump period and continuing the method if the last pump period is less than the system de-pressurization mode pump period.

Method of de-pressurizing an evaporative emission control system

A method of leak detection for an evaporative emission control system to determine if a leak is present in a portion of the system includes the steps of energizing a leak detection pump to close a canister vent control valve of the system and pressurize the system, and determining whether a possible pinched line of the system has occurred.

Method of leak detection for an evaporative emission control system

A method of checking for purge flow in an evaporative emission control system includes the steps of determining if there is a fault in a leak detection pump, de-energizing the leak detection pump if there is a fault, and determining the state of a leak detection pump switch. The method also includes the steps of concluding a pump switch closed state if the pump switch is not opened, concluding a pump switch opened state if the pump switch is not closed, and monitoring a purge duty cycle until the evaporative emission control system is depressurized.

Method of checking for purge flow in an evaporative emission control

A method of pinched line detection for an evaporative emission control system to determine if a pinched line is present within the system includes the steps of pulsing a leak detection pump at a predetermined rate and determining if a last pump period is less than a predetermined possible pinched line period limit. The method also includes the steps of concluding a possible pinched line if the last pump period is not less than the possible pinched line period limit and concluding that there is not a possible pinched line if the last pump period is greater than or equal to the possible pinched line period limit.

Method of pinched line detection for an evaporative emission control

A method of testing an evaporative emission control system to determine if the evaporative emission control system has reached a predetermined pressure includes the steps of pulsing a leak detection pump at a predetermined rate and determining if a last pump period is greater than or equal to a predetermined test mode period threshold. The method also includes the steps of pressurizing the evaporative emission control system if the last pump period is less than a test mode period threshold and continuing the method if the last pump period is equal to or greater than the test mode period threshold.

Method of testing an evaporative emission control system

A method of throttle fuel lean-out for an internal combustion engine including the steps of sensing a throttle position of a throttle for the engine with a throttle position sensor, calculating a delta throttle value based on the sensed throttle position, determining whether the engine is in a throttle deceleration condition based on the calculated delta throttle value, linearizing the change in throttle position with respect to absolute throttle position and engine speed if the engine is in a throttle deceleration condition, calculating a throttle deceleration fuel lean-out multiplier value based on the linearized change in throttle position, and applying the calculated throttle deceleration fuel lean-out multiplier value to a fuel pulsewidth value of fuel injectors for the engine and reducing the amount of fuel injected into the engine by the fuel injectors.

Method of throttle fuel lean-out for internal combustion engines

A method of load and speed modifying on fuel lean-out for an internal combustion engine includes the steps of sensing a speed of the engine, determining an engine speed modifier as a function of current sensed engine speed, sensing a manifold absolute pressure (MAP) of an intake manifold of the engine, determining an engine load modifier as a function of current sensed MAP, adding the determined engine speed modifier and engine load modifier together to yield a speed/load modifier, and applying the speed/load modifier value to a fuel pulsewidth value of fuel injectors for the engine and reducing the amount of fuel injected into the engine by the fuel injectors.

Method of load and speed modifying on fuel lean-out for internal

A method of averaging coolant temperature for an internal combustion engine in an automotive vehicle includes the steps of sensing coolant temperature of the engine based on an output signal of a coolant temperature sensor, determining an initial value of coolant temperature based on the output signal from the coolant temperature sensor, storing the determined initial value as an initial coolant temperature value (CLTMP1) and as an averaged coolant temperature value (AVCT), periodically updating the AVCT value, and using the AVCT value to control the output of fuel injectors of the engine.

Growing community of inventors

Grosse Pointe Woods, MI, United States of America

Glen E Tallarek