Gm Global Technolgoy Operations, Inc.

Other

James L Worthing

Paul Alan Bauerle

Richard B Jess

Goro Tamai

Christopher E Whitney

Lan Wang

Joseph M Stempnik

Birendra P Bhattarai

Kerfegar Khurshed Katrak

Michael Livshiz

John Norman Stockbridge

Zhong Wang

Jeffrey M Kaiser

William Leonard Aldrich, Iii

Mark Henry Costin

Layne K Wiggins

Ning Jin

Joseph E Ploucha

Timothy John Hartrey

Michael L Kociba

Bruce A Rogers

Daniel G Bolstrum

Robert J Schaller

Anthony H Heap

William R Cawthorne

Wenbo Wang

Donovan L Dibble

Robert Charles Simon, Jr

Stephen Paul Levijoki

Leonard G Wozniak

Todd R Shupe

Tony T Hoang

Douglas J Babcock

Patrick J O'Leary

John L Lahti

Vivek Mehta

Marco J Gatti

Cheryl A Williams

Alfred E Spitza, Jr

Jinchun Peng

Bharath Pattipati

Thomas Richard Durkin

Donald D Crites

Zhong Li

J Oscar Aparicio, Jr

John A Jacobs

Mark A Zerbini

Sharon L Storch

Enrico Tropschug

Lyle E Hamilton

James T Purcell

Timothy L Gibbs

Daniel P Laurent

Katie C Bonasse

Edward J Tully

Brian D Essenmacher

Robert D Peavyhouse

Michael Kappaz

Martin Weber

Damon Grimwood

A method for controlling engine torque in a vehicle during a default throttle condition includes determining whether a throttle of the engine is in a default throttle condition, determining whether the engine is producing more torque than desired if the throttle of the engine is in the default throttle condition, and applying an accessory load to the engine if the engine is producing more torque than desired in the default throttle condition.

Method and controller for engine torque control in a vehicle during a default throttle condition

A propulsion system, control system, and method are provided that use model predictive control to generate an initial selected engine output torque value. A minimum torque limit is determined by selecting a minimum acceptable engine output torque. A maximum torque limit is determined by selecting a maximum acceptable engine output torque. A desired engine output torque value is set as: a) the minimum torque limit, if the initial selected engine output torque value is less than the minimum torque limit; b) the maximum torque limit, if the initial selected engine output torque value is greater than the maximum torque limit; or c) the initial selected engine output torque value, if the initial selected engine output torque value is neither greater than the maximum torque limit nor less than the minimum torque limit.

Torque security of MPC-based powertrain control

An engine control system for a vehicle comprises a torque module and a drag request evaluation module. The torque module controls torque output of an engine based on a driver torque request and increases the torque output based on a wheel drag torque request generated based on a driven wheel speed. The drag request evaluation module disables the increase of the torque output when the driven wheel speed is greater than an undriven wheel speed by more than a predetermined speed.

Drag torque request security diagnostic systems and methods

A system according to the principles of the present disclosure includes a desired throttle area module, a correction factor module, a throttle control module, and an airflow compensation diagnostic module. The desired throttle area module determines a desired throttle area based on a driver input. The correction factor module determines a throttle area correction factor based on a difference between an estimated intake airflow and a measured intake airflow to compensate for a decrease in the measured intake airflow due to a flow restriction. The throttle control module determines a desired throttle position based on the desired throttle area and the throttle area correction factor. The airflow compensation diagnostic module diagnoses a fault in an amount of intake airflow compensation based on the throttle area correction factor.

System and method for diagnosing a fault in a throttle area correction that compensates for intake airflow restrictions

An engine control system according to the principles of the present disclosure includes a manifold air pressure (MAP) determination module, a boost control module, and a throttle control module. The MAP determination module determines a desired MAP based on a driver torque request. The boost control module controls a boost device based on the desired MAP and a basic boost pressure. The boost device is actuated using boost pressure and the boost pressure is insufficient to actuate the boost device when the boost pressure is less than the basic boost pressure. The throttle control module controls a throttle valve based on the desired MAP and the basic boost pressure.

Control system and method for coordinating throttle and boost

An engine control system includes a coordinated torque control (CTC) module, a diagnostic module, and an actuator limiting module. The CTC module determines a first position for a throttle valve of a spark-ignition, internal combustion engine and controls opening of the throttle valve based on the first position. The diagnostic module selectively diagnoses an engine shutdown fault and disables the control of the opening of the throttle valve based on the first position when the engine shutdown fault is diagnosed. The actuator limiting module determines a second position for the throttle valve based on an accelerator pedal position, selects a lesser one of the first and second positions, and selectively limits the opening of the throttle valve to the lesser one of the first second positions when the engine shutdown fault is diagnosed.

Primary torque actuator control systems and methods

A system for a vehicle includes a desired mass air flowrate (MAF) module and a desired effective area module. The desired MAF module generates a desired MAF through a throttle valve of an engine based on an engine torque request. The desired effective area module generates a desired effective area of the throttle valve based on a throttle inlet air pressure (TIAP) and the desired MAF. A throttle actuator module adjusts opening of the throttle valve based on the desired effective area.

Pre-throttle pressure control systems and methods

A hybrid controller for controlling a hybrid vehicle is set forth. The hybrid vehicle has an engine, an electric motor and an engine controller determining a crankshaft torque. The hybrid controller includes an optimization module determining an electric motor torque, determining an engine torque and communicating the engine torque from the hybrid controller to the engine controller. The hybrid controller also includes a motor control module controlling the electric motor based on the electric motor torque.

Method and system for controlling a hybrid vehicle

A control system includes an error module, a selection module, a control module, and a hysteresis module. The error module determines an error value based on a difference between a desired position and a measured position of one of a throttle valve and an exhaust gas recirculation (EGR) valve of a vehicle. The selection module sets a control value equal to one of the error value and zero based on a comparison of the error value and a hysteresis value. The control module generates a control signal based on the desired position and the control value and actuates the one of the throttle valve and the EGR valve using the control signal. The hysteresis module selectively varies the hysteresis value.

Dynamic hysteresis control systems and methods

A control method for an engine of a vehicle includes generating a brake value indicative of an operating condition of a brake system of the vehicle, and selectively adjusting one of a fuel control value of the engine and a fuel adjustment diagnostic value for the engine based on the brake value. In the method, a mass of fuel delivered to the engine is based on the fuel control value, and a diagnostic result indicative of lean operation of the engine is based on the fuel adjustment diagnostic value. The brake operating condition is selected from a group including a state of operation, a pedal displacement, an actuation period, a fluid operating pressure, and a power assist pressure. The fuel control value is provided.

Vehicle fuel control based on vacuum-assisted brake component actuation

A hybrid powertrain and a method of controlling a throttle in an engine of the hybrid powertrain are provided. A throttle system has a throttle at an optimal position for the engine to power a first motor/generator when an electric throttle motor is de-energized to minimize current consumption by the throttle motor. The electric throttle motor is energizable to adjust the position of the throttle. A biasing member biases the throttle to a default position when the electric throttle motor is not energized. The hybrid powertrain has a first motor/generator operatively connected to the engine, and a second motor/generator operatively connected to the generator and operable for providing output power. The engine is operable in a predetermined optimal state to provide power to the generator for powering the first motor/generator. The throttle is at a predetermined position when the engine is in the predetermined optimal state.

Hybrid powertrain with electronic throttle and method of controlling throttle position

An engine control system comprises a derivative module and a slip remediation module. The derivative module determines a mathematical derivative of a driven wheel speed of a vehicle. The slip remediation module, when the mathematical derivative is more negative than a predetermined deceleration, at least one of disables regenerative braking being performed by one or more electric motors, increases an axle torque request, and unlocks a torque converter.

Negative wheel slip control systems and methods

An engine control system comprises a pedal torque request module, a filtering module, a selection module, and an arbitration module. The pedal torque request module determines a first pedal torque request at a first time and determines a second pedal torque request at a second time. The first time is before the second time. The filtering module determines a filtered pedal torque request based on the first pedal torque request, the second pedal torque request, and a filter coefficient. The selection module selects one of the second pedal torque request and the filtered pedal torque request. The arbitration module arbitrates between at least one driver torque request and the selected one of the second pedal torque request and the filtered pedal torque request, outputs a raw driver request based on a result of the arbitration, and controls at least one engine actuator based on the raw driver request.

Accelerator pedal torque request systems and methods

A method and controller for operating cruise control in a vehicle having an engine with active fuel management (AFM) is provided. Adaptive scaler values can be determined based on a cylinder deactivation signal and calibrated scaler values. Cruise control commands can be calculated based on the adaptive scaler values. A speed of the vehicle can be controlled based on the cruise control commands.

Cruise control and active fuel management (AFM) interaction

A system for an engine with a turbocharger system includes a rate determination module, a limiting rate selection module, a throttle inlet absolute pressure (TIAP) calculation module, and a throttle control module. The rate determination module generates a pressure rate value based on a pressure difference between a current TIAP signal from a TIAP sensor and a previous TIAP signal. The limiting rate selection module selects a limiting rate based on the pressure rate value. The TIAP calculation module generates a calculated TIAP signal based on the limiting rate and the current TIAP signal. The throttle control module generates a throttle control signal based on the calculated TIAP signal and actuates an inlet throttle valve of the engine based on the throttle control signal.

Air pressure control systems and methods for turbocharger systems

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Munith, MI, United States of America

James L Worthing