Gm Global Technolgoy Operations, Inc.

Fca US LLC

Daimlerchrysler Corporation

Other

John R Bucknell

Ethan E Bayer

Drushan Mavalankar

Ayman Ismail

Norman K Bucknor

Rodney E Baker

Michael P Schmidt

David A Lawrence

Mark A Simonich

Dominique T Lester

Marc V Musial

Sangeeta Theru

John S Jackson

Darryl Muir

Alejandro Reguiero

Aymail Ismail

Stephen B Glover

Dongsuk Kum

Brian Rockwell

Michael Chapie

A power-based control system and method for an engine comprising a turbocharger involve obtaining a set of parameters that each affect exhaust gas energy and using the set of parameters to (i) determine a target mass flow into the engine and a target boost for the turbocharger to achieve a torque request, (ii) determine a target power for a compressor of the turbocharger to achieve the target engine mass flow and the target turbocharger boost, (iii) determine a target pressure ratio and a target mass exhaust flow for the turbine of the turbocharger to achieve a target turbine power equal to the target compressor power, and (iv) determine a target position of the wastegate valve to achieve the target turbine pressure ratio and mass exhaust flow, and commanding a wastegate valve to the target position.

Power-based turbocharger boost control techniques

Techniques for learning endstop position(s) of an actuator for a wastegate valve include detecting a learn condition and, in response to detecting the learn condition, performing a learn procedure for the actuator endstop position(s). The learn procedure includes commanding the actuator to a desired position past the endstop position corresponding to a fully-closed wastegate valve while rate-limiting a velocity of the actuator. When the difference reaches its maximum allowed value and the velocity falls below a fraction of its rate limit, the endstop position is learned. When the wastegate valve is requested open, the actuator is then controlled using the learned endstop position. Reference stiffness for a fully-closed wastegate valve could be obtained, and subsequent stiffness checks could then be periodically performed and, if less than the reference stiffness, a duty cycle of the actuator could be increased during open-loop control.

Position control of flow control valves near endstops

A system and method for controlling condensation formation in an engine having EGR and forced induction includes a controller for determining a water vapor mass fraction of an exhaust stream based on a water vapor mass fraction of an intake stream and water vapor from combustion. An estimated condensation temperature (CT) is determined for a current EGR level based on the water vapor mass fractions and is compared to an intake stream temperature upstream of the compressor inlet. The controller commands the current EGR level as a maximum EGR level upon determining the intake stream temperature is less than the CT, and an increase in the current EGR level upon determining the intake stream temperature is greater than the CT. An air charge temperature (ACT) of the forced induction system may be controlled based on utilizing a target ACT as the CT to be controlled by a coolant pump.

Engine condensation control system and method

A technique is provided for compensating an untrimmed oxygen (O) sensor utilized in operation of an exhaust gas recalculation (EGR) system associated with an engine. The technique includes, in one implementation, receiving a measurement from the Osensor at a known pressure, where the Osensor is positioned on an intake side of an engine system. Humidity compensation and pressure compensation are then determined for the Osensor measurement, where the pressure compensation is based in part on the humidity compensation. The EGR system is controlled using the untrimmed Osensor measurement that has been compensated for pressure and humidity.

Continuous adaptation of an intake oxygen sensor for pressure, humidity and aging

A control technique for an engine having a two-step variable valve lift system includes a controller receiving a pressure in an intake manifold of the engine from a manifold absolute pressure (MAP) sensor and a position of an EGR valve of the engine from an exhaust gas recirculation (EGR) sensor. In response to the controller detecting an upcoming HL-to-LL valve state transition, a set of airflow actuators of the engine is controlled, based on the intake manifold pressure and the EGR valve position, to generate a first torque reserve. In response to generating the first torque reserve, the controller then commands the HL-to-LL transition and depletion of the first torque reserve during the HL-to-LL transition to mitigate torque disturbance associated with this transition.

Two-step valvetrain preposition control strategy

A boost purge ejector tee arrangement is integrated into a turbocompressor associated with an engine and includes first and second passages, an inlet port and a nozzle. The first passage is formed into a housing of the turbocompressor and includes an outlet in communication with a turbocompressor inlet. The second passage is formed into the housing and includes a boost air inlet in communication with an internal outlet area of the turbocompressor and intersecting the first passage. The inlet port is associated with the housing and intersects the first passage. The nozzle is positioned in the first passage such that an outlet of the nozzle is proximate the intersection of the inlet port and first passage. During a boost mode of operation, the second passage is adapted to receive boost air flow, which flows through the nozzle thereby creating a vacuum and drawing purge through the inlet port.

Integral purge ejector tee arrangement in a turbocompressor

A control system for an engine includes first and second modules. The first module estimates a total amount of exhaust gas recirculation (EGR) in the engine, wherein the total amount of EGR includes (i) EGR within cylinders of the engine and (ii) EGR flowing through an EGR system of the engine. The second module selectively controls an overlap of intake and exhaust valve timing in the engine based on (i) a position of an EGR valve in the EGR system and (ii) a comparison of the estimated total amount of EGR in the engine and an EGR threshold.

System and method for controlling exhaust gas recirculation

A waste heat recovery system that efficiently converts waste heat from an engine coolant and an engine exhaust in a vehicle. The system includes a coolant heat exchanger that receives heat from the engine coolant, an exhaust heat exchanger that receives heat from the engine exhaust and an economizer heat exchanger. A plurality of valves control the flow of the fluid in different modes as determined by a power ratio between the heat provided by the exhaust heat exchanger and the heat provided by the coolant heat exchanger, including an economizer heat exchanger after coolant heat exchanger mode at low power ratios, where the fluid from the pump flows to the economizer heat exchanger after the coolant heat exchanger and an economizer heat exchanger before coolant heat exchanger mode at high power ratios, where the fluid from the pump flows to the economizer heat exchanger before the coolant heat exchanger.

Adaptive heat exchange architecture for optimum energy recovery in a waste heat recovery architecture

An exhaust gas treatment device is disposed in an exhaust gas treatment system and comprises a rolled metal cylinder of corrugated metal sheet having longitudinally extending passages extending axially from an inlet end to an outlet end and a conduit disposed between layers of the rolled metal cylinder and configured for circulation of a heat transfer medium therethrough, the conduit extending axially and radially the rolled metal cylinder.

Thermal management exhaust treatment device and method of manufacture

A vehicle waste heat recovery system may include a first pump, an internal combustion engine, a waste heat recovery device and a condenser. The first pump may be in fluid communication with a fluid. The internal combustion engine may be operable to power rotation of a drive axle of a vehicle and may define an engine coolant passage having an inlet in fluid communication with an outlet of the first pump. The waste heat recovery device may have an inlet in fluid communication with an outlet of the engine coolant passage. The condenser may have an inlet in fluid communication with an outlet of the waste heat recovery device and an outlet in fluid communication with an inlet of the first pump.

Vehicle waste heat recovery system and method of operation

In one exemplary embodiment of an exhaust system, the system includes an exhaust manifold in fluid communication with an internal combustion engine and a forced induction device in fluid communication with the exhaust manifold, the forced induction device including a housing. The system further includes a flow control device to control fluid communication between the forced induction device and a catalyst substrate and to control fluid communication between the exhaust manifold and the catalyst substrate.

Forced induction and exhaust system

A fluid flow valve in a cylinder head comprises a first valve end and an axially disposed second shaft end connected by a valve shaft. A first valve member is located at the first valve end and a second valve member is located axially from, and in fixed relationship to, the first valve member along the valve shaft. A valve support extends axially between and connects the first valve member and the second valve member; the valve support including an axially extending wall portion having circumferentially spaced support struts extending radially between the valve shaft and the wall portion. Fluid flow passages extend axially through the wall portion, between the circumferentially spaced support struts, wherein fluid flows simultaneously about the exterior of the wall portion and through the fluid flow passages in the wall portion when the valve member is biased to an open position.

Cylinder head for improved fluid flow performance

A method and system for controlling an engine with a supercharger includes a bypass valve control module controlling a bypass valve for the supercharger having a bypass flow area in response to a desired manifold absolute pressure, an inlet valve control module controlling an inlet throttle for a supercharger in response to a bypass flow area and a port throttle control module controlling a port throttle in response to the desired mass airflow.

System and method for controlling a supercharged engine with inlet and port throttle

A supercharged engine has a charge air intake and an engine exhaust outlet, a positive displacement supercharger connected to the air intake, a charge air and bypass control valve comprising a rotary body throttle valve including a rotary valve body, a primary air passage and a separate bypass air passage each extending through the rotary body. The primary air passage is fully open in a first rotary position of the rotary body wherein the bypass air passage is closed, and the bypass air passage is fully open in a second rotary position wherein the primary air passage is closed. Airflow through the passages varies in an inverse manner as the rotary body is rotated between the first and second positions, whereby airflow through the control valve is controlled with a single actuator movable through the full range of positions and airflow through the primary and bypass passages is inversely varied.

Integrated inlet and bypass throttle for positive-displacement supercharged engines

An engine assembly includes a vapor canister in selective fluid communication with a crankcase to store alcohol vapor when the temperature inside the crankcase causes alcohol accumulated in the crankcase to boil. The vapor canister is in selective fluid communication with an air induction system to recirculate the alcohol vapor through the engine in a metered fashion.

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Redondo Beach, CA, United States of America

John R Bucknell