Tenneco Automotive Operating Company Inc.

Chrysler Corporation

Chrysler Group LLC

Tenneco Gmbh

John W Degeorge

Adam J Kotrba

Bradley R Fingland

Michael C Bradford

Howard W Krausman

Padmanabha Reddy Ettireddy

Gary K Lowe

Michael A Golin

Gang Chen

Eric A Hein

Ryan A Floyd

Timothy P Gardner

Javed Dada

Mark DeVito

Gary Binienda

Philipp Kreutziger

Robert T Forgiel

Peter G Hartman

Michael Flockert

Manuel Kluck

Harish Sivasubramanian

Mathias Hund

Adam E Pachana

An exhaust aftertreatment system may include a reductant tank, a gaseous ammonia source, an injector, first conduit and a second conduit. The injector may receive the liquid reductant from the reductant tank and the gaseous ammonia from the gaseous ammonia source and inject the liquid reductant into a stream of exhaust gas in a first mode, inject the gaseous ammonia into the stream of exhaust gas in a second mode, and both the liquid reductant and the gaseous ammonia into the stream of exhaust gas in a third mode. The first conduit may communicate liquid reductant from the reductant tank to the injector. The second conduit may communicate gaseous ammonia from the gaseous ammonia source to the injector.

Exhaust aftertreatment system with ammonia gas generator

An exhaust aftertreatment system may include a reductant tank, a reactor system, a storage tank, a first conduit and a second conduit. The reactor system may receive reductant from the reductant tank and may output a gas comprising ammonia. The storage tank may receive gas comprising ammonia from the reactor system and may store a volume of gas comprising ammonia. The first conduit may communicate gas comprising ammonia from the reactor system to a stream of exhaust gas. The first conduit may bypass the storage tank. The second conduit may communicate gas comprising ammonia from the storage tank to the stream of exhaust gas.

An exhaust aftertreatment system may include an oxidation catalyst, a soot sensor, a filter and a control module. The oxidation catalyst may be disposed in an exhaust gas passageway and may receive exhaust gas discharged from an engine. The soot sensor may be at least partially disposed in the exhaust gas passageway downstream of the oxidation catalyst. The filter may be disposed in the exhaust gas passageway downstream of the soot sensor. The control module may be in communication with the soot sensor and may determine a face-plugging condition of the oxidation catalyst based on data received from the soot sensor.

System and method for detecting face-plugging of an exhaust aftertreatment component

An aftertreatment system for treating exhaust gas discharged from a combustion engine may include a particulate filter, a reductant-injection system, an ammonia sensor and a control module. The particulate filter may be configured to filter exhaust gas discharged from the combustion engine. The reductant-injection system may be configured to inject a reductant into a stream of the exhaust gas upstream of the particulate filter. The ammonia sensor may be configured to sense a concentration of ammonia in the stream of exhaust gas downstream of the particulate filter. The control module may be in communication with the ammonia sensor and may determine a soot load of the particulate filter based on data received from the ammonia sensor.

Soot load determination system

An exhaust after-treatment system including an exhaust passage having at least a first portion and a second portion. An exhaust treatment component may be positioned within the exhaust passage between the first and second portions, and an insulating blanket insulates each of the first portion, second portion, and the exhaust treatment component. Temperature sensors may be positioned at the first portion, the second portion, the exhaust treatment component, wherein each sensor monitors the temperature at its location. A controller may have access to temperature data associated with an insulated exhaust after-treatment system, and the controller compares the monitored temperatures to the temperature data to determine whether a difference exceeding a predetermined threshold exists. If the difference exceeds a predetermined threshold, the controller outputs an error signal identifying particular portions of the exhaust system that are no longer insulated.

Exhaust treatment device insulation detection system

A system and method for controlling the regeneration of an exhaust gas particulate filter. When regeneration is initiated, an outlet temperature of an exhaust gas oxidation catalyst and an outlet temperature of the exhaust gas particulate filter are detected. As part of a closed loop non-linear temperature targeting regime, the maximum of the outlet temperature of the exhaust gas oxidation catalyst and the outlet temperature of the exhaust gas particulate filter is set as a reference temperature. A regeneration temperature target is initialized and indexed based on a profile time and the reference temperature. As part of a closed loop fuel control regime at least one hydrocarbon dosing value is determined based on an exhaust mass flow, the reference temperature, and the regeneration temperature target.

Exhaust treatment regeneration control system

A system for controlling a torque converter clutch in a vehicle powertrain includes a controller having an input for receiving powertrain operating parameter information. The controller is configured to determine a torque converter speed ratio based on the powertrain operating parameter information and to compare the speed ratio to a specified speed ratio limit. The controller is further configured to determine a target torque converter slip when the speed ratio exceeds or meets or exceeds the specified speed ratio limit; to compare the target slip with a desired slip value based on an vehicle noise, vibration or harshness (NVH) limit; and to control torque transmission of the torque converter clutch based on comparison of the target slip and the desired slip value. A method for controlling a torque converter clutch is also provided.

Torque converter clutch control

In a method for characterizing a road surface beneath a moving vehicle whose powertrain includes a torque converter coupling the engine to a driven wheel, a set of successive values for the torque converter's slip error rate is generated using filtered values for engine speed and torque converter turbine speed. The road surface characteristic is identified based on the set of slip error rate values, as through a comparison of the set with a plurality of case statements, wherein each case statement corresponds with a different road characteristic and/or general surface type. Weighted average values are calculated based on subsets of the values within the set, for use in identifying transitions from one type of surface to another, or one surface characteristic to another. Indicated slip error rates generated in response to changes in an engine torque demand request are also identified to avoid a false indication.

Method and code for determining characteristic of road surface beneath moving vehicle

A spark control method for a vehicle engine is provided for enhancing engine performance and fuel economy prior to a fully warm state. The spark control method is based on coolant temperature and engine speed while accounting for an engine position and time from the start-to-run transfer. More particularly, the methodology of the present invention initially determines if the desired spark advance is before top dead center and if the throttle is open. If so, the methodology loads engine speed and coolant temperature to the engine control unit and interpolates a spark advance multiplier value. Thereafter, the current engine position pulse is loaded and an engine position pulse multiplier is interpolated and applied to the spark advance multiplier value. Next, the time since the start-to-run transfer is loaded and a time since start-to-run transfer multiplier is interpolated and applied to the spark advance multiplier value. Finally, the spark is advanced via the spark advance multiplier value, as adjusted by the engine position pulse multiplier and the time since start-to-run transfer multiplier. Upon engine operation reaching an after top dead center condition or when the throttle is closed, the methodology of the present invention is exited and engine operation is returned to normal spark control.

Launch spark

A method of reducing vehicle component loading variations on an internal combustion engine in a motor vehicle includes the step of receiving a request to actuate a vehicle component and modifying a spark timing sequence for each spark plug of the internal combustion engine. The method also includes the step of actuating said vehicle component. The method further includes opposing a vehicle component torque generated by said actuation of said vehicle component with an adjustment of the internal combustion engine torque by reverting said modification of said spark timing sequence of each spark plug of the internal combustion engine.

Method of reducing vehicle component loading variations on an internal

A method of air conditioning compensation is disclosed for a motor vehicle having an air conditioning (AC) system with a compressor, an automatic idle speed (AIS) compensation mechanism having an AIS position and an engine control mechanism. The method includes the steps of comparing a head pressure on the compressor to a predetermined continuous curve of relative AIS position and identifying a first point on the curve of relative AIS position associated with the head pressure. The method also includes the steps of identifying a second point and a third point on the curve of relative AIS position that the first point is between and weighting the second point with respect to the first point and weighting the third point with respect to the first point. The method further includes the steps of interpolating the curve of relative AIS position using the weighted second point and the weighted third point to obtain a weighted relative AIS position, and determining if the weighted relative AIS position is equal to an AIS position target. The method still further includes the steps of updating the second point and the third point on the curve of relative AIS position if the weighted relative AIS position is not equal to an AIS position target and adjusting the AIS control mechanism when called for by the engine control mechanism.

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Michigan Center, MI, United States of America

John W Degeorge