Gm Global Technolgoy Operations, Inc.

Other

Kevin Andrew Gady

Yue-Yun Wang

Anupam Gangopadhyay

Sanjeev Manubhai Naik

Ibrahim Haskara

Min Sun

Douglas R Verner

Joseph J Moon

Yong Miao

Jun-Mo Kang

Raffaello Ardanese

Shifang Li

Scot A Douglas

Giuseppe Mazzara Bologna

Sai S V Rajagopalan

Joshua Clifford Bedford

Jason Thomas Davis

David N Hayden

Amin Abboud

Kurt Alfred Wellenkotter

Scott McLane

Yu Sun

Timo Beck

Melvin R Terechenok, Jr

A slider control module, based on a mode command: selectively extends pins into one or more slider actuators of a camshaft slider. Contact between the pins and the grooves in the slider actuator(s) during rotation of a camshaft slides the camshaft slider axially along the intake camshaft. An actual mode module: determines a last stored indicator of the mode command; commands the slider control module to extend one of the pins to slide the camshaft slider and achieve the last stored indicator of the mode command; and, based on whether the one of the pins extended in response to the command, indicates that an actual mode is either: (i) the last stored indicator of the mode command; or (ii) another mode. The mode command module updates the mode command to the actual mode.

Camshaft slider control systems and methods

An engine control module includes at least one high side driver connected to at least one intake camshaft actuator and at least one exhaust camshaft actuator. A plurality of low side drivers is connected to the at least one intake camshaft actuator and the at least one exhaust camshaft actuator. A sliding camshaft control module selectively actuates the at least one high side driver and the plurality of low side drivers based on a status associated with the at least one intake camshaft actuator and/or the at least one exhaust camshaft actuator.

Sliding CAM recovery from short to ground on actuator low side

A control system for a recirculation valve of a turbocharger includes a target boost module, a close request module, and a close delay module. The target boost module determines a target boost for the turbocharger based on a torque request. The close request module selectively generates a close request to close the recirculation valve based on the target boost. The close delay module, in response to the generation of the close request, delays closing of the recirculation valve.

Recirculation valve control systems and methods

A system according to the principles of the present disclosure includes a switching period module and at least one of a valve lift control module and a start-stop control module. The switching period module determines a switching period that elapses as a valve lift actuator of an engine switches between a first valve lift position and a second valve lift position that is different than the first lift position. The switching period begins when a measured position of the valve lift actuator corresponds to the first lift position and the switching period ends when the measured position of the valve lift actuator corresponds to the second lift position. The valve lift control module controls the valve lift actuator based on the switching period. The start-stop control module determines whether to automatically stop the engine based on the switching period.

System and method for determining an oil contamination level of an engine based on a switching period of a valve lift actuator to improve engine startups

An engine control system for a vehicle includes a target torque module that determines a target torque output of an engine based on at least one driver input. A target air per cylinder (APC) module determines a target APC for the engine based on the target torque. A target mass airflow (MAF) module determines a target MAF through a throttle valve of the engine based on the target APC, a number of activated cylinders of the engine, and a total number of cylinders of the engine. A throttle control module determines a target throttle opening based on the target MAF and controls opening of the throttle valve based on the target throttle opening.

Throttle control systems and methods for cylinder activation and deactivation

An exhaust system for a lean-burn internal combustion engine is described, and includes an injection system for injecting reductant into an exhaust gas feedstream upstream of a selective catalytic reduction device (SCR). A control method for controlling the injection system includes determining an upstream NOx gas concentration upstream of the SCR device, determining a measured downstream NOx gas concentration based upon a signal output from a sensor configured to monitor NOx gas concentration downstream of the SCR device, and determining an estimated downstream NOx gas concentration based upon an executable model. A first correlation between the upstream NOx gas concentration and the measured downstream NOx gas concentration is determined, and a second correlation between the upstream NOx gas concentration and the estimated downstream NOx gas concentration is determined. The reductant injection is controlled based upon the first and second correlations.

Method and apparatus to control reductant injection into an exhaust gas feedstream

A system includes a filtering module that filters a first signal that indicates an amount of nitrogen oxides (NOx) in exhaust gas upstream from a catalyst, and that filters a second signal that indicates amounts of NOx and ammonia (NH3) in exhaust gas downstream from the catalyst. A slip determination module determines whether NH3 is present in exhaust gas downstream from the catalyst based on a frequency response of the first and second signals.

Identifying ammonia slip conditions in a selective catalytic reduction application

A method of controlling an engine includes initiating a transition from homogenous charge compression ignition (HCCI) to spark ignited (SI) combustion mode of the engine under low load. The method includes commanding an exhaust valve actuator to increase lift of the exhaust valve to maximize expulsion of combustion chamber contents. The method also includes injecting into the combustion chamber sufficient amount of fuel after the lift of the exhaust valve was increased to generate substantially stoichiometric air-fuel ratio of the gas mixture contained in the chamber. The method also includes igniting the gas mixture after the fuel was injected into the combustion chamber to maximize combustion of the gas mixture. The method additionally includes commanding an intake camshaft phaser to change the position of the intake camshaft to a position configured for predetermined throttled SI combustion mode after the gas mixture was ignited to maximize operating efficiency of the engine.

Transition from homogeneous charge compression ignition combustion mode to spark ignited combustion

A method for controlling a turbocharger is provided. The turbocharger has a turbine operatively connected to an exhaust of an internal combustion engine, and a compressor operatively connected to an intake of the engine. The method includes determining a boost pressure command for the compressor. The boost pressure command is configured to provide sufficient combustion reactant for the engine. The method includes calculating a compressor power from the determined boost pressure command, and calculating a turbine flow from the calculated compressor power. The method commands the turbocharger to operate at the calculated turbine flow.

Turbocharger flow control

A method is disclosed for controlling a two-stage turbocharger system having low-pressure and high-pressure turbochargers in line, sequentially, with an engine. The turbochargers include a low-pressure (LP) turbine and an LP compressor, and a high-pressure (HP) turbine and an HP compressor. The LP compressor feeds the HP compressor, which feeds the engine intake. The engine exhaust feeds the HP turbine, which feeds the LP turbine. The method determines a total boost pressure, which provides combustion reactant for the engine. The method calculates an LP compressor power from the determined total boost pressure, and an LP turbine flow from the LP compressor power. The low-pressure turbocharger operates at the calculated LP turbine flow. The method calculates an HP compressor power from the determined total boost pressure, and an HP turbine flow from the HP compressor power. The high-pressure turbocharger operates at the calculated HP turbine flow.

Two-stage turbocharger flow control

A system includes an injector control module and an SCR optimization module. The injector control module controls an amount of ammonia (NH) stored in a selective catalytic reduction (SCR) catalyst to maintain a first storage level. The SCR optimization module determines whether the first storage level maximizes a conversion efficiency of the SCR catalyst at a first temperature and minimizes a probability of NHslip when the temperature of the SCR catalyst transitions from the first temperature to a second temperature. The injector control module controls the amount of NHstored in the SCR catalyst to maintain a second storage level when the second storage level maximizes the efficiency of the SCR catalyst relative to the first storage level and minimizes the probability of NHslip relative to the first storage level.

Ammonia storage set-point control for selective catalytic reduction applications

An exhaust system is provided. The exhaust system includes a first sensor that senses a level of nitrous oxide (NOx) in exhaust gas and generates a first sensor signal. A second sensor senses a level of ammonia (NH3) in the exhaust gas and generates a second sensor signal. A control module receives the first sensor signal and the second sensor signal, determines a desired reductant dosage based on the first sensor signal and the second sensor signal, and generates an injector control signal based on the desired reductant dosage.

Selective catalytic reduction device control methods and systems

An exhaust gas treatment system for an internal combustion engine is provided, having an exhaust gas conduit, a reductant source, a temperature sensor, an intake mass air flow sensor, and a control module. The exhaust gas conduit is in fluid communication with, and is configured to receive an exhaust gas from the internal combustion engine. The exhaust gas contains oxides of nitrogen ('NO'). The reductant source is in fluid communication with the exhaust gas conduit and is configured for injecting an amount of reductant that is released into the exhaust gas conduit. The temperature sensor is situated in the exhaust stream for determining a temperature of the exhaust gas at the reductant source. The intake mass air flow sensor measures an air mass flow entering the internal combustion engine. The control module is in communication with the reductant source, the temperature sensor, and the intake mass air flow sensor.

System and method for determining a maximum dose rate of reductant

A system includes a sampling module, a correlation determination module, and an injector control module. The sampling module samples first and second signals that indicate an amount of nitrogen oxides (NOx) upstream and downstream from a selective catalytic reduction (SCR) catalyst, respectively. The second signal further indicates an amount of ammonia downstream from the SCR catalyst when ammonia is released from the SCR catalyst. The correlation determination module determines an amount of correlation between the first and second signals, wherein the amount of correlation indicates a probability that ammonia is released from the SCR catalyst. The injector control module controls an amount of reducing agent injected into the exhaust gas upstream from the SCR catalyst based on the amount of correlation.

Identifying ammonia non-slip conditions in a selective catalytic reduction application

A vehicle includes an engine, an exhaust system having a selective catalytic reduction (SCR) device, a NOx sensor, and first and second controllers. The first controller compares estimated NOx levels from an SCR model to actual levels from the sensor, and updates the SCR model when the values differ from each other. The second controller evaluates an updating frequency of the SCR model, and executes a control action when the frequency is excessive. A control system includes the sensor and two controllers noted above. A method of diagnosing the exhaust system includes measuring NOx gasses downstream of the SCR device, updating the SCR model when the deviation is present between estimated and measured NOx levels, comparing estimated ammonia (NH) storage levels from the SCR model to modeled or estimated upper and lower NHstorage level boundaries to determine excessive updating, and setting a diagnostic code when excessive updating is present.

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Ypsilanti, MI, United States of America

Kevin Andrew Gady