Gm Global Technolgoy Operations, Inc.

Kevin J Storch

Alfred E Spitza, Jr

Kerfegar Khurshed Katrak

Paul Alan Bauerle

David R Staley

Donovan L Dibble

Morena Bruno

Richard H Clutz

William Conrad Albertson

Paul G Otanez

Vijay A Ramappan

Michael Livshiz

Jeffrey M Kaiser

Allen B Rayl, Jr

Halim G Santoso

Yiran Hu

Robert Charles Simon, Jr

David S Mathews

Mike M McDonald

Daniel G Brennan

Kevin C Wong

Mark D Carr

Bryan K Pryor

Louis A Avallone

Adam J Heisel

Krunal P Patel

Gregory J York

Bahram Younessi

Jason Thomas Davis

Michael Glenn Diaz

Roberto Argolini

Ryan Z Goode

Jacob M Knueven

Nathaniel S Michaluk

Richard L Tiberg

Timothy J Braman

Matthew Yard

Colin A Roberts

Robert Paul Black

William S Beggs

Bala K Murthy

Michael J Svestka

Eric S Kaufman

Lawrence O Murray

Terrence E Connolly

Colin S Yager

A method of operating a vehicle includes a vehicle controller receiving an operator-input vehicle control command with an associated torque request, and identifying any propulsion actuator constraints that limit a brake torque capacity available from the vehicle powertrain. Using the propulsion actuator constraint(s) and torque request, the controller determines a propulsion brake torque distribution for the vehicle's road wheels and a maximum brake torque capacity for the powertrain actuator(s). A first brake torque request is determined using the propulsion brake torque distribution and a vehicle control mode of the powertrain system, and a second brake torque request is determined using the maximum brake torque capacity and the vehicle control mode. A friction brake torque command is determined by arbitrating between the first and second brake torque requests. The vehicle controller transmits the friction brake torque command to the friction brake system and a powertrain brake command to the powertrain actuator(s).

Intelligent vehicles and control logic for brake torque request estimation for cooperative brake system control

A powertrain assembly has multiple torque actuators. The assembly includes a first controller configured to control a first torque actuator and a second controller configured to control a second torque actuator. The first controller is configured to receive a signal from an input sensor and convert the signal into a torque demand. The second controller is configured to receive the torque demand from the first controller and determine respective optimal torque allocations for the first and second torque actuators based on the torque demand and a plurality of optimization factors. The first controller includes a processor and tangible, non-transitory memory on which is recorded instructions for executing a method of controlling the multiple torque actuators across the at least two controllers via a dynamic look-up table. The dynamic look-up table is populated by a plurality of stored torque production allocation values based on a respective plurality of torque requests.

Control of multiple torque actuators across at least two controllers in a powertrain assembly

A control system includes an oil pump module and a diagnostic module. The oil pump module, based on engine operating conditions, selectively generates a first mode request signal to initiate a first transition from operating an oil pump of an engine in one of a first pressure mode and a second pressure mode to operating the oil pump in another one of the first pressure mode and the second pressure mode. The second pressure mode is different from the first pressure mode. The diagnostic module, based on when a driver starts the engine, selectively generates a second mode request signal to initiate consecutive transitions from operating the oil pump in the second pressure mode to operating the oil pump in the first pressure mode. The diagnostic module diagnoses a pump fault when a first oil pressure change associated with the consecutive transitions is less than a first predetermined pressure change.

Control and diagnostic systems for a variable capacity engine oil pump and an engine oil pressure sensor

An engine control system comprises a driver input module, a cylinder actuation module, and an active fuel management (AFM) module. The driver input module generates a fuel saver mode (FSM) signal having a first state based upon a driver input. The cylinder actuation module selectively disables at least one of a plurality of cylinders of an engine based upon a deactivation signal having a first state. The AFM module generates the deactivation signal based on at least one engine parameter and at least one threshold. The at least one threshold is modified when the FSM signal has the first state.

Engine control system for increased vehicle fuel economy

An oil circulating control system for an engine includes an engine speed module and a mode selection module. The engine speed module determines a speed of the engine. The mode selection module is configured to select a first pressure mode and a second pressure mode of an oil pump of the engine for the speed. The selection module selects one of the first pressure mode and the second pressure mode based on at least one mode request signal. The mode selection module signals a solenoid valve of a variable oil pressure circuit of the oil pump to transition to a first position when operating in the first pressure mode and to a second position when operating in the second pressure mode.

Control systems for a variable capacity engine oil pump

A control system may include an adsorber bypass evaluation module, an adsorber bypass control module and an engine operation control module. The adsorber bypass evaluation module may evaluate a bypass closing criterion of a hydrocarbon adsorber bypass passage in an engine exhaust gas treatment device after an engine key-on condition. The adsorber bypass control module may be in communication with the adsorber bypass evaluation module and may close the hydrocarbon adsorber bypass passage after the key-on condition when the bypass closing criterion meets a predetermined condition. The engine operation control module may be in communication with the adsorber bypass control module and may start the engine after the closing.

Cold start hydrocarbon emission reduction control strategy for active hydrocarbon adsorber

An engine controller diagnostic system includes a cylinder identification (ID) comparison module and a synchronization diagnostic module. The cylinder ID comparison module compares a first cylinder ID associated with a first controller with a second cylinder ID associated with a second controller. The synchronization diagnostic module determines a synchronization status of the first controller based on a comparison between the first cylinder ID and the second cylinder ID.

Synchronization diagnostic systems and methods for engine controllers

An engine control module determining an alcohol compensated fuel consumption value includes an alcohol percent module that determines an alcohol percent in fuel and a fuel mass module that determines a mass of the fuel. The engine control module also includes a fuel volume module that calculates a volume of the fuel based on the mass of the fuel, a density of the fuel, and the alcohol percent.

Ethanol compensated fuel density for fuel consumed calculation

A torque control system for regulating operation of a displacement on demand engine that is operable in an activated mode and a deactivated mode includes a throttle that regulates air flow into the engine and a cam phaser that regulates a torque output of the engine. A first module determines a throttle area based on a desired deactivated manifold absolute pressure (MAP) and a desired mass air flow (MAF) and a second module determines a desired cam phaser position based on an engine speed and a transitional air per cylinder (APC) that is determined based on one of a desired deactivated APC and desired activated APC. A third module generates a throttle control signal to control the throttle based on the throttle area and a fourth module generates a cam phaser control signal to control the cam phaser based on the desired cam phaser position.

CAM phaser and DOD coordination for engine torque control

An engine control system for monitoring torque increase during cylinder deactivation for a displacement on demand (DOD) engine includes a throttle and a controller. The controller adjusts a preload of the throttle prior to a cylinder deactivation event and determines whether a DOD fault is present during the cylinder deactivation event. The controller one of operates the engine without the preload in the deactivated mode and switches the engine back to the activated mode if the fault is present for a predetermined time. The controller cancels the preload if the DOD fault is present and resets the preload if the predetermined period has not expired. The DOD fault includes one of an engine speed fault, a transmission gear fault and a fueled cylinder fault.

Displacement on demand fault indication

An engine control system and method monitors torque increase during cylinder deactivation for a displacement on demand engine. A timer is started at cylinder deactivation. A controller adjusts throttle position and determines whether cylinder deactivation completes within a predetermined time. The controller adjusts throttle position based on the status of an enable condition. The controller determines if engine speed and vehicle acceleration are each within a threshold. The controller operates the throttle in a preload operating mode if the enable condition is met and operates the throttle in a normal operating mode if the enable condition is not met.

Displacement on demand with throttle preload security methodology

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Brighton, MI, United States of America

Kevin J Storch