Gm Global Technolgoy Operations, Inc.

Paul Alan Bauerle

Kerfegar Khurshed Katrak

Mark Henry Costin

Joseph M Stempnik

James L Worthing

John Norman Stockbridge

Marco J Gatti

Richard B Jess

Donovan L Dibble

Robert Charles Simon, Jr

Bruce A Rogers

J Oscar Aparicio, Jr

Daniel G Bolstrum

Robert J Schaller

Joseph E Ploucha

Barbara A Shuler

Vivek Mehta

Alfred E Spitza, Jr

Michael L Kociba

James T Purcell

Stephen E Colby

Christopher E Whitney

Kevin C Wong

Todd R Shupe

Timothy John Hartrey

Patrick J O'Leary

Bahram Younessi

Kevin J Storch

James T Kurnik

Mario Vincent Maiorana, Jr

Sharon L Storch

David A Stamm

Jonathan Packard

Colin A Roberts

Dennis M Bogden

Matthew Squire

Kevin T Sharples

Edward J Tully

Mingguang Yu

Allen B Rayl, Jr

David S Mathews

Layne K Wiggins

Kenneth Paul Dudek

Ning Jin

Andrew W Baur

Stuart R Smith

Thomas Eugene Bolander

Richard A Marsh

Kevin M Baltes

William Robert Mayhew

Craig J Hawkins

Michael A Kropinski

Randall S Beikmann

Michael J Pitsch

Pahngroc Oh

Cheryl A Williams

Vernon L Newhouse

Ronald W Van Diepen

Trenton W Haines

Dean G Sorrell

Herve Scelers

Ming Zhao

Anthony E Cubr

Thomas Alan Slopsema

Bryan D Lehman

Hugh S Bauer

Donald A Eveleth

Robert Francis Semrau

Jeffrey T Wolak

Helmut Oswald

Patrick James O'Leary

Todar Kuzmanov

Morgan Chemello

Alexander N Makris

Hiep T Do

Timothy J Keenan

William E Debs

Alan H Canavan

Mark T Hutchinson

Debbie L Makowske

Tracey A Bagley-Reed

Sandra J Nelson

Mahesh Balike

Ruobai Zhang

Julie S Fuller

Thomas W Odell

Brian S Schang

Michael J Vanek

David P Garrett

Charles E Rose

Anne M Lemoigne

A method for CVT low oil pressure input clutch fill compensation includesperforming a garage shift when a modeled fill pressure is equal to a commanded modeled fill pressure. Then the line pressure is checked to determine if it is less than the commanded fill pressure when performing the garage shift. If so, then the modeled fill pressure is set to the line pressure and the primary and secondary actual pulley pressures are read by sensing devices. Next, the primary and secondary commanded pulley pressures are checked to determine if they are greater than the modeled fill pressure. If so, then a first dPressure value for the flow rate model based on the lowest of the modeled fill pressure, the primary actual pulley pressure, or the secondary actual pulley pressure is determined and it is used to compensate the flow rate model.

CVT low oil pressure input clutch fill compensation

A system and method are provided for destination based energy management for a mobile platform. The provided system and method customize energy management based on user driving habits. The provided system and method for energy management leverage available mobile platform GPS data and control auxiliary mobile platform systems based on user supplied destinations.

Systems and methods for destination based energy management

Methods and systems are provided for controlling a remote start feature of an engine of a vehicle. A receiver is configured to receive a signal to initiate a remote start of the engine. A processor is coupled to the receiver, and is configured to initiate the remote start after receiving the signal; set a timer that measures an amount of time after which the remote start has been initiated, for a duration of the remote start; extend the remote start upon detection of an action by an individual proximate the vehicle before the amount of time exceeds a first predetermined threshold; and terminate the remote start after the amount of time exceeds the first predetermined threshold if no action has been detected during the duration of the remote start.

Remote start control for vehicles

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

A control system for a control module of a vehicle includes a first integrated circuit (IC) core of a primary processor that generates a first control signal using a central processing unit (CPU). A second IC core of the primary processor generates a second control signal using a second CPU and generates a remedial control signal based on the first control signal and the second control signal.

Dual core architecture of a control module of an engine

An engine control system comprises an air control module and a spark control module. The air control module controls a throttle valve based on a first desired torque when the throttle valve is in an operable state. The spark control module controls spark advance based on the first desired torque and a second desired torque when the throttle valve is in a fault state. The throttle valve is maintained in a predetermined fault position when in the fault state.

Cooridnated torque control operation with de-energized throttle

A control system according to the principles of the present disclosure includes an operation control module, a fault detection module, a remedial action module, and a reset module. The operation control module controls operation of a vehicle system. The fault detection module detects a fault in the operation control module when the operation control module fails an integrity test. The remedial action module takes a remedial action when the fault is detected. The reset module resets the operation control module when the fault is detected and the remedial action is not taken.

System and method for verifying the integrity of a safety-critical vehicle control system

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 control system for a vehicle includes an error detection module and a remedial control module. The error detection module detects whether an accelerator of the vehicle is stuck is based on vehicle speed, a position of the accelerator, and one of a pressure applied to a brake of the vehicle and a status of a parking brake of the vehicle. The remedial control module, when the accelerator is stuck, at least one of resets the position of the accelerator and decreases torque output of a powertrain system.

System and method for detecting a stuck vehicle accelerator and remedial control

A method of controlling an Extended Range Electric Vehicle (EREV) or a hybrid vehicle that includes an internal combustion engine (ICE) that is capable of automatically starting in response to a pre-defined event includes determining if the vehicle is within a pre-defined distance of a service station, determining if the ICE is running, determining if the vehicle is in an ignition on mode or in an ignition off mode, and automatically starting the ICE when the vehicle is within the pre-defined distance of the service station, the engine is not running and the ignition is in the ignition on mode to notify a service technician that the ICE is in the ignition on mode.

Service station maintenance mode for extended range electric vehicles and hybrid vehicle applications

A control system for an engine includes a control module and a resistor. The resistor is connected in series between the control module and a non-contact position sensor. The control module selectively detects a fault of the non-contact position sensor based on a voltage drop across the resistor. A method for controlling an engine includes providing a resistor connected in series between a control module and a non-contact position sensor, and selectively detecting a fault of the non-contact position sensor based on a voltage drop across the resistor.

System and method for calibration and fault detection of non-contact position sensor

A method is provided for controlling regenerative braking in a hybrid electric vehicle. The vehicle includes an energy-storage device, a motor/generator configured to retard the vehicle via regenerative braking, and a controller arranged to control regenerative braking. The method includes receiving a regenerative braking request, and detecting whether the energy-storage device is between first and second predetermined states of charge. The method additionally includes retarding the vehicle via the motor/generator and directing electrical energy from regenerative braking to an energy dissipating device, if the energy-storage device is at or above the first predetermined state of charge, or at or below the second predetermined state of charge. Furthermore, the method includes retarding the vehicle via the motor/generator and directing electrical energy from regenerative braking to the energy-storage device, if the energy-storage device is between the first and second predetermined states of charge.

Control of regenerative braking in 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

An error condition detection circuit coupled to the motor control circuit reports an error condition when actual motor operation deviates from predetermined desired motor operation. An overcurrent threshold comparator compares motor current with a threshold data value stored in a data storage register, and sets an overcurrent flag when the motor current exceeds the threshold. A current interrogation processor monitors the reported error condition and is programmed to respond to the error condition by iteratively reading the overcurrent flag and decrementing the overcurrent threshold data value by a predetermined decrement amount until the overcurrent flag becomes set. The current interrogation processor is further programmed to report the overcurrent threshold data value extant at the time the flag becomes set as an estimate of electric current.

System and method for estimating electrical current in motor control circuits to improve performance and diagnostic capability

A method for monitoring a vehicle battery includes running a timer while the vehicle and a controller are in off states. The method wakes the control module after a first time increment measured by the timer, and sets a second time increment. If needed, the method samples a first state of charge of the battery, and determines whether the battery requires charging prior to the second time increment based upon the sampled first state of charge. Determining whether the battery requires charging may include comparing the first state of charge to a threshold state of charge, or comparing to a second state of charge measured after the second time increment. A diagnostic message may be sent from the vehicle via a communications path, and, if the battery requires charging, an alert message sent to a receiving point accessible to vehicle operator.

Method of monitoring vehicle batteries

Growing community of inventors

Fenton, MI, United States of America

Paul Alan Bauerle