Gm Global Technolgoy Operations, Inc.

Paul E Reinke

Steven D Stiles

Kenneth J Buslepp

Douglas E Trombley

Roger B Krieger

Edward G Groff

Robert A Bolton

Aparicio J Gomez

William Conrad Albertson

Kevin S Kidston

Rodney Brewer Rask

Richard A Marsh

Jonathan R Schwarz

Roger Joseph Rademacher

Carlene M Sienkiewicz

Albert A Miller

Kenneth G Macklem

Donald L Miles

Donald M Fenton

A method of changing an active cylinder count of an engine may include determining a vehicle vibration limit and a vehicle vibration level. The cylinder count may be modified (increased or decreased) based upon the vehicle vibration limit and the vehicle vibration level. The vehicle vibration limit may be based upon a vehicle speed, and a coolant temperature of the engine. The vehicle vibration level may be based upon at least one of a desired torque of the engine and a number of active cylinders of the engine. According to other features, the vehicle vibration level may be based upon a measured vibration level of a vehicle component.

Component vibration based cylinder deactivation control system and method

A driveline clunk control system for a vehicle having an engine that drives a driveline through a transmission includes a transmission output shaft speed (TOSS) sensor that generates a TOSS signal and a first module that receives the TOSS signal and that determines a secondary parameter (&#x394;TOSS) based on the TOSS signal. A second module detects onset of a clunk condition based on the &#x394;TOSS and a third module regulates operation of the vehicle to inhibit the clunk condition when the onset of the clunk condition is detected.

Driveline clunk detection and control

A control system for controlling a valve in a fuel system of engine including an engine airflow sensor that senses a mass engine airflow (M), a barometric pressure sensor that senses a barometric pressure (P), and an ambient temperature sensor that senses an ambient temperature (T). An actuator determination module determines an effective area (A) of the valve based on at least one of the M, the P, and the T. A duty cycle (DC) calculation module that determines a first duty cycle (DC) of the valve based on the A.

System for controlling evaporative emissions

A fuel savings informational system is provided for implementation on an alternative fuel vehicle the operation of which may be characterized by a first plurality of fixed parameters and a second plurality of variable parameters. The system compares the fuel consumption of the alternative fuel vehicle to that of a virtual comparison vehicle characterized by a third plurality of fixed parameters, and comprises a plurality of sensors for monitoring the second plurality and a processor coupled thereto. The processor is configured to recall the first and third pluralities, capture data corresponding to the second plurality, and determine the fuel consumption of the alternative fuel vehicle from the second plurality. The processor is further configured to estimate the fuel consumption of the comparison vehicle from the first, second, and third pluralities, and compare the fuel consumption of the alternative fuel vehicle to the estimated fuel consumption of the comparison vehicle.

Apparatus and method for comparing the fuel consumption of an alternative fuel vehicle with that of a traditionally fueled comparison vehicle

A powertrain control method applied to a lean burn engine coupled to a continuously variable transmission for minimizing engine out emissions selects one or more control parameters from a plurality of parameters that may be precisely controlled to provide for acceptable powertrain control with minimized emissions. Lean burn engine operation is maintained under low brake mean effective pressure conditions by modulating powertrain output power through transmission drive ratio variation. Fuel and air per cylinder may further be varied with the drive ratio when low emissions can be provided with minimum sacrifice to fuel economy. Lean burn operation is suspended under high brake mean effective pressure conditions by driving air/fuel ratio toward the stoichiometric ratio to exploit the efficiency of an included three-way catalytic treatment device while lowering engine speed to stabilize combustion.

Integrated control of a lean burn engine and a continuously variable

An engine control system is disclosed for reducing the hydrocarbon content in the exhaust gas of a crankcase scavenged, two-stroke engine in the operating range near idle, with light operator induced engine loading. As operator demand for engine output power is increased, the system increases the fuel per cylinder supplied to the engine while restricting the supplied mass of air per cylinder to a value less than that flowing at unloaded engine idle.

Fuel control of a two-stroke engine with over-center throttle body

A method is described for controlling the injection of fuel in a direct injected, multi-cylinder internal combustion engine, to smooth transients in engine output torque associated with a deceleration fuel cut-off mode of engine operation. This is accomplished by detecting engine operating conditions that call for the initiation of a transition associated with the decelaration fuel cut-off engine operating mode. In response to the detected operating conditions, a transitional period is initiated, during which the injection of fuel into a varying portion of engine cylinders is then interrupted. When the transitional period is associated with entry into the deceleration fuel cut-off mode, the injection of fuel to a progressively increasing number of cylinders is interrupted. When the transitional period is associated with recovery from the deceleration fuel cut-off mode, the injection of fuel to a progressively decreasing number of engine cylinders is interrupted. The rate of entry into the fuel cut-off mode is preferably fixed, while the rate of receovery is determined in accordance with the position of an engine control element for adjusting the amount of torque developed at the engine output. Alternatively, the rate of recovery may be determined by the maximum rate of positional change of the engine control element.

Control of engine fuel injection during transitional periods associated

A method is described for increasing engine braking, when a crankcase scavenged two-stroke engine is operated in a deceleration fuel cut-off mode. In response to the detection of operating conditions indicating engine operation in the deceleration fuel cut-off mode, the quantity of air inducted into the engine is decreased, for a predetermined period of time. After this period of time elapses, the quantity of air inducted into the engine is then increased. This is preferably accomplished by regulating the degree of opening of a throttle valve disposed within the engine air intake system. The initial closing of the throttle valve restricts air flow through the engine for a predetermined time, to maintain efficient catalyst operating temperatures in the engine exhaust system. During extended operation in the deceleration fuel cut-off mode, the throttle valve is opened, after the lapse of the predetermined time, to increase the quantity of air inducted by the engine. This results in increased engine braking, due to the additional work that must be performed in compressing the larger quantity of inducted air.

Method for controlling a crankcase scavenged two-stroke engine during

The mass of air available for combustion within a cylinder of a crankcase scavenged two-stroke engine is obtained by estimating the mass of air trapped within a crankcase chamber, prior to its transfer to the associated cylinder combustion chamber. The estimate for air mass is derived from the product of pressure of the air in the crankcase chamber and the crankcase chamber volume at a selected engine cycle position during that portion of the engine cycle when the air is trapped and undergoes compression within the crankcase chamber divided by a factor containing the trapped air temperature at the selected engine cycle position.

Method and means for determining air mass in a crankcase scavenged

Combinations of split and valved exhaust ports are provided in a ported two cycle engine with divided emission control system to provide better control of the division of exhaust gas flow to the two converters.

Two cycle engine catalytic emission control

A two-stroke cycle spark ignition cylinder fuel injection engine is provided with an exhaust emission control system that separately treats hot blowdown gases and uses the hot treated gases to warm the scavenging gases for further treatment. Various exhaust gas separation concepts are described for use in separating the blowdown and scavenging portions of the exhaust gas discharged from the cylinder exhaust ports.

Two cycle engine with exhaust emission control

A method and apparatus are described for determining the mass of air available for combustion within a cylinder of a crankcase scavenged two-cycle engine, without the use of a mass-air flow sensor. This is achieved by estimating the mass of air under compression within a crankcase chamber, prior to its transfer to a cylinder combustion chamber. The estimate for air mass is based upon the integration of crankcase pressure over the interval of decreasing crankcase volume, while air within the crankcase is under compression. The volume of the air within the crankcase chamber is derived as a function of engine cycle position, with crankcase air temperature being derived as a function of intake air temperature. Air pressure during compression is monitored with a crankcase pressure sensor. The estimate for air mass is corrected to account for air leakage and incomplete transfer of the air between the crankcase and combustion chambers.

An engine control system is disclosed for reducing the hydrocarbon content in exhaust gas from a crankcase scavenged, two-stroke engine in the operating range near idle, with light operator induced engine loading. As operator demand for engine output power is increased, the control system increases the fuel per cylinder delivered to the engine, while restricting the supplied mass of air per cylinder to a value less than or equal to that flowing at unloaded engine idle.

Emission control system for a crankcase scavenged two-stroke engine

A method and means are described for determining the mass of air available for combustion within a cylinder of a crankcase scavenged two-cycle engine, without the use of a mass-air flow sensor. This is achieved by estimating the mass of air under compression within a crancase chamber, prior to its transfer to the cylinder combustion chamber. The estimate for air mass is based upon the integration of crankcase pressure over the interval of decreasing crankcase volume, while air within the crankcase is under compression. The volume of the air within the crankcase chamber is derived as a function of engine cycle position, with crankcase air temperature being derived as a function of intake air temperature. Air pressure during compression is monitored with a crankcase pressure sensor. The estimate for air mass is corrected to account for air leakage and incomplete transfer of the air between the crankcase and combustion chambers.

A pneumatic direct cylinder fuel injection system for an internal combustion engine includes a pneumatic injector for each cylinder so as to supply a pressurized air/fuel charge to an associate stratified charge chamber forming a part of the associate combustion chamber preferably during the compression stroke of the associate piston, the quantity of fuel being supplied by an electromagnetic fuel injector. The pressurized air for the system can be supplied by an electrical or engine driven air pump or preferably the engine itself can be used as an air compressor with each cylinder having an air source control valve operatively associated therewith to control the flow of pressurized air during the compression stroke of the piston in its associate cylinder.

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Rochester, MI, United States of America

Paul E Reinke