Motorola Corporation

Eaton Corporation

Temic Automotive of North America, Inc.

Robert W Deutsch

Robert Martinsons

Koushun Sun

Steven L Plee

Marvin L Lynch

Stephen A Edelen

Jeffrey D Naber

David Frankowski

Alan J Chewter

James W Kopec

John H Aseltine

Frank Karim

David O Potter

Stephen G Oller

Matthew H Henry

Scott A Robb

Herbert B Stocker

Gregory A Feucht

Christopher D DeSalvo

Daniel D Prochaska, Sr

Monroe Goble

A method and system for identifying a phase in an internal combustion engine () is disclosed. The internal combustion engine may include an even number of cylinders and is fitted with at least one sensor. In one embodiment, the method includes measuring a state of the internal combustion engine using the at least one sensor. The method may further include calculating a deviation of the state from an expected set of values, and determining the phase of the internal combustion engine, based on the deviation.

Method and system for identifying phase in an internal combustion engine

An apparatus and method for operating a plurality of valves in an engine uses valve actuators to move each valve. Accelerometers are used to detect acceleration of the valves and particularly the moment when they seat. A knock sensor detects an acoustic impulse made by the valves when they seat. A controller correlates signals from the sensor and accelerometers, wherein a signal from the sensor that correlates in time with a signal from an accelerometer indicates seating of the respective valve, which indicates a closure of the respective valve. The controller measures a magnitude of the acoustic impulse to be used as feedback in controlling the operation of the respective valve actuator, and provide softer landings of the valve.

Valve operation in an internal combustion engine

A special dual fuel method and system is provided to enhance vehicle performance and fuel consumption as well as to accommodate a smooth transition when operating the engine on different fuels, such as gasoline or liquified petroleum gas (LPG). When the engine is operated on a different fuel, a filtered oxygen (O ) signal is transmitted to an engine control unit (ECU) which can regulate operation of the gasoline shutoff valve and an LPG valve and responds to the filtered O signal and the type of fuel, i.e. mode of operation, selected for the dual fuel engine.

Dual fuel method and system

An apparatus, and a corresponding method, measures reciprocating engine performance based on torque output of the engine. This is accomplished by observing positional behavior of a rotating member driven by the engine. The apparatus includes a measurement device (129) that provides an acceleration signal (116) indicative of acceleration of the rotating member (101). A gated ACCEL-DECEL device (126) provides a gated acceleration signal (141 ), dependent on the acceleration signal (116) gated by an accumulate enable flag (138) corresponding to a first span (120) of rotary position of the rotating member (101 ). An accumulation device (143) accumulates the gated acceleration signal (141 ), and provides an accumulated result (149) dependent thereon. This accumulated result is a variable indicative of the reciprocating engine's performance.

Apparatus and method for measuring reciprocating engine performance

The present invention encompasses an ignition system with an ignition dwell signal (207) having charge and discharge states for driving at least one energy storage device (105) and at least one spark plug (103). This system applies an essentially periodic switching device (107, 209, 211, 215) for discharging excess energy in the energy storage device (105).

Ignition system

In applications involving automotive engines and transmissions that are controlled by an electronic controller (13) in response to inputs from a sensor (20), the sensor (e.g., temperature sensor, accellerometer, etc.) is enclosed in the same housing that contains the electronic controller, and the housing is preferably mounted directly on the engine (or transmission). The housing acts as the medium for transmitting information concerning a measured parameter from the engine (or transmission) to the sensor.

Automotive control unit with internal sensor

Measurement of fluid flow (or other fluid parameter) through a solenoid-actuated valve (12), and/or measurement of nominal operation of the valve itself, is achieved in one embodiment by modifying the amplitude of flyback pulses (48) generated by the solenoid. The degree of modification preferably varies with the value of the sensed information, and the modified flyback pulses are processed to extract that information from diagnostic and/or control purposes. In another embodiment, a variable impedance is established in the path of the solenoid's recirculation current. For a fraction of the solenoid's recirculation period, the impedance is caused to vary as a function of the value of the sensed information. For the remainder of the recirculation period, the value of the impedance is greatly reduced to maintain the recirculating current at a relatively high level.

Solenoid controller with flyback pulses useful for diagnostics and/or

A method and apparatus is disclosed for controlling the duration of ionization of spark plugs in an internal combustion engine. Generally, the ionization times of the spark plugs are individually measured and compared against a reference ionization time to develop an error signal representing an undesired deviation from the reference ionization time. Then, the duration of current dwell time in the engine's ignition coil is adjusted so as to change ionization time and reduce the size of the error signal.

Ionization control for automotive ignition system

Fuel is sequentially injected directly into each cylinder of a an engine that has at least three cylinders. Then, an ignition potential is applied to all cylinders simultaneously, but at an angle that ensures that only a selected one of the cylinders experiences combustion. This technique is repeated for each remaining cylinder, so as to fire one cylinder at a time even through an ignition potential is applied to all cylinders simultaneously.

Simplified ignition system for multi-cylinder engines

An improved electronic position sensor assembly and engine control system is provided in which two sensing elements in a dual sensor provide separate, independent position signals related to multi-cylinder engine cycle position by sensing the angular position of a engine-rotated slotted wheel. The sensing elements provide identical sensing signals shifted from each other by a predetermined angular amount. In response to the simultaneous occurrence of a pulse by both sensing elements, a first reference signal identifying a reference cylinder is provided for controlling electronic distribution of either spark timing and/or fuel injection signals to the various engine cylinders. In response to one of the sensing elements producing a pulse which has a predetermined longer duration than a preceding produced pulse, a second reference signal is produced indicative of top-dead center engine cylinder cycle position for one of the cylinders. In response to detecting a fault in one of the position signals produced by said sensing elements, a switch selects the other of said sensing elements for utilization in producing said second reference signal, and a substitute reference signal means provides a substitute first reference signal. A less expensive and more reliable engine position sensor assembly and engine control system is provided since proper system operation is maintained despite a fault in one of said sensing signals.

Electronic position sensor assembly and engine control system

Engine crankshaft speed signal, comprising pulses produced by a toothed wheel and sensor, has portions monitored to develop separate instantaneous cylinder associated power output vector signals for each engine cylinder. Engine knock is detected by comparing actual variations in each cylinder power signal with expected variations. Each vector cylinder power signal is multiplied by different first and second weighting vector signals to provide first and second scalar signals indicative of cylinder performance with respect to first and second different cylinder performance criteria, respectively. These scaler signals are compared to each other and a balancing of cylinder power is achieved by adjusting the amount of fuel delivered to each individual cylinder. Preferably, fuel adjustment is implemented such that the average fuel delivered to the cylinders prior to adjustment, determined in accordance with exhaust pollution level, will equal the average fuel delivered after adjustment. Knock detection is provided without using any additionall knock sensor since the existing crankshaft speed sensor signal is used. The generated individual cylinder power vector signals, by use of different weighting vectors, allow detection of several different faults or other performance criteria for each cylinder. Balancing cylinder power is achieved while fuel consumption is maintained in accordance with desired exhaust pollution levels.

System for monitoring and/or controlling multiple cylinder engine

Diagnostic fault test system and circuit sequentially tests a plurality of drivers (12) and their associated solenoid loads (13). Control signals (PM, SM) are provided to the drivers by a computer controller (11) to achieve desired solenoid actuation. The controller temporarily alters the control signals such that all of the drivers are forced into an on or off state for a first time period (t.sub.A or t.sub.B). After a delay (t.sub.Don or t.sub.Doff) a signal (V.sub.M) associated with each driver stage is monitored to determine if the driver and its load are operating properly. Then the controller resumes normal control of the drivers. The duration of the forced on/off state is short enough so as not to cause a change in the actuated/nonactuated state of the solenoid loads. Each monitored signal from the driver is sequentially compared to a high and low threshold (50, 51) to indicate either proper operation or the identification of one of two different types of fault which may occur. Drivers are preferably tested in both on and off states for proper operation and identification of a total of four different possible faults. Present system allows rapid testing of all drivers and their loads by use of a common transient setting delay time. Accuracy is improved since driver switching during fault monitoring is not permitted. Fewer components are needed since a single comparator (18) is used to sequentially compare each monitored signal for each driver with both high and low thresholds. Also, an indication of what type of fault is provided rather than just providing an indication that some fault exists.

Diagnostic fault test system and circuit

Disclosed is an electronic shaft synchronization system. The system employs a proportional integral controller for controlling the speed offset between two shafts approaching synchronization. The speed offset is determined by calculating an error signal representative of the shaft speed differences. Means for measuring the quality of the error signal is provided to allow the integrator to be initialized once the error signal reaches a first threshold. By initializing the integrator in this manner, the typical delay problem experienced with such integration is alleviated to allow a substantially faster synchronization between the shafts.

Servo control system for transmission shaft speed control

A self-calibrating sensor system is disclosed wherein a processing circuit, normally including an amplifier, receives the output of at least one sensor to develop a processed sensor signal. To compensate for errors (gain error, etc.) in the processing circuit, the preferred embodiment includes a microprocessor which senses certain signals developed by the processing circuit, computes correction factors based on the sensed signals, and then modifies the processed sensor signal so as to substantially eliminate the effect of the errors.

Auto-calibrated sensor system

A vehicle electronic transmission control system (10) having a servo control loop is disclosed. During the selection of a new gear, a countershaft (27) and transmission input drive shaft (13) are declutched from an engine crankshaft (11) and decoupled from a transmission output shaft (15). An error signal e is calculated representative of the difference between a desired speed related to input shaft speed (w.sub.1) and actual output shaft speed (w.sub.2). The error signal e is utilized to provide a servo control signal C having a first proportional term related to the square of the error signal, but having the polarity of the error signal, a second term related to the integral of the error signal multiplied by the absolute magnitude of the error signal and a third term related to the derivative of the error signal. The signal C determines a pulse width modulation drive signal for either a speed-up slip clutch mechanism (61) or a brake slip clutch mechanism (71) which together control the speed of the countershaft (27) to bring this shaft into proper synchronous relationship with respect to the transmission output shaft (15). When this synchronous relationship is achieved, by virtue of the error signal e being approximately zero, a blocking solenoid (22) is released to permit manual selection of the newly desired gear relationship between the input and output transmission shafts. Subsequently, a master clutch (14) is released which couples the engine crankshaft to the vehicle axle shaft via the present transmission system. By utilizing the absolute magnitude of the error signal as a multiplier M for the proportional and integral terms of the control signal C, a rapid transient response is obtained for synchronizing the input and output transmission shafts and overshoot is minimized.

Growing community of inventors

Sugar Grove, IL, United States of America

Robert W Deutsch