International Engine Intellectual Property Company, LLC

International Engine Intellectual Company LLC

Rogelio Rodriguez

Adam C Lack

Tashmin Lopa

Luis Carlos Cattani

John R Zagone

Balmes Tejeda

Jeremy Grant Schipper

David M Hsia

Daniel Cornelius

Elias P Soupos

Michael Beyene

Priyankar S Balekai

Ravi Rayala

Dileep Khadilkar

Ly V Tran

Michael Uchanski

Shree C Kanchanavally

Jer Sheng Chen

James R Cigler

Chethana Bhasham

Smitha Vempaty

Adam Lack

A method of setting actuator position of a variable geometry turbine linked to drive a compressor for a compression ignition engine using exhaust gas recirculation. The method includes detecting an engine transient event; determining current mass air flow through the compressor and exhaust temperature; resetting variable geometry turbine position to maximize mass air flow through the compressor; adding the maximum allowable quantity of fuel; determining exhaust temperature increase; adjusting exhaust pressure to allow an increase in mass air flow and exhaust temperature; and returning to the resetting step until a limit is reached.

Control method for variable geometry exhaust turbine

A system for operating a vehicle equipped with an automatic transmission and a vehicle road speed limiter (RSL) which is programmable to limit the maximum vehicle speed for a given transmission gear includes at least on controller. The at least one controller is operable, when the speed limiter (RSL) is active, to determine if the vehicle is operating in a shuttle shifting range based on the current status of preselected operating parameters. When the vehicle is operating in a shuttle shifting range, the at least one controller is operable to control transmission operation to prevent shifting under conditions where shifting would otherwise normally occur.

System and method for controlling a transmission

A motor vehicle has wheels on which it travels, a powertrain delivering propulsion torque to at least some of the wheels propel the vehicle, and a service brake system having service brakes. When the service brakes are applied by a service brake actuator, braking torque is applied to at least some wheels. A first device provides data representing a velocity that correlates with velocity of the vehicle, and a second device associated with the actuator provides data that distinguishes between application and non-application of the service brakes by the actuator. A processor monitors data from the first and second devices and processes the monitored data to provide a data output when the first device has disclosed velocity change indicative of the service brakes having been applied without the second device having disclosed that the service brakes have been applied.

System and method for indicating apparent vehicle service brake application without apparent operation of service brack actuator

An EGR control method to prevent condensation within the EGR system uses a temperature sensor signal from an EGR cooler exhaust gas outlet to model or estimate exhaust manifold gas temperature upstream of the cooler. If the estimated exhaust manifold gas temperature falls below a predetermined level, the engine control system closes or partially closes the EGR control valve to stop EGR flow through the cooler and the EGR valve.

EMG temp signal model based on EGRC out temp for EGR system anti-fouling protection

An engine processor () processes data for inferring temperature of exhaust gas at an exhaust manifold () of an internal combustion engine () whose exhaust system () contains an after-treatment device () for treating exhaust gas and a sensor () for providing data for temperature of exhaust gas entering the after-treatment device. The processor processes data from the sensor and other data to infer temperature of exhaust gas at the exhaust manifold by executing an algorithm (FIGS.and) that models temperature of exhaust gas at the exhaust manifold as a function of data from the sensor and the other data, including certain constants, certain geometry of the exhaust system, and certain variables related to operation of the engine.

Model for inferring temperature of exhaust gas at an exhaust manifold using temperature measured at entrance of a diesel oxidation catalyst

A first fuel value (FL_Signal) indicative of the quantity of fuel presently in a fuel tank () and a second fuel value (FL_LOW_THLD) representing a quantity of fuel in the tank at which a maximum Injection Control Pressure (ICP) limit should be changed are processed by a processor (). When the result of the processing discloses that the second fuel value is less than the first fuel value, the maximum ICP limit is reduced from a greater value (ICPC_NORMAL_LMX) to a lesser value (ICPC_FL_LMX).

High pressure oil limit based on fuel level to protect fuel injectors

Torque being produced by a turbocharged internal combustion engine () during acceleration under load is calculated by processing () a value for actual boost MAP and a value MAP_NOMINAL selected from a map () that contains data values for boost that would prevail during steady state engine operation at a respective speed with the engine developing a respective torque. The selection is made using engine speed N and estimated torque TQI_SP that possesses some inaccuracy due to some disparity between the data value for actual boost and the data value selected from the map. The selection yields a boost disparity value that is used along with the estimated torque to select from a torque map () a value for calculated torque that provides a better correlation with actual torque than does the estimated torque during acceleration.

Method and system for calculating brake torque produced by a turbocharged engine

A motor vehicle engine () has a glow plug system () for aiding combustion of fuel in combustion chambers of the engine when the engine is cold and an ignition switch () is operated to crank the engine. A first circuit signals the cold start aid to commence operation of the cold start aid in anticipation of engine starting. A second circuit indicates a fault in the cold start aid. A third circuit, that includes a warning signal device (), activates the warning signal device to inform a driver of the vehicle of the indicated fault upon the first circuit having signaled the cold start aid to commence operation and the second circuit having indicated a fault in the cold start aid.

Engine cold start aid malfunction alert

An internal combustion engine fuel system applies injection control pressure to fuel injectors () to force fuel into combustion chambers (). A processor of a control system () develops data values for injection control pressure set-point (ICPCT13) representing desired injection control pressure and evaluates () the injection control pressure set-point data values for compliance with an allowable dynamic range defined by a data value for a minimum dynamic limit correlated with engine speed (N) from a function generator () and a data value for a maximum dynamic limit correlated with engine temperature (EOT) from a function generator (). The processor limits the data value of desired injection control pressure that is subsequently processed to control injection control pressure applied by the fuel system to the fuel injectors to the allowable dynamic range.

Dynamic fuel injection control pressure set-point limits

Desired engine fueling data FQLMFDTQL is processed by a derivative variable time function () embodied in an algorithm to develop a data value EGRMFDDER representing the time derivative of desired fueling. The algorithm comprises certain selectable parameters (EGRDTS, EGRMFDKF, EGRMFDKD). An iteration of the algorithm includes processing FQLMFDTQL according to a first function (A) to yield a first data value and according to a second function (B) to yield a second data value. A third function (C) subtracts the second data value from the first to yield a data value for the time derivative that forms one input to a map (). A second input to the map is a data value for mass airflow (MAFGMS). The map provides data for calculating the set point of an EGR valve (). The invention provides improved control of EGR during fueling transients.

Controlling an engine operating parameter during transients in a control data input by selection of the time interval for calculating the derivative of the control data input

Fault monitor () for error input (ICPCERR) to closed-loop control () of an engine function, such as a control pressure for a fuel system (). Error input is derived from the desired and actual data values for the function. An integration function integrates the absolute value of the input data value () during a time interval defined by a timing function () to provide an integrated data value. A comparison function () compares the integrated data value and a data value ICPCOBDERR defining a fault indication.

Error integrator for closed-loop fault detection in an engine control system

A schedule () correlates data values of closed-loop gain (KP, KI) with engine temperature values (EOT) and engine speed values (N). A control strategy develops a data value (ICPC_DES) representing desired injector control pressure (ICP) set-point, processes ICPC_DES and a data value (ICP_MPA) representing actual ICP to develop ICP error data value (ICP_ERR) for closed-loop P-I control () of actual ICP. Data values for closed-loop proportional and integral gains are obtained from the schedule based on measured engine temperature and measured engine speed. ICP become less subject to undesirable fluctuations that might otherwise change fuel injection quantity in ways detrimental to attainment of desired tailpipe emission objectives.

Map-scheduled gains for closed-loop control of fuel injection pressure

A method for servicing a motor vehicle () with an electronic service tool () that is placed in bi-directional data communication with an electrical system in the vehicle. With the vehicle's motor not running, but with electric power being applied to the vehicle's electrical system, tool () is updated by transmitting from the vehicle to the tool, set data containing a current set of vehicle-related parameters stored in the vehicle. With the motor running, the vehicle is serviced with the tool using the set data transmitted to update the tool.

Method for updating an electronic service tool

A control system ( ) for controlling the extent to which a valve ( ) selectively by-passes exhaust flow around one of two turbines ( T, T) in an engine exhaust system ( ). A desired set-point (TCBC_DES) and the actual set-point of operation of the valve are used to develop a set-point error for closed-loop control of the actual set-point. A data value for closed-loop gain is selected from a schedule ( ) based on engine speed and fueling. The selected data value of closed-loop gain and the set-point error data value are used to create a data value for a closed-loop output (TCBC_DTY_PIF) that is used to create a data value for a final output for forcing the actual set-point to the desired set-point.

Exhaust gas control in an engine having a two-stage turbocharger

An engine control system ( ) and method for improving stability of engine running speed when torque subtractions (TTS) from gross torque change while the engine ( ) is running at a constant speed, such as at low idle speed. Engine speed error data (Nerror) is processed according to one or more control functions ( ) each having gain determined by the torque subtraction data value via function generators ( ) to develop fueling adjustment data (P-FGT, I-FGT, D-FGT) for compensating desired engine fueling (MFDES) for the torque subtraction data (TTS).

Growing community of inventors

Plainfield, IL, United States of America

Rogelio Rodriguez