Fca US LLC

Daimlerchrysler Corporation

Chrysler Group LLC

Other

Roger C Sager

James J Daley

Joseph M Dekar

William B Blomquist

Steven C Wante

Ronald A Yannone, Jr

Luis Del Rio

Christopher G Hadre

Matthew M Delleree

Scott E Henson

Jeffrey P Wuttke

Stephanie R Beck

Anthony N Gorney

Mark L Lott

Paul J Gregor

Edward E Baker

Aikaterini Tsahalou

Nithin Baradwaj

Russell J Wakeman

Michael T Vincent

Gregg T Black

Chris J Booms

Daniel E Hornback

Wei-Jun Yang

Thomas H Pruett

Adam Fleischman

Joshua P Macchiavello

Brian L Terwedo

Matthew T Bartlett

David R Pedro

Jeff Brand

David P Ploucha

Thomas W Stephens

Ryan M Sturgeon

Mohammed N Akhtar

Joseph M

Richard J Carnaghi

Craig Keighron

Jennifer Bartaszewicz

Aurora J White

Ruoming Gu

Robert L Roy

Derek R Robson

Jospeh B Unsworth

Daniel H Edmund

Michael R Grote

Akshaya Srinivasan

Frederick A Gibb

A method of rationalizing operation of a vehicle wheel speed sensor is provided. The method includes the steps of receiving an output signal from a longitudinal accelerometer, receiving an output signal from a wheel speed sensor, determining whether an acceleration event exists based on the output signal from the longitudinal accelerometer, evaluating the wheel speed sensor output signal during the acceleration event, and determining whether the wheel speed sensor signal exceeds a set threshold value during the acceleration event.

Method of wheel speed sensor rationalization with a longitudinal accelerometer

A method for controlling driveline torque on an electrified powertrain based on obstacle detection is provided. The electrified powertrain includes a first eMotor, a second eMotor and an internal combustion engine (ICE). An obstacle is detected proximate to the vehicle. A proximity signal is communicated to a first torque module that determines a first torque limit. A road surface is detected. A traction limit signal is communicated to a second torque module that determines a second torque limit. A road curvature is detected. A curvature signal is communicated to a third torque module that determines a third torque limit. A safety tolerance is determined based on the first, second and third torque limit. A first torque request is communicated to the ICE. A second torque request is communicated to the first eMotor. A third torque request is communicated to the second eMotor.

Method for controlling vehicle powertrain based on obstacle detection

A vehicle includes a component coated with a pollutant reduction catalyst configured to remove pollutants from a flow of air over the component, a catalyst temperature sensor coupled to the component, a general temperature sensor, a vehicle speed sensor, and an active grille shutter (AGS) system having a plurality of movable grille shutters. A controller is configured to determine an efficiency of the pollutant reduction catalyst based on signals from the catalyst temperature sensor, the general temperature sensor, the vehicle speed sensor, and the AGS system.

System and method to monitor coated radiator

An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with an oxygen sensor disposed downstream of the bypass catalytic converter. The emissions control system performs a diagnostic of the bypass catalytic converter, by the controller, including (i) monitoring signals from the downstream oxygen sensor for a predetermined time period during an engine cold start condition, (ii) determining a curve plotting oxygen content at the downstream oxygen sensor over the predetermined time period, based on the signals from the downstream oxygen sensor, (iii) determining a number of times the curve crosses a predetermined setpoint over the predetermined time period, and (iv) comparing the number to a predetermined threshold to determine if the bypass catalytic converter has failed.

Vehicle bypass catalyst diagnostic system

An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with an oxygen sensor disposed downstream of the bypass catalytic converter. The emissions control system performs a diagnostic of the bypass catalytic converter, by the controller, including (i) monitoring signals from the downstream oxygen sensor for a predetermined time period during an engine cold start condition, (ii) determining a curve plotting oxygen content at the downstream oxygen sensor over the predetermined time period, based on the signals from the downstream oxygen sensor, (iii) calculating an accumulated area under the curve over the predetermined time period, and (iv) comparing the calculated accumulated area to a predetermined threshold to determine if the bypass catalytic converter has failed.

An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass catalytic converter. An emissions control system includes a controller in signal communication with a first oxygen sensor disposed upstream of the bypass catalytic converter, and a second oxygen sensor disposed downstream of the bypass catalytic converter. The emissions control system performs a diagnostic of the bypass catalytic converter, including (i) monitoring signals from the first and second oxygen sensors for a predetermined time period during an engine cold start condition, (ii) determining a signal average of the first oxygen sensor (iii) determining a signal average of the second oxygen sensor, (iv) determining a difference between the signal averages of the first and second oxygen sensors, and (v) comparing the difference to a predetermined threshold to determine if the bypass catalytic converter has failed.

An internal combustion engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with a first oxygen sensor disposed upstream of the bypass catalytic converter, and a second oxygen sensor disposed downstream. The emissions control system performs a diagnostic of the bypass catalytic converter, by the controller, including (i) monitoring signals from the first and second oxygen sensors for a predetermined time period during an engine cold start condition, (ii) determining a ratio of oxygen content at the second oxygen to the first oxygen sensor based on the signals from the first and second oxygen sensors, and (iii) comparing the determined ratio to a predetermined threshold ratio to determine if the bypass catalytic converter has failed.

An engine system includes an internal combustion engine, a main exhaust aftertreatment system with a main catalytic converter, and a light-off catalyst bypass system with a bypass passage and a bypass catalytic converter. An emissions control system includes a controller in signal communication with a first temperature sensor disposed upstream of the bypass catalytic converter, and a second temperature sensor disposed downstream of the bypass catalytic converter. The emissions control system performs a diagnostic of the bypass catalytic converter, including (i) monitoring signals from the first and second temperature sensors for a predetermined time period during an engine cold start condition, (ii) determining a temperature of an inlet of the bypass catalytic converter, (iii) determining a temperature of an outlet of the bypass catalytic converter, and (iv) comparing the bypass catalytic converter outlet temperature to the bypass catalytic converter inlet temperature to determine if the bypass catalytic converter has failed.

An automatic engine stop-start (ESS) system for a vehicle with an internal combustion engine includes a brake pedal, a gear shifter configured to shift a transmission between park, reverse, neutral, and drive, and a controller. The controller is configured to command an ESS engine stop when the gear shifter is in drive, the vehicle is stopped, and the brake pedal is pressed, prevent an ESS engine restart when the gear shifter is shifted from drive to park, and provide, when the ESS engine restart is prevented, a warning notification to a driver that the engine is keyed-on.

Engine start/stop system for park conditions

An evaporative emissions (EVAP) system for an engine of a vehicle includes an ion sensing system configured to measure a fuel/air ratio (FAR) within cylinders of the engine and a controller configured to, during an engine cold start period, perform open-loop lambda control of the engine including obtaining, from the ion sensing system, the measured FAR within the cylinders of the engine, comparing the measured FAR within the cylinders of the engine to a target FAR within cylinders of the engine, and based on the comparing, adjusting operation of at least one of the EVAP system and fuel injectors of the engine to maintain a stoichiometric operation of the engine, wherein the use of the ion sensing system for open-loop lambda control of the engine eliminates the need for a hydrocarbon (HC) sensor in the EVAP system.

Ion sensing for vapor start control

A vehicle engine system includes an internal combustion engine, an air induction system configured to supply intake air to the internal combustion engine, and an evaporative emissions control (EVAP) system is configured to selectively supply purge fuel vapor to the EHC for subsequent combustion and rapid heating to a predetermined catalyst light-off temperature. The system additionally includes a booster configured to charge the intake air, and an engine bypass conduit fluidly coupled between the booster and the exhaust aftertreatment system. When the internal combustion engine is off, the booster selectively supplies a flow of intake air through the engine bypass conduit to the exhaust aftertreatment system. The flow of intake air draws purge fuel vapor from the EVAP system into the exhaust aftertreatment system.

Catalyst light off using purge fuel and e-booster

An evaporative emissions (EVAP) system and its method of control comprise commanding a three-way valve to fluidly connect an auxiliary vapor canister and a bottom portion of a fuel tank, controlling at least one of an engine of the vehicle and a purge pump of the EVAP system disposed between the engine, a separate primary vapor canister, and the auxiliary vapor canister to draws fuel vapor from the fuel tank into the auxiliary vapor canister for storage, commanding the three-way valve to fluidly connect the bottom portion of the fuel tank to an atmosphere outside of the EVAP system to generate additional fuel vapor in the fuel tank, commanding the three-way valve to fluidly connect the auxiliary vapor canister to the atmosphere, and controlling at least one of the engine and the purge pump to draw the fuel vapor from the auxiliary vapor canister into the engine.

Gasoline vapor extraction and storage within a vehicle fuel tank system

In accordance with an aspect of the present disclosure, cruise control of an automotive vehicle in a fuel economy cruise control mode controls vehicle speed to be within a fuel economy speed band about a cruise control set speed so that instantaneous fuel economy is at least equal to average fuel economy.

Automotive vehicle with cruise control that enhances fuel economy

A Venturi-based purge vapor supply system for a turbulent jet ignition (TJI) engine and its method of operation utilize an air compressor configured to output pressurized air, a vapor canister configured to store purge vapor evaporated from liquid fuel housed in a fuel tank, a purge vapor injector configured to inject a mixture of air and purge vapor into a pre-chamber of the TJI engine and an ejector tee connected between the air compressor, the vapor canister, and the purge vapor injector, the ejector tee having a Venturi-based design such that the pressurized air from the air compressor draws the purge vapor into the ejector tee and combines the air and the purge vapor to form and output the mixture of air and purge vapor to the purge vapor injector.

Venturi-based purge vapor supply system for turbulent jet ignition engines

An evaporative emissions (EVAP) control system for a vehicle includes a purge pump configured to pump fuel vapor to an engine of the vehicle via a vapor line and a purge valve. The system includes a hydrocarbon (HC) sensor disposed in the vapor line and configured to measure an amount of HC in the fuel vapor pumped by the purge pump to the engine via the vapor line. A controller is configured to: detect an imminent cold start of the engine and, in response to the detecting, perform the cold start of the engine by controlling at least one of the purge pump and the purge valve, based on the measured amount of HC, to deliver a desired amount of fuel vapor to the engine, which decreases HC emissions by the engine.

Hydrocarbon vapor start techniques using a purge pump and hydrocarbon sensor

Growing community of inventors

Munith, MI, United States of America

Roger C Sager