Daimlerchrysler Corporation

Chrysler Corporation

Fca US LLC

Chrysler Group LLC

Timothy A Coatesworth

Mark J Duty

Kenneth P DeGroot

Gregory L Ohl

Amit K Sanyal

Christopher P Thomas

Michael J Prucka

Chris D Kapolnek

Mark E McMackin

Eugenio DiValentin

Sashidhar Velnati

Jeffery C Ehlers

Denise M Kramer

Michael J Cari

Roger K Vick

Goro Tamai

Behrouz Ashrafi

Feisel F Weslati

Mikhail Zarkhin

Bruce H Teague

Yi Cheng

Michael A Bonne

Michael J Reale

Sven Merkle

Mengyang Zhang

Sathya Manivasagam

Brian E Beechie

Keith L Jones

Jonathan F Rose

John N Oenick

Greg T Weber

Scott A Reynolds

Joseph Roos

Edward M Vuylsteke

Rajiv Saxena

Jeff C Ehlers

Systems and methods for monitoring electrified vehicle powertrain propulsive torque and taking remedial action when needed involve continuously monitoring an error between the actual and requested propulsive torques and comparing the error to various threshold values. Error exceeding a particular threshold could be indicative of a malfunction, and the vehicle could be afforded an opportunity to regain equilibrium by temporarily decreasing torque output. When the error continues to exceed the threshold or another threshold, however, further remedial action could be required, such as shutting down the vehicle.

Techniques for monitoring powertrain propulsive torque in battery electric and plug-in hybrid electric vehicles

A system and method for controlling an engine in a hybrid vehicle based on the use of a calculated combustion stability value to modify a pulsewidth signal to fuel injectors of the engine to reduce hydrocarbon emissions, especially following an engine start. The calculated combustion stability value is determined as a function of a torque signal obtained from an electric motor of the hybrid vehicle.

System and method for processing engine roughness for cold start fuel control via electric motor

A method for preparing an internal combustion (IC) engine component of a hybrid automotive powertrain for shutdown so as to enable clean restart is disclosed herein. The method includes determining if the IC engine is about to enter a shutdown mode. The method includes determining a number of engine run cycles to fill an intake manifold of the IC engine with clean air, if it is determined the IC engine is about to enter the shutdown mode. The method includes running the IC engine for the determined number of cycles to fill the intake manifold of the IC engine with clean air before shutting the IC engine down.

Method for preparing internal combustion engine for shutdown to achieve clean restart

A residual ratio factor characterizing the amount of residual exhaust gas left in a selected cylinder at the end of a piston intake stroke is determined from tabular and surface models based on previously gathered dynamometer data from a test vehicle at various engine speeds. The residual ratio factor is then used to calculate the mole fractions of air and residual exhaust gas in the selected cylinder, which, in turn, are used to determine mass airflow at an engine intake port at the end of the intake stroke. The mass airflow can then be used to derive further models for determining an engine operating parameter, such as fuel/air ratio, required for achieving at preselected vehicle operating condition.

Method for controlling an operating condition of a vehicle engine

An electronic throttle controller adjusts vehicle acceleration based on accelerator pedal movement. The controller compares a rate of change of a pedal voltage with a rate of change of a filtered pedal voltage. The filtered pedal voltage depends on filter alpha values that vary as a function of engine speed divided by vehicle speed. If the rate of change of the pedal voltage exceeds the rate of change of the filtered pedal voltage by a threshold, the controller selects a performance mode. The performance mode determines how the controller adjusts a transmission ratio and power request damping. Additionally, the controller adjusts a duration of the performance mode based on an acceleration condition. The acceleration condition is indicative of whether engine speed, vehicle speed, and pedal position are constant.

Throttle control method and method of selecting powertrain objectives

A method is provided for controlling power units of a vehicle powertrain for optimizing their respective efficiencies, thereby optimizing an overall vehicle efficiency. The method includes the steps of determining an efficiency of a power unit, determining present operational data of the power unit, determining a torque to be provided to the vehicle powertrain, determining a plurality of optimization constraints as a function of the torque to be provided, the present operational data and the efficiency of the power unit, determining an optimized operation mode of the power unit as a function of the optimization constraints and the present operational data of the power unit, and manipulating the power unit to operate in the optimized operation mode.

Efficiency-based engine, powertrain and vehicle control

A method is provided for determining the barometric pressure external to an air intake of an internal combustion engine, comprising the steps of: (a) providing a pressure value indicative of an absolute pressure in the intake manifold of the engine; (b) providing a mass airflow value of the airflow into the engine; (c) characterizing a pressure drop across the intake system based on the mass airflow value; and (d) determining a barometric pressure based on the pressure value and the pressure drop, such that the pressure drop is indicative of the pressure differential between the atmospheric pressure and the pressure in the intake manifold. Furthermore, the determination of the barometric pressure may be triggered when the throttle blade reaches a predetermined throttle threshold position which is a function of the rotational speed of the engine.

Method of determining barometric pressure for use in an internal combustion engine

A method is provided for updating an array of data point cells in a surface or table representation of memory. The three-dimensional surface array is modeled as a square bordered by four cells with one cell at each corner. Between each array corner cell, the array spacing is typically divided into three zones. As such, nine sub-regions of the array square are defined. Depending upon which of the nine sub-regions the calculated error point falls into when accessing the array, different cells are updated. In the case of a two-dimensional table array, typically three sub-regions are defined between adjacent cells. Depending upon which sub-region the calculated error point falls into, one or both of the table array cells is updated. As a further feature of the present invention, the amount of adaptive gain applied to each cell to be updated is adjusted depending upon which sub-region the calculated error point falls within.

Zone adaptive cell breakdown

A method of determining a goal voltage for a fuel/air sensor of an engine electronic fuel injection system includes the steps of determining a goal fuel/air sensor voltage, superimposing a wave form forcing function to the fuel/air sensor voltage for providing a goal fuel/air sensor voltage having a wave form pattern and controlling the engine to operate according to the goal fuel/air sensor voltage. The wave form forcing function provides the required fuel/air perturbations that are required to retain proper oxygen storage of the catalyst to maintain high three-way conversion efficiency.

Wave form fuel/air sensor target voltage

A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a purge compensation model to identify the concentration of purge vapor entering the intake manifold of the engine of the automotive vehicle, identifying the source of the vapor as from the vapor collection canister or the fuel tank using a characteristic mapping of maximum concentration as a function of instantaneous flow and accumulated flow through a canister and uses this information to predict variations in vapor concentrations as a function of purge flow. The method also includes a purge control model which uses mode logic to identify an appropriate time to initiate a purge cycle, provides the flow conditions necessary for a learning portion of the purge compensation model and increases purge flow rates after the learning is complete to deplete the contents of the canister. The purge control model also manages the time spent with purge active (learning purge) and purge inactive (learning volumetric efficiency or EGR).

Model based purge system

A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of learning the bank-to-bank distribution of purge vapors within the engine manifold. As such, the fuel to air ratio delivered from various injectors can be selectively controlled to accommodate the purge vapor at that bank of the engine and maintain the desired fuel to air ratio.

Method of determining distribution of vapors in the intake manifold of a banked engine

A method is provided for injecting fuel into an internal combustion engine. The method includes providing the engine with a plurality of fuel injectors, each including an electromechanical mechanism for receiving fuel under pressure via a fuel supply system and for injecting a measured amount of fuel into the engine in response to a command signal whose duration is indicative of the amount of fuel to be injected. The command signal is determined based upon a measured throttle position, engine speed and engine load. A resistance of a solenoid coil of the electromechanical mechanism is then calculated and the command signal is adjusted by incrementing or decrementing the command signal to compensate for variations in the measured resistance of the solenoid coil of electromechanical mechanism due to temperature variations.

Injection temperature fuel feedback

A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of learning the flow rate of purge vapors from the fuel tank. The fuel tank model uses the output of a strategic adaption routine to learn the tank vapor flow rate. This flow rate is used to maintain fuel to air control under varying air flow and purge flow conditions especially under return-to-idle situations. As such, the fuel to air ratio at the injectors can be controlled under varying air flow and purge flow conditions to improve drivability and emissions.

Method of determining a fuel tank vapor flow rate

A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of predicting the concentration of purge vapor at the purge valve of the evaporative emission control system as a function of purge flow and accumulated flow through the canister. Purge valve flow is characterized by using a surface for air mass flow rate as a function of vacuum at the purge valve and purge valve current. The flow through the valve is used to compute instantaneous flow rate and accumulated flow rate. As such, the fuel delivered through the injectors can be adjusted in real time to improve drivability and emissions by maintaining a desired fuel to air ratio.

Growing community of inventors

Lake Orion, MI, United States of America

Timothy A Coatesworth