Abstract: An electromagnetic actuator 10 for opening and closing a cylinder valve 14. The actuator includes an opening coil 20, a closing coil 22, a magnetic armature 26 which is disposed between coils 20, 22 and which is fixedly attached to the stem or shaft portion 28 of valve 14, a pair of conventional valve springs 30, 32, and a pair of pneumatic dampers or air cushioning assemblies 34, 36. Pneumatic dampers 34, 36 are effective to selectively decelerate the moving components of the actuator as they approach their respective seats during valve opening and valve closing events, thereby substantially reducing noise and vibration harshness (“NVH”).

Abstract: A method and apparatus are provided for detecting the degradation of a permanent magnet in a motor of an electric or hybrid electric vehicle. A voltage monitor (102) is directly coupled to a traction motor (38) and/or generator motor (30) to detect a permanent magnet induced voltage within the motor at a predetermined speed and no load condition (300). A controller (100) compares the detected permanent magnet induced voltage with an expected reference voltage that represents an expected permanent magnet induced voltage at full magnetization and the predetermined speed (302). The controller produces an indication of magnetization based on the reference voltage, the detected permanent magnet induced voltage, and the predetermined speed. The indication of magnetization is stored for future reference (306). Also, a safety indicator is produced for a user of the vehicle if the indication of magnetization is below a safety threshold.

Abstract: A diagnostic system for controlling an engine low oil pressure indicator in a hybrid electric vehicle includes a powertrain having an engine and an electric traction motor, an oil pressure sensor/sending unit mechanically connected to the engine, an engine speed sensor/sending unit mechanically connected to the engine, a controller having connections to the oil pressure sensor and engine speed sensor, a low oil pressure indicator electrically connected to the controller, a mode selector having modes for “off” and “run/start”, the controller being configured to prevent activation of the low oil pressure indicator when the mode selector is in the “run/start” mode and the engine is not running.

Abstract: A method of operating a variable compression, direct injection spark ignited internal combustion engine includes the steps of determining a demanded torque output of the engine, determining a current combustion mode and a current compression ratio mode of the engine; transitioning operation of the engine from the current combustion mode to a new combustion mode to produce the demanded torque output, and transitioning operation of the engine from the current compression ratio mode to a new compression ratio mode so as to minimize torque disturbances during the transitioning of engine operation from the current combustion mode to the new combustion mode.

Abstract: The present invention provides a method and system for purging a vapor canister in a Hybrid Electric Vehicle during vehicle idle conditions. The present invention first determines whether purging is necessary by measuring fuel tank pressure and the time since the last purge. If either of these elements exceeds a calibratable threshold, the controller determines that the engine needs to be on and that purging must occur. An electronic throttle controller can also be used to command the throttle plate to low positions to increase intake manifold vacuum while purging. This allows for very rapid ingestion of the fuel vapor without risk of engine stalls, if used in an HEV where the engine speed is controlled by an electric motor. Upon completion of the purging process, the engine is shut “off” and the vehicle is returned to its normal idle conditions.

Abstract: The invention provides a strategy to stop a parallel HEV powertrain engine while maintaining smooth vehicle response to driver demand using the motor while simultaneously opening an engine disconnect clutch. In the preferred embodiment, the strategy stops an engine (based on, for example, driver demand), disconnects the disconnect clutch to the powertrain, halts fuel to the engine, and predicts a desired motor/generator speed. The prediction of desired motor/generator speed can be: a trajectory comparison based on present and past vehicle velocity and deceleration or on a vehicle accelerator position, or a determination of whether the vehicle is in speed following control mode. The system can also add additional strategies such as accelerate the strategy if a vehicle brake is applied. The gradual takeover by the motor occurs by proportionally decreasing actual engine torque until engine torque is zero while maintaining vehicle velocity using for example a proportional plus integral controller.

Abstract: Two intake valves are independently operated by electro-mechanical actuators and activated by the engine electronic controller. One tumble-type intake valve and one conventional intake valve are provided in each cylinder. The valve members are individually opened and closed to achieve a desired air flow pattern in the combustion chamber to optimize combustion which increases fuel economy and reduces undesirable emissions. The opening and closing of the valve members depends on the engine speed, engine load, and other factors.

Abstract: The invention is a controller for a hybrid electric vehicle (HEV) to meet driver expectation when forward wide open throttle (WOT) acceleration is requested while optimizing the total powertrain system efficiency and performance, especially when the engine is not even running. The controller can consider accelerator position, PRNDL position, and vehicle speed and start the engine if an estimated sum torque of a traction motor and generator motor is less than the calculated sum torque output of the traction motor and the engine at any given speed. Other control variables can include battery condition such as operating capacity, temperature, and state of charge. A constant can be added to allow a prestart of the engine to assure it is available when needed to maintain vehicle WOT acceleration requests.

Abstract: The present invention provides a method and system for determining “engine on” status in a Hybrid Electric Vehicle. A controller determines that the engine is necessary and then checks the current “engine on” status. If the engine is not currently running, the controller proceeds to start the engine by commanding the generator to spin or “motor” the engine. The controller then starts fuel and spark within the engine to create combustion. Measuring devices are then used to determine the ion current/breakdown voltage across a spark gap in the engine. The controller receives this measurement and determines whether the measured ion current/breakdown voltage exceeds a calibratable threshold. If the calibratable threshold is exceeded, combustion is occurring and the engine is on. The controller then turns on the “engine on” status flag.

Abstract: Optimum MBT and BDL ignition timing value are obtained from calibration values stored in stability limited (SL) and optimum power (OP) calibration tables using a power index (PI) value that is indicative of the relative desire of the driver for fuel economy or power to interpolate over the range of values in the SL and OP tables to calculate values of MBT and BDL that are optimal for all altitudes and levels of driver demand. The ignition timing value used at any point in time is preferably the lesser of the MBT value and the BDL value. The calibration values for MBT and BDL ignition timing are associated with cam timing values in cam timing tables so that ignition timing changes in lock step with the cam timing.

Abstract: An electromagnetic valve actuator (EVA) for actuating movement of a valve in a vehicle engine includes a valve assembly operatively connected to the valve for movement therewith. The valve assembly includes a shaft connected to the valve. Two armature plates are operatively associated with the shaft, and each armature plate includes a permanent magnet. An electromagnetic coil is positioned between the two armature plates for selectively electromagnetically pushing and pulling the armature plates. Two springs are engaged with the two armature plates, respectively, for biasing the armature plates in opposing directions. The permanent magnets are operative to assist the electromagnetic coil in holding the valve in a desired position to reduce power consumption or assisting in repelling the armature for accelerating valve opening or closing.

Abstract: A position sensor and variable reluctance type controller interface circuit (10) is provided. The circuit (10) includes a position sensor (22) having an output terminal (OUT) and generating a position signal. A variable reluctance type controller (20), having an input bus (26), is electrically coupled to the position sensor (22) via a voltage divider circuit (24). The circuit (24) supplies a voltage differential output signal in response to the position signal to the input bus (26). A method of interfacing between the position sensor (22) and the controller (20) is also provided. The method includes generating a position signal. The reference voltage on the controller (20) is divided to an approximately fixed voltage level. The approximately fixed voltage level is supplied to a negative input terminal (INPUT−) on the variable reluctance type controller. The position signal is received on a positive input terminal (INPUT+) of the controller (20).

Abstract: A multiple lift position rocker arm 307 is provided which includes a body 10 and a pivotally mounted lost motion arm 44. A latch 120 is connected on one end of the body to prevent pivotal movement of the arm 344 with respect to the body 10 in a first given angular direction. The latch 120 has a second position to allow the arm 344 to pivot relative to the body to activate a valve stem 18 in a second state of activation. Preferably a roller 356 is connected with the arm 344 and rollers 162 are connected with the body 10. Roller 356 makes contact with a cam lobe in the first state of activation of the rocker arm assembly 307. The rollers 162 make contact with a cam lobe when the rocker arm assembly is in a second state of activation.

Abstract: An on-board reductant delivery assembly 407 for an exhaust line of an internal combustion engine powered motor vehicle is provided. In a preferred embodiment the system includes a nozzle 410 for atomizing delivery of reductant into the exhaust line. A transfer tube 418 is connected with the nozzle 410 for delivering the reductant. A housing 422 having an outlet is connected with the transfer tube 418 opposite the nozzle 410. The housing 422 has a front end forming a mixing chamber 496 and a main body with inlets 426, 456 for pressurized air and reductant. An electrically powered fluid metering pump 476 having exposed coils 508 is cooled by air which is delivered to said housing 422 through the pressurized air inlet 456. The fluid metering device 476 has an inlet connected with the housing reductant inlet.

Abstract: A variable length connecting rod (12) has a first locking mechanism (36) for releasably locking connecting rod parts in a first effective length setting (FIG. 3) for the rod, and a second locking mechanism (38) for releasably locking the connecting rod parts in a second effective length setting (FIG. 2) to change the compression ratio for an engine cylinder. When a length change is to be made, hydraulic fluid unlocks a locked one of the locking mechanisms, allowing inertial force to effect the length change during an engine cycle. At completion of a length change, the other locking mechanism automatically unlocks.

Abstract: A method of operating an internal combustion engine having a variable cam timing mechanism in cooperation with a plurality of deactivatable cylinders and corresponding intake valves includes the steps of scheduling a transition mode of the engine, determining a desired engine torque during the transition mode, determining a VCT phase angle based on the desired engine torque and operating the variable cam timing mechanism in accordance with the VCT phase angle to provide the desired engine torque during the transition mode.

Abstract: A variable length connecting rod (12) has a first locking mechanism (36) for releasably locking connecting rod parts in a first effective length setting (FIG. 7) for the rod, and a second locking mechanism (38) for releasably locking the connecting rod parts in a second effective length setting to change the compression ratio for an engine cylinder. When a length change is to be made, hydraulic fluid unlocks a locked one of the locking mechanisms, allowing inertial force to effect the length change during an engine cycle. At completion of a length change, the other locking mechanism automatically unlocks.

Abstract: A filter used to remove particulates from a diesel engine exhaust is regenerated by increasing the exhaust temperature to achieve burn off of the accumulated particulates. Regeneration of the filter is inhibited when the sensed level of fuel in a diesel fuel tank for the engine falls below a first threshold level. Optionally, filter regeneration may be initiated when the sensed fuel level is between the first threshold and a higher threshold, and the load level of particulates accumulated in said filter is above a preselected, relatively high load level. Increase of the exhaust temperature to achieve burn off may be achieved by a variety of techniques, including throttling the intake of said engine, reducing the oxygen content in the exhaust gases delivered to said engine, closing an EGR valve of said engine, or performing post injection of fuel in the engine's combustion cylinders.

Abstract: A method of determining an operating state of an internal combustion engine in a hybrid electric vehicle drive system comprising an internal combustion engine having an output shaft which is coupled to a generator. The engine includes a fuel injector responsive to a fuel command. The method comprises the steps of determining an ON/OFF status of the fuel command and determining the generator torque. The generator torque provides an indication of the actual engine torque. An engine running flag is set ON when the fuel command is ON and the generator torque value is greater than a predetermined value. Otherwise, the engine running flag is set OFF.

Abstract: A method of sensing crankshaft position for use with an engine (16) having a combined starter/alternator assembly (18). The crankshaft position sensor assembly includes a tone ring (38) with a sensor (36), mounted near the rotor (30) of the combined starter/alternator assembly (18), that produces an initial crankshaft position signal. A bandpass filter (46) receives this initial signal and a cylinder identification input from a camshaft sensor (48) and filters the initial signal. Then, a gain limiter (54) performs an additional filtering process to produce a crankshaft rotational position signal. The filtered crankshaft position signal can then be input into a vehicle system controller (58) and an inner loop controller (60).