Abstract: A system and method of charging an energy storage device in a vehicle including an engine coupled to a combined starter/alternator and an energy storage device connected to said starter/alternator. The energy storage device provides electrical power to the vehicle. The method comprises the steps of determining a peak efficiency torque value of the starter/alternator when operating as an electrical generator, and intermittently operating the starter/alternator for a predetermined period of time as an electrical generator at approximately the peak efficiency torque value. In this way, the output of the starter/generator is substantially greater than an average power load value of the vehicle for a predetermined period of time, but the average power output of the starter/generator is approximately equal to the average power load requirements of the vehicle.

Abstract: A method is disclosed for controlling the delivery of compressed air and a reductant for oxides of nitrogen to a mixer from which the air/reductant mixture flows through a nozzle and into an exhaust gas created by a combustion engine. A control signal provided to an air compressor is varied as the exhaust gas pressure changes to maintain a predetermined differential pressure across the nozzle. The desired flow rate of reductant into the exhaust gas is calculated based upon the engine speed, engine load, catalyst temperature, and gas space velocity flowing through the catalyst. A reductant control signal, based upon the calculated reductant flow rate, is provided to a metering pump that delivers the reductant into the mixer. Calculations of the reductant control signal take into account the air pressure that the reductant pump sees inside the mixer.

Abstract: A catalyst assembly 16 for an exhaust gas system 14 for an automotive vehicle includes a housing 28 and a porous support structure 32 having a plurality of channels 34, 36. A plurality of catalyst pellets 50 are disposed within at least some of the channels. A retainer 54 is positioned adjacent to the support structure 32 for retaining the pellets 50 within the channels 34, 36.

Abstract: A system and method for controlling reductant injection upstream of a selective reduction catalyst (SCR) to overcome NOX inhibiting effects by injecting reductant in an amount proportional to engine out NOX concentration when the NOX concentration is above a predetermined level and injecting predetermined amounts of reductant into the SCR catalyst when engine out NOX concentration is below the predetermined level such as when the engine is idling or decelerating.

Abstract: Swirl motion of gases in a combustion chamber of an engine is affected by changing the timing of opening and closing one of two intake and/or exhaust valves. By retarding the opening of one intake valve relative to a second intake valve, swirl motion can be enhanced for the intake gases in the engine cylinder. Similarly, by retarding the opening of one of two exhaust valves, swirl motion can be induced for the residual gases. The system may include electric or hydraulic actuators or mechanically controlled valves. A variable valve lift system can also be used to control swirl motion in a combustion chamber.

Abstract: A stratified charge is formed in an engine by injecting fuel at an impingement surface adjacent an outlet of the injector. The injected fuel thereby forms a cloud shallowly penetrating the combustion chamber so as to float therein to reduce wall-wetting and subsequent soot formation. A substantially flat top piston urges the cloud upwardly during a compression stroke of the engine. The cloud remains substantially unmixed with the inducted air, thereby producing the stratified charge. The continued motion of the piston causes the cloud to move toward the spark plug for ignition.

Abstract: A system 40 for starting a variable displacement internal combustion engine 12 of an automotive vehicle 10 has a controller 54 coupled to a starter/alternator 42 that is used for initiating the rotation crankshaft 50 of the engine 12. The controller 54 controls the amount of torque provided by the starter/alternator 42 of the crankshaft. The starter/alternator rotates the crankshaft to a predetermined torque to reduce torque ripple in the crankshaft.

Abstract: A system and method of normalizing an emissions threshold catalytic brick 302 without a mileage accumulation step is used to evaluate an on-board diagnostics for an exhaust system. The method comprises normalizing a emissions threshold catalytic brick 302 by placing the emissions threshold catalytic brick 302 in a exhaust gas circulation oven, such as a retort chamber 300, immediately after an oven-aging and chemical aging process wherein the emissions threshold catalytic brick 302 is saturated with a exhaust gas at a predetermined rate and at a predetermined temperature for a specified period of time based upon the characteristics desired for the emissions threshold catalytic brick. Additionally, a method for evaluating on-board diagnostics of an exhaust system using an emissions threshold catalytic brick 302 based upon the characteristics of the exhaust system that it will be placed in is also contemplated.

Abstract: A variable length connecting rod assembly for imparting a variable compression ratio to an internal combustion engine. The assembly contains a first part (22; 72), a second part (20; 74), and a third part (34; 70) assembled together to form the large end of the connecting rod assembly and provide a variable length for the connecting rod assembly. The first part is a semi-circular cap. One (20; 74) of the second and third parts is fastened tight to the first part (22; 72). Guides (36, 38, 48; 88, 90, 92) disposed at opposite sides of the large end operatively relate the other (34; 70) of the second and third parts and the fastened parts to provide for relative sliding motion between the other of the second and third parts and the fastened parts over a limited adjustment range to change the length of the connecting rod assembly.

Abstract: A gas sensor deterioration monitor, particularly suited for use in an exhaust stream from an internal combustion engine. Under certain engine operating conditions, the output signal from the sensor is transformed through a Fourier Transformation into a frequency domain signal. Ratios of the magnitudes of certain odd and even harmonics are compared to corresponding reference values for a new sensor. Deviations beyond certain limits indicate a sensor that has deteriorated substantially.

Abstract: A variable swash plate compressor (10), including a housing (12), a top inlet (14A), a bottom inlet (14B), a pumping chamber (16), a compression piston (18), a top outlet (20A), a bottom outlet (20B), a drive shaft (22), a control surface element (24), a pinnacle element (26), a swash plate (28), a bore (30) and a pocket (32) formed in the swash plate (28), a pivot element tip (38) and fulcrum piston assembly (40). Wherein the angle of the swash plate (28) relative to the drive shaft (22) is varied to bring about a larger or smaller travel path of the double-sided compression piston (18) and thereby increasing or decreasing the output capacity of the variable swash plate compressor (10).

Abstract: A system and method for engine/speed control of a direct injection spark ignition engine include operating the engine in a stratified charge mode and controlling speed based on engine set points for best performance using fuel as a primary torque actuator and airflow as a secondary torque actuator whenever possible to maintain spark at or near MBT. When current operating conditions and/or system constraints prevent use of engine set points corresponding to best performance, speed control becomes the primary objective. Systems and methods according to the present invention improve the compromise between speed control and best performance set-point objectives.

Abstract: An adaptive control method for managing a LNT purge cycle includes a model for predicting the feedgas NOx and CO emissions for both stratified and homogeneous engine operating conditions where the parameters of the model are updated based on real-time HEGO sensor measurements in order to adjust the model to ensure robustness of performance in determining the entry and exit condition for purge operation to thereby reduces HC/CO breakthrough, and to improve purge efficiency and fuel economy.

Abstract: An exhaust gas purification system for a lean burn engine includes a thermal mass unit and a NOx conversion catalyst unit downstream of the thermal mass unit. The NOx conversion catalyst unit includes at least one catalyst section. Each catalyst section includes a catalytic layer for converting NOx coupled to a heat exchanger. The heat exchanger portion of the catalyst section acts to maintain the catalytic layer substantially at a desired temperature and cools the exhaust gas flowing from the catalytic layer into the next catalytic section in the series. In a further aspect of the invention, the exhaust gas purification system includes a dual length exhaust pipe upstream of the NOx conversion catalyst unit. The dual length exhaust pipe includes a second heat exchanger which functions to maintain the temperature of the exhaust gas flowing into the thermal mass downstream near a desired average temperature.

Abstract: A vapor vent hose is adapted to be assembled to a nipple. The nipple has a first end, an outside diameter and a barb. The barb has a tapered first end adjacent the end of the nipple and a second end with a substantially radially extending face. The hose and nipple are provided in a fuel vapor system. The hose has a first end with an inside diameter fitting over the nipple. The first end has a cuff axially spaced from the end of the hose. The cuff is substantially undeformed radially after installation over the barb.

Abstract: A parting line strategy for a crankshaft (100) includes providing a parting line that has a plurality of portions that extend across a plurality of cheeks (104, 106, 108) and pins (120, 126, 136, 142, 152, 158). Further, the parting line has a portion (126, 142, 158) that extends generally diagonally across a face (168) of each of the plurality of cheeks (104, 106, 108) to assist in removing flash from the crankshaft (108).

Abstract: A system and method for powertrain testing of a powertrain under load using a computer network includes a plurality of computer nodes for monitoring and adjustably controlling the powertrain and applied load for acquiring powertrain data relating to powertrain performance. A shared memory is connected to the plurality of computer nodes for receiving in real time the powertrain data generated by each of the plurality of computer nodes. An integrating computer node is connected to the shared memory for receiving in real time powertrain data and is arranged to send different commands to the plurality of computer nodes as part of a powertrain testing process. Further, the present invention allows for the powertrain testing of a powertrain in deterministic real time to develop the powertrain, as well as create a powertrain calibration.

Abstract: The invention comprises a strategy and method for phase shifting intake and exhaust valve timing relative to crankshaft position as a function of engine operating variables, whereby valve overlap is delayed to obtain improved fuel economy resulting from a late intake valve closing to reduce pumping work during the intake stroke. The exhaust gases are drawn into the combustion cylinder of the engine during the intake stroke, which reduces oxides of nitrogen in the exhaust gas and reduces unburned hydrocarbons. Improved thermal efficiency and reductions in oxides of nitrogen are achieved as the combustion charge is diluted at higher loads by an external exhaust gas recirculation system, thereby combining the effects of exhaust gas recirculation and dual equal variable camshaft timing to obtain fuel economy benefits that cannot be achieved with either a conventional EGR system acting alone or dual equal variable camshaft timing acting alone.

Abstract: A variable engine valve control system wherein each of the reciprocating intake and/or exhaust valves is hydraulically controlled and includes a piston subjected to fluid pressure acting on surfaces at both ends of the piston. The space at one end of the piston is connected to a source of high pressure fluid while the space at the other end is connected to a source of high pressure fluid and a source of low pressure fluid, and disconnected from each through action of controlling means such as solenoid valves. The controlling means may include a rotary hydraulic distributor coupled with each solenoid valve, thereby permitting each solenoid valve to control operation of a plurality of engine valves in succession.