Abstract: A method and control module includes a control hold duty cycle module generating a control hold duty cycle signal and a voltage correction module generating a voltage correction signal. The control module also includes a correction module generating a corrected proportional correction signal based on a proportional correction signal and the voltage correction signal, and generating a corrected integral correction signal based on an integral correction signal and the voltage correction signal. The control module also includes a force determination module controlling a duty cycle to a phaser operator based upon the control hold signal, the corrected proportional correction signal and the corrected integral correction signal.

Abstract: A control system includes a throttle control module, an exhaust gas recirculation (EGR) control module, and a diagnostic control module. The throttle control module selectively maintains a desired throttle area when a vehicle is in a coastdown mode. The EGR control module opens an EGR valve when the desired throttle area is maintained. The diagnostic control module selectively diagnoses an error of an EGR system based on a pressure increase measured in an intake manifold of the vehicle when the EGR valve is open.

Abstract: An exhaust control system for a vehicle comprises an exhaust system modeling module and an actuator control module. The exhaust system modeling module estimates an input gas temperature, an output gas temperature, a mass temperature, and a pressure for an exhaust system component of an exhaust system implemented in the vehicle. Exhaust gas flows through the exhaust system component. The actuator control module selectively adjusts an engine operating parameter based on at least one of the input gas temperature, the output gas temperature, the mass temperature, and the pressure.

Abstract: A stuck lock-pin release system for a lock-pin in a cam phaser includes a stuck lock-pin detection module and a stuck lock-pin module that communicates with the stuck lock-pin detection module. The stuck-lock pin detection module periodically determines whether a lock-pin in a cam phaser is in a stuck park condition. When the lock-pin is in the stuck park condition, the stuck lock-pin module alternately biases the cam phaser in a first and second direction until the lock-pin is no longer in the stuck park condition.

Abstract: A camshaft phasor control system for an engine includes a camshaft position sensor that generates a current camshaft position signal based on position of a camshaft. A first comparator generates a camshaft position signal based on the current camshaft position signal and a crankshaft position. The second comparator generates an error signal based on the relative camshaft position signal and a commanded camshaft position signal. A control module determines a current control hold duty cycle (CHDC) for a camshaft phasor based on an engine state parameter. The control module also generates a correction signal based on the error signal, adjusts the current CHDC based on the correction signal to generate a commanded CHDC signal, and generates another CHDC based on the commanded CHDC signal.

Abstract: A method of regulating a torque output of an internal combustion engine in a hybrid electric vehicle includes determining whether a cam phaser system of the engine is in one of an inactive state and an active state and monitoring at least one engine operating parameter. An engine torque array is selected from a plurality of engine torque arrays based on the one of the inactive state and the active state. An available engine torque is determined based on the engine torque array and the at least one engine operating parameter and the engine is regulated based on the available engine torque.

Abstract: A method of regulating a torque output of an internal combustion engine in a hybrid electric vehicle includes determining whether a cam phaser system of the engine is in one of an inactive state and an active state and monitoring at least one engine operating parameter. An engine torque array is selected from a plurality of engine torque arrays based on the one of the inactive state and the active state. An available engine torque is determined based on the engine torque array and the at least one engine operating parameter and the engine is regulated based on the available engine torque.

Abstract: A torque control system for regulating operation of a displacement on demand engine that is operable in an activated mode and a deactivated mode includes a throttle that regulates air flow into the engine and a cam phaser that regulates a torque output of the engine. A first module determines a throttle area based on a desired deactivated manifold absolute pressure (MAP) and a desired mass air flow (MAF) and a second module determines a desired cam phaser position based on an engine speed and a transitional air per cylinder (APC) that is determined based on one of a desired deactivated APC and desired activated APC. A third module generates a throttle control signal to control the throttle based on the throttle area and a fourth module generates a cam phaser control signal to control the cam phaser based on the desired cam phaser position.

Abstract: An exhaust gas recirculation (EGR) valve coil temperature is estimated non-intrusively using only existing sensors. In one embodiment an EGR valve coil temperature estimator running on a powertrain control module estimates the EGR valve coil temperature as a linear function of estimated charge temperature, inlet air temperature, coolant temperature, and vehicle speed. Coefficients of the mathematical function, which describe the degree of association between the inputs and EGR valve coil temperature, are calculated by measuring the actual EGR valve coil temperature over wide operating conditions. The powertrain control module uses the EGR valve temperature estimated in this manner to vary the drive signal to the EGR valve coil to open the EGR valve a desired amount.

Abstract: An exhaust gas recirculation (EGR) valve coil temperature is estimated non-intrusively using only existing sensors. In one embodiment an EGR valve coil temperature estimator running on a powertrain control module estimates the EGR valve coil temperature as a linear function of estimated charge temperature, inlet air temperature, coolant temperature, and vehicle speed. Coefficients of the mathematical function, which describe the degree of association between the inputs and EGR valve coil temperature, are calculated by measuring the actual EGR valve coil temperature over wide operating conditions. The powertrain control module uses the EGR valve temperature estimated in this manner to vary the drive signal to the EGR valve coil to open the EGR valve a desired amount.