Abstract: An EGR system using pressure-based feedback control includes an actuator for moving an EGR valve between a closed position and an open position, and a position sensor for detecting the position of the EGR valve and generating a position output signal. A processing circuit receives the position output signal and transmits electrical control signals to energize the actuator and move the EGR valve. A controller includes control logic operative to determine the position for the EGR valve using open loop control during transient behavior and closed loop control for steady state accuracy.

Abstract: A method of monitoring catalyst activity that includes injecting hydrocarbon into the engine exhaust flow sufficient to maintain a constant concentration of reductant into the catalyst under variable engine exhaust flow conditions thereby permitting an accurate calculation of the actual HC conversion by the catalyst, and a determination of whether the catalyst is currently meeting emission regulations.

Abstract: A method for determining the load on an internal combustion engine exhaust particulate filter optimizes filter regeneration by determining the portion of the filter load constituted by accumulated ash. In one technique, the ash load is determined by recording the lowest value of DPF load over a time or distance interval. In another technique, an estimate is made of the amount of load remaining at each of a plurality of DPF regeneration events; the amount of remaining load immediately following the regeneration event corresponds to the amount of accumulated ash in the DPF. DPF load estimation is performed using equations for laminar or turbulent flow in pipes. These equations establish a linear or quadratic relationship between the flow through the DPF and the pressure drop measured across it.

Abstract: A method of controlling valve landing in a camless engine including a valve movable between fully open and fully closed positions, and an electromagnetic valve actuator for actuating the valve is provided. The method includes providing at least one discrete position measurement sensor to determine when the valve is at a particular position during valve movement. The velocity of the valve is calculated at the particular position based upon current and rate of change of current in the electromagnetic valve actuator when the valve is at the particular position. Valve landing is controlled based upon the calculated velocity.

Abstract: An intake manifold 7 for an internal combustion engine is provided which has an intake venturi passage 34 for throttled passage of filtered air into a plenum 44. A crankcase ventilation passage 70 is provided having a first end 72 intersecting with the venturi passage 34 and a second end 74 intersecting with an outer boundary of the manifold. A heat pipe 82 is adjacent a major portion of the crankcase ventilation passage 70 between the first and second ends 72, 74 for transfer of thermal energy to prevent freeze up in the crankcase ventilation passage 70.

Abstract: A powertrain controller and a method for calculating feed-forward torque for use by the controller, including a powertrain control module that calculates current and leading indicators of engine torque. The leading indicator of engine torque is used by a multiple-ratio transmission in the powertrain to control transmission line pressure for actuating pressure-operated clutches and brakes for the gearing. The same information that is used for establishing transmission line pressure control is used for commanding an electronic throttle actuator for the engine. The electronic throttle actuator responds to an engine torque request generated by the powertrain controller to achieve a relatively instantaneous response of the engine throttle to a driver command for engine torque.

Abstract: A variable displacement internal combustion engine having an intake manifold for providing ambient air and a boost manifold is provided. Either designated cylinders or selected cylinders may be operated in a non-firing mode wherein air may be compressed in a non-firing cylinder and ported to the boost manifold to provide boosted air pressure to firing cylinders. Each cylinder has an intake valve, an intake/compressed air valve, and an exhaust valve. The intake valves are controlled by electromagnetic actuators. The exhaust valve may be controlled by an electromagnetic valve actuator or a conventional valve actuator, if desired. Intake/compressed air valves of cylinders operating in the non-firing, compressor mode are ported to the boost manifold and selectively timed to provide compressed air to the boosted manifold when additional torque is desired provided that some of the cylinders are operating in the compressor mode.

Abstract: A torque based cam timing system and method for an engine having dual independent camshafts is disclosed that includes a first set of ROM based calibration tables containing values for intake valve closing and valve overlap that provide best fuel economy and emissions over the operating range of engine speed and engine indicated torque and a second set of ROM based calibration tables containing values for intake valve closing and valve overlap for optimal power over the operating range of engine speed. A power index value that indicates the change in driver desire from fuel economy to power, is used to interpolate over the range of values in the first set of tables to the values in the second set of tables to calculate values of intake valve closing and valve overlap that are optimal for all altitudes.

Abstract: An on-board diagnostic method for detecting whether a diesel emissions control system is functioning properly by continuously monitoring the temperature rise generated by the catalyst and the light-off temperature with reference to theoretical values stored in an engine control computer. When either of the parameters falls below a predetermined threshold value, the vehicle emissions may exceed emission standards and, if so, the system causes a malfunction indicator light (MIL) to be energize to advise the driver of the need for service.

Abstract: A roller chain and sprocket drive includes a roller chain having multiple rollers and articulated links, the rollers being arranged with a substantially constant pitch and connected by the articulated links, and a sprocket in driving or driven engagement with the roller chain.

Abstract: An active bladder system and method for using same minimizes vapor formation in a fuel tank. A low-permeation, flexible conductive bladder (18) is contained within a fuel tank (12). The bladder (18) holds or contains the liquid fuel (25) in the fuel tank (12). The bladder (18) has air pressure applied to the outside of the bladder (18) to keep the bladder (18) against the fuel (25) to prevent vapor formation during engine running modes and diurnal cycles. A fuel delivery pump (23), external to the fuel tank, pressurizes the fuel to a desired pressure for use by an engine. The system is depressurized during refueling stages. Because vapor generation is minimized during running mode and diurnal cycles, no carbon canister or purge system is required by the present invention, resulting in cost savings and lower emissions levels. The present invention is compatible with conventional fueling infrastructures and may reduce fuel pump (23) current draw due to positive pressure on the bladder (18) during running modes.

Abstract: An automotive vehicle fluid jet pump 7 is provided including a first chamber 340 having a rear end 348 sealed from a front end 344 by a pressure communicative boundary 352. The first chamber front end 344 has an inlet 332 fluidly connected with a source of pressurized fluid. The first chamber front end 344 also has a nozzled outlet 372. A second chamber 376 is provided having a first inlet fluidly connected with the first chamber outlet 372. The second chamber 376 has a second inlet 380 fluidly connected with a sump. The second chamber has a delivery outlet 334. A valve member 400 is operatively associated with the first chamber boundary 352 for controlling a flow from the first chamber inlet 332 through said first chamber outlet 372. A position of the valve member 400 with respect to said first chamber outlet 372 is responsive to a pressure differential between the first chamber front end 344 and rear end 348.

Abstract: A rocker arm assembly 207 is provided which has an extendable plunger 212. The plunger 212 has a spring 136 biased first position contacting with a lost motion arm 44. In the first position, the plunger 212 prevents angular movement of the lost motion arm 44 with respect to a rocker arm body 208. In the first position, the rocker arm assembly 207 imparts full motion to a valve 19. A coil 224 is provided to bias the plunger 212 to a second position. In the second position, the plunger 212 does not contact the lost motion arm 44 and accordingly the lost motion arm 44 can have relative movement. When the lost motion arm 44 can have relative angular movement, the valve 19 is partially or totally deactivated.

Abstract: The lost motion arm 44 has first and second contact surfaces 102 and 104. A latch mechanism is connected on the body with an extendable plunger 120 having a first contact surface 124 and a second contact surface 126. The plunger 120 has a first position for first contact surface 124 engagement with the lost motion arm first contact surface 102 to prevent angular movement of the lost motion arm 44 with respect to the body 10 in a first angular direction. When angular movement in the first angular direction is prevented, the motion of the lost motion arm 44 imparted by the cam lobe 66 is transmitted to the body 10 to provide for a first state of operation of the valve stem 18. When the plunger 120 is in a second position, non-contacting with the lost motion arm 44, the lost motion arm 44 is allowed to pivot relative to the body 10. Accordingly, the rocker arm assembly 7 will be in a second state of total or partial deactivation of the valve stem 18.

Abstract: A two-stroke internal combustion engine 7 is provided. The engine 7 has a first piston 12 with a head 16 and a second piston 28 with a head 30 which faces the first piston 12. First and second pistons 12, 28 have valved exhaust lines 20 intersecting with the piston heads 16, 30. A sleeve 32 encircles the first piston 12. The sleeve 32 has a closed end 36 forming a first intake space 40. A second sleeve 44 encircles the second piston 28 and has a closed end 50 forming a second intake space 54. Check valves 56 are provided for allowing flow of air into the intake spaces 40, 54. A cylinder 60 is slidably mounted on the pistons 12, 28 for reciprocal movement thereon. The cylinder 60 is H-shaped having an internal pressure boundary 64 forming separate combustion chambers 70, 72 with the pistons 12, 28. The cylinder 60 has ends 76, 86 sealed with the pistons 12, 28 and the sleeves 32, 44 forming a variable volume induction/compression area in the intake spaces 40, 54.

Abstract: A method and system for controlling the air charge in a direct injection spark ignition engine that provides proportional plus integral control in positioning an electronic throttle control valve and an exhaust gas recirculating valve in order to compensate for uncertainties in the EGR valve flow area. An adaptation algorithm is used to improve the estimate of in-cylinder flow and throttle open-loop control.

Abstract: A system for preventing vibrations occurring in a diesel engine during shut down. The system employs a combined starter/alternator apparatus to apply a positive and/or negative torque to an engine to effect a smooth deceleration of the rotating parts of the engine. A system control function is provided wherein the engine speed from a vehicle engine speed sensor and the vehicle ignition key off signal are introduced to a control means to determine if the rate of engine speed deceleration is above or below a selected threshold level. If the rate of deceleration is above the selected threshold level, a command is generated by the control means to cause power to be absorbed from a rotating part of the engine to slow the engine. If the rate of engine deceleration is below the selected threshold level, a command is generated to add torque to the engine rotating part to prevent rapid deceleration.

Abstract: A system for controlling a fuel injector in accordance with an injection control strategy for an engine includes programmable control logic to provide selectable threshold signals for comparator circuits and/or control logic configured to receive various control signals in the control circuit and determine one or more timing signals. The programmable control logic allows the drive circuit to be modified, without changing any hardware, to accommodate injectors having different characteristics and to change the pulse modulation strategy. The control logic that receives the control signals produces injection timing signals to allow enhanced monitoring and control over the fuel is injection process.