Abstract: Non-inverted park lock systems and methods include an engine controller configured to control an engine of a vehicle in communication with a separate transmission controller via a controller area network (CAN), wherein the transmission controller is configured to control a transmission of the vehicle; and a conductor connecting the engine controller to a park lock solenoid disposed in the transmission and configured to move a park pawl to engage/disengage park. The engine controller keeps the park pawl disengaged from park during a power loss malfunction at the transmission controller and the transmission controller keeps the park pawl disengaged from park during a power loss malfunction at the engine controller by maintaining hydraulic pressure in the transmission at a threshold level until park is requested via the shifter.
Abstract: A gasoline particulate filter (GPF) diagnostic technique utilizes an upstream temperature sensor arranged at an upstream point relative to a GPF brick that the GPF is configured to house and configured to measure an upstream temperature of exhaust gas produced by an engine, a downstream temperature sensor arranged at a downstream point relative to the GPF brick and configured to measure a downstream temperature of the exhaust gas produced by the engine, and a controller configured to detect whether the GPF brick is damaged or missing based on a temperature difference between the upstream and downstream exhaust gas temperatures, a set of temperature thresholds, and a current operational mode of the engine.
Abstract: Charging control techniques for a vehicle including an engine that drives an alternator configured to charge a battery of the vehicle comprise modeling a fuel consumption of the alternator for each load level across a range of alternator loads using an engine torque model and a set of operating parameters of the engine, determining an energy output from the alternator for each load level across the range of alternator loads, calculating a cost-to-charge metric based on the modeled alternator fuel consumption and the determined alternator energy output for each duty cycle across a range of duty cycles of the alternator, determining an optimal cost-to-charge from the calculated cost-to-charge metrics, determining a target cost-to-charge metric based on a state of charge of the battery, and operating the alternator accordingly at an optimal duty cycle based on the metrics and current engine operating conditions.
Type:
Grant
Filed:
August 10, 2020
Date of Patent:
May 10, 2022
Assignee:
FCA US LLC
Inventors:
David R Pedro, Arab Alsharif, Joydip Saha, Travis T Hamilton, Nikhil Patil, Geoffrey Giese, Basil M Khaja, Ganapathy Machamada Somaiah, Joseph B Adams, Paul Milligan
Inventors:
Nicholas A. Malachowski, Eugenio Sellaro-Neto, Matthew W. Dunford, Alexander Tannen, Chris Piscitelli, Jeffrey C. Gale, Mark D. Hall, Mark T. Allen
Inventors:
Nicholas A. Malachowski, Eugenio Sellaro-Neto, Matthew W. Dunford, Alexander Tannen, Chris Piscitelli, Jeffrey C. Gale, Mark D. Hall, Mark T. Allen