Abstract: A system and method for controlling a multiple cylinder internal combustion engine include determining a driver-demanded torque, determining a first torque based on the driver-demanded torque and a torque converter model, and determining a second torque based on an engine speed error between a current and target engine speed multiplied by a calibratable gain factor based on the speed ratio of the torque converter. The engine is then controlled to deliver the sum of the first and second engine torques to improve system response to part-throttle acceleration requests, particularly for vehicle launch and drive away.

Abstract: A system and method for providing reductant to a lean NOx catalyst, when the temperature in the lean NOx catalyst is greater than 300° C., is disclosed. After the reductant is supplied under these conditions, the NOx conversion efficiency of the lean NOx catalyst in the 140-250° C. temperature range is increased.

Abstract: An apparatus for use with a combined CT-PET system wherein a CT source and detector are mounted to a front end of a CT support and the support forms a parking space about a translation axis, a PET detector is mounted to a rear end of the support and a collimator support extends from the PET detector at least part way into the parking space, a collimator is mounted to the collimator support for movement between first and second positions inside the PET detector and outside the PET detector and at least partially within the parking space, respectively, a radiation blocking shield is mounted to the PET detector opposite the CT support to block radiation from that direction from being detected by the PET detector.

Abstract: An adjustable stabilizer bar (10) for a vehicle comprises a primary torsional reaction segment (12). The primary reaction segment includes an outer tube (36) selectively engaged through a splined cog (58) to a torsional bar (42). The cog (58) can be positioned to provide zero torsional stiffness by decoupling the outer tube (36) from the torsional bar (42) and it can be positioned to vary the torsional stiffness between minimum and maximum torsional stiffness positions wherein the cog engages the outer tube (36) to the torsional bar (42).

Abstract: A rail (14) for an automotive frame (12) is provided for absorbing kinetic energy in front end crashes. The rail (14) is a metal bar having a front portion and a plurality of indentations (40A, 40B, 40C, 40D) integrally formed therein along the longitudinal axis (42). The indentations (40A, 40B, 40C, 40D) are intended to permit the deformation of the metal bar so as to enhance the absorption of the kinetic energy of a front end crash.

Abstract: A method and an assembly 10 for increasing the likelihood that a certain function or operation will be performed in a desired manner. In one embodiment, the assembly 10 measures the amount of material 22 which has been applied to an object 23 and provides several sensory stimulation signals in response to the measurement, effective to provide positive feedback to an operator of the performance of the operation.

Abstract: An occupant classification system (12) for an automotive vehicle (14) is provided. The system (12) includes a weight-sensing device (24) that generates a weight signal and an accelerometer (26) that generates an acceleration signal. The weight-sensing device (24) and the accelerometer (26) are coupled to a seat system (20). A controller (22) is electrically coupled to the weight-sensing device (24) and the accelerometer (26). The controller (22) determines occupant classification in response to the weight signal and the acceleration signal by monitoring a frequency domain representation of the weight signal divided by the acceleration signal. A method for performing the same is also provided.

Abstract: A brake fluid pressure relief assembly (50) for a brake system (10) including a pedal assembly (12) employs first and second valves (52, 54) to provide controlled collapse of a brake pedal pad (14) when both a predetermined deceleration limit is exceeded and a predetermined pressure level is exceeded in a hydraulic brake fluid. The first valve (52) is actuated by an inertial mass (84) acting against a first spring (86). With the first valve in the open position, hydraulic fluid passes into a reservoir (68) whose volume is a dependent on the position of the second valve (54). The second valve (54) opens when the fluid pressure in the reservoir exceeds a predetermined pressure limit and compresses a piston (100) against a second spring (114). Accordingly, the forces that can be communicated through the pedal system 10 are reduced during a collision.

Abstract: A motor vehicle includes a rear body opening that is closed by an upwardly-pivoting liftgate assembly that itself defines, when in a closed position, a secondary opening whose lowermost portion achieves a height on the vehicle significantly below the vehicle's beltline. The liftgate assembly also includes a pivotally mounted liftglass assembly for closing the secondary opening, thereby permitting limited access through the secondary opening into an interior space of the vehicle. When the liftglass assembly is in its closed position, the lowermost edge of the liftglass assembly extends downwardly on the vehicle to a height significantly lower than the vehicle beltline. A raised feature of the liftglass assembly, preferably having a color and surface finish that is coordinated with a painted body surface, defines a step that is substantially aligned with the vehicle beltline to thereby aesthetically substantially continue the vehicle beltline across the rear of the vehicle.

Abstract: A diagnostic system for a motor vehicle comprises a component installed within motor vehicle. The system further includes an identifier device mechanically coupled to the component. The identifier device comprises an identifying portion which identifies the component, and the identifier device also comprises a sensor which senses the physical environment in which the identifier device is located. A diagnostic method for a motor vehicle comprises mounting a component within the motor vehicle. The method further includes mechanically coupling an identifier device to the component, the identifier device comprising an identifying portion which identifies the component and the identifier device also including a sensor. The method also comprises confirming, with data provided by the identifying portion, that the identifying portion correctly corresponds to the component. Further, the method includes confirming, with data provided by the sensor, that the identifier device is properly coupled to the component.

Abstract: A vehicle reciprocating piston, variable displacement internal combustion engine arrangement 7 is provided. The arrangement 7 includes a first cylinder group 12. A second selectively deactivatable cylinder group 14 is also provided. A manifold 18 is provided which is exposed to at least one of the cylinder groups. A vacuum system 24 is powered by manifold 18. An engine controller 16 is cognizant of a vacuum level of the vacuum system 24.

Abstract: An air induction arrangement 7 for a variable displacement engine is provided. The air induction arrangement 7 includes first and second plenums 22, 24 fluidly connected to respective first and second throttles 26, 28. The first and second throttles 26, 28 are connected to respective first and second inlets 44, 60. In partial operation, the air induction arrangement 7 induces air into the first plenum 22. In higher power demand operation, the air induction arrangement 7 additionally induces air through the second plenum 24. There is a reduction of the cancellation of acoustic output between the first and second inlets 44, 60 so that an acoustic output of the engine 14 operating with only a first group of cylinders 16 is similar to the acoustic output of the engine when the engine is operating with both groups of cylinders 16, 20.

Abstract: A hybrid electric vehicle 10 having a propulsion system 12 which integrates a motor-generator 14 and a variable displacement internal combustion engine 16. Motor-generator 14 and engine 16 are each operatively coupled to drive train 17 of vehicle 10, and cooperatively power vehicle 10.

Abstract: An apparatus and method for ultrasonically welding workpieces that reduces sonotrode adhesion during the ultrasonic welding process. The sonotrode includes a contact surface wherein a fluid is deposited on the contact surface prior to the welding process. The fluid may be applied in different ways, including providing an aperture in the contact surface of the sonotrode. In addition, the sonotrode may be cooled below the dew point of the surrounding atmosphere thus causing moisture to form on the contact surface of the sonotrode. Cooling the sonotrode to a temperature above the dew point also reduces sonotrode adhesion during the ultrasonic welding process.

Abstract: A control system (10) and method for controlling an operational position of a throttle valve in an engine. The system includes a position sensor (16) operably connected to the throttle valve that generates a first signal. A controller is operably connected to the position sensor. The controller (18) is configured to determine a current position of the throttle valve using a transfer function defining a curve with no breakpoints and the signal from the position sensor. The controller (18) is further configured to change the operational position of the throttle valve based on the current position and a desired position of the throttle valve.

Abstract: A system (12) and method for controlling an armature (20) of an electromagnetic actuator (10) are provided. The system (12) includes a circuit (46) for providing current to the coils (32, 34) of electromagnets (16, 18) disposed on either side of the armature (20). The system (12) also includes an electronic control unit (ECU) (50). The ECU (50) is configured to determine the neutral position of a virtual spring corresponding to the combination of forces acting on the armature 20 including the magnetic force of the attracting electromagnet (16 or 18) and the force of a restoring spring (22 or 24) opposing movement of the armature (20) towards the attracting electromagnet (16 or 18). The ECU (50) is further configured to control the current in the coil (32 or 34) of the attracting electromagnet (16 or 18) responsive to the determined neutral position so as to minimize the velocity of the armature as it reaches the pole face (36 or 38) of the attracting electromagnet (16 or 18).

Abstract: A method is disclosed for controlling operation of an engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air/fuel mixture and a second group of cylinders pumping air only (i.e., without fuel injection). In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: idle speed control, sensor diagnostics, air/fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, default operation, and exhaust gas and emission control device temperature control. In addition, the engine control method also changes to combusting in all cylinders under preselected operating conditions such as fuel vapor purging, manifold vacuum control, and purging of stored oxidants in an emission control device.

Abstract: A system and method are provided for closed-loop monitoring of temperature within a vehicle emission control device to control air-fuel ratio (AFR) and corresponding production of exotherm to accurately maintain a desired temperature range. A temperature sensor is positioned within the emission control device to provide a direct measurement of temperature within the device. Inlet temperature can be either directly measured or estimated using a temperature model. Actual temperature within the device is estimated as a function of the inlet and measured temperatures. The estimated actual temperature is used to modify the AFR in the exhaust gases flowing through the emission control device.

Abstract: A method and system are provided for determining a present value representative of the quantity of oxygen that is stored in an emission control device receiving exhaust gas generated by an internal combustion engine, as well as a present value for the maximum capacity of the device to store a selected constituent gas of the exhaust gas. The resulting values are advantageously used for adaption of predetermined values for controlling device fill and purge times when operating in an open-loop control mode, whereby open-loop device operation is optimized to reflect changes in device operating conditions.

Abstract: A system and method are disclosed for regulating engine idle speed by coordinating control of two actuators: a slow actuator and a fast actuator. The slow actuator is preferably a throttle valve and the fast actuator is preferably an ignition system affecting spark timing. The slow actuator is controlled based on an idle power requirement and the target idle speed; whereas the fast actuator is controlled based on the idle power requirement and the actual idle speed. Additionally, control of the two actuators is further based on a desired power reserve and an actual power reserve. Power reserve is related to the ratio of the power produced by the engine and the power that would be produced by the engine if the faster actuator were at its optimal setting.