Abstract: An assist mechanism, attachable to a frame, includes an assist bezel and an assist handle. The assist bezel has a clip attachable to the frame. A first arm and a second arm extend from the clip. A first hub is formed on the first arm and second hub is formed on the second arm. A twist-lock housing is defined in the assist handle, and includes a first receptacle configured to retain the first hub and a second receptacle configured to retain the second hub. The first hub of the assist bezel enters the first receptacle via a first ramp and the second hub enters the second receptacle via a second ramp. The assist handle is rotatable about the assist bezel between a plurality of positions.

Abstract: A number of illustrative variations may include a method of estimating battery health including using a charging resistance equivalent.

Abstract: A thermal barrier coating for a component includes an insulating layer applied to a surface of a substrate. The insulating layer comprises a plurality of ceramic microspheres. A sealing layer is bonded to the insulating layer. The sealing layer is non-permeable such that the sealing layer seals against the insulating layer. A method for applying a thermal barrier coating to a surface of a substrate of a component includes providing a plurality of ceramic microspheres and applying the plurality of ceramic microspheres to the surface of the substrate. At least one heat treatment is applied to the plurality of ceramic microspheres on the surface of the component to create an insulating layer on the surface of the substrate.

Abstract: A high-voltage battery assembly includes a high-voltage battery electrically connected to a high-voltage bus including a positive rail and a negative rail, wherein the negative rail includes a controllable contactor switch. A boost charging module includes a DC-DC boost converter, a low-voltage power input line, a boost switch and a boost controller. The DC-DC boost converter is electrically connected to the low-voltage power input line via activation of the boost switch. The DC-DC boost converter connects to the positive rail. A low-voltage electrical connector is electrically connected to the low-voltage power input line of the DC-DC boost converter. The boost controller detects low-voltage power from the low-voltage electrical connector, detects that the controllable contactor switch, closes the boost switch, and controls the DC-DC boost converter to convert the low-voltage power on the low-voltage power input line to high-voltage power to charge the high-voltage battery.

Abstract: A system and method for computationally estimating a directional velocity of a vehicle in real time under different configurations and road conditions for use in vehicle antilock braking, adaptive cruise control, and traction and stability control by correcting measured accelerations with respect to the estimated road angles. A time window is used to provide reliable mapped acceleration for the transient regions and maneuvers on gravel surfaces with high fluctuations in the acceleration measurement. Longitudinal and lateral accelerations are mapped from the vehicle's CG into the tire coordinates using the vehicle's geometry, lateral velocity, yaw rate, and the steering wheel angle to generate system matrices of the combined kinematic-force estimation structure.

Abstract: A powertrain system employing multiple propulsion torque actuators is described. A method for controlling the powertrain system includes interpreting a driver request, including determining a driver torque request and a regenerative braking request based upon driver inputs to an accelerator pedal and a brake pedal. A desired request is determined based upon the driver torque request and the regenerative braking request. Torque limits for the powertrain system are coordinated based upon the desired request, the driver torque request, and a previous driver torque request to determine upper and lower output torque limits, and the upper and lower output torque limits are combined with system constraints to generate a final torque request. The final torque request is employed to determine torque commands for the propulsion torque actuators, and the propulsion torque actuators are controlled based upon the torque commands for the propulsion torque actuators.

Abstract: A number of variations may include a vehicle seatback support pivotally connected to the vehicle body, and wherein the seatback support includes an integrated storage cavity.

Abstract: A thermal management system for a vehicle may be selectively controlled to supply heat from any one of a plurality of different heat sources, to any one of a plurality of different heat sinks. The heat sources may include: an internal combustion engine, a cylinder head, an exhaust gas heat recovery system, an exhaust gas recirculation system, or a turbocharging system. The heat sinks may include: the internal combustion engine, the cylinder heat, an engine oil cooler, a transmission oil cooler, and a heating core. Each of an engine oil cooler control valve, a transmission oil cooler control valve, a heating core control valve, an engine block control valve, a cylinder head control valve, a bypass control valve, and a heat transfer control valve are controlled to effectuate a desired operating mode for the thermal management system.

Abstract: A vehicle includes a prime mover, a transmission having an electronic transmission range selection (ETRS) system, a user interface device that generates an electric range selection (ERS) signal in response to a selected operating range, and a controller. The controller processes the ERS signal and determines the operating range and executes a remedial control action when the incorrect powerflow is detected. The remedial action may include interrupting powerflow. A control apparatus includes the user interface device and controller. A method includes determining if a powerflow fault condition is present, including comparing clutches commanded on against a calibrated list of clutches not permitted to be on, and one or both of comparing a measured speed ratio to an expected speed ratio and comparing actual switch states of mode valves to states commanded by the ETRS system. The method includes executing the remedial control action when the incorrect powerflow is detected.

Abstract: A method is disclosed of providing a fuel efficient regeneration of an exhaust after-treatment (AT) system that includes a lean oxides of nitrogen (NOX) trap (LNT) and a selective catalytic reduction filter (SCRF) positioned downstream of the LNT. The method includes regulating a selectable position valve. The valve permits a first gas flow portion to pass through the LNT and diverts a remaining second portion of exhaust gas flow from a first passage connecting an engine and the AT system to a second exhaust passage to thereby bypass the LNT. The method also includes regulating a first device to inject fuel into the first portion of the exhaust gas flow. The injection of fuel in to the first portion of the exhaust gas flow provides fuel efficient regeneration of the LNT and promotes NOX conversion and ammonia (NH3) formation in the LNT. A system employing the method is also disclosed.

Abstract: A floor pan includes a mid-body portion having a bottom wall. The bottom wall includes a forward end and a rearward end spaced from each other along a longitudinal axis. The mid-body portion of the floor pan is spaced above a reference plane, e.g., a ground surface, a first height at the forward end of the bottom wall, and is spaced above the reference plane a second height at the rearward end of the bottom wall. The second height is less than the first height to position the second end of the bottom wall nearer the reference plane than the first end of the bottom wall. The contoured shape of the mid-body portion provides an aerodynamic shield to direct airflow underneath components of the vehicle located rearward of the rearward end of the mid-body portion of the floor pan, as well as additional under-floor storage space.

Abstract: In various aspects, a lightweight connecting rod for an internal combustion engine is provided. The lightweight connecting rod has one or more of: hollow regions, lattice regions, or weight reduction apertures. The connecting rod may be made via an additive manufacturing process. The connecting rod includes a first end, a second end, and an arm. The first end is configured to be pivotally connected to a piston. The second end is configured to be pivotally connected to a crankshaft. The arm extends between the first end and the second end. The arm includes a peripheral wall. The peripheral wall has an outer surface, an inner surface, and an interior region. The interior region is defined be the inner surface. The interior region includes at least one void space. The void space is a lattice structure or a hollow region.

Abstract: A monolithic rocker arm component includes a first lateral wall defining a first aperture and a first mass reducing feature, an opposing second wall defining a second aperture and a second mass reducing feature, a pushrod receiving member that bridges the first lateral wall and the second lateral wall at a first end of the rocker arm, and a tongue element that bridges the first lateral wall and the second lateral wall at a second end of the rocker arm. The pushrod receiving member routes oil from the first towards the second end. The monolithic rocker arm may have one or more internal regions having lattice structures. Methods for additive manufacturing the monolithic rocker component are also provided.

Abstract: A method of stabilizing a catalyst system includes hydrothermally treating an aluminum oxide catalyst support having ?about 95 volume % of ?-Al2O3 phase by heating to a temperature of about 800° C. to about 1,200° C. in the presence of water. A majority of the ?-Al2O3 is converted to a stable alumina phase selected from the group consisting of: ?-Al2O3, ?-Al2O3, and combinations thereof to form a stabilized porous aluminum oxide support having an average surface area of ?about 50 m2/g to ?about 150 m2/g. A platinum group metal is then bound to a surface of the stable porous aluminum oxide support to form the stabilized catalyst systems.

Abstract: Methods of preparing a sinter-resistant catalyst include forming a dual coating system. A surface of a particulate catalyst support contacts a first liquid precursor including a metal salt with an element selected from the group consisting of: aluminum (Al), cerium (Ce), zirconium (Zr), titanium (Ti), silicon (Si), magnesium (Mg), zinc (Zn), and combinations thereof. The first liquid precursor precipitates or is adsorbed as an ion on a portion of the surface forming a first coating including a porous metal oxide on the surface. The surface may be contacted with a second liquid precursor including a metal oxide sol including a metal selected from the group consisting of: aluminum (Al), cerium (Ce), zirconium (Zr), iron (Fe), titanium (Ti), silicon (Si), and combinations thereof. A second coating is formed from the second liquid precursor on a portion of the surface to create the sinter-resistant catalyst system.

Abstract: A vehicle part or component includes a surface that is configured to contact a fuel containing ethanol. The surface has a layer of non-hydrogenated diamond like carbon (NH-DLC) material disposed on the surface. The layer of NH-DLC has a thickness of from greater than or equal to about 100 nm to less than or equal to about 100 ?m. The NH-DLC material has a carbon content of greater than or equal to about 90 atomic % (at. %), a carbon-carbon sp3 hybrid bond content of from greater than or equal to about 60% to less than or equal to about 100%, and a carbon-carbon sp2 hybrid bond content of from greater than or equal to about 0 to less than or equal to about 40%. The NH-DLC material is substantially free of hydrogen atoms. Methods for manufacturing the vehicle part or component are also provided.