Abstract: A method for limiting the amount of torque biased to a high mu wheel of a vehicle comprises processing clutch torque data to determine an electronic limited slip differential clutch torque limit, processing wheel speed data to generate mu slip data, comparing the generated mu slip data to threshold mu slip data. When the generated mu slip data is greater than the threshold mu slip data, the method comprises reducing the electronic limited slip differential clutch torque limit by a predetermined ratio.

Abstract: A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

Abstract: A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

Abstract: The invention relates to switching between 2WD and 4WD of a vehicle. It is suggested to increase output power of an engine (106) when changing to 4WD. An AWD coupling (120) is opened, if not already open. To provide 4WD, a PTU clutch (108) is engaged once engine power has increased. The other couplers are sequentially engaged.

Abstract: A method for controlling clutch pressure in an electronically controlled limited slip differential comprises receiving a target clutch pressure command indicative of a desired differential torque transfer setting. Processing the target clutch pressure command comprises estimating one of a motor current or a motor speed, calculating an integrated error of a target motor current or an integrated error of a target motor speed, calculating gains over time based on the estimated motor current or the estimated motor speed and based on the integrated error of the target motor current or the integrated error of the target motor speed, applying the calculated gains thereby forming a closed loop feedback, and calculating an oscillation. The target motor current or the target motor speed is applied to a motor connected to a clutch in the differential according to the calculated oscillation to control the clutch pressure of the differential.

Abstract: A method for limiting the amount of torque biased to a high mu wheel of a vehicle comprises processing clutch torque data to determine an electronic limited slip differential clutch torque limit, processing wheel speed data to generate mu slip data, comparing the generated mu slip data to threshold mu slip data. When the generated mu slip data is greater than the threshold mu slip data, the method comprises reducing the electronic limited slip differential clutch torque limit by a predetermined ratio.

Abstract: A clutch system comprises a hydraulic control circuit for controlling a hydraulic system. The hydraulic control circuit comprises processor-executable control instructions to perform a method for controlling hydraulic pressure. The method comprises receiving a target hydraulic pressure. The method generates and outputs pressure control valve commands based on a detected current hydraulic pressure, a detected temperature, and the target hydraulic pressure by implementing proportional integral derivative (PID) calculations and sliding mode calculations while carrying out a closed loop pressure control. The method converts the target hydraulic pressure into motor speed control commands and into motor direct current commands by implementing a linear quadratic regulator (LQR) calculation while carrying out a closed loop speed control. The method controls the electric motor using the motor direct current commands. And, the method controls the pressure control valve by using the pressure control valve commands.

Abstract: A clutch system comprises a hydraulic control circuit for controlling a hydraulic system. The hydraulic control circuit comprises processor-executable control instructions to perform a method for controlling hydraulic pressure. The method comprises receiving a target hydraulic pressure. The method generates and outputs pressure control valve commands based on a detected current hydraulic pressure, a detected temperature, and the target hydraulic pressure by implementing proportional integral derivative (PID) calculations and sliding mode calculations while carrying out a closed loop pressure control. The method converts the target hydraulic pressure into motor speed control commands and into motor direct current commands by implementing a linear quadratic regulator (LQR) calculation while carrying out a closed loop speed control. The method controls the electric motor using the motor direct current commands. And, the method controls the pressure control valve by using the pressure control valve commands.

Abstract: The invention relates to switching between 2WD and 4WD of a vehicle. It is suggested to increase output power of an engine (106) when changing to 4WD. An AWD coupling (120) is opened, if not already open. To provide 4WD, a PTU clutch (108) is engaged once engine power has increased. The other couplers are sequentially engaged.

Abstract: A computer program product, a method and an apparatus for detection of road surface friction coefficient for vehicle stability control are disclosed. The computer program product comprises stored instructions for receiving detected vehicle parameters from a vehicle; calculating a lookup value based on the detected vehicle parameters, the calculating comprising an recursive least square estimation; retrieving a road surface friction coefficient from a lookup table by matching the calculated lookup value to the road surface friction coefficient stored in the lookup table; calculating adjustments to the vehicle using the road surface friction coefficient; and outputting the adjustments to a vehicle control system for execution.

Abstract: A computer program product, a method and an apparatus for detection of road surface friction coefficient for vehicle stability control are disclosed. The computer program product comprises stored instructions for receiving detected vehicle parameters from a vehicle; calculating a lookup value based on the detected vehicle parameters, the calculating comprising an recursive least square estimation; retrieving a road surface friction coefficient from a lookup table by matching the calculated lookup value to the road surface friction coefficient stored in the lookup table; calculating adjustments to the vehicle using the road surface friction coefficient; and outputting the adjustments to a vehicle control system for execution.

Abstract: A computer program product, a method and an apparatus for detection of road surface friction coefficient for vehicle stability control are disclosed. The computer program product comprises stored instructions for receiving detected vehicle parameters from a vehicle; calculating a lookup value based on the detected vehicle parameters, the calculating comprising an recursive least square estimation; retrieving a road surface friction coefficient from a lookup table by matching the calculated lookup value to the road surface friction coefficient stored in the lookup table; calculating adjustments to the vehicle using the road surface friction coefficient; and outputting the adjustments to a vehicle control system for execution.

Abstract: A vehicle has an exhaust aftertreatment system including an LNT. The vehicle operates through a series of ignition cycles, deNOX cycles, and deSOX cycles. DeNOX operations begin when the LNT reaches a loading threshold. The applicable threshold depends on operating conditions, such as mean LNT temperature and mean exhaust flow rate. The thresholds are adapted based on NOX removal efficiency data. The data is compared to target values. The target values depend on the operating condition range, but remain fixed while the thresholds are adapted. NOX removal efficiency is measured over intervals corresponding to entire deNOX cycles. The data is sorted into bins according to operating conditions. The adaptations are only made if a bin has several data points accumulated over a minimum interval that is at least one ignition or deSOX cycle, preferably several. The method provides stable adaptations that compensate for aging.

Abstract: A vehicle has an exhaust aftertreatment system including an LNT. The vehicle operates through a series of ignition cycles, deNOX cycles, and deSOX cycles. DeNOX operations begin when the LNT reaches a loading threshold. The applicable threshold depends on operating conditions, such as mean LNT temperature and mean exhaust flow rate. The thresholds are adapted based on NOX removal efficiency data. The data is compared to target values. The target values depend on the operating condition range, but remain fixed while the thresholds are adapted. NOX removal efficiency is measured over intervals corresponding to entire deNOX cycles. The data is sorted into bins according to operating conditions. The adaptations are only made if a bin has several data points accumulated over a minimum interval that is at least one ignition or deSOX cycle, preferably several. The method provides stable adaptations that compensate for aging.

Abstract: The exhaust from a diesel-fueled internal combustion engine is treated by a lean NOX trap. The maximum temperature used for desulfating the lean NOX trap is kept relatively lower during early life and progressively increased as the trap ages. Designing for adequate late life performance entails excess capacity during early life. The method utilizes the excess capacity available during early life to slow aging of the trap and thereby extend the trap lifetime. The method facilitates meeting durability requirements for diesel-powered vehicles with exhaust aftertreatment.

Abstract: A lean NOx trap is a diesel exhaust aftertreatment system is selectively denitrated based on a measure relating to the state and/or the performance of the exhaust aftertreatment system, or a portion thereof comprising the lean NOx trap, reaching a critical value. The critical value is varied according to the demands currently being place on the exhaust aftertreatment system. In one embodiment, the critical value is set based on engine speed-load information. The method regenerates more frequently when exhaust aftertreatment demands are high and less frequently when demands are low. The method improves aftertreatment performance while reducing aftertreatment fuel penalty.

Abstract: The inventors' concept relates to controlling a power generation system having an exhaust aftertreatment system comprising a fuel reformer and an LNT in series. Over the course of a desulfation, a fuel injection upstream of the fuel reformer is pulsed to create alternating lean and rich phases and control the LNT temperature. The LNT temperature is controlled by manipulating a minimum temperature for the fuel reformer at the end of the lean phase, a length of the lean phase, or a pulse frequency. Preferably, the rich phases end when the fuel reformer reaches a predetermined maximum temperature. The method is effective in regulating the fuel reformer temperature while accurately controlling the LNT temperature.

Abstract: A method is provided for regenerating a LNT in a diesel engine exhaust aftertreatment system. Typically, the aftertreatment system comprises a fuel reformer, a LNT, and a SCR catalyst in that order. Over the course of the regeneration, the concentration or flow rate of syn gas is increased, peaked, and then reduced. Preferably, the syn gas concentration or flow rate and the fuel reformer temperature are simultaneously controlled using at least a fuel injector and an engine intake air throttle. The pattern of increasing the syn gas concentration or flow rate during a first part of the regeneration and decreasing the syn gas concentration of flow rate in a latter part of the regeneration reduces the fuel penalty for the regeneration and improves the ammonia production rate as compared to a system in which the syn gas concentration or flow rate is essentially constant throughout the regeneration.

Abstract: A lean NOX trap is a diesel exhaust aftertreatment system is selectively denitrated when a measure relating to NOX loading, remaining NOX storage capacity, or performance of the exhaust aftertreatment system or a portion thereof comprising the lean NOX trap reaches a critical value. The critical value is determined based in part on conduciveness of current conditions to regenerating the lean NOX trap. Accordingly, denitration is scheduled based on a balance between the urgency of the need to regenerate and conduciveness of current conditions to regeneration. The stopping point for regeneration can also be selected based on conduciveness of current conditions to regeneration. The method maintains exhaust aftertreatment performance while reducing regeneration fuel penalty.

Abstract: A lean NOX trap is a diesel exhaust aftertreatment system is selectively denitrated based on a measure relating to the state and/or the performance of the exhaust aftertreatment system, or a portion thereof comprising the lean NOX trap, reaching a critical value. The critical value is varied according to the demands currently being place on the exhaust aftertreatment system. In one embodiment, the critical value is set based on engine speed-load information. The method regenerates more frequently when exhaust aftertreatment demands are high and less frequently when demands are low. The method improves aftertreatment performance while reducing aftertreatment fuel penalty.