Abstract: The present disclosure is directed to systems and methods for automatically shutting off fluid flow through a fluid inlet line of a water heater upon detection of a leak of the water heater. The system may include an electrically powered shutoff assembly operatively coupled to the fluid inlet line, and a capacitor operatively coupled to the electrically powered shutoff assembly. The electrically powered shutoff assembly may be configured to shut off fluid flow through the fluid inlet line upon detection of a leak of the water heater, and the capacitor may be configured to store power received from an external power source. Accordingly, when the electrically powered shutoff assembly does not have access to electric power, the capacitor may power the electrically powered shutoff assembly to shut off fluid flow through the fluid inlet line.

Abstract: A method, control system, and propulsion system use model predictive control to control and track several parameters for improved performance of the propulsion system. Numerous sets of possible command values for a set of controlled variables are determined. Initial constraints for the controlled variables are determined, which include upper and lower limits for each controlled variable and upper and lower rate-of-change limits for each controlled variable. A set of consolidated constraint limits for the controlled variables is then determined. Each consolidated constraint limit is determined by consolidating one of the upper and lower limits with one of the upper and lower rate-of-change limits. A cost for each set of possible command values is determined, and the set of possible command values that has the lowest cost and falls within the set of consolidated constraint limits is selected for use in controlling the propulsion system.

Abstract: A method of controlling intake and exhaust cam phase in an internal combustion engine includes sensing an engine speed and an engine load of the internal combustion engine, sensing or estimating a wall temperature of a cylinder of the internal combustion engine, utilizing the engine speed and the engine load in one or more lookup tables based on the cylinder wall temperature to determine intake phaser constraint values and exhaust phaser constraint values for cold operation of the internal combustion engine, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cold operation to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal hot operation of the internal combustion engine.

Abstract: A method, control system, and propulsion system use model predictive control to control and track several parameters for improved performance of the propulsion system. Numerous sets of possible command values for a set of controlled variables are determined. Initial constraints for the controlled variables are determined, which include upper and lower limits for each controlled variable and upper and lower rate-of-change limits for each controlled variable. A set of consolidated constraint limits for the controlled variables is then determined. Each consolidated constraint limit is determined by consolidating one of the upper and lower limits with one of the upper and lower rate-of-change limits. A cost for each set of possible command values is determined, and the set of possible command values that has the lowest cost and falls within the set of consolidated constraint limits is selected for use in controlling the propulsion system.

Abstract: A control method for selecting an optimal multiple step operating mode for a multiple cylinder motor vehicle engine system having variable lift includes prioritizing each of a full torque capacity (FTC) mode having all cylinders operating at high lift, a first reduced capacity economy mode (RCE1) having all cylinders operating at low lift, and a second reduced capacity economy mode (RCE2) having fewer than all of the cylinders operating at low lift with at least one cylinder deactivated based on predicted fuel economy of each of the modes. Multiple constraints are applied to each of the prioritized modes including incorporating boost as one of the constraints by calculating a maximum torque capacity for each mode that is a function of a current boost pressure. A mode determination arbitration is conducted to identify if a change in mode is required.

Abstract: A method of transitioning between two intake valve lift states while providing constant engine torque output comprehends the steps of receiving a lift change request from an engine control device, determining the current phase angles of the camshafts, and determining whether the intake and exhaust camshafts are at transition positions. The transition positions are experimentally or empirically determined combinations of operating conditions that result in constant engine torque output before and after the intake valve lift transition. If they are, an appropriate, i.e., low to high or high to low cam lift state transition of the intake valves occurs. If they are not, the cam phasers move the intake and exhaust camshafts to transition positions. When the cam phasers have moved the intake and exhaust camshafts to the transition positions, i.e., positions of constant engine torque output, the intake valve lift transitions from high to low or low to high.

Abstract: A method to determine reference actuator positions for a gasoline engine, includes entering a base torque request, a known spark advance, a known CAM position and a known exhaust gas recirculation (EGR) valve position into an inverse torque model to generate a first iteration desired air per cylinder (APC) value. The first iteration desired APC value is passed through a deadband filter to produce a filtered first iteration desired APC signal. A Predicted As Cal (PAC) spark advance is calculated for the filtered first iteration desired APC value. The PAC spark advance and the base torque request are modified, and data from a first lookup table is entered to generate a second iteration desired APC value.

Abstract: A method of transitioning between two intake valve lift states while providing constant engine torque output comprehends the steps of receiving a lift change request from an engine control device, determining the current phase angles of the camshafts, and determining whether the intake and exhaust camshafts are at transition positions. The transition positions are experimentally or empirically determined combinations of operating conditions that result in constant engine torque output before and after the intake valve lift transition. If they are, an appropriate, i.e., low to high or high to low cam lift state transition of the intake valves occurs. If they are not, the cam phasers move the intake and exhaust camshafts to transition positions. When the cam phasers have moved the intake and exhaust camshafts to the transition positions, i.e., positions of constant engine torque output, the intake valve lift transitions from high to low or low to high.

Abstract: A method of phasing the opening and closing of internal combustion engine intake and exhaust valves relative to the rotation of the crankshaft is based upon changes in engine speed, engine load and ambient relative humidity. During certain conditions of higher humidity, in order to maintain good combustion stability and thus overall engine operation, it is necessary to reduce intake and exhaust valve overlap by adjusting the phase of the intake and exhaust camshafts. This is achieved by utilizing a set of cam position reference values and constraints based upon engine speed, engine load and humidity that are contained in lookup tables that adjust and limit cam position and valve overlap. Generally speaking, in order to maintain optimum engine performance, intake and exhaust valve overlap is reduced with higher ambient humidity and vice versa.

Abstract: A method of controlling intake and exhaust cam phase in an internal combustion engine includes sensing an engine speed and an engine load of the internal combustion engine, sensing or estimating a wall temperature of a cylinder of the internal combustion engine, utilizing the engine speed and the engine load in one or more lookup tables based on the cylinder wall temperature to determine intake phaser constraint values and exhaust phaser constraint values for cold operation of the internal combustion engine, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cold operation to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal hot operation of the internal combustion engine.

Abstract: A control method for selecting an optimal multiple step operating mode for a multiple cylinder motor vehicle engine system having variable lift includes prioritizing each of a full torque capacity (FTC) mode having all cylinders operating at high lift, a first reduced capacity economy mode (RCE1) having all cylinders operating at low lift, and a second reduced capacity economy mode (RCE2) having fewer than all of the cylinders operating at low lift with at least one cylinder deactivated based on predicted fuel economy of each of the modes. Multiple constraints are applied to each of the prioritized modes including incorporating boost as one of the constraints by calculating a maximum torque capacity for each mode that is a function of a current boost pressure. A mode determination arbitration is conducted to identify if a change in mode is required.

Abstract: A method of phasing the opening and closing of internal combustion engine intake and exhaust valves relative to the rotation of the crankshaft is based upon changes in engine speed, engine load and ambient relative humidity. During certain conditions of higher humidity, in order to maintain good combustion stability and thus overall engine operation, it is necessary to reduce intake and exhaust valve overlap by adjusting the phase of the intake and exhaust camshafts. This is achieved by utilizing a set of cam position reference values and constraints based upon engine speed, engine load and humidity that are contained in lookup tables that adjust and limit cam position and valve overlap. Generally speaking, in order to maintain optimum engine performance, intake and exhaust valve overlap is reduced with higher ambient humidity and vice versa.

Abstract: A method to determine reference actuator positions for a gasoline engine, includes entering a base torque request, a known spark advance, a known CAM position and a known exhaust gas recirculation (EGR) valve position into an inverse torque model to generate a first iteration desired air per cylinder (APC) value. The first iteration desired APC value is passed through a deadband filter to produce a filtered first iteration desired APC signal. A Predicted As Cal (PAC) spark advance is calculated for the filtered first iteration desired APC value. The PAC spark advance and the base torque request are modified, and data from a first lookup table is entered to generate a second iteration desired APC value.

Abstract: A slider control module, based on a mode command: selectively extends pins into one or more slider actuators of a camshaft slider. Contact between the pins and the grooves in the slider actuator(s) during rotation of a camshaft slides the camshaft slider axially along the intake camshaft. An actual mode module: determines a last stored indicator of the mode command; commands the slider control module to extend one of the pins to slide the camshaft slider and achieve the last stored indicator of the mode command; and, based on whether the one of the pins extended in response to the command, indicates that an actual mode is either: (i) the last stored indicator of the mode command; or (ii) another mode. The mode command module updates the mode command to the actual mode.

Abstract: A method of controlling intake and exhaust cam phase in an internal combustion engine for optimal HVAC performance in a motor vehicle includes requesting a cabin heating value, sensing an engine speed and an engine load of the internal combustion engine, utilizing the cabin heating value, the engine speed and the engine load in one or more lookup tables to determine intake phaser constraint values and exhaust phaser constraint values for cabin heating, and transitioning the intake phaser constraint values and the exhaust phaser constraint values for cabin heating to intake phaser constraint values and exhaust phaser constraint values based on one or more lookup tables for normal operation without a cabin heating request.

Abstract: A cam system for operating a first engine valve and a second engine valve includes translatable first and a second sliding lobe packs. The first sliding lobe pack operates the first engine valve with one of a high lift lobe, a low lift lobe, and a zero lift lobe. The second sliding lobe operates the second engine valve with one of a high lift lobe or one of two low lift lobes. A shift barrel has a first groove configured to translate the first and a second sliding lobe packs in a first direction, and a second groove configured to translate the first and a second sliding lobe packs in a second direction, opposite the first. A shift actuator has a first pin, a second pin, and a third pin, each selectively actuatable to engage the first groove or the second groove.

Abstract: A cam system for operating a first engine valve and a second engine valve includes translatable first and a second sliding lobe packs. The first sliding lobe pack operates the first engine valve with one of a high lift lobe, a low lift lobe, and a zero lift lobe. The second sliding lobe operates the second engine valve with one of a high lift lobe or one of two low lift lobes. A shift barrel has a first groove configured to translate the first and a second sliding lobe packs in a first direction, and a second groove configured to translate the first and a second sliding lobe packs in a second direction, opposite the first. A shift actuator has a first pin, a second pin, and a third pin, each selectively actuatable to engage the first groove or the second groove.

Abstract: A slider control module, based on a mode command: selectively extends pins into one or more slider actuators of a camshaft slider. Contact between the pins and the grooves in the slider actuator(s) during rotation of a camshaft slides the camshaft slider axially along the intake camshaft. An actual mode module: determines a last stored indicator of the mode command; commands the slider control module to extend one of the pins to slide the camshaft slider and achieve the last stored indicator of the mode command; and, based on whether the one of the pins extended in response to the command, indicates that an actual mode is either: (i) the last stored indicator of the mode command; or (ii) another mode. The mode command module updates the mode command to the actual mode.