Abstract: A system and method for controlling air charge motion in the cylinder of a direct injection spark ignition engine during transitions between different combustion modes is provided. The system includes a cam profile switching device that controls the position of an intake valve for the cylinder. The system further includes an electronic control unit configured to control the cam profile switching device to position the intake valve in a first position in advance of the transition and to move the intake valve to a second position when a predetermined condition for transitioning between the two combustion modes is met.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase at high speed and low airflow that may be cause using electronically actuated valves is compensated for using multiple paths of the transmission. In this way, relatively constant output torque can be maintained.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase due to a change in engine air-fuel ratio is minimized by transmitted torque through multiple transmission paths.

Abstract: A method and system for controlling internal combustion engine, such engine being adapted to operate in a selected one of a plurality of operating mode. One of such modes is characterized by stratified combustion and another one of such modes is characterized by a homogeneous combustion. The method and system includes determining from operating conditions of the engine and a demanded torque, a preferred one of the operating modes. Determining from such demanded torque whether operation such preferred operating mode is feasible. The method and system effects a transition of the engine to the preferred mode if such preferred mode is determined to be feasible; otherwise, such engine is operated in one of the modes which provides the minimum difference between the torque produced in such one of the modes and the demanded torque.

Abstract: A method for controlling partial air pressure in an intake manifold of an engine. The engine has an intake throttle device for controlling a flow of air to the intake manifold. An EGR valve is provided for controlling a flow of exhaust gas from the engine to the intake manifold downstream of the intake throttle. The engine has at least one cylinder fed a flow comprising air passing through the throttle to the intake manifold and exhaust products passing through the EGR valve to the intake manifold. Both the air through the throttle and the exhaust gas products in the intake manifold are passed as a combined flow to the intake manifold and then to the at least one cylinder. The method includes: specifying a dynamic reference model for the desired partial pressure of the air as a function of time; and controlling the flow through the intake throttle device in accordance with an estimated EGR flow obtained by a dynamic observer and an estimate of partial air fraction in the exhaust gas products.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase due to a change in engine air-fuel ratio is minimized by transmitted torque through multiple transmission paths.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In particular, during particulate filter regeneration, a potential torque increase is transmitted through multiple torque paths of the transmission to maintain output torque relatively constant.

Abstract: A system is described for minimizing engine torque disturbances that would otherwise cause degraded drive feel by a vehicle driver. The system utilizes multiple torque transmission paths of a transaxle unit mounted to the engine. The system manipulates the torque transmitted by adjusting the clutches of multiple torque transmission paths so that the torque disturbance in the engine results in relatively constant vehicle drive torque. In one example, a potential torque increase at high speed and low airflow that may be cause using electronically actuated valves is compensated for using multiple paths of the transmission. In this way, relatively constant output torque can be maintained.

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: An engine control system and method wherein difference between an actual intake manifold pressure and a desired intake manifold pressure and a difference between an actual exhaust manifold pressure and a desired exhaust gas pressure are combined into a single feedback signal to control a variable geometry turbine. Simultaneously therewith, a difference between the actual intake manifold pressure and the desired intake manifold pressure is used to control throttle position.

Abstract: An improved method for estimating cylinder flow in an internal combustion engine under all operating conditions is provided. If the MAF sensor is not operational, an estimation algorithm that is independent of a measured throttle flow is used. If the MAF sensor is operational, an estimation algorithm that incorporates a measured throttle flow is used. Further, in order to eliminate abrupt fluctuations that may occur due to switching between two different types of estimates, a “switchover coordinator” algorithm is used to smoothly transition from one type of estimate to another.

Abstract: A method for controlling partial air pressure in an intake manifold of an engine. The engine has an intake throttle device for controlling a flow of air to the intake manifold. An EGR valve is provided for controlling a flow of exhaust gas from the engine to the intake manifold downstream of the intake throttle. The engine has at least one cylinder fed a flow comprising air passing through the throttle to the intake manifold and exhaust products passing through the EGR valve to the intake manifold. Both the air through the throttle and the exhaust gas products in the intake manifold are passed as a combined flow to the intake manifold and then to the at least one cylinder. The method includes: specifying a dynamic reference model for the desired partial pressure of the air as a function of time; and controlling the flow through the intake throttle device in accordance with an estimated EGR flow obtained by a dynamic observer and an estimate of partial air fraction in the exhaust gas products.

Abstract: The air flow into an engine is estimated via a speed-density calculation wherein the volumetric efficiency is estimated on-line. There are three interconnected observers in the estimation scheme. The first observer estimates the flow through the throttle based on the signal from a mass air flow sensor (MAF). The second observer estimates the intake manifold pressure using the ideal gas law and the signal from a intake manifold absolute pressure sensor (MAP). The third observer estimates the volumetric efficiency and provides an estimate of the air flow into the engine.

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 and system for controlling an engine having a turbocharger with at least two discrete positions and exhaust gas recirculation (EGR). The method includes producing a control signal to the turbocharger. The signal has two discrete levels. One of such levels is selected to provide a proper flow of air through the turbocharger to an intake of the engine and such selected level is modulated between such two levels over time to provide, over time, a proper pressure at an input of the EGR to enable a proper flow of exhaust gases from the exhaust of the engine through the EGR back to the intake of the engine. With such method, while there is relatively instantaneous control of the exhaust pressure at the input of the EGR, and hence proper instantaneous control of EGR flow through the EGR.

Abstract: A method of operating a variable compression, direct injection spark ignited internal combustion engine includes the steps of determining a demanded torque output of the engine, determining a current combustion mode and a current compression ratio mode of the engine; transitioning operation of the engine from the current combustion mode to a new combustion mode to produce the demanded torque output, and transitioning operation of the engine from the current compression ratio mode to a new compression ratio mode so as to minimize torque disturbances during the transitioning of engine operation from the current combustion mode to the new combustion mode.

Abstract: A method for controlling partial air pressure in an intake manifold of an engine. The engine has an intake throttle device for controlling a flow of air to the intake manifold. An EGR valve is provided for controlling a flow of exhaust gas from the engine to the intake manifold downstream of the intake throttle. The engine has at least one cylinder fed a flow comprising air passing through the throttle to the intake manifold and exhaust products passing through the EGR valve to the intake manifold. Both the air through the throttle and the exhaust gas products in the intake manifold are passed as a combined flow to the intake manifold and then to the at least one cylinder. The method includes: specifying a dynamic reference model for the desired partial pressure of the air as a function of time; and controlling the flow through the intake throttle device in accordance with an estimated EGR flow obtained by a dynamic observer and an estimate of partial air fraction in the exhaust gas products.

Abstract: A system and method for controlling a multi-cylinder internal combustion engine include determining a first engine operating variable using a model having at least one adjustable model parameter, measuring a second engine operating variable, and modifying the at least one adjustable model parameter based on a relationship between the first and second engine operating variables. In one embodiment, the first engine operating variable represents engine torque while the second engine operating variable is engine speed. An engine torque model and/or load torque model may be used to determine an estimated engine speed or speed trajectory which is compared to the actual engine speed or trajectory determined using an engine speed sensor. One or more model parameters for the engine torque and/or load torque model are adjusted when appropriate operating conditions are met based on a difference between the predicted or estimated engine speeds and the measured engine speeds.

Abstract: A system and a method for improving engine performance by utilizing a variable compression ratio mechanism and a boosting mechanism are presented. The performance is improved by coordinating the control of ignition timing, compression ratio, and engine boosting while at the same time minimizing engine knock, preventing undesirable interaction, and providing optimal fuel economy. According to the present invention, adjusting ignition timing and compression ratio can be done either sequentially or concurrently.

Abstract: A method for controlling an engine having multiple banks with separate catalysts is described. In particular, coordinate lean and rich operation between the banks is utilized. However, termination of rich operation may be different between the banks to prevent breakthrough of rich exhaust gasses due to lack of stored oxidants. In this situation, the bank that terminated rich operation is operated near stoichiometric. This minimizes breakthrough of emissions, while at the same time minimizing a torque imbalance between the cylinder banks. In particular, the torque imbalance can be further minimized by retarding ignition timing on the rich bank while the other operates near stoichiometry.