Abstract: A method for torque split arbitration in a vehicle includes identifying at least one route characteristic of a portion of a route being traversed by the vehicle. The method further includes determining a target torque split based on the at least one route characteristics. The method further includes generating a first output torque demand that corresponds to a product of a first portion of a target torque demand to be provided by a first propulsion unit and a ratio of a total propulsion system torque demand and the target torque demand. The method further includes generating a second output torque demand based on the first output torque demand.

Abstract: A method for torque split arbitration in a vehicle includes identifying at least one route characteristic of a portion of a route being traversed by the vehicle. The method further includes determining a target torque split based on the at least one route characteristics. The method further includes generating a first output torque demand that corresponds to a product of a first portion of a target torque demand to be provided by a first propulsion unit and a ratio of a total propulsion system torque demand and the target torque demand. The method further includes generating a second output torque demand based on the first output torque demand.

Abstract: A method for controlling vehicle propulsion includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes determining a profile for a target vehicle speed based on the at least one route characteristic and a vehicle energy consumption profile. The method further includes selectively adjusting a vehicle speed control input based on the target vehicle speed profile. The method further includes communicating the vehicle speed control input to a vehicle propulsion controller to achieve the target vehicle speed profile.

Abstract: A method for determining an energy efficient vehicle speed includes identifying at least one route characteristic of a portion of a route being traversed by a vehicle. The method further includes determining a profile for a target vehicle speed based on the at least one route characteristic and a vehicle energy consumption profile. The method further includes generating a vehicle speed recommendation. The method further includes providing, to a driver of the vehicle, the vehicle speed recommendation.

Abstract: A cylinder deactivation system includes an intake cam follower assembly, an exhaust cam follower assembly, an exhaust cam, and a controller. The intake cam follower assembly is used to open an intake engine valve and is switchable to operate in one of an active state and a deactive state. The exhaust cam follower assembly is used to open an exhaust engine valve and is switchable to operate in one of a primary lift state and a secondary lift state. The exhaust cam includes a primary lift cam lobe and a secondary lift cam lobe and is used to actuate the exhaust cam follower assembly in the primary lift state and in the secondary lift state. The controller is used to open the exhaust engine valve during the deactive combustion cycle in advance of the opening of the intake engine valve that occurs during the subsequent active combustion cycle.

Abstract: A cylinder deactivation system includes an intake cam follower assembly, an exhaust cam follower assembly, an exhaust cam, and a controller. The intake cam follower assembly is used to open an intake engine valve and is switchable to operate in one of an active state and a deactive state. The exhaust cam follower assembly is used to open an exhaust engine valve and is switchable to operate in one of a primary lift state and a secondary lift state. The exhaust cam includes a primary lift cam lobe and a secondary lift cam lobe and is used to actuate the exhaust cam follower assembly in the primary lift state and in the secondary lift state. The controller is used to open the exhaust engine valve during the deactive combustion cycle in advance of the opening of the intake engine valve that occurs during the subsequent active combustion cycle.

Abstract: A lower manifold for a V-style internal combustion engine comprising at least three shells: a top shell for mating with an upper manifold; a left shell for mating with a left engine head; and a right shell for mating with a right engine head. The three shells are formed independently by injection molding and are joined as by vibration welding when aligned in a welding jig. The molds for the left and right shells are formed such that the seal ring groove has a rectangular cross-section having sidewalls perpendicular to the lower shell surface because each left and right shell has its own draft angle preferably perpendicular to its lower shell surface. The method and apparatus of the invention permits runner cross-sections to be significantly rounded, which improves air flow characteristics of the runners.

Abstract: A lower manifold for a V-style internal combustion engine comprising at least three shells: a top shell for mating with an upper manifold; a left shell for mating with a left engine head; and a right shell for mating with a right engine head. The three shells are formed independently by injection molding and are joined as by vibration welding when aligned in a welding jig. The molds for the left and right shells are formed such that the seal ring groove has a rectangular cross-section having sidewalls perpendicular to the lower shell surface because each left and right shell has its own draft angle preferably perpendicular to its lower shell surface. The method and apparatus of the invention permits runner cross-sections to be significantly rounded, which improves air flow characteristics of the runners.

Abstract: An edge-pivot charge-motion control assembly for controlling air turbulence comprising a molded sleeve inserted into a runner port of an intake manifold of an internal combustion engine. A control valve element is pivotably mounted in the sleeve for external actuation. The valve element pivots into a formed recess in a wall of the sleeve and thus may be fully removed as desired from the air stream. The system allows customizing of the valve shape and also the entrance and exit geometry of the runner sleeve as desired for any engine intake manifold, thus affording great flexibility in use with a series of engines of various displacements using essentially the same head. The charge motion function between engines, and even between runners in a given engine, can be changed inexpensively by changing a small, relatively inexpensive mold tool, rather than a large, very expensive manifold mold tool.

Abstract: An apparatus and method for controlling a plurality of charge motion control devices in the air intake manifold. In a first aspect of the invention, the valves are controlled through a single common drive shaft. In a second aspect, the runners each include an air flow bypass positioned between the valve and the cylinder head mounting end of the runner such that the valve is positioned further away from the combustion chamber.

Abstract: An apparatus and method for controlling a plurality of charge motion control devices in the air intake manifold. In a first aspect of the invention, the valves are controlled through a single common drive shaft. In a second aspect, the runners each include an air flow bypass positioned between the valve and the cylinder head mounting end of the runner such that the valve is positioned further away from the combustion chamber.

Abstract: A tumble control valve for an intake manifold of an engine which eliminates or substantially reduces air leakage between the bottom and sides of the valve blade through a selected rotational segment of the blade as it moves from the closed position toward the open position. The sealed area is maintained by contouring the inner cavity wall to track the arc defined by the bottom edge of the rotating blade. In other embodiments, a flexible flange or wedge-shaped element is attached to the blade to engage the inner cavity wall through the selected rotational segment. In another aspect of the invention, air flow pressure is maintained and tumble is optimized compared to rotational movement of the blade by contouring the top wall surface to track the arc defined by the rotating upper edge of the blade.

Abstract: A tumble control valve for an intake manifold of an engine which eliminates or substantially reduces air leakage between the bottom and sides of the valve blade through a selected rotational segment of the blade as it moves from the closed position toward the open position. The sealed area is maintained by contouring the inner cavity wall to track the arc defined by the bottom edge of the rotating blade. In other embodiments, a flexible flange or wedge-shaped element is attached to the blade to engage the inner cavity wall through the selected rotational segment. In another aspect of the invention, air flow pressure is maintained and tumble is optimized compared to rotational movement of the blade by contouring the top wall surface to track the arc defined by the rotating upper edge of the blade.

Abstract: A method for throttle progression control to minimize tip-in noise of an internal combustion engine by allowing the engine to receive only the required air for the commanded engine acceleration. The method comprises the steps of a) providing an electronically controlled throttle body and valve, b) providing an electronic control module, c) determining the engine air flow required to satisfy a desired engine acceleration, d) providing an input to the electronic control module corresponding to the engine air flow required, e) programming the electronic control module to limit the inflow of air during engine acceleration to match the engine air flow required for achieving said desired engine acceleration, and f) actuating the throttle body and valve to provide the limited air flow through the throttle body during the desired engine acceleration.

Abstract: A method for throttle progression control to minimize tip-in noise of an internal combustion engine by allowing the engine to receive only the required air for the commanded engine acceleration. The method comprises the steps of a) providing an electronically controlled throttle body and valve, b) providing an electronic control module, c) determining the engine air flow required to satisfy a desired engine acceleration, d) providing an input to the electronic control module corresponding to the engine air flow required, e) programming the electronic control module to limit the inflow of air during engine acceleration to match the engine air flow required for achieving said desired engine acceleration, and f) actuating the throttle body and valve to provide the limited air flow through the throttle body during the desired engine acceleration.

Abstract: A tumble valve for variably impeding air flow in a manifold runner of an internal combustion engine. The valve includes a pivot-shaft located at or in a wall of the runner. The runner is rectanguloid in the region of the pivot-shaft, as is a damper attached along one edge to the pivot-shaft. In closed position, the valve creates a desired degree of tumble in air flowing through the runner, but in open position the shaft and damper lie against the runner wall. The improved valve thus causes no air flow restriction when the valve is open. In any partially-closed position, the lower area of the runner is always blocked because the valve pivots from below, and all air is forced up and over the upper edge of the damper. Fuel efficiency is optimized over an increased range of engine speeds.

Abstract: In a preferred embodiment, an engine coolant crossover assembly includes a crossover conduit member carrying an integral liquid cooled alternator and liquid cooled exhaust gas recirculation valve. The integration of one or both of these parts into the coolant crossover eliminates many parts from the total assembly. These parts include; attachment brackets, coolant hoses, hose clamps, cast mounting blocks, coolant tubes and attachment bolts. Reduction of these parts reduces system costs, assembly time, mass and potential coolant leak paths. A temperature sensor and a thermostat housing may also be included in the crossover assembly. The assembly may also be made part of an intake manifold for an integrated air fuel module of a V-type engine.

Abstract: A fuel rail permeant collection system includes a substantially impermeable enclosure surrounding a fuel rail on an internal combustion engine. Preferably, the enclosure is in communication with air intake means for the engine, for example, the intake manifold or runners from the manifold to the engine cylinders, such that fuel collected by the enclosure can be evaporated and passed into the intake means for combustion by the engine. The system may be included in a vehicle vapor purge circuit from a fuel tank emissions-control canister system.

Abstract: A fuel rail permeant collection system includes a substantially impermeable enclosure surrounding a fuel rail on an internal combustion engine. Preferably, the enclosure is in communication with air intake means for the engine, for example, the intake manifold or runners from the manifold to the engine cylinders, such that fuel collected by the enclosure can be evaporated and passed into the intake means for combustion by the engine. The system may be included in a vehicle vapor purge circuit from a fuel tank emissions-control canister system.

Abstract: An air/fuel intake manifold module having fuel injectors and having an electronic engine control module (ECM) cooled by the passage of air through the manifold. The ECM is protected from contamination and damage by a coating. The ECM may be mounted in the air flow path immediately ahead of the main engine throttle body, or in a well formed in a wall of the manifold. The ECM in the well may be further cooled by placement of a heat-sink between the ECM and the manifold or by fins extended through the manifold wall into the air stream within the manifold. Alternatively, the ECM circuit board itself may be extended through a slot in the manifold wall into the air stream, or the circuits may be applied to, or formed directly on, an interior or exterior surface of the manifold.