Abstract: A system according to the principles of the present disclosure includes an engine stall module and an actuator control module. The engine stall module identifies a potential engine stall based on a speed of an engine and a rate of change in the engine speed. The actuator control module selectively adjusts an actuator of a powertrain system to prevent the engine from stalling when a potential engine stall is identified.

Abstract: A method and system for controlling vehicle engine speed during a garage shift includes determining a K-factor of a torque converter based upon a speed ratio of the torque converter, normalizing the K-factor, and controlling an engine speed based upon the normalized K-factor.

Abstract: A method and system for controlling vehicle engine speed during a garage shift includes determining a K-factor of a torque converter, and controlling an engine speed based upon the determined K-factor.

Abstract: A system according to the principles of the present disclosure includes an engine stall module and an actuator control module. The engine stall module identifies a potential engine stall based on a speed of an engine and a rate of change in the engine speed. The actuator control module selectively adjusts an actuator of a powertrain system to prevent the engine from stalling when a potential engine stall is identified.

Abstract: A first method is suitable for vehicles having an ambient temperature sensor and employs an estimation model configured to estimate a minimum start-up engine coolant temperature (SUECT) if the engine block heater was operated during the previous soak period. A measured SUECT is then compared to estimated minimum SUECT from the model, and if it is higher, then the diagnostic logic concludes that the engine block heater was operated during the soak period, and disables the reporting its test results. A second method is suitable for vehicles without an ambient (soak) temperature sensor employs an alternative approach. Predetermined data based on actual vehicle testing over a wide range of conditions is stored in a data structure. The data describe respective minimum and maximum start-up IAT thresholds versus SUECT. The thresholds are spaced apart to define a start-up IAT window in between. In other words, the window is bounded by minimum and maximum start-up IAT thresholds.

Abstract: An electronic engine controller is configured to execute a process of adapting a base value of the volumetric efficiency of an engine through the addition of a correction value of the volumetric efficiency. The process includes comparing an estimated mass air flow value calculated using a speed-density equation, with an actual mass air flow value measured by a mass air flow (MAF) sensor. A percentage error of the estimated mass air flow value as compared to the actual mass air flow value is calculated. When the percentage error indicates that the air flow is at steady state, then the process updates the VE correction value, by integrating the percentage error. The new correction value, thus computed, is then stored in a cell of an array corresponding to the current engine operating condition. The process is configured to add the correction value to the corresponding base value to produce an updated value of the VE, valid for that operating condition.

Abstract: An electronic control unit for an internal combustion engine having a fuel injection system and an ignition system including: timing determination means (2) for determining timing sequences for injection events of the fuel injection system and ignition events of the ignition system and to provide update timing sequence data (10) to a schedule sequencing means (3) adapted to control at least one driver circuit (4) wherein the at least one driver circuit (4) is adapted to provide drive pulses (11) to the fuel injection system and ignition system; wherein the schedule sequencing means (3) is adapted to select between update sequence data to at least one of an injection of ignition event, such that the update timing sequence data is selected when there is no current injection occurring.

Abstract: A method of treating NOx emmissions in the exhaust gas of an internal combustion engine having catalyst means including at least a first catalyst converter capable of treating NOx, the method including operating the engine in a first mode to promote a first set of conditions and in a second mode to promote a second set of conditions, wherein the first mode of operation includes operating the engine with a lean air-fuel ratio, and the second mode of operation includes operating the engine with a stoichiometic air-fuel ratio.

Abstract: A method of operating a direct injected combustion engine having an exhaust system with a conventional three-way catalytic converter, the method including operating the engine with a stoichiometric air/fuel ratio at least substantially across the entire engine operating load range, such that emissions of NOx from the engine are minimised.

Abstract: An improved NOX control for an internal combustion engine having an exhaust system with a NOX storage catalyst (105) includes a gas composition sensor (110) upstream of the NOX catalyst. Whether the NOX catalyst is storing NOX onto the catalyst or purging NOX from the catalyst is estimated from the signal output from the gas composition sensor. The composition of exhaust gasses input to the catalyst is also estimated using variables like engine load, engine speed, engine temperature and space velocity of the exhaust gases. This enables the NOX flow rate input to the catalyst and the aggregate quantity of NOX stored on the catalyst to be estimated.

Abstract: A low emission vehicle operates an internal combustion engine with lean air fuel ratios over at least a portion of its operating load range. The vehicle satisfies EURO IV emission requirements with just a three way catalyst and without any NOX storage capability in the exhaust after treatment system. An electronic control unit is programmed to operate the engine such that 80% or less of any tail pipe NOX mass emitted by the vehicle is generated during lean operation of the engine whereby the vehicle satisfies the EURO IV emission requirements.

Abstract: An electronic control unit for an internal combustion engine having a fuel injection system and an ignition system including: timing determination means (2) for determining timing sequences for injection events of the fuel injection system and ignition events of the ignition system and to provide update timing sequence data (10) to a schedule sequencing means (3) adapted to control at least one driver circuit (4) wherein the at least one driver circuit (4) is adapted to provide drive pulses (11) to the fuel injection system and ignition system; wherein the schedule sequencing means (3) is adapted to select between update sequence data to at least one of an injection of ignition event, such that the update timing sequence data is selected when there is no current injection occurring.

Abstract: A method of operating a direct injected combustion engine having an exhaust system with a conventional three-way catalytic converter, the method including operating the engine with a stoichiometric air/fuel ratio at least substantially across the entire engine operating load range, such that emissions of NOx from the engine are minimised.