Abstract: The variable valve mechanism of a preferred embodiment of the invention includes a valve slidably mounted to move between a closed position and an open position, a cam rotatably mounted to push the valve from the closed position toward the open position, and an electromagnet adapted to selectively hold the valve in the open position. The variable valve mechanism acquires most of the benefits of a bi-directional electromagnetic arrangement (such as increased fuel economy, decreased start-up emissions, etc.), while avoiding most of the disadvantages (costs, NVH, etc.).

Abstract: Four preferred methods are disclosed for controlling an electromagnetic valve actuator having a valve head that moves between an open position and a closed position against a valve seat, an armature coupled to the valve head, and a solenoid coil near the armature. The preferred methods include: measuring the position of the armature, estimating the speed of the armature based on the measured position of the armature, computing a desired signal based on the measured position, the estimated speed, and a reference trajectory, and controlling the solenoid coil to softly seat the armature against the solenoid coil and the valve head against the valve seat based on the computed desired signal.

Abstract: A method to calculate valve timing commands for an engine with variable valve timing is hereby disclosed. The method includes determining a valve feedforward term based on an engine performance command and an environmental conditions signal, calculating a valve feedback term based on the engine performance command and an engine performance feedback, and calculating a valve timing command based on the valve feedforward term and the valve feedback term.

Abstract: The variable valve mechanism of a preferred embodiment of the invention includes a valve slidably mounted to move between a closed position and an open position, a cam rotatably mounted to push the valve from the closed position toward the open position, and an electromagnet adapted to selectively hold the valve in the open position. The variable valve mechanism acquires most of the benefits of a bi-directional electromagnetic arrangement (such as increased fuel economy, decreased start-up emissions, etc.), while avoiding most of the disadvantages (costs, NVH, etc.).

Abstract: Four preferred methods are disclosed for controlling an electromagnetic valve actuator having a valve head that moves between an open position and a closed position against a valve seat, an armature coupled to the valve head, and a solenoid coil near the armature. The preferred methods include: measuring the position of the armature, estimating the speed of the armature based on the measured position of the armature, computing a desired signal based on the measured position, the estimated speed, and a reference trajectory, and controlling the solenoid coil to softly seat the armature against the solenoid coil and the valve head against the valve seat based on the computed desired signal.

Abstract: A method is disclosed and claimed for estimating the position and the velocity of a valve armature in an electromagnetic valve actuation system, which includes a first solenoid coil that energizes and attracts the valve armature based on a first solenoid command. The method includes obtaining a parameter for the first solenoid command, measuring a property of the first solenoid coil, and estimating the position and the velocity of the valve armature based on the obtained parameter and the measured property.

Abstract: The present invention provides a method for real time estimation of air charge, residual gas, and backflow in an engine cylinder, i.e., in-cylinder variables, by estimating total mass flow into and out of the cylinders. These estimations are then integrated based on starting and ending times for induction shades of each cylinder to calculate air charge and residual gas for each cylinder. The present invention uses intake and exhaust manifold pressure measurements to estimate the in-cylinder variables. The intake and exhaust manifold pressure measurements are processed through the ideal gas law to dynamically determine the net change in the amount of gas inside the manifolds in order to estimate the in-cylinder variables on-line.

Abstract: A method to calculate valve timing commands for an engine with variable valve timing is hereby disclosed. The method includes determining a valve feedforward term based on an engine performance command and an environmental conditions signal, calculating a valve feedback term based on the engine performance command and an engine performance feedback, and calculating a valve timing command based on the valve feedforward term and the valve feedback term.

Abstract: An engine output control method for a vehicle having a throttleless internal combustion engine system responsive to a desired engine speed signal. The method includes generating a driver demanded engine speed value corresponding to an operator input and generating a speed control system engine speed value corresponding to a predetermined speed value to permit vehicle operation at a constant speed by a speed control system. The method arbitrates between the driver demanded engine speed value and the speed control system engine speed value to derive a first desired engine speed value. This value is limited by a vehicle speed limit value, engine speed limit value, and transmission speed limit value to generate a second desired engine speed value. The engine is then controlled as a function of the second desired engine speed value and an actual engine speed value. Engine control is accomplished by way of variable valve timing, fueling rate and/or fuel flow, and spark advance.

Abstract: An engine output control method for a vehicle having a throttleless internal combustion engine system responsive to a desired engine speed signal. The method includes generating a driver demanded engine speed value corresponding to an operator input and generating a speed control system engine speed value corresponding to a predetermined speed value to permit vehicle operation at a constant speed by a speed control system. The method arbitrates between the driver demanded engine speed value and the speed control system engine speed value to derive a first desired engine speed value. This value is limited by a vehicle speed limit value, engine speed limit value, and transmission speed limit value to generate a second desired engine speed value. The engine is then controlled as a function of the second desired engine speed value and an actual engine speed value. Engine control is accomplished by way of variable valve timing, fueling rate and/or fuel flow, and spark advance.

Abstract: An engine output control method for a vehicle having a drive by wire engine system responsive to a desired engine torque signal. The method comprises the steps of generating a driver demanded acceleration value corresponding to an accelerator pedal position input, and generating a gear value as a function of a vehicle speed value and the driver demanded acceleration value. The method also derives a driveline torque demand comprising an inertial model torque value of the vehicle driveline corresponding to the driver demanded acceleration and the gear value, and a dynamic transmission model torque value for the gear value. The resulting torque demand is then passed through an inverse torque converter model to generate a demanded engine torque. The resulting demanded engine torque value is then used to control the engine output. In this way, the present method accounts for the transmission and driveline dynamics in an acceleration-based engine control scheme.

Abstract: An engine output control method for a vehicle having a drive by wire engine system responsive to a desired engine speed signal. The method comprises the steps of generating a driver demanded engine speed value corresponding to an operator input and generating a speed control system engine speed value corresponding to a predetermined speed value to permit vehicle operation at a constant speed by a speed control system. The method arbitrates between the driver demanded engine speed value and the speed control system engine speed value to derive a first desired engine speed value. This value is limited by a vehicle speed limit value, engine speed limit value, and transmission speed limit value to generate a second desired engine speed value. The engine is then controlled as a function of the second desired engine speed value and an actual engine speed value.

Abstract: A method and system for controlling an automotive vehicle spindle-coupled road simulator with a predetermined effective road profile for a road surface uses tire loss-of-contact compensation to modify the tracking parameter in a control loop to avoid incorrectly loading a test vehicle. Tire deflection obtained during measurement of a vehicle's tire profile calculation is used to detect and flag regions where the tire profile is not a function of the road input so that the tire profile motion is governed only by the free dynamic response of the suspension. A tire model is first developed for a vehicle. The vehicle is then coupled to the spindle-coupled simulator, and a set of control signals is generated in a control loop. The control signals are used for driving the spindle-coupled simulator with the vehicle attached thereto so that a response generated by the simulator is consistent with the predetermined effective tire profile.