Abstract: Examples of techniques for controlling coolant flow in a vehicle cooling system for an internal combustion engine using a secondary coolant pump are provided. In one example implementation, a computer-implemented method includes receiving, by a processing device, engine operation data about the internal combustion engine. The method further includes detecting, by the processing device, a shutdown of the internal combustion engine. The method further includes calculating, by the processing device, an engine flow based at least in part on the block flow request and the head flow request. The method further includes, subsequent to detecting the shutdown of the internal combustion engine determining, by the processing device, an after-run condition based at least in part on the engine operation data. The method further includes activating, by the processing device, a secondary coolant pump based at least in part on determining the after-run condition.

Abstract: A coolant control system of a vehicle includes an opening module configured to determine a coolant valve (CV) opening, a flow control valve (FCV) opening, and a block valve (BV) opening based on at least one of a block temperature difference, a head temperature difference, and a coolant outlet temperature difference. A CV control module is configured to selectively actuate a CV based on the CV opening. The CV regulates coolant flow from the FCV to a radiator and a coolant channel bypassing the radiator. A BV control module is configured to selectively actuate a BV based on the BV opening. The BV regulates coolant flow from the engine block to the FCV. A FCV control module is configured to selectively actuate a FCV based on the FCV opening. The FCV regulates coolant flow from the cylinder head and the BV to the CV.

Abstract: Examples of techniques combining flow requests to control coolant fluid in a cooling system for an internal combustion engine are provided. In one example implementation, a method includes receiving, by a processing device, a block flow request from an engine block. The method further includes receiving, by the processing device, a head flow request from an engine head. The method further includes calculating, by the processing device, an engine flow based at least in part on the block flow request and the head flow request. The method further includes calculating, by the processing device, a flow split request based at least in part on the block flow request and the engine flow. The method further includes operating, by the processing device, a block rotary valve based at least in part on the block flow.

Abstract: Examples of techniques for controlling coolant flow in a vehicle cooling system for an internal combustion engine using a secondary coolant pump are provided. In one example implementation, a computer-implemented method includes receiving, by a processing device, engine operation data about the internal combustion engine. The method further includes detecting, by the processing device, a shutdown of the internal combustion engine. The method further includes calculating, by the processing device, an engine flow based at least in part on the block flow request and the head flow request. The method further includes, subsequent to detecting the shutdown of the internal combustion engine determining, by the processing device, an after-run condition based at least in part on the engine operation data. The method further includes activating, by the processing device, a secondary coolant pump based at least in part on determining the after-run condition.

Abstract: Examples of techniques for controlling the flow of a coolant fluid through a cooling system of an internal combustion engine are disclosed. In one example implementation, a method includes calculating, by a processing device, a minimum zone flow rate of the coolant fluid for a zone of a cooling system of the internal combustion engine. The method further includes converting, by the processing device, the minimum zone flow rate into a desired actuator position for a flow control valve to enable the flow control valve to provide the minimum zone flow rate of the coolant fluid to the zone of the cooling system. The method further includes enabling, by the processing device, the flow control valve to change from a current actuator position to the desired actuator position.

Abstract: Examples of techniques combining flow requests to control coolant fluid in a cooling system for an internal combustion engine are provided. In one example implementation, a method includes receiving, by a processing device, a block flow request from an engine block. The method further includes receiving, by the processing device, a head flow request from an engine head. The method further includes calculating, by the processing device, an engine flow based at least in part on the block flow request and the head flow request. The method further includes calculating, by the processing device, a flow split request based at least in part on the block flow request and the engine flow. The method further includes operating, by the processing device, a block rotary valve based at least in part on the block flow.

Abstract: Examples of techniques for adjusting a flow control valve during a mode change of a main rotary valve in a vehicle cooling system for an internal combustion engine are disclosed. In one example implementation, a method includes detecting, by a processing system, a start of the mode change for the main rotary valve in the vehicle cooling system. The method further includes closing, by the processing system, the flow control valve based at least in part on detecting the start of the mode change. The method further includes opening, by the processing system, the flow control valve based at least in part on the mode change being completed.

Abstract: A coolant control system of a vehicle includes an opening module configured to determine a coolant valve (CV) opening, a flow control valve (FCV) opening, and a block valve (BV) opening based on at least one of a block temperature difference, a head temperature difference, and a coolant outlet temperature difference. A CV control module is configured to selectively actuate a CV based on the CV opening. The CV regulates coolant flow from the FCV to a radiator and a coolant channel bypassing the radiator. A BV control module is configured to selectively actuate a BV based on the BV opening. The BV regulates coolant flow from the engine block to the FCV. A FCV control module is configured to selectively actuate a FCV based on the FCV opening. The FCV regulates coolant flow from the cylinder head and the BV to the CV.

Abstract: An active thermal management system for a vehicle and a method of operating the system are provided. The active thermal management system may include, but is not limited to, an exhaust gas temperature sensor, an engine metal temperature sensor, an engine coolant output temperature sensor, an engine oil temperature sensor, a cooling system, and a controller, the controller configured to determine when the vehicle is in a tow/haul mode, operate the cooling system when at least one of the temperature of the exhaust gas, the engine metal, the coolant output from the engine and the temperature of the engine oil is greater than a predetermined temperature, and operate the cooling system to bypass a radiator when all of the temperature of the exhaust gas, the engine metal, the temperature of the coolant, and the temperature of the engine oil is lower than a predetermined low temperature.

Abstract: A method of controlling exhaust braking in an internal combustion engine is disclosed. The engine includes an exhaust system, an exhaust pressure modulation valve, and a variable geometry turbocharger having adjustable vanes. The method includes restricting a flow of the exhaust gas through the exhaust system via a first partially-closed position of the valve. The valve's first partially-closed position increases the exhaust backpressure in the engine up to a first pressure value and generates a first stage of exhaust braking by the engine. The method also includes, following the increase of exhaust backpressure in the engine up to the first pressure value, restricting a flow of the exhaust gas through the turbocharger via closing the turbocharger's adjustable vanes. The closing of the turbocharger's adjustable vanes increases the exhaust backpressure up to a second pressure value in the exhaust system and generates a second stage of exhaust braking by the engine.

Abstract: A method of controlling exhaust braking in an internal combustion engine is disclosed. The engine includes an exhaust system, an exhaust pressure modulation valve, and a variable geometry turbocharger having adjustable vanes. The method includes restricting a flow of the exhaust gas through the exhaust system via a first partially-closed position of the valve. The valve's first partially-closed position increases the exhaust backpressure in the engine up to a first pressure value and generates a first stage of exhaust braking by the engine. The method also includes, following the increase of exhaust backpressure in the engine up to the first pressure value, restricting a flow of the exhaust gas through the turbocharger via closing the turbocharger's adjustable vanes. The closing of the turbocharger's adjustable vanes increases the exhaust backpressure up to a second pressure value in the exhaust system and generates a second stage of exhaust braking by the engine.

Abstract: A hybrid diesel-electric powertrain includes an electric motor in electrical communication with a traction battery, a diesel engine in power-flow communication with the electric motor and with an automatic transmission, and a controller. The diesel engine and electric motor are configured to provide a combined torque to the automatic transmission. The powertrain further includes an exhaust aftertreatment device in fluid communication with the diesel engine. The controller is configured to: receive a regeneration request from the exhaust aftertreatment device; determine if a state-of-charge of the fraction battery is within a predetermined range of a target value; initiate a regeneration event if the state-of-charge of the traction battery is within the predetermined range of the target value; receive an immediate torque request from the automatic transmission; and provide a torque command to the electric motor in response to the immediate torque request.

Abstract: A method for selecting an engine operating point in a multi-mode powertrain system includes monitoring a desired axle torque based on an operator torque request and vehicle speed. When an aftertreatment device used to purify regulated constituents within an exhaust gas feedstream output from the engine is determined to require an exhaust gas feedstream temperature to be increased to a predetermined temperature, an intrusive engine operation mode is enabled to increase the exhaust gas feedstream temperature to the predetermined temperature. A plurality of engine power is retrieved, wherein each engine power loss corresponds to respective ones of a plurality of intrusive engine operation points each achieving the predetermined temperature of the exhaust gas feedstream. A desired engine operation point is selected corresponding to one of the intrusive engine operation points having a lowest total power loss.

Abstract: A system and method can control exhaust braking in a vehicle. The vehicle includes an engine system. The engine system includes internal combustion engine, an intake manifold, a control module, an exhaust system, and a variable geometry turbocharger (VGT) having a turbine. The turbine includes turbine blades and vanes movable with respect to the turbine blades. The method includes the following: (a) receiving an exhaust brake torque request; (b) determining target pumping losses in the internal combustion engine based on the exhaust brake torque request; (c) determining a target exhaust gas pressure within the exhaust system based on the target pumping losses; and (d) determining a target vane position of the vanes based on the target exhaust gas pressure, wherein the target vane position yields an exhaust brake torque in accordance with the exhaust brake torque request.

Abstract: A method for selecting an engine operating point in a multi-mode powertrain system includes monitoring a desired axle torque based on an operator torque request and vehicle speed. When an aftertreatment device used to purify regulated constituents within an exhaust gas feedstream output from the engine is determined to require an exhaust gas feedstream temperature to be increased to a predetermined temperature, an intrusive engine operation mode is enabled to increase the exhaust gas feedstream temperature to the predetermined temperature. A plurality of engine power is retrieved, wherein each engine power loss corresponds to respective ones of a plurality of intrusive engine operation points each achieving the predetermined temperature of the exhaust gas feedstream. A desired engine operation point is selected corresponding to one of the intrusive engine operation points having a lowest total power loss.

Abstract: A method for selecting an engine operating point in a multi-mode powertrain system includes monitoring a desired axle torque based on an operator torque request and vehicle speed. For each available combustion mode of the diesel engine, engine torque and speed ranges are received and a plurality of fuel losses and a plurality of emissions losses are retrieved, each fuel and emissions loss corresponding to respective ones of a plurality of engine operating points within the engine torque and speed ranges. The respective fuel and emissions losses are compared at each of a plurality of potential engine operating points within the engine torque and speed ranges of the available combustion modes. A desired engine operating point within one of the available combustion modes is selected that corresponds to one of the potential engine operating points having a lowest power loss based on the compared respective fuel and emissions losses.

Abstract: A system and method can control exhaust braking in a vehicle. The vehicle includes an engine system. The engine system includes internal combustion engine, an intake manifold, a control module, an exhaust system, and a variable geometry turbocharger (VGT) having a turbine. The turbine includes turbine blades and vanes movable with respect to the turbine blades. The method includes the following: (a) receiving an exhaust brake torque request; (b) determining target pumping losses in the internal combustion engine based on the exhaust brake torque request; (c) determining a target exhaust gas pressure within the exhaust system based on the target pumping losses; and (d) determining a target vane position of the vanes based on the target exhaust gas pressure, wherein the target vane position yields an exhaust brake torque in accordance with the exhaust brake torque request.

Abstract: A method for selecting an engine operating point in a multi-mode powertrain system includes monitoring a desired axle torque based on an operator torque request and vehicle speed. For each available combustion mode of the diesel engine, engine torque and speed ranges are received and a plurality of fuel losses and a plurality of emissions losses are retrieved, each fuel and emissions loss corresponding to respective ones of a plurality of engine operating points within the engine torque and speed ranges. The respective fuel and emissions losses are compared at each of a plurality of potential engine operating points within the engine torque and speed ranges of the available combustion modes. A desired engine operating point within one of the available combustion modes is selected that corresponds to one of the potential engine operating points having a lowest power loss based on the compared respective fuel and emissions losses.

Abstract: A system according to the principles of the present disclosure includes an exhaust braking enabling module, a driver torque module, and an engine actuator control module. The exhaust braking enabling module selectively enables exhaust braking based on driver input and independent of an accelerator pedal position. The driver torque module selectively determines a driver torque request based on a powertrain braking torque capacity when exhaust braking is enabled. The engine actuator control module controls fuel delivery to cylinders of an engine and a vane position of a turbocharger based on the driver torque request.

Abstract: A hybrid diesel-electric powertrain includes a diesel engine in power flow communication with an electric motor and a controller. The diesel engine and electric motor are each configured to generate a respective torque in response to a provided torque command. The controller is in communication with the electric motor, the diesel engine, and an accelerator pedal, and configured to receive a driver torque request from the accelerator pedal. In response to the driver torque request, the controller is further configured to command the diesel engine to generate an output torque that is less than a smoke limit torque, and command the electric motor to generate an output torque equal to the difference between the driver torque request and the output torque of the diesel engine.