Abstract: An electronic throttle controller adjusts vehicle acceleration based on accelerator pedal movement. The controller compares a rate of change of a pedal voltage with a rate of change of a filtered pedal voltage. The filtered pedal voltage depends on filter alpha values that vary as a function of engine speed divided by vehicle speed. If the rate of change of the pedal voltage exceeds the rate of change of the filtered pedal voltage by a threshold, the controller selects a performance mode. The performance mode determines how the controller adjusts a transmission ratio and power request damping. Additionally, the controller adjusts a duration of the performance mode based on an acceleration condition. The acceleration condition is indicative of whether engine speed, vehicle speed, and pedal position are constant.

Abstract: An arrangement for determining purge valve flow tolerance for use with evaporative emissions control systems includes developing an equation based on data relating purge valve duty cycle to flow, wherein the equation describes a flow curve with reference to a first axis and a second axis. The arrangement further includes using the equation as a base equation for flow, and adapting the equation for part-to-part tolerance as a function of an intercept point of the equation with respect to the first axis, wherein the first axis relates to duty cycle.

Abstract: An arrangement for determining purge valve flow tolerance for use with evaporative emissions control systems includes developing an equation based on data relating purge valve duty cycle to flow, wherein the equation describes a flow curve with reference to a first axis and a second axis. The arrangement further includes using the equation as a base equation for flow, and adapting the equation for part-to-part tolerance as a function of an intercept point of the equation with respect to the first axis, wherein the first axis relates to duty cycle.

Abstract: A fuel control system is provided including a fuel tank and a purge vapor collection canister interconnected with an internal combustion engine. A purge vapor canister vent valve selectively seals the purge vapor canister from atmosphere such that the fuel tank, purge vapor canister, and engine intake manifold form a closed system. Upon a cold engine start, a purge valve disposed between the purge vapor canister and the engine intake manifold is opened such that the pressure differential between the engine intake manifold and the remainder of the system causes fuel vapor collected within the dome portion of the fuel tank to be drawn through the purge vapor canister and into the intake manifold. Simultaneously therewith, the amount of fuel injected by the fuel injectors to the engine is reduced such that a desired amount of total fuel delivery is established.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a purge compensation model to identify the concentration of purge vapor entering the intake manifold of the engine of the automotive vehicle, identifying the source of the vapor as from the vapor collection canister or the fuel tank using a characteristic mapping of maximum concentration as a function of instantaneous flow and accumulated flow through a canister and uses this information to predict variations in vapor concentrations as a function of purge flow. The method also includes a purge control model which uses mode logic to identify an appropriate time to initiate a purge cycle, provides the flow conditions necessary for a learning portion of the purge compensation model and increases purge flow rates after the learning is complete to deplete the contents of the canister.

Abstract: A fuel control system is provided for enhancing the fueling strategy of a vehicle at start up when fueling is being supplemented with purge vapors from the fuel tank. The system includes monitoring the purge vapor flow rate from the purge vapor control system to the engine at start-up. A dynamic crankshaft fuel control fuel multiplier is then calculated based on engine roughness. If the engine is operating rough during purge vapor fueling, the amount of injected fuel is adjusted according to the fuel multiplier. Once oxygen sensor feedback is available, the dynamic crankshaft fuel control fuel multiplier is recalculated based on the oxygen sensor goal voltage. If necessary, the amount of injected fuel may be readjusted with the updated fuel multiplier. Once the engine is warm, the purge vapor fueling stops and the present methodology ends.

Abstract: A fuel control system is provided including a fuel tank, a purge vapor canister, a vapor line, and a fuel injector connected to an internal combustion engine. A purge vapor canister vent valve seals the purge vapor canister from the atmosphere such that the fuel tank, purge vapor canister, and fuel injector form a closed system. Upon initial starting of the engine, the purge vapor pressure is such that the purge vapor is drawn to the fuel injector from the dome portion of the fuel tank after passing through the purge vapor canister. Simultaneously therewith, the amount of liquid fuel is reducing or increasing by an amount of equally increasing or decreasing, respectively, vapor fuel so that a necessary mass flow rate is achieved to support combustion. As the amount of fuel vapors decreases to a negligible amount, combustion is supported by the atomization of liquid fuel.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of learning the bank-to-bank distribution of purge vapors within the engine manifold. As such, the fuel to air ratio delivered from various injectors can be selectively controlled to accommodate the purge vapor at that bank of the engine and maintain the desired fuel to air ratio.

Abstract: An appropriate learning of volumetric efficiency of an engine is ensured prior to enabling any purge flow, purge vapor learning or compensation. The volumetric efficiency of the engine is modeled is a matrix including a plurality of cells corresponding to an operating condition of the engine such as engine speed and manifold absolute pressure. Each cell is varied between a first mode and a second mode according to the learned state of volumetric efficiency for the corresponding operating condition based on oxygen sensor feedback. If the accessed cell of the matrix is in the first mode, then the volumetric efficiency for that operating condition has not yet been learned to within an acceptable tolerance. As such, any purge vapor concentration learning or compensation is disabled. If the accessed cell of the matrix is in the second mode, then the volumetric efficiency for that operating condition has been learned to within an acceptable tolerance.

Abstract: A method is provided for injecting fuel into an internal combustion engine. The method includes providing the engine with a plurality of fuel injectors, each including an electromechanical mechanism for receiving fuel under pressure via a fuel supply system and for injecting a measured amount of fuel into the engine in response to a command signal whose duration is indicative of the amount of fuel to be injected. The command signal is determined based upon a measured throttle position, engine speed and engine load. A resistance of a solenoid coil of the electromechanical mechanism is then calculated and the command signal is adjusted by incrementing or decrementing the command signal to compensate for variations in the measured resistance of the solenoid coil of electromechanical mechanism due to temperature variations.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of predicting the concentration of purge vapor at the purge valve of the evaporative emission control system as a function of purge flow and accumulated flow through the canister. Purge valve flow is characterized by using a surface for air mass flow rate as a function of vacuum at the purge valve and purge valve current. The flow through the valve is used to compute instantaneous flow rate and accumulated flow rate. As such, the fuel delivered through the injectors can be adjusted in real time to improve drivability and emissions by maintaining a desired fuel to air ratio.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of learning the flow rate of purge vapors from the fuel tank. The fuel tank model uses the output of a strategic adaption routine to learn the tank vapor flow rate. This flow rate is used to maintain fuel to air control under varying air flow and purge flow conditions especially under return-to-idle situations. As such, the fuel to air ratio at the injectors can be controlled under varying air flow and purge flow conditions to improve drivability and emissions.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of accounting for a predictable purge vapor surge from the canister. As such, improved fuel to air control and emissions are provided.

Abstract: A method is provided for accommodating the purge vapors from an evaporative emission control system of an automotive vehicle. The method includes a means of learning changes in the mass of a purge vapor collection canister such that a mass of purge vapor in the canister can be determined. The canister model uses the output of a strategic adaption routine to learn the loading of the canister. Thereafter, the canister model uses the learned loading of the canister and tank flow rate from a tank model to compute the mass balance of purge vapor exiting and entering the canister. The concentration level is compared to the calibrated maximum in an open loop surface to determine the level of canister loading. Based on the current loading of the canister, the open loop surface of canister concentration as a function of flow rate and accumulated flow is used to predict how the concentration will change as the flow rate through the canister changes.