Abstract: A method of determining a goal voltage for a fuel/air sensor of an engine electronic fuel injection system includes the steps of determining a goal fuel/air sensor voltage, superimposing a wave form forcing function to the fuel/air sensor voltage for providing a goal fuel/air sensor voltage having a wave form pattern and controlling the engine to operate according to the goal fuel/air sensor voltage. The wave form forcing function provides the required fuel/air perturbations that are required to retain proper oxygen storage of the catalyst to maintain high three-way conversion efficiency.

Abstract: A method for reducing hydrocarbon emissions in an engine of a vehicle. The methodology is triggered following the switching off of the ignition by the operator. First, fuel delivery to the engine is terminated. Second, spark ignition is continued based on a predetermined parameter such as time or engine cycles following the termination of the fuel delivery. Last, spark ignition is stopped. Since combustion continues until no fuel exists in the cylinder, there is no over abundance of fuel in the catalyst at a subsequent start up. As such, the catalyst operates effectively at start up and hydrocarbon emissions are lowered.

Abstract: An exhaust system is provided including two catalysts and three oxygen sensors. The second catalyst is disposed downstream of the first catalyst. The first oxygen sensor is disposed upstream of the first catalyst, the second oxygen sensor is disposed downstream of the first catalyst and upstream of the second catalyst, and the third oxygen sensor is disposed downstream of the second catalyst. A goal voltage corresponding to a desired level of oxygen within the exhaust is provided for the third oxygen sensor based on engine RPM and MAP. The engine controller compares the goal voltage to an actual voltage generated by the third oxygen sensor and an error value is obtained and converted into a goal voltage for the second oxygen sensor. The engine controller compares the goal voltage to an actual voltage generated by the second oxygen sensor and an error value is obtained and converted into a goal voltage for the first oxygen sensor.

Abstract: An exhaust system is provided including two catalysts and three oxygen sensors. The second catalyst is disposed downstream of the first catalyst. The first oxygen sensor is disposed upstream of the first catalyst, the second oxygen sensor is disposed downstream of the first catalyst and upstream of the second catalyst, and the third oxygen sensor is disposed downstream of the second catalyst. A goal voltage corresponding to a desired level of nitrous oxide and hydrocarbon within the exhaust is provided for the third oxygen sensor. This goal voltage is based on engine RPM and MAP. The engine controller compares the goal voltage to an actual voltage generated by sensing the level of oxygen downstream of the second catalyst. Based on this comparison, an error value between the goal voltage and the actual voltage is obtained. This error value is converted into a goal voltage for the first oxygen sensor.

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 controlling spark advance based on a fuel modifier. Initially, engine fueling is reduced according to a known dynamic crankshaft fuel control (DCFC) methodology. As a result, the engine tends to run rougher. In response, spark advance is varied based on the overall fuel multiplier reduction from the DCFC methodology. For instance, a look-up table, or mathematical function based on the DCFC multiplier can be utilized as the basis for the spark advance.

Abstract: A method is provided for enriching a fuel to air ratio in an engine during acceleration based on a known fuel multiplier. Initially, the method retrieves the fuel multiplier from a dynamic crankshaft fuel control (DCFC) system. This system uses the fuel multiplier to reduce the amount of fuel delivered to the engine. When acceleration is desired, the method increases the overall acceleration enrichment values as a function of the DCFC fuel multiplier. Thus, when the vehicle is launched via a throttle tip-in while the DCFC system is active, the acceleration enrichment values are increased thereby improving drivability by having combustion taking place in a richer environment.

Abstract: Incorporation of from about 0.001% to about 5% of a mixture of an N-alkanoyl-N,N'-dialkyl-phenylenediamine compound (e.g. N-heptanoyl-N,N'-di-sec-butyl paraphenylenediamine) and a fluorescent brightener (e.g., a bis(benzoxazole) substituted thiophene) in a flame retarded polyurethane foam formulation stabilizes the formulation against scorching as the foam is formed therefrom.

Abstract: Polyurethane foams prepared with chlorinated oligomeric phosphate ester or tris(dichloropropyl) phosphate flame retardants have low scorch and surface discoloration by addition of a mixture of phenothiazine and 4,4'-thio-bis(6-tertiary butyl meta cresol).

Abstract: The discoloration of low density polyurethane foams produced with certain flame retardants is reduced by incorporating certain amine antioxidants into the foam. The amine antioxidants can be employed by admixing with the flame retardant from about 0.25 to about 5.0 percent of the amine antioxidant by weight of the flame retardant.

Abstract: The discoloration of low density polyurethane foams produced with certain flame retardants is reduced by incoporating into the foam phenothiazine and amine antioxidants. The phenothiazine and amine antioxidants can be employed by admixing with the flame retardant from about 0.25 to about 5.0 percent of the phenothiazine-amine antioxidant combination by weight of the flame retardant.

Abstract: The color qualities of low density polyurethane foams produced with certain flame retardants is improved by reducing scorch through incorporation of a mixture of diphenyl p-phenylenediamine and the reaction product of diphenylamine and acetone into the foam. The mixture can be employed by admixing with the flame retardant from about 0.5 to about 5.0 percent of said mixture by weight of the flame retardant. The weight ratio of diphenyl p-phenylenediamine to the reaction product of diphenylamine and acetone is from about 1:20 to about 20:1.

Abstract: Flame-retardant resinous compositions comprise an organic polymer and a phosphate that has the structural formula ##STR1## wherein each X represents bromine or chlorine; R represents haloalkyl having 2 to 4 carbon atoms and 1 to 5 bromine and/or chlorine atoms, phenyl, or trihaloneopentyl; and R' represents haloalkyl having 2 to 4 carbon atoms and 1 to 5 bromine and/or chlorine atoms.