Gregory L Weber

US Patent:

20040134472, Jul 15, 2004

Filed:

Jan 15, 2003

Appl. No.:

10/342981

Inventors:

Mark Duty - Goodrich MI, US
Gregory Weber - Commerce Twp MI, US

International Classification:

G05D001/00

US Classification:

123/698000, 123/520000, 701/109000

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.

US Patent:

63183455, Nov 20, 2001

Filed:

Aug 19, 1999

Appl. No.:

9/377234

Inventors:

Gregory T. Weber - Commerce Township MI
Mark J. Duty - Davison MI

Assignee:

DaimlerChrysler Corporation - Auburn Hills MI

International Classification:

F02M 3302

US Classification:

123520

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. As the pressure differential between the intake manifold and the remainder of the closed system changes over time, flow rate of purge vapors from the fuel tank slows down.

US Patent:

55379770, Jul 23, 1996

Filed:

Jan 30, 1995

Appl. No.:

8/380865

Inventors:

Peter G. Hartman - Bloomfield MI
Keith L. Jones - Woodhaven MI
Thomas A. Larson - Bloomfield Hills MI
Gregory T. Weber - Commerce Township MI

Assignee:

Chrysler Corporation - Auburn Hills MI

International Classification:

F02P 514

US Classification:

123422

Abstract:

A method of estimating exhaust gas recirculation in an intake manifold for an internal combustion engine includes the steps of determining a volumetric efficiency value of the intake manifold, determining whether a speed of the engine is accelerating, getting a manifold unfilling constant if the speed of the engine is not accelerating, getting a manifold filling constant if the speed of the engine is accelerating, calculating a K-factor based on the volumetric efficiency value and either the manifold filling constant or manifold unfilling constant, and using the K-factor to modify spark of the engine.

US Patent:

6085734, Jul 11, 2000

Filed:

Dec 15, 1998

Appl. No.:

9/211939

Inventors:

Kenneth P. DeGroot - Macomb Township MI
Bruce H. Teague - Grosse Pointe Park MI
Gregory T. Weber - Commerce Township MI
Jeremy M. Smith - Farmington MI

Assignee:

Chrysler Corporation - Auburn Hills MI

International Classification:

F02D 4114

US Classification:

123696

Abstract:

A method is provided for controlling the delivery of fuel to an engine of an automotive vehicle equipped with a dynamic crankshaft fuel control system and an oxygen sensor feedback based fuel control system. The method includes determining an averaged combustion metric from the dynamic crankshaft fuel control system. The combustion metric is compared to an allowable engine roughness value and a dynamic crankshaft fuel control fuel multiplier is adjusted based on the comparison via a proportional-integral-derivative control calculation. Thereafter, the integral term of the dynamic crankshaft fuel control system's proportional-integral-derivative control calculation is stored. If it is time to switch fuel control from the dynamic crankshaft fuel control system to the oxygen sensor feedback fuel control system, the stored integral term of the dynamic crankshaft fuel control system's fueling multiplier is transferred to the proportional-integral-derivative calculation of the oxygen sensor feedback fuel control system. As such, the last integral term used in determining the fuel multiplier of the dynamic crankshaft fuel control system is used as the first integral term determining the fuel multiplier of in the oxygen sensor feedback fuel control system. As such, the transition from one fuel control system to the other is smoothed.

US Patent:

62375806, May 29, 2001

Filed:

Aug 19, 1999

Appl. No.:

9/377320

Inventors:

Kenneth P. DeGroot - Macomb Township MI
Mark J. Duty - Davison MI
Gregory T. Weber - Commerce Township MI

Assignee:

DaimlerChrysler Corporation - Auburn Hills MI

International Classification:

F02B 7508

US Classification:

123698

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.

US Patent:

59016841, May 11, 1999

Filed:

Sep 14, 1998

Appl. No.:

9/152762

Inventors:

John Fiaschetti - Rochester Hills MI
Kenneth DeGroot - Macomb Township MI
Mark Borland - Birmingham MI
Gregory Weber - Commerce Township MI

Assignee:

DaimlerChrysler Corporation - Auburn Hills MI

International Classification:

F02D41/04

US Classification:

123436

Abstract:

A methodology of computing a learned combustion stability value and applying the learned combustion stability value to control engine operation is provided. Engine speed is sensed for each expected firing of individual cylinders ofthe engine. An expected acceleration value is determined using a band-pass-filtered engine speed difference. The difference between successive expected acceleration values is computed. A learned combustion related value is determined as a function of the difference in the successive learned acceleration values and is an indication of engine combustion quality. The operation of the engine is controlled as a function of the learned combustion related value. The learned combustion stability value is advantageously employed so as to modify the fuel injection to an internal combustion engine, especially following a cold engine start so as to reduce hydrocarbon emissions. This is accomplished by modifying a program target fuel injection value as a function of the learned combustion related value so as to reduce the fuel injected into the engine by fuel injectors.

US Patent:

57718610, Jun 30, 1998

Filed:

Jul 1, 1996

Appl. No.:

8/674280

Inventors:

Keith L. Musser - Cloumbus IN
Daniel D. Wilhelm - Nashville IN
David A. Olson - Columbus IN
James H. Ross - Cedar Falls IA
Jeffrey P. Seger - Columbus IN
Michael J. Ruth - Franklin IN
Prakash Bedapudi - Columbus IN
David A. Bolis - Nashville IN
Stephen M. Holl - Columbus IN
Gregory Weber - Rochester Hills MI

Assignee:

Cummins Engine Company, Inc. - Columbus IN

International Classification:

F02D 3100

US Classification:

123357

Abstract:

A system for controlling fuel flow in an internal combustion engine receives a command specifying a desired fuel flow rate from an electronic control module. The system generates a feedforward estimate of actuator current required to produce the desired flow rate. This estimate is combined with a fueling current offset value generated using a proportional-integral feedback controller. A differential pressure between the fuel rail and cylinder gas is converted, by surface interpolation based on a lookup table, to an estimate of actual fuel flow rate. The difference between this actual fuel flow rate and the desired flow rate is provided to the feedback controller as an error signal. The feedback controller preferably uses different gain values depending on an operating mode of the engine (speed control and torque control modes).

US Patent:

56348681, Jun 3, 1997

Filed:

Jun 7, 1995

Appl. No.:

8/481005

Inventors:

Gregory T. Weber - Commerce MI
Christopher P. Thomas - West Bloomfield MI
Kenneth P. DeGroot - Macomb Township MI
Gerald R. Honkanen - Davisburg MI
Thomas A. Larson - Bloomfield MI

Assignee:

Chrysler Corporation - Auburn Hills MI

International Classification:

F02P 515
F01N 320
F01N 324
F02D 4106

US Classification:

477107

Abstract:

A method for advanced crank spark with blend spark retard for an internal combustion engine includes the steps of selecting whether a spark in an engine cylinder will be fired on a predetermined first or second crank edge during an engine start mode, firing the spark on the second crank edge during the engine start mode if the second crank edge is selected, firing the spark on the first crank edge if the first crank edge is selected, determining whether the internal combustion engine is in the engine start mode based on engine speed, continuing to select whether to fire the spark on the predetermined first crank edge or the predetermined second crank edge if the internal combustion engine is in the engine start mode based on engine speed less than the predetermined speed, and retarding the spark from a first spark level to a hold start level at a predetermined rate, holding the spark at the hold spark level for a hold period, and advancing the spark to the first spark level at the predetermined rate, if the internal combustion engine is in the engine start mode based on engine speed greater than the predetermined speed.