CN102828846B

CN102828846B - For coordinating control system and the method for air throttle and supercharging

Info

Publication number: CN102828846B
Application number: CN201210200415.4A
Authority: CN
Inventors: J.M.凯泽; T.L.吉布斯; Z.李; J.L.沃尔兴
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2011-06-16
Filing date: 2012-06-18
Publication date: 2016-05-18
Anticipated expiration: 2032-06-18
Also published as: DE102012209759B4; CN102828846A; DE102012209759A1

Abstract

The present invention relates to control system and method for coordinating air throttle and supercharging. Particularly, engine control system comprises Manifold Air Pressure MAP determination module, pressurization control module and throttle control module in accordance with the principles of the present invention. Described MAP determination module is determined and is expected MAP based on driver torque request. Described pressurization control module is controlled supercharging device based on described expectation MAP and basic boost pressure. Described supercharging device utilizes boost pressure to activate, and described in the time that described boost pressure is less than described basic boost pressure, boost pressure is not enough to activate described supercharging device. Described throttle control module is controlled throttler valve based on described expectation MAP and basic boost pressure.

Description

For coordinating control system and the method for air throttle and supercharging

The cross reference of related application

The application requires the U.S. Provisional Application No.61/497 submitting on June 16th, 2011,691 rights and interests, and the disclosure of this application is attached to herein by reference in full.

Technical field

The present invention relates to engine control system and method, and relate more specifically to control system and method for coordinating air throttle and supercharging.

Background technology

The background note here providing is the object in order to introduce generally background of the present invention. Current signature inventor's a part is operated in background technology part and is described, this part content and in the time of submit applications, in this description, separately do not form prior art aspect, both indefinitely impliedly do not admitted to be to destroy prior art of the present invention yet.

The mixture that explosive motor burns air and fuel in cylinder combustion is with driven plunger, thus generation driving torque. The air stream entering in engine is adjusted by air throttle. More specifically, throttle adjustment orifice size, this increase or reduced the air stream that enters into engine. In the time that orifice size increases, the air stream that enters into engine increases. Supercharging device (for example, turbocharger or mechanical supercharged device) also can increase the air stream that enters into engine. The speed that Fuel Control System fuel metering is injected, to provide the air/fuel mixture of expectation and/or to realize the moment of torsion output of expecting to cylinder. Increase and offer the air of cylinder and the amount of fuel and increased the moment of torsion output of engine.

In spark ignition engine, spark causes the burning of the air/fuel mixture that is provided for cylinder. In compression ignition engine, the compression in cylinder makes to offer the air/fuel mixture burning of cylinder. Spark timing and air stream can be the main mechanisms of the moment of torsion output for regulating spark ignition engine, and fuel flow can be the main mechanism of the moment of torsion output for regulating compression ignition engine.

Develop engine control system, thereby realized and expect moment of torsion with control engine output torque. But conventional engine control system is not carried out accurately control engine output torque as required. In addition, conventional engine control system does not provide quick response on control signal or the coordination engine torque control between the various devices that affect engine output torque.

Summary of the invention

Engine control system comprises Manifold Air Pressure (MAP) determination module, pressurization control module and throttle control module in accordance with the principles of the present invention. Described MAP determination module is determined and is expected MAP based on driver torque request. Described pressurization control module is controlled supercharging device based on described expectation MAP and basic boost pressure. Described supercharging device utilizes boost pressure to activate, and in the time that described boost pressure is less than described basic boost pressure, described boost pressure is not enough to activate described supercharging device. Described throttle control module is controlled throttler valve based on described expectation MAP and basic boost pressure.

The present invention also comprises following scheme:

1. a system, comprising:

Manifold Air Pressure MAP determination module, described MAP determination module is determined and is expected MAP based on driver torque request;

Pressurization control module, described pressurization control module is controlled supercharging device based on described expectation MAP and basic boost pressure, wherein, described supercharging device utilizes boost pressure to activate, and in the time that described boost pressure is less than described basic boost pressure, described boost pressure is not enough to activate described supercharging device; And

Throttle control module, described throttle control module is controlled throttler valve based on described expectation MAP and described basic boost pressure.

2. according to the system described in scheme 1, also comprise basic supercharging module, described basic supercharging module is determined described basic boost pressure based on atmospheric pressure.

3. according to the system described in scheme 1, also comprise supercharging offset module, described supercharging offset module is determined supercharging skew pressure based on described expectation MAP and described basic boost pressure, and wherein, described pressurization control module is controlled described supercharging device based on described supercharging skew pressure.

4. according to the system described in scheme 3, wherein, described pressurization control module is expected boost pressure based on described expectation MAP and described supercharging skew pressure with determining, and described pressurization control module is controlled described supercharging device based on described expectation boost pressure.

5. according to the system described in scheme 4, wherein, in the time that described expectation MAP is less than the first pressure, described supercharging skew pressure is greater than zero.

6. according to the system described in scheme 5, also comprise air throttle offset module, described air throttle offset module is determined air throttle skew pressure based on described expectation MAP and described basic boost pressure, wherein, described throttle control module is controlled described throttler valve based on described air throttle skew pressure.

7. according to the system described in scheme 6, wherein, described throttle control module is expected orifice size based on described expectation MAP and described air throttle skew pressure with determining, and described throttle control module is controlled described throttler valve based on described expectation orifice size.

8. according to the system described in scheme 7, also comprise every cylinder air capacity APC determination module, described APC determination module is determined expectation APC based on described driver torque request, and wherein, described throttle control module is determined described expectation orifice size based on described expectation APC.

9. according to the system described in scheme 7, wherein, in the time that described expectation MAP is greater than described the first pressure, described air throttle skew pressure is greater than zero.

10. according to the system described in scheme 9, wherein, described the first pressure is determined in advance, so that corresponding with the actuating percentage of described supercharging device.

11. 1 kinds of methods, comprising:

Determine and expect Manifold Air Pressure MAP based on driver torque request;

Control supercharging device based on described expectation MAP and basic boost pressure, wherein, described supercharging device utilizes boost pressure to activate, and described in the time that described boost pressure is less than described basic boost pressure, boost pressure is not enough to activate described supercharging device; And

Control throttler valve based on described expectation MAP and described basic boost pressure.

12. according to the method described in scheme 11, also comprises based on atmospheric pressure and determines described basic boost pressure.

13. according to the method described in scheme 11, also comprises:

Determine supercharging skew pressure based on described expectation MAP and described basic boost pressure; And

Control described supercharging device based on described supercharging skew pressure.

14. according to the method described in scheme 13, also comprises:

Based on described expectation MAP and described supercharging skew pressure and determine expectation boost pressure; And

Control described supercharging device based on described expectation boost pressure.

15. according to the method described in scheme 14, and wherein, in the time that described expectation MAP is less than the first pressure, described supercharging skew pressure is greater than zero.

16. according to the method described in scheme 15, also comprises:

Determine air throttle skew pressure based on described expectation MAP and described basic boost pressure; And

Control described throttler valve based on described air throttle skew pressure.

17. according to the method described in scheme 16, also comprises:

Based on described expectation MAP and described air throttle skew pressure and determine expectation orifice size; And

Control described throttler valve based on described expectation orifice size.

18. according to the method described in scheme 17, also comprises:

Determine and expect every cylinder air capacity APC based on described driver torque request; And

Determine described expectation orifice size based on described expectation APC.

19. according to the method described in scheme 17, and wherein, in the time that described expectation MAP is greater than described the first pressure, described air throttle skew pressure is greater than zero.

20. according to the method described in scheme 19, and wherein, described the first pressure is determined in advance, so that corresponding with the actuating percentage of described supercharging device.

Further application of the present invention will be apparent from detailed description provided below. Should be understood that, the detailed description and specific examples are only intended to for illustrating object, and are not intended to limit the scope of the invention.

Brief description of the drawings

The present invention will more completely be understood by detailed description and accompanying drawing, in the accompanying drawings:

Fig. 1 is the functional block diagram of exemplary engine system in accordance with the principles of the present invention;

Fig. 2 is the functional block diagram of exemplary engine control system in accordance with the principles of the present invention;

Fig. 3 is the functional block diagram of exemplary engine control module in accordance with the principles of the present invention;

Fig. 4 shows the flow chart of exemplary engine control method in accordance with the principles of the present invention;

Fig. 5 shows the figure of exemplary in accordance with the principles of the present invention Manifold Air Pressure (MAP) control curve;

Fig. 6 shows the figure of exemplary in accordance with the principles of the present invention pressurization control curve; And

Fig. 7 shows the figure of exemplary in accordance with the principles of the present invention throttle control curve.

Detailed description of the invention

In following illustrative in nature, be only exemplary, and be never intended to limit the present invention, its application or use. For the sake of clarity, use in the accompanying drawings the similar element of identical designated. As used in this, phrase " at least one of A, B and C " should be understood to mean to use the logic (A or B or C) of nonexcludability logical "or". Should be understood that, the step in method can not change principle of the present invention with different order execution.

As used herein, that term " module " can refer to is following, be a following part or comprise following: special IC (ASIC); Electronic circuit; Combinational logic circuit; Field programmable gate array (FPGA); (that share, special or group) processor of run time version; Other suitable parts of described function are provided; Or the combination of some or all in above-mentioned, for example, in SOC(system on a chip). Term " module " can comprise (that share, special or group) memory, the code that its storage is carried out by processor.

As above-mentioned use, term " code " can comprise software, firmware and/or microcode, and can refer to program, routine, function, class and/or object. As above-mentioned use, term " shared " refers to from some codes of multiple modules or whole code and can use single (sharing) processor to carry out. In addition, can be by single (sharing) memory stores from some codes or whole code of multiple modules. As above-mentioned use, term " group " refers to from some codes of individual module or whole code and can carry out with one group of processor or one group of execution engine. For example, multiple core of processor and/or multiple thread can both be considered to carry out engine. In each embodiment, carry out engine can the processor on a processor, on multiple processors and in multiple positions on (for example, the multiple servers of parallel processing in arranging) be grouped. In addition can store with storage stack from some codes or whole code of individual module.

Apparatus and method as herein described can be implemented by one or more computer programs of being carried out by one or more processors. Computer program comprises the executable instruction of processor, and it is stored on the tangible computer-readable medium of nonvolatile. Computer program also can comprise the data of storage. The non-limiting example of the tangible computer-readable medium of nonvolatile is nonvolatile memory, magnetic memory and optical memory.

Throttler valve can be controlled based on expectation orifice size, and supercharging device can be based on expecting that boost pressure be controlled. Expect orifice size and expect that boost pressure both can be based on expecting that Manifold Air Pressure (MAP) is determined. Can be by for example opening waste gate, for example, to allow air stream to walk around supercharging device (, walking around mechanical supercharged device) completely or part is walked around supercharging device (, walking around the turbine of turbocharger) and controlled the boost pressure that supercharging device produces.

The waste gate of supercharging device can utilize boost pressure to activate. In the time that boost pressure is less than basic boost pressure, this boost pressure is not enough to activate waste gate. Basic boost pressure depends on the design of atmospheric pressure and supercharging device.

The response gain of throttler valve and supercharging device may be affected by inlet air stream. The response gain of throttler valve is by the ratio of the variation of flow rate of throttler valve and the variation of the orifice size of throttler valve. The response gain of supercharging device is the ratio of the variation of the variation of boost pressure and the actuating percentage of waste gate (, dutycycle (dutycycle)). Can recently open and close waste gate by reducing respectively and increase duty.

When the desired pressure ratio on throttler valve is less than first for example, during than (, 0.9), the response gain of throttler valve can be (, in the expected range) of stable and consistent. Desired pressure is than being the desired pressure (, expecting MAP) in throttler valve downstream and the ratio of the pressure of throttler valve upstream. In the time that boost pressure is less than basic boost pressure, the pressure of throttler valve upstream can equal atmospheric pressure. Therefore, when expect MAP equal atmospheric pressure 90% time, the desired pressure ratio on throttler valve can be 0.9.

For example, in the time that the dutycycle of waste gate is greater than the first percentage (, 30%), the response of supercharging device gain can be stable and consistent. In the time expecting that MAP equals the first pressure, the dutycycle of waste gate can equal the first percentage. The first pressure can be than basic boost pressure larger about 10 kPas (kPa).

According to engine control system of the present invention and method by utilizing actuator to regulate inlet air stream to coordinate the actuating of throttler valve and supercharging device in the time that the response of actuator gains stable and consistent. In the time expecting that MAP is less than the first pressure, throttler valve is used as the main actuator for regulating inlet air stream. By supercharging is offset, pressure adds expectation MAP to and the expectation MAP based on skew determines expectation boost pressure, and throttler valve can regulate inlet air stream with the actuator of deciding. Supercharging skew pressure can be determined in advance, to close supercharging device completely.

In the time expecting that MAP is greater than the first pressure, supercharging device is used as the main actuator for regulating inlet air stream. By air throttle is offset, pressure adds expectation MAP to and the expectation MAP based on skew determines expectation orifice size, and supercharging device can regulate inlet air stream with the actuator of deciding. Supercharging skew pressure can be determined in advance, so that complete opening throttle valve. Then,, in the time that supercharging device is greater than air throttle skew pressure from the amount of expectation MAP overshoot, can only throttler valve be used for regulating inlet air stream.

The actuating of coordinating by this way throttler valve and supercharging device has improved the ability of control engine moment of torsion, has improved cornering ability, has improved supercharging diagnosis, reduced pumping loss and improved supercharging overshoot protection. Improve cornering ability by providing than the more supercharging of necessary supercharging under lower torque level, this response gain that makes supercharging device stable and consistent more under lower torque level. Result is, the response gain more time of supercharging device is stable and consistent, thus improved may be only in the time that the response gain stabilization of supercharging device is consistent the supercharging diagnostic method of execution.

By throttler valve being opened than the necessary degree pumping loss that reduce under high torque level, this has reduced the constraint of inlet air stream, and has reduced exhaust back pressure in turbo charged engine system more. When expecting that the amount of MAP overshoot is greater than air throttle skew pressure, expect MAP by close the throttle valve gradually so that actual MAP is restricted at supercharging device, can improve supercharging overshoot protection. In the time that supercharging device can be restricted to actual MAP expectation MAP and air throttle skew pressure sum, opening throttle valve again.

Refer now to Fig. 1, it shows the functional block diagram of exemplary engine system 100. Engine system 100 comprises engine 102, and this engine is based on inputting combustion air/fuel mixture from the driver of driver's input module 104 to produce the driving torque for vehicle. Air is sucked in engine 102 by gas handling system 108. Only, as example, gas handling system 108 can comprise inlet manifold 110 and throttler valve 112. Only, as example, throttler valve 112 can comprise the butterfly valve with rotatable blade. Engine control module (ECM) 114 is controlled throttle actuator module 116, and this throttle actuator module is adjusted the aperture of throttler valve 112 to control the air capacity being sucked in inlet manifold 110.

Be sucked into from the air of inlet manifold 110 in the cylinder of engine 102. Although engine 102 can comprise multiple cylinders, for illustrative object only shows single representative cylinder 118. Only, as example, engine 102 can comprise 2,3,4,5,6,8,10 and/or 12 cylinders. ECM114 some cylinders of can instruction gas cylinder actuators module 120 optionally stopping using, this can improve fuel economy under some power operation situation.

Although four-stroke cycle has been described in following discussion, engine 102 can utilize four-stroke cycle or two-stroke cycle to operate. Four-stroke cycle comprises induction stroke, compression stroke, combustion stroke and exhaust stroke. During each revolution of bent axle (not shown), in the interior generation four-stroke-cycle of cylinder 118 two. Therefore,, in order to make cylinder 118 experience whole four strokes, twice crank up is essential.

During induction stroke, be sucked in cylinder 118 by inlet valve 122 from the air of inlet manifold 110. ECM114 controls fuel-actuated device module 124, and this fuel-actuated device module fuel metering sprays to realize the air/fuel ratio of expectation. Fuel can center position or in multiple positions (for example,, near the inlet valve 122 at each cylinder) locate to be injected in inlet manifold 110. In each embodiment (not shown), fuel can be directly injected in cylinder or be ejected in the mixing chamber being associated with cylinder. The fuel of the cylinder that fuel-actuated device module 124 can end to be deactivated sprays.

The fuel spraying mixes with air and form air/fuel mixture in cylinder 118. During compression stroke, the piston (not shown) compressed air/fuel mixture in cylinder 118. Engine 102 can be compression ignition engine, in this case, and the compressing ignition air/fuel mixture in cylinder 118. Alternatively, engine 102 can be spark ignition engine, and in this case, the signal of spark actuator module 126 based on from ECM114 switched on to the spark plug 128 in cylinder 118, thereby lights air/fuel mixture. Can be with respect to piston the time regulation spark timing when its uppermost position in fig-ure (being called top dead centre (TDC)).

Can be by having specified that how far producing pyrophoric timing signal before or after TDC controls spark actuator module 126. Because piston position is directly related with crank position, therefore the operation of spark actuator module 126 can be synchronizeed with crank shaft angle. In each embodiment, spark actuator module 126 can be ended to provide spark to inactive cylinder.

Produce spark and can be called as the event of catching fire. Spark actuator module 126 can have the ability that changes spark timing for the event of catching fire at every turn. Spark actuator module 126 even can work as spark timing signal upper once catch fire event and on once catch fire change while changing between event on once the catch fire spark timing of event.

During combustion stroke, the burning of air/fuel mixture drives piston downwards, thus driving crank. Combustion stroke can be restricted to the time between the moment that piston arrives TDC and piston be back to lower dead center (BDC).

During exhaust stroke, piston starts move upward and displace combustion by-products by exhaust valve 130 from BDC. Combustion by-products is discharged from vehicle via gas extraction system 134.

Inlet valve 122 can be controlled by admission cam shaft 140, and exhaust valve 130 can be controlled by exhaust cam shaft 142. In each embodiment, multiple admission cam shafts (comprising admission cam shaft 140) can be controlled the multiple inlet valves (comprising inlet valve 122) for cylinder 118, and/or can control multiple air cylinder group inlet valve of (comprising cylinder 118) (comprising inlet valve 122). Similarly, multiple exhaust cam shafts (comprising exhaust cam shaft 142) can be controlled the multiple exhaust valves for cylinder 118, and/or can control for multiple air cylinder group exhaust valve of (comprising cylinder 118) (comprising exhaust valve 130).

Gas cylinder actuators module 120 can be by forbidding opening inlet valve 122 and/or exhaust valve 130 carrys out deactivated cylinder 118. In each other embodiments, inlet valve 122 and/or exhaust valve 130 can be controlled by the device except camshaft, for example, and electromagnetic actuators.

By admission cam phaser 148, the time that inlet valve 122 is opened can change with respect to piston TDC. By exhaust cam phaser 150, the time that exhaust valve 130 is opened can change with respect to piston TDC. Phaser actuator module 158 can be based on control admission cam phaser 148 and exhaust cam phaser 150 from the signal of ECM114. In the time implementing, can also control lift range variable (not shown) by phaser actuator module 158.

Engine system 100 can comprise supercharging device, and this supercharging device provides forced air to inlet manifold 110. For example, Fig. 1 shows the turbocharger that comprises heat turbine 160-1, and this heat turbine provides power by the thermal exhaust of the gas extraction system 134 of flowing through. Turbocharger also comprises the cold air compressor 160-2 being driven by turbine 160-1, and this cold air compressor compresses is led to the air of throttler valve 112. In each embodiment, can compress the air from throttler valve 112 by the mechanical supercharged device (not shown) of crank-driven, and compressed air is sent to inlet manifold 110.

Waste gate 162 can allow exhaust to walk around turbine 160-1, reduces thus the supercharging (amount of inlet air compression) of turbocharger. ECM114 can control turbocharger via supercharging actuator module 164. Supercharging actuator module 164 can regulate by controlling the position of waste gate 162 supercharging of turbocharger. In each embodiment, multiple turbocharger can be controlled by supercharging actuator module 164. Turbocharger can have variable-geometry, and this variable-geometry can be controlled by supercharging actuator module 164.

Charge air cooler (not shown) can dissipate and be comprised in some heats in compressed air inflation, and this compressed air inflation produces in the time that air is compressed. Compressed air inflation can also absorb the heat from the parts of gas extraction system 134. Although be shown as separation in order to describe object, turbine 160-1 and compressor 160-2 can be attached to one another, thereby inlet air is positioned to and extremely approaches thermal exhaust.

Engine system 100 can comprise exhaust gas recirculatioon (EGR) valve 170, and this EGR valve optionally reboots exhaust and gets back in inlet manifold 110. EGR valve 170 may be positioned at the turbine 160-1 upstream of turbocharger. EGR valve 170 can be controlled by EGR actuator module 172.

Engine system 100 can utilize RPM sensor 180 to measure the speed of bent axle, and unit is revolutions per minute (RPM). The temperature of engine coolant can utilize engine coolant temperature (ECT) sensor 182 to measure. ECT sensor 182 can be positioned in engine 102 or be positioned at other positions that circulate coolant arrives, for example radiator (not shown) place.

Pressure in inlet manifold 110 can utilize manifold absolute pressure (MAP) sensor 184 to measure. In each embodiment, can measure engine vacuum, this engine vacuum is poor between the pressure in environmental air pressure and inlet manifold 110. The mass flowrate that is sucked into the air in engine 102 can utilize MAF (MAF) sensor 186 to measure. Air pressure in the porch of throttler valve 112 can utilize air throttle intake air pressure (TIAP) sensor 188 to measure.

Throttle actuator module 116 can utilize one or more TPSs (TPS) 190 to monitor the position of throttler valve 112. The environment temperature that is sucked into the air in engine 102 can utilize intake air temperature (IAT) sensor 192 to measure. In each embodiment, maf sensor 186 and IAT sensor 192 can be positioned in same housing. In addition, maf sensor 186 and IAT sensor 192 can be positioned at the compressor 160-2 upstream of turbocharger, to protect sensor 186,192 to avoid the impact of the heat producing in the time that air is compressed by the compressor 160-2 of turbocharger. ECM114 can be used to the signal of autobiography sensor and make the control decision for engine system 100.

ECM114 can communicate by letter to coordinate with transmission control module 194 gearshift in speed changer (not shown). For example, ECM114 can reduce engine torque during shifting gears. ECM114 can communicate by letter with hybrid power control module 196, to coordinate the operation of engine 102 and electro-motor 198.

Electro-motor 198 is also used as generator, and can be used in generation electric energy for vehicle electrical systems use and/or be stored in battery. In each embodiment, the various functions of ECM114, transmission control module 194 and hybrid power control module 196 can be integrated in one or more modules.

The each system that changes engine parameter can be called as the actuator of receiving actuator value. For example, throttle actuator module 116 can be called as actuator, and air throttle open area can be called as actuator value. In the example of Fig. 1, throttle actuator module 116 realizes air throttle open area by the angle of the blade of adjusting joint air valve 112.

Similarly, spark actuator module 126 can be called as actuator, and corresponding actuator value can be the spark lead with respect to cylinder TDC. Other actuators can comprise gas cylinder actuators module 120, fuel-actuated device module 124, phaser actuator module 158, supercharging actuator module 164 and EGR actuator module 172. For these actuators, actuator value can correspond respectively to angle, boost pressure and the EGR valve open area of quantity, fuel delivery rate, air inlet and the exhaust cam phaser of the cylinder being activated. ECM114 can control actuator value, to make engine 102 produce the engine output torque of expecting.

Refer now to Fig. 2, it shows the functional block diagram of exemplary engine control system. The illustrative embodiments of ECM114 comprises driver's moment of torsion module 202. Driver's moment of torsion module 202 can be based on inputting and determine driver torque request from the driver of driver's input module 104. Driver input can be based on accelerator pedal position. Driver's input can also be based on the control of cruising, and this cruises and controls can be to change car speed to keep the adaptive cruise control system of predetermined following distance. Driver's moment of torsion module 202 can be stored accelerator pedal position to one or more mappings of expecting moment of torsion, and can a mapping based on selected determine driver torque request.

Axletree moment of torsion ruling module 204 is decided between the driver torque request from driver's moment of torsion module 202 and other axletree torque request. Axletree moment of torsion (at the moment of torsion at wheel place) can be produced by the each provenance that comprises engine and/or electro-motor. Torque request can comprise absolute torque request and torque request and even change request (ramprequests) relatively. Only as example, even change request can comprise by downward moment of torsion even change (ramp) to the request of minimum engine closing torque or by moment of torsion from the upwards request of even change of minimum engine closing torque. Torque request can comprise that interim or lasting moment of torsion reduces or increases relatively.

Axletree torque request can comprise that the moment of torsion of being asked by pull-in control system in the time forward wheelslip being detected reduces. Forward (positive) wheelslip occurs in the time that axletree moment of torsion overcomes the friction between wheel and road surface, and wheel starts with respect to road surface slippage. Axletree torque request can also comprise that the moment of torsion of offsetting negative sense (negative) wheelslip increases request, and wherein the tire of vehicle is with respect to road surface along other direction slippage, and this is negative sense because of axletree moment of torsion.

Axletree torque request can also comprise brake management request and the vehicle torque request of overrunning. Brake management request can reduce axletree moment of torsion, to guarantee that axletree moment of torsion is no more than the ability of brake, thereby maintains vehicle in the time of vehicle stop. The vehicle torque request of overrunning can reduce axletree moment of torsion, to prevent that vehicle from exceeding predetermined speed. Axletree torque request can also be produced by vehicle stability controlled system.

The ruling result of axletree moment of torsion ruling module 204 based between the torque request receiving exported estimating torque request and instant torque request. As mentioned below, can before the actuator that is used to control engine system 100, optionally be regulated by other modules of ECM114 from expectation and the instant torque request of axletree moment of torsion ruling module 204.

In universal, instant torque request is the amount of current expectation axletree moment of torsion, and estimating torque request is the amount of the axletree moment of torsion that may need in a short time. Therefore ECM114 control engine system 100, to produce the axletree moment of torsion equating with instant torque request. But the various combination of actuator value can cause identical axletree moment of torsion. Therefore, ECM114 can control actuator value to allow changing quickly estimating torque request into, and axletree moment of torsion is remained on to instant torque request simultaneously.

In each embodiment, estimating torque request can be based on driver torque request. Instant torque request can be less than estimating torque request, for example, when driver torque request causes wheel on ice face when slippage. In this case, pull-in control system (not shown) can ask to reduce by instant torque request, and the moment of torsion that ECM114 produces engine system 100 is reduced to instant torque request. But, ECM114 control engine system 100, once wheelslip is stopped, engine system 100 just can recover to produce estimating torque request rapidly again.

In universal, the difference between instant torque request and higher estimating torque request can be called as torque reserve. Torque reserve can represent that engine system 100 can start the amount of the additional torque producing with the minimum delay. Engine actuators is used to increase or reduce when front axle moment of torsion fast. As described in more detail below, engine actuators defines with respect to slow engine actuators fast.

In each embodiment, engine actuators can change axletree moment of torsion within the specific limits fast, and wherein said scope is set up by slow engine actuators. In this embodiment, the upper limit of this scope is estimating torque request, and the lower limit of this scope is limited by the torque capability of fast actuating device. Only as example, fast actuating device only can reduce by the first amount by axletree moment of torsion, and wherein said the first amount is measuring of torque capability to fast actuating device. Described the first amount can be based on being arranged by slow engine actuators power operation situation and change. In the time that instant torque request is within the scope of this, quick engine actuators can be set, to make axletree moment of torsion equal instant torque request. In the time of the request of ECM114 request output estimating torque, engine actuators can be controlled to axletree moment of torsion to change to the upper limit of this scope, i.e. estimating torque request fast.

In universal, fast engine actuators can change axletree moment of torsion compared with slow engine actuators time more quickly. Slowly actuator can be than fast actuating device more lentamente in response to the variation in its associated actuators value. For example, slowly actuator can comprise such mechanical part, and described mechanical part needs the time to move to another location with the variation in response in actuator value from a position. Slowly actuator can also be characterized by such amount, once the actuator value that is: slowly actuator starts execution change, axletree moment of torsion starts to change the time quantum spending. Conventionally, this time quantum will be longer for slow actuator is compared to fast actuating device. In addition, even, after starting change, axletree moment of torsion spends the longer time possibly completely in response to the variation in slow actuator.

Only as example, the actuator value that ECM114 can slow actuator is set to such value, that is: in the situation that fast actuating device is set to desired value, this value can make engine system 100 can produce estimating torque request. Meanwhile, the actuator value that ECM114 can fast actuating device is set to such value, that is: the in the situation that of given slow actuator value, this value makes engine system 100 produce instant torque request instead of estimating torque request.

Therefore, fast actuating device value makes engine system 100 produce instant torque request. In the time that ECM114 determines to change axletree moment of torsion into estimating torque request from instant torque request, the actuator value of one or more fast actuating devices is changed into the value corresponding with estimating torque request by ECM114. Because based on estimating torque, request is provided with slow actuator value, therefore engine system 100 can produce estimating torque request after the delay only being applied by fast actuating device. In other words, avoided otherwise can be owing to utilizing slow actuator to change the caused more long delay of axletree moment of torsion.

Only, as example, in the time that estimating torque request equals driver torque request, in the time having caused instant torque request to be less than driver torque request due to interim moment of torsion reduction request, can produce torque reserve. Alternatively, by estimating torque request is increased to the instant torque request that remains in driver torque request higher than driver torque request simultaneously, also can produce torque reserve. The torque reserve obtaining can absorb the unexpected increase of required axletree moment of torsion. Only, as example, can offset by increasing instant torque request from the unexpected load of air regulator or power-assisted steering pump. If the increase of instant torque request is less than torque reserve, this increase can be by utilizing fast actuating device to produce rapidly so. Then, estimating torque request can also be increased, to re-establish previous torque reserve.

Another exemplary purposes of torque reserve is the fluctuation that reduces slow actuator value. Due to its speed relatively slowly, may produce the unstability of control so change slow actuator value. In addition, slowly actuator can comprise component of machine, and described component of machine can draw more power and/or wearing and tearing quickly in the time moving continually. Produce enough torque reserves allows to keep slow actuator value to realize the variation of expecting moment of torsion by change fast actuating device by instant torque request simultaneously. For example, in order to keep given idling, instant torque request can change within the specific limits. If estimating torque request is configured to the level higher than this scope, can utilizes so fast actuating device to realize the variation of the instant torque request that keeps idling, and not need to regulate slow actuator.

Only, as example, in spark ignition engine, spark timing can be fast actuating device value, and air throttle open area can be slow actuator value. Spark ignition engine can carry out combustion fuel by application spark, and described fuel for example comprises gasoline and ethanol. As a comparison, in compression ignition engine, fuel flow can be fast actuating device value, and air throttle open area can be used as the actuator value of the engine features except moment of torsion. Compression ignition engine can be by compressed fuel this fuel that burns, and described fuel comprises for example diesel oil.

In the time that engine 102 is spark ignition engine, spark actuator module 126 can be fast actuating device, and throttle actuator module 116 can be slow actuator. After receiving new actuator value, spark actuator module 126 can change the spark timing for the ensuing event of catching fire. In the time that the spark timing for the event of catching fire (shifting to an earlier date also referred to as spark) is set to calibration value, in the combustion stroke that follows this event of catching fire closely, produce peak torque. But the spark that departs from calibration value can reduce the torque capacity producing in combustion stroke in advance. Therefore, spark actuator module 126 can shift to an earlier date in the upper event of once catching fire once changing engine output torque by changing spark. Only, as example, during the calibration phase of vehicle design, can determine the table that the spark corresponding from different power operation situations shifts to an earlier date, and calibration value is selected from this table based on present engine mode of operation.

As a comparison, the variation of the air throttle open area longer time of cost affects engine output torque. Throttle actuator module 116 changes air throttle open area by the angle of the blade of adjusting joint air valve 112. Therefore,, once receive new actuator value, in the time that throttler valve 112 moves to reposition based on new actuator value from its previous position, there is mechanical delay. The variation of the air stream of opening based on throttler valve in addition, postpones the transfer of air standing in inlet manifold 110. In addition, until cylinder 118 receives extra air in next induction stroke, when compressing this extra air and taking fire stroke, the air stream increasing in inlet manifold 110 is just embodied as the increase of engine output torque.

As example, be set to allow engine 102 to produce the value of estimating torque request by air throttle open area these actuators, can produce torque reserve. Meanwhile, can spark timing be set based on instant torque request, this instant torque request is less than estimating torque request. Although air throttle open area has produced the enough air streams that produce estimating torque request for engine 102, postpone spark timing (minimizing moment of torsion) based on this instant torque request. Therefore, engine output torque will equal instant torque request.

In the time of needs additional torque, for example, in the time that air conditioning compressor is started working or in the time that traction control determines that wheelslip has finished, can ignition timing be set based on estimating torque request. Be not later than the event of catching fire following closely, spark actuator module 126 can make spark turn back in advance calibration value, and this allows engine 102 to produce the complete engine output torque that can realize by the air stream having existed. Therefore, engine output torque can be increased to estimating torque request rapidly, and without the always delay from change air throttle open area.

In the time that engine 102 is compression ignition engine, fuel-actuated device module 124 can be fast actuating device, and throttle actuator module 116 and supercharging actuator module 164 can be discharge actuators. Thus, fuel mass can be set based on instant torque request, and air throttle open area and supercharging can be set based on estimating torque request. Air throttle open area can produce than meeting the more air stream of the necessary air stream of estimating torque request. Then, the air stream that the air stream producing can be more required than the fuel spraying for completing combustion is more, thereby makes air/fuel than fuel-sean normally, and the variation of air stream can not affect engine torque output. Therefore, engine output torque will equal instant torque request, and can increase or reduce by fuel metering stream.

Throttle actuator module 116, supercharging actuator module 164 and EGR actuator module 172 can be controlled based on estimating torque request, to control discharge and to minimize turbo lag. Throttle actuator module 116 can produce vacuum, with by exhaust air suction by EGR valve 170 and enter into inlet manifold 110.

Axletree moment of torsion ruling module 204 can output to propulsive torque ruling module 206 by estimating torque request and instant torque request. In each embodiment, axletree moment of torsion ruling module 204 can output to hybrid power optimization module 208 by estimating torque request and instant torque request. Hybrid power is optimized module 208 and is determined that engine 102 should produce how many moments of torsion and electro-motor 198 should produce how many moments of torsion. Then, the instant torque request of the estimating torque request of amendment and amendment is outputed to propulsive torque ruling module 206 by hybrid power optimization module 208. In each embodiment, hybrid power is optimized module 208 and can in hybrid power control module 196, be implemented.

The expectation that propulsive torque ruling module 206 receives and instant torque request are converted to propulsive torque territory (at the moment of torsion at bent axle place) from axletree moment of torsion territory (moment of torsion of wheel). This conversion can occur or optimize the part generation of module 208 or replace hybrid power optimization module 208 as hybrid power to occur before or after hybrid power is optimized module 208.

Propulsive torque ruling module 206 is decided having comprised between expectation after conversion and the propulsive torque request of instant torque request. Propulsive torque ruling module 206 produces the estimating torque request of ruling and the instant torque request of ruling. Can produce the moment of torsion of ruling by the request of selecting to win from the request receiving. Alternatively or in addition, a request can revising in the request receiving by the other one or more requests in the request based on receiving produces the moment of torsion of ruling.

Other propulsive torque requests can comprise for the moment of torsion of engine overspeed protection reduce, for preventing that the moment of torsion of stall (or flame-out) from increasing and the moment of torsion of the adaptation gear shift of being asked by transmission control module 194 reduces. Propulsive torque request can also be derived from clutch fuel cut-off, and described clutch fuel cut-off reduces engine output torque to prevent the sudden change (increasing fast) of engine speed in the time that driver depresses the clutch pedal in manual transmission vehicles.

Propulsive torque request also can comprise tail-off request, in the time important fault being detected, and can ato unit turn-off request. Only, as example, important fault can comprise the starter motor, Electronic Throttle Control problem and the increase of unexpected moment of torsion that detect that vehicle is stolen, block. In each embodiment, in the time there is tail-off request, ruling selects tail-off request as the request of winning. In the time there is tail-off request, propulsive torque ruling module 206 can export zero as ruling moment of torsion.

In each embodiment, tail-off request can be independent of ruling process and kill engine simply 102. Propulsive torque ruling module 206 still can receive tail-off request, for example suitable data can be fed and get back to other torque request persons. For example, all other torque request persons can notified their failures in ruling.

RPM control module 210 can also output to propulsive torque ruling module 206 with instant torque request by estimating. In the time that ECM114 is RPM pattern, win in ruling from the torque request of RPM control module 210. In the time that driver removes its pin from accelerator pedal, for example, while sliding when vehicle idling or from fair speed, can select RPM pattern. Alternatively or in addition, in the time being less than predetermined torque value from the estimating torque request of axletree moment of torsion ruling module 204, can select RPM pattern.

RPM control module 210 receives and expects RPM from RPM track module 212, and controls and estimate and instant torque request is expected poor between RPM and current RPM to reduce. Only as example, the expectation RPM that RPM track module 212 can output linearity reduces, slows down until reach idling RPM for vehicle sliding. Then, RPM track module 212 can continue using idling RPM as expecting RPM output.

Deposit/load module 220 receives expectation and the instant torque request of ruling from propulsive torque ruling module 206. Deposit/load module 220 can regulate expectation and the instant torque request of ruling, to produce torque reserve and/or to compensate one or more loads. Then, actuating module 224 is exported in the expectation of adjusting and instant torque request by deposit/load module 220.

Only, as example, catalyst light-off course or cold start emission reduce process may need the spark postponing to shift to an earlier date. Therefore deposit/load module 220 can become the estimating torque request increase of adjusting higher than the instant torque request regulating, and reduces the delay spark of process to be formed for cold start emission. In another example, air/fuel ratio and/or the MAF of engine can directly change, for example, by the equivalent proportion test of diagnosis intrusive mood and/or new engine cleaning. Before starting these processes, torque reserve can be produced or be increased, and to make up rapidly the minimizing of engine output torque, this minimizing is derived from the air/fuel mixture of the fuel-sean during these processes.

Deposit/load module 220 can also expect that in the future load (for example, power-assisted steering is pump operated or the joint of air conditioning (A/C) compressor clutch) produces or increases torque reserve. In the time that first driver asks air conditioning, can produce the deposit for the joint of A/C compressor clutch. Deposit/load module 220 can increase the estimating torque request after regulating in the unchanged situation of instant torque request keeping after adjusting, to produce torque reserve. Then,, in the time that A/C compressor clutch engages, deposit/load module 220 can load to increase instant torque request by the estimation of A/C compressor clutch.

Actuating module 224 receives expectation and the instant torque request regulating from deposit/load module 220. Actuating module 224 is determined the expectation and the instant torque request that how to realize after adjusting. Actuating module 224 can be that engine type is specific. For example, different control strategies can differently be realized or utilize to actuating module 224 for spark ignition engine for compression ignition engine.

In each embodiment, actuating module 224 can limit the border between the module general for whole engine types and the specific module of engine type. For example, engine type can comprise spark ignition and compression ignition. Module (for example, propulsive torque ruling module 206) before actuating module 224 can be that whole engine types are general, and actuating module 224 and module subsequently can be that engine type is specific.

For example, in spark ignition engine, actuating module 224 can change the aperture as the throttler valve 112 of slow actuator, and this slow actuator allows the moment of torsion control of wide region. Actuating module 224 can utilize gas cylinder actuators module 120 to forbid cylinder, and this gas cylinder actuators module 120 also provides the moment of torsion control of wide region, but may be also slowly and may comprise cornering ability and emission problem. Actuating module 224 can be by spark timing as fast actuating device. But spark timing may not provide same moment of torsion control on a large scale. The amount (being called spark reserve capabillity) of moment of torsion control that in addition, may be relevant to the variation of spark timing may change along with the variation of air stream.

In each embodiment, actuating module 224 can the estimating torque request based on after regulating produce air torque request. Air torque request can equal the estimating torque request after adjusting, thereby air stream is set, and the estimating torque request after regulating can be realized by changing other actuators.

Air control module 228 can be determined and expect actuator value based on air torque request. For example, air control module 228 can be controlled and expects manifold absolute pressure (MAP), desired throttle inlet air pressure (TIAP), expectation orifice size and/or expect every cylinder air capacity (APC). Expect that MAP and expectation TIAP can be used to determine expectation supercharging, and expect that APC can be used to determine expectation cam phaser position. In each embodiment, air control module 228 can also be determined the open amount of EGR valve 170.

Actuating module 224 can also produce spark torque request, the request of cylinder closing torque and fuel torque request. Spark torque request can be used by spark control module 232, can in advance spark timing be postponed to how many (it has reduced engine output torque) from demarcating spark to determine.

The request of cylinder closing torque can be used by cylinder control module 236, to determine how many cylinders of stopping using. Cylinder control module 236 can instruction gas cylinder actuators module 120, with one or more cylinders of the engine 102 of stopping using. In each embodiment, the cylinder of the restriction group in advance of can jointly stopping using.

Cylinder control module 236 can also command fuel control module 240 stop providing fuel to deactivated cylinder, and can instruction spark control module 232 stop providing spark to deactivated cylinder. In each embodiment, once any fuel/air mixture that spark control module 232 has only existed in cylinder just stops providing spark to this cylinder burned.

In each embodiment, gas cylinder actuators module 120 can comprise hydraulic system, and this hydraulic system is optionally thrown off inlet valve and/or exhaust valve from the respective cams axle for one or more cylinders, to stop using these cylinders. Only as example, hydraulically connected or throw off by gas cylinder actuators module 120 as one group for the valve of the cylinder of the half of these cylinders. In each embodiment, only by ending to these cylinders supply fuel these cylinders of just can stopping using simply, and do not need to stop the opening and closing of inlet valve and exhaust valve. In this embodiment, can economize except gas cylinder actuators module 120.

Fuel control module 240 can the fuel torque request based on from actuating module 224 change the fuel quantity that offers each cylinder. During the normal operating of spark ignition engine, fuel control module 240 can operate in air mode of priority, in this air mode of priority, fuel control module 240 is by attempting to keep the air/fuel ratio of stoichiometric proportion based on air stream control fuel flow. Fuel control module 240 can be determined the fuel mass that will produce stoichiometric proportion burning in the time of every cylinder air capacity in conjunction with current. Fuel control module 240 can carry out command fuel actuator module 124 by fuel delivery rate, to be each this fuel mass of the cylinder injection being activated.

In compression ignition systems, fuel control module 240 can operate in fuel mode of priority, in this fuel mode of priority, fuel control module 240 is identified for the fuel mass of each cylinder, and this fuel mass meets the discharge of fuel torque request simultaneous minimization, noise and fuel consumption. In fuel mode of priority, air stream is controlled based on fuel flow, and can be controlled to produce fuel-sean air/fuel ratio. In addition, air/fuel ratio can be held in higher than predeterminated level, and this can prevent from producing black smoke in dynamic engine operating conditions.

Pattern setting can determine how actuating module 224 processes the instant torque request after adjusting. Pattern setting for example can be provided for actuating module 224(, decide module 206 by propulsive torque), and pattern setting can preference pattern, and described pattern comprises invalid mode, desirable pattern (pleasiblemode), maximum magnitude pattern and self actuating pattern.

In invalid mode, actuating module 224 can be ignored the instant torque request after adjusting, and based on regulate after estimating torque request engine output torque is set. Therefore, actuating module 224 can spark torque request, the estimating torque request after being set to regulate of the request of cylinder closing torque and fuel torque request, and this has maximized the engine output torque about present engine air stream situation. Alternatively, actuating module 224 can these requests be set to be scheduled to (for example, super scope ground is high) value, with forbid coming self-dalay spark, deactivated cylinder or reduce fuel/air mixture than due to moment of torsion reduce.

In desirable pattern, the estimating torque request after regulating is output as air torque request by actuating module 224, and by only regulating spark to attempt in advance to realize the instant torque request after regulating. Therefore, the instant torque request of actuating module 224 after regulating exported as spark torque request. Spark control module 232 will postpone spark as much as possible, to attempt to realize spark torque request. If expect that the minimizing of moment of torsion is greater than spark reserve capabillity (the moment of torsion reduction that spark lag is achieved), may not realize so this moment of torsion and reduce. So engine output torque is by the instant torque request being greater than after adjusting.

In maximum magnitude pattern, actuating module 224 can be output as the estimating torque request after regulating air torque request and the instant torque request after regulating is output as to spark torque request. In addition,, in the time that independent minimizing spark can not be realized the instant torque request after adjusting in advance, actuating module 224 can reduce cylinder closing torque request (deactivated cylinder thus).

In self actuating pattern, actuating module 224 can the instant torque request based on after regulating reduce air torque request. In each embodiment, air torque request only can be reduced to as long as be essential just can for allowing spark control module 232 by regulating spark to realize in advance for the instant torque request after adjusting. Therefore,, in self actuating pattern, in the time regulating as few as possible air torque request, realized the instant torque request after regulating. In other words, shift to an earlier date by the spark that reduces as much as possible quick response, minimize the use that the throttler valve of relatively slowly response is opened. This allows engine 102 to regenerate as quickly as possible the estimating torque request after adjusting.

Moment of torsion estimation module 244 can estimated engine 102 moment of torsion output. This estimation moment of torsion can be used by air control module 228, to carry out for example, closed-loop control to engine airflow parameter (, orifice size, MAP and phaser position). For example, can limit following moment of torsion relational expression:

（1）T=f(APC,S,I,E,AF,OT,#)

Wherein, moment of torsion (T) be every cylinder air capacity (APC), spark in advance (S), admission cam phaser position (I), row cam phaser position (E), air/fuel than the function of (AF), oil temperature (OT) and the number of cylinders (#) that is activated. It is also conceivable that extra variable, the opening degree of for example exhaust gas recirculatioon (EGR) valve.

This relational expression can and/or can be stored as question blank by equation Modeling. Moment of torsion estimation module 244 can be determined APC based on measuring MAF and current RPM, allows thus the closed loop air control based on actual air stream. Along with air inlet and exhaust cam phaser can be advanced towards desired locations, can use based on physical location the position of described air inlet and exhaust cam phaser.

Actual spark can be used to estimate real engine output torque in advance. In the time being worth to estimate moment of torsion in advance with demarcation spark, estimate that moment of torsion can be called as estimation air moment of torsion, or referred to as air moment of torsion. This air moment of torsion is the estimation that can produce how many moments of torsion to engine at current air stream in the situation that in the time that spark lag is removed (, spark timing be set to demarcate spark be worth in advance) and all cylinder is supplied fuel.

Air control module 228 can be expected area of signal to 116 outputs of throttle actuator module. Then, throttle actuator module 116 can be adjusted throttler valve 112, to produce expectation orifice size. Air control module 228 can produce expectation area of signal based on inverting torque model and air torque request. Air control module 228 can be used air moment of torsion and/or the MAF signal of estimation, to carry out closed-loop control. For example, can control expectation area of signal, estimate poor between air moment of torsion and air torque request to minimize.

Air control module 228 can be expected manifold absolute pressure (MAP) signal to 248 outputs of pressurization control module. Pressurization control module 248 is expected boost pressure based on expecting that MAP signal is determined, and output expects that plenum pressure signal is to control supercharging actuator module 164. For example, so supercharging actuator module 164 is controlled one or more turbocharger (, comprising the turbocharger of turbine 160-1 and compressor 160-2) and/or mechanical supercharged device (supercharger).

Air control module 228 can also be expected every cylinder air capacity (APC) signal to 252 outputs of phaser scheduler module. Based on this expectation apc signal and RPM signal, phaser scheduler module 252 can utilize phaser actuator module 158 to control the position of air inlet and/or exhaust cam phaser 148 and 150.

Back, with reference to spark control module 232, can change demarcation spark based on various power operation situations and be worth in advance. Only, as example, can inverting moment of torsion relational expression expect that to solve spark in advance. For given torque request (T_des), expect spark (S in advance_des) can be determined based on following relational expression:

（2）S_des=f ^-1(T_des,APC,I,E,AF,OT,#)

This relational expression can be embodied as equation and/or question blank. Air/fuel can be the actual air/fuel ratio of being reported by fuel control module 240 than (AF).

Demarcate spark while shifting to an earlier date when spark is set in advance, the moment of torsion obtaining can approach average best torque (MBT) as far as possible. MBT refers to: utilizing the fuel that there is the fuel of the octane number larger than predetermined threshold and utilize stoichiometric proportion for seasonable, and the increase shifting to an earlier date along with spark, for given air stream, the maximum engine output torque of generation. The spark that this peak torque occurs is called as MBT spark in advance. The spark of demarcating in advance may be slightly different with MBT spark, and this is for example, due to for example fuel quality (, in the time using low-octane fuel) and environmental factor. Therefore, may be less than MBT demarcating the moment of torsion of spark under in advance.

Refer now to Fig. 3, air control module 228 can comprise based on air torque request determines the various modules of expecting MAP and expecting orifice size. Torque adjustment module 302 is by regulating air torque request to carry out closed-loop control, poor with between minimum air torque request and estimation air moment of torsion. Air moment of torsion after 302 outputs of torque adjustment module regulate.

MAP determination module 304 can be determined expectation MAP by the air moment of torsion based on inverting torque model and after regulating. In addition, MAP determination module 304 can be determined expectation MAP based on inverting torque model and air torque request. MAP determination module 304 can expect that MAP carries out closed-loop control by adjusting, expects poor between actual MAP that MAP and MAP sensor 184 measure to minimize. MAP is expected in 304 outputs of MAP determination module.

APC determination module 306 can be determined expectation APC by the air moment of torsion based on inverting torque model and after regulating. In addition, APC determination module 306 can be determined expectation APC based on inverting torque model and air torque request. APC determination module 306 can expect that APC carries out closed-loop control by adjusting, expects poor between APC and actual APC to minimize. Actual APC can be based on being measured by maf sensor 186 mass flowrate and the number of cylinders being activated determine. APC is expected in 306 outputs of APC determination module.

The design parameter of basic supercharging module 308 based on atmospheric pressure and supercharging device determined basic boost pressure. Basic supercharging module 308 can suppose that atmospheric pressure equals normal atmospheric pressure (100kPa) and/or based on determining atmospheric pressure from the output of pressure sensor (not shown). The design parameter of supercharging device can comprise the size of waste gate, for compression air effect with the area of barrier film that waste gate is pushed open and act on barrier film the rigidity (or stiffness coefficient) to impel the spring that waste gate cuts out. The design parameter of supercharging device can be determined in advance.

Supercharging offset module 310 is determined supercharging skew based on expectation MAP and basic boost pressure. Supercharging offset module 310 can be determined supercharging skew pressure by the predetermined relationship based between expectation MAP, basic boost pressure and supercharging skew pressure. This predetermined relationship can be embodied as equation and/or question blank. In the time expecting that MAP is less than the first pressure, supercharging skew pressure can be greater than zero. The first pressure can be greater than basic boost pressure, and can be determined in advance so that corresponding with the dutycycle of waste gate. For example, the first pressure can be than basic boost pressure larger about 10kPa.

Supercharging offset module 310 can be added this supercharging skew pressure to expect MAP to, expects TIAP and output expectation TIAP to obtain. Then, pressurization control module 248 can be expected boost pressure based on expecting that TIAP determines. Alternatively, supercharging offset module 310 can be exported and expect MAP and supercharging skew pressure. Then, pressurization control module 248 can be offset supercharging pressure and add expectation MAP to, expects TIAP and determines and expect boost pressure based on this expectation TIAP to obtain. In either type, pressurization control module 248 is expected boost pressure based on expecting that MAP and supercharging skew pressure sum are determined.

Air throttle offset module 312 is determined air throttle skew pressure based on expectation MAP and basic boost pressure. Air throttle offset module 312 can be determined air throttle skew pressure by the predetermined relationship based between expectation MAP, basic boost pressure and air throttle skew pressure. This predetermined relationship can be embodied as equation and/or question blank. In the time expecting that MAP is greater than the first pressure, this air throttle skew pressure can be greater than zero. Air throttle offset module 312 is exported air throttle skew pressure.

Throttle control module 314 is expected orifice size based on expecting that air stream and the product of expecting current density are determined. Throttle control module 314 can be based on expecting APC, the number of cylinders of enabling and current RPM(or engine speed) determine expectation air stream. Throttle control module 314 can be determined and expect current density based on for example following relational expression:

（3）

Wherein, expect that current density (FD) is the function of gas constant (R), intake air temperature (IAT), compressible flow function (ψ) and air throttle intake air pressure (TIAP). This relational expression can be embodied as equation and/or question blank. Compressible flow function is the function of expecting MAP and TIAP.

Throttle control module 314 can added expectation MAP to based on air throttle being offset to pressure before expecting that MAP is definite to expect current density. Throttle control module 314 can the input based on being received from TIAP sensor 188, TPS sensor 190 and IAT sensor 192 be determined respectively air throttle intake air pressure, throttle valve angle and intake air temperature. Gas constant is 8.31 joules every mole every Kelvin (J/mol-K). Orifice size is expected in 314 outputs of throttle control module.

Refer now to Fig. 4, engine control according to the present invention is in 402 beginnings. 404, the method is determined expectation MAP. The method can be determined expectation MAP based on driver torque request and power operation situation. Power operation situation can comprise actual MAP.

406, the method is determined expectation APC. The method can be determined expectation APC based on driver torque request and power operation situation. Power operation situation can comprise the mass flowrate by inlet valve.

408, the method is determined boost pressure. Can utilize boost pressure to activate the waste gate of supercharging device, and in the time that boost pressure is less than basic boost pressure, this boost pressure is not enough to activate this waste gate. The method can be determined basic boost pressure by the design parameter based on atmospheric pressure and supercharging device.

410, the method is determined supercharging skew pressure. The method can be determined supercharging skew pressure based on expectation MAP and basic boost pressure. In the time expecting that MAP is less than the first pressure, supercharging skew pressure can be greater than zero. The first pressure can be greater than basic boost pressure, and can be determined in advance so that corresponding with the dutycycle of waste gate. For example, the first pressure can be than basic boost pressure larger about 10kPa.

412, the method is determined expectation boost pressure. The method can based on expect MAP and supercharging skew pressure and determine expectation boost pressure. The method can be controlled supercharging device based on expectation boost pressure.

414, the method is determined air throttle skew pressure. The method can be determined air throttle skew pressure based on expectation MAP and basic boost pressure. In the time expecting that MAP is less than the first pressure, air throttle skew pressure can be greater than zero.

416, the method is determined expectation orifice size. The method can based on expect MAP and air throttle skew pressure and determine expectation orifice size. The method can be controlled throttler valve based on expectation orifice size. The method is in 418 end.

Refer now to Fig. 5, x axle 502 representation units are ox rice (N·M) torque request, y axle 504 representation units are kPa pressure of (kPa). First expects that MAP506 is determined based on torque request. Expect TIAP508 be the first expectation MAP506 and supercharging skew pressure 512 and. Second expect MAP510 be the first expectation MAP506 and air throttle pressure skew 514 and.

Throttler valve and supercharging device can be controlled based on the first expectation MAP506. For example, in the time that the dutycycle of waste gate is greater than the first percentage (, 30%), the response of supercharging device gain is stable and consistent. In the time that the first expectation MAP506 equals the first pressure 516, the dutycycle of waste gate equals the first percentage. The first pressure 516 equal basic boost pressure 518 with approximately 10kPa's and. Basic boost pressure 518 is the minimum boost pressures (for example 145kPa) that are enough to the waste gate that activates supercharging device.

When the desired pressure ratio on throttler valve is less than first for example, during than (, 0.9), the response gain of this throttler valve is stable and consistent. Desired pressure on throttler valve is than being the desired pressure (, expecting MAP) in throttler valve downstream and the ratio of the pressure of throttler valve upstream. In the time that supercharging device can not form boost pressure, the pressure of throttler valve upstream equals atmospheric pressure 520.

In the time that the first expectation MAP506 equals the second pressure 522, desired pressure ratio equals the first ratio. The second pressure 522 equals the long-pending of the first ratio and atmospheric pressure 520. For example, when first than being 0.9 and atmospheric pressure 520 while equaling normal atmospheric pressure (100kPa), this second pressure 522 can equal 90kPa.

By in expectation MAP scope corresponding in the time gaining stable and consistent with the response of actuator by throttler valve and the actuator of deciding for supercharging device, can coordinate the actuating of throttler valve and supercharging device. In the time that the first expectation MAP506 is less than the first pressure 516, throttler valve can be with the actuator of deciding. In the time that the first expectation MAP506 is greater than the first pressure 516, supercharging device can be with the actuator of deciding.

Thereby throttler valve can be used as main actuator by controlling supercharging device based on expectation TIAP508. Supercharging skew pressure 512 can be determined in advance, and is fully closed with the waste gate of guaranteeing supercharging device in the time controlling supercharging device based on expectation TIAP508. This forms supercharging in the accelerating period with speed faster, and the response gain that makes supercharging device stable and consistent (, in the case of having lower torque request) earlier in acceleration. Then,, in the time that the first expectation MAP506 is between the second pressure 522 and the first pressure 516, improved the ability of controlling inlet air stream and engine torque.

By controlling throttler valve based on the second expectation MAP510, supercharging device can be used as main actuator. Air throttle skew pressure 514 can be determined in advance, to guarantee that being controlled time air valve when supercharging device based on the first expectation MAP506 is fully opened. But, when supercharging device about the first expectation MAP506 overshoot while exceeding the amount of air throttle skew pressure 514, this throttler valve can be closed, and this throttler valve can be opened again in the time that supercharging device is reentried control.

Refer now to Fig. 6, the dutycycle of the waste gate that x axle 602 representation units are percentage, the pressure that y axle 604 representation units are kPa. Represent that with respect to the variation of boost pressure 606 response of supercharging device gains by change in duty cycle. As mentioned above, in the time that dutycycle is greater than 30%, the response of supercharging device gain is stable and consistent. In the time that dutycycle is less than 30%, the response gain of this supercharging device is relatively low.

Refer now to Fig. 7, x axle 702 represents the pressure ratio on throttler valve, and y axle 704 represents with reference to figure 3 at compressible flow function discussed above. Variation by compressible flow function represents that with respect to the variation of pressure ratio 706 response of throttler valve gains. As mentioned above, in the time that pressure ratio 706 is less than 0.9, the response of throttler valve gain is stable and consistent. In the time that pressure ratio 706 is greater than 0.9, the response gain of throttler valve is relatively high.

Extensive instruction of the present invention can be implemented with various forms. Therefore, although the present invention includes concrete example, true scope of the present invention should so not limit, because other amendment for those skilled in the art will be apparent after research accompanying drawing, description and following claims.

Claims

1. a system, comprising:

Basic supercharging module, described basic supercharging module is for determining basic boost pressure;

2. system according to claim 1, wherein, described basic supercharging module is determined described basic boost pressure based on atmospheric pressure.

3. system according to claim 1, also comprise supercharging offset module, described supercharging offset module is determined supercharging skew pressure based on described expectation MAP and described basic boost pressure, and wherein, described pressurization control module is controlled described supercharging device based on described supercharging skew pressure.

4. system according to claim 3, wherein, described pressurization control module is expected boost pressure based on described expectation MAP and described supercharging skew pressure with determining, and described pressurization control module is controlled described supercharging device based on described expectation boost pressure.

5. system according to claim 4, wherein, in the time that described expectation MAP is less than the first pressure, described supercharging skew pressure is greater than zero.

6. system according to claim 5, also comprise air throttle offset module, described air throttle offset module is determined air throttle skew pressure based on described expectation MAP and described basic boost pressure, wherein, described throttle control module is controlled described throttler valve based on described air throttle skew pressure.

7. system according to claim 6, wherein, described throttle control module is expected orifice size based on described expectation MAP and described air throttle skew pressure with determining, and described throttle control module is controlled described throttler valve based on described expectation orifice size.

8. system according to claim 7, also comprise every cylinder air capacity APC determination module, described APC determination module is determined expectation APC based on described driver torque request, and wherein, described throttle control module is determined described expectation orifice size based on described expectation APC.

9. system according to claim 7, wherein, in the time that described expectation MAP is greater than described the first pressure, described air throttle skew pressure is greater than zero.

10. system according to claim 9, wherein, described the first pressure is determined in advance, so that corresponding with the actuating percentage of described supercharging device.

11. 1 kinds of methods, comprising:

Determine and expect Manifold Air Pressure MAP based on driver torque request;

Determine basic boost pressure;

Control supercharging device based on described expectation MAP and described basic boost pressure, wherein, described supercharging device utilizes boost pressure to activate, and described in the time that described boost pressure is less than described basic boost pressure, boost pressure is not enough to activate described supercharging device; And

12. methods according to claim 11, also comprise based on atmospheric pressure and determine described basic boost pressure.

13. methods according to claim 11, also comprise:

14. methods according to claim 13, also comprise:

15. methods according to claim 14, wherein, in the time that described expectation MAP is less than the first pressure, described supercharging skew pressure is greater than zero.

16. methods according to claim 15, also comprise:

17. methods according to claim 16, also comprise:

Control described throttler valve based on described expectation orifice size.

18. methods according to claim 17, also comprise:

19. methods according to claim 17, wherein, in the time that described expectation MAP is greater than described the first pressure, described air throttle skew pressure is greater than zero.

20. methods according to claim 19, wherein, described the first pressure is determined in advance, so that corresponding with the actuating percentage of described supercharging device.