CN103204154A

CN103204154A - Coordination of fuel cutoff for fault detection and hybrid operation

Info

Publication number: CN103204154A
Application number: CN2013100104379A
Authority: CN
Inventors: C.E.惠特尼; A.H.希普; J.W.西基宁; M.J.多克特; S.P.列维乔基
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2012-01-12
Filing date: 2013-01-11
Publication date: 2013-07-17
Anticipated expiration: 2033-01-11
Also published as: CN103204154B; DE102013200191A1

Abstract

The invention relates to coordination of fuel cutoff for fault detection and hybrid operation. A monitoring module selectively generates a request to at least one of: transition from providing rich fueling an engine to operating the engine in a fuel cutoff (FCO) state; and transition from operating the engine in the FCO state to providing rich fueling to the engine. In response to a response to the request, the monitoring module: selectively controls fueling to the engine to perform the at least one of the transitions; and selectively determines whether a fault is present in a component based on a response to the at least one of the transitions. A hybrid control module controls an electric motor of the hybrid vehicle and that selectively generates the response.

Description

Be used for the fuel cut-off of fault detection and the coordination of hybrid power operation

The cross reference of related application

The application requires the U.S. Provisional Application No.61/585 of submission on January 12nd, 2012,811 rights and interests.More than application is disclosed in this and incorporates in full by reference.

Technical field

The disclosure relates to for the control system of motor vehicle driven by mixed power and method, relates to fuel cut control system and method in particular.

Background technology

Be in order to introduce background of the present disclosure roughly at this background note that provides.The contriver's of signature work at present is with regard to its degree of describing in this background parts and may be not when submitting to do not constitute in other mode and both also impliedly be not recognized as the prior art of the present disclosure of conflicting ambiguously aspect the specification sheets of prior art.

Air in the combustion in IC engine cylinder and fuel mixture are with driven plunger, thus the generation driving torque.The air that enters driving engine is flowed through by the throttle gate adjustment.More particularly, throttle adjustment throttle area, described throttle area increase or reduce to enter the air stream of driving engine.When throttle area increased, the air stream that enters driving engine increased.Fuel Control System is regulated the speed of burner oil, desired air/fuel mixture is provided to cylinder and/or to obtain desired moment of torsion output.Increasing provides the moment of torsion output that increases driving engine to air and the fuel quantity of cylinder.

In spark ignition engine, spark starts to be provided to the burning of the air/fuel mixture of cylinder.In compression ignition engine, the air/fuel mixture burning that provides to cylinder is provided the compression in the cylinder.Spark timing and air stream may be the main mechanism for the moment of torsion output of regulating spark ignition engine, and fuel stream may be the main mechanism for the moment of torsion output of regulating compression ignition engine.

Developed the engine management system of control engine output torque, to obtain desired moment of torsion.Yet traditional engine management system is not like that accurately controlled engine output torque as required.In addition, traditional engine management system does not provide the quick response to control signal, does not perhaps coordinate engine torque control in the middle of influencing the various devices of engine output torque.

Summary of the invention

Monitoring modular optionally produces at least one request in the following item: from provide the rich fuel that supplies to the transition with fuel cut-off (FCO) state of operation driving engine to driving engine; And from FCO state of operation driving engine to rich transition for fuel is provided to driving engine.In response to request responding, monitoring modular: optionally control the fuel of driving engine is supplied with, to carry out at least one transition in the transition; And optionally determine whether in parts, to exist fault according to the response at least one transition in the transition.The electrical motor that mixes control module control motor vehicle driven by mixed power, and this mixing control module optionally produces response.

A kind of control method for hybrid vehicle comprises: (i) optionally produce at least one request in the following item: (a) from provide the rich fuel that supplies to the transition with fuel cut-off (FCO) state of operation driving engine to driving engine; And (b) from FCO state of operation driving engine to rich transition for fuel is provided to driving engine; (ii) in response to request responding: (a) optionally control the fuel of driving engine is supplied with, to carry out at least one transition in the transition; And (b) according to the response of at least one transition in the transition is optionally determined whether to exist fault in parts; Utilize the electrical motor that mixes control module control motor vehicle driven by mixed power; And utilize the mixing control module optionally to produce response.

The invention provides following technical scheme:

1. control system that is used for motor vehicle driven by mixed power, described control system comprises:

Monitoring modular, its:

Optionally produce at least one request in the following item:

From provide the rich fuel that supplies to the transition with the described driving engine of fuel cut-off (FCO) state of operation to driving engine; And

From with the described driving engine of described FCO state of operation to rich transition for fuel being provided for described driving engine; And

In response to the response to described request:

Optionally control the fuel that supplies to described driving engine, to carry out at least one transition in the described transition; And

Based on the response of at least one transition in the described transition is optionally determined whether there is fault in parts; And

Mix control module, it controls the electrical motor of described motor vehicle driven by mixed power, and optionally produces described response.

2. according to scheme 1 described control system, wherein said mixing control module optionally produces described response based on chaufeur torque request and available Motor torque.

3. according to scheme 1 described control system, wherein when catalyst temperature during greater than predetermined temperature, described monitoring modular produces described request.

4. according to scheme 1 described control system, wherein when engine coolant temperature during greater than predetermined temperature, described monitoring modular produces described request.

5. according to scheme 1 described control system, wherein when the temperature of waste gas exhaust gas oxygensensor during greater than predetermined temperature, described monitoring modular produces described request.

6. according to scheme 1 described control system, wherein said monitoring modular irrespectively produces described request with air-flow and accelerator pedal position by described driving engine.

7. according to scheme 1 described control system, wherein said monitoring modular optionally determines whether there is fault in described waste gas exhaust gas oxygensensor based on the response at least one transition in the described transition of waste gas exhaust gas oxygensensor.

8. according to scheme 7 described control system, wherein said waste gas exhaust gas oxygensensor is positioned at the downstream of the three-way catalyst of exhaust system.

9. according to scheme 1 described control system, wherein said monitoring modular optionally determines whether there is fault in the three-way catalyst of exhaust system based at least one item in following:

The response at least one transition in the described transition of the first waste gas exhaust gas oxygensensor,

The wherein said first waste gas exhaust gas oxygensensor is arranged in the upstream of the described three-way catalyst of described exhaust system; And

The response at least one transition in the described transition of the second waste gas exhaust gas oxygensensor,

The wherein said second waste gas exhaust gas oxygensensor is arranged in the downstream of the described three-way catalyst of described exhaust system.

10. according to scheme 1 described control system, wherein, after producing described response, described mixing control module is optionally ordered described monitoring modular based on chaufeur torque request and available Motor torque, to cancel the execution of at least one transition in the described transition.

11. a control method that is used for motor vehicle driven by mixed power, described control method comprises:

Optionally produce at least one request in the following item:

From with the described driving engine of described FCO state of operation to rich transition for fuel being provided for described driving engine;

In response to the response to described request:

Based on the response of at least one transition in the described transition is optionally determined whether there is fault in parts;

Utilize and mix the electrical motor that control module is controlled described motor vehicle driven by mixed power; And

Utilize described mixing control module optionally to produce described response.

12. according to scheme 11 described control methods, also comprise based on chaufeur torque request and available Motor torque, utilize described mixing control module optionally to produce described response.

13. according to scheme 11 described control methods, also comprise when catalyst temperature during greater than predetermined temperature, produce described request.

14. according to scheme 11 described control methods, also comprise when engine coolant temperature during greater than predetermined temperature, produce described request.

15. according to scheme 11 described control methods, when comprising that also temperature when the waste gas exhaust gas oxygensensor is greater than predetermined temperature, produce described request.

16. according to scheme 11 described control methods, also comprise with air-flow and accelerator pedal position by described driving engine irrespectively producing described request.

17. according to scheme 11 described control methods, also comprise based on the response at least one transition in the described transition of waste gas exhaust gas oxygensensor optionally determining in described waste gas exhaust gas oxygensensor, whether have fault.

18. according to scheme 17 described control methods, wherein said waste gas exhaust gas oxygensensor is positioned at the downstream of the three-way catalyst of exhaust system.

19. according to scheme 11 described control methods, also comprise based at least one in the following item optionally determining in the three-way catalyst of exhaust system, whether there is fault:

20. according to scheme 11 described control methods, also comprise, after producing described response, optionally order the cancellation of the execution of at least one transition in the described transition based on chaufeur torque request and available Motor torque.

The other field of application of the present disclosure will become obvious from detailed description provided below.It should be understood that describe in detail and concrete example only for illustrative purposes, and be not intended to restriction the scope of the present disclosure.

Description of drawings

From describing in detail and accompanying drawing will become and understand the disclosure more fully, wherein:

Figure 1A-B comprises the functional block diagram according to the example hybrid power car system of principle of the present disclosure;

Fig. 2 is the functional block diagram according to the exemplary engine control system of principle of the present disclosure;

Fig. 3 is another functional block diagram according to the engine management system of principle of the present disclosure;

Fig. 4 A-4B comprises and describing according to the diagram of circuit of exemplary method of request of the present disclosure with the execution of control fuel cut-off; And

Fig. 5 comprises and describing according to the diagram of circuit of exemplary method of response of the present disclosure to the execution of the request of fuel cut-off and control fuel cut-off.

The specific embodiment

Motor vehicle driven by mixed power comprises combustion engine and one or more electrical motor or motor generator unit.Under some environment, but fuel shutoff is to the conveying of driving engine.For example, but between deceleration period fuel shutoff, to avoid consumption of fuel unnecessary between deceleration period.In the cut while of fuel, electrical motor can be supplied moment of torsion with propelled vehicles, mechanical energy is changed into for use and/or electric energy stored, and/or carry out other functions.

Also but fuel shutoff is used for whether there is the judgement of fault at parts.Only for instance, can monitor the waste gas exhaust gas oxygensensor to supply fuel to poor response for fuel and/or one or more transition that vice versa from richness, in the waste gas exhaust gas oxygensensor, whether have fault to judge.When passing through driving engine pumping air along with engine rotation, the poor fuel that supplies can be realized by the fuel that is cut to driving engine.

With reference now to Figure 1A,, introduced the functional block diagram of example hybrid power car system 100.Hybrid vehicle system 100 comprises driving engine 102, and described driving engine 102 is based on importing burned air/fuel mixture from the chaufeur of chaufeur load module 104 in order to be that vehicle produces driving torque.Air is inhaled into induction maniflod 110 by throttle gate 112.Only for instance, throttle gate 112 can comprise the butterfly valve with rotatable blade.Engine control module (ECM) 114 is controlled throttle actuator modules 116, and the aperture of throttle actuator module 116 adjustment throttle gates 112, is inhaled into the amount of the air of induction maniflod 110 with control.

Be inhaled into the cylinder of driving engine 102 from the air of induction maniflod 110.Though driving engine 102 can comprise a plurality of cylinders, for illustrative purposes, show single representational cylinder 118.Only for instance, driving engine 102 can comprise 2,3,4,5,6,8,10 and/or 12 cylinders.ECM114 can instruct gas cylinder actuators module 120, and with some cylinders of optionally stopping using, this can improve fuel efficiency under some engine operating condition.

Utilize the Otto cycle operation though driving engine 102 is described as, driving engine 102 can be additionally or is utilized another suitable burning cycle to operate alternatively.Below described four strokes can be described as inspiration stroke, compression stroke, explosion stroke and exhaust stroke.During each revolution of bent axle (not shown), two strokes in four strokes appear in cylinder 118.Therefore, all four strokes of cylinder 118 experience need two crank ups.

During inspiration stroke, be inhaled into cylinder 118 from the air of induction maniflod 110 by inlet valve 122.ECM114 control fuel-actuated device module 124, described fuel-actuated device module 124 is adjusted fuel and is sprayed, to obtain desired air/fuel ratio or desired equivalence ratio (EQR).EQR can refer to the ratio of air/fuel mixture and stoichiometric air/fuel mixture.

Fuel can be in the center or in a plurality of positions, and the inlet valve 122 such as near each cylinder is ejected in the induction maniflod 110.In various realization (not shown), fuel can be directly injected in the cylinder or be ejected in the blending box relevant with cylinder.Fuel-actuated device module 124 can be suspended to the cylinder injection fuel that is deactivated.

The fuel that sprays mixes with air, and produces air/fuel mixture in cylinder 118.During compression stroke, the piston (not shown) compressed air/fuel mixture in the cylinder 118.Driving engine 102 can be compression ignition engine, in this case, and the compressing ignition air/fuel mixture in the cylinder 118.Alternatively, driving engine 102 can be spark ignition engine, and in this case, spark actuator module 126 is switched on to the light-up plug 128 in the cylinder 118 based on the signal from ECM114, thereby lights air/fuel mixture.Can be with respect to the timing when the time rule spark of piston when being called its extreme higher position of top dead point (TDC).

Spark actuator module 126 can be by being defined in the timing signal control that how long produces spark before or after the TDC.Because piston position is directly related with crank position, so the operation of spark actuator module 126 can be synchronous with crank shaft angle.In various realizations, spark actuator module 126 can suspend to the cylinder of stopping using provides spark.

Produce spark and can be described as ignition event.Spark actuator module 126 can have the ability that changes the timing of spark for each ignition event.When the spark timing changes between last ignition event and next ignition event, spark actuator module 126 even can change spark timing for next ignition event.

During explosion stroke, the burning driven plunger of air/fuel mixture is left TDC, thereby drives bent axle.When explosion stroke may be defined as piston and reaches TDC and the time of piston between the time when reaching bottom dead point (BDC).

During exhaust stroke, piston begins to move up from BDC, and discharges the side production of burning by exhaust valve 130.The side production of burning is discharged from from vehicle via exhaust system 134.As illustrated in Figure 1B, exhaust that catalyst 135 receives by driving engine 102 outputs.Catalyst 135 for example can comprise the catalyst of another adequate types of three-way catalyst, quadruple effect catalyst, oxide catalyst or storage oxygen.Amount (for example, concentration) at the oxygen of catalyst 135 upstreams is measured by upstream oxygen sensor 136.Amount (for example, concentration) at the oxygen in catalyst 135 downstreams is measured by catalyst monitoring sensor 137.

The opening and closing of inlet valve 122 can be controlled by inlet camshaft 140, and the opening and closing of exhaust valve 130 can be by exhaust camshaft 142 controls.In various realizations, a plurality of inlet camshafts (comprising inlet camshaft 140) can be controlled a plurality of inlet valves (comprising inlet valve 122) for cylinder 118, and/or can control a plurality of cylinders line inlet valve of (comprising cylinder 118) (comprising inlet valve 122).Similarly, a plurality of exhaust camshafts (comprising exhaust camshaft 142) can be controlled a plurality of exhaust valves for cylinder 118, and/or can control for a plurality of cylinders line exhaust valve of (comprising cylinder 118) (comprising exhaust valve 130).

Gas cylinder actuators module 120 can open deactivated cylinder 118 by what forbid exhaust valve 122 and/or inlet valve 130.In various other were realized, inlet valve 122 and/or exhaust valve 130 can such as electromagnetic actuators, be controlled by the device that is different from camshaft.

The time that inlet valve 122 is opened can change with respect to piston TDC by inlet cam phase shifter 148.The time that exhaust valve 130 is opened can change with respect to piston TDC by exhaust cam phase shifter 150.Phase shifter actuator module 158 can be based on signal control inlet cam phase shifter 148 and the exhaust cam phase shifter 150 from ECM114.When realizing, lift range variable (VVL), variable valve actuation (VVA) or valve actuation (FFVA) can be by 158 controls of phase shifter actuator module fully flexibly.

Hybrid vehicle system 100 can comprise provides forced air to the pressurizer of induction maniflod 110.For example, Fig. 1 shows turbocharger, and described turbocharger comprises the hot turbine 160-1 that power is provided by the hot waste gas that flows through exhaust system 134.Turbocharger also comprises the cold air compressor 160-2 that is driven by turbine 160-1, and the air of throttle gate 112 is introduced in this cold air compressor 160-2 compression.In various realizations, by the compressible air from throttle gate 112 of the blwr (not shown) of crank-driven, and with compressed air delivery to induction maniflod 110.

Waste gate 162 can allow the exhaust bypass to walk around turbine 160-1, thereby reduces the supercharging (entering the amount of compression of air) of turbocharger.ECM114 can be via supercharging actuator module 164 control turbochargers.Supercharging actuator module 164 can be regulated the supercharging of turbocharger by the position of control waste gate 162.Turbocharger can have variable geometric configuration, and described turbocharger can be by 164 controls of supercharging actuator module.In various realizations, can comprise a plurality of pressurizers, and described a plurality of pressurizer can be by 164 controls of supercharging actuator module.

The intercooler (not shown) can be dissipated in the part heat that produces that comprises in the compressive charge when pressurized air.Compressive charge also can have from the heat of the absorption of the parts of exhaust system 134.Although be depicted as separately in order to illustrate, turbine 160-1 and compressor 160-2 can be attached to one another, so that enter air near thermal exhaust.

Hybrid vehicle system 100 can comprise waste gas recirculation (EGR) valve 170, and described waste gas recirculation (EGR) valve 170 optionally reboots waste gas back into gas manifold 110.EGR valve 170 can be positioned at the turbine 160-1 upstream of turbocharger.EGR valve 170 can be by 172 controls of EGR actuator module.

Can utilize RPM sensor 180 to measure the rotative speed of the bent axle of representing with number of revolution per minute (RPM).Can utilize engine coolant temperature (ECT) sensor 182 to measure the temperature of engine coolant.ECT sensor 182 can be positioned at driving engine 102 or be positioned at other positions that make circulate coolant such as the radiator (not shown).

The pressure that can utilize manifold absolute pressure (MAP) sensor 184 to measure in the induction maniflod 110.In various realizations, can measure the driving engine vacuum, described driving engine vacuum is poor between the pressure in ambient air pressure and the induction maniflod 110.Can utilize MAF (MAF) sensor 186 to measure the mass flowrate of the air that flows into induction maniflod 110.In various realizations, maf sensor 186 can be arranged in housing, and described housing also comprises throttle gate 112.

Throttle actuator module 116 can be utilized the position of one or more throttle position sensoies (TPS) 190 monitoring throttle gates 112.Can utilize intake temperature (IAT) sensor 192 to measure the temperature of surrounding air.Also can realize one or more other sensors, such as exhaust gas temperature sensor, NOx sensor and other sensors.Signal from sensor can be used for making control decision for hybrid vehicle system 100.

ECM114 can communicate by letter with transmission control module 194, to coordinate the gear shift in the change-speed box (not shown).For example, ECM114 can reduce engine torque during gear shift.ECM114 can communicate by letter with mixing control module 196, to coordinate the operation of driving engine 102 and electrical motor 198.Though only illustrate and discuss electrical motor 198, can in various realizations, realize surpassing one electrical motor.

Can control electrical motor 198, produce the motor of moment of torsion with the propelling that is used as vehicle.Also can control electrical motor 198, with as electrical generator, and described electrical motor 198 can be used for producing for being used by vehicle electrical systems and/or for the electric energy that is stored in battery.In various realizations, the various functions of ECM114, transmission control module 194 and mixing control module 196 can be integrated in one or more modules.

Each system that changes engine parameter can be described as the actuator of receiving actuator value.For example, throttle actuator module 116 can be described as actuator, and the throttle gate open area can be described as the actuator value.In the example of Fig. 1, throttle actuator module 116 obtains the throttle gate open area by the angle of the blade of adjusting throttle gate 112.

Similarly, spark actuator module 126 can be described as actuator, and simultaneously corresponding actuator value can be the amount that the spark with respect to TDC shifts to an earlier date.Other actuator can comprise gas cylinder actuators module 120, fuel-actuated device module 124, phase shifter actuator module 158, supercharging actuator module 164 and EGR actuator module 172.For these actuators, the actuator value can correspond respectively to quantity, fuel up speed, air inlet and exhaust cam phase shifter angle, supercharging pressure and the EGR opening of valves area of working cylinder.ECM114 controlled actuator value is in order to make driving engine 102 produce desired engine output torque.

With reference now to Fig. 2,, introduced the functional block diagram of exemplary engine control system.The example implementation of ECM114 comprises chaufeur moment of torsion module 202, wheel shaft moment of torsion arbitration modules 204 and propulsive torque arbitration modules 206.ECM114 also comprises deposit/load blocks 220, actuating module 224, air control module 228, spark control module 232, cylinder control module 236 and fuel control module 240.ECM114 also comprises moment of torsion estimation module 244, supercharging scheduler module 248 and phase shifter scheduler module 252.

Chaufeur moment of torsion module 202 can be determined chaufeur torque request 254 based on the chaufeur input 255 from chaufeur load module 104.Chaufeur input 255 for example can be based on the position of acceleration pedal and the position of brake pedal.Chaufeur input 255 also can be based on the control of cruising, and the described control of cruising can be to change car speed to keep the adaptive cruise control system of predetermined following distance.Chaufeur moment of torsion module 202 can be stored and be made chaufeur import the 255 one or more mappings relevant with moment of torsion, and can use a mapping of selecting in the mapping to determine chaufeur torque request 254.

Wheel shaft moment of torsion arbitration modules 204 is arbitrated between chaufeur torque request 254 and other wheel shaft torque request 256.Wheel shaft moment of torsion (moment of torsion at wheel place) can be produced by each provenance that comprises driving engine and/or electrical motor.Usually, torque request can comprise absolute torque request and torque request and slope request relatively.Only for instance, the slope request can comprise the request that makes the moment of torsion slope drop to minimum engine running moment of torsion or moment of torsion is risen from minimum engine running moment of torsion slope.Torque request can comprise that interim or lasting moment of torsion reduces or improves relatively.

Wheel shaft torque request 256 for example can comprise that when detecting positive wheelslip the moment of torsion by the pull-in control system request reduces.When the wheel shaft moment of torsion overcomes friction between wheel and the road surface, positive wheelslip occurs, and wheel begins the slippage of phase road pavement.Wheel shaft torque request 256 can comprise that also moment of torsion improves request, to offset negative wheelslip, wherein bears owing to the wheel shaft moment of torsion, so the tire of vehicle is with respect to the road surface slippage.

Wheel shaft torque request 256 also can comprise brake management request and overspeed of vehicle torque request.The brake management request can reduce the wheel shaft moment of torsion, guarantees when stopping with convenient vehicle that the wheel shaft moment of torsion is no more than the ability that keeps vehicle braked.The overspeed of vehicle torque request can reduce the wheel shaft moment of torsion, surpasses predetermined speed to prevent vehicle.Also can produce wheel shaft torque request 256 by the vehicle stabilization control system.

Wheel shaft moment of torsion arbitration modules 204 is based on the prediction of output as a result (wheel shaft) torque request 257 of arbitrating between the torque request 254 and 256 that receives and (wheel shaft) torque request 258 immediately.As described below, before being used for the control actuator, can optionally be regulated from the prediction of wheel shaft moment of torsion arbitration modules 204 and

torque request

257 and 258 immediately by other modules of ECM114.

Briefly, torque request 258 is amounts of current desired wheel shaft moment of torsion immediately, and predicted torque request 257 is amounts of the wheel shaft moment of torsion that possible need at once.ECM114 controls engine actuators, equals the wheel shaft moment of torsion of torque request 258 immediately with generation.Yet the various combination of actuator value can cause identical wheel shaft moment of torsion.Therefore, ECM114 can adjust the actuator value, with when still the wheel shaft moment of torsion being maintained immediately torque request 258, allows to carry out the transition to faster predicted torque request 257.

In various realizations, predicted torque request 257 can be set based on chaufeur torque request 254.Such as when chaufeur torque request 254 causes wheelslip on the ice surface, torque request 258 can be less than predicted torque request 257 immediately.In this case, the pull-in control system (not shown) can ask to reduce via torque request 258 immediately, and ECM114 produces moment of torsion and is reduced to torque request 258 immediately.Yet ECM114 controls engine actuators, in case make that wheelslip stops, driving engine 102 just can promptly restart to produce predicted torque request 257.

Briefly, the difference between torque request 258 and (higher usually) predicted torque request 257 can be described as torque reserve immediately.Torque reserve can represent that driving engine 102 can begin the amount (being higher than torque request 258 immediately) of the additional torque that produces with the delay of minimum.Engine actuators is used for promptly improving or reducing current wheel shaft moment of torsion fast.As described in more detail below, form the quick engine actuators of contrast definition with engine actuators at a slow speed.

In various realizations, engine actuators can change the wheel shaft moment of torsion in following scope fast, and wherein said scope is by engine actuators foundation at a slow speed.In such realization, be limited to predicted torque request 257 on this scope, and the lower limit of scope is by the torque capacity restriction of fast actuating device.Only for instance, the fast actuating device can be only can reduce the wheel shaft moment of torsion first amount, and wherein first amount is the measuring of torque capacity of fast actuating device.First amount can change based on the engine operating condition by engine actuators setting at a slow speed.When torque request 258 is in this scope immediately, can set quick engine actuators so that the wheel shaft moment of torsion equals torque request 258 immediately.When predicted torque request 257 that ECM114 request will be exported, can control quick engine actuators, the wheel shaft moment of torsion is changed the upper limit of this scope of most predicting moment of torsion 257.

Briefly, fast engine actuators changes the wheel shaft moment of torsion quickly with the relative specific energy of engine actuators at a slow speed.The comparable fast actuating device of actuator responds their variations of actuator value separately slowly at a slow speed.For example, actuator can comprise that the variation in response to the actuator value needs the time to move to the mechanical part of another location from a position at a slow speed.Actuator can also following time quantum be feature at a slow speed, in case described time quantum is that actuator begins to realize the actuator value that changes and begins to change the time quantum that spends for the wheel shaft moment of torsion at a slow speed.Usually, to be compared to the fast actuating device for actuator at a slow speed long for this time quantum.In addition, even after beginning change, the wheel shaft moment of torsion also may spend the long time with the abundant response variation of actuator at a slow speed.

Only for instance, if set the fast actuating device for suitable value, then ECM114 can will set the value that makes driving engine 102 can produce predicted torque request 257 for for the actuator value of actuator at a slow speed.Therebetween, the given value of actuator at a slow speed, ECM114 can will set the value that makes driving engine 102 obtain the torque request immediately 258 of replacement predicted torque request 257 for for the actuator value of fast actuating device.

Therefore, fast actuating device value makes driving engine 102 produce torque request 258 immediately.When ECM114 determines to make the wheel shaft moment of torsion when torque request 258 transits to predicted torque request 257 immediately, ECM114 will become the value corresponding to predicted torque request 257 for the actuator value of one or more fast actuating devices.Owing to set actuator value at a slow speed based on predicted torque request 257, so driving engine 102 can only produce predicted torque request 257 after the delay of being forced by the fast actuating device.In other words, avoid otherwise by utilizing actuator at a slow speed to change the long delay that the wheel shaft moment of torsion produces.

Only for instance, when predicted torque request 257 equals chaufeur torque request 254, when because interim moment of torsion reduces request, when torque request 258 is less than chaufeur torque request 254 immediately, can produce torque reserve.Alternatively, will be immediately when torque request 258 maintains chaufeur torque request 254, can be higher than chaufeur torque request 254 and produce torque reserve by predicted torque request 257 is increased to.Resulting torque reserve can absorb the unexpected raising of needed wheel shaft moment of torsion.Only for instance, can be by improving the shock load that torque request 258 counteractings are immediately forced by air governor or power steering pump with intergral reservoir.If the raising of torque request 258 is less than torque reserve immediately, then can promptly produce this raising by utilizing the fast actuating device.Also can improve predicted torque request 257, to rebulid previous torque reserve.

It is to reduce the fluctuation of actuator value at a slow speed that another example of torque reserve is used.Because the slow relatively speed of actuator value at a slow speed, can to produce control unstable so change at a slow speed the actuator value.In addition, actuator can comprise mechanical component at a slow speed, and described mechanical component can draw more power when frequent the movement and/or wearing and tearing are faster.Produce enough torque reserve and allow when keeping the value of actuator at a slow speed, make the variation of desired moment of torsion via torque request 258 immediately by changing the fast actuating device.For example, in order to keep given speed without load, torque request 258 can change in a scope immediately.If predicted torque request 257 is set to the level that is higher than this scope, then do not needing to regulate the variation that can utilize the fast actuating device to make under the situation of actuator at a slow speed to keep the torque request immediately 258 of speed without load.

Only for instance, in spark ignition engine, the spark timing can be fast actuating device value, and the throttle gate open area can be actuator value at a slow speed.Spark ignition engine can burn and for example comprises the fuel of gasoline and ethanol by applying spark.On the contrary, in compression ignition engine, fuel flow can be fast actuating device value, and the throttle gate open area can be used as the actuator value for engine characteristics that is different from moment of torsion.Compression ignition engine can burn by compressed fuel and for example comprise the fuel of diesel oil.

When driving engine 102 was spark ignition engine, spark actuator module 126 can be the fast actuating device, and throttle actuator module 116 can be actuator at a slow speed.After receiving new actuator value, spark actuator module 126 may change the spark timing for the ignition event of back.When will when setting optimal value for, producing the torque capacity of maximum in the explosion stroke being right after ignition event after for the spark timing of ignition event (being also referred to as spark in advance).Yet the spark that departs from from optimal value can be reduced in the torque capacity that produces the explosion stroke in advance.Therefore, by changing spark in advance, one next ignition event occurs, and spark actuator module 126 just may can change engine output torque.Only for instance, can during the calibration phase of vehicle design, determine the form that shifts to an earlier date with the corresponding spark of different engine operating conditions, and can select optimal value from form based on the present engine operating conditions.

On the contrary, the variation of throttle gate open area spends the long time to influence engine output torque.Throttle actuator module 116 changes the throttle gate open area by the angle of the blade of adjusting throttle gate 112.Therefore, in case receive new actuator value, when throttle gate 112 moves to new position based on this new actuator value from its previous position, just there is mechanical delay.In addition, stand air transport delay in the induction maniflod 110 based on the variations in flow of throttle gate open area.In addition, the air-flow that increases in the induction maniflod 110 is not embodied as the increase of engine output torque, receives additional air in next inspiration stroke, compresses this additional air and stroke that takes fire up to cylinder 118.

Utilize these actuators as example, can produce torque reserve by throttle opening being set for the value that allows driving engine 102 to produce predicted torque request 257.Can set the spark timing based on the torque request immediately 258 less than predicted torque request 257 therebetween.Produce enough air-flows although the throttle gate open area is driving engine 102, producing predicted torque request 257, make spark timing retard (this reduces moment of torsion) based on torque request 258 immediately.Therefore, engine output torque will equal torque request 258 immediately.

When the additional moment of torsion of needs, can be based on predicted torque request 257 or prediction and the torque setting spark timing between the

torque request

257 and 258 immediately.By the ignition event of back, spark actuator module 126 can make spark be back to optimal value in advance, and this allows driving engine 102 to produce by the obtainable whole engine output torques of already present air-flow.Therefore, engine output torque can not experience owing to be increased to predicted torque request 257 rapidly under the situation of the delay that change throttle gate open area causes.

When driving engine 102 was compression ignition engine, fuel-actuated device module 124 can be the fast actuating device, and throttle actuator module 116 and supercharging actuator module 164 can be the discharging actuators.Can set fuel mass based on torque request immediately 258, and can set throttle gate open areas, supercharging and EGR aperture based on predicted torque request 257.The throttle gate open area can produce than satisfying the required air-flow that manys of predicted torque request 257.In turn, the air-flow of generation can make air/fuel poorer than normally, and the variation of air-flow not influence engine output torque more than the needed air-flow of the smokeless combustion of burner oil.Therefore, engine output torque equals torque request 258 immediately, and can be enhanced or reduce by regulate fuel flow.

Wheel shaft moment of torsion arbitration modules 204 can with predicted torque request 257 and immediately torque request 258 export propulsive torque arbitration modules 206 to.In various realizations, wheel shaft moment of torsion arbitration modules 204 can with prediction and immediately

torque request

257 and 258 export to and mix control module 196.Be shown in that ECM114 is outside to be realized though mix control module 196, mix control module 196 and can be integrated in the ECM114 in the various hybrid vehicle systems.

Mixing control module 196 can determine and should be produced much moments of torsion and should be produced much moments of torsion by electrical motor 198 by driving engine 102.Mix prediction that control module 196 will mix respectively and immediately

torque request

259 and 260 export propulsive torque arbitration modules 206 to.

The prediction that is received by propulsive torque arbitration modules 206 and immediately torque request converted to propulsive torque territory (moment of torsion at the bent axle place) from wheel shaft moment of torsion territory (moment of torsion of wheel).Propulsive torque arbitration modules 206 arbitration between the prediction that comprises conversion and the propulsive torque request 279 of torque request immediately.Propulsive torque arbitration modules 206 produces prediction (propelling) torque request 261 of arbitration and (propelling) immediately torque request 262 of arbitration.Can produce the

torque request

261 and 262 of arbitration by the request of in the middle of the torque request that receives, selecting to win.Alternatively or additionally, can be by asking to produce the torque request of arbitration based in the request of the one or more torque request corrected received in the torque request that receives another.

Propulsive torque request 279 can comprise that the propulsive torque of protecting for racing of the engine reduces, reduces for the moment of torsion raising of stall prevention with by the moment of torsion to adapt to gear shift that transmission control module 194 is asked.Propulsive torque request 279 also can be produced by the power-transfer clutch fuel cut-off, and described power-transfer clutch fuel cut-off reduces engine output torque when chaufeur is depressed pedal of clutch in the manual transmission vehicles, with the unexpected aggravation (rising rapidly) that prevents engine speed.

Propulsive torque request 279 can comprise that also driving engine stops request, and described driving engine stops request and can start when detecting critical failure.Only for instance, critical failure can comprise that detecting vehicle theft, the actuating motor that blocks, electronic throttle control problem and unexpected moment of torsion increases.In various realizations, when existing driving engine to stop to ask, arbitration selects driving engine to stop request as the request of winning.When existing driving engine to stop to ask, propulsive torque arbitration modules 206 exportable zero is as the prediction of arbitration and

torque request

261 and 262 immediately.

In various realizations, driving engine stops to ask to be independent of arbitrated procedure and stops driving engine 102 simply.Propulsive torque arbitration modules 206 still can receive driving engine and stop request, makes for example suitable data to be fed back to other torque request persons.For example, can notify them to lose arbitration to every other applicant.

Deposit/load blocks 220 receives the prediction of arbitration and

torque request

261 and 262 immediately.Deposit/load blocks 220 can be regulated the prediction of arbitration and

torque request

261 and 262 immediately, to produce torque reserve and/or to compensate one or more loads.So the prediction that deposit/load blocks 220 will be regulated and immediately

torque request

263 and 264 export actuating module 244 to.

Only for instance, catalyst ignition process or cold-start emission reduction process may need the spark that postpones in advance.Therefore, deposit/load blocks 220 can be increased to the torque request immediately 264 that is higher than adjusting with the predicted torque request 263 of regulating, in order to postpone spark for the cold-start emission reduction process produces.In another example, can directly change air/fuel ratio and/or the MAF of driving engine, such as cleaning by the intrusive mood equivalence ratio test of diagnosis and/or new driving engine.Before these processes of beginning, can produce or improve torque reserve, promptly to remedy by the reduction that during these processes, makes the thinning engine output torque that causes of air/fuel mixture.

Deposit/load blocks 220 also can be expected load in the future, the joint of or air regulation (A/C) compressor clutch pump operated such as power steering, and produce or improve torque reserve.When chaufeur is at first asked air regulation, can produce the deposit for the joint of A/C compressor clutch.Deposit/load blocks 220 can be in the 264 unconverted predicted torque request 263 of regulating that improve simultaneously of torque request immediately that keep regulating, to produce torque reserve.So, when the A/C compressor clutch engages, the estimation load that deposit/load blocks 220 can improve the A/C compressor clutch with the torque request immediately 264 of regulating.

Actuating module 224 receives the prediction regulated and

torque request

263 and 264 immediately.Actuating module 224 is determined the predictions how to obtain to regulate and

torque request

263 and 264 immediately.Actuating module 224 can be that engine type is specific.For example, for spark ignition engine vs. compression ignition engine, different control schemes can differently be realized or be used to actuating module 224.

In various realizations, actuating module 224 definables are on the common module of all engine types and the border between the engine type institute specific modules.For example, engine type can comprise applied ignition and ignition due to compression.Module before actuating module 224 such as propulsive torque arbitration modules 206 can be that all engine types are common, and actuating module 224 and follow-up module can be that engine type is specific.

For example, in spark ignition engine, actuating module 224 can change the aperture as the throttle gate 112 of the actuator at a slow speed of the moment of torsion control that allows wide region.Actuating module 224 can utilize gas cylinder actuators module 120 forbidding cylinders, and described gas cylinder actuators module 120 also is provided for the moment of torsion control of wide region, but can be equally at a slow speed and can relate to driving performance and emission problem.Actuating module 224 can use the spark timing as the fast actuating device.Yet the spark timing may not provide same moment of torsion range of control.In addition, the amount (being called the spark margin capacity) of moment of torsion control that may have a variation of spark timing can change along with variations in flow.

In various realizations, actuating module 224 can produce air torque request 265 based on the predicted torque request 263 of regulating.The predicted torque request 263 that air torque request 265 can equal to regulate to set air-flow, makes and can realize the predicted torque request 263 of regulating by the variation to other (for example, quick) actuators.

Air control module 228 can be determined desired actuator value based on air torque request 265.Only for instance, air control module 228 can be determined desired manifold absolute pressure (MAP), desired throttle area and/or desired every cylinder air amount (APC) based on air torque request 265.Desired MAP can be used for determining desired supercharging, and desired APC can be used for determining desired cam phaser position and desired throttle area.In various realizations, air control module 228 also can be determined the amount of the aperture of EGR valve 170 based on air torque request 265.

Moment of torsion estimation module 244 can be determined the moment of torsion of the realizing output of driving engine 102.The moment of torsion of the realizing output of the driving engine 102 under current operating conditions can be called the air moment of torsion of realizing.The air moment of torsion of realizing can be used by air control module 228, to carry out the closed loop control such as one or more engine air flow parameters of throttle area, MAP and phase shifter position.For example, definable APC is to the relation of moment of torsion, such as:

(1)

Wherein moment of torsion (T) is the air moment of torsion of realizing, and is that every cylinder air amount (APC), spark timing (S), inlet cam phase shifter position (I), exhaust cam phase shifter position (E), air/fuel are than the function of the quantity (#) of (AF), oil temperature (OT) and working cylinder.Also can consider the variable that adds, such as the opening degree of waste gas recirculation (EGR) valve.APC can and/or can be stored as lookup table by equation Modeling to the relation of moment of torsion.Because phase shifter may move towards desired position, so employed air inlet and exhaust phase shifter position can be based on actual positions.Actual spark can be used for determining the air moment of torsion realized in advance.

Air control module 228 can be determined desired throttle area based on the air torque request.Air control module 228 can export desired throttle area to throttle actuator module 116.So throttle actuator module 116 is adjusted throttle gate 112, to produce desired throttle area.

Air control module 228 can export desired MAP to supercharging scheduler module 248.Supercharging scheduler module 248 is used desired MAP, with control supercharging actuator module 164.So supercharging actuator module 164 is controlled one or more turbochargers (turbocharger that for example, comprises turbine 160-1 and compressor 160-2) and/or blwr.

Air control module 228 exports desired APC to phase shifter scheduler module 252.Based on desired APC and RPM signal, phase shifter scheduler module 252 can be utilized the position of the 158 control air inlets of phase shifter actuator module and/or exhaust

cam phase shifter

148 and 150.

Actuating module 224 also can produce spark torque request 269, cylinder stops torque request 270 and fuel torque request 271.Spark torque request 269 can be used by spark control module 232, to determine to make the spark timing from optimum spark timing retard how long (this reduces engine output torque).

Optimum spark timing can change based on various engine operating conditions.Only for instance, can invert to the moment of torsion relation, to obtain desired spark in advance.For given torque request (T _Des), can determine desired spark (S in advance based on following equation _Des):

(2)

This relation can be embodied as equation and/or lookup table.Air/fuel can be actual air/fuel ratio than (AF), as being reported by fuel control module 240.Spark actuator module 126 is controlled the spark timing in advance based on desired spark.

When setting spark for optimum spark in advance just constantly, resulting moment of torsion can approach maximum best torque (MBT) as far as possible.MBT can refer to when utilization has the fuel of the antiknock property bigger than predetermined antiknock property and utilizes stoichiometry to supply with fuel, the maximum engine output torque that produces for given air-flow when the increase spark shifts to an earlier date.Spark when this torque peak occurring is called the timing of MBT spark in advance.Owing to for example fuel mass (such as when using lower octane fuel) and environmental factor, so optimum spark timing can be somewhat different than the timing of MBT spark.Therefore, optimum spark engine output torque just constantly can be less than MBT.

Fuel control module 240 can change based on fuel torque request 271 to be provided to the amount of the fuel of each cylinder.During the normal running of spark ignition engine, fuel control module 240 can be operated by the air dominant pattern, in described air dominant pattern, fuel control module 240 is attempted by keeping stoichiometric air/fuel ratio based on air-flow control supply fuel.Fuel control module 240 can determine when with the amount (for example, quality) of current every cylinder air (APC) in conjunction with the time produce the fuel mass of stoichiometric(al) combustion.Fuel control module 240 can be via supplying combustion rate command fuel actuator module 124, with this fuel mass of cylinder injection for each work.

In compression ignition systems, fuel control module 240 can be operated by the fuel dominant pattern, in described fuel dominant pattern, fuel control module 240 is determined fuel mass for each cylinder, and described fuel mass satisfies fuel torque request 271 when making discharging, noise and consumption of fuel minimum.In the fuel dominant pattern, can control air-flow based on fuel flow, and can control air-flow to produce poor air/fuel ratio.In addition, can keep the air/fuel ratio and be higher than predeterminated level, this can prevent the generation of the black smoke under the dynamic engine operating conditions.

Cylinder stops torque request 270 can be used by cylinder control module 236, to determine when request inactive how many cylinders during with the operation of fuel economy (FE) pattern.The FE pattern only can comprise initiatively fuel management (AFM) pattern for instance.

Cylinder control module 236 can be instructed gas cylinder actuators module 120, with one or more cylinders of the driving engine 102 of stopping using when the order AFM pattern.Gas cylinder actuators module 120 can comprise hydraulic efficiency pressure system, and described hydraulic efficiency pressure system optionally makes air inlet and/or exhaust valve separate with corresponding camshaft for one or more cylinders, in order to stop using these cylinders.Only for instance, when order AFM pattern, the gas cylinder actuators module 120 one group of cylinder being scheduled to (for example, half) of can jointly stopping using.

When order AFM pattern, but cylinder control module 236 command fuel control module 240 also stopping to provide fuel for the cylinder of stopping using, and can be instructed spark control module 232, to stop to provide spark for the cylinder of stopping using.Be present in the fuel/air mixture in the cylinder in case burnt, spark control module 232 and fuel control module 240 just can stop spark and fuel are provided to cylinder.

Some vehicle can additionally or alternatively can be operated driving engine 102 with fuel cut-off (FCO) pattern.Only for instance, can during car retardation, order operation in the FCO pattern.Can be described as deceleration fuel cutoff (DFCO) according to the operation in the FCO pattern of car retardation order.Mix control module 196 and optionally order the FCO operation that is used for DFCO.Only for another example, also can order one or more transition of FCO pattern and/or the operation from the FCO pattern, to determine in one or more parts, whether having one or more faults based on one or more parameters for the response of one or more transition.

Compare with the operation of driving engine 102 in the AFM pattern, under the situation of the opening and closing that do not stop air inlet and exhaust valve, when order FCO pattern, can provide fuel these cylinders of stopping using by suspending to one or more cylinders.Like this, the operating period of air in the FCO pattern flow through driving engine 102.

Fig. 3 comprises another functional block diagram of exemplary engine control system.With reference now to Fig. 2 and 3, ECM114, also can comprise monitoring modular 302.One or more modules can determine whether there are one or more faults in one or more parts based on to one or more transition of the supply fuel from rich fuel to poor fuel and/or the response of the transition from poor fuel to rich fuel.Rich fuel can extremely be realized with FCO pattern operation driving engine 102 for fuel transition by the richness from driving engine 102 to the transition of poor fuel.Transition from poor fuel to rich fuel can transit to realizing for fuel of rich fuel from the FCO operation by the operation that makes driving engine 102.

Only for instance, as mentioned above, catalyst 135 is optionally stored oxygen.Monitoring modular 302 optionally makes the operation of driving engine 102 operate the fuel that supplies that transits to rich fuel from the fuel transition that supplies of rich fuel to the FCO operation and/or from FCO, in order to determine the ability of the storage oxygen of catalyst 135.Whether monitoring modular 302 can exist fault based on the ability indication of the storage oxygen of catalyst 135 in catalyst 135.

Oxygen memory capacity (OSC) cycle can be indicated the ability of the storage oxygen of catalyst 135.Monitoring modular 302 can be determined the OSC cycle for catalyst 135 based on the response to the confession fuel variations of upstream and downstream exhaust gas oxygensensor 136 and 137.More particularly, monitoring modular 302 can based on when upstream oxygen sensor 136 in response to from very first time during to the transition of FCO operation for fuel of rich fuel with when the cycle of downstream exhaust gas oxygensensor 137 second time during in response to this transition, definite OSC cycle for catalyst 135.Additionally or alternatively, can based on when upstream oxygen sensor 136 in response to operate from FCO rich fuel for the transition of fuel the time the 3rd time with when the cycle of downstream exhaust gas oxygensensor 137 between the 4th time during in response to this transition, definite OSC cycle for catalyst 135.

When OSC cycle during greater than predetermined period, monitoring modular 302 can be determined and indicate do not have fault in catalyst 135.On the contrary, when OSC cycle during less than predetermined period, monitoring modular 302 can be determined and indicate in catalyst 135 and had fault.

Monitoring modular 302 can order with/from one or more transition of FCO operation, to determine in upstream oxygen sensor 136, whether there is fault and/or in catalyst monitoring sensor 137, whether have fault.For example, monitoring modular 302 can monitor upstream oxygen sensor 136 to the transition of the operation from rich fuel to FCO and/or operate the response of the transition of rich fuel from FCO.Monitoring modular 302 can determine whether there is fault in upstream oxygen sensor 136 based on the response to one or more transition.

Monitoring modular 302 can be additionally or monitor alternatively catalyst monitoring sensor 137 to the transition of the operation from rich fuel to FCO and/or operate the response of the transition of rich fuel from FCO.Monitoring modular 302 can be based on the response of one or more transition being determined whether there is fault in catalyst monitoring sensor 137.In various realizations, identical to and/or can be used for determining catalyst 135, whether have fault, in upstream oxygen sensor 136, whether have fault and/or in catalyst monitoring sensor 137, whether have fault from one or more transition of FCO operation.Monitoring modular 302 can based on to and/or from one or more responses of the transition of one or more orders of FCO operation, determine in one or more miscellaneous parts of vehicle, whether have fault.

When having one or more fault, monitoring modular 302 can produce one or more indications.Only for instance, when detecting fault in parts, monitoring modular 302 can be set predetermined DTC (DTC) in the memory device (not shown) relevant with this fault.Monitoring modular 302 also can be lighted the fault-indicating lamp (not shown) and/or take one or more other remedial measuress when having one or more fault.

Yet, be used for determining whether existing fault to the FCO operation and from the transition of the order of FCO operation should with the operational coordination that mixes control module 196.Therefore, monitoring modular 302 and mixing control module 196 participate in request/response exchange with monitoring modular 302, so that the operation of driving engine 102 transits to the FCO operation and/or from FCO operation transition, is used for determining whether to exist fault.Determine whether there is fault in the catalyst monitoring sensor 137, the application is also applicable to determining whether to exist other faults though will discuss.

Monitoring modular 302 is sent to FCO monitoring request 306 and mixes control module 196.Monitoring modular 302 also is sent to state 310 and mixes control module 196.Mix control module 196 FCO monitoring response 314 is sent to monitoring modular 302.

In the given time, monitoring modular 302 becomes a kind of in inactive state and the active state with the setting state of FCO monitoring request 306.Monitoring modular 302 can be set FCO monitoring request 306 for inactive state acquiescently.When satisfying one or more request cnable condition in present driving cycle period of vehicle, monitoring modular 302 can make FCO monitoring request 306 transit to active state.

Only for instance, when ECT318 greater than first predetermined temperature, exhaust gas oxygensensor temperature 322 greater than second predetermined temperature and/or catalyst temperature 326 during greater than the 3rd predetermined temperature, monitoring modular 302 can make FCO monitoring request 306 transit to active state.First, second, and third predetermined temperature can be demarcated, and for example can set for respectively approximate 60 degrees centigrade (℃), approximate 500 ℃ and approximate 500 ℃.

Drive circulation and can refer to the very first time of vehicle launch and the cycle between second time when the control module of vehicle is turned off after a while.The starting of vehicle can be indicated by fired state 330, and can produce fired state 330 based on the chaufeur input via ignition key, switch, button etc.Monitoring modular 302 can be kept FCO monitoring request 306 and be in active state, till vehicle stops (for example, as indicated by fired state 330) or finishes the judgement that whether has fault for present driving circulation.

The state of FCO monitoring request 306 indicates monitoring modular 302 whether to prepare one or more transition that (and request) carried out the FCO operation and/or operated from FCO, to determine whether to exist fault.Yet, monitoring modular 302 can not wait for up to fuel be cut off, flow conditions in preset range and/or accelerator pedal position less than predetermined value so that FCO monitoring request 306 transits to active state, thereby ask till the execution of one or more transition.This is because monitoring modular 302 does not have enough information to determine whether operating conditions is suitable for the judgement that the operation of driving engine 102 in the FCO pattern is used for whether existing fault.

Mix control module 196 and determine whether operating conditions is suitable for the operation of driving engine 102 in the FCO pattern to be used for whether existing the judgement of fault with replacing.Mix control module 196 indicates whether to carry out driving engine 102 via FCO monitoring response 314 the FCO that asks operation.

In the given time, mix control module 196 setting state of FCO monitoring response 314 is become a kind of in inactive state and the active state.Mix control module 196 and can set FCO monitoring response 314 for inactive state acquiescently.

In response to the FCO monitoring request 306 that is in active state, when satisfying one or more response conditions for use, mix control module 196 and optionally make FCO monitoring response 314 transit to active state.Mixing control module 196 can determine whether to make FCO monitoring response 314 to transit to active state based on chaufeur torque request 254.When driving engine 102 rotated during the cycle of FCO operation, when only, mixing control module 196 and can make FCO monitoring response 314 transit to active state when satisfying chaufeur torque request 254 via electrical motor 198 (if exist, reaching other electrical motor).Only for instance, when chaufeur torque request 254 during less than available Motor torque, mix control module 196 and can make FCO monitoring response 314 transit to active state.The torque capacity that available Motor torque can be realized under present condition corresponding to electrical motor.For example can determine available Motor torque based on the energy of battery, temperature, car speed and/or one or more other suitable parameters of battery.

When FCO monitoring response 314 is in active state, mixes control module 196 and reach the mode of scheduled volume with every predetermined period towards the predicted torque request 259 of minimum engine running torque adjustment mixing.In other words, mixing the speed that control module 196 can be scheduled to makes predicted torque request 259 slopes of mixing drop to minimum engine running moment of torsion.Minimum engine running moment of torsion can refer to driving engine 102 keeps running by suitable burning minimal torque.

The reduction of the predicted torque request 259 of mixing reduces the air-flow by driving engine 102, with the moment of torsion that turns round corresponding to minimum engine.For example, when the driving engine 102 of more air-flow need be by to(for) the judgement that whether has fault, monitoring modular 302 can increase minimum engine running moment of torsion (thereby mixing the predicted torque request 269 that control module 196 correspondingly increases adjusting) from calibration value.

In the given time, monitoring modular 302 can be set state 310 for behind illegal state before inactive state, the FCO, FCO state and the FCO a kind of in the illegal state.Monitoring modular 302 can become inactive state with setting state acquiescently.In response to the FCO monitoring response 314 that transits to active state, monitoring modular 302 can order EQR 328 to set rich fuel EQR for.Fuel control module 240 provides richness to driving engine 102 for fuel in response to the EQR order 328 of setting rich fuel EQR for.

In response to the FCO monitoring response 314 that transits to active state, monitoring modular 302 makes state 310 transit to the preceding illegal state of FCO.The illegal state indication is before the FCO, and when mixing control module 196 indications and carrying out the FCO of the judgement that is used for whether existing fault and operate, monitoring modular 302 is forbidden and/or the execution of one or more transition of operating from FCO.

Monitoring modular 302 can begin to monitor the one or more parameters that will monitor, to determine whether to exist fault in response to the FCO monitoring response 314 that transits to active state.For example, and determine whether exist fault to be combined in catalyst monitoring sensor 137, monitoring modular 302 can begin to monitor the downstream oxygen amount 332 of utilizing catalyst monitoring sensor 137 to measure.

When FCO monitoring response 314 was in active state, monitoring modular 302 transitted to the FCO operation of driving engine 102 when satisfying one or more FCO conditions for use.Only for instance, when the air-flow by driving engine 102 when being rich in preset range and for fuel, monitoring modular 302 can transit to the FCO operation.Air-flow by driving engine 102 for example can be indicated by one or more other suitable parameters of the air-flow of driving engine 102 by APC, the MAF336 that utilizes maf sensor 186 measurements and/or indication.Rich fuel for example can be designated as rich fuel by the downstream oxygen amount 332 of utilizing catalyst monitoring sensor 137 to measure and/or the upstream oxygen amount (not shown) that utilizes upstream oxygen sensor 136 to measure for fuel.Transition to the FCO operation for example can be by setting for EQR order 328 zero or realizing with another suitable manner.

When satisfying one or more FCO conditionss for use and carry out FCO when operation, monitoring modular 302 makes state 310 illegal state before the FCO transit to the FCO state.In response to the state 310 that transits to the FCO state, mix control module 196 and reach the mode of scheduled volume with every predetermined period towards the torque request immediately 260 of minimum engine parking torque adjustment mixing.In other words, mixing the speed that control module 196 can be scheduled to makes 260 slopes of torque request immediately of mixing drop to minimum engine parking moment of torsion.Minimum engine parking moment of torsion can be (propelling) moment of torsion under the situation that bent axle rotated in FCO operating period.Minimum engine parking moment of torsion can be predetermined value.Monitoring modular 302 can continue to monitor the one or more parameters that will monitor, to determine whether to exist fault when state 310 is in the FCO state.

When state 310 was in the FCO state, monitoring modular 302 determined whether to transit to driving engine 102 for fuel from the FCO operation.For example, when executed FCO operation reaches predetermined period or when observing transition from rich fuel to poor fuel of downstream oxygen amount 332, monitoring modular 302 can determine whether to transit to driving engine 102 confession fuel.

Monitoring modular 302 can be in response to operating from FCO to driving engine 102 judgement for the transition of fuel, make state 310 from the FCO status transition to FCO after illegal state.After setting state 310 for FCO, during illegal state, mix control module 196 and optionally make FCO monitoring response 314 transit to inactive state.For example, when mixing control module 196 when determining to give driving engine 102 for fuel, mix control module 196 and can make FCO monitoring response 314 transit to inactive state from active state.Mixing control module 196 for example can determine to give driving engine 102 for fuel based on chaufeur torque request 254.

In response to the FCO monitoring response 314 that transits to inactive state from active state, monitoring modular 302 can transit to driving engine 102 for fuel from the FCO operation.Monitoring modular 302 for example can be by regulating EQR order 328 or transitting in another way to driving engine 102 for fuel.Monitoring modular 302 for example can be set EQR order 328, operates the transition for fuel of rich fuel from FCO with monitoring.

When illegal state and FCO monitoring response 314 is inactive after setting state 310 for FCO, mixes control module 196 and should continue to produce the prediction of mixing and

torque request

259 and 260 immediately, be suitable for judging the condition that whether has fault with generation.For example, in determining catalyst monitoring sensor 137, whether exist under the situation of fault, mix control module 196 and can keep air-flow based on the minimum engine moment of torsion that turns round, and can allow to supply with fuel.Yet, mix control module 196 and can determine that engine torque output can not maintain minimum engine running moment of torsion, and increase the predicted torque request 259 (with respect to minimum engine running moment of torsion) of mixing.Mix control module 196 and can for example determine whether to keep minimum engine running moment of torsion based on chaufeur torque request 254.

Operate to the driving engine 102 confession transition of fuel from FCO after, monitoring modular 302 can be monitored the air-flow by driving engine 102, till finishing the judgement that whether has fault.Monitoring modular 302 determines whether to exist fault based on the response to one or more transition.

If finished the judgement that whether has fault, then monitoring modular 302 can indicate whether to exist fault, and monitoring modular 302 can make FCO monitor request 306 and state 310 transits to inactive state, till next drives circulation.Yet if whether the air-flow by driving engine 102 exists the judgement of fault to become greater than preset range before finishing, monitoring modular 302 can stop judging, and attempt to repeat one or more transition.

Make after FCO monitoring response 314 transits to active state, mix control module 196 and can cancel execution for one or more transition of the judgement that whether has fault.Depend on state 310, cancellation FCO operation can prevent from for fuel to the transition of FCO operation when illegal state (when state 310 before the inactive or FCO), forbid FCO operation (when state 310 is in the FCO state), perhaps forbid monitoring modular 302 for fuel control when illegal state (after state 310 is in FCO).

For example, when can not when satisfying chaufeur torque request 254, mixing control module 196 and can cancel the FCO operation via electrical motor 198 (if exist, reaching other electrical motor).When illegal state or FCO state, mix control module 196 and can cancel be used to the FCO operation that determines whether to exist fault by making FCO monitoring response 314 transit to inactive state from active state before, the FCO 310 inactive when state.After state 310 is in FCO during illegal state, mixing control module 196 can be higher than preset range and cancel be used to the fuel control that determines whether to exist fault by being increased to by the air-flow of driving engine 102.

With reference now to Fig. 4 A-4B,, introduced the diagram of circuit of the exemplary method of describing the FCO operation that is used for control driving engine 102 that to be carried out by monitoring modular 302.When the control beginning, can set FCO monitoring request 306 and state 310 for inactive state acquiescently.

Control can be since 404, and wherein control is determined whether one or more conditionss for use satisfy and is used for carrying out and/or from one or more transition of the FCO operation of driving engine 102, to determine whether to exist fault.As be false, then control can maintain FCO monitoring request 306 and state 310 inactive state and be back to 404 at 408 places.As be true, then control can be set FCO monitoring request 306 for active state at 412 places.Control also can be set state 310 for inactive state at 412 places.Like this, control indication is carried out and/or from the request of one or more transition of FCO operation, in order to determine whether to exist fault.For example, as ECT318 during greater than first predetermined temperature, when exhaust gas oxygensensor temperature during greater than second predetermined temperature, and/or when catalyst temperature 326 during greater than the 3rd predetermined temperature, can satisfy one or more request cnable conditions.

At 416 places, control determines whether be in active state from the FCO monitoring response 314 that mixes control module 196.As be true, control can continue with 420.As be false, then control can be back to 412, and FCO monitoring request 306 is maintained active state and state 310 is maintained inactive state.Mixing control module 196 indicates and when can carry out and/or from one or more transition of the FCO operation of driving engine 102 by FCO monitoring response 314 being set for active state.

When setting FCO monitoring response 314 for active state at 416 places, control can make state 310 transit to illegal state before the FCO, and sets EQR order 328 for rich fuel EQR.Before setting EQR order 328 for rich fuel EQR, control can be waited for till air-flow is in preset range.Control indicates control to forbid the transition of the FCO operation of driving engine 102 by illegal state before state 310 being set for FCO, for example in order to the fuel that supplies of rich fuel to be provided before the transition of operating to FCO.

At 424 places, control determines whether operating for the FCO of fuel transition to driving engine 102 from driving engine 102.As be true, then control can proceed 428.As be false, then control can be back to 416.By being back to 416, if mixing control module 196 (for example comes by making FCO monitoring response 314 transit to inactive state, based on chaufeur torque request 254) cancellation to and/or from the execution of one or more transition of the FCO of driving engine 102 operation, then control can avoid transitting to the FCO operation.

Control is set state 310 at 428 places the FCO state and is cut to the fuel of driving engine 102.To from can be used for determining whether to exist fault for fuel to one or more responses of the transition of the FCO operation of driving engine 102 for driving engine 102.At 432 places, control can determine whether to stop the FCO operation of driving engine 102.As be false, then control can continue with 436; As be true, then control can continue with 442.Control can be determined for example FCO operation of the predetermined period termination driving engine 102 after the FCO of beginning driving engine 102 operation.

At 436 places, control determines whether FCO monitoring response 314 is in active state.As be true, then control can be back to 428, and continues the FCO operation of driving engine 102.As be false, then control can be at the supply fuel of 440 places cancellation FCO operation and order driving engine 102, and control can be back to 412, to set state 412 for inactive state.Like this, mix the FCO operation that control module 196 can be cancelled (forbidding) driving engine 102.When FCO monitoring response 314 transitted back into active state, control can be attempted and/or again from one or more transition of the FCO operation of driving engine 102, in order to determine whether to exist fault.

When control is determined at 432 places to stop the FCO operation of driving engine 102, control illegal state after 442 places set state 310 for FCO.Control also can start timer at 442 places.Therefore, timer is followed the tracks of the cycle of determining and notifying the judgement process of the FCO operation that mixes control module 196 termination driving engines 102 from controlling.Control can continue with 444.

At 444 places (Fig. 4 B), control determines whether FCO monitoring response 314 is in active state.As be true, then control can continue with 452; As be false, then control can continue with 456.At 452 places, control can determine that whether the cycle (being followed the tracks of by timer) is greater than predetermined period.As be false, then control can be back to 444, and the cycle can continue to increase.As be true, then control can be back to 408 (Fig. 4 A).Like this, do not make FCO monitoring response 314 transit to inactive state from active state in the predetermined period of control module 196 after the judgement of the FCO of notified termination driving engine 102 operation if mix, then control and to begin this method again.

At 456 places, in response to the FCO monitoring response 314 that transits to inactive state, the FCO operation of driving engine 102 is forbidden in control, and sets EQR order 328 for driving engine 102 for fuel.Control can be set EQR order 328 by the fuel that supplies for rich fuel at 456 places, for example operates the transition of rich fuel handling from FCO in order to monitoring.One or more responses to the transition of operating rich fuel handling from FCO can be used for determining whether to exist fault.

At 460 places, control can determine that air-flow is whether in preset range.As be true, control can continue with 464.As be false, then control can be back to 408 (Fig. 4 A).Like this, increase air-flow (for example, to realize chaufeur torque request 254) if mix control module 196, then control can begin this method again.

At 464 places, whether control can determine whether to exist the judgement of fault to finish.As be true, then control can indicate whether to exist fault at 468 places, and continues with 472.As be false, then control can be back to 456, and keeps and continue to supply with the judgement that fuel is used for whether existing fault.Control can be at 472 places be set state 310 for inactive state and is set FCO monitoring request 306 for inactive state, and control can stop.Control can every driving circulation be carried out once this method or carry out this method with another suitable frequency.

With reference now to Fig. 5,, introduced that describe can be by the diagram of circuit of the exemplary method that mixes the FCO operation that is used for control driving engine 102 that control module 196 carries out.When the control beginning, can set FCO monitoring response 314 for inactive state acquiescently.

Control can be since 504, and wherein control determines whether FCO monitoring request 306 is in active state.As be true, control can continue 508.As be false, then control can be stayed 504 places.At 508 places, control can determine whether to satisfy one or more response conditionss for use.As be true, control can continue with 512.As be false, then control can be stayed 504 places.For example, when the electrical motor that can only utilize vehicle satisfies chaufeur wheel shaft torque request 254, can satisfy one or more response conditionss for use.

At 512 places, control is set FCO monitoring response 314 for active state.Like this, control notice monitoring modular 302 can be carried out and/or be used for judging whether have fault from one or more transition that FCO operates.At 516 places, control reaches scheduled volume with the predicted torque request 259 of mixing towards minimum engine running torque adjustment.This makes the predicted torque request 259 of mixing change (usually downwards) towards minimum engine running moment of torsion slope.When bent axle keeps rotation (that is, driving engine 102 keeps rotation), the air-flow of regulating by driving engine 102 is used for judging whether have fault.

Control determines at 520 places whether state 310 is inactive.As be true, then control continues with 524.As be false, then control forwards discussed further below 532 to.At 524 places, control determine whether to cancel to and/or from one or more transition of the FCO operation of driving engine 102.As be false, then control can be back to 516.As be true, control can make FCO monitoring response 314 transit to inactive state at 528 places, with cancellation (preventing) to and/or from one or more transition of the FCO operation of driving engine 102.After 528, control continues discussed further below 562.

At 532 places, control can determine whether state 310 is in the preceding illegal state of FCO.As be true, then monitoring modular 302 prepares to transit to the FCO operation, and control can continue with 536.As be false, then control can forward discussed further below 544 to.

Control can determine whether at 536 places to cancel to and/or from one or more transition of the FCO operation of driving engine 102.As be true, control can make FCO monitoring response 314 transit to inactive state at 528 places, with cancellation (preventing) to and/or from one or more transition of the FCO operation of driving engine 102, and control can continue with 562.As be false, then control can be back to 516.

At 544 places, control determines whether state 310 is in the FCO state.As be true, then monitoring modular 302 is cut to the fuel of driving engine 102, and control can continue with 548.As be false, then control can forward discussed further below 552 to.At 548 places, control can determine whether to cancel to and/or from one or more transition of the FCO operation of driving engine 102.As be true, control can make FCO monitoring response 314 transit to inactive state at 528 places, and with (occurring at present) FCO operation of cancellation (forbidding) driving engine 102, and control can continue with 562.In response to the transition of FCO monitoring response 314 to inactive state, carry out the fuel that supplies to driving engine 102.As be false, the torque request immediately 260 that control can will mix at 540 places reaches scheduled volume towards minimum engine parking torque adjustment, and is back to 516.

At 552 places, state 310 is forbidden the stage after being in FCO, and monitoring modular 302 FCO operation from driving engine 102 under the situation of minimum air flow transits to driving engine 102 for fuel.Control determines whether to cancel the fuel that supplies of driving engine 102 at 552 places.As be true, control can make FCO monitoring response 314 transit to inactive state at 528 places, operate to stop FCO, and control can continue with 562.

At 562 places, control determines whether to set state 310 for behind FCO illegal state.As be false, then control the normal control that restarts driving engine 102 and electrical motor at 566 places, and control can stop.Be termination though control is illustrated and discusses, control can change into and be back to 504.As be true, control can continue with 570.Control can determine whether to cancel this operation of driving engine 102 at 570 places based on minimum engine running moment of torsion.As be true, then control the normal control that restarts driving engine 102 and electrical motor at 566 places, and control can stop.Normal control can allow to mix control module 196 and increase air-flow, if do not finish fault verification as yet, then this can make monitoring modular 302 begin the method for Fig. 4 A and 4B again.As be false, then control at 574 places the predicted torque request 259 of mixing towards the minimum running of driving engine torque adjustment keeping air-flow, in order to determining whether to exist fault, and control can be back to 562.

Above stated specification only is illustrative in essence, and the never intention restriction disclosure, its application or use.Can realize the instruction of disclosure broadness with various forms.Therefore, although the disclosure comprises specific example, because after the research to accompanying drawing, specification sheets and claims, other modification will become obviously, so true scope of the present disclosure should be so not restricted.For clear, identical Reference numeral is used for the similar element of sign in the accompanying drawings.As used in this manner, the phrase of at least one among A, B and the C should be interpreted as representing utilizing the logic (A or B or C) of the logical "or" of non-exclusionism.It should be understood that under the situation that does not change principle of the present disclosure one or more steps in order that can be different (or the side by side) manner of execution.

As used in this, term module can refer to a part of following or comprise following: special IC (ASIC); Electronic circuit; Combinational logic circuit; Field programmable gate array (FPGA); (shared, special-purpose or grouping) treater of run time version; Described functional other suitable hardware componenies are provided; Or such as the combination of above some or all in SOC(system on a chip).Term module can comprise that storage is by (shared, special-purpose or grouping) memory device of the code of treater execution.

As used above, the term code can comprise software, firmware and/or microcode, and can refer to program, routine, function, class and/or object.As used above, the shared meaning of term is to utilize the execution of single (sharing) treater from the some or all of codes of a plurality of modules.In addition, can be by single (sharing) memory stores from the some or all of codes of a plurality of modules.As used above, the term packet meaning is to utilize one group of treater execution from the some or all of codes of individual module.In addition, can utilize the memory stack storage from the some or all of codes of individual module.

Equipment described here and method can be realized by one or more computer programs that one or more treaters are carried out.Computer program comprises the processor executable that 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 storage and optical memory.

Claims

Monitoring modular, its:

Optionally produce at least one request in the following item:

In response to the response to described request:

2. control method that is used for motor vehicle driven by mixed power, described control method comprises:

Optionally produce at least one request in the following item:

In response to the response to described request:

3. control method according to claim 2 also comprises based on chaufeur torque request and available Motor torque, utilizes described mixing control module optionally to produce described response.

4. control method according to claim 2 also comprises when catalyst temperature during greater than predetermined temperature, produces described request.

5. control method according to claim 2 also comprises when engine coolant temperature during greater than predetermined temperature, produces described request.

6. control method according to claim 2 when comprising that also temperature when the waste gas exhaust gas oxygensensor is greater than predetermined temperature, produces described request.

7. control method according to claim 2 also comprises with air-flow and accelerator pedal position by described driving engine irrespectively producing described request.

8. control method according to claim 2 also comprises based on the response at least one transition in the described transition of waste gas exhaust gas oxygensensor optionally determining whether there is fault in described waste gas exhaust gas oxygensensor.

9. control method according to claim 8, wherein said waste gas exhaust gas oxygensensor is positioned at the downstream of the three-way catalyst of exhaust system.

10. control method according to claim 2 also comprises based at least one in following optionally determining whether there is fault in the three-way catalyst of exhaust system: