CN103204154B

CN103204154B - For the fuel cut-off of fault detection and the coordination of hybrid power operation

Info

Publication number: CN103204154B
Application number: CN201310010437.9A
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: 2016-03-09
Anticipated expiration: 2033-01-11
Also published as: CN103204154A; DE102013200191A1

Abstract

The present invention relates to the coordination for the fuel cut-off of fault detection and hybrid power operation.Monitoring modular optionally produces the request at least one in following item: from providing rich supply of fuel to the transition of fuel cut-off (FCO) state of operation driving engine to driving engine; And from FCO state of operation driving engine to the transition providing rich supply of fuel to driving engine.In response to the response to request, monitoring modular: optionally control the confession fuel to driving engine, to perform at least one transition in transition; And optionally determine whether there is fault in parts based on to the response of at least one transition in transition.The electrical motor of Hybrid mode module controls motor vehicle driven by mixed power, and this Hybrid mode module selective ground produces response.

Description

For the fuel cut-off of fault detection and the coordination of hybrid power operation

The cross reference of related application

This application claims the U.S. Provisional Application No.61/585 submitted on January 12nd, 2012, the rights and interests of 811.That more than applies for is disclosed in this and is incorporated in full by reference.

Technical field

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

Background technology

To introduce background of the present disclosure roughly at this background note provided.The work of the contriver of current signature with regard to its degree described in this background parts and may not form prior art to otherwise when submitting to specification sheets in be not both impliedly recognized as prior art of the present disclosure of conflicting ambiguously yet.

Air in combustion in IC engine cylinder and fuel mixture with driven plunger, thus produce driving torque.The air entering driving engine flows through and is adjusted by throttle gate.More particularly, throttle adjustment throttle area, described throttle area increases or reduces to enter the air stream of driving engine.When throttle area increases, the air stream entering driving engine increases.Fuel Control System regulates the speed of burner oil, desired air/fuel mixture be provided to cylinder and/or export to obtain desired moment of torsion.The moment of torsion increasing air and the fuel quantity increase driving engine being provided to cylinder exports.

In spark ignition engine, spark starts the burning being provided to the air/fuel mixture of cylinder.In compression ignition engine, the compression in cylinder makes the air/fuel mixture burning being provided to cylinder.Spark timing and air stream may be the main mechanisms for regulating the moment of torsion of spark ignition engine to export, and flow in fuel may be the main mechanism for regulating the moment of torsion of compression ignition engine to export.

Have developed the engine management system controlling engine output torque, to obtain desired moment of torsion.But traditional engine management system does not accurately control engine output torque as required like that.In addition, traditional engine management system does not provide the quick response to control signal, or does not coordinate engine torque control affect in the middle of the various devices of engine output torque.

Summary of the invention

Monitoring modular optionally produces the request at least one in following item: from providing rich supply of fuel to the transition of fuel cut-off (FCO) state of operation driving engine to driving engine; And from FCO state of operation driving engine to the transition providing rich supply of fuel to driving engine.In response to the response to request, monitoring modular: optionally control to supply the fuel of driving engine, to perform at least one transition in transition; And optionally determine whether to there is fault in parts according to the response of at least one transition in transition.The electrical motor of Hybrid mode module controls motor vehicle driven by mixed power, and this Hybrid mode module selective ground produces response.

For a control method for hybrid electric vehicle, comprising: (i) optionally produces the request at least one in following item: (a) is from providing rich supply of fuel to the transition of fuel cut-off (FCO) state of operation driving engine to driving engine; And (b) from FCO state of operation driving engine to the transition providing rich supply of fuel to driving engine; (ii) in response to the response to request: (a) optionally controls to supply the fuel of driving engine, to perform at least one transition in transition; And (b) is according to optionally determining whether to there is fault in parts to the response of at least one transition in transition; Utilize the electrical motor of Hybrid mode module controls motor vehicle driven by mixed power; And produce response with utilizing Hybrid mode module selective.

The invention provides following technical scheme:

1., for a control system for motor vehicle driven by mixed power, described control system comprises:

Monitoring modular, its:

Optionally produce the request at least one in following item:

From providing rich supply of fuel to the transition of driving engine described in fuel cut-off (FCO) state of operation to driving engine; And

The transition of rich supply of fuel is provided to giving described driving engine from driving engine described in described FCO state of operation; And

Response in response to described request:

Optionally control the confession fuel to described driving engine, to perform at least one transition in described transition; And

Optionally determine whether there is fault in parts based on to the response of at least one transition in described transition; And

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

2. the control system according to scheme 1, wherein said Hybrid mode module optionally produces described response based on driver torque request and available Motor torque.

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

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

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

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

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

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

9. the control system according to scheme 1, 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 item:

The response at least one transition in described transition of the first exhaust gas oxygen sensor,

Wherein said first exhaust gas oxygen sensor is arranged in the upstream of the described three-way catalyst of described exhaust system; And

The response at least one transition in described transition of the second exhaust gas oxygen sensor,

Wherein said second exhaust gas oxygen sensor is arranged in the downstream of the described three-way catalyst of described exhaust system.

10. the control system according to scheme 1, wherein, after the described response of generation, described Hybrid mode module optionally orders described monitoring modular based on driver torque request and available Motor torque, to cancel the execution of at least one transition in described transition.

11. 1 kinds of control methods for motor vehicle driven by mixed power, described control method comprises:

Optionally produce the request at least one in following item:

The transition of rich supply of fuel is provided to giving described driving engine from driving engine described in described FCO state of operation;

Response in response to described request:

Optionally determine whether there is fault in parts based on to the response of at least one transition in described transition;

Utilize the electrical motor of motor vehicle driven by mixed power described in Hybrid mode module controls; And

Produce described response with utilizing described Hybrid mode module selective.

12. control methods according to scheme 11, also comprise based on driver torque request and available Motor torque, produce described response with utilizing described Hybrid mode module selective.

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

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

15. control methods according to scheme 11, also comprise when the temperature of exhaust gas oxygen sensor is greater than predetermined temperature, produce described request.

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

17. control methods according to scheme 11, the response at least one transition in described transition also comprised based on exhaust gas oxygen sensor optionally determines whether there is fault in described exhaust gas oxygen sensor.

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

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

20. control methods according to scheme 11, also comprise, and after the described response of generation, optionally order the cancellation of the execution of at least one transition in described transition based on driver 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 detailed description and concrete example only for illustrative purposes, and be not intended to restriction the scope of the present disclosure.

Accompanying drawing explanation

To become from detailed description and accompanying drawing and understand the disclosure more fully, wherein:

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

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

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

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

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

Detailed description of the invention

Motor vehicle driven by mixed power comprises combustion engine and one or more electrical motor or generator unit.Under some conditions, can fuel shutoff to the conveying of driving engine.Such as, can fuel shutoff between deceleration period, to avoid consumption of fuel unnecessary between deceleration period.While fuel is cut-off, electrical motor can supply moment of torsion with propelled vehicles, becomes to be used for the electric energy using and/or store, and/or perform other functions by changes mechanical energy.

Also can be used for the judgement that whether there is fault in parts by fuel shutoff.Only for example, exhaust gas oxygen sensor can be monitored to from rich supply of fuel to the poor response for fuel and/or the one or more transition that vice versa, to judge whether there is fault in exhaust gas oxygen sensor.While passing through driving engine pumped air along with engine rotation, the poor fuel that supplies realizes by the fuel being cut to driving engine.

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

Air from induction maniflod 110 is inhaled into the cylinder of driving engine 102.Although driving engine 102 can comprise multiple cylinder, for illustrative purposes, single representational cylinder 118 is shown.Only for example, driving engine 102 can comprise 2,3,4,5,6,8,10 and/or 12 cylinders.ECM114 can instruction gas cylinder actuators module 120, and with some cylinders of optionally stopping using, this can improve fuel efficiency under some engine operating condition.

Otto cycle is utilized to operate although driving engine 102 is described as, the burning cycle operation that driving engine 102 can additionally or alternatively utilize another suitable.Four described below strokes can be described as inspiration stroke, compression stroke, explosion stroke and exhaust stroke.During each revolution of bent axle (not shown), in cylinder 118, there are two strokes in four strokes.Therefore, cylinder 118 experiences all four strokes needs two crank ups.

During inspiration stroke, the air from induction maniflod 110 is inhaled into cylinder 118 by inlet valve 122.ECM114 controls fuel-actuated device module 124, and described fuel-actuated device module 124 adjusts fuel and sprays, 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 in center or in multiple position, such as near the inlet valve 122 of each cylinder, can be ejected in induction maniflod 110.Realize in (not shown) various, fuel can be directly injected in cylinder or be ejected in the blending box relevant to cylinder.Fuel-actuated device module 124 can suspend the cylinder injection fuel to being deactivated.

The fuel sprayed mixes with air, and produces air/fuel mixture in cylinder 118.During compression stroke, the piston (not shown) compressed air/fuel mixture in cylinder 118.Driving engine 102 can be compression ignition engine, in this case, and the compressing ignition air/fuel mixture in cylinder 118.Alternatively, driving engine 102 can be spark ignition engine, and in this case, spark actuator module 126 is energized to the light-up plug 128 in cylinder 118 based on the signal from ECM114, thus lights air/fuel mixture.Can relative 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 by how long producing pyrophoric timing signal before or after being defined in TDC can control.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 implementations, the cylinder that spark actuator module 126 can suspend to stopping using provides spark.

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

During explosion stroke, the burning driven plunger of air/fuel mixture leaves TDC, thus driving crank.Time between time when explosion stroke may be defined as when piston reaches TDC and piston reaches bottom dead point (BDC).

During exhaust stroke, piston starts to move up from BDC, and discharges the side production of burning by exhaust valve 130.The side production of burning is discharged from vehicle via exhaust system 134.As illustrated in fig. ib, catalyst 135 receives the exhaust exported by driving engine 102.Catalyst 135 such as can comprise the catalyst of another suitable type of three-way catalyst, four-way catalysts, oxide catalyst or storage oxygen.The amount (such as, concentration) of the oxygen in catalyst 135 upstream is measured by upstream oxygen sensor 136.The amount (such as, concentration) of the oxygen in catalyst 135 downstream 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 controlled by exhaust camshaft 142.In various implementations, multiple inlet camshaft (comprising inlet camshaft 140) can control the multiple inlet valves (comprising inlet valve 122) for cylinder 118, and/or can control the inlet valve (comprising inlet valve 122) of multiple cylinder line (comprising cylinder 118).Similarly, multiple exhaust camshaft (comprising exhaust camshaft 142) can control the multiple exhaust valves for cylinder 118, and/or can control the exhaust valve (comprising exhaust valve 130) for multiple cylinder line (comprising cylinder 118).

Gas cylinder actuators module 120 opens deactivated cylinder 118 by what forbid exhaust valve 122 and/or inlet valve 130.In various other realize, inlet valve 122 and/or exhaust valve 130 can by the devices being different from camshaft, such as electromagnetic actuators, control.

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

Hybrid vehicle system 100 can comprise pressurizer forced air being provided to induction maniflod 110.Such as, Fig. 1 shows turbocharger, and described turbocharger comprises the hot turbine 160-1 being provided power by the hot waste gas flowing through exhaust system 134.Turbocharger also comprises the cold air compressor 160-2 driven by turbine 160-1, and this cold air compressor 160-2 compresses the air introducing throttle gate 112.In various implementations, by the compressible air from throttle gate 112 of the blwr (not shown) of crank-driven, and by compressed air delivery to induction maniflod 110.

Waste gate 162 can allow exhaust bypass to walk around turbine 160-1, thus reduces the supercharging (entering the amount of compression of air) of turbocharger.ECM114 can control turbocharger via supercharging actuator module 164.Supercharging actuator module 164 regulates the supercharging of turbocharger by the position controlling waste gate 162.Turbocharger can have variable geometric configuration, and described turbocharger can be controlled by supercharging actuator module 164.In various implementations, multiple pressurizer can be comprised, and described multiple pressurizer can be controlled by supercharging actuator module 164.

Intercooler (not shown) can be dissipated in the part produced the when pressurized with air heat comprised in compressive charge.Compressive charge also can have the heat of the absorption of the parts from exhaust system 134.Although be depicted as to illustrate separately, turbine 160-1 and compressor 160-2 can be attached to one another, to make to enter air close to thermal exhaust.

Hybrid vehicle system 100 can comprise EGR (EGR) valve 170, and waste gas is optionally rebooted back induction maniflod 110 by described EGR (EGR) valve 170.EGR valve 170 can be positioned at the turbine 160-1 upstream of turbocharger.EGR valve 170 can be controlled by EGR actuator module 172.

RPM sensor 180 can be utilized to measure the rotative speed of the bent axle represented with number of revolution per minute (RPM).Engine coolant temperature (ECT) sensor 182 can be utilized to measure the temperature of engine coolant.ECT sensor 182 can be positioned at driving engine 102 or be positioned at other positions that cooling system conditioner is circulated of such as radiator (not shown).

Manifold absolute pressure (MAP) sensor 184 can be utilized to measure pressure in induction maniflod 110.In various implementations, can measure engine vacuum, described engine vacuum is the difference between the pressure in ambient air pressure and induction maniflod 110.MAF (MAF) sensor 186 can be utilized to measure the mass flowrate of the air flowing into induction maniflod 110.In various implementations, maf sensor 186 can be arranged in housing, and described housing also comprises throttle gate 112.

Throttle actuator module 116 can utilize one or more throttle position sensor (TPS) 190 to monitor the position of throttle gate 112.Intake temperature (IAT) sensor 192 can be utilized to measure the temperature of surrounding air.Also can realize other sensor one or more, such as exhaust gas temperature sensor, NOx sensor and other sensors.The signal carrying out sensor can be used for for hybrid vehicle system 100 makes control decision.

ECM114 can communicate with transmission control module 194, to coordinate the gear shift in change-speed box (not shown).Such as, ECM114 can reduce engine torque during gear shift.ECM114 can communicate with Hybrid mode module 196, to coordinate the operation of driving engine 102 and electrical motor 198.Although only illustrate and electrical motor 198 is discussed, the electrical motor more than can be realized in various implementations.

Electrical motor 198 can be controlled, produce the motor of moment of torsion with the propelling being used as vehicle.Also can control electrical motor 198, to be used as electrical generator, and described electrical motor 198 can be used for producing for by vehicle electrical systems to use and/or for storing electric energy in the battery.In various implementations, the various function accessible site of ECM114, transmission control module 194 and Hybrid mode module 196 are in one or more module.

The each system changing engine parameter can be described as the actuator of receiving actuator value.Such as, throttle actuator module 116 can be described as actuator, and throttle gate open area can be described as actuator value.In the example of fig. 1, throttle actuator module 116 obtains throttle gate open area by regulating the angle of the blade of throttle gate 112.

Similarly, spark actuator module 126 can be described as actuator, and simultaneously corresponding actuator value can be the amount shifted to an earlier date relative to the spark of TDC.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, actuator value can correspond respectively to the quantity of working cylinder, fueling rate, air inlet and exhaust cam phase shifter angle, supercharging pressure and EGR valve open area.ECM114 controlled actuator value, to make driving engine 102 produce desired engine output torque.

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

Operator torque's module 202 can determine driver torque request 254 based on the chaufeur input 255 from chaufeur load module 104.Chaufeur input 255 such as can based on the position of the position of acceleration pedal and brake pedal.Chaufeur input 255 also can based on controls of cruising, described in cruise and control can be change car speed to maintain the adaptive cruise control system of predetermined following distance.Operator torque's module 202 can store and make chaufeur input the 255 one or more mappings relevant to moment of torsion, and the mapping selected in mapping can be used to determine driver torque request 254.

Wheel shaft torque arbitration module 204 is arbitrated between driver 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 comprising driving engine and/or electrical motor.Usually, torque request can comprise absolute torque request and opposing torque request and slope request.Only for example, slope request can comprise the request making moment of torsion slope drop to minimum engine operational torque or moment of torsion is risen from minimum engine operational torque slope.Opposing torque request can comprise interim or lasting moment of torsion and reduce or improve.

Wheel shaft torque request 256 such as can comprise and being reduced by the moment of torsion of pull-in control system request when positive wheelslip being detected.When wheel shaft moment of torsion overcomes the friction between wheel and road surface, occur positive wheelslip, and wheel starts the slippage of phase road pavement.Wheel shaft torque request 256 also can comprise moment of torsion and improve request, to offset negative wheelslip, wherein because wheel shaft moment of torsion is negative, so the tire of vehicle is relative to road surface slippage.

Wheel shaft torque request 256 also can comprise brake management request and overspeed of vehicle torque request.Brake management request can reduce wheel shaft moment of torsion, to guarantee that wheel shaft moment of torsion is no more than the ability of the braking keeping vehicle when the vehicle is stopped.Overspeed of vehicle torque request can reduce wheel shaft moment of torsion, exceedes predetermined speed to prevent vehicle.Also can produce wheel shaft torque request 256 by vehicle stability control system.

The result prediction of output (wheel shaft) torque request 257 of arbitrating between the torque request 254 and 256 of wheel shaft torque arbitration module 204 based on reception and immediately (wheel shaft) torque request 258.As described below, for prediction from wheel shaft torque arbitration module 204 and torque request 257 and 258 immediately can be regulated by other module selective of ECM114 before controlling actuator.

Briefly, torque request 258 is amounts of current desired wheel shaft moment of torsion immediately, and predicted torque request 257 is the amounts of the wheel shaft moment of torsion that possible at once need.ECM114 controls engine actuators, to produce the wheel shaft moment of torsion equaling torque request 258 immediately.But the various combination of actuator value can cause identical wheel shaft moment of torsion.Therefore, ECM114 adjustable actuator value, with still being maintained by wheel shaft moment of torsion immediately while torque request 258, allows to be transitioned into predicted torque request 257 faster.

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

Briefly, the difference immediately between torque request 258 and (usually higher) predicted torque request 257 can be described as torque reserve.Torque reserve can represent that driving engine 102 can start the amount (higher than torque request 258 immediately) of the additional torque produced with minimum delay.Rapid launch machine actuator is used for promptly improving or reducing current wheel shaft moment of torsion.As described in more detail below, formed with slow speed engines actuator to contrast and define rapid launch machine actuator.

In various implementations, rapid launch machine actuator can change wheel shaft moment of torsion in following scope, and wherein said scope is set up by slow speed engines actuator.In such an implementation, the upper limit of this scope is predicted torque request 257, and the lower limit of scope is limited by the torque capacity of fast actuating device.Only for example, wheel shaft moment of torsion only can be reduced the first amount by fast actuating device, and wherein the first amount is measuring of the torque capacity of fast actuating device.First amount can change based on the engine operating condition by slow speed engines actuator set.When torque request 258 is within the scope of this immediately, rapid launch machine actuator can be set and equal torque request 258 immediately to make wheel shaft moment of torsion.When ECM114 asks the predicted torque request 257 that will export, rapid launch machine actuator can be controlled, wheel shaft moment of torsion to be changed the upper limit of this scope most predicting moment of torsion 257.

Briefly, rapid launch machine actuator and slow speed engines actuator compare and can change wheel shaft moment of torsion quickly.The comparable fast actuating device of actuator slowly responds the change of their actuator values separately at a slow speed.Such as, the change that actuator can comprise in response to actuator value at a slow speed needs the time to move to the mechanical part of another location from a position.Actuator can also time quantum be feature as follows at a slow speed, and described time quantum is once actuator starts to realize the actuator value of change and starts for wheel shaft moment of torsion to change the time quantum spent at a slow speed.Usually, to be compared to fast actuating device for actuator at a slow speed long for this time quantum.In addition, even if after starting to change, wheel shaft moment of torsion also may spend the longer time fully to respond the change of actuator at a slow speed.

Only for example, if fast actuating device is set to suitable value, then the actuator value for actuator at a slow speed can be set to the value making driving engine 102 can produce predicted torque request 257 by ECM114.Therebetween, the given value of actuator at a slow speed, the actuator value for fast actuating device can be set to the value making driving engine 102 obtain the torque request immediately 258 replacing predicted torque request 257 by ECM114.

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

Only for example, when predicted torque request 257 equals driver torque request 254, when reducing request due to interim moment of torsion, when torque request 258 is less than driver torque request 254 immediately, torque reserve can be produced.Alternatively, by while torque request 258 maintains driver torque request 254 immediately, torque reserve is produced by being increased to predicted torque request 257 higher than driver torque request 254.The unexpected raising of the wheel shaft moment of torsion required for the torque reserve obtained can absorb.Only for example, the shock load of being forced by air governor or power steering pump with intergral reservoir is offset by improving torque request 258 immediately.If the raising of torque request 258 is less than torque reserve immediately, then by utilizing fast actuating device promptly to produce this raising.Also can improve predicted torque request 257, to re-establish previous torque reserve.

It is the fluctuation reducing actuator value at a slow speed that another example of torque reserve uses.Due to the relatively slow speed of actuator value at a slow speed, thus change actuator value at a slow speed can produce control unstable.In addition, actuator can comprise mechanical component at a slow speed, and described mechanical component can draw more power when frequent movement and/or wearing and tearing are faster.Produce enough torque reserve to allow while the value maintaining actuator at a slow speed, made the change of desired moment of torsion via torque request 258 immediately by change fast actuating device.Such as, in order to maintain given speed without load, torque request 258 can change in a scope immediately.If predicted torque request 257 is set to the level higher than this scope, then fast actuating device can be utilized to make the change of the torque request immediately 258 maintaining speed without load when not needing to regulate actuator at a slow speed.

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

When driving engine 102 is spark ignition engines, spark actuator module 126 can be 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 be able to be ignition event change spark timing below.When the spark timing (shifting to an earlier date also referred to as spark) for ignition event is set to optimal value, in the explosion stroke after immediately ignition event, produce maximum torque capacity.But the spark departed from from optimal value can be reduced in the torque capacity produced explosion stroke in advance.Therefore, by changing spark in advance, one there is next ignition event, and spark actuator module 126 just may can change engine output torque.Only for example, the form that the spark corresponding from different engine operating conditions shifts to an earlier date can be determined during the calibration phase of Car design, and optimal value can be selected based on present engine operating conditions from form.

On the contrary, the time that the change cost of throttle gate open area is longer is to affect engine output torque.Throttle actuator module 116 changes throttle gate open area by the angle of the blade regulating throttle gate 112.Therefore, once 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, the air-transport stood in induction maniflod 110 based on the variations in flow of throttle gate open area postpones.In addition, the air-flow increased in induction maniflod 110 is not embodied as the increase of engine output torque, until cylinder 118 receives additional air, compresses this additional air and the stroke that takes fire in next inspiration stroke.

Utilizing these actuators exemplarily, allowing driving engine 102 to produce the value of predicted torque request 257 to produce torque reserve by being set to by throttle opening.Therebetween, spark timing can be set based on the torque request immediately 258 being less than predicted torque request 257.Although throttle gate open area is driving engine 102 produce enough air-flows, to produce predicted torque request 257, spark timing is made to postpone (this reduces moment of torsion) based on torque request 258 immediately.Therefore, engine output torque will equal torque request 258 immediately.

When needing additional moment of torsion, can based on predicted torque request 257 or prediction and the torque setting spark timing immediately between torque request 257 and 258.By ignition event below, 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 torque of already present air-flow.Therefore, engine output torque can when not experiencing owing to being increased to rapidly predicted torque request 257 when changing delay that throttle gate open area causes.

When driving engine 102 is compression ignition engines, fuel-actuated device module 124 can be fast actuating device, and throttle actuator module 116 and supercharging actuator module 164 can be discharge actuators.Fuel mass can be set based on torque request 258 immediately, and throttle gate open area, supercharging and EGR aperture can be set based on predicted torque request 257.Throttle gate open area can produce the many air-flows than meeting needed for predicted torque request 257.In turn, the air-flow of generation can, more than the air-flow required for the smokeless combustion of burner oil, make air/fuel ratio normally poor, and the change of air-flow not affect engine output torque.Therefore, engine output torque equals torque request 258 immediately, and is increased or decreased by regulate fuel flow.

Wheel shaft torque arbitration module 204 can by predicted torque request 257 and immediately torque request 258 export propulsive torque arbitration modules 206 to.In various implementations, wheel shaft torque arbitration module 204 can by prediction and immediately torque request 257 and 258 export Hybrid mode module 196 to.Although Hybrid mode module 196 is shown in ECM114 outside and realizes, in the ECM114 of Hybrid mode module 196 accessible site in various hybrid vehicle system.

Hybrid mode module 196 can be determined to produce much moments of torsion by driving engine 102 and should produce much moments of torsion by electrical motor 198.Hybrid mode module 196 respectively by the prediction of mixing and immediately torque request 259 and 260 export propulsive torque arbitration modules 206 to.

The prediction received by propulsive torque arbitration modules 206 and immediately torque request are converted to propulsive torque territory (moment of torsion at bent axle) by from wheel shaft moment of torsion territory (moment of torsion of wheel).Propulsive torque arbitration modules 206 arbitration between the propulsive torque request 279 of the prediction and torque request immediately that comprise conversion.Propulsive torque arbitration modules 206 produces prediction (propelling) torque request 261 of arbitration and (propelling) immediately torque request 262 of arbitration.By selecting the request of winning can produce the torque request 261 and 262 of arbitration in the middle of the torque request received.Alternatively or additionally, the torque request of arbitration is produced by another request in the request based on the one or more torque request corrected received in the torque request received.

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

Propulsive torque request 279 also can comprise engine stop request, and described engine stop request can start when critical failure being detected.Only for example, critical failure can comprise and detects that vehicle theft, the actuating motor blocked, electronic throttle control problem and unexpected moment of torsion increase.In various implementations, when there is engine stop request, arbitration selects engine stop request as triumph request.When there is engine stop request, propulsive torque arbitration modules 206 exportable zero is as the prediction of arbitration and torque request 261 and 262 immediately.

In various implementations, engine stop request can stop driving engine 102 simply independent of arbitrated procedure.Propulsive torque arbitration modules 206 still can receive engine stop request, and making such as can by suitable data feedback to other torque request person.Such as, can notify that they lose arbitration to every other applicant.

The prediction that reserve/load module 220 reception is arbitrated and immediately torque request 261 and 262.The prediction of the adjustable arbitration of reserve/load module 220 and immediately torque request 261 and 262, to produce torque reserve and/or to compensate one or more load.So reserve/load module 220 by the prediction of adjustment and immediately torque request 263 and 264 export actuating module 244 to.

Only for example, catalyst light-off process or cold-start emission reduction process may need the spark postponed to shift to an earlier date.Therefore, the predicted torque request 263 of adjustment can be increased to the torque request immediately 264 higher than regulating by reserve/load module 220, to be delayed spark for cold-start emission reduction process.In another example, directly can change air/fuel ratio and/or the MAF of driving engine, such as by the test of intrusive mood equivalence ratio and/or the new engine washing of diagnosis.Before these processes of beginning, can produce or improve torque reserve, promptly to make up by the reduction making the thinning engine output torque caused of air/fuel mixture during these processes.

Reserve/load module 220 also can expect load in the future, the joint of pump operated or air regulation (A/C) compressor clutch of such as power steering, and produces or improve torque reserve.When first chaufeur asks air regulation, the deposit of the joint for A/C compressor clutch can be produced.The unconverted predicted torque request 263 simultaneously improving adjustment of torque request immediately 264 that reserve/load module 220 can regulate in maintenance, to produce torque reserve.So when A/C compressor clutch engages, the torque request immediately 264 regulated can be improved the estimation load of A/C compressor clutch by reserve/load module 220.

The prediction that actuating module 224 reception regulates and immediately torque request 263 and 264.Actuating module 224 determines how to obtain prediction and the torque request 263 and 264 immediately of adjustment.Actuating module 224 can be that engine type is specific.Such as, for spark ignition engine vs. compression ignition engine, actuating module 224 can be differently implemented or use different control programs.

In various implementations, actuating module 224 definable the common module of all engine types and engine type the border between specific module.Such as, 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.

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

In various implementations, actuating module 224 can produce air torque request 265 based on the predicted torque request 263 regulated.Air torque request 265 can equal the predicted torque request 263 regulated, and to set air-flow, makes the predicted torque request 263 by realizing regulating to the change of other (such as, quick) actuators.

Air control module 228 can determine desired actuator value based on air torque request 265.Only for example, air control module 228 can determine 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 implementations, air control module 228 also can determine the amount of the aperture of EGR valve 170 based on air torque request 265.

Torque estimation module 244 can determine that the moment of torsion realized of driving engine 102 exports.The moment of torsion realized of the driving engine 102 under current operating conditions exports and can be called realized air moment of torsion.The air moment of torsion realized can be used by air control module 228, to perform the closed loop control of one or more engine air flow parameters of such as throttle area, MAP and phase shifter position.Such as, definable APC to the relation of moment of torsion, such as:

(1)

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

Air control module 228 can determine desired throttle area based on air torque request.Desired throttle area can be exported to throttle actuator module 116 by air control module 228.So throttle actuator module 116 adjusts throttle gate 112, to produce desired throttle area.

Desired MAP can be exported to supercharging scheduler module 248 by air control module 228.Supercharging scheduler module 248 uses desired MAP, to control supercharging actuator module 164.So supercharging actuator module 164 controls one or more turbocharger (such as, comprising the turbocharger of 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 utilize phase shifter actuator module 158 to control the position of air inlet 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.How long (this reduces engine output torque), spark torque request 269 can be used by spark control module 232, postpones from optimum spark timing to determine to make spark timing.

Optimum spark timing can change based on various engine operating condition.Only for example, can invert to torque relationship, to obtain desired spark in advance.For given torque request (T _des), desired spark (S in advance can be determined based on following equation _des):

(2)

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

When spark being set in advance optimum spark timing, the moment of torsion obtained can as far as possible close to maximum best torque (MBT).MBT can refer to and utilizing the fuel with the antiknock property larger than predetermined antiknock property and utilizing stoichiometry to supply while fuel, the maximum engine output torque produced for given air-flow when increasing spark and shifting to an earlier date.Spark when there is this torque peak is called MBT spark timing in advance.Due to such as fuel mass (such as when using lower octane fuel) and environmental factor, so optimum spark timing can somewhat different than MBT spark timing.Therefore, engine output torque during optimum spark timing can be less than MBT.

Fuel control module 240 can change based on fuel torque request 271 amount being provided to the fuel of each cylinder.During the normal running of spark ignition engine, fuel control module 240 can operate by air dominant pattern, in described air dominant pattern, fuel control module 240 is attempted by maintaining stoichiometric air/fuel ratio based on gas flow optimized supply fuel.Fuel control module 240 can determine when with the amount (such as, quality) of current every cylinder air (APC) in conjunction with time produce the fuel mass of stoichiometric(al) combustion.Fuel control module 240 can via for 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 operate by fuel dominant pattern, in described fuel dominant pattern, fuel control module 240 is each cylinder determination fuel mass, and described fuel mass meets fuel torque request 271 while making discharge, noise and consumption of fuel minimum.In fuel dominant pattern, air-flow can be controlled based on fuel flow, and air-flow can be controlled to produce poor air/fuel ratio.In addition, can maintain air/fuel ratio higher than predeterminated level, this can prevent the generation of the black smoke under dynamic engine operating conditions.

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

Cylinder control module 236 can instruction gas cylinder actuators module 120, with one or more cylinders of driving engine 102 of stopping using when ordering 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 be separated with the corresponding camshaft for one or more cylinder, to stop using these cylinders.Only for example, when ordering AFM pattern, one group of cylinder (such as, half) that gas cylinder actuators module 120 can jointly be stopped using predetermined.

When ordering AFM pattern, cylinder control module 236 also can command fuel control module 240, to stop the cylinder for stopping using to provide fuel, and can instruction spark control module 232, provide spark to stop the cylinder for stopping using.The fuel/air mixture be present in cylinder once burn, spark control module 232 and fuel control module 240 just can stop spark and fuel to be provided to cylinder.

Some vehicle additionally or alternatively can operate driving engine 102 with fuel cut-off (FCO) pattern.Only for example, the operation in FCO pattern can be ordered during car retardation.Deceleration fuel cutoff (DFCO) is can be described as according to the operation in the FCO pattern of car retardation order.Hybrid mode module 196 optionally orders the FCO for DFCO to operate.Only for another example, also can order FCO pattern and/or the one or more transition from the operation FCO pattern, to determine whether there is one or more fault based on one or more parameter in one or more parts for the response of one or more transition.

Comparing with the operation of the driving engine 102 in AFM pattern, when not stopping the opening and closing of air inlet and exhaust valve, when ordering FCO pattern, providing fuel to carry out these cylinders inactive by suspending to one or more cylinder.Like this, driving engine 102 is flow through during the operation of air in FCO pattern.

Fig. 3 comprises another functional block diagram of exemplary engine control system.With reference now to Fig. 2 and 3, ECM114, also monitoring modular 302 can be comprised.One or more module based on to the response from the fuel-rich one or more transition expecting the supply fuel of poor fuel and/or the transition expecting fuel-rich material from lean combustion, can determine whether there is one or more fault in one or more parts.Fuel-rich expect the transition of poor fuel by transit to from the rich supply of fuel of driving engine 102 with FCO pattern operation driving engine 102 realize.Expect that the transition of fuel-rich material transits to realizing for fuel of fuel-rich material by making the operation of driving engine 102 from FCO operation from lean combustion.

Only for example, as mentioned above, catalyst 135 optionally stores oxygen.Monitoring modular 302 optionally makes the operation of driving engine 102 transit to FCO operation from the confession fuel of fuel-rich material and/or transit to the confession fuel of fuel-rich material from FCO operation, to determine the ability of the storage oxygen of catalyst 135.Whether monitoring modular 302 can exist fault based on the ability instruction of the storage oxygen of catalyst 135 in catalyst 135.

Oxygen memory capacity (OSC) cycle can indicate the ability of the storage oxygen of catalyst 135.Monitoring modular 302 based on the response to the change for fuel of upstream and downstream exhaust gas oxygensensor 136 and 137, can determine the OSC cycle for catalyst 135.More particularly, monitoring modular 302 based on when upstream oxygen sensor 136 is in response to from the very first time during transition operated to FCO for fuel of fuel-rich material and when catalyst monitoring sensor 137 is in response to the cycle the second time during this transition, can determine the OSC cycle for catalyst 135.Additionally or alternatively, can based on when upstream oxygen sensor 136 in response to operate from FCO fuel-rich material for the 3rd time during transition of fuel and when catalyst monitoring sensor 137 is in response to the cycle between the 4th time during this transition, determine the OSC cycle for catalyst 135.

When the OSC cycle is greater than predetermined period, monitoring modular 302 can determine and indicate to there is not fault in catalyst 135.On the contrary, when the OSC cycle is less than predetermined period, monitoring modular 302 can determine and indicate to there is fault in catalyst 135.

Monitoring modular 302 can order with/from FCO operation one or more transition, to determine whether there is fault and/or whether there is fault in upstream oxygen sensor 136 in catalyst monitoring sensor 137.Such as, monitoring modular 302 can monitor upstream oxygen sensor 136 to from the transition of the fuel-rich FCO of expecting operation and/or the response of transition operating fuel-rich material from FCO.Monitoring modular 302 based on the response to one or more transition, can determine whether there is fault in upstream oxygen sensor 136.

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

When there is one or more fault, monitoring modular 302 can produce one or more instruction.Only for example, when fault being detected in parts, monitoring modular 302 can set predetermined DTC (DTC) in the memory device (not shown) relevant to this fault.Monitoring modular 302 also can be lighted fault-indicating lamp (not shown) and/or take other remedial measures one or more when there is one or more fault.

But, for determine whether there is fault to FCO operation and from FCO operation order transition should with the operational coordination of Hybrid mode module 196.Therefore, monitoring modular 302 participates in request/response exchange with Hybrid mode module 196 together with monitoring modular 302, transits to FCO operation to make the operation of driving engine 102 and/or operates transition, for determining whether there is fault from FCO.Although discussion to be determined whether there is fault in catalyst monitoring sensor 137, the application is also applicable to and determines whether there is other faults.

FCO is monitored request 306 and is sent to Hybrid mode module 196 by monitoring modular 302.State 310 is also sent to Hybrid mode module 196 by monitoring modular 302.FCO is monitored response 314 and is sent to monitoring modular 302 by Hybrid mode module 196.

In the given time, the state that FCO is monitored request 306 by monitoring modular 302 is set to the one in inactive state and active state.FCO can be monitored request 306 and be set to inactive state by monitoring modular 302 acquiescently.When meeting one or more request cnable condition in the current driving cycle period of vehicle, monitoring modular 302 can make FCO monitor request 306 and transit to active state.

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

Drive the cycle of circulating and can refer between the very first time of vehicle launch and the 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 maintain FCO monitor request 306 be in active state, until vehicle stop (such as, as indicated by fired state 330) or current driving has been circulated whether there is fault judgement till.

Whether the state instruction monitoring modular 302 that FCO monitors request 306 prepares (and request) execution to FCO operation and/or the one or more transition from FCO operation, to determine whether there is fault.But, monitoring modular 302 can not be waited for until fuel is cut-off, flow conditions in preset range and/or accelerator pedal position be less than predetermined value and transit to active state to make FCO monitor request 306, thus till asking 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 of the operation of driving engine 102 in FCO pattern fault for whether.

Hybrid mode module 196 replaces ground determination operation condition and whether is suitable for the operation of driving engine 102 in FCO pattern for the judgement that whether there is fault.Hybrid mode module 196 is monitored response 314 via FCO and is indicated whether that the FCO asked that can perform driving engine 102 operates.

In the given time, the state that FCO is monitored response 314 by Hybrid mode module 196 is set to the one in inactive state and active state.FCO can be monitored response 314 and be set to inactive state by Hybrid mode module 196 acquiescently.

Monitor request 306 in response to the FCO being in active state, when meeting one or more response conditions for use, Hybrid mode module 196 optionally makes FCO monitor response 314 and transits to active state.Based on driver torque request 254, Hybrid mode module 196 can determine whether that making FCO monitor response 314 transits to active state.While driving engine 102 rotates during the cycle that FCO operates, when can only via electrical motor 198 (if existed, and other electrical motor) when meeting driver torque request 254, Hybrid mode module 196 can make FCO monitor response 314 and transit to active state.Only for example, when driver torque request 254 is less than available Motor torque, Hybrid mode module 196 can make FCO monitor response 314 and transit to active state.Available Motor torque may correspond to the torque capacity that can realize under present condition in electrical motor.Such as can determine available Motor torque based on the temperature of the energy of battery, battery, car speed and/or other suitable parameters one or more.

When FCO monitoring response 314 is in active state, Hybrid mode module 196 reaches scheduled volume mode with every predetermined period regulates the predicted torque request 259 mixed towards minimum engine operational torque.In other words, Hybrid mode module 196 can predetermined speed make predicted torque request 259 slope of mixing drop to minimum engine operational torque.Minimum engine operational torque can refer to driving engine 102 keeps running minimal torque by suitable burning.

The reduction of the predicted torque request 259 of mixing makes to be reduced by the air-flow of driving engine 102, to correspond to minimum engine operational torque.Such as, when needing the more air-flow by driving engine 102 for the judgement that whether there is fault, monitoring modular 302 can increase minimum engine operational torque (thus Hybrid mode module 196 correspondingly increases the predicted torque request 269 of adjustment) from calibration value.

In the given time, state 310 can be set to the one before inactive state, FCO after illegal state, FCO state and FCO in illegal state by monitoring modular 302.State can be set to inactive state by monitoring modular 302 acquiescently.Monitor response 314 in response to the FCO transitting to active state, EQR order 328 can be set to fuel-rich material EQR by monitoring modular 302.Fuel control module 240 is in response to being set to that rich supply of fuel is provided to driving engine 102 by the EQR order 328 of fuel-rich material EQR.

Monitor response 314 in response to the FCO transitting to active state, monitoring modular 302 makes state 310 transit to illegal state before FCO.Illegal state instruction before FCO, while performing in Hybrid mode module 196 instruction the FCO operation being used for whether there is the judgement of fault, monitoring modular 302 forbids the execution of the one or more transition to and/or from FCO operation.

Monitoring modular 302 can start to monitor the one or more parameters that will monitor, and determines whether there is fault to monitor response 314 in response to the FCO transitting to active state.Such as, and determine that in catalyst monitoring sensor 137, whether there is fault is combined, monitoring modular 302 can start to monitor the downstream oxygen amount 332 utilizing catalyst monitoring sensor 137 to measure.

When FCO monitoring response 314 is in active state, monitoring modular 302 transits to the FCO operation of driving engine 102 when meeting one or more FCO conditions for use.Only for example, when the air-flow by driving engine 102 in preset range and be rich for fuel time, monitoring modular 302 can transit to FCO operation.Such as can be indicated by other suitable parameters one or more of the air-flow of driving engine 102 by APC, the MAF336 utilizing maf sensor 186 to measure and/or instruction by the air-flow of driving engine 102.Fuel-rich material such as can be designated as fuel-rich material by the downstream oxygen amount 332 utilizing catalyst monitoring sensor 137 to measure and/or the upstream utilizing upstream oxygen sensor 136 to measure oxygen amount (not shown) for fuel.To the transition of FCO operation such as by EQR order 328 being set to zero or realize in another suitable mode.

When meeting one or more FCO conditions for use and perform FCO operation, monitoring modular 302 makes state 310 transit to FCO state from illegal state before FCO.In response to the state 310 transitting to FCO state, the torque request immediately 260 that Hybrid mode module 196 reaches scheduled volume mode with every predetermined period mixes towards minimum engine parking torque adjustment.In other words, Hybrid mode module 196 can predetermined speed make torque request immediately 260 slope of mixing drop to minimum engine parking moment of torsion.Minimum engine parking moment of torsion can be (propelling) moment of torsion when bent axle rotates during FCO operation.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, while being in FCO state in state 310, determine whether there is fault.

When state 310 is in FCO state, monitoring modular 302 determines whether to transit to driving engine 102 for fuel from FCO operation.Such as, when executed FCO operation reaches predetermined period or when observe downstream oxygen amount 332 from fuel-rich expect the transition of poor fuel time, monitoring modular 302 can determine whether to transit to driving engine 102 confession fuel.

Monitoring modular 302 can in response to operating to the judgement of driving engine 102 for the transition of fuel from FCO, illegal state after making state 310 from FCO status transition to FCO.When state 310 being set to illegal state after FCO, Hybrid mode module 196 optionally makes FCO monitor response 314 and transits to inactive state.Such as, when Hybrid mode module 196 determine can give driving engine 102 for fuel time, Hybrid mode module 196 can make FCO monitor response 314 from activity state transitions to inactive state.Hybrid mode module 196 such as can be determined based on driver torque request 254 can to driving engine 102 for fuel.

Monitor response 314 in response to from activity state transitions to the FCO of inactive state, monitoring modular 302 can transit to driving engine 102 for fuel from FCO operation.Monitoring modular 302 is such as by regulating EQR order 328 or transitting in another way to driving engine 102 for fuel.Monitoring modular 302 such as can set EQR order 328, to monitor the transition for fuel operating fuel-rich material from FCO.

When state 310 is set to illegal state after FCO and FCO monitor response 314 inactive time, Hybrid mode module 196 should continue the prediction and the torque request 259 and 260 immediately that produce mixing, to produce the condition being suitable for determining whether to exist fault.Such as, determining whether deposit in the case of a fault in catalyst monitoring sensor 137, Hybrid mode module 196 can keep air-flow based on minimum engine operational torque, and can allow to supply fuel.But Hybrid mode module 196 can determine that engine torque exports can not maintain minimum engine operational torque, and increases the predicted torque request 259 (relative to minimum engine operational torque) of mixing.Hybrid mode module 196 can such as determine whether to maintain minimum engine operational torque based on driver torque request 254.

After operate to the transition of driving engine 102 confession fuel from FCO, monitoring modular 302 can monitor the air-flow by driving engine 102, until complete the judgement that whether there is fault.Monitoring modular 302 determines whether there is fault based on to the response of one or more transition.

If complete the judgement that whether there is fault, then monitoring modular 302 can indicate whether to there is fault, and FCO can be made to monitor request 306 for monitoring modular 302 and state 310 transits to inactive state, until next drives circulation.But be greater than preset range if become before the judgement that whether there is fault completes by the air-flow of driving engine 102, then monitoring modular 302 can stop technology, and attempts to repeat one or more transition.

Monitor after response 314 transits to active state making FCO, Hybrid mode module 196 can cancel the execution for whether there are one or more transition of the judgement of fault.Depend on state 310, cancel FCO operation can prevent from the transition operated to FCO for fuel (when state 310 is inactive or before FCO during illegal state), forbid FCO operation (when state 310 is in FCO state), or forbid that the fuel that supplies of monitoring modular 302 controls (when state 310 is in illegal state after FCO).

Such as, when not meeting driver torque request 254 via electrical motor 198 (if existed, and other electrical motor), Hybrid mode module 196 can cancel FCO operation.When state 310 is inactive, before FCO when illegal state or FCO state, Hybrid mode module 196 to cancel FCO operation for determining whether there is fault by making FCO monitor response 314 from activity state transitions to inactive state.When state 310 is in illegal state after FCO, Hybrid mode module 196 cancels higher than preset range the fuel control being used for determining whether there is fault by being increased to by the air-flow by driving engine 102.

With reference now to Fig. 4 A-4B, describe the diagram of circuit describing the exemplary method operated for the FCO controlling driving engine 102 that can be performed by monitoring modular 302.When the control is started, acquiescently FCO can be monitored request 306 and state 310 is set to inactive state.

Control can from 404, wherein control to determine the one or more transition whether one or more conditions for use meets the FCO for performing to and/or from driving engine 102 and operate, to determine whether there is fault.If false, then control at 408 places, FCO to be monitored request 306 and state 310 maintains inactive state and is back to 404.If true, then control at 412 places, FCO can be monitored request 306 and be set to active state.Control also at 412 places, state 310 to be set to inactive state.Like this, the request that instruction performs the one or more transition to and/or from FCO operation is controlled, in order to determine whether there is fault.Such as, when ECT318 is greater than the first predetermined temperature, when exhaust gas oxygensensor temperature is greater than the second predetermined temperature, and/or when catalyst temperature 326 is greater than the 3rd predetermined temperature, one or more request cnable condition can be met.

At 416 places, control to determine whether monitor response 314 from the FCO of Hybrid mode module 196 is in active state.If true, control can continue with 420.If false, then control to be back to 412, and FCO is monitored request 306 and maintain active state and state 310 is maintained inactive state.Hybrid mode module 196 is set to active state to indicate one or more transition that when can perform the FCO to and/or from driving engine 102 and operate by FCO being monitored response 314.

When FCO being monitored at 416 places response 314 and being set to active state, control can make state 310 transit to illegal state before FCO, and EQR order 328 is set to fuel-rich material EQR.Before EQR order 328 is set to fuel-rich material EQR, control can wait for until air-flow is in preset range.Control the transition being indicated the FCO operation controlling to forbid driving engine 102 by illegal state before state 310 is set to FCO, such as, in order to provide the confession fuel of fuel-rich material before the transition operated to FCO.

At 424 places, control to determine whether the FCO operation transitting to driving engine 102 for fuel from driving engine 102.If true, then control to proceed 428.If false, then control to be back to 416.By being back to 416, if Hybrid mode module 196 is come (such as by making FCO monitoring response 314 transit to inactive state, based on driver torque request 254) cancel the execution of one or more transition operate to and/or from the FCO of driving engine 102, then control to avoid transitting to FCO and operate.

Control at 428 places, state 310 be set to FCO state and be cut to the fuel of driving engine 102.Can be used for determining whether there is fault to one or more responses of the transition operated from the FCO supplying fuel to driving engine 102 to driving engine 102.At 432 places, control the FCO operation that can determine whether to stop driving engine 102.If false, then control can continue with 436; If true, then control can continue with 442.Control can determine that the predetermined period such as after the FCO operation starting driving engine 102 stops the FCO operation of driving engine 102.

At 436 places, control to determine that FCO monitors response 314 and whether is in active state.If true, then control to be back to 428, and continue the FCO operation of driving engine 102.If false, then control to cancel FCO operation and the supply fuel of order driving engine 102 at 440 places, and control can be back to 412, so that state 412 is set to inactive state.Like this, Hybrid mode module 196 can cancel the FCO operation of (forbidding) driving engine 102.When FCO monitoring response 314 transits back into active state, control the one or more transition again attempting operating to and/or from the FCO of driving engine 102, in order to determine whether there is fault.

When controlling the FCO operation determining at 432 places to stop driving engine 102, control illegal state after state 310 is set to FCO by 442 places.Control also to start timer at 442 places.Therefore, timer follow the tracks of from control determine and notify Hybrid mode module 196 stop driving engine 102 FCO operation judgement through cycle.Control can continue with 444.

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

At 456 places, monitor response 314 in response to the FCO transitting to inactive state, control the FCO operation forbidding driving engine 102, and in order to driving engine 102 for fuel setting EQR order 328.Control can set EQR order 328 by the fuel that supplies at 456 places in order to fuel-rich material, such as, operate the transition of rich fuel handling from FCO in order to monitoring.Can be used for determining whether there is fault to one or more responses of the transition operating rich fuel handling from FCO.

At 460 places, control can determine air-flow whether in preset range.If true, control can continue with 464.If false, then control to be back to 408 (Fig. 4 A).Like this, if Hybrid mode module 196 increases air-flow (such as, to realize driver torque request 254), then control again to start the method.

At 464 places, control to determine whether there is having determined whether of fault.If true, then control to indicate whether to there is fault at 468 places, and continue with 472.If false, then control to be back to 456, and maintain the judgement continuing supply fuel and be used for whether existing fault.State 310 can be set to inactive state and FCO be monitored request 306 and be set to inactive state by control at 472 places, and controls to stop.Control often can drive circulation execution the method or perform the method with another suitable frequency.

With reference now to Fig. 5, describe the diagram of circuit describing the exemplary method operated for the FCO controlling driving engine 102 that can be performed by Hybrid mode module 196.When the control is started, acquiescently FCO can be monitored response 314 and be set to inactive state.

Control can, from 504, wherein control to determine that FCO monitors request 306 and whether is in active state.If true, control can continue 508.If false, then control to stay 504 places.At 508 places, control can determine whether to meet one or more response conditions for use.If true, control can continue with 512.If false, then control to stay 504 places.Such as, when can only utilize the electrical motor of vehicle to meet chaufeur wheel shaft torque request 254, one or more response conditions for use can be met.

At 512 places, control FCO to be monitored response 314 and be set to active state.Like this, control to notify that one or more transition that monitoring modular 302 can perform to and/or from FCO operation are used for determining whether to there is fault.At 516 places, control the predicted torque request 259 of mixing to regulate towards minimum engine operational torque to reach scheduled volume.This makes the predicted torque request 259 of mixing towards minimum engine operational torque slope change (usually downward).While bent axle keeps rotating (that is, driving engine 102 keeps rotating), regulate and be used for determining whether to there is fault by the air-flow of driving engine 102.

Control to determine that whether state 310 is inactive at 520 places.If true, then control to continue with 524.If false, then control to forward discussed further below 532 to.At 524 places, control to determine whether to cancel the one or more transition operated to and/or from the FCO of driving engine 102.If false, then control to be back to 516.If true, control can make at 528 places FCO monitor response 314 and transit to inactive state, to cancel one or more transition that (preventing) operates to and/or from the FCO of driving engine 102.After 528, control to continue discussed further below 562.

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

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

At 544 places, control to determine whether state 310 is in FCO state.If true, then monitoring modular 302 is cut to the fuel of driving engine 102, and controls can continue with 548.If false, then control to forward discussed further below 552 to.At 548 places, control can determine whether to cancel the one or more transition operated to and/or from the FCO of driving engine 102.If true, control can make at 528 places FCO monitor response 314 and transit to inactive state, to cancel (occurring at present) FCO operation of (forbidding) driving engine 102, and controls can continue with 562.Monitor the transition of response 314 to inactive state in response to FCO, perform the confession fuel to driving engine 102.If false, control at 540 places, the torque request immediately 260 of mixing to be reached scheduled volume towards minimum engine parking torque adjustment, and be back to 516.

At 552 places, state 310 forbids the stage after being in FCO, and monitoring modular 302 transits to driving engine 102 for fuel from the FCO of driving engine 102 operation when minimum air flow.Control the confession fuel determining whether to cancel driving engine 102 at 552 places.If true, control can make at 528 places FCO monitor response 314 and transit to inactive state, to stop FCO operation, and controls can continue with 562.

At 562 places, control to determine whether state 310 to be set to illegal state after FCO.If false, then control the normal control restarting driving engine 102 and electrical motor at 566 places, and control to stop.Although control to be illustrated and discuss as stopping, control to change into be back to 504.If true, control can continue with 570.Control can determine whether based on minimum engine operational torque this operation cancelling driving engine 102 at 570 places.If true, then control the normal control restarting driving engine 102 and electrical motor at 566 places, and control to stop.Normal control can allow Hybrid mode module 196 to increase air-flow, if not yet complete fault verification, then this can make monitoring modular 302 again start the method for Fig. 4 A and 4B.If false, then control to regulate the predicted torque request 259 of mixing to maintain air-flow at 574 places towards the minimum operational torque of driving engine, in order to determine whether there is fault, and control to be back to 562.

Aforementioned illustrative in nature is only illustrative, and is certainly not intended to limit the disclosure, its application or uses.The instruction of disclosure broadness can be realized in a variety of manners.Therefore, although the disclosure comprises specific example, due to after the research to accompanying drawing, specification sheets and claims, other modification will become obvious, so true scope of the present disclosure should not be so restricted.In order to clear, identical Reference numeral is in the accompanying drawings for identifying similar element.As used in this manner, the phrase of at least one in A, B and C should be interpreted as the logic (A or B or C) representing the logical "or" utilizing non-exclusionism.It should be understood that when not changing principle of the present disclosure, the one or more steps in order that can be different (or side by side) manner of execution.

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

As used above, term code can comprise software, firmware and/or microcode, and can refer to program, routine, function, class and/or object.As used above, term shares the some or all of codes being meant to utilize the execution of single (sharing) treater from multiple module.In addition, the some or all of codes from multiple module can be stored by single (sharing) memory device.As used above, term packet is meant to utilize one group of treater to perform some or all of codes from individual module.In addition, memory stack storage can be utilized from the some or all of codes of individual module.

One or more computer programs that equipment described here and method can be performed by one or more treater realize.Computer program comprises the processor executable be stored on non-transitory tangible computer computer-readable recording medium.Computer program also can comprise the data of storage.The non-limiting example of non-transitory tangible computer computer-readable recording medium is nonvolatile memory, magnetic storage and optical memory.

Claims

Monitoring modular, its:

Optionally produce the request at least one in following item:

From the transition providing rich supply of fuel to operating described driving engine with fuel cut off state to driving engine; And

From operating described driving engine with described fuel cut off state to the transition providing rich supply of fuel to described driving engine; And

Response in response to described request:

2. control system according to claim 1, wherein said Hybrid mode module optionally produces described response based on driver torque request and available Motor torque.

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

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

5. control system according to claim 1, wherein when the temperature of exhaust gas oxygen sensor is greater than predetermined temperature, described monitoring modular produces described request.

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

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

8. control system according to claim 7, wherein said exhaust gas oxygen sensor is positioned at the downstream of the three-way catalyst of exhaust system.

9. control system according to claim 1, 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 item:

10. control system according to claim 1, wherein, after the described response of generation, described Hybrid mode module optionally orders described monitoring modular based on driver torque request and available Motor torque, to cancel the execution of at least one transition in described transition.

Optionally produce the request at least one in following item:

From operating described driving engine with described fuel cut off state to the transition providing rich supply of fuel to described driving engine;

Response in response to described request:

12. control methods according to claim 11, also comprise based on driver torque request and available Motor torque, produce described response with utilizing described Hybrid mode module selective.

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

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

15. control methods according to claim 11, also comprise when the temperature of exhaust gas oxygen sensor is greater than predetermined temperature, produce described request.

16. control methods according to claim 11, also comprise and independently produce described request with by the air-flow of described driving engine and accelerator pedal position.

17. control methods according to claim 11, the response at least one transition in described transition also comprised based on exhaust gas oxygen sensor optionally determines whether there is fault in described exhaust gas oxygen sensor.

18. control methods according to claim 17, wherein said exhaust gas oxygen sensor is positioned at the downstream of the three-way catalyst of exhaust system.

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

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