CN104948316A

CN104948316A - Model predictive control systems and methods for internal combustion engines

Info

Publication number: CN104948316A
Application number: CN201510136171.1A
Authority: CN
Inventors: R.龙; A.本波拉; D.伯纳迪尼; N.金
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2014-03-26
Filing date: 2015-03-26
Publication date: 2015-09-30
Anticipated expiration: 2035-03-26
Also published as: DE102015103622B4; CN104948316B; DE102015103622A1

Abstract

A torque requesting module generates a first torque request for a spark ignition engine based on driver input. A torque conversion module converts the first torque request into a second torque request. A model predictive control (MPC) module determines a set of target values based on the second torque request, a model of the engine, and a matrix having dimensions of (m+n) by (m+n). n is an integer greater than zero that is equal to a number of lower boundary constraints used in the determination of the set of target values. m is an integer greater than zero that is equal to a number of constraints used in the determination of the set of target values other than the lower boundary constraints. An actuator module controls opening of an engine actuator based on a first one of the target values.

Description

For model predictive control system and the method for explosive motor

The cross reference of related application

The U.S. Patent Application No. 14/225,502 that this application relates on March 26th, 2014 to be submitted to, the U.S. Patent Application No. 14/225,516 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,626 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,817 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,896 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,531 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,507 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,808 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,587 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,492 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/226,006 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/226,121 that on March 26th, 2014 submits to, the U.S. Patent Application No. 14/225,891 of the U.S. Patent Application No. submission on March 26th, 14/225,496 and 2014 submitted on March 26th, 2014.The whole disclosure contents more than applied for are incorporated to herein by reference.

Technical field

The disclosure relates to explosive motor, and more particularly, relates to the engine control system for vehicle and method.

Background technique

The object that background technique provided in this article describes is to introduce background of the present disclosure on the whole.The work of the current inventor mentioned---with in being limited described in this background technique part---and may not be formed each side of this description of prior art when submitting to, being neither also recognized as to not tacit declaration is expressly for prior art of the present disclosure.

Explosive motor is at combustor inner cylinder air-and-fuel mixture with driven plunger, and this produces driving torque.Enter engine air capacity to be regulated by closure.More particularly, closure adjustment throttle area, this increases or minimizing enters engine air capacity.When throttle area increases, entering engine air capacity increases.Fuel Control System adjusts the injected speed of fuel thus required air/fuel mixture is provided to cylinder and/or the output of the moment of torsion needed for realization.The moment of torsion that increasing the amount of air and fuel being provided to cylinder increases motor exports.

In spark ignition engine, spark starts the burning of the air/fuel mixture being provided to cylinder.In compression ignition engine, the compression and combustion in cylinder is provided to the air/fuel mixture of cylinder.Spark timing and air mass flow can be the principal organ that the moment of torsion for adjusting spark ignition engine exports, and flow in fuel can be the principal organ that the moment of torsion for adjusting compression ignition engine exports.

Develop engine control system to control engine output torque to realize required torque.But traditional engine control system also equally accurately controls engine output torque not as needing.In addition, traditional engine control system does not provide response fast to control signal or between the various equipment affecting engine output torque, coordinates Engine torque and controls.

Summary of the invention

In a feature, disclose a kind of engine control system for vehicle.Torque request module inputs the first torque request produced for spark ignition engine based on driver.First torque request is converted to the second torque request by moment of torsion modular converter.Model Predictive Control (MPC) module determines desired value group based on the model of the second torque request, motor and the matrix of the dimension with (m+n) × (m+n).N be equal for determining desired value group lower boundary constraint quantity be greater than zero integer.M be equal for determine desired value group except lower boundary constraint except amount of constraint be greater than zero integer.The first value in actuator module based target value controls the aperture of engine actuators.

In other features, a value in actuator module based target value controls the aperture of throttler valve.

In other features other, a value in actuator module based target value controls the aperture of the wastegate of turbosupercharger.

In other features other, a value in actuator module based target value controls the aperture of EGR (EGR) valve.

In other features, a value in actuator module based target value controls intake valve phasing.

In other features other, a value in actuator module based target value controls exhaust valve phasing.

In other features other: the second value in based target value controls the boosting actuator module of the aperture of the wastegate of turbosupercharger; The 3rd value in based target value controls the EGR actuator module of the aperture of exhaust gas recirculatioon (EGR) valve; And the 4th value and the 5th in difference based target value is worth the phaser actuator module controlling intake valve and exhaust valve phasing, a value wherein in actuator module based target value controls the aperture of throttler valve.

In other features, referrer module determines the reference value of desired value respectively, and wherein MPC module determines desired value based on reference value further.

In other features other, constraint comprises the constraint for desired value and the constraint for controlled variable.

In a feature, a kind of engine control for vehicle comprises: input the first torque request produced for spark ignition engine based on driver; First torque request is converted to the second torque request; The predictive control that uses a model (MPC) module, determine desired value group based on the model of the second torque request, motor and the matrix of the dimension with (m+n) × (m+n), wherein n be the quantity of the lower boundary constraint equaled for determining desired value group be greater than zero integer and m be equal the amount of constraint except lower boundary constraint for determining desired value group be greater than zero integer; And the first value in based target value controls the aperture of engine actuators.

In other features, engine actuators is throttler valve

In other features other, engine actuators is the wastegate of turbosupercharger.

In other features other, engine actuators is EGR (EGR) valve.

In other features, engine actuators is intake valve phase device.

In other features other, engine actuators is exhaust valve phase discriminator.

In other features other, engine control comprises further: the second value in based target value controls the aperture of the wastegate of turbosupercharger; The 3rd value in based target value controls the aperture of EGR valve; And the 4th value and the 5th in difference based target value is worth control intake valve and exhaust valve phasing, wherein engine actuators is throttler valve.

In other features, engine control comprises further: the reference value determining desired value respectively; And determine desired value based on reference value further.

The present invention includes following scheme:

1., for an engine control system for vehicle, comprising:

Torque request module, described torque request module inputs the first torque request produced for spark ignition engine based on driver;

Moment of torsion modular converter, described first torque request is converted to the second torque request by described moment of torsion modular converter;

Model Predictive Control (MPC) module, described MPC module determines desired value group based on the model of described second torque request, described motor and the matrix of the dimension with (m+n) × (m+n), wherein n be the quantity equaling to retrain for the lower boundary of the determination of described desired value group be greater than zero integer and m be the amount of constraint except described lower boundary constraint of the determination equaled for described desired value group be greater than zero integer; And

Actuator module, described actuator module controls the aperture of engine actuators based on the first value in described desired value.

2. the engine control system as described in scheme 1, wherein said actuator module controls the aperture of throttler valve based on the value of in described desired value.

3. the engine control system as described in scheme 1, wherein said actuator module controls the aperture of the wastegate of turbosupercharger based on the described value in described desired value.

4. the engine control system as described in scheme 1, wherein said actuator module controls the aperture of EGR (EGR) valve based on the described value in described desired value.

5. the engine control system as described in scheme 1, wherein said actuator module controls intake valve phasing based on the described value in described desired value.

6. the engine control system as described in scheme 1, wherein said actuator module controls exhaust valve phasing based on the described value in described desired value.

7. the engine control system as described in scheme 1, it comprises further:

Boosting actuator module, described boosting actuator module controls the aperture of the wastegate of turbosupercharger based on the second value in described desired value;

Exhaust gas recirculatioon (EGR) actuator module, described EGR actuator module controls the aperture of EGR valve based on the 3rd value in described desired value; And

Phaser actuator module, described phaser actuator module controls intake valve and exhaust valve phasing based on the 4th value in described desired value and the 5th value respectively,

Wherein said actuator module controls the aperture of throttler valve based on the described value in described desired value.

8. the engine control system as described in scheme 1, it comprises referrer module further, and described referrer module determines the reference value of described desired value respectively,

Wherein said MPC module determines described desired value based on described reference value further.

9. the engine control system as described in scheme 1, wherein said constraint comprises the constraint for described desired value and the constraint for controlled variable.

10., for an engine control for vehicle, comprising:

The first torque request produced for spark ignition engine is inputted based on driver;

Described first torque request is converted to the second torque request;

The predictive control that uses a model (MPC) module, determine desired value group based on the model of described second torque request, described motor and the matrix of the dimension with (m+n) × (m+n), wherein n be the quantity equaling to retrain for the lower boundary of the determination of described desired value group be greater than zero integer and m be the amount of constraint except described lower boundary constraint of the determination equaled for described desired value group be greater than zero integer; And

The aperture of engine actuators is controlled based on the first value in described desired value.

11. engine controls as described in scheme 10, wherein said engine actuators is throttler valve

12. engine controls as described in scheme 10, wherein said engine actuators is the wastegate of turbosupercharger.

13. engine controls as described in scheme 10, wherein said engine actuators is EGR (EGR) valve.

14. engine controls as described in scheme 10, wherein said engine actuators is intake valve phase device.

15. engine controls as described in scheme 10, wherein said engine actuators is exhaust valve phase discriminator.

16. engine controls as described in scheme 10, it comprises further:

The aperture of the wastegate of turbosupercharger is controlled based on the second value in described desired value;

The aperture of EGR valve is controlled based on the 3rd value in described desired value; And

Intake valve and exhaust valve phasing is controlled respectively based on the 4th value in described desired value and the 5th value,

Wherein said engine actuators is throttler valve.

17. engine controls as described in scheme 10, it comprises further:

Determine the reference value of described desired value respectively; And

Described desired value is determined further based on described reference value.

18. engine controls as described in scheme 10, wherein said constraint comprises the constraint for described desired value and the constraint for controlled variable.

Other suitable application areas of the present disclosure will become apparent from detailed description, claims and figure.Detailed description and instantiation are only intended to be not intended to for illustration of object limit the scope of the present disclosure.

Accompanying drawing explanation

The disclosure will become more complete understanding from the detailed description and the accompanying drawings, wherein:

Fig. 1 is the functional-block diagram according to exemplary engine system of the present disclosure;

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

Fig. 3 is the functional-block diagram according to exemplary air control module of the present disclosure; And

Fig. 4 comprises the flow chart of illustrative methods describing to control throttler valve, intake valve and exhaust valve phasing, wastegate and exhaust gas recirculatioon (EGR) valve according to the predictive control that uses a model of the present disclosure.

In figure, reference number can be reused to indicate similar and/or similar elements.

Embodiment

The moment of torsion that engine control module (ECM) controls motor exports.More particularly, ECM controls the actuator of motor respectively based on the desired value determined according to asked torque capacity.Such as, the air inlet of ECM based target and exhaust phase discriminator angle control air inlet and exhaust cam shaft phasing, based target throttle opening to control throttler valve, based target EGR aperture controls exhaust gas recirculatioon (EGR) valve and the wastegate of based target wastegate Duty ratio control turbosupercharger.

ECM can use multiple single-input single-output (SISO) controller (such as proportion integration differentiation (PID) controller) to determine desired value individually.But, when using multiple SISO controller, can Offered target value to maintain the stability of a system when damaging possible fuel consumption and reducing.In addition, the calibration of indivedual SISO controller and design may be expensive and consuming time.

The ECM of the present disclosure predictive control (MPC) that uses a model produces desired value.ECM based on Engine torque request identify desired value may group.ECM determines each Prediction Parameters that may organize.ECM determines the cost relevant to the use of this group based on each Prediction Parameters that may organize.ECM can select may meet the group with least cost retrained in group.Constraint can comprise such as the upper and lower bound of Prediction Parameters, for the upper and lower bound of desired value and/or other constraints.The selected desired value that may organize of ECM use arranges the desired value for controlling engine actuators.

Referring now to Fig. 1, present the functional-block diagram of exemplary engine system 100.Engine system 100 comprises and inputs combustion air/fuel mixture to produce for the motor 102 of the driving torque of vehicle based on the driver from driver's load module 104.Motor 102 can be gasoline spark ignition IC engine.

Air is inhaled in intake manifold 110 by throttler valve 112.Only for example, throttler valve 112 can comprise the fly valve with rotatable blades.The aperture of engine control module (ECM) 114 regulating and controlling throttler valve 112 is to control the throttle actuator module 116 of the air quantity be drawn in intake manifold 110.

Air from intake manifold 110 is inhaled in the cylinder of motor 102.Although motor 102 can comprise multiple cylinder, in order to purpose of illustration, single representative cylinder 118 is shown.Only for example, motor 102 can comprise 2,3,4,5,6,8,10 and/or 12 cylinders.ECM 114 can indicate cylinder actuator module 120 optionally more inactive cylinders, and this can improve fuel economy under some engine operating condition.

Motor 102 can use four stroke cycle to operate.Four-stroke described below can be called as aspirating stroke, compression stroke, combustion stroke and exhaust stroke.In each rotary course of bent axle (not shown), two in four strokes occur in cylinder 118.Therefore, cylinder 118 experiences required twice crankshaft rotating of all four strokes.

During aspirating stroke, the air from intake manifold 110 is inhaled in cylinder 118 by intake valve 122.ECM 114 regulating and controlling fuel sprays with the fuel-actuated device module 124 of realize target air/fuel ratio.Fuel can be ejected in intake manifold 110 in central position or multiple position (such as near the intake valve 122 of each cylinder).Implement in (not shown) at each, fuel can be directly injected in cylinder or be ejected in the mixing chamber relevant to cylinder.Fuel-actuated device module 124 can be suspended and sprays the fuel of the cylinder be deactivated.

In cylinder 118, the fuel of injection mixes with air and produces air/fuel mixture.During compression stroke, the piston (not shown) compressed air/fuel mixture in cylinder 118.Spark actuator module 126 encourages the spark plug 128 in cylinder 118 based on the signal lighting air/fuel mixture from ECM 114.The time that the timing of spark can be positioned at its top position (being called top dead center (TDC)) relative to piston specifies.

Spark actuator module 126 can control to produce spark by specifying in before or after TDC timing signal how long.Because piston position and crankshaft rotating are directly relevant, so the operation of spark actuator module 126 can be synchronous with crank shaft angle.Produce spark and can be called ignition event.Spark actuator module 126 can have the ability each ignition event being changed to spark timing.When spark timing ignition event and when changing between ignition event the last time next time, spark actuator module 126 can change spark timing for ignition event next time.Spark actuator module 126 can suspend to be provided the spark of the cylinder be deactivated.

During combustion stroke, the burning driven plunger of air/fuel mixture leaves TDC, driving crank thus.Combustion stroke can be defined as the time between the time of piston arrives TDC and piston arrives lower dead center (BDC).During exhaust stroke, piston starts to move away BDC, and discharges combustion by-products by exhaust valve 130.Combustion by-products is discharged from vehicle by vent systems 134.

Intake valve 122 can be controlled by admission cam shaft 140, and exhaust valve 130 can be controlled by exhaust cam shaft 142.In each is implemented, multiple admission cam shaft (comprising admission cam shaft 140) can control for cylinder 118 multiple intake valves (comprising intake valve 122) and/or the intake valve (comprising intake valve 122) of many exhaust casings (comprising cylinder 118) can be controlled.Similarly, multiple exhaust cam shaft (comprising exhaust cam shaft 142) can control multiple exhaust valve for cylinder 118 and/or the exhaust valve (comprising exhaust valve 130) that can control for many exhaust casings (comprising cylinder 118).In implementing each other, intake valve 122 and/or exhaust valve 130 can be controlled by the equipment (such as camless valve actuator) except camshaft.Cylinder actuator module 120 can not can open inactive cylinder 118 by making intake valve 122 and/or exhaust valve 130.

The time that intake valve 122 is opened can be changed relative to piston TDC by intake cam phase discriminator 148.The time that exhaust valve 130 is opened can be changed relative to piston TDC by exhaust cam phaser 150.Phaser actuator module 158 can control intake cam phase discriminator 148 and exhaust cam phaser 150 based on the signal from ECM 114.When implementing, lift range variable (not shown) also can be controlled by phaser actuator module 158.

Engine system 100 can comprise turbosupercharger, and this turbosupercharger comprises the hot turbine 160-1 being provided with power by the thermal exhaust flowing through vent systems 134.Turbosupercharger also comprises the cool air compressor 160-2 driven by turbine 160-1.Compressor 160-2 compresses the air introduced in throttler valve 112.In each is implemented, air from throttler valve 112 can be compressed by the pressurized machine (not shown) of crank-driven and by the transfer of air of compression to intake manifold 110.

Wastegate 162 can allow exhaust to get around turbine 160-1, reduces the boosting (amount of inlet air compression) provided by turbosupercharger thus.Boosting actuator module 164 can control the boosting of turbosupercharger by the aperture controlling wastegate 162.In each is implemented, two or more turbosupercharger can be implemented and can be controlled by boosting actuator module 164.

Air-cooler (not shown) can by the transfer of heat from compression air charge to cooling medium (such as engine coolant or air).The air-cooler using engine coolant to carry out cooled compressed air charge can be called interstage cooler.The air-cooler using air to carry out cooled compressed air charge can be called charge air cooler.Pressurized air charge such as can receive heat by compression and/or from the parts of vent systems 134.Although in order to purpose of illustration is separately shown, turbine 160-1 and compressor 160-2 can be attached to one another, thus inlet air is placed in close proximity thermal exhaust.

Engine system 100 can comprise optionally by exhaust reboot exhaust gas recirculatioon (EGR) valve 170 being back to intake manifold 110.EGR valve 170 can be positioned at the upstream of the turbine 160-1 of turbosupercharger.EGR valve 170 can be controlled based on the signal from ECM 114 by EGR actuator module 172.

The position of bent axle can use crankshaft position sensor 180 to measure.The rotational speed (engine speed) of bent axle can be determined based on crank position.The temperature of engine coolant can use engine coolant temperature (ECT) sensor 182 to measure.ECT sensor 182 can be positioned at motor 102 or other positions in liquid circulation, such as radiator (not shown) place.

Pressure in intake manifold 110 can use manifold absolute pressure (MAP) sensor 184 to measure.In each is implemented, engine vacuum (it is the difference between the pressure in ambient air pressure and intake manifold 110) can be measured.The mass flowrate flowing into the air in intake manifold 110 can use MAF (MAF) sensor 186 to measure.In each is implemented, maf sensor 186 can be arranged in housing (it also comprises throttler valve 112).

Throttle actuator module 116 can use one or more throttle position sensor (TPS) 190 to monitor the position of throttler valve 112.The environment temperature being drawn into the air in motor 102 can use intake temperature (IAT) sensor 192 to measure.Engine system 100 can also comprise other sensors 193 one or more, such as ambient humidity, light and temperature sensor, one or more detonation sensor, compressor delivery pressure sensor and/or throttle inlet pressure transducer, wastegate position transducer, EGR position transducer and/or one or more sensor that other are applicable to.ECM 114 can use the signal of sensor to make the control decision for engine system 100.

ECM 114 can communicate to coordinate transferring the files in speed changer (not shown) with transmission control module 194.Such as, ECM 114 can reduce Engine torque during gear shift.ECM 114 can communicate with Hybrid mode module 196 operation coordinating motor 102 and motor 198.

Motor 198 also can be used as generator, and can be used for producing electric energy for vehicle electrical systems use and/or for storing in the battery.In each is implemented, the various functions of ECM 114, transmission control module 194 and Hybrid mode module 196 can be integrated in one or more module.

The each system changing engine parameter can be called engine actuators.Such as, the aperture that throttle actuator module 116 can adjust throttler valve 112 opens area with realize target closure.Spark actuator module 126 controls spark plug to realize the target spark timing relative to piston TDC.Fuel-actuated device module 124 controls fuel injector with realize target fueling parameter.Phaser actuator module 158 can control intake cam phase discriminator 148 and exhaust cam phaser 150 respectively with realize target intake cam phase discriminator angle and target exhaust cam phaser angle.EGR actuator module 172 can control EGR valve 170 and open area with realize target EGR.Boosting actuator module 164 controls wastegate 162 and opens area with realize target wastegate.Cylinder actuator module 120 control cylinder deactivation with realize target quantity enable or stop using cylinder.

ECM 114 produces the desired value being used for engine actuators and produces target engine output torque to make motor 102.ECM 114 predictive control that uses a model produces desired value for engine actuators, as following further discussion.

Referring now to Fig. 2, present the functional-block diagram of exemplary engine control system.The exemplary enforcement of ECM 114 comprises driver's torque module 202, axle torque arbitration modules 204 and propulsive torque arbitration modules 206.ECM 114 can comprise hybrid optimization module 208.ECM 114 can also comprise reserve/load module 220, torque request module 224, air control module 228, spark control module 232, cylinder control module 236 and fuel control module 240.

Driver's torque module 202 can input 255 and determine driver's torque request 254 based on the driver from driver's load module 104.Driver inputs 255 can based on the position of the position of such as accelerator pedal and brake petal.Driver inputs 255 can also based on control of cruising, and this cruises and controls can be change car speed to maintain the predetermined adaptive cruise control system with following distance.Driver's torque module 202 can store accelerator pedal position to one or more mapping of target torque and can determine driver's torque request 254 based on a selected mapping.

Axle torque arbitration modules 204 is arbitrated between driver's torque request 254 and other axle torque requests 256.Axle torque (moment of torsion at wheel place) can be produced by each provenance (comprising motor and/or motor).Such as, axle torque request 256 can be included in when positive wheelslip being detected and be reduced by the moment of torsion of pull-in control system request.When axle torque overcomes the friction between wheel and road surface, positive wheelslip occurs, and wheel starts and road surface slippage on the contrary.Axle torque request 256 can also comprise the torque buildup request of offsetting negative wheelslip, wherein because axle torque is bear to make the tire of vehicle relative to road surface along other direction slippage.

Axle torque request 256 can also comprise brake management request and overspeed of vehicle torque request.Brake management request can reduce axle torque to guarantee that axle torque can not exceed the stopping power maintaining vehicle when the vehicle is stopped.Overspeed of vehicle torque request can reduce axle torque and exceed predetermined speed to prevent vehicle.Axle torque request 256 can also be produced by vehicle stability controlled system.

Axle torque arbitration modules 204 is based on the arbitration result prediction of output torque request 257 between the torque request 254 and 256 received and instant torque request 258.As described below, optionally can adjusted by other modules of ECM 114 before controlling engine actuators from the predicted torque request 257 of axle torque arbitration modules 204 and instant torque request 258.

Generally speaking, instant torque request 258 can be the amount of current required axle torque, and predicted torque request 257 can be the amount of the axle torque that suddenly may need.ECM 114 controls engine system 100 to produce the axle torque equaling instant torque request 258.But the various combination of desired value can produce identical axle torque.Therefore, ECM 114 can adjustment aim value to make it possible to fast transition to predicted torque request 257, simultaneously will maintain instant torque request 258 by axle torque.

In each is implemented, predicted torque request 257 can be arranged based on driver's torque request 254.Instant torque request 258 in some cases (such as when driver's torque request 254 makes wheel on ice face during slippage) can be set smaller than predicted torque request 257.In this situation, pull-in control system (not shown) can ask to reduce by instant torque request 258, and the Engine torque that ECM 114 reduces to instant torque request 258 exports.But once wheelslip stops, ECM 114 performs minimizing, therefore engine system 100 can promptly be recovered to produce predicted torque request 257.

Generally speaking, the difference between instant torque request 258 and (usually higher) predicted torque request 257 can be called torque reserve.Torque reserve can represent engine system 100 and can start with the amount (higher than instant torque request 258) of the additional torque of minimum delay generation.Rapid launch machine actuator is used for increasing with the minimum delay or reducing current axle torque.Rapid launch machine actuator and slow speed engines actuator define on the contrary.

Generally speaking, rapid launch machine actuator more promptly can change axle torque than slow speed engines actuator.Actuator can than fast actuating device more slowly in response to the change of its corresponding desired value at a slow speed.Such as, actuator can comprise the mechanical part needing the time to move to another position from a position in response to the change of desired value at a slow speed.The feature of actuator can also be once actuator comes into effect the desired value of change at a slow speed at a slow speed, and it makes axle torque start to change and the amount of time of cost.Usually, this amount of time will be compared to length for fast actuating device for actuator at a slow speed.In addition, even if after starting to change, axle torque may spend the longer time to carry out the change of totally linearization at a slow speed in actuator.

Only for example, spark actuator module 126 can be fast actuating device.Spark ignition engine can carry out combustion fuel by applying spark, and fuel comprises such as gasoline and ethanol.As a comparison, throttle actuator module 116 can be actuator at a slow speed.

Such as, as described above, when spark timing ignition event and when changing between ignition event, spark actuator module 126 can change the spark timing for next ignition event the last time next time.As a comparison, the change of throttle opening takes a long time to affect engine output torque.Throttle actuator module 116 changes throttle opening by the angle of the blade adjusting throttler valve 112.Therefore, when the desired value of the aperture for throttler valve 112 is changed, because throttler valve 112 exists mechanical delay in response to this change moves to reposition from its last position.In addition, the air mass flow change based on throttle opening experiences air transportation lag in intake manifold 110.In addition, the air mass flow increased in intake manifold 110 is until cylinder 118 receives additional air, compression additional air and the stroke that takes fire just is implemented as the increase of engine output torque in next aspirating stroke.

Use these actuators as an example, torque reserve can be produced by the value being set to by throttle opening to allow motor 102 to produce predicted torque request 257.Meanwhile, spark timing can be arranged based on instant torque request 258, and this instant torque request is less than predicted torque request 257.Although throttle opening produces the air mass flow that enough motors 102 produce predicted torque request 257, spark timing is subject to based on instant torque request 258 postponing (this reduces moment of torsion).Therefore, engine output torque will equal instant torque request 258.

When needs additional torque, spark timing can be arranged based on predicted torque request 257 or the moment of torsion between predicted torque request 257 and instant torque request 258.By ignition event subsequently, spark timing can be turned back to the optimum value allowing motor 102 to produce whole engine output torques that the air mass flow by having existed realizes by spark actuator module 126.Therefore, engine output torque can be rapidly populated predicted torque request 257, and can not experience delay owing to changing throttle opening.

Predicted torque request 257 and instant torque request 258 can be outputted to propulsive torque arbitration modules 206 by axle torque arbitration modules 204.In each is implemented, predicted torque request 257 and instant torque request 258 can be outputted to hybrid optimization module 208 by axle torque arbitration modules 204.

Hybrid optimization module 208 can determine that motor 102 should produce how many moments of torsion and motor 198 should produce how many moments of torsion.Amended predicted torque request 259 and amended instant torque request 260 are outputted to propulsive torque arbitration modules 206 by hybrid optimization module 208 subsequently respectively.In each is implemented, hybrid optimization module 208 can be implemented in Hybrid mode module 196.

The predicted torque request that propulsive torque arbitration modules 206 receives and instant torque request are converted to propulsive torque territory (moment of torsion at bent axle place) from axle torque territory (moment of torsion of wheel).This conversion can occur before hybrid optimization module 208, afterwards, as its part or alternative its.

The predicted torque request of propulsive torque arbitration modules 206 after propulsive torque request 290(comprises conversion and instant torque request) between arbitrate.Propulsive torque arbitration modules 206 produces the predicted torque request 261 of arbitration and the instant torque request 262 of arbitration.The torque request 261 and 262 of arbitration can produce by selecting from the torque request received the request of winning.Alternatively or extraly, the torque request of arbitration can by producing based on another in the torque request received or multiple of revising in the request received.

Such as, propulsive torque request 290 moment of torsion that can comprise for racing of the engine protection reduces, the moment of torsion that prevents for stall increases and ask the moment of torsion adapting to gear shift to reduce by transmission control module 194.Propulsive torque request 290 can also be caused by clutch fuel-cut, and clutch fuel-cut steps on clutch pedal in manual transmission vehicles to prevent from reducing engine output torque during the sudden change of engine speed driver.

Propulsive torque request 290 can also be included in the tail-off request that can start when critical failure being detected.Only for example, the detection that critical failure can comprise vehicle theft, blocks starter motor, Electronic Throttle Control problem and unexpected moment of torsion increase.In each is implemented, when there is tail-off request, arbitration selects tail-off request as the request of winning.When there is tail-off request, propulsive torque arbitration modules 206 can export zero as the predicted torque request 261 of arbitration and the instant torque request 262 of arbitration.

In each is implemented, tail-off request can only kill engine 102 dividually with arbitrated procedure.Propulsive torque arbitration modules 206 still can receive tail-off request, makes such as suitable data to be fed back to other torque request persons like this.Such as, every other torque request person can notified they lose arbitration.

Reserve/load module 220 receives the predicted torque request 261 of arbitration and the instant torque request 262 of arbitration.The instant torque request 262 of predicted torque request 261 and arbitration that reserve/load module 220 can adjust arbitration is to create torque reserve and/or to compensate one or more load.Predicted torque request 263 after adjustment and the instant torque request 264 after adjustment are outputted to torque request module 224 by reserve/load module 220 subsequently.

Only for example, catalyzer light-off process or cold start-up reduce discharging the spark timing that process may require to postpone.Therefore, the predicted torque request 263 after adjustment can be increased to the instant torque request 264 after higher than adjustment to create the spark of the delay being used for cold start-up reduction of discharging process by reserve/load module 220.In another example, the air/fuel ratio of motor and/or MAF can directly change, and such as invade equivalence ratio test and/or new engine purification by diagnosis.Before these processes of beginning, torque reserve can be created or increase to make up rapidly the minimizing of the engine output torque caused due to desaturation air/fuel mixture during these processes.

Reserve/load module 220 can also create when expecting future load or increase torque reserve, the joint of pump operated or air conditioning (A/C) compressor clutch of such as servosteering.When driver asks air conditioning first, the deposit of the joint for A/C compressor clutch can be created.Predicted torque request 263 after reserve/load module 220 can increase adjustment makes the instant torque request 264 after adjusting constant to produce torque reserve simultaneously.Subsequently, when A/C compressor clutch engages, reserve/load module 220 can increase the instant torque request 264 after adjustment by the load estimated of A/C compressor clutch.

Torque request module 224 receives the instant torque request 264 after the predicted torque request 263 after adjustment and adjustment.Torque request module 224 determines the instant torque request 264 that will how realize after the predicted torque request 263 after adjusting and adjustment.Torque request module 224 can be that engine model is proprietary.Such as, torque request module 224 differently can be implemented or use different control programs for spark ignition engine relative to compression ignition engine.

In each is implemented, torque request module 224 can define the boundary line between the module that shares across all engine model and the proprietary module of engine model.Such as, engine model can comprise spark ignition and ignition by compression.Module (such as propulsive torque arbitration modules 206) before torque request module 224 can share across engine model, and torque request module 224 and module subsequently can be that engine model is proprietary.

Torque request module 224 determines air torque request 265 based on the predicted torque request 263 after adjustment and the instant torque request 264 after adjustment.Air torque request 265 can be braking torque.Braking torque can refer to the moment of torsion at bent axle place under the present operating conditions.

The desired value of the air stream controlling engine actuators is determined based on air torque request 265.More particularly, based on air torque request 265, air control module 228 determines that Target exhaust door opens area 266, target throttle opens area 267, target EGR opens area 268, target inlet air cam phaser angle 269 and target exhaust cam phaser angle 270.Air control module 228 use a model predictive control to determine that Target exhaust door opens area 266, target throttle opens area 267, target EGR opens area 268, target inlet air cam phaser angle 269 and target exhaust cam phaser angle 270, as following further discussion.

Boosting actuator module 164 controls wastegate 162 and opens area 266 with realize target wastegate.Such as, Target exhaust door can be opened area 266 and be converted to target duty than 274 to be applied to wastegate 162 by the first modular converter 272, and the actuator module 164 that boosts based target dutycycle 274 can apply signals to wastegate 162.In each is implemented, Target exhaust door can be opened area 266 and be converted to Target exhaust door position (not shown) by the first modular converter 272, and Target exhaust door position is converted to target duty than 274.

Throttle actuator module 116 controls throttler valve 112 and opens area 267 with realize target closure.Such as, target throttle can be opened area 267 and be converted to target duty than 278 with apply to Section air valve 112 by the second modular converter 276, and throttle actuator module 116 based target dutycycle 278 can apply signals to throttler valve 112.In each is implemented, target throttle can be opened area 267 and be converted to target throttle position (not shown) by the second modular converter 276, and target throttle position is converted to target duty than 278.

EGR actuator module 172 controls EGR valve 170 and opens area 268 with realize target EGR.Such as, target EGR can be opened area 268 and be converted to target duty than 282 to be applied to EGR valve 170 by the 3rd modular converter 280, and EGR actuator module 172 based target dutycycle 282 can apply signals to EGR valve 170.In each is implemented, target EGR can be opened area 268 and be converted to target EGR position (not shown) by the 3rd modular converter 280, and target EGR position is converted to target duty than 282.

Phaser actuator module 158 controls intake cam phase discriminator 148 with realize target intake cam phase discriminator angle 269.Phaser actuator module 158 also controls exhaust cam phaser 150 with realize target exhaust cam phaser angle 270.In each is implemented, the 4th modular converter (not shown) can be comprised and target inlet air and exhaust cam phaser angle can be converted to target inlet air dutycycle and target exhaust dutycycle by respectively.Target inlet air dutycycle and target exhaust dutycycle can be applied to intake cam phase discriminator 148 and exhaust cam phaser 150 by phaser actuator module 158 respectively.In each is implemented, air control module 228 can determine target overlapping factor and target effective displacement, and phaser actuator module 158 can control intake cam phase discriminator 148 and exhaust cam phaser 150 with realize target overlapping factor and target effective displacement.

Torque request module 224 can also produce spark torque request 283, cylinder closing torque request 284 and fuel torque request 285 based on predicted torque request 263 and instant torque request 264.Spark control module 232 can be determined to make spark timing from optimum spark timing retard how many (this reduces engine output torque) based on spark torque request 283.Only for example, can reverse torque relation to solve target spark timing 286.For given torque request (T _req), can based on following formula determination target spark timing (S _t) 286:

(1) ST = f ^-1(T _Req, APC, I, E, AF, OT, #)，

Wherein APC is APC, I is intake valve phasing value, and E is exhaust valve phasing value, and AF is air/fuel ratio, and OT is oil temperature, and # is the quantity of the cylinder started.This relation may be embodied as equation and/or look-up table.Air/fuel ratio (AF) can be actual air/fuel ratio, as by fuel control module 240 report.

When spark timing is set to optimum spark timing, the moment of torsion of gained can as far as possible close to the minimum spark for best torque in advance (MBT spark timing).Best torque refers to when use has the fuel of the octane rating larger than predetermined octane rating and uses stoichiometry fueling, due to the maximum engine output torque that spark timing produces for given air mass flow in advance.This best spark timing occurred is called MBT spark timing.Optimum spark timing may due to such as fuel mass (such as when use comparatively low octane fuel time) and environmental factor (such as ambient humidity, light and temperature and temperature) and slightly different with MBT spark timing.Therefore, the engine output torque of optimum spark timing can be less than MBT.Only for example, the table corresponding to the optimum spark timing of different engine operating condition can be determined during the calibration phase of Car design, and determines optimum value based on present engine operational condition from this table.

Cylinder closing torque request 284 can be used for determining the destination number 287 by the cylinder of forbidding by cylinder control module 136.In each is implemented, can use the destination number of the cylinder started.Cylinder actuator module 120 based target quantity 287 optionally starts and forbids the valve of cylinder.

Cylinder control module 236 can also indicate fuel control module 240 to stop providing fuel to the cylinder of forbidding and pilot spark control module 232 can provide spark to stop the cylinder to forbidding.Once the fuel/air mixture Already in cylinder is burned, then spark control module 232 can stop countercylinder providing spark.

Fuel control module 240 can change the amount of the fuel being supplied to each cylinder based on fuel torque request 285.More particularly, fuel control module 240 can produce target fueling parameter 288 based on fuel torque request 285.Target fueling parameter 288 can comprise the destination number that such as desired fuel quality, the timing of target start-of-injection and fuel spray.

In course of normal operation, fuel control module 240 can operate under air bootmode, and wherein fuel control module 240 is attempted by maintaining stoichiometric air/fuel ratio based on air flow control fueling.Such as, fuel control module 240 can be determined will produce the desired fuel quality of stoichiometric burning when combined with current every cylinder air (APC) quality.

Fig. 3 is the functional-block diagram of the exemplary enforcement of air control module 228.Referring now to Fig. 2 and 3, as discussed above, air torque request 265 can be braking torque.Air torque request 265 is converted to basic moment of torsion from braking torque by moment of torsion modular converter 304.The torque request produced owing to being converted to basic moment of torsion will be called as basic air torque request 308.

Basis moment of torsion can refer to when motor 102 is warm and annex (such as alternator and A/C compressor) does not apply torque loads to motor 102, the moment of torsion on the bent axle produced in the operating process of motor 102 on dynamometer.Moment of torsion modular converter 304 can such as use the mapping that is associated with basic moment of torsion by braking torque or function that air torque request 265 is converted to basic air torque request 308.In each is implemented, air torque request 265 can be converted to the another kind of moment of torsion (all moments of torsion as indicated) being applicable to type by moment of torsion modular converter 304.The moment of torsion at the bent axle place that the moment of torsion of instruction can be referred to the merit owing to being produced by the burning in cylinder and cause.

MPC module 312 uses MPC(Model Predictive Control) produce desired value 266 to 270 with optimized integration air torque request 308.MPC module 312 comprises state estimator module 316 and optimizes module 320.

The mathematical model of state estimator module 316 based on motor 102, the engine condition from previous (such as, last) control loop and determine the state of control loop from the desired value 266 to 270 of previous control loop.Such as, state estimator module 316 can determine the state of control loop based on following relation:

; And

，

Wherein k is a kth control loop, x (k) has the bar object vector of instruction for the state of the motor 102 of a kth control loop, x (k-1) is the vector x (k) from kth-1 control loop, A is the matrix comprising the constant value that the feature based on motor 102 is calibrated, B is the matrix comprising the constant value that the feature based on motor 102 is calibrated, u (k-1) comprises the bar object vector for the desired value 266 to 270 used during an in the end control loop, y (k) is the linear combination of vector x (k), and C is the matrix comprising the constant value that the feature based on motor 102 is calibrated.One or more in status parameter can adjust based on the measured value of those parameters or estimated value, and described parameter is jointly illustrated by feed back input 330.

The function performed by MPC module 312 can describe usually as follows.For k=1.., N, N be greater than one integer, carry out:

(1) above equation and feed back input 330 is used to obtain the estimation of the state at time t motor 102;

(2) to calculate for time k for the optimum value of desired value 266 to 270 to minimize from time k to the cost function during the cycle of future time k+p; And

(3) desired value 266 to 270 is set to only for the optimum value calculated of time k+1.Turn back to subsequently (1).

Cycle between time k and k+p refers to estimation range.

Cost function is minimized performance standard in the optimal control problem needing to be defined in estimation range in each time step.Control objectives needed for the reflection of this function.It can be such as correspond to tracking error different item and, such as (controlled variable for following the trail of some reference positions), (controlled variable for the set-point value followed the trail of needed for some), control are made great efforts (such as or ) and for the penalty term of constraint violation.More generally, cost function depends on controlled variable u, its variant u, controlled variable y and constraint violation punishment variable.Desired value 266 to 270 can be called controlled variable and be indicated by variable u.Prediction Parameters can be called controlled variable and can be indicated by variable y.

Actuator constraints module 360(Fig. 2) can arrange for desired value 266 to 270 actuator constraint 348.Such as, actuator constraints module 360 actuator that can arrange for throttler valve 112 retrains, retrains for the actuator of EGR valve 170, retrains for the actuator of waste gate valve 162, retrain for the actuator constraint of intake cam phase discriminator 148 and the actuator for exhaust cam phaser 150.

Actuator constraint 348 for desired value 266 to 270 can comprise the maximum value for associated target value and the minimum value for that desired value.Actuator can be retrained the 348 scheduled operation scopes being set to for associated actuator by actuator constraints module 360 usually.More particularly, actuator constraint 348 can be set to the scheduled operation scope for throttler valve 112, EGR valve 170, wastegate 162, intake cam phase discriminator 148 and exhaust cam phaser 150 by actuator constraints module 360 usually respectively.But, actuator constraints module 360 can optionally adjust in some cases actuator constraint 348 in one or more.

Output constraint module 364(Fig. 2) output constraint 352 for controlled variable (y) can be set.Output constraint 352 for controlled variable can comprise the maximum value for that controlled variable and the minimum value for that controlled variable.Output constraint 352 can be set to the prespecified range for relevant controlled variable by output constraint module 364 usually respectively.But it is one or more that output constraint module 364 can change in output constraint 352 in some cases.

Referrer module 368(Fig. 2) produce the reference value 356 being used for desired value 266 to 270 respectively.Reference value 356 comprises the reference for each in desired value 266 to 270.In other words, reference value 356 comprises with reference to area opened by wastegate, reference node valve opens area, open area with reference to EGR, with reference to intake cam phase discriminator angle and with reference to exhaust cam phaser angle.Referrer module 368 such as can determine reference value 356 based on air torque request 265, basic air torque request 308 and/or one or more parameter that other are applicable to.

Optimizing module 320 uses quadratic programming (QP) solver (such as Dan Qige QP solver) to determine desired value 266 to 270.QP solver solves optimization problem by the secondary cost function under inequality constraints.Such as, if vectorial

Represent some optimized variables, then the quadratic function of x can be put into following form:

Wherein Q is n × n constant symmetric matrix, and Constant is constant value, and

It is constant vector.Linear restriction is following form

Wherein C is constant matrices and b is constant vector.

Basis is referred to the n of the quantity (being such as, 5 in above example) of desired value _uwith the n referring to controlled variable quantity _yfollowing content is described.

，

, and

Wherein i is 1 and n _ubetween integer.

Control problem to be solved is had to can be written as:

Minimize:

Under being in following constraint

, wherein and ,

, wherein and , and

, wherein and ,

Wherein as described above,

，

Meet simultaneously

。

W _u, w _uand w _yit is positive predetermined weighted value.V _u, V _uand V _ybe be more than or equal to zero predetermined soft-constraint value.Predetermined constraints value such as can be set to zero to produce the hard constraint to relevant parameter.There is minimum and maximum lower target value instruction for the upper constraint of relevant parameter and lower constraint.

Can be more than the conduct of quadratic programming (QP) problem with formula re,

Minimize:

，

Under being in following constraint

，

Wherein

，

, and

。

The use instruction transposed matrix of subscript T uses.

And if only in existence when, be the unique solution of QP problem, make like this:

(i) meet

，

(ii) , and

(iii) 。

Above, (ii) relates to once satisfied with double constraints, and (iii) relates to complementation.X can be called a variable. lagrange multiplier or dual variable can be called.For the QP problem being limited by constraint, it is right that optimal solution comprises optimum that is original and dual variable.

New variable y can be introduced, wherein

。

Therefore, .In order to express equation

According to with , produce

(i) , , , and

(ii) 。

Solve x*, we draw:

。

Therefore,

, and

。

Make

and

，

We draw

。

Therefore,

(i) meet

，

(ii) , , and

(iii) 。

I is unit matrix.

Therefore, x* can use following equation to determine

。

Solve satisfy condition (i) right to the optimum of (iii) solver can be called dual solver.Optimize module 320 comprise dual solver and solve optimum right , as described above.

X* comprises the optimum value corresponded to from the change of the desired value 266 to 270 of previous control loop (such as, k-1).Optimize module 320 and adjust desired value 266 to 270 from previous control loop respectively, to produce the desired value 266 to 270 for current control loop for controlling associated actuators based on the value of x*.Only for example, optimize module 320 and respectively desired value 266 to 270 and the value of x* can be sued for peace to produce the desired value 266 to 270 being used for current control loop.These desired values 266 to 270 will be used for controlling.

Above content can be rewritten as:

, and

, , and ,

Wherein , , and .

Find the problem (w, u) meeting above content can be called linear complementary problem (LCP) and solved by optimization module 320.Specifically, this form can be used by Dan Qige QP solver.Symmetric matrix A and vectorial q comprises tentation data.A can be called table.The size impact of table produces the required number of computations of desired value 266 to 270.

it is the amount of constraint except the lower boundary of x is retrained.Make n _lfor having the quantity of the component of the x of lower boundary constraint.N _lbe less than or equal to desired value quantity n _u.The total quantity of the constraint that QP solver is considered when determining optimum value is:

。

As previously discussed,

，

Wherein total line number of C matrix equals the total quantity (m) of constraint.Therefore, A be ( ) x ( ) matrix (that is, maximum matrix).

The QP solver (such as a QP solver) of other types supposes that the institute of x is important and has lower boundary constraint.Therefore, for not there is the component of the x that lower boundary retrains, the lower boundary constraint of simulation will be had, such as large negative.A matrix therefore, in these enforcements will be always ( ) x ( ) matrix.

Due to n _lbe less than or equal to n _u, so when the institute of x is important there is lower boundary constraint time (and therefore n _l=n _u), optimize module 320 use size be ( ) x ( ) A matrix determine desired value 266 to 270 therefore at least with use size for ( ) x ( ) A matrix there is the same computational efficiency.When one or more components of x do not have lower boundary constraint, optimize module 320 use size be ( ) x ( ) A matrix determine desired value 266 to 270 than use ( ) x ( ) computational efficiency is higher.

Referring now to Fig. 4, present and describe to use MPC(Model Predictive Control) estimate operating parameter and control throttler valve 112, intake cam phase discriminator 148, exhaust cam phaser 150, wastegate 162(and therefore turbosupercharger) and the flow chart of illustrative methods of EGR valve 170.Control can from 404, and wherein torque request module 224 determines air torque request 265 based on the predicted torque request 263 after adjustment and the instant torque request 264 after adjustment.

408, the moment of torsion that air torque request 265 can be converted to basic air torque request 308 or be converted to the another kind of type be applicable to by moment of torsion modular converter 304 uses for MPC module 312.412, state estimator module 316 determines the state of the motor 102 of current control loop, as described above.

416, optimize module 320 and determine determining that the optimization of desired value 266 to 270 is to (x*, λ *), as described above.420, optimize module 320 respectively based on the desired value 266 to 270 determining current control loop for the desired value 266 to 270 of last control loop and the value of x*.Only for example, optimize module 320 to sue for peace to determine desired value 266 to 270 respectively by by the value of x* and the desired value 266 to 270 being used for last control loop.

428, Target exhaust door is opened area 266 and is converted to target duty than 274 to be applied to wastegate 162 by the first modular converter 272, and target throttle is opened area 267 and is converted to target duty than 278 with apply to Section air valve 112 by the second modular converter 276.428, target EGR is also opened area 268 and is converted to target duty than 282 to be applied to EGR valve 170 by the 3rd modular converter 280.Target inlet air cam phaser angle 269 and target exhaust cam phaser angle 270 can also be converted to target inlet air dutycycle and target exhaust dutycycle for intake cam phase discriminator 148 and exhaust cam phaser 150 by the 4th modular converter respectively.

432, throttle actuator module 116 controls throttler valve 112 and opens area 267 with realize target closure, and phaser actuator module 158 controls intake cam phase discriminator 148 and exhaust cam phaser 150 respectively with realize target intake cam phase discriminator angle 269 and target exhaust cam phaser angle 270.Such as, throttle actuator module 116 target duty can apply signals to throttler valve 112 than 278 thus realize target closure opens area 267.Control EGR valve 170 at 432, EGR actuator module 172 in addition and open area 268 with realize target EGR, and the actuator module 164 that boosts controls wastegate 162 opens area 266 with realize target wastegate.Such as, EGR actuator module 172 target duty can apply signals to EGR valve 170 thus realize target EGR opens area 268 than 282, and the actuator module 164 that boosts target duty can apply signals to wastegate 162 than 274 thus area 266 opened by realize target wastegate.Although Fig. 4 terminates after being shown in 432, Fig. 4 can illustrate a control loop, and can perform control loop under set rate.

It is in fact only illustrative for more than describing, and is not intended to limit absolutely the disclosure, its application or uses.Extensive teaching of the present disclosure can be implemented in a variety of manners.Therefore, although the disclosure comprises instantiation, true scope of the present disclosure should not be limited to this, because other amendments will become apparent after study accompanying drawing, specification and claim of enclosing.As used herein, at least one in phrase A, B and C should be interpreted as the logic (A or B or C) meaning the logic OR using nonexcludability.Should be understood that when not changing principle of the present disclosure, order that the one or more steps in method can be different (or side by side) perform.

Comprising with in this application undefined, term module can be replaced by term circuit.Term module can refer to following content, be its part or comprise following content: ASIC (ASIC); Numeral, simulation or hybrid analog-digital simulation/digital discrete circuit; Numeral, simulation or hybrid analog-digital simulation/digital integrated electronic circuit; Combinational logic circuit; Field programmable gate array (FPGA); The processor (shared, special or cluster) of run time version; Store the internal memory (shared, special or cluster) of the code performed by processor; Described functional hardware component that other are applicable to is provided; Or the some or all of combination in above content, such as SOC(system on a chip).

Term code as used above can comprise software, firmware and/or microcode, and can refer to program, routine, function, classification and/or target.Term share processor contains the single processor performed from the some or all of codes of multiple module.Term clustered processors contains the processor combining the some or all of codes performed from one or more module with additional processor.Term shared drive contains the single internal memory stored from the some or all of codes of multiple module.Term cluster memory contains the internal memory combining the some or all of codes stored from one or more module with extra memory.Term internal memory can be the subset of term computer-readable medium.Term computer-readable medium does not contain temporary transient electrical signal by Medium Propagation and electromagnetic signal, and therefore can be considered to tangible and permanent.The limiting examples of permanent tangible computer computer-readable recording medium comprises Nonvolatile memory, volatile ram, magnetic storage and optical memory.

The apparatus and method described in this application can be implemented by the one or more computer programs partially or even wholly performed by one or more processor.Computer program comprises the processor executable be stored at least one permanent tangible computer computer-readable recording medium.Computer program also can comprise and/or depend on stored data.

Claims

1., for an engine control system for vehicle, comprising:

2. engine control system as claimed in claim 1, wherein said actuator module controls the aperture of throttler valve based on the value of in described desired value.

3. engine control system as claimed in claim 1, wherein said actuator module controls the aperture of the wastegate of turbosupercharger based on the described value in described desired value.

4. engine control system as claimed in claim 1, wherein said actuator module controls the aperture of EGR (EGR) valve based on the described value in described desired value.

5. engine control system as claimed in claim 1, wherein said actuator module controls intake valve phasing based on the described value in described desired value.

6. engine control system as claimed in claim 1, wherein said actuator module controls exhaust valve phasing based on the described value in described desired value.

7. engine control system as claimed in claim 1, it comprises further:

8. engine control system as claimed in claim 1, it comprises referrer module further, and described referrer module determines the reference value of described desired value respectively,

9. engine control system as claimed in claim 1, wherein said constraint comprises the constraint for described desired value and the constraint for controlled variable.

10., for an engine control for vehicle, comprising:

Described first torque request is converted to the second torque request;