DE102010015376A1 - Systems and methods for detecting and changing multi-pulse activation - Google Patents

Abstract

A coordinated torque control (CTC) system is provided that includes an engine capacity module, a multi-pulse activation module, and a catalyst release torque reserve module. The engine capacity module determines a torque capacity of an engine and generates a maximum engine torque capacity signal. The multi-pulse activation module activates a multi-pulse mode that includes injecting at least two fuel pulses into a cylinder of the engine during a combustion cycle. The multi-pulse activation module generates a multi-pulse command signal for operation in the multi-pulse mode based on the maximum engine torque capacity signal, a catalyst-initiating signal, and a brake torque request signal. The catalyst retarding torque reserve module generates a corrected torque reserve signal based on the multi-pulse command signal.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

These Application claims the priority of US Provisional Application No. 61 / 173,785, filed on April 29, 2009, the provisional US application No. 61 / 190,471, filed on Aug. 28, 2008, and the preliminary U.S. Application No. 61 / 171,535, filed April 22, 2009. The disclosures of the above applications are herein in their entirety incorporated by reference.

TERRITORY

The The present invention relates to engine control systems, and more particularly on a coordinated torque control based techniques for one Operation and changing with multiple pulse direct injection.

BACKGROUND

The Background description provided herein is for the purpose of the General context of the disclosure. Both the work of present inventors, to the extent that they are in this background section is described as well as aspects of the description at the time the filing is not considered otherwise than prior art, are neither explicit nor implicitly as prior art against the present disclosure authorized.

One Internal combustion engine (ICE) burns an air / fuel mixture in Cylinders to drive pistons, which generates a drive torque. An air flow into an ICE can by means of a throttle and a setting of throttle area be managed. The throttle area setting changes the air flow in the ICE. When the throttle area increases, the air flow decreases in the engine too. A fuel injection rate becomes in addition to the adjustment of the air flow adjusted to deliver the air / fuel mixture. An increase in the the cylinders of the ICE supplied amount of air and fuel increases the Torque output of the ICE. Motor control systems have been developed to control the engine torque output.

A Direct injection with spark ignition (SIDI) refers to a direct injection of fuel into cylinders a spark-ignited Gasoline engine. SIDI allows an improved control of when fuel is injected into a cylinder. In a SIDI engine, fuel may burn during a combustion cycle be injected at different times. This is different than for engines with intake port injection, for example, where fuel in an inlet opening and / or an intake manifold an engine and before an intake stroke of a corresponding combustion cycle is injected. The improved control that comes with a SIDI engine connected, provides an increased power output, reduced emissions and suppression of knocking.

SIDI Can be used to power a motor during engine startup Double pulse mode (split pulse mode) to operate to reduce emissions to reduce. While of the double pulse mode, two fuel pulses during a single combustion cycle generated to a total injected To deliver fuel mass. The first injection may be during one Intake stroke or be provided upstream of it, in order to achieve an initially homogeneous, to create lean mixture in a cylinder. The second injection can be late be provided in a compression stroke to a fat, easy to brilliant Cloud around a tip of a spark plug to accomplish.

The Sharing the fuel injection into two fuel pulses allows one after late adjusted spark timing and a more complete one Combustion with a leaner total mixture of fuel and Air. This minimizes hydrocarbon emissions while a catalytic converter below an active operating temperature located. The late one adjusted spark transmits energy from a burning charge to heat in the exhaust gas, which quickly raises a temperature of a catalyst during the Throughput of unburned hydrocarbons in the catalyst is minimized.

SUMMARY

According to one embodiment, there is provided a coordinated torque control (CTC) system comprising an engine capacity module, a multi-pulse activation module, and a catalyst release torque reserve module. The engine capacity module determines a torque capacity of an engine and generates a maximum engine torque capacity signal. The multi-pulse activation module activates a multi-pulse mode that includes injecting at least two fuel pulses into a cylinder of the engine during a combustion cycle. The multi-pulse enable module generates a multi-pulse command signal for operation in the multi-pulse mode based on the maximum engine torque capacity signal, a catalyst-initiating signal, and a brake torque request signal. The catalyst reserve torque reserve module generates a corrected torque reserve signal on the multi-pulse setpoint signal.

It For example, there is provided a method of operating a CTC system that comprises that a torque capacity of a motor is determined and that generates a signal of maximum engine torque capacity becomes. A multi-pulse mode is activated, the injection of at least two fuel pulses in a cylinder of the engine while a combustion cycle. A multi-pulse command signal is for the Operation in the multi-pulse mode based on the signal of the maximum Engine torque capacity, a catalyst-initiating signal and a brake torque request signal generated. A corrected torque reserve signal is based on the multi-pulse command signal generated.

Further Areas of application of the present disclosure will be apparent from the detailed below Description become obvious. It is understood that the detailed Description and specific examples for illustration purposes only are intended and are not intended to limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The The present disclosure will become apparent from the detailed description and the accompanying drawings more understandable where:

1 12 is a functional block diagram of another hybrid powertrain system including multi-pulse change control according to one embodiment of the present disclosure;

2 Fig. 10 is a functional block diagram of another CTC system according to an embodiment of the present disclosure;

3 FIG. 12 is a graph of exemplary brake torque, exemplary maximum torque capacity, and exemplary engine torque signals in accordance with an embodiment of the present disclosure; FIG.

4 Figure 5 illustrates a method for activating a multi-pulse CLO mode according to an embodiment of the present disclosure;

5 Figure 10 illustrates a method for switching between a single-pulse and a multiple-pulse mode according to an embodiment of the present disclosure;

6 Figure 10 illustrates a method for exiting the multi-pulse CLO mode; and

7 FIG. 12 is a graph of example engine control signals in accordance with an embodiment of the present disclosure illustrating a start of the multi-pulse CLO mode and a change thereof. FIG.

DETAILED DESCRIPTION

The The following description is only exemplary in nature and is in no way Wise thought, the revelation, its application or to limit uses. For purposes of clarity, the same reference numbers will be used in the drawings used to similar Identify elements. As used herein, the formulation should A, B and / or C are designed to be a logical (A or B or C) using a non-exclusive logical Oders means. It is understood that steps within a Process be carried out in different order can, without changing the principles of the present disclosure.

As As used herein, the term module refers to an application-specific one integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and a memory containing one or more software or firmware programs To run, a circuit of the circuit logic and / or other suitable Components that provide the described functionality.

As Also as used herein, the term combustion cycle refers to on the recurring stages of an engine combustion process. In a four-stroke internal combustion engine, a single combustion cycle may occur For example, on an intake stroke, a compression stroke, a Power stroke and an exhaust stroke and include these. The four bars will be during the operation of the engine repeated.

Even though the following embodiments mainly related can be described on exemplary internal combustion engines, the embodiments in addition to the present disclosure also for other internal combustion engines apply. For example, the present Invention for Compression-ignition engines, Spark ignition homogeneous spark ignition, homogeneous compression ignition, layered spark ignition and spark assisted Apply compression ignition.

In the following description, various fuel injection pulse modes will be described. Switching between the fuel injection pulse modes may be based on the condition a Katalysatoranspringens (CLO) are executed. Catalyst initiating refers to the rapid heating of a catalyst of an exhaust system. A catalyst has an associated temperature operating range in which the catalyst is effective in reducing hydrocarbon, carbon monoxide, and nitrogen oxide emissions from the tailpipe. By rapidly heating the catalyst to a temperature within the temperature operating range, emissions from the tailpipe are minimized.

One first fuel injection pulse mode operating as a single pulse mode (SPM) includes injecting a single fuel pulse in a combustion chamber during a combustion cycle. A combustion cycle may be, for example in a four-stroke engine, on a single sequence over the four clocks (inlet, compression, ignition and exhaust) relate. A single-pulse mode can be used when a motor is not a maximum CLO is required or if the engine torque request is high.

One second fuel injection pulse mode, referred to as a multi-pulse mode (MPM) involves injecting two or more fuel pulses in a combustion chamber during a combustion cycle. A choke can become during the Multi-pulse mode in a wide open position or at about 85-95% of the open position. In one embodiment, two fuel pulses while of a combustion cycle is injected into a combustion chamber. The use of the multi-pulse mode allows emission control without the use of an air pump. An air pump is usually used to introduce oxygen-rich air into an exhaust system, to the oxidation of exhaust gas and thereby the heating of the catalyst to support. For one Dual pulse mode may be a first injection at normal crankshaft angles be provided to an initially homogeneous, to create a lean mixture. A second injection may be late in one Be provided compression stroke. For example only, the first pulse to give a lean homogeneous mixture, and the second Pulse can be extra Fuel for a strong ignition in the vicinity deliver the spark plug, what a more complete Burning the combined charge leads. The ignition timing may be herein as a spark timing be designated.

at the following embodiments a multi-pulse mode is used to produce an overall lean mixture to create while a fat mixture nearby the spark plug an engine is created. That created a complete burn is done with a net-stoichiometric, lean or stoichiometric Combustion event. In a single pulse mode, the total mixture is typically bold to the desired To provide combustion. In the multi-pulse mode provides a small fat cloud around the spark plug around the desired Combustion. This makes possible, that the total mixture lean or leaner than in the single pulse mode is what the production of hydrocarbon and the throughput of this is reduced by a catalyst.

Of the Multi-pulse mode in combination with a retarded one Spark timing (ignition timing) allows that an engine emits low hydrocarbon emissions, albeit The catalyst is cold and inactive, while energy is from a burning one Charge in heat energy transferred in the exhaust gas becomes. This heats the catalyst quickly with a minimum throughput of unburned hydrocarbons in the catalyst, during the Catalyst operates in an inefficient state.

One Engine control system operating in a multi-pulse mode, such as for example, a double or split pulse mode have three modes of operation. For example, the engine control system in a double pulse mode, a single pulse mode (normal injection) and a mode with single late Pulse (similar the double pulse, but without the first normal pulse) work. The double pulse mode can while of Katalysatoranspringens be carried out, and it can be two Include injection pulses per combustion cycle. For example For example, a first pulse may account for 60% of a total fuel charge for the combustion cycle include and before or during the Inlet clocks are generated. A second pulse can be 40% of the total Fuel mass and he injected late in the compression stroke become.

The single pulse mode includes a single fuel injection per combustion cycle. The single injection pulse may be generated before or during an intake stroke. The time of the single injected pulse may be referred to as a "normal" time. The single late pulse mode is executed while cranking an engine. The single late pulse mode is similar to the double pulse mode, but the first pulse is not generated. The engine control systems and modules in the following 1 - 2 can work in one or more of the three modes described.

When switching from a multi-pulse mode (or double-pulse mode) to a single-pulse mode, pulses can be mixed together become. The mixing of pulses refers to the stepwise adjustment of the pulse timing of one or more pulses over multiple combustion cycles until the pulses occur at the same time or provide substantially a single pulse. When changing from a single pulse mode to a multi-pulse mode, the timing of the fuel pulses may be step-wise adjusted (de-intermixed) such that the fuel pulses occur at separate and different times and during different clocks. In order to carry out the mixing and / or demixing of the fuel pulses, numerous torque models and a fuel control system that mixes numerous operating ranges are required.

The Techniques described below include mixing together or the segregation of fuel pulses not. Instead, include the techniques described below switch between one Single and multi-pulse mode at a specific time when certain conditions exist. The conditions are described below.

The Torque generation of a motor in a multi-pulse mode is for one given air per cylinder (APC) different from the torque generation a motor in a single pulse mode. For example, for a fixed APC and a fixed spark timing generates more torque in the single pulse mode than in a double pulse mode. The functional range of the spark timing for one Double pulse mode (eg -20 ° to 10 ° before the top dead center (TDC)) may be smaller than the functional range of the spark timing for one Single pulse mode (eg -5 ° to 30 ° before TDC). Likewise Camshaft phaser positions the for a multi-pulse mode are ideal, not in a single-pulse mode the desired combustion deliver and vice versa.

The Actuators, the adjustment of the air flow and the camshaft phaser angle are assigned relative to the time required for setting of spark timing is required, considered slow. The air flow actuators are unable to adjust the torque output fast enough to prevent a jump in the torque output when between different pulse modes is changed. For this reason, the spark timing adapted to allow a fast system response and to provide the same torque output when between different ones Pulse modes is changed. For example, the adjustment of the spark timing late, if is switched from a double pulse mode to a single pulse mode, an increase in torque output that would be delivered if the spark timing would be maintained at a constant setting. The Adjusting the spark timing after late prevents the increased Torque output when fuel pulses are combined into a single pulse or a single pulse is generated, as opposed to multiple pulses.

In a multi-pulse mode and during the Katalysatoranspringens the spark timing is retarded, to minimize hydrocarbon production. This spark time can for a given air flow cause a misfire in a single pulse mode. The change in the single-pulse mode, the spark point further after adjust late can, would a stronger one misfire cause. For these reasons should a change to a single-pulse mode not be executed, without first the air flow to reduce at the same time or during the same period of time misfire or to prevent an increase in the torque output.

If operating in the multi-pulse mode is the spark timing after late adjusted, and it is delivered an air flow, which is in the Near one maximum airflow is located, the gearbox of the corresponding engine is located in a neutral position, and a temperature of the engine is in one Temperature range associated with a cold start. An almost maximum airflow For example, an almost full intake manifold and -90% pressure ratio or refer to that the manifold absolute pressure divided by the barometric pressure is greater than or equal to -90%. A neutral position refers to a gearbox not in a driving or reverse gear located. A cold start refers to starting an engine, when the engine is below a predetermined temperature. An engine has a maximum output torque which is a maximum output torque Load carries, when operating in the multi-pulse mode. The maximum output torque and the maximum load in the multi-pulse mode are smaller than the maximum output torque and the load, the single-pulse mode assigned.

The embodiments described below provide tuned torque control architectures for single and / or multi-pulse mode operation. The control techniques are also described for switching between the single and multiple pulse modes. The following architectures also provide techniques for determining when to enable a multi-pulse mode, when to enable a single-pulse mode, and when to switch between single-pulse and multi-pulse modes shall be. Additionally, the following techniques include adjusting the spark advance to provide the same torque output in the single-pulse mode as in the multi-pulse mode to provide a change between modes without a torque output difference. Further, the air flow can be adjusted to prevent misfiring in the change. The techniques consider vehicle operator torque requirements (eg, accelerator inputs and shift inputs for one gear) while minimizing hydrocarbon production and taking into account engine operating conditions (eg, air density and engine oil temperature). The techniques minimize hydrocarbon production during engine startup.

Now up 1 Referring to Figure 1, a functional block diagram of a CTC system is shown 100 which includes a fuel injection mode change for CLO. The CTC system 100 may be configured for a non-hybrid vehicle, a hybrid electric vehicle and / or a SIDI engine. The CTC system 100 has an engine 102 which burns an air / fuel mixture to drive torque for a vehicle based on a driver input module 104 to create. Air is through a throttle valve 112 in an intake manifold 110 sucked. A CTC module 114 , which may be referred to as an engine control module, commands a throttle actuator module 116 to the opening of the throttle valve 112 to regulate the amount of air flowing into the intake manifold 110 is sucked.

Air from the intake manifold 110 gets into cylinder of the engine 102 sucked. The motor 102 can have any number of cylinders. The CTC module 114 can be a cylinder actuator module 120 instruct to selectively deactivate some of the cylinders to improve fuel economy.

Air from the intake manifold 110 is through an inlet valve 122 in the cylinder 118 sucked. The CTC module 114 controls the amount of fuel passing through a fuel injection system 124 containing one or more fuel injectors 125 includes, is injected. The fuel injection system 124 can fuel at a central location in the intake manifold 110 inject, or it may be fuel in several places in the intake manifold 110 inject, such as in the vicinity of the intake valve of each of the cylinders. Alternatively, the fuel injection system 124 Inject fuel directly into the cylinders as shown.

The injected fuel mixes with air and creates an air / fuel mixture in the cylinder 118 , A piston (not shown) in the cylinder 118 compresses the air / fuel mixture. Based on a signal from the CTC module 114 activates a spark actuator module 126 a spark plug 128 in the cylinder 118 which ignites the air / fuel mixture. The timing of the spark may be specified relative to the crankshaft angle at which the piston is at its uppermost position, referred to as top dead center (TDC), the point at which the air / fuel mixture is most compressed.

The combustion of the air / fuel mixture drives the piston down, thereby driving a rotating crankshaft (not shown). The piston then begins to move up again, driving the combustion byproducts through an exhaust valve 130 out. The by-products of combustion are produced by means of an exhaust system 134 ejected from the vehicle. The exhaust gas flows through a catalyst 135 ,

The inlet valve 122 can through an intake camshaft 140 be controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts may control multiple intake valves per cylinder and / or the intake valves of multiple rows of cylinders. Similarly, multiple exhaust camshafts may control multiple exhaust valves per cylinder and / or the exhaust valves for multiple rows of cylinders. The cylinder actuator module 120 may deactivate cylinders by stopping the supply of fuel and spark and / or deactivating their exhaust and / or intake valves.

A CTC module 114 can change the position of the inlet valve 122 and / or the exhaust valve 130 to regulate the amount of intake air and reactive residual gases present in the cylinder (s) 118 be withheld. The CTC module 114 may also affect the operation of the fuel injector (s)) 125 such as on-time or the size of the injector ports to increase the amount of fuel entering the cylinder (s) 118 is injected. The CTC module 114 can also adjust the timing of the exhaust camshaft (s) according to the change in the A / F mixture.

The crankshaft angle at which the intake valve 122 can be opened by an intake cam phaser 148 can be varied relative to the piston TDC. The crank angle at which the exhaust valve 130 can be opened by an outlet cam phaser 150 can be varied relative to the piston TDC. A phaser actuator module 158 controls the intake cam phaser 148 and the exhaust cam phases steller 150 based on signals from the CTC module 114 ,

The CTC system 100 may include a boost pressure device, the pressurized air to the intake manifold 110 supplies. For example 1 a turbocharger 160 dar. The turbocharger 160 is driven by exhaust gases passing through the exhaust system 134 flow, and provides a compressed air charge to the intake manifold 110 , The turbocharger 160 can compress the air before the air enters the intake manifold 110 reached.

A boost pressure control valve 164 may allow exhaust on the turbocharger 160 flows past, reducing the turbocharger output (or boost pressure). The CTC module 114 controls the turbocharger 160 by means of a boost pressure actuator module 162 , The boost pressure actuator module 162 can reduce the boost pressure of the turbocharger 160 modulate by adjusting the position of the wastegate valve 164 is controlled. The compressed air charge is through the turbocharger 160 to the intake manifold 110 delivered. An intercooler (not shown) may dissipate some of the heat of the compressed air charge that is generated when air is compressed, and also because of the proximity to the exhaust system 134 can be increased. Alternative engine systems may include a turbocompressor that supplies compressed air to the intake manifold 110 supplied and driven by the crankshaft.

The CTC system 100 can an exhaust gas recirculation valve (EGR valve) 170 selectively, the exhaust gas back to the intake manifold 110 feeds back. In various implementations, the EGR valve may 170 can after the turbocharger 160 be arranged. The CTC system 100 The speed of rotation of the crankshaft can be measured in revolutions per minute (RPM) using an engine speed sensor 180 measure up. The temperature of the engine coolant may be determined using an engine coolant temperature (ECT) sensor. 182 be measured. The ECT sensor 182 can in the engine 102 or be arranged at other locations where the coolant circulates, such. B. a cooler (not shown).

The pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184 be measured. In various implementations, an engine vacuum may be measured, where engine vacuum is the difference between the ambient air pressure and the pressure in the intake manifold 110 is. The air mass entering the intake manifold 110 can flow using an air mass flow sensor (MAF sensor) 186 be measured. The MAF sensor 186 can be arranged in a housing which the throttle valve 112 includes.

The throttle actuator module 116 can the position of the throttle valve 112 using one or more throttle position sensors (TPS) 190 monitor. The ambient temperature of the air entering the CTC system 100 can be sucked, using an inlet air temperature sensor (IAT sensor) 192 be measured. The CTC module 114 can use signals from the sensors to make control decisions for the CTC system 100 hold true.

The CTC module 114 can with a transmission control module 194 communicate to tune gears in a transmission (not shown). For example, the CTC module 114 reduce the torque during a gear change. The CTC module 114 can with a hybrid control module 196 communicate with the operation of the engine 102 and an electric motor 198 vote. The electric motor 198 may also function as a generator, and may be used to generate electrical energy for use by vehicle electrical systems and / or for storage in a battery. In various implementations, the CTC module 114 , the transmission control module 194 and the hybrid control module 196 be integrated into one or more modules.

To abstract on the various control mechanisms of the engine 102 Any system that varies a motor parameter may be referred to as an actuator. For example, the Drosselaktuatormodul 116 the blade position and thus the opening area of the throttle valve 112 to change. The throttle actuator module 116 may therefore be referred to as an actuator, and the opening area of the throttle may be referred to as an actuator position.

Similarly, the spark actuator module 126 be referred to as an actuator, while the corresponding actuator position is the amount of Zündvorkenvorverstellung. Other actuators include the boost pressure actuator module 162 , the EGR valve 170 , the phaser actuator module 158 , the fuel injection system 124 and the cylinder actuator module 120 , The term actuator position with respect to these actuators may correspond to the boost pressure, the EGR valve opening, the intake and exhaust cam phase angles, the air / fuel ratio, and the number of cylinders activated, respectively.

While the electric motor 198 Torque in series and / or in parallel with the torque output of the engine 102 one should realize that other training courses are within the scope This description should also be considered. For example, the electric motor 198 As one or more electric motors are implemented, the torque directly to wheels 200 Deliver instead of having this through a gearbox 202 passes.

The combined torque of the engine 102 and the electric motor 198 is on an input of the transmission 202 applied. The gear 202 may be an automatic transmission, the gears according to a gear shift command from the CTC module 114 switches. An output shaft of the transmission 202 is with an input of a differential 204 coupled. The differential 204 drives axles and wheels 200 at. wheel speed sensors 206 generate signals that have a speed of their corresponding wheels 200 specify.

The CTC module 114 estimates an engine output torque to be provided based on received sensor signals and other parameters described herein. The CTC module 114 For example, throttle position, air-fuel ratio, valve timing, fuel injection, etc. may be adjusted to provide the estimated engine output torque. Based on a target engine output torque, the CTC module controls 114 Engine devices such that a desired air flow, a desired fuel injection and / or a target spark timing can be achieved. The desired engine output torque may be based on a vehicle operator request (driver request) and / or on a controller, such as a torque output request from a cruise control system. In particular, the CTC module controls 114 the torque output of the engine based on the coordinated torque control methods and systems of the present disclosure.

The sensor signals coming from the CTC module 114 can receive sensor signals from: the MAP sensor 184 , the MAF sensor 186 , the throttle position sensor 190 , the IAT sensor 192 , an accelerator pedal position sensor 195 and other sensors, such as the engine coolant temperature sensor 182 , the engine speed sensor 180 , an ambient temperature sensor 197 , an oil temperature sensor 198 and a vehicle speed sensor 201 , an exhaust gas or catalyst temperature sensor 203 ,

The CTC module 114 stands with the throttle actuator module 116 and a cruise control module in communication. The CTC module 114 receives a throttle position signal from the throttle position sensor 190 and adjusts the throttle position based on the throttle position signal. The CTC module 114 can the throttle 112 using a throttle actuator based on a position of an accelerator pedal 193 Taxes. The throttle actuator module 116 may include a motor or a stepper motor that provides limited and / or coarse throttle position control.

The CTC module 114 can the throttle 112 also based on an input from the cruise control module, such as an axle torque request, using the throttle actuator. The CTC module 114 Also generates an effective pedal position signal representing a throttle position regardless of whether the vehicle operator is accelerator pedal 194 depresses or whether the cruise control module controls the throttle amount.

Air mass, air volume, and air pressure per cylinder may be based on signals from the sensors 184 . 186 determined and / or estimated. The CTC control module 114 may determine a throttle area based on a desired MAP and a desired MAF, and may generate a control signal to control the throttle based on the throttle area. The desired MAP and the desired MAF may be determined based on the engine speed and the torque request signals.

The engine system 100 may also include a sensor 208 for barometric pressure. The sensor 208 for barometric pressure can be used to determine environmental conditions that can be further used to determine a desired throttle area. The desired throttle area may correspond to a specific throttle position.

The CTC system 100 can also have different tables 210 which may be used when a switch is made and / or when there are different functions that are common to the modules of the CTC module 114 are assigned to be executed. Exemplary modules of the CTC 114 be with reference to the embodiments of 2 shown and described. The charts 210 can be tables and / or torque models 212 for single pulse mode as well as tables and / or torque models 214 for the multi-pulse mode. The tables and / or torque models may each be associated with one or more of the steps described with reference to the embodiments of FIGS 3 - 7 to be discribed.

Now up 2 Referring to Figure 1, a functional block diagram of a CTC system is shown 499 shown. The CTC system 499 can be part of the CTC system 400 be. An exemplary implementation of an ECM 500 includes an axle torch ment switching module 504 , The axle torque arbitration module 504 arbitrates between driver input from the driver input module and other axle torque requests. The driver input may be based, for example, on a position of an accelerator pedal. The driver input may also be based on cruise control, which may be an adaptive cruise control that maintains a predetermined following distance.

torque requirements can include both target torque values and ramp requests, such as B. a requirement that the torque up to a minimum Engine shutdown torque decreases in a ramp, or that the torque increases in increments from the minimum engine shutdown torque. The Axial torque requirements can include a torque reduction during wheel slippage of a traction control system is requested. The axle torque requirements may also be Include torque request increases that a negative wheel slip Counteract, in which a tire of the vehicle relative to the Road surface slips, because the axle torque is negative.

The Axial torque requirements can also brake management requirements and torque requirements due to excessive vehicle speed include. Brake management requests can reduce engine torque to make sure that the engine torque output is not the ability exceeds the brakes, to hold the vehicle when the vehicle is stopped. The torque requirements due to excessive vehicle speed can reduce the engine torque output to prevent the Vehicle exceeds a predetermined speed. The axle torque requirements can also of body stability control systems be caused. The axle torque requests may also include engine shutdown requests include as they can be generated, for example, if a critical error is detected.

The axle torque arbitration module 504 outputs a predicted torque and an instantaneous torque based on the results of an arbitration between the received torque requests. The predicted torque is the amount of torque that the ECM 500 is prepared for generation, and it may often be based on the driver's torque request. The immediate torque is the amount of the current desired torque that may be less than the predicted torque.

The Instantaneous torque may be less than the predicted torque to provide torque reserves, as described in more detail below is described, and temporary Torque reductions to meet. By way of example only temporary Torque reductions are requested when there is a vehicle speed a threshold of excessive speed approaches and / or when the traction control system detects wheel slip.

The Instantaneous torque can be achieved by varying engine actuators which respond quickly while slower engine actuators can be used to prepare the predicted torque. For example, can the spark advance be adjusted quickly while the response of the air flow on the cam phaser position and the throttle changes slower in response, there changes the air flow delays in the transport of air in the intake manifold are subjected. In addition, changes will be made in the air flow not manifested as torque variations until the air in one Cylinder was sucked, compressed and burned.

A Torque reserve can be generated by using slower motor actuators determined to produce a predicted torque, while faster motor actuators are determined to be an instantaneous torque which is smaller than the predicted torque. For example a throttle valve can be opened which causes the air flow elevated is prepared and the generation of the predicted torque becomes. Meanwhile, the spark advance can be be reduced (in other words, the spark timing can after late adjusted to the actual engine torque output on the instantaneous torque to reduce.

The Difference between the predicted torque and the instantaneous torque may be referred to as the torque reserve. If a torque reserve is present, the engine torque can quickly from the instantaneous torque be increased to the predicted torque by a faster Actuator is changed. The predicted torque is thereby achieved without it to wait for a change in torque by adjusting one of the slower actuators he follows.

The axle torque arbitration module 504 the predicted torque and the immediate torque may be sent to a propulsion torque arbitration module 506 output. In various implementations, the axle torque arbitration module may 504 that predicted said torque and the instantaneous torque to a hybrid optimization module 508 output. The hybrid optimization module 508 determines how much torque should be generated by the engine and how much torque should be generated by an EM. The hybrid optimization module 508 then outputs modified values of the predicted torque and the immediate torque to the propulsion torque arbitration module 506 out. In various implementations, the hybrid optimization module may 508 in an HCM 509 be implemented.

The predicted torque and the immediate torque generated by the propulsion torque arbitration module 506 are converted from an axle torque domain (torque at the wheels) to a drive torque domain (torque at the crankshaft). This conversion can be done before or after the hybrid optimization module 508 or as part of or instead of this.

The propulsion torque arbitration module 506 mediates between propulsion torque requests, including the converted predicted torque and the converted instantaneous torque. The propulsion torque arbitration module 506 may generate an arbitrated predicted torque and momentary torque. The mediated torques can be generated by selecting a winning request among the received requests. Alternatively or additionally, the mediated torques may be generated by modifying one of the received requests based on one or more other of the received requests.

Other Drive torque requests can reduce torque to protect against excessive engine speed, Torque increases to prevent stalling and torque reductions Required by a TCM to record gear changes. The propulsion torque requests may also result from a fuel cut due to the clutch, which reduce the engine torque output can if the driver in a vehicle with manual transmission that Clutch pedal depresses.

The drive torque requests may also include an engine shutdown request that may be triggered when a critical fault is detected. By way of example only, critical errors may include detection of a vehicle theft, a locked starter motor, problems with electronic throttle control, and unexpected torque increases. For example only, engine shutdown requests may always acquire the switch, thereby outputting them as mediated torques, or they may bypass the switch altogether and simply shut off the engine without regard to torque. The propulsion torque arbitration module 506 may continue to receive these shutdown requests so that, for example, appropriate data may be returned to the other torque requestors. For example, all other torque requesters can be informed that they have lost the switch. The propulsion torque arbitration module 506 may receive a predicted torque and an immediate torque from an RPM control module (not shown).

A reserve / load module 520 receives the mediated predicted torque request and the mediated immediate torque request from the propulsion torque arbitration module 506 , Different engine operating conditions may affect engine torque output. In response to these conditions, the reserves / loads module 520 generate a torque reserve by increasing the predicted torque request.

For example only, a catalyst initiating process or process for reducing cold start emissions may require retarding spark advance for an engine. The reserves / loads module 520 Therefore, it may increase the predicted torque request beyond an immediate torque request to produce a retarded spark for the cold start emissions reduction process. In another example, the air / fuel ratio of the engine and / or the mass air flow may be varied directly, such. By testing the equivalence ratio by means of an interventional diagnostic and / or by purging a new engine. Corresponding torque reserves may be generated to quickly increase the torque to compensate for decreasing changes in engine torque output due to leaning fuel during these processes.

The reserves / loads module 520 may also create a reserve in anticipation of a future load, such as: B. the engagement of an air conditioning compressor clutch or the operation of the power steering pump. The reserve for the engagement of the A / C clutch can be generated when the driver requests the air conditioning for the first time. Then, when the A / C clutch engages, the reserves / loads module can 520 add the expected load of the A / C clutch to the immediate torque request.

An actuation module 524 receives the predicted torque request and the immediate torque request as output from the reserve / load module 520 , The actuation module 524 determines how the predicted torque request and the immediate torque request are achieved. The actuation module 524 may be specific to the engine type, with different control schemes for gasoline engines over diesel engines. In various implementations, the actuation module 524 define the boundary between the modules that are motor independent and the modules that are motor dependent.

For example, the actuation module 524 In a gasoline engine, opening the throttle valve will vary, allowing a wide range of torque control. However, the opening and closing of the throttle valve results in a relatively slow change in torque. Shutting down cylinders also provides a wide range of torque control, but may be similarly slow, with added drivability and emissions issues. A change in spark advance is relatively fast but does not provide as much torque control range. In addition, the amount of torque control possible with the spark (referred to as spark capacity) changes as the air per cylinder changes.

In various implementations, the actuation module 524 generate an air torque request based on the predicted torque request. The air torque request may be equal to the predicted torque request, causing the airflow to be adjusted such that the predicted torque request may be achieved simply by changes in the other actuators.

An air control module 528 may determine desired actuator values for slow actuators based on the air torque request. For example, the air control module 528 control the target manifold absolute pressure (target map), the target throttle area, and / or the target air per cylinder (target APC). The desired MAP may be used to determine a desired boost, and the desired APC may be used to determine desired phaser positions.

In gasoline systems, the actuation module 524 also generate a spark torque request, a cylinder cutoff torque request, and a fuel mass torque request. The spark torque request may be from a spark control module 532 used to determine how much the spark is to retard relative to a calibrated spark advance (which reduces engine torque output). In diesel systems, the fuel mass may be the primary actuator to control engine torque output.

The cylinder deactivation torque request may be from a cylinder control module 536 used to determine how many cylinders should be deactivated. The cylinder control module 536 can the cylinder actuator module 120 instruct one or more cylinders of the engine 102 to disable. In various implementations, a predefined group of cylinders may be disabled together. The cylinder control module 536 can also have a fuel control module 537 It can instruct the fuel delivery to the deactivated cylinders to stop, and it may cause the spark control module 532 instruct to stop the delivery of the spark to the deactivated cylinders.

The fuel mass torque request may be from the fuel control module 537 used to vary the amount of fuel delivered to each cylinder. For example only, the fuel control module 537 determine a fuel mass that gives a stoichiometric combustion when combined with the current amount of air per cylinder. The fuel control module 537 may be the fuel actuator module 539 instruct to inject this fuel mass for each activated cylinder. During normal engine operation, the fuel control module may 537 try to maintain a stoichiometric air / fuel ratio.

The fuel control module 537 may increase the fuel mass above the stoichiometric value to increase engine torque output and reduce fuel mass to reduce engine torque output. In various implementations, the fuel control module may 537 receive a desired air / fuel ratio that is different from the stoichiometry. The fuel control module 537 can then determine a fuel mass for each cylinder that reaches the desired air / fuel ratio.

The approach that the actuation module 524 selects to achieve the immediate torque request can be determined by a mode setting. The mode setting can be sent to the actuation module 524 be supplied, for example, from the drive torque arbitration module 506 , and may indicate an inactive mode, a compliant mode, a maximum range mode, and a self-actuation mode.

In the inactive mode, the actuation module 524 Ignore the immediate torque request and try to reach the predicted torque request. The actuation module 524 Therefore, the spark torque request, the cylinder cutoff torque request, and the fuel mass torque request may be set to the predicted torque request, maximizing the torque output for the current engine airflow conditions. Alternatively, the actuation module 524 set these requests to predetermined (eg, unreachable) levels to disable torque reductions due to spark retard, cylinder deactivation, or reducing air / fuel ratio.

In the pleasing mode, the actuation module 524 attempt to achieve the immediate torque request by adjusting only the spark advance. The actuation module 524 Therefore, the predicted torque request to the air control module 528 and the immediate torque request to the spark control module 532 output. The spark control module 532 will retard the spark as much as possible to try to reach the spark torque request. If the reduction of the target torque is greater than the spark reserve capacity (the amount of torque reduction achievable by the spark retard), the torque reduction can not be achieved.

In the maximum range mode, the actuation module 524 output the predicted torque request as the air torque request and the immediate torque request as the spark torque request. In addition, the actuation module 524 generate a cylinder deactivation torque request that is low enough to the spark control module 532 to allow the immediate torque request to be achieved. In other words, the actuation module 524 reduce the cylinder deactivation torque request (thereby deactivating cylinders) when the reduction in spark advance alone is unable to achieve the immediate torque request.

In the self-actuation mode, the actuation module 524 reduce the air torque request based on the immediate torque request. For example, the air torque request may only be reduced as necessary to the spark control module 532 to allow the immediate torque request to be achieved by adjusting the spark advance. Therefore, the immediate torque request is achieved in the auto-actuation mode while allowing the engine to return to the predicted torque request as quickly as possible. In other words, the use of relatively slow response throttle valve corrections is minimized by reducing the fast response spark advance as much as possible.

A torque estimation module 541 can estimate the torque output of the engine. This estimated torque may be from the air control module 528 be used to control a regulation of engine air flow parameters, such. B. the MAP, the throttle area and the phaser positions execute. For example only, a torque relationship may be defined, such as. 1, wherein the torque (T) is a function of the air per cylinder (APC), the spark advance (S), the intake cam phaser position (I), the exhaust cam phaser position (E), the air / fuel ratio ( AF), the oil temperature (TDC) and the number of activated cylinders (#). T = f (APC, S, I, E, AF, OT, #) (1)

additional Variables can be taken into account such as B. the degree of opening an exhaust gas recirculation valve (EGR valve).

This relationship can be modeled by an equation and / or stored as a look-up table. The torque estimation module 541 may determine the APC based on the measured MAF and the current RPM, thereby enabling air control based on an actual airflow. Corresponding models, equations, and / or tables can be used for single and multiple pulse modes. The used intake and exhaust cam phaser positions may be based on actual positions when the phasers can move to the desired positions. In addition, a calibrated value of the spark advance can be used. This estimated torque may be referred to as an air torque (ie, an estimate of how much torque could be generated in the current airflow independent of the actual engine torque output that fluctuates based on spark advance).

The air control module 528 may generate a desired manifold absolute pressure (desired MAP) signal indicative of a boost pressure scheduling module 541 is issued. The boost pressure scheduling module 541 uses the desired MAP signal to the boost pressure actuator module 542 to control. The boost pressure actuator module 542 then controls one or several turbochargers and / or turbocompressors.

The air control module 528 may generate a desired area signal indicative of the throttle actuator module 543 is issued. The throttle actuator module 543 then regulates the throttle valve to produce the desired throttle area. The air control module 528 may use the estimated torque and / or the MAF signal to perform a control. For example, the desired area signal may be controlled based on a comparison of the estimated air torque and the air torque request.

The air control module 528 may also generate a desired air per cylinder (Target APC) signal to a phaser scheduling module 544 is issued. Based on the desired APC signal and the RPM signal, the phaser scheduling module may 544 the positions of the intake and / or exhaust cam phaser using a phaser actuator module 545 Taxes.

Again on the spark control module 532 Referring to the values of spark advance may be calibrated at different engine operating conditions. For example only, a torque relationship may be inverted to resolve after the desired spark advance. For a given torque request (T _des ), the desired spark advance (S _des ) may be determined based on Equation 2. S _des = T ^-1 (T _des , APC, I, E, AF, OT, #) (2)

This relationship may be embodied by an equation and / or a look-up table. The air / fuel ratio (AF) may be the actual ratio as determined by the fuel control module 540 is specified.

If the spark advance on the calibrated spark advance is set, the resulting torque can be as close as possible at Mean Best Torque (MBT). The MBT refers to the maximum torque generated for a given airflow is when the spark advance elevated will, while Fuel having an octane number greater than a predetermined threshold is used. The spark advance, When this maximum torque occurs, it can act as a MBT spark be designated. The calibrated spark advance can away from the MBT spark For example, due to the fuel quality (for example, fuel with lower octane number) and due to environmental factors. The torque at the calibrated spark advance can therefore be smaller than the MBT.

The ECM 500 can also have a motor capacity module 550 , a multi-pulse mode activation module 552 and a CLO torque reserve module 554 include. The engine capacity module 550 determines torque capacities of the engine in the single and / or multi-pulse mode. The multi-pulse mode activation module 552 generates a multi-pulse actual signal (MPA signal) and a multi-pulse target signal (MPD signal) based on a CLO signal, an engine speed signal (RPM), a barometric pressure signal (BARG), and a corrected torque _reserve signal T _CORR , Examples of how to generate a corrected torque _reserve signal T _CORR are described in U.S. Patent Application No. 12 / 481,913, filed June 10, 2009.

The MPA signal refers to the pulse mode being commanded. The motor operates in the commanded pulse mode upon generation of the MPA signal. The MPA signal is sent to the reserves / loads module 520 , the torque estimation module 541 , the phaser control or actuator modules 544 . 545 , the spark control or actuator modules 532 . 533 and the fuel control or actuator modules 539 . 540 delivered. The MPD signal refers to a steady-state desired pulse mode and is applied to the CLO torque reserve module 554 and the phaser scheduling or actuator modules 544 and 545 delivered. The MPD signal is a leading indicator of the MPA signal and can be used to control the CTC system 499 to prepare for a change between the single and the multiple pulse mode. The MPA and MPD signals are further described below. The CLO torque reserve module 554 generates the corrected torque _reserve signal T _CORR based on the MPD signal and, for example, an air per cylinder signal (APC signal), engine speed (RPM), desired spark advance, coolant temperature, etc.

Determination of activation of the multi-pulse mode

The CTC systems 400 . 499 , which are engine control systems, can operate in a multi-pulse mode with a given spark advance timing when in a CLO mode, referred to as the multi-pulse CLO mode. Numerous different parameters affect a system's ability to meet vehicle operator torque requirements and multi-pulse CLO operating modes. Two of the parameters are the accelerator pedal position and the gearshift state, which may be used when determining whether to operate in single or multiple pulse mode that should. The accelerator pedal position provides vehicle operator intent information, and the transmission shift state is an indicator of engine load. Other parameters may include power steering, air conditioning, etc. These parameters can be assigned to three main categories. The categories are: 1) a flywheel load (brake torque BT _REQ ); 2) a maximum engine torque capacity T _CAP ; and 3) desired engine operating conditions (eg, spark advance) of the multi-pulse CLO mode.

The braking torque BT _REQ refers to the output torque of the engine at the crankshaft. The braking torque BT _REQ can be determined by means of the driving torque switching module 506 be determined. Idle brake torque BT _REQ is based on the transmission temperature, the transmission state (eg, the park, neutral or drive state) and the idle speed of the engine. The braking torque BT _REQ depends on the vehicle operator's requirements (eg accelerator pedal position), the road surface (eg, the wheel friction), and the transmission travel when the driver taps the pedal (eg, a non-driver). zero accelerator pedal position). The braking torque BT _REQ may be determined using Equation 3. BT _REQ = T _ped + T _IDLE = T _ENG - T _Acces (3)

T _ped is the torque requested based on the accelerator pedal position. T _IDLE is the idle _torque when the accelerator pedal is in a zero position (no driver taps), T _ENG is the torque produced by the engine, and T _Acces is the torque used by the engine accessory. The accessory torque T _Acces may include a power steering torque T _PS , an air conditioning torque T _AC , an alternator / generator torque T _G , and so forth.

The maximum engine torque _capacity T _CAP may include a maximum available predicted torque T _prcap and a maximum available _immediate torque T _imcap . The maximum engine torque capacity T _CAP is based on an internal component load of the engine, the operation of the engine accessory (eg, power steering, air conditioning, alternator / generator, etc.) and the air density as well as the fuel quality received from the engine. Air density affects the maximum engine torque capacity because the air density is directly related to the amount of combustible air that the engine can consume. Fuel quality affects the generation of knock and the ability of an engine to produce power.

The Internal component load based on oil and coolant temperature of the engine, with the friction between the engine components and the Air density are related. The friction between the engine components and air density affect the amount of engine pumping losses. The air density is based on the air pressure and the air temperature. The oil and the coolant temperature, the air density, the air pressure and the air temperature can by means of corresponding sensors and modules, which are described above, determined and / or detected. The engine accessory load is based on the Engine RPM RPM, Alternator / Generator State and State the air conditioning clutch (eg, engaged or disengaged).

Of the spark timing will be late adjusted to the emissions during of the multi-pulse CLO mode. The air flow is elevated, to be late adjusted spark timing to maintain and maintain the requested engine torque. A choke can become during the multi-pulse CLO mode in a wide open or nearly wide open state. The air flow rate in the engine can based on the fuel mode, the timing of the spark advance and change the engine RPM RPM. The fuel mode, the timing of the spark advance and the engine speed RPM can for one given ambient condition, causing the air flow rate to change to perform a multi-pulse mode operation. For example, can itself the air flow rate change based on the engine speed at idle, which is based on the coolant temperature to maintain operation in the multi-pulse CLO mode and to provide a requested spark advance timing. The timing of the spark advance is also a function of coolant temperature and the engine speed RPM.

The multi-pulse mode activation module 552 determines whether the air flow rate for maintaining the operation in the multi-pulse CLO mode can be maintained. The multi-pulse mode activation module 552 may activate the multi-pulse CLO mode or a change from the multi-pulse CLO mode to a single-pulse mode based on whether the air flow rate can be maintained. The multi-pulse mode activation module 552 can enable the multi-pulse CLO mode if the air flow rate can be maintained. The multi-pulse mode activation module 552 can switch from the multi-pulse CLO mode to a single-pulse mode if the air flow rate can not be maintained.

The embodiments described below consider the three categories of parameters in the torque domain. The more multiple pulse mode activation module 552 can determine based on equation 4 basic equation) whether the multi-pulse CL (O mode is to be activated or changed from, where CAL _{1 is} a first calibration offset. BT _REQ + T _CORR > T _CAP + CAL ₁ (4)

The multi-pulse mode activation module 552 may set the MPD signal to False or LOW if the brake torque BT _REQ plus the corrected torque _reserve signal T _CORR (for the multi- _pulse CLO mode) is greater than the maximum engine capacity torque T _CAP plus the first calibration offset CAL ₁ . This indicates that the brake torque can not be maintained in the multi-pulse mode and a change to the single-pulse mode is desired.

Well, too 3 Referring to Figure 1, a graph of exemplary brake torque and maximum engine capacity signals is shown. At point A, the brake torque BT _REQ plus the corrected torque _reserve T _{CORR signal} (for the multi- _pulse CLO mode) is approximately equal to the maximum engine capacity torque T _CAP . The arrows 560 represent the corrected torque _reserve signal T _CORR .

The brake torque BT _REQ may be determined by the drive torque arbitration module 506 be determined. The CTC systems 400 . 499 may operate the engine based on the braking torque BT _REQ at an idle speed. The CTC systems 400 . 499 may include timing chain information, such as transmission loads in the park, neutral, and drive states, as well as transmission loads at various engine speeds. The propulsion torque arbitration module 506 receives information from an engine speed control that accounts for unknown loads or errors. The unknown loads or errors may relate to the power steering torque T _PS , road surface changes, alternator / generator torque T _G , and so forth. The brake torque BT _REQ may be determined based on an accelerator pedal position.

The corrected torque _reserve signal T _CORR can be _read by the CLO torque _{reserve module} 554 be determined. The corrected torque _reserve signal T _CORR may be determined based on the timing of spark _advance for a current engine speed and other operating conditions using a torque model. The torque model includes internal engine loads and engine accessory loads. The corrected torque _reserve signal T _CORR may be used to adjust the airflow. The airflow in the multi-pulse CLO mode may be greater than the airflow in the single-pulse mode. The additional airflow may be for the actuation module 524 in the form of an increased predicted torque request.

The maximum engine capacity torque T _CAP may be determined using the torque model with inputs that provide the state of the current operating environment and the engine. The torque model may account for the internal friction of the engine based on engine oil temperature. The torque model may account for accessory loads based on alternator / generator torque, air conditioning condition, and air density estimates. In one embodiment, the maximum engine capacity torque T _{CAP may be determined} based on a current equivalence ratio (burned fuel equivalence ratio). The current equivalence ratio may be equal to a stoichiometric air-fuel ratio divided by a commanded equivalence ratio. The current equivalence ratio is used because of the lack of complete combustion of the fuel during engine cold-start.

The first calibration offset CAL ₁ may be used to set when to switch from the multi-pulse CLO mode to the single-pulse mode. The first calibration offset CAL ₁ may be used to exit the multi-pulse CLO mode early or late relative to a predetermined exit time. The first calibration offset CAL ₁ may also be used to account for possible system calculation errors.

In the following 4 - 6 Methods for operating a CTC system are shown. Now up 4 Referring to Figure 1, a method for activating a multi-pulse CLO mode is shown. The method may be included 600 kick off. At step 602 and 604 can multi-pulse mode activation module 552 determining whether the engine speed RPM is less than a first engine speed threshold RPM _LOW or greater than a second engine speed threshold RPM _HIGH . The multi-pulse mode activation module 552 may include an engine speed criterion used to prevent operation in the multi-pulse CLO mode for a predetermined range of engine speeds. For example, the multi-pulse mode activation module 552 prevent operation in the multi-pulse mode when the engine speed RPM is greater than a predetermined engine speed. In one embodiment, the engine speed is equal to an idle engine speed. In the embodiment shown, when the engine rotation If RPM is less than the first engine speed threshold RPM _LOW or greater than the second engine speed threshold RPM _HIGH , the multi- _{pulse mode} enable _module proceeds 552 to step 610 , otherwise to step 606 Ahead.

At step 606 determines the multi-pulse mode activation module 552 When the ambient air pressure AmbAirPress is less than a predetermined ambient air pressure EnablePress. The multi-pulse mode activation module 552 may include an ambient air pressure criterion. For example, the multi-pulse mode activation module 552 prevent operation in the multi-pulse CLO mode when an ambient air pressure AmbAirPress indicates system operation at a height greater than a predetermined altitude. In the illustrated embodiment, the multi-pulse mode enable module proceeds 552 to step 612 if the ambient air pressure AmbAirPress is less than the predetermined ambient air pressure EnablePress, otherwise it will move forward 608 Ahead.

At step 608 may be the multi-pulse mode activation module 552 determine if Equation 4 is satisfied. The multi-pulse mode activation module 552 can to step 612 progress if Equation 4 is met, otherwise it moves to step 614 Ahead.

At step 610 may be the multi-pulse mode activation module 552 to step 612 progress when operating in the torque-based mode and not in the actuator-based mode. The multi-pulse mode activation module 552 can sustain operation in the multi-pulse CLO mode during a start and then when a start-up whine occurs. A start-up howl refers to a spike or a large increase in engine speed when an engine is started. The CTC systems 400 . 499 may limit the engine speed to a predetermined starting speed when the engine is started. Some torque values generated during an engine-wailing condition may not reflect the torque required for idle engine speed operation and / or to meet driver input torque requests. The values may reflect the torque needed for idle engine speed operation and / or to meet driver input torque requests when the CTC systems 400 . 499 switch from the actuator-based mode to a torque-based mode.

At step 612 may be the multi-pulse mode activation module 552 depending on the current operating mode to maintain the operation in the single-pulse mode or switch to the operation in the single-pulse mode. The change may include setting the MPD signal to LOW and then setting the MPA signal to LOW when the change criteria described below are met.

At step 614 and 616 may be the multi-pulse mode activation module 552 determine when the engine speed RPM is greater than or equal to the first engine speed threshold RPM _LOW or when it is less than or equal to the second engine speed threshold RPM _HIGH . In the illustrated embodiment, when the engine speed RPM is greater than or equal to the first engine speed threshold RPM _LOW, or is less than or equal to the second engine speed threshold RPM _HIGH , the multi-pulse mode enable module proceeds 552 to step 626 progress, otherwise it strides to step 618 Ahead.

The steps 602 and 604 are used for activation (activation pair), and the steps 614 and 616 are used for deactivation (deactivation pair). The thresholds RPM _LOW and RPM _HIGH of step 602 and 604 are in terms of thresholds RPM _LOW and RPM _HIGH , in step 614 and 616 used to provide a hysteresis that prevents switching between modes of operation when using the same or individual thresholds. The thresholds RPM _LOW and RPM _HIGH of step 602 and 604 can be calibrated to be farther apart than the RPM _LOW and RPM _HIGH thresholds of step 614 and 616 ,

At step 618 determines the multi-pulse mode activation module 552 When the ambient air pressure AmbAirPress is greater than or equal to the pre-set ambient air pressure EnablePress. In the illustrated embodiment, the multi-pulse mode enable module proceeds 552 to step 620 progress, if the ambient air pressure AmbAirPress is greater than or equal to the predetermined ambient air pressure EnablePress, otherwise it moves to step 626 Ahead.

At step 620 may be the multi-pulse mode activation module 552 determine if Equation 4 is satisfied. The multi-pulse mode activation module 552 can to step 624 progress if Equation 4 is met, otherwise it moves to step 622 proceeding, in which a crank-air flow mode is evaluated.

At step 622 determines the multi-pulse mode activation module 552 when the CTC system me 400 . 499 operate in a crank air flow mode. The crank-air flow mode refers to a predetermined air flow that is provided during cranking of the engine. The multi-pulse mode activation module 552 walk to step 624 progress when the CTC systems 400 . 499 operate in the crank air flow mode. The procedure of 4 can at step 626 which may include capturing the last MPD state.

At step 624 may be the multi-pulse mode activation module 552 depending on the current operating mode to maintain the operation in the multi-pulse mode or change in the operation in the multi-pulse mode. The change may include setting the MPD signal to HIGH.

Switch to multi-pulse CLO mode and from this

During operation in the multi-pulse CLO mode, the multi-pulse mode enable module may 552 determine if the multi-pulse CLO mode is exited by setting MPD to LOW. The CTC systems 400 . 499 may, under certain conditions, exit the multi-pulse mode (the MPA signal is set to LOW) and return to operation in the multi-pulse mode (the MPA signal is set to HIGH). A change from and then back to the multi-pulse mode may occur, for example, when the accelerator pedal is tapped (the driver requests increased torque output) and the accelerator pedal is then returned to (or closer to) a zero pedal position. This can occur when Equation 4 is satisfied.

The corrected torque _reserve T _{CORR signal} can not be determined for the multi- _{pulse mode when operating} in the single- _{pulse mode} . The multi-pulse mode activation module 552 uses a previous or last stored value of the corrected torque _reserve signal T _CORR (such as that determined in the multi-pulse CLO mode) when the corrected torque _reserve T _{CORR signal} for the multi- _pulse mode can not be determined. During operation in the multi-pulse CLO mode, the multi-pulse mode enable module stores 552 and / or the CLO torque reserve module 554 for example, a value of the corrected torque _reserve T _{CORR signal} in a memory and update it iteratively. This value can be used when determining if Equation 4 is satisfied. Hysteresis calibration can be used to prevent switching into and out of the multi-pulse CLO mode. For example, if the brake torque BT _REQ plus the corrected torque _reserve T _{CORR signal is} within a predetermined range of the maximum engine capacity torque T _CAP plus the first calibration offset CAL ₁ , the multi- _{pulse mode enable module} may 552 without switching between the modes in the single-pulse mode or the multi-pulse CLO mode.

Leaving the multi-pulse CLO mode when a gas pedal is tapped or the transmission gear state is changed can not minimize exhaust emissions. During the CLO, the multi-pulse mode enable module is received 552 Maintains operation in the multi-pulse CLO mode for as long as possible while meeting idle and driver torque requirements. This minimizes emissions.

The procedure of 4 can be used while the multi-pulse CLO mode is active to determine whether to switch from the multi-pulse CLO mode to the single-pulse mode. Other criteria may be used to determine whether the multi-pulse CLO mode and / or the CLO mode should be active, such as coolant temperature, catalyst temperature, and engine run time. For example, the multi-pulse mode activation module 552 prevent operation in the multi-pulse CLO mode, and / or the CTC system 499 may prevent operation in the CLO mode when the coolant temperature is greater than a predetermined coolant temperature. As another example, the multi-pulse mode activation module 552 prevent operation in the multi-pulse CLO mode, and / or the CTC system 499 may prevent operation in the CLO mode when the catalyst temperature (the temperature of the catalyst in the exhaust system) is greater than a predetermined catalyst temperature.

Another criterion may be the engine running time. The multi-pulse mode activation module 552 may prevent operation in the multi-pulse CLO mode, and / or the CTC system 499 may prevent operation in the CLO mode when the engine running time is greater than a predetermined engine running time. The motor runtime can be used as a backup to ensure that the CTC systems 400 . 499 do not operate for more than a predetermined maximum amount of time in the multi-pulse CLO mode. When the CLO mode is terminated because the catalyst temperature criterion or the engine run time criterion has been met, the CTC systems can 400 . 499 continue with an exit ramp mode. The exit ramp mode may include the exhaust and on let camshaft phaser positions are changed ramped and that the torque reserve and the spark timing are changed ramp-like. The exit ramp mode is further described below.

Change control in the CLO mode

The multi-pulse mode activation module 552 may determine whether the CTC systems based on a desired multi-pulse state, a current brake torque load, and engine torque capacities 400 . 499 to switch between the single and the multiple pulse mode. The following techniques provide a seamless change with no increases or decreases in engine output torque (spikes or drops in output torque) between the single and multiple pulse modes.

Well, too 5 Referring to Figure 1, a method of determining when to switch between the single-pulse and multi-pulse modes is shown. The procedure may be at step 700 kick off. At step 702 compares the multi-pulse mode activation module 552 the MPA signal with the MPD signal. The multi-pulse mode activation module 552 walk to step 704 if the MPA signal is not the same as the MPD signal, otherwise it ends in step 706 , The CTC systems 400 . 499 may be operated in the alternate mode if the MPA signal is not the same as the MPD signal.

A minimum spark advance and a minimum spark timing may be determined for the multi-pulse mode and the single-pulse mode while operating in the multi-pulse mode. The engine capacity module 550 may use this information to calculate the minimum torque with the current airflow in the single-pulse mode and with the minimum spark advance. This may be referred to as the minimum instantaneous motor _{capacitance torque} at single _pulse T _CAPMINSP . T _CAPMINSP can be used to determine the authority of the spark _retard over torque when switching from the multi- _{pulse mode to the single-pulse mode} . The change can be performed without torque increase if the brake torque request is greater than T _CAPMINSP .

At step 704 the multi-pulse mode activation module proceeds 552 to step 708 if the MPD signal is LOW (or FALSE), otherwise it goes to step 710 Ahead. At step 710 may be the multi-pulse mode activation module 552 set the MPA signal to HIGH (or TRUE). This switches the operation from the single-pulse mode to the multi-pulse CLO mode. In general, no preparation is needed to switch to the multi-pulse mode because the engine operates in CLO mode with retarded spark and high airflow. This allows the spark timing to be advanced to counteract torque loss when switching to the multi-pulse mode. At step 708 the multi-pulse mode activation module proceeds 552 to step 712 when the brake torque BT _{REQ is} greater than a minimum current engine capacity _torque T _CAPMINSP in the single- _{pulse mode} , otherwise it ends at step 714 , The criterion of step 708 is satisfied because the CLO reserve T _{CORR ramps} to a low value when the MPD signal is set LOW. This reduces the air flow and the minimum instantaneous engine capacity _torque T _CAPMINSP in the single- _{pulse mode} .

The torque criterion can be used to determine when a change can be made. The torque criteria may include determining when the brake torque request or the requested BT _{REQ is} greater than the minimum instantaneous engine capacity _torque T _CAPMINSP in the single- _{pulse mode} . This can be determined based on a current airflow and the minimum spark advance for the single-pulse mode. The torque criteria may include Equation 5, where CAL _{2 is} a second calibration offset. BT _REQ > T _CAPMIN + CAL ₂ (5)

Exemplary signals for the brake torque and the minimum instantaneous engine capacity _torque T _CAPMINSP are in 3 shown. At point A, the multi-pulse mode enable module may be 552 Set the MPD signal to LOW to request a switch to single-pulse mode. At point B, the multi-pulse mode activation module may be 552 set the MPA signal to LOW to switch to single-pulse mode. At point B, the minimum instantaneous engine capacity _torque T _CAPMINSP in the single-pulse mode is approximately equal to the braking torque BT _REQ .

At step 712 the MPA signal is set LOW. This switches the operation from the multi-pulse CLO mode to the single-pulse mode. Before switching to single-pulse mode, sets the multi-pulse mode enable module 552 spark timing to provide enough spark retard for the multi-pulse CLO mode (without providing a spark timing that is less than a minimum spark advance). This reduces the output torque in the multiple Pulse mode is provided with a current air per cylinder (APC) to ensure that the engine generates the same output torque before, during, and after a change from the multi-pulse CLO mode to the single-pulse mode.

When in the CLO mode and one of the criteria is not met to stay in the multi-pulse CLO mode (MPD is LOW), the multi-pulse mode enable module operates 552 the CTC systems 400 . 499 in a change mode. The CTC systems 400 . 499 work during the alternate mode in the multi-pulse mode.

A calibratable alternate torque _reserve is used in the alternate mode instead of the normal calculation to determine the corrected torque _reserve signal T _CORR . The alternate torque _reserve is less than the normal corrected torque _reserve T _{CORR signal} (of the multi- _pulse CLO mode) to reduce airflow and _{retard the spark timing} .

The brake torque BT _REQ can be satisfied if Equation 5 is satisfied. The multi-pulse mode activation module 552 can set the MPD signal to LOW to request a change to single-pulse mode. Before changing from the multi-pulse mode to the single-pulse mode, the exit ramp mode is activated.

Since a smaller torque _reserve is requested when changing from the multi- _{pulse mode} to the single- _{pulse mode} or during the alternate _mode , the minimum present engine capacity _torque T _{CAPMINSP is reduced} in the single- _{pulse mode} (current minimum-spark air for the single- _{pulse mode} ) as the airflow decreases becomes. When the accelerator pedal is depressed beyond a predetermined position and the air flow is constant for a period of time, the brake torque is increased to satisfy Equation 5. A calibratable offset may be added to the minimum current engine capacity _torque T _CAPMINSP to adjust the time in the alternate _mode or the shift time.

A change to the multi-pulse CLO mode is performed without a misfire or a torque dip (spike or break in engine output torque) when the re-enter the multi-pulse CLO mode is met (the MPD signal changes to HIGH). Switching back to the multi-pulse CLO mode can be done when the CTC systems 400 . 499 operate with an airflow greater than a predetermined airflow, and the spark timing is retarded to less than a predetermined angle. This is because the multi-pulse mode relative to the single-pulse mode may use increased airflow and spark retard timing. The airflow and / or spark timing are adjusted to achieve the same engine torque output in the multi-pulse mode as in the single-pulse mode. In one embodiment, the airflow may be kept constant, and the spark timing may be adjusted based on a current APC.

Of the spark timing can be set to a minimum spark advance after late be adjusted when in both the CLO mode and in the single-pulse mode working to minimize emissions. That's why a change to the multi-pulse mode requires minimal preparation have, since the Zündvorkenvorverstellung is at a minimum. Switching in the multi-pulse mode can occur on request.

The The above techniques provide a controller for a quick change between single and multiple pulse mode control during torque criteria Fulfills and running a CLO with minimal emissions.

Change control when leaving of the CLO

Once it is determined that a CLO mode is complete, the multi-pulse mode enable module 552 leave the multi-pulse mode in a predetermined period of time to avoid overheating of the catalyst. Exiting the multi-pulse mode is performed with minimal changes in engine output torque. The multi-pulse CLO mode change control can be performed due to driver intervention (switching to driving or tapping the accelerator pedal). The change control for exiting the multi-pulse CLO mode can be performed without driver intervention. The change control upon exiting the multi-pulse CLO mode may be performed when the engine is operating at an idle speed.

Now up 6 Referring to Figure 1, a method for exiting the multi-pulse CLO mode is shown when the CLO mode is completed. The procedure may be at step 750 kick off. At step 752 determines the multi-pulse mode activation module 552 whether the multi-pulse CLO mode is completed. The multi-pulse mode activation module 552 walk to step 754 when the multi-pulse CLO mode is completed.

At step 754 signals the multi-pulse mode enable module 552 the phaser scheduling module 554 and the CLO torque reserve module 554 in that the phase-out phase is active for the multi-pulse CLO mode. The phaser scheduling module 544 changes the cam phasors ramp-like to positions for the single-pulse change. The positions provide stable combustion for both single and multi-pulse modes. The CLO torque reserve module 554 alters the corrected torque _reserve signal T _{CORR ramped} to a torque _reserve that provides air flow and spark _advance that are optimal for transition to the single pulse at idle. In one embodiment, the multi-pulse mode activation module uses 552 a first spark timing or a first spark advance when in the multi-pulse CLO mode and a second spark timing or spark advance when in the single-pulse mode. The first and second positions of the spark advance are provided such that the engine output torque is the same for both the single and multi-pulse modes. This change in spark advance is performed using the same instantaneous spark spark torque request across the shift while switching between the torque map or torque models of the multi-pulse mode and the torque maps or models of the single-pulse mode. This weakens a torque delta.

At step 756 can the CTC systems 400 . 499 can be calibrated to be ramped to common operating points from operating points used to provide efficient CLO in the multi-pulse CLO mode. In order to minimize the changes in engine output torque, thereby rendering the change unnoticeable to a driver, a ramp method is used for the cam phasers and the corrected torque _reserve T _CORR signal. The ramping process reduces airflow and increases spark advance. The time to execute the ramping process may be adjusted based on the rates at which the camshaft _phaser , corrected torque _reserve T _{CORR signal} , airflow, and spark _timing are adjusted. The ramp-like change can occur over a period of about 1-2 seconds (exit ramp active level). The time to exit the multi-pulse CLO mode when the CLO mode is completed may be longer than the time to exit the multi-pulse CLO mode if the CLO is not completed.

At step 758 Switches the multi-pulse mode enable module 552 from the multi-pulse CLO mode to the single-pulse mode when the airflow and phasers are at the common operating points. The switching includes a switchover in spark advance from the spark advance used in the multi-pulse CLO mode to the spark advance used in the single-pulse mode. The spark advance is adjusted based on a consistent torque request via the change. A first torque model may be used in the multi-pulse torque mode, and a second torque model may be used in the single-pulse mode. The spark advance for single and multiple pulse modes may be based on the corresponding torque models.

at an embodiment occurs switching between modes when the air flow, the Torque reserve and / or the phaser positions for a predetermined and / or calibratable duration at the common operating points are located. In another embodiment occurs the change between the modes when the air flow, the Torque reserve and / or the Phasenstellerpositionen to the common Operating points, and based on other engine operating parameters on, such as the brake torque and the minimum instantaneous motor capacity for the single-pulse mode. In these embodiments, the switching may be based on a fulfillment of Equation 5 are based.

Now up 7 Referring to Figure 1, a graph of example engine control signals is shown. The engine control _signals include an engine speed signal RPM, an exhaust camshaft position _signal CAM _exh , an intake camshaft position signal CAM _int , a corrected torque _reserve signal T _CORR , an airflow signal MAP, a spark _timing signal SPK _ADV , an idle integral signal IDLE _int , a split active signal MPM and a single _late -mode single- _late signal. The signals represent an engine start, an operation in the multi-pulse CLO mode, an operation in the ramp mode and / or the alternate mode, and a switch between the multi-pulse CLO mode and the single-pulse mode.

A first vertical line 800 Identifies when an engine is running. A second vertical line 802 identifies when a switchover from an actuator-based control to a torque-based control is performed. For example only, a first duration 803 between starting the engine and switching CTC systems 400 . 499 from the actuator-based controller to the torque-based controller is about 1.0 second. A third vertical line 804 identifies when the multi-pulse CLO mode is completed and a catalyst is at a predetermined temperature. A fourth vertical line 806 identifies when switching occurs between the multi-pulse and single-pulse modes. By way of example only, a second duration or duration may be used 807 between the multi-pulse and single-pulse modes is about 2-3 seconds.

During startup, the engine speed is increased by cranking the engine. The cranking speed is indicated by the section 808 of the engine speed signal RPM identified. The engine speed tends to increase or howl after the engine is running, as through the section 810 is identified. This is because the manifold pressure is at ambient pressure and the engine generates a correspondingly high torque output. The manifold pressure is not pumped down until the engine is running at a predetermined engine speed. The engine speed is limited to a predetermined maximum engine speed. To limit the engine speed, the spark advance can be retarded as indicated by the section 812. of the spark timing _signal SPK _ADV . For example only, the spark advance may be at approximately 10 ° at start and -15 ° during multi-pulse CLO mode.

The CTC systems 400 . 499 may operate in the single-late mode while the engine is cranking, and may switch to operation in the multi-pulse CLO mode when the engine is running, as shown by the MPM and single _late signals. The CTC systems 400 . 499 activate an engine speed control (in the speed control mode SPDR) when switching to the torque-based control as indicated by the increase of the idle integral signal IDLE _int 814 is shown to correspond to the predicted torque requests.

After switching to the torque-based control and during the multi-pulse CLO mode, the exhaust and intake camshaft positions can be ramped up to predetermined positions, as in FIG 816 . 818 is shown. For example only, the intake and exhaust camshaft positions may be ramped up to about 10 ° and 15 °, respectively. The corrected torque _reserve signal T _CORR is initialized, determined, and requested when the torque-based control is activated. The initialization of the torque reserve is described below. For example only, the third duration 821 between engine run-off and intake and exhaust camshaft positioning for the multi-pulse CLO mode is about 1.5 seconds.

After the CLO mode is completed, the exhaust and intake camshaft position, the corrected torque _reserve T _{CORR signal} , the airflow, and the spark _{advance may be ramped down} to predetermined operating points, as described above and in _{US Pat} 820 . 822 . 824 . 826 and 828 is shown. The intake and exhaust camshaft positions may return to the same positions they were in before the engine was started or to certain other positions. The throttle position is changed to reduce the airflow. For example only, the spark advance may increase by about 5-8 ° during the alternate mode, where switching between the multi-pulse mode and the single-pulse mode decreases by about 1-3 ° and increases by about 5 ° after switching to the single-pulse mode for idle speed operation. The corrected torque _reserve signal T _CORR may _{ramp down} at a faster rate than the intake and exhaust camshafts to a fourth or settling duration 829 before switching to single-pulse mode. For example only, the settling time can be 0.5 seconds. When switching to single-pulse mode, the spark advance can be retarded as in 830 is shown. This provides the same engine output torque before and after the switchover.

After switching to the single-pulse mode, the spark timing may increase in a ramp, and the airflow may decrease in a ramp, as in FIG 832 . 834 shown for the idle speed operation. This can be accomplished by _{ramping down} the corrected torque _reserve T _CORR signal to _0Nm .

Torque system Reserveinitialisierung

There is a point where the CTC systems 400 . 499 from a startability mode, which has a direct timing of actuators for the cranking, starting and Aufirulsteuerung, switch to the torque-based control, which sets the timers based on torque requests. This will be in 7 through the vertical line 802 identified. When the CTC systems 400 . 499 to switch to torque based control, the speed control (of the speed control module SPDR) may be activated if a zero accelerator pedal position exists, otherwise the torque based control is activated.

Around jumps in the actuator torque requirements (torque requirements, which differ by more than a predetermined value) during the Change to prevent the torque-based control is an initialization technique performed. The initialization technique becomes used before and after the change the actuator torque requirements correspond to.

The initialization technique includes converting an airflow request from the starting controller to a predicted torque request using a torque model. The idle speed control module SPDR and the torque reserve system (reserve / load module 520 ) are then initialized to provide the predicted torque request. Initializing the idle speed control module SPDR and the torque _{reserve system} includes: A) setting the corrected torque _reserve T _{CORR signal} (which may be referred to as a cold start emission torque reserve CSETR) equal to a torque associated with a desired spark advance at cold start and a current air flow is supplied; B) determining an integral value SCPIV predicted according to the speed control; and C) setting a delta reserve ΔR equal to the cold start emission torque reserve CSETR minus a steady state SPDR torque reserve SSTR. The predicted torque reserve or torque reserve PTR provided to the propulsion torque arbitration module 506 may be a function of the cold start emission torque reserve CSETR, the torque control predicted integral value SCPIV and the delta reserve ΔR as shown by Equation 6. T _PR = f {CSETR, SCPIV, ΔR} (6)

The speed control predicted integral value SCPIV is equal to a startability predicted torque SPT minus the cold start emission torque reserve CSETR minus the transmission load minus the steady state SPDR torque reserve SSTR, as shown by Equation 7. The delta reserve is shown in Equation 8. SCPIV = SPT - CSETR - SSTR (7) ΔR = CSETR - SSTR (8)

The spark advance, which is used to limit the engine speed during startup, is translated into a SPARK _limit torque value. The idle speed control module SPDR is then initialized to provide the torque value SPARK _limit by providing a speed control instantaneous integral value equal to the torque at startup (for spark advance and current airflow) minus the transmission load.

The above torque-based control, speed control, idle control, startability control, and airflow control may each be performed by one or more of the propulsion torque arbitration module 506 , the idle speed control module SPDR, the reserves / loads module 520 , the multi-pulse mode activation module 552 and the air control module 528 and / or performed by respective modules and / or systems for torque-based control, speed control, idle control, and airflow control.

Air flow initialization at MPM change

The airflow can remain constant when between the multi-pulse CLO mode and the single-pulse mode (from the multi-pulse CLO mode in single-pulse mode or vice versa). A ramp-like change of the air flow can occur after the change. This allows the airflow control, react quickly to adjust the generated torque (um Withhold torque or additional Generate torque) to deliver the same torque output when fuel pulses combined at a cylinder event or to be shared. The air flow can be kept at a constant level to the algorithms for air estimation and to improve fuel delivery. This can be done because the air can not be used to counteract the torque change, when pulses are split or combined. A cylinder event can affect a combustion cycle event of a cylinder or refer to a clock of a cylinder.

The Multi-pulse cold start emission control is active during cold starts when the ability to Estimate the air and to determine the fuel mass for a specific air mass limited is. Transitions in the airflow can they Influencing emission tax negatively. A cold start emission air flow control prevents transitions in the airflow and provides controlled and incremental or ramp-like changes in the air flow, if a change in the air flow is requested.

When there is a change from the multi-pulse mode to the single-pulse mode or vice versa, the CTC systems switch 400 . 499 between torque models. This changes the relationship between torque and actuator requirements. Another torque request can be generated in order to achieve a constant flow of air. For example, when switching from a multi-pulse mode to the single-pulse mode, a torque request (for the single-pulse mode) may be generated that is greater (to achieve the same large flow at single-pulse with the torque request higher) than a current torque request (for the multi-pulse mode). to deliver or allow the same airflow.

Equation 9 may be used to determine a desired air torque T _des at idle, where BT _{PredDes is} a predicted setpoint brake torque and ΔR is the change in reserve torque. T _Des = BT _PredDes + ΔR (9)

According to Equation 9, the target APC may be equal to the inverted torque model or the target air torque T _Des . A desired APC commanded prior to switching between the multi-pulse and single-pulse modes may be stored to allow for APC adjustment throughout the transition. For example, when switching from the multi-pulse CLO mode to the single-pulse mode, equations 10 and 11 may be used to determine the desired multi-pulse mode APC and single-pulse mode APC. APC _DesMPM = ITM _MPM {BT _PredDes , ΔR _MPM } = APC _saved (10) APC _DesSPM = ITM _SPM {BT _PredDes , ΔR _SPM } (11)

APC _DesMPM is the target APC for multi-pulse CLO mode. ITM _MPM is the inverted torque model for the multi-pulse CLO mode as a function of the predicted setpoint brake torque from the idle speed control module SPDR at idle and the delta reserve for the multi-pulse CLO mode. The inverted torque model for the multi-pulse mode may be a function of the predicted setpoint brake torque from the idle speed control module SPDR at idle plus the delta reserve for the multi-pulse CLO mode. APC _saved is the saved target APC. ITM _SPM is the inverted torque model for the single-pulse mode as a function of the predicted setpoint brake torque from the idle speed control module SPDR at idle and the delta reserve for the single-pulse CLO mode. The single-pulse mode inverted torque model may be a function of the predicted setpoint brake torque from the idle speed control module SPDR at idle plus the delta reserve for the single-pulse mode CLO mode. Equation 12 can be derived from equations 10 and 11. APC _savedMPM = ITM _SPM {BT _PredDes , ΔR _MPM } (12)

_Transforming equation 12 for torque-based control provides equation 13, where TME _{APCSPM is} a torque _{model estimate of} the APC for the torque, wherein the single- _pulse torque _{model uses} the stored target APC from the multi-pulse CLO mode. TME _APCSPM = BT _PredDes + ΔR _MPM (13)

The delta reserve for the single pulse mode ΔR _SPM can be determined using equation 14. ΔR _SPM = TME _APCSPM {APC _savedMPM } - BT _PredDes (14)

According to the above provides the airflow torque request the same air flow before, while and after switching between the single and multiple pulse modes. The reserves / loads module or backup system can be initialized about the air torque request using the predicted setpoint brake torque to deliver. The airflow requirement can change, when different brake torque requests are supplied, which can be based on driver input. If a driver to the same time lets go (the accelerator pedal is returned to the zero pedal position), to which this initialization carried out the corresponding brake torque request decreases. To the The initialization is performed to compensate for the torque reserve to deliver that saved before the change during the decrease of the air flow has been. The torque reserve and / or the predicted setpoint brake torque from Equation 14 saved and used when the driver lets go before the change.

If a driver taps (the accelerator pedal is depressed) at the same time as this initialization is being performed, the corresponding brake torque request increases. The airflow may be maintained at a constant level when the predicted driver brake torque is constant. The air flow is increased when the driver taps. In this case, Equation 15 may be used in lieu of Equation 14, where BT _{PredDesSaved is} the pre-transition predicted setpoint brake torque from the idle speed control module SPDR idle. ΔR _SPM = TME _APCSPM {APC _savedMPM } - BT _PredDesSaved (15)

Fast actuator control

The target braking torque (Kurbelwel len torque) or the torque output of the engine is tracked when a change from the multi-pulse CLO mode to the single-pulse mode or vice versa is performed to prevent torque discontinuities in the torque output. Discontinuities, such as cracks, breakouts or slack, are prevented in the torque output at idle. This is accomplished by generating a torque request based on driver input torque requests (eg, accelerator pedal position) and / or torque for idle speed control. The requested torque is delivered by means of a fast actuator control. Fast actuators are controlled with an immediate torque request.

A Immediate torque request is for the torque output, after and while of the change (over this) between the single and multiple pulse CLO mode. A Torque model relationship of engine output torque at the time the spark advance changes based on the operation in the multi-pulse CLO mode and the Operation in single-pulse mode. When changing with a fixed Instantaneous Zündfunkendrehmomentanforderung For example, the timing of the spark advance is changed to to achieve the same torque before and after the change. typically, becomes the timing of the spark advance after late adjusted when at the same air flow from the multi-pulse mode is switched to single-pulse mode. An initialization will carried out, this consistent immediate torque request through the switch to deliver when the immediate torque request from the Engine operating conditions is derived, which include the multi-pulse mode can.

The The techniques described above provide for operation in a multi-pulse mode and take into account various factors, such as the transmission state, the Driver torque request, air density, engine temperature, etc. The techniques minimize the cost of the catalytic converter through improved emission controls, during or at the same time A good driveability is created over time. With the reduced Emission generation, for example, is a reduced level of catalysis needed in an exhaust system. The techniques have minimal calibration settings and minimize The changes the torque output during a change between the single and multiple pulse mode.

The broad teachings of revelation can be found in a variety of forms are implemented. Although this revelation has specific examples, the true scope of the disclosure therefore not limited to these be there other modifications for the experienced practitioner studying the drawings, the Description and the following claims.

Claims (19)

System for coordinated torque control (CTC system), this includes: an engine capacity module that has a torque capacity of a Determined motor and which generates a signal of a maximum engine torque capacity; one Multi-pulse activation module that activates a multi-pulse mode, the injection of at least two fuel pulses in one Cylinder of the engine during includes a combustion cycle, wherein the multi-pulse activation module a multi-pulse command signal for the operation in the multi-pulse mode based on the signal of maximum engine torque capacity, a catalyst response signal, a brake torque request signal and generates a corrected torque reserve signal; and one Torque reserve module for a catalyst initiating the corrected torque reserve signal generated based on the multi-pulse command signal. The CTC system of claim 1, wherein the multi-pulse mode activation module the multi-pulse command signal based on an engine speed signal and generates a signal of barometric pressure. The CTC system of claim 1, wherein the torque reserve module for the Catalyst trigger the signal of the corrected torque reserve based on a signal of one air per cylinder and an engine speed signal generated. The CTC system of claim 1, further comprising: one Reserve and load module that outputs based on the signal the corrected torque reserve generated; and an actuator module, an air torque request signal and a spark torque request signal generated based on the output. The CTC system of claim 1, wherein the multi-pulse activation module from the multi-pulse mode to a single-pulse mode when a Sum of the brake torque request signal and the signal of corrected torque reserve greater than the signal of the maximum Engine torque capacity plus an offset or equal to this. The CTC system of claim 1, wherein the multi-pulse activation module the operation in the multi-pulse mode is activated when the speed of the engine is within a first predetermined range and the ambient air pressure is greater than one is predetermined air pressure. The CTC system of claim 6, wherein the multi-pulse activation module a multi-pulse command signal state maintains, when the engine speed is within a second predetermined range lies. The CTC system of claim 1, wherein the multi-pulse activation module a multiple pulse actual signal is generated to switch from the multi-pulse mode to a single-pulse mode, when a brake torque request signal is greater than a minimum current engine capacity torque for the Single pulse mode plus an offset or equal to it. The CTC system of claim 1, wherein the multi-pulse activation module in the multi-pulse mode changes when the multi-pulse command signal indicates a multi-pulse mode request and the multi-pulse actual signal indicates a single-pulse mode request. The CTC system of claim 1, wherein the multi-pulse activation module in a single-pulse mode, when the multi-pulse target signal a Single Pulse Mode Request indicates a multiple pulse actual signal Indicates multiple pulse mode request and the brake torque request signal greater than a minimum instantaneous motor capacity torque for the single pulse mode plus an offset is. The CTC system of claim 1, wherein the multi-pulse activation module triggers an exit ramp mode, to switch from the multi-pulse mode to the single-pulse mode when a Katalysatoranspringmodus is completed. The CTC system of claim 11, further comprising a phaser scheduling module includes a phaser positioning during the exit ramp mode changed like a ramp. CTC system according to claim 11, the further one Air flow actuator module includes, that the air flow while of the exit ramp mode based on ramping the Signal of the corrected torque reserve changed in a ramp, in which the torque reserve module for the catalyst initiating during of the exit ramp mode for the ramp-like changing the corrected torque reserve signal during the exit ramp mode provides. CTC system according to claim 11, the further one Spark actuator includes igniting while of the exit ramp mode based on a ramp-like change of the Signal of the corrected torque reserve changed in a ramp, in which the torque reserve module for the catalyst will cause the signal of the corrected to ramp up Torque reserve during the Output ramp mode provides. CTC system according to claim 1, the further one Spark actuator which includes a spark timing based on a multiple pulse actual signal, in which the multi-pulse activation module generates the multiple-pulse actual signal, to switch from the multi-pulse mode to a single-pulse mode, in which the spark actuator module the spark timing the engine is late adjusted when from the multi-pulse mode to the single-pulse mode is switched, and wherein the spark actuator module the spark timing so late adjusted that a first output torque of the motor, during the Multiple pulse mode is generated, a second output torque the engine is the same during the of the single-pulse mode is generated. CTC system according to claim 1, wherein the multi-pulse command signal generated based on the signal of the corrected torque reserve will, and wherein the multi-pulse command signal is the same as that Signal of the corrected torque reserve is when the CTC system operates in the multi-pulse mode. Method for operating a system for coordinated Torque control (CTC system), comprising: a torque capacity of a Motor is determined and generates a signal of maximum engine torque capacity becomes; a multi-pulse mode is activated, the injection of at least two fuel pulses in a cylinder of the engine while a combustion cycle; and a multi-pulse command signal for the Operation in the multi-pulse mode based on the signal of the maximum Engine torque capacity, a catalyst-initiating signal and a brake torque request signal is produced, wherein the multi-pulse command signal is based on a signal of a corrected torque reserve is generated. The method of claim 17, wherein the multi-pulse mode is activated when a sum of the brake torque request signal and the signal of the corrected torque reserve is smaller than that Signal of maximum motor torque capacity plus an offset. The method of claim 18, further comprising the output torque of the engine is kept at a constant level when between the multi-pulse mode and a single-pulse mode is changed by a spark timing of the engine by generating a torque request and a use of a torque model is set on the Multi-pulse mode and a single-pulse mode based.

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