DE102013200191A1 - Method for controlling supply of fuel to motor in hybrid vehicle, involves generating request to operate motor in fuel cut-off (FCO) state, and determining fault in oxygen sensor based on response to transition process - Google Patents

Abstract

The method involves selectively generating a request to perform transition process for operating the motor (102) in FCO state by fat fuel supply. The supply of fuel to the motor is controlled in response to request so as to perform the transition process. The fault in exhaust gas oxygen sensors (136,137) is determined based on the response to the transitions process. The motor of the hybrid vehicle is controlled using hybrid control module (196) to generate the selective response.

Description

REFER TO RELATED APPLICATIONS

This application claims the benefit of US Provisional Application No. 61 / 585,811, filed January 12, 2012. The disclosure of the above application is incorporated herein by reference in its entirety.

TERRITORY

The present disclosure relates to hybrid vehicle control systems and methods, and more particularly to fuel cutoff control systems and control methods.

BACKGROUND

The background description provided herein is for the purpose of generally illustrating the context of the disclosure. Both the work of the present inventors, to the extent that it is described in this Background section, and aspects of the description, which are not otherwise considered to be prior art at the time of filing, are neither express nor implied Technique against the present disclosure approved.

Internal combustion engines combust an air and fuel mixture in cylinders to drive pistons, which generates drive torque. An air flow into the engine is regulated by means of a throttle. More specifically, the throttle adjusts a throttle area, which increases or decreases the flow of air into the engine. As the throttle area increases, the flow of air into the engine increases. A fuel control system adjusts the rate at which fuel is injected to deliver a desired air / fuel mixture to the cylinders and / or to achieve a desired torque output. Increasing the amount of air and fuel delivered to the cylinders increases the torque output of the engine.

In spark ignition engines, a spark triggers the combustion of an air / fuel mixture that is delivered to the cylinders. In compression-ignition engines, the compression in the cylinders burns the air-fuel mixture delivered to the cylinders. Spark timing and airflow may be the primary mechanisms for adjusting the torque output of the spark-ignition engines, while fuel flow may be the primary mechanism for adjusting the torque output of the compression-ignition engines.

Engine control systems have been developed to control the engine output torque to achieve a desired torque. However, conventional engine control systems do not control engine output torque as accurately as desired. Further, conventional engine control systems do not provide a fast response to control signals or tune engine torque control between various devices that affect engine output torque.

SUMMARY

A monitoring module selectively generates a request: a transition from supplying a rich fuel supply to an engine to operate the engine in a fuel cutoff state (FCO state); and / or a transition from operating the engine in the FCO state to provide a rich fueling to the engine. In response to a response to the request, the monitoring module selectively controls fueling to the engine to perform at least one of the transitions; and selectively determines whether there is a fault in a component based on a response to the at least one of the transitions. A hybrid control module controls an electric motor of the hybrid vehicle and selectively generates the response.

A control method for a hybrid vehicle includes: (i) selectively generating a request: (a) a transition from supplying rich fuel to an engine to operate the engine in a fuel cut state (FCO state); and / or (b) transitioning from operating the engine in the FCO state to provide rich fueling to the engine; (ii) that in response to a response to the request: (a) the fuel supply to the engine is selectively controlled to perform at least one of the transitions; and (b) selectively determining, based on a response to the at least one of the transitions, whether there is a fault in a component; that an electric motor of the hybrid vehicle is controlled by using a hybrid control module; and that the response is selectively generated using the hybrid control module.

Further fields of application of the present disclosure will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

1A - 1B Functional block diagrams of an exemplary hybrid vehicle system according to the principles of the present disclosure include;

2 FIG. 10 is a functional block diagram of an exemplary engine control system in accordance with the principles of the present disclosure; FIG.

3 another functional block diagram of the engine control system according to the principles of the present disclosure;

4A - 4B FIG. 10 is a flowchart illustrating an example method of requesting fuel cutoff and controlling its performance in accordance with the present disclosure; FIG. and

5 FIG. 10 is a flowchart illustrating an example method for responding to the request for fuel cutoff and controlling its performance in accordance with the present disclosure.

DETAILED DESCRIPTION

Hybrid vehicles include an internal combustion engine and one or more electric motors or motor generator units. Under certain circumstances, the supply of fuel to the engine may be shut off. For example, the fuel may be shut off during deceleration to avoid unnecessary fuel consumption during deceleration. While the fuel is off, the electric motor or motors may provide torque to propel the vehicle, convert mechanical energy into electrical energy for use and / or storage, and / or perform other functions.

The fuel may also be turned off to determine if there is a malfunction in a component. For example only, a response of an exhaust gas oxygen sensor to one or more transitions from rich fueling to lean fueling and / or vice versa may be monitored to determine if there is a fault in the exhaust gas oxygen sensor. The lean fueling may be accomplished by shutting off the fuel to the engine while pumping air through the engine as the engine rotates.

Now up 1A 1, a functional block diagram of an example hybrid vehicle system is shown 100 shown. The hybrid vehicle system 100 has an engine 102 which burns an air / fuel mixture to drive torque for a vehicle based on a driver input from a driver input module 104 to create. Air is through a throttle valve 112 in an intake manifold 110 admitted. For example only, the throttle valve 112 include a butterfly valve with a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116 , and the throttle actuator module 116 regulates the opening of the throttle valve 112 to control the amount of air flowing into the intake manifold 110 is admitted.

Air from the intake manifold 110 gets into cylinder of the engine 102 admitted. Although the engine 102 may have a plurality of cylinders is for illustration purposes a single representative cylinder 118 shown. For example only, the engine 102 2, 3, 4, 5, 6, 8, 10 and / or 12 cylinders. The ECM 114 can be a cylinder actuator module 120 to selectively deactivate some of the cylinders, which may improve fuel economy under certain engine operating conditions.

Although the engine 102 is described as operating using a four-stroke engine cycle, the engine may 102 work additionally or alternatively using another suitable combustion cycle. The four strokes described below are referred to as the intake stroke, the compression stroke, the combustion stroke, and the exhaust stroke. During each revolution of a crankshaft (not shown), two of the four strokes occur in the cylinder 118 on. Therefore, two crankshaft revolutions are for the cylinder 118 necessary to go through all four bars.

During the intake stroke, air is released from the intake manifold 110 through an inlet valve 122 in the cylinder 118 admitted. The ECM 114 controls a fuel actuator module 124 that controls the fuel injection to achieve a target air-fuel ratio (target EQR). An EQR refers to a ratio of an air / fuel mixture to a stoichiometric air / fuel mixture.

Fuel may be in a central location or in multiple locations, such as Near the inlet valve 122 each of the cylinders, in the intake manifold 110 be injected. In various implementations (not shown), the fuel may be injected directly into the cylinders or into mixing chambers associated with the cylinders. The fuel actuator module 124 can the injection stop fuel in the cylinders that are disabled.

The injected fuel mixes with air and creates an air / fuel mixture in the cylinder 118 , During the compression stroke, a piston (not shown) compresses in the cylinder 118 the air / fuel mixture. The motor 102 may be a compression-ignition engine, in which case the compression in the cylinder 118 ignites the air / fuel mixture. Alternatively, the engine 102 a spark ignition engine, in which case a spark actuator module 126 a spark plug 128 in the cylinder 118 based on a signal from the ECM 114 activated, which ignites the air / fuel mixture. The timing of the spark may be specified relative to the time that the piston is at its uppermost position, referred to as top dead center (TDC).

The spark actuator module 126 may be controlled by a timing signal specifying how far before or after TDC the spark is to be generated. Since the piston position is directly related to crankshaft rotation, the operation of the spark actuator module may 126 be synchronized with the crankshaft angle. In various implementations, the spark actuator module may 126 stop the delivery of the spark to the deactivated cylinders.

Generating the spark may be referred to as an ignition event. The spark actuator module 126 may have the ability to vary the timing of the spark for each firing event. The spark actuator module 126 may even be able to vary the spark timing for a next firing event when a spark timing is changed between a last firing event and the next firing event.

During the combustion stroke, the combustion of the air / fuel mixture drives the piston away from the TDC, thereby driving the crankshaft. The combustion stroke may be defined as the time between when the piston reaches TDC and when the piston reaches bottom dead center (BDC).

During the exhaust stroke, the piston begins to move up again from the BDC and drives the byproducts of combustion through an exhaust valve 130 out. The by-products of combustion are produced by means of an exhaust system 134 ejected from the vehicle. As in 1B is shown receiving a catalyst 135 the exhaust gas coming from the engine 102 is issued. The catalyst 135 For example, it may comprise a three-way catalyst, a four-way catalyst, an oxidation catalyst, or another suitable type of catalyst that stores oxygen. An amount (eg, a concentration) of oxygen upstream of the catalyst 135 is through an upstream oxygen sensor 136 measured. A lot (eg a concentration). at oxygen downstream of the catalyst 135 is through a downstream oxygen sensor 137 measured.

The opening and closing of the inlet valve 122 can through an intake camshaft 140 be controlled while opening and closing the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts (including the intake camshaft 140 ) several intake valves (including the intake valve 122 ) for the cylinder 118 and / or the intake valves (including the intake valve 122 ) several rows of cylinders (including the cylinder 118 ) Taxes. Similarly, multiple exhaust camshafts (including the exhaust camshaft 142 ) several exhaust valves for the cylinder 118 and / or the exhaust valves (including the exhaust valve 130 ) for several rows of cylinders (including the cylinder 118 ) Taxes.

The cylinder actuator module 120 can the cylinder 118 Disable by opening the inlet valve 122 and / or the exhaust valve 130 is deactivated. In various other implementations, the inlet valve 122 and / or the exhaust valve 130 controlled by means other than camshafts, such as by electromagnetic actuators.

The time to which the inlet valve 122 can be opened by an intake cam phaser 148 can be varied relative to the piston TDC. The time to 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 may be the intake cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114 Taxes. Variable valve lift (VVL), variable valve actuation (VVA) or fully flexible valve actuation (FFVA), when implemented, may also be performed by the phaser actuator module 158 to be controlled.

The hybrid vehicle system 100 may include a boost pressure device, the pressurized air to the intake manifold 110 supplies. For example, shows 1 a turbocharger, which is a hot turbine 160-1 which is driven by hot exhaust gases passing through the exhaust system 134 stream. The turbocharger also has one from the turbine 160-1 driven compressor 160-2 for cold air, which compresses air into the throttle valve 112 to be led. In various implementations, a crankshaft driven turbocompressor (not shown) may receive air from the throttle valve 112 compress and the compressed air to the intake manifold 110 deliver.

A boost pressure control valve 162 can allow the exhaust gas to the turbine 160-1 to bypass, thereby reducing the boost pressure (the amount of intake air compression) of the turbocharger. The ECM 114 Can the turbocharger by means of a boost pressure actuator module 164 Taxes. The boost pressure actuator module 164 can modulate turbocharger boost pressure by adjusting the position of the boost pressure control valve 162 is controlled. The turbocharger may have a variable geometry through the boost pressure actuator module 164 can be controlled. In various implementations, multiple boost pressure devices may be provided by the boost pressure actuator module 164 includes being and being controlled.

An intercooler (not shown) may dissipate some of the heat contained in the compressed air charge generated when the air is compressed. The compressed air charge can also heat components of the exhaust system 134 absorbed. Although shown separately for purposes of illustration, the turbine may 160-1 and the compressor 160-2 be attached to each other and bring the intake air in the immediate vicinity of the hot exhaust gas.

The hybrid vehicle system 100 can an exhaust gas recirculation valve (EGR valve) 170 selectively, the exhaust gas back to the intake manifold 110 feeds back. The EGR valve 170 can be upstream of the turbine 160-1 be arranged of the turbocharger. The EGR valve 170 can through an EGR actuator module 172 to be controlled.

A rotational speed of the crankshaft in revolutions per minute (RPM) can be measured using an RPM sensor 180 be measured. A 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. In 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, engine vacuum may be measured, which is the difference between the ambient air pressure and the pressure in the intake manifold 110 is. A mass flow rate of air entering the intake manifold 110 can flow using an air mass flow sensor (MAF sensor) 186 be measured. In various implementations, the MAF sensor 186 be arranged in a housing, which is also the throttle valve 112 includes.

The throttle actuator module 116 can be a position of the throttle valve 112 using one or more throttle position sensors (TPS) 190 monitor. A temperature of the ambient air may be determined using an intake air temperature sensor (IAT sensor) 192 be measured. One or more other sensors may also be implemented, such as exhaust temperature sensors, nitrogen oxide sensors, and other sensors. Signals from the sensors may be used to make control decisions for the hybrid vehicle system 100 hold true.

The ECM 114 can with a transmission control module 194 to tune gear changes in a transmission (not shown). For example, the ECM 114 reduce the engine torque during a gear change. The ECM 114 can with a hybrid control module 196 communicate with the operation of the engine 102 and an electric motor 198 vote. Although only an electric motor 198 As shown and discussed, in various implementations, more than one electric motor may be implemented.

The electric motor 198 can be controlled to function as a motor for generating a torque for driving the vehicle. 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. Different implementations can use different functions of the ECM 114 , the transmission control module 194 and the hybrid control module 196 be integrated into one or more modules.

Any system that varies a motor parameter may be referred to as an actuator that receives an actuator value. For example, the throttle actuator module 116 may be referred to as an actuator, and the throttle opening area may be referred to as the actuator value. In the example of 1 reaches the throttle actuator module 116 the throttle opening area, by an angle of the blade of the throttle valve 112 is adjusted.

Similarly, the spark actuator module 126 as an actuator, while the associated actuator value is the amount of spark advance relative to the TDC can be. Other actuators may be the cylinder actuator module 120 , the fuel actuator module 124 , the phaser actuator module 158 , the boost pressure actuator module 164 and the EGR actuator module 172 include. For these actuators, the actuator values may correspond to the number of cylinders activated, the fueling rate, the intake and exhaust cam phaser angles, the boost pressure, and the EGR valve opening area, respectively. The ECM 114 can control the actuator values to cause the motor 102 generates a desired engine output torque.

Now up 2 Referring to Figure 1, a functional block diagram of an exemplary engine control system is illustrated. An exemplary implementation of the ECM 114 includes a driver torque module 202 , an axle torque arbitration module 204 and a drive torque arbitration module 206 , The ECM 114 also includes a reserves / loads module 220 , an actuation module 224 , an air control module 228 , a spark control module 232 , a cylinder control module 236 and a fuel control module 240 , The ECM 114 also includes a torque estimation module 244 , a boost pressure scheduling module 248 and a phaser scheduling module 252 ,

The driver torque module 202 may be a driver torque request 254 based on a driver input 255 from the driver input module 104 determine. The driver input 255 For example, it may be based on an accelerator pedal position and / or a brake pedal position. The driver input 255 may also be based on cruise control, which may be an adaptive cruise control system that varies vehicle speed to maintain a predetermined following distance. The driver torque module 202 may store one or more maps relating the driver input to the torque, and may represent the driver torque request 254 using a selected one of the pictures.

An axle torque arbitration module 204 mediates between the driver torque request 254 and other axle torque requirements 256 , An axle torque (torque at the wheels) may be generated by various sources including an internal combustion engine and / or an electric motor. In general, the torque requests may include absolute torque requests as well as relative torque requests and ramp requests. For example only, the ramp requests may include a request that the torque ramp down to a minimum engine torque or that the torque ramp up from a minimum engine torque. Relative torque requests may include transient or permanent torque reductions or increases.

The axle torque requirements 256 For example, they may include a torque reduction requested by a traction control system when positive wheel slip is detected. Positive wheel slip occurs when the axle torque overcomes the friction between the wheels and the road surface and the wheels begin to slip against the road surface. The axle torque requirements 256 may also include a request for an increase in torque to counteract negative wheel slip at which a tire of the vehicle is slipping relative to the road surface because the axle torque is negative.

The axle torque requirements 256 may also include brake management requirements and torque requirements due to excessive vehicle speed. Brake management requirements may reduce the axle torque to ensure that the axle torque does not exceed the ability of the brakes to hold the vehicle when the vehicle is stopped. The torque requirements due to excessive vehicle speed may decrease the axle torque to prevent the vehicle from exceeding a predetermined speed. The axle torque requirements 256 can also be generated by vehicle stability control systems.

The axle torque arbitration module 204 gives a predicted torque request (predicted axle torque request) 257 and an immediate torque request (current axle torque request) 258 based on the results of an arbitration between the received torque requests 254 and 256 out. As described below, the predicted torque request 257 and the immediate torque request 258 from the axle torque arbitration module 204 through other modules of the ECM 114 be selectively adjusted before being used to control actuators.

Generally speaking, the immediate torque request is 258 the amount of current target axle torque during the predicted torque request 257 is the amount of axle torque that can be needed in the short term. The ECM 114 controls the motor actuators to produce an axle torque equal to the immediate torque request 258 is. Different combinations of Actuator values, however, can lead to the same axle torque. The ECM 114 can therefore adjust the actuator values to make a faster transition to the predicted torque request 257 while the axle torque continues at the torque request 258 is held.

In various implementations, the predicted torque request may be 257 based on the driver torque request 254 be determined. The immediate torque request 258 may be less than the predicted torque request 257 for example, when the driver torque request 254 caused a wheel slip on an icy surface. In such a case, a traction control system (not shown) may reduce by means of the immediate torque request 258 request, and ECM 114 reduces torque generation to the immediate torque request 258 , The ECM 114 however, controls the engine actuators such that the engine 102 the generation of the predicted torque request 257 can resume quickly as soon as the wheel slip stops.

Generally speaking, the difference between the immediate torque request 258 and the (generally higher) predicted torque request 257 be referred to as a torque reserve. The torque reserve may be the amount of additional torque (above the immediate torque request 258 ) represent the engine 102 can start generating with a minimum delay. Fast engine actuators are used to quickly increase or decrease the current axle torque. The following describes in more detail how fast motor actuators are defined as opposed to slow motor actuators.

In various implementations, the fast engine actuators may vary the axle torque in a range that is set by the slow engine actuators. In such implementations, the upper limit of the range is the predicted torque request 257 while the lower limit of the range is limited by the torque capacity of the fast actuators. For example only, the fast actuators may only reduce the axle torque by a first amount, the first amount being a measure of the torque capacity of the fast actuators. The first amount may vary based on engine operating conditions set by the slow engine actuators. If the immediate torque request 258 is within the range, the fast engine actuators can be adjusted to cause the axle torque to equal the immediate torque request 258 is. If the ECM 114 requests that the predicted torque request 257 to output, the fast engine actuators may be controlled to vary the axle torque to the peak of the range corresponding to the predicted torque request 257 is.

Generally speaking, the fast engine actuators can change the axle torque faster compared to the slow engine actuators. The slow motor actuators can respond more slowly than the fast motor actuators to changes in their respective actuator values. For example, a slow motor actuator may include mechanical components that require time to move from one position to another in response to a change in the actuator value. A slow engine actuator may also be characterized by the amount of time required for the axle torque to begin to change as the slow engine actuator begins to implement the changed actuator value. Generally, this time will be longer for slow motor actuators than for fast motor actuators. In addition, even after it begins to change, the axle torque may take longer to fully respond to a change in a slow actuator.

For example only, the ECM 114 set the actuator values for the slow actuators to values that correspond to the motor 102 would allow the predicted torque request 257 when the fast actuators would be set to appropriate values. In the meantime, the ECM 114 set the actuator values for the fast actuators to values that cause the motor to operate for the given values of the slow actuators 102 the immediate torque request 258 instead of the predicted torque request 257 reached.

The fast actuator values therefore cause the motor 102 the immediate torque request 258 generated. If the ECM 114 decides the axle torque from the immediate torque request 258 to the predicted torque request 257 to override, changes ECM 114 the actuator values for one or more fast actuators to values that correspond to the predicted torque request 257 correspond. Because the slow actuator values are already based on the predicted torque request 257 are set, is the engine 102 capable of the predicted torque request 257 after only such a delay attributable to the fast engine actuators. With in other words, the longer delay that would otherwise result from changing the axle torque using the slow engine actuators is avoided.

By way of example only, if the predicted torque request 257 equal to the driver torque request 254 is a torque reserve to be generated when the immediate torque request 258 due to a temporary torque reduction request less than the driver torque request 254 is. Alternatively, a torque reserve may be generated by the predicted torque request 257 about the driver torque request 254 is increased while the immediate torque request 258 at the driver torque request 254 is held. The resulting torque reserve can absorb sudden increases in the required axle torque. By way of example only, sudden loads exerted by an air conditioning or power steering pump may be compensated for by the immediate torque request 258 is increased. When the increase of the immediate torque request 258 is smaller than the torque reserve, the increase can be generated quickly by using the fast actuators. The predicted torque request 257 can also be increased to restore the previous torque reserve.

Another exemplary use of a torque reserve is to reduce fluctuations in the slow actuator values. Because of their relatively slow speed, varying slow actuator values can create control instability. In addition, the slow actuators may include mechanical parts that can absorb more power and / or wear faster if frequently moved. Generating a sufficient torque reserve allows changes in the desired torque to be made by the fast engine actuators using the immediate torque request 258 while maintaining the values of the slow engine actuators. For example, to maintain a given idle speed, the immediate torque request may 258 be varied in one area. If the predicted torque request 257 is set to a level above this range, changes in the immediate torque request 258 , which maintain the idle speed, are performed using the fast engine actuators without the need to adjust the slow engine actuators.

For example only, the spark timing in a spark-ignition engine may be a fast actuator value while the throttle opening area may be a slow actuator value. Spark-ignition engines may burn fuels, including, for example, gasoline and ethanol, by using a spark. In contrast, in a compression-ignition engine, the fuel flow may be a fast actuator value while the throttle position may be used as an actuator value for engine characteristics other than the torque. Compression-ignition engines can burn fuels, such as diesel, by compressing the fuels.

If the engine 102 A spark ignition engine is the spark actuator module 126 be a fast actuator, and the throttle actuator module 116 can be a slow actuator. Once a new actuator value has been received, the spark actuator module may become active 126 be able to change the spark timing for the subsequent firing event. When the spark timing (also called spark advance) for an ignition event is set to an optimum value, a maximum torque amount may be generated during the combustion stroke immediately after the ignition event. However, a spark advance that deviates from the optimum value may reduce the amount of torque generated in the combustion stroke. Therefore, the spark actuator module 126 be able to change the engine output torque by varying the spark timing as soon as the next firing event occurs. For example only, a table of spark advances corresponding to various engine operating conditions may be determined during a calibration phase of the vehicle design, and the optimum value is selected from the table based on the current engine operating conditions.

In contrast, changes in the throttle area require more time to affect engine output torque. The throttle actuator module 116 changes the throttle opening area by adjusting the angle of the blade of the throttle valve 112 is adjusted. As soon as a new actuator value is received, there is therefore a mechanical delay when the throttle valve 112 moved from its previous position to a new position based on the new actuator value. In addition, air flow changes based on the throttle opening area are air transport delays in the intake manifold 110 exposed. Further, an increased air flow in the intake manifold 110 not realized as an increase in engine output torque until the cylinder 118 in the next intake stroke, takes in additional air that compresses additional air and begins the combustion stroke.

Using these actuators as an example, a torque reserve can be created by adjusting the throttle opening to a value that is appropriate to the engine 102 would allow the predicted torque request 257 to create. In the meantime, the spark timing may be based on an immediate torque request 258 be set, which is smaller than the predicted torque request 257 is. Although the throttle opening area provides sufficient airflow for the engine 102 generated to the predicted torque request 257 to generate, the spark timing is based on the immediate torque request 258 retarded (which reduces the torque). The engine output torque therefore becomes equal to the immediate torque request 258 be.

If additional torque is required, the spark timing may be based on the predicted torque request 257 or a torque between the predicted torque request 257 and the immediate torque request 258 be set. With the subsequent ignition event, the spark actuator module 126 reset the spark advance to an optimum value that is the engine 102 allows to generate the full engine output torque that is achievable with the existing airflow. The engine output torque can therefore quickly respond to the predicted torque request 257 be increased without delays due to the change of the throttle opening area are perceived.

If the engine 102 A compression-ignition engine may be the fuel actuator module 124 be a fast actuator, and the throttle actuator module 116 and the boost pressure actuator module 164 can be emission actuators. The fuel mass may be based on the torque request 258 can be set, and the throttle opening area, the boost pressure and the EGR opening based on the predicted torque request 257 be determined. The throttle opening area may generate more airflow than necessary to the predicted torque request 257 to fulfill. Conversely, the generated airflow may be greater than required for complete combustion of the injected fuel, so the air / fuel ratio is usually lean and changes in airflow will not affect engine output torque. The engine output torque therefore becomes equal to the immediate torque request 258 and it can be increased or decreased by adjusting the fuel flow.

The axle torque arbitration module 204 may be the predicted torque request 257 and the immediate torque request 258 to a propulsion torque arbitration module 206 output. In various implementations, the axle torque arbitration module may 204 the predicted torque request 257 and the immediate torque request 258 to the hybrid control module 196 output. Although the hybrid control module 196 shown that it is outside the ECM 114 is implemented, the hybrid control module 196 in various hybrid vehicle systems in the ECM 114 be integrated.

The hybrid control module 196 can determine how much torque through the engine 102 should be generated and how much torque through the electric motor 198 should be generated. The hybrid control module 196 gives a predicted hybrid torque request 259 or a current hybrid torque request 260 to the propulsion torque arbitration module 206 out.

The predicted torque request and the immediate torque request received from the propulsion torque arbitration module 206 are converted from an axle torque domain (torque at the wheels) to a drive torque domain (torque at the crankshaft). The propulsion torque arbitration module 206 mediates between drive torque requirements 279 including the converted predicted torque request and the converted immediate torque request. The propulsion torque arbitration module 206 generates a mediated predicted (drive) torque request 261 and a mediated instantaneous (drive) torque request 262 , The mediated torque requirements 261 and 262 can be generated by selecting a winning request among the received requests. Alternatively or additionally, the mediated torque requests may be generated by modifying one of the received requests based on one or more other of the received torque requests.

The drive torque requirements 279 Torque reductions may include torque reductions to protect against excessive engine speed, torque increases to prevent stalling, and torque reduction provided by the transmission control module 194 be requested to record gear changes. The drive torque requirements 279 can also come from one Fuel cutout due to the clutch, which reduces the engine output torque when the driver depresses the clutch pedal in a manual transmission vehicle to prevent a rush (rapid increase) of the engine speed.

The drive torque requirements 279 may also include an engine shutdown request that may be triggered when a critical fault is detected. For example only, the critical faults may include the detection of a vehicle theft, a stalled starter, problems with electronic throttle control, and unexpected torque increases. In various implementations, the switch selects the engine shutdown request as the winning request when there is an engine shutdown request. When the engine shutdown request is present, the propulsion torque arbitration module may 206 Zero for the mediated predicted torque request 261 and the mediated immediate torque request 262 output.

In various implementations, an engine shutdown request may be the engine 102 switch off separately from the mediation process. The propulsion torque arbitration module 206 For example, the engine shutdown request may continue to be received 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 reserves / loads module 220 receives the mediated predicted torque request 261 and the mediated immediate torque request 262 , The reserves / loads module 220 may be the mediated predicted torque request 261 and the mediated immediate torque request 262 to generate a torque reserve and / or to compensate for one or more loads. The reserves / loads module 220 then gives a customized predicted torque request 263 and an adjusted immediate torque request 264 to the actuation module 224 out.

For example only, a catalyst light-off process or a cold start emission reduction process may require that the spark advance be retarded. The reserves / loads module 220 may therefore be the adjusted predicted torque request 263 about the adjusted immediate torque request 264 Increase to create a retarded spark for the process of reducing cold start emissions. 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. Before these processes begin, a torque reserve may be created or increased to quickly compensate for reductions in engine output torque that result during these processes from the leaner fuel / air mixture.

The reserves / loads module 220 can also generate a torque reserve in anticipation of a future load, such. As the operation of the power steering pump or the engagement of an air conditioning compressor clutch (A / C compressor clutch). The A / C compressor clutch engagement reserve may be generated when the driver requests the air conditioning for the first time. The reserves / loads module 220 may be the adjusted predicted torque request 263 during the adjusted immediate torque request 264 is left unchanged to produce the torque reserve. Then, when the A / C compressor clutch engages, the reserves / loads module can 220 the adjusted immediate torque request 264 increase the estimated load of the A / C compressor clutch.

The actuation module 224 receives the adjusted predicted torque request 263 and the adjusted immediate torque request 264 , The actuation module 224 determines how the adjusted predicted torque request 263 and the adjusted immediate torque request 264 be achieved. The actuation module 224 may be specific to the engine type. For example, the actuation module 224 be implemented differently for spark ignition engines than compression ignition engines or use different control schemes.

In various implementations, the actuation module 224 define a boundary between the modules common to all engine types and the modules specific to the engine type. By way of example only, the engine types may include spark-ignition engines and compression-ignition engines. The modules in front of the actuation module 224 such as the propulsion torque arbitration module 206 , may be common to all engine types while the actuation module 224 and the subsequent modules may be specific to the engine type.

The actuation module 224 For example, in an engine with spark ignition, it may open the throttle valve 112 vary as a slow actuator, giving a wide range for the Torque control allows. The actuation module 224 can cylinder using the cylinder actuator module 120 which also provides a wide range of torque control but can be as slow and can cause drivability and emissions issues. The actuation module 224 can use the spark timing as a fast actuator. However, the spark timing may not provide such a large range of torque control. In addition, the amount of torque control that is possible with changes in the spark timing (referred to as spark reserve capacity) may change as the airflow changes.

In various implementations, the actuation module 224 an air torque request 265 based on the adjusted predicted torque request 263 produce. The air torque request 265 may be the adjusted predicted torque request 263 be the same and adjust the airflow such that the adjusted predicted torque request 263 can be achieved by changing the other (ie fast) motor actuators.

The air control module 228 may be desired actuator values based on the air torque request 265 determine. For example only, the air control module 228 a desired manifold absolute pressure (desired MAP), a desired throttle area, and / or a desired air per cylinder (desired APC) based on the air torque request 265 determine. The desired MAP may be used to determine a desired boost pressure, and the desired APC may be used to determine desired cam phaser positions and the desired throttle area. In various implementations, the air control module may 228 also an amount of opening the EGR valve 170 based on the air torque request 265 determine.

The torque estimation module 244 can reach a torque output of the engine 102 estimate. The achieved torque output of the engine 102 under the current operating conditions may be referred to as an achieved air torque. The achieved torque output may be from the air control module 228 used to control one or more engine air flow parameters, such. B. the throttle area, the MAP and the phaser positions to execute. For example, a torque relationship such. B. T = f (APC, S, I, E, AF, OT, #) (1) wherein the torque (T) is the achieved air torque and a function of the air per cylinder (APC), the spark timing (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 (#). Additional variables may also be considered, such as: B. the degree of opening of an exhaust gas recirculation valve (EGR valve). The relationship of APC to torque may be modeled by an equation and / or stored as a look-up table. The used intake and exhaust cam phaser positions may be based on actual positions when the phasers can move to the desired positions. The actual spark advance can be used to estimate the achieved air torque.

The air control module 228 may generate the desired throttle area based on the air torque request. The air control module 228 can the target throttle area to the throttle actuator module 116 output. The throttle actuator module 116 then regulates the throttle valve 112 to produce the desired throttle area.

The air control module 228 may set the desired MAP to the boost pressure scheduling module 248 output. The boost pressure scheduling module 248 uses the desired MAP to the boost pressure actuator module 164 to control. The boost pressure actuator module 164 then controls one or more turbochargers (for example, the turbocharger, the turbine 160-1 and the compressor 160-2 includes) and / or turbo compressors.

The air control module 228 Gives the target APC to the phaser scheduling module 252 out. Based on the desired APC and the RPM signal, the phaser scheduling module may 252 the positions of the intake and / or exhaust cam phaser 148 and 150 using the phaser actuator module 158 Taxes.

The actuation module 224 may also be a spark torque request 269 , a cylinder cut-off torque request 270 and a fuel torque request 271 produce. The spark torque request 269 can from the spark control module 232 can be used to determine how much the spark timing should be retarded relative to an optimal spark timing (which reduces engine output torque).

The optimum spark timing may vary based on various engine operating conditions. For example only, a torque relationship may be inverted to match these to dissipate the desired spark advance. For a given torque request (T _des ), a desired spark advance (S _des ) may be determined based on 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 air / fuel ratio as determined by the fuel control module 240 is specified. The spark actuator module 126 controls the spark timing based on the desired spark advance.

When the spark advance is set to the optimum spark timing, the resulting torque may be as close as possible to a maximum best torque (MBT). The MBT may refer to the maximum engine output torque generated for a given airflow as the spark advance is increased while using fuel having an octane rating greater than a predetermined octane number and a stoichiometric fueling. The spark advance at which this maximum torque occurs is referred to as a MBT spark timing. For example, the optimum spark timing may be slightly different from the MBT spark timing due to fuel quality (eg, when using lower octane fuel) and environmental factors. The engine output torque at the optimal spark timing may therefore be smaller than the MBT.

The fuel control module 240 can be based on the fuel torque requirement 271 vary the amount of fuel delivered to each cylinder. During normal operation of a spark-ignition engine, the fuel control module may 240 working in an air-driven mode in which the fuel control module 240 Attempts to maintain a stoichiometric air / fuel ratio by controlling fuel delivery based on airflow. The fuel control module 240 may determine a fuel mass that will yield stoichiometric combustion when combined with the current amount (ie, current mass) of air per cylinder (APC). The fuel control module 240 may be the fuel actuator module 124 instruct by means of a fueling rate to inject this fuel mass for each activated cylinder.

In compression ignition systems, the fuel control module may 240 operate in a fuel-guided mode in which the fuel control module 240 determines a fuel mass for each cylinder, which is the fuel torque request 271 while minimizing emissions, noise and fuel consumption. In the fuel-guided mode, the airflow is controlled based on the fuel flow and can be controlled to give a lean air / fuel ratio. In addition, the air / fuel ratio may be maintained above a predetermined level that may prevent the generation of black smoke under dynamic engine operating conditions.

The cylinder deactivation torque request 270 can through the cylinder control module 236 are used to determine how many cylinders to deactivate when operating in a fuel economy (FE) mode. The FE mode may include, by way of example only, an active fuel management (AFM) mode.

The cylinder control module 236 can the cylinder actuator module 120 instruct one or more cylinders of the engine 102 to disable when the AFM mode is instructed. The cylinder actuator module 120 may include a hydraulic system that selectively decouples intake and / or exhaust valves for one or more cylinders from the respective camshafts to deactivate these cylinders. For example only, the cylinder actuator module 120 disable a predefined group of cylinders (eg half) when AFM mode is instructed.

The cylinder control module 236 can also use the fuel control module 240 It can instruct the fuel delivery to the deactivated cylinders to stop, and it may cause the spark control module 232 instruct to stop the delivery of the spark to the deactivated cylinders when instructing the AFM mode. The spark control module 232 and the fuel control module 240 may stop the supply of spark and fuel to a cylinder as soon as an air / fuel mixture already present in the cylinder has been burned.

Some vehicles may additionally or alternatively be able to power the engine 102 in a fuel cutoff mode (FCO mode). For example only, operation in the FCO mode may be instructed during a deceleration of the vehicle. The operation in the FCO mode, which is instructed in accordance with the deceleration of the vehicle, may be referred to as a deceleration fuel cutoff (DFCO). The hybrid control module 196 selectively assigns FCO operation for a DFCO. As another example, one or more Transitions to the operation in and / or from the FCO mode may also be instructed to determine, based on a response or responses of one or more parameters to the one or more transitions, if one or more faults in one or more of them occur Components are present.

Unlike the operation of the engine 102 In the AFM mode, one or more cylinders may be deactivated by stopping the supply of fuel to those cylinders when the FCO mode is commanded without stopping the opening and closing of the intake and exhaust valves. In this way, air flows through the engine during operation in the FCO mode 102 ,

3 includes another functional block diagram of the exemplary engine control system. Now up 2 and 3 Referring to, the ECM 114 also a monitoring module 302 include. One or more modules may determine whether there is one or more malfunctions in one or more components based on responses to one or more fuel rich fuel to lean fuel fuel ratios and / or a lean fuel to rich fuel transition. A transition from rich fuel to lean fuel can be made by using a rich fuel supply to the engine 102 for the operation of the engine 102 in the FCO mode is transferred. A transition from lean fuel to lean fuel can be done by stopping the engine from running 102 from the FCO mode to a fuel feed with rich fuel.

By way of example only, the catalyst stores 135 selectively oxygen, as described above. The monitoring module 302 can the operation of the engine 102 selectively transition from fueling with rich fuel to FCO operation and / or from FCO operation to fueling rich fuel to increase the ability of the catalyst 135 to determine oxygen storage. The monitoring module 302 Can be based on the ability of the catalyst 135 To store oxygen, indicate whether a fault in the catalyst 135 is present.

An oxygen storage capacity (OSC) period of time may be the ability of the catalyst 135 specify to store oxygen. The monitoring module 302 may be the OSC time for the catalyst 135 based on responses from the upstream and downstream oxygen sensors 136 and 137 to determine a change in fuel supply. More specifically, the monitoring module 302 the OSC period for the catalyst 135 based on a time period between a first time to which the upstream oxygen sensor 136 to a transition from fueling with rich fuel to FCO operation, and determining a second time to which the downstream oxygen sensor 137 responds to the transition. Alternatively or additionally, the OSC period for the catalyst 135 based on a time period between a third time to which the upstream oxygen sensor 136 is responsive to a transition from FCO operation to fuel delivery with rich fuel, and a fourth time to which the downstream oxygen sensor 137 responds to the transition.

If the OSC duration is greater than a predetermined period of time, the monitoring module may 302 determine and state that there is no disturbance in the catalyst 135 is present. Conversely, the monitoring module 302 determine and state that the fault is in the catalyst 135 when the OSC period is less than the predetermined period of time.

The monitoring module 302 may direct one or more transitions to and / or from the FCO operation to determine if a fault in the upstream oxygen sensor 136 is present and / or a fault in the downstream oxygen sensor 137 is present. For example, the monitoring module 302 a response from the upstream oxygen sensor 136 monitor for a transition from rich fuel to FCO operation and / or a transition from FCO operation to rich fuel. The monitoring module 302 may determine whether a fault in the upstream oxygen sensor based on the response to the one or more transitions 136 is present.

The monitoring module 302 Additionally or alternatively, a response from the downstream oxygen sensor 137 monitor for a transition from rich fuel to FCO operation and / or a transition from FCO operation to rich fuel. The monitoring module 302 may determine whether a fault in the downstream oxygen sensor based on the response to the one or more transitions 137 is present. In various implementations, the same or multiple transitions to and / or used for FCO operation may be used to determine if a fault in the catalyst 135 whether there is a fault in the upstream oxygen sensor 136 is present and / or a fault in the downstream oxygen sensor 137 is present. The monitoring module 302 may be based on one or more responses to one or more commanded transitions to and / or from the FCO operation determine if a fault exists in one or more other components of a vehicle.

The monitoring module 302 can generate one or more indicators if one or more disturbances are present. If a malfunction in a component is detected, the monitoring module may 302 merely by way of example set a predetermined diagnostic error code (DTC) in a memory (not shown) associated with the fault. The monitoring module 302 may also illuminate a malfunction indicator light (not shown) and / or take one or more other remedial action if one or more faults occur.

However, the commanded transitions to FCO operation and from there to determine if a fault is present should interfere with the operation of the hybrid control module 196 be matched. Accordingly, the monitoring module participate 302 and the hybrid control module 196 at a request / response exchange in connection with that the monitoring module 302 the operation of the engine 102 to FCO operation and / or from it to determine if there is a fault. Although the determination of whether a fault in the downstream oxygen sensor 137 is present, is also applicable to the determination of whether other disorders exist.

The monitoring module 302 transmits an FCO monitoring request 306 to the hybrid control module 196 , The monitoring module 302 also transmits a status 310 to the hybrid control module 196 , The hybrid control module 196 transmits an FCO monitoring response 314 to the monitoring module 302 ,

At a given time, the monitoring module sets 302 a state of the FCO monitoring request 306 to an inactive state or an active state. The monitoring module 302 may be the FCO monitoring request 306 set as default to the inactive state. The monitoring module 302 may be the FCO monitoring request 306 to transition to the active state if one or more request enable conditions are met during a present drive cycle of the vehicle.

For example only, the monitoring module 302 the FCO monitoring request 306 transition into the active state when an ECT 318 is greater than a first predetermined temperature, an oxygen sensor temperature 322 greater than a second predetermined temperature and / or a catalyst temperature 326 is greater than a third predetermined temperature. The first, second and third predetermined temperatures may be calibratable, and may be set to, for example, about 60 ° Celsius (° C), about 500 ° C, and about 500 ° C, respectively.

A drive cycle may relate to a time period between a first time when the vehicle is started and a second time when the control modules of the vehicle are later turned off. A start of the vehicle may be due to a firing state 330 be specified, and the ignition state 330 can be generated based on driver inputs by means of an ignition key, an ignition switch, a ignition button, etc. The monitoring module 302 may be the FCO monitoring request 306 in the active state until the vehicle is switched off (as for example by the ignition state 330 is specified) or until the determination of whether the fault is present for the present drive cycle is completed.

The state of the FCO monitoring request 306 indicates whether the monitoring module 302 is ready (and requesting) to perform the one or more transitions to and / or from the FCO operation to determine if the fault is present. The monitoring module 302 however, does not wait until the fuel is off, the airflow conditions are within a predetermined range, and / or the accelerator pedal position is less than a predetermined value to the FCO monitoring request 306 to transition to the active state to request execution of the one or more transitions. This is because the monitoring module 302 does not have enough information to decide if the operating conditions for the operation of the engine 102 in FCO mode are suitable for determining whether the fault is present.

The hybrid control module 196 instead determines if the operating conditions for the operation of the engine 102 in FCO mode are suitable for determining whether the fault is present. The hybrid control module 196 gives by means of the FCO monitoring response 314 on whether the requested FCO operation of the engine 102 can be executed.

At a given time, the hybrid control module will set 196 a state of the FCO monitoring response 314 to an inactive state or an active state. The hybrid control module 196 can be the FCO monitoring response 314 set as default to the inactive state.

In response to the FCO monitoring request 306 is in the active state, the hybrid control module 196 the FCO monitoring response 314 selectively transfer to the active state if one or more Answer activation conditions are met. The hybrid control module 196 may be based on the driver torque request 254 determine if the FCO monitoring response 314 should be transferred to the active state. The hybrid control module 196 can be the FCO monitoring response 314 transition to the active state when the driver torque request 254 only by means of the electric motor 198 (And by means of another electric motor or other electric motors, if they are present) can be met while the engine 102 is rotated during the period of FCO operation. For example only, the hybrid control module 196 the FCO monitoring response 314 transition to the active state when the driver torque request 254 is less than an available electric motor torque. The available electric motor torque may correspond to an amount of torque that the electric motor or motors can reach under the present conditions. The available electric motor torque may be determined, for example, based on the energy of a battery, a temperature of the battery, a vehicle speed, and / or one or more other suitable parameters.

When the FCO monitoring response 314 is in the active state, the hybrid control module fits 196 the predicted hybrid torque request 259 a maximum of a predetermined amount per predetermined period in the direction of the minimum engine torque. In other words, the hybrid control module 196 the predicted hybrid torque request 259 ramp down to the minimum engine torque at a predetermined rate. The minimum engine torque may refer to a minimum torque at which the engine is running 102 is kept running with correct combustion.

The reduction in the predicted hybrid torque request 259 causes the flow of air through the engine 102 is reduced to correspond to the minimum engine running torque. The monitoring module 302 For example, the minimum engine running torque may then be increased relative to a calibrated value (thereby increasing the hybrid control module 196 the adjusted predicted torque request 269 accordingly) when more air flow through the engine 102 it is necessary for the determination whether the fault exists.

At a given time, the monitoring module may 302 the condition 310 to an inactive state, a pre-FCO prohibiting state, an FCO state, or a post-FCO prohibiting state. The monitoring module 302 can set the state as default to the inactive state. In response to the FCO monitoring response 314 goes into the active state, the monitoring module 302 an EQR command 328 put on an EQR with greasy fuel. The fuel control module 240 returns in response to the EQR command 328 put on the EQR with greasy fuel, a fat fuel to the engine 102 ,

In response to the FCO monitoring response 314 goes into active state, directs the monitoring module 302 the condition 310 in the pre-FCO prevention state. The pre-FCO prevention state indicates that although the hybrid control module 196 has specified that the FCO operation can be performed to determine whether the fault is present, the monitoring module 302 prevents and / or prevents execution of the one or more transitions to the FCO operation.

The monitoring module 302 may begin to monitor the one or more parameters that are to be monitored in response to the FCO monitoring response 314 goes into the active state to determine if the disorder is present. In conjunction with determining if the fault is in the downstream oxygen sensor 173 is present, the monitoring module 302 For example, begin an amount of oxygen downstream 332 to monitor using the downstream oxygen sensor 137 is measured.

When the FCO monitoring response 314 is in the active state, the monitoring module goes 302 in the FCO mode of the engine 102 when one or more FCO activation conditions are met. For example only, the monitoring module 302 in the FCO mode, if an air flow through the engine 102 is within a predetermined range and the fuel supply is rich. The air flow through the engine 102 For example, by the APC, a MAF 336 using the MAF sensor 186 is measured, and / or indicated by one or more other suitable parameters which the flow of air through the engine 102 specify. For example, a fuel injection with rich fuel may be due to the amount of oxygen downstream 332 using the downstream oxygen sensor 137 is measured, and / or by the amount of oxygen upstream (not shown), using the upstream oxygen sensor 136 is measured so that the fuel is rich. The transition from FCO operation For example, this can be done by using the EQR command 328 is set to zero, or carried out in another suitable manner.

The monitoring module 302 guides the state 310 from the pre-FCO inhibit state to the FCO state when the one or more FCO activation conditions are met and FCO operation is performed. In response to that state 310 goes into the FCO state, the hybrid control module fits 196 the current hybrid torque request 260 maximum at a predetermined amount per predetermined period of time toward a minimum engine shut-off torque. In other words, the hybrid control module 196 the current hybrid torque request 260 ramp down to the minimum engine shutdown torque at a predetermined rate. The minimum engine shutdown torque may be a torque that rotates the crankshaft during FCO operation. The minimum engine shutdown torque may be a predetermined value. The monitoring module 302 may continue to monitor the one or more parameters that are to be monitored to determine if the fault is present while the condition 310 is in the FCO state.

When the condition 310 is in the FCO state, the monitor module determines 302 whether from the FCO mode to fueling the engine 102 should be transferred. The monitoring module 302 For example, can determine whether to fuel the engine 102 should be transitioned when the FCO operation has been performed for a predetermined period of time or when a transition of the amount of oxygen downstream 332 from rich fuel to lean fuel.

The monitoring module 302 can the condition 310 from the FCO state to the post FCO prohibiting state in response to a determination that the FCO operation for fueling the engine 102 should be transferred. When the condition 310 is set to the post-FCO prohibition state, the hybrid control module may 196 the FCO monitoring response 314 selectively transition into the inactive state. The hybrid control module 196 can be the FCO monitoring response 314 for example, transition from the active state to the inactive state when the hybrid control module 196 determines that the engine 102 can be supplied with fuel. The hybrid control module 196 for example, based on the driver torque request 254 determine that the engine 102 can be supplied with fuel.

In response to the FCO monitoring response 314 is transitioned from the active state to the inactive state, the monitoring module 302 from FCO operation to fueling the engine 102 reconciled. The monitoring module 302 For example, this can be done by using the EQR command 328 or otherwise suitable for fueling the engine 102 reconciled. The monitoring module 302 can use the EQR command 328 for example, to monitor a transition from FCO operation to rich fueling.

When the condition 310 is set to the post-FCO prohibition state and the FCO monitoring response 314 is in the inactive state, the hybrid control module should 196 continue with the predicted hybrid torque request 259 and the current hybrid torque request 260 to create conditions suitable for determining if the fault is present. In the case of determining whether there is a fault in the downstream oxygen sensor 137 is present, the hybrid control module 196 For example, hold the air flow based on the minimum engine running torque, and the fuel supply can be made possible. The hybrid control module 196 however, may determine that the engine torque output can not be maintained at the minimum engine torque and the predicted hybrid torque request 259 increase (relative to the minimum engine torque). The hybrid control module 196 for example, based on the driver torque request 294 determine whether the minimum engine torque can be maintained.

After the transition from FCO mode to engine fueling 102 can the monitoring module 302 the air flow through the engine 102 until the determination of whether the fault has occurred is completed. The monitoring module 302 determines whether the fault exists based on the responses to the one or more transitions.

When the determination of whether the fault has occurred is completed, the monitoring module can 302 indicate whether the fault is present and the monitoring module 302 may be the FCO monitoring request 306 and the condition 310 transition to the inactive states until a next drive cycle. When the air flow through the engine 102 greater than. the predetermined range is, before the determination is completed, whether the fault is present, the monitoring module 302 however, terminate the discovery and attempt to rerun the one or more transitions.

After the FCO monitoring response 314 is transferred to the active state, the hybrid control module 196 prevent the execution of the one or more transitions to determine if the fault is present. Depending on the condition 310 For example, stopping the FCO operation may prevent a transition from fueling to FCO operation (when the condition 310 is in the inactive state or in the pre-FCO inhibit state), disable FCO operation (when the state 310 is in the FCO state) or control of fuel delivery by the monitoring module 302 disable (if the state 310 is in the post-FCO prevention state).

The hybrid control module 196 For example, it may inhibit FCO operation when the driver torque request 254 not by means of the electric motor 198 (And by means of another electric motor or other electric motors, if they are available) can be met. When the condition 310 in the inactive state, in the pre-FCO inhibit state, or in the FCO state, the hybrid control module may 196 inhibit the FCO operation to determine if the fault is present by using the FCO monitoring response 314 is transitioned from the active state to the inactive state. When the condition 310 is in the post-FCO prevention state, the hybrid control module may 196 Prevent the fuel control system from determining whether the fault is present by controlling the flow of air through the engine 102 is increased over the predetermined range.

Now up 4A - 4B Referring to FIG. 1, a flow chart depicting an example method performed by the monitoring module is shown 302 for controlling the FCO operation of the engine 102 can be executed. The FCO monitoring request 306 and the condition 310 can be set as default to the inactive states when the control starts.

The controller can with 404 begin where the controller determines whether the one or more activation conditions are met to one or more transitions to and / or from the FCO operation of the engine 102 for determining whether the fault exists. If not, the controller may be included 408 the FCO monitoring request 306 and the condition 310 in inactive states and to 404 to return. If so, the controller can be included 412 the FCO monitoring request 306 set to the active state. The controller can be at 412 also the condition 310 put on the inactive state. In this way, the controller indicates a request to execute the one or more transitions to and / or from the FCO operation to determine if the fault is present. The one or more request enable conditions may be satisfied, for example, when the ECT 318 is greater than the first predetermined temperature when the temperature of the oxygen sensor is greater than the second predetermined temperature and / or when the catalyst temperature 326 is greater than the third predetermined temperature.

at 416 the controller determines if the FCO monitoring response 314 from the hybrid control module 196 is in the active state. If so, can the controller with 420 Continue. If not, the controller can too 412 return and the FCO monitoring request 306 in the active state and the state 310 in the inactive state. The hybrid control module 196 gives by setting the FCO monitoring response 314 to the active state when the one or more transitions to and / or from the FCO operation of the engine 102 can be executed.

If the FCO monitoring response 314 at 416 is set to the active state, the controller can change the state 310 into the pre-FCO Prevention state and the EQR command 328 put on an EQF for rich fuel. The controller may wait until the airflow is within the predetermined range before the EQR command 328 is placed on the EQF for rich fuel. The control gives by setting the state 310 to the pre-FCO Prevention condition, the controller makes a transition to FCO operation of the engine 102 prevented, for example, to supply a fuel supply with rich fuel before the transition to FCO operation.

at 424 determines the control of whether the fuel supply of the engine 102 to the FCO operation of the engine 102 should be transferred. If so, can the controller with 428 Continue. If not, the controller can too 416 to return. By being too 416 When the controller returns, the controller may avoid being transitioned to FCO mode if the hybrid control module 196 the execution of the one or more transitions to and / or from the FCO operation of the engine 102 inhibited (eg, based on the driver torque request 254 ) by the FCO monitoring response 314 is transferred to the inactive state.

at 428 the controller sets the state 310 to the FCO state and shuts off the fuel for the engine 102 from. One or more answers to the transition from the fuel supply of the engine 102 to the FCO operation of the engine 102 can be used to determine if the disorder is present. at 432 The controller may determine if the FCO operation of the engine 102 should be terminated. If not, the controller can 436 Continue; if so, can the controller with 442 Continue. The controller can determine that the FCO operation of the engine 102 For example, a predetermined period of time after the start of the FCO operation of the engine 102 should be terminated.

at 436 the controller determines if the FCO monitoring response 314 is in the active state. If so, the controller may too 428 return and the FCO operation of the engine 102 continue. If not, the controller can enable FCO operation 440 stop and a fuel supply to the engine 102 instruct, and the controller can 412 return to the state 412 to put on the inactive state. In this way, the hybrid control module 196 the FCO operation of the engine 102 cancel (deactivate). The controller may include one or more of the transitions to and / or from the FCO operation of the engine 102 try again to determine if the fault is present when the FCO monitoring response 314 goes back to the active state.

If the controller at 432 determines that the FCO operation of the engine 102 should be terminated, the controller contributes 442 the condition 310 on the post-FCO prevention state. The controller can be at 442 also start a timer. Therefore, the timer tracks the elapsed time since the controller has determined that the engine is FCO 102 should be terminated, and the hybrid control module 196 informed about this investigation. The controller can with 444 Continue.

at 444 ( 4B ), the controller determines whether the FCO monitoring response 314 is in the active state. If so, the controller can continue with 452; if not, can the controller with 456 Continue. at 452 For example, the controller may determine if the amount of time (tracked by the timer) is greater than a predetermined amount of time. If not, the controller can too 444 return, and the duration may continue to increase. If so, the controller may too 408 to return ( 4A ). When the hybrid control module 196 the FCO monitoring response 314 not within the predetermined period of time from the active state to the inactive state, after having been informed of the determination, transfers the FCO operation of the engine 102 In this way, the controller can restart the procedure.

In response to the FCO monitoring response 314 is transferred to the inactive state, disables the controller at 456 the FCO operation of the engine 102 and she puts the EQR command 328 for a fuel supply of the engine 102 firmly. The controller can be at 456 the EQR command 328 for fueling with rich fuel, for example, to monitor a transition from FCO operation to rich fuel operation. One or more responses to the transition from FCO operation to rich fuel operation may be used to determine if the fault is present.

at 460 For example, the controller may determine if the airflow is within the predetermined range. If so, can the controller with 464 Continue. If not, the controller can too 408 to return ( 4A ). When the hybrid control module 196 the airflow increases (eg, to the driver torque request 254 the controller can restart the process in this way.

at 464 The controller may determine whether the determination of whether the fault exists has been completed. If so, the controller can be included 468 indicate whether the fault is present, and with 472 Continue. If not, the controller can too 456 return and continue to maintain the fuel supply to determine if the fault is present. The controller can be at 472 the condition 310 to the inactive state and the FCO monitoring request 306 set to the inactive state, and the controller may end. The controller may execute the procedure once per drive cycle or at another suitable frequency.

Now up 5 Referring to FIG. 1, a flow chart depicting an example method performed by the hybrid control module is shown 196 for controlling the FCO operation of the engine 102 can be executed. The FCO monitoring response 314 can be set as default to the inactive state when the control starts.

The controller can with 504 begin where the controller determines if the FCO monitoring request 306 is in the active state. If so, can the controller with 508 Continue. If not, the controller may be included 504 stay. at 508 For example, the controller may determine if one or more response enable conditions are met. If so, can the controller with 512 Continue. If not, the controller may be included 504 stay. The one or more response enable conditions may be satisfied, for example, when the driver axle torque request 254 can be met only by using the electric motor or the electric motors of the vehicle.

at 512 the controller sets the FCO monitoring response 314 to the active state. In this way, the controller informs the monitoring module 302 about that one or the other several transitions to and / or performed by the FCO operation for the determination of whether the fault exists. at 516 the controller adjusts the predicted hybrid torque request 259 maximum with a predetermined amount in the direction of the minimum engine torque. This changes the predicted hybrid torque request 259 ramped towards the minimum engine torque (which is generally reduced). The air flow through the engine 102 is adjusted to determine if the fault is present while the crankshaft is still rotating (ie, that the engine is running) 102 continues to turn).

The controller determines at 520 whether the condition 310 is in the inactive state. If so, the controller goes with it 524 continued. If not, the controller is closed 532 about what will be discussed further below. at 524 the controller determines whether the one or more transitions to and / or from the FCO operation of the engine 102 should be prevented. If not, the controller can too 516 to return. If so, the controller can be included 528 the FCO monitoring response 314 in the inactive state, to the one or more transitions to and / or from the FCO operation of the engine 102 to prevent (prevent). To 528 the controller goes with it 562 which will be discussed further below.

at 532 the controller can determine if the condition is 310 is in the pre-FCO prevention state. If so, the monitoring module prepares 302 the transition to FCO operation, and the controller can with 536 Continue. If not, the controller can too 544 which will be discussed further below.

The controller can be at 536 determine whether the one or more transitions to and / or from the FCO operation of the vehicle 102 should be prevented. If so, the controller can be included 528 the FCO monitoring response 314 in the inactive state, to the one or more transitions to and / or from the FCO operation of the engine 102 to prevent (prevent), and the controller can with 562 Continue. If not, the controller can too 516 to return.

at 544 the controller determines if the state 310 is in the FCO state. If so, the monitoring module switches 302 the fuel for the engine 102 off, and the controller can with 548 Continue. If not, the controller can too 552 which will be discussed further below. at 548 For example, the controller may determine if the one or more transitions to and / or from the FCO operation of the engine 102 should be prevented. If so, the controller can be included 528 the FCO monitoring response 314 set to the inactive state to the (currently occurring) FCO operation of the engine 102 to disable (disable), and the controller can with 562 Continue. In response to the FCO monitoring response 314 is transferred to the inactive state, the fuel supply of the engine 102 executed. If not, the controller may select the current hybrid torque request 260 at 540 maximum with the predetermined amount in the direction of the minimum cut-off torque of the engine, and it can 516 to return.

at 552 is the state 310 in the post-FCO prevention phase, and the monitoring module 302 derives from the FCO operation of the engine 102 for fuel supply of the engine 102 with the minimum air flow over. The controller determines at 552 whether the fuel supply of the engine 102 should be prevented. If so, the controller can use the FCO monitoring response 314 set to inactive state to assist in FCO operation 528 to finish, and the controller can with 562 Continue.

at 562 the controller determines if the condition 310 is set to the post-FCO prohibition state. If not, the controller increases 566 the normal operation of the engine 102 and the electric motor or the electric motors again, and the control can end. Although the controller is shown and discussed as terminating, control may instead 504 to return. If so, can the controller with 570 Continue. The controller can be at 570 determine if the operation of the engine 102 based on the minimum engine torque to be canceled. If so, the controller increases 566 the normal operation of the engine 102 and the electric motor or the electric motors again, and the control can end. Normal operation may allow the hybrid control module 196 the air flow increases, which, if the fault detection is not yet completed, can cause the monitoring module 302 the procedure of 4A and 4B starts again. If not, the controller adjusts 574 the predicted hybrid torque request 259 in the direction of the minimum engine running torque to maintain the air flow for the determination of whether the fault exists, and the control can 562 to return.

The foregoing description is merely exemplary in nature and is in no way intended to limit the disclosure, its application, or uses. The broad teachings of the disclosure may be implemented in a variety of forms. Therefore, while this disclosure has particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent upon a study of the drawings, the specification, and the following claims. For the sake of clarity, the same reference numerals will be used in the drawings to identify similar elements. As used herein, formulation A, B and / or C should be construed to mean a logical (A or B or C) using a non-exclusive logical-oder. It is understood that one or more steps within a method may be performed in a different order (or concurrently) without altering the principles of the present disclosure.

As used herein, the term module may refer to an application specific integrated circuit (ASIC); an electronic circuit; a circuit of the circuit logic; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes a code; other suitable hardware components that provide the described functionality; or a combination of some or all of the above objects, such as in a one-chip system, be part of, or include. The term module may include memory (shared, dedicated, or group) that stores a code that is executed by the processor.

The term code as used above may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, and / or objects. The term shared as used above means that a portion of the code or the entire code of multiple modules can be executed using a single (shared) processor. In addition, part or all of the code of several modules may be stored by a single (shared) memory. The term group as used above means that part or all of the code of a single module can be executed using a group of processors. Additionally, part of the code or code of a single module may be stored using a group of memories.

The apparatus and methods described herein may be implemented by one or more computer programs executed by one or more processors. The computer programs comprise processor-executable instructions stored on a non-transitory, accessible, computer-readable medium. The computer programs may also include stored data. Non-limiting examples of the non-transitory, accessible, computer-readable medium include nonvolatile memory, magnetic memory, and optical memory.

Claims (10)

A control method for a hybrid vehicle, the control method comprising: a request is generated selectively: a transition from supplying a rich fuel supply to an engine for operating the engine in a fuel-cut state (FCO state); and or a transition from operating the engine in the FCO state to provide a rich fueling to the engine; in response to a response to the request: selectively controlling a fuel supply to the engine to execute the at least one of the transitions; and selectively determining whether there is a fault in a component based on a response to the at least one of the transitions; controlling an electric motor of the hybrid vehicle using a hybrid control module; and the response is selectively generated using the hybrid control module. The control method of claim 1, further comprising selectively generating the response using the hybrid control module based on a driver torque request and an available motor torque. The control method of claim 1, further comprising generating the request when a catalyst temperature is greater than a predetermined temperature. The control method of claim 1, further comprising generating the request when an engine coolant temperature is greater than a predetermined temperature. The control method of claim 1, further comprising generating the request when a temperature of an exhaust gas oxygen sensor is greater than a predetermined temperature. The control method of claim 1, further comprising generating the request independent of airflow through the engine and an accelerator pedal position. The control method of claim 1, further comprising selectively determining, based on a response of the exhaust gas oxygen sensor to the at least one of the transitions, whether the disturbance is present in the exhaust gas oxygen sensor. The control method according to claim 7, wherein the exhaust gas oxygen sensor is disposed downstream of a three-way catalyst of an exhaust system. The control method of claim 1, further comprising selectively determining whether the fault is in a three-way catalytic converter of an exhaust system based on: a response of a first exhaust gas oxygen sensor to the at least one of the transitions, wherein the first exhaust gas oxygen sensor is disposed upstream of the three-way catalyst in the exhaust system; and or a response of a second exhaust gas oxygen sensor to the at least one of the transitions, wherein the second exhaust gas oxygen sensor is disposed downstream of the three-way catalyst in the exhaust system. The control method of claim 1, further comprising, after generating the response, selectively instructing termination of execution of the at least one of the transitions based on a driver torque request and an available motor torque.

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