DE102013217403B4 - Method for determining an air per cylinder - Google Patents

Abstract

A cylinder control method comprising: an amount of air (256) trapped in a next activated cylinder (118) in a firing order of cylinders (118) of an engine (102) based on a cylinder activation / deactivation sequence ( 312) predicting the last Q cylinders (118) in firing order, where Q is an integer greater than one; and determining a desired cylinder activation / deactivation sequence (248), characterized in that valves (122, 130) of the cylinders (118) of the engine (102) are activated and deactivated based on the desired cylinder activation / deactivation sequence (248) ; a measured amount of air (260) included in a present activated cylinder (118) in the firing order is determined; that a deviation for one air per cylinder (APC deviation) (348) is based on the measured amount ( 260) and a previous value of the amount of air (340) trapped in the next activated cylinder (118) is determined; a corrected air per cylinder (APC) (328) based on the APC deviation (348) and the previous value (340) is determined; and the amount of air (256) trapped in the next activated cylinder (118) is further predicted based on the corrected APC (328).

Description

AREA

The present disclosure relates to internal combustion engines and, more particularly, to methods of engine control.

BACKGROUND

Internal combustion engines burn a mixture of air and fuel in cylinders to drive pistons, which creates drive torque. With some types of engine, the air flow into the engine can be regulated by means of a throttle. The throttle adjusts a throttle area, which increases or decreases the flow of air into the engine. As the throttle area increases, the air flow 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 achieve a desired torque output. Increasing the amount of air and fuel delivered to the cylinders increases the torque output of the engine.

Under certain circumstances, one or more cylinders of an engine can be deactivated. Deactivating a cylinder may include deactivating the opening and closing of intake valves of the cylinder and stopping the fuel supply to the cylinder. For example, one or more cylinders may be deactivated to reduce fuel consumption if the engine can generate a requested amount of torque while the one or more cylinders are deactivated.

From the US 6,760,656 B2 a cylinder control method having the features according to the preamble of claim 1 is known.

the US 2009/0 292 435 A1 describes a cylinder control method in which valves of cylinders of an engine are activated and deactivated based on a desired cylinder activation / deactivation sequence.

It is an object of the invention to provide a cylinder control method with which, when cylinders of an internal combustion engine are activated and deactivated, the fuel efficiency, the driving quality as well as the noise and vibration are improved under the given operating conditions.

SUMMARY

This object is achieved by a cylinder control method having the features of claim 1.

The cylinder control method includes: determining a desired cylinder activation / deactivation sequence; and that valves of cylinders of an engine are activated and deactivated based on the desired cylinder activation / deactivation sequence. The cylinder control method further includes predicting an amount of air trapped in a next activated cylinder in a firing order of the cylinders based on a cylinder activation / deactivating sequence of the last Q cylinders in the firing order. Q is an integer greater than one.

Figure list

• 1 ein Funktionsblockdiagramm eines beispielhaften Motorsystems gemäß der vorliegenden Offenbarung ist;
• 2 ein Funktionsblockdiagramm eines beispielhaften Motorsteuersystems gemäß der vorliegenden Offenbarung ist;
• 3 ein Funktionsblockdiagramm eines beispielhaften Luft-pro-Zylinder-Moduls (APC-Moduls) gemäß der vorliegenden Offenbarung ist; und
• 4 ein Flussdiagramm ist, das ein beispielhaftes Verfahren zum Voraussagen einer APC gemäß der vorliegenden Offenbarung darstellt.

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

• 1 Figure 3 is a functional block diagram of an exemplary engine system in accordance with the present disclosure;
• 2 Figure 3 is a functional block diagram of an exemplary engine control system in accordance with the present disclosure;
• 3 Figure 3 is a functional block diagram of an exemplary air per cylinder (APC) module in accordance with the present disclosure; and
• 4th Figure 4 is a flow diagram illustrating an exemplary method for predicting an APC in accordance with the present disclosure.

DETAILED DESCRIPTION

Internal combustion engines burn a mixture of air and fuel in cylinders to produce torque. In certain circumstances, an engine control module (ECM) can deactivate one or more cylinders on the engine. For example, the ECM may deactivate one or more cylinders to reduce fuel consumption if the engine can generate a requested amount of torque while the one or more cylinders are deactivated. Deactivating a cylinder may include deactivating the opening and closing of intake valves of the cylinder and stopping the fuel supply to the cylinder.

The ECM of the present disclosure determines a desired activation / deactivation sequence for the cylinders. The ECM can determine the desired activation / deactivation sequence, for example, to optimize fuel efficiency, ride quality and / or noise and vibration (N&V) under the operating conditions. The ECM activates and deactivates cylinders of the engine according to the desired activation / deactivation sequence.

• - Zylinder, der dem nächsten aktivierten Zylinder in der Zündreihenfolge nachfolgt, eingeschlossen wird. Ein oder mehrere Motorbetriebsparameter, wie beispielsweise ein Zündfunkenzeitpunkt, eine Kraftstoffzufuhr, eine Drosselöffnung, eine Ventilphaseneinstellung und/oder ein Ladedruck, können basierend auf einer oder beiden der vorausgesagten Mengen geregelt werden.

The ECM predicts an amount of air that will be trapped in a next activated cylinder in a predetermined cylinder firing order. The ECM also predicts an amount of air that activated in a second

• - Cylinder following the next activated cylinder in the firing order is included. One or more engine operating parameters, such as spark timing, fueling, throttle opening, valve phasing, and / or boost pressure, may be regulated based on one or both of the predicted amounts.

However, the sequence in which the cylinders are activated and deactivated may affect the amount of air that is trapped in the next activated cylinder and / or the amount of air that is trapped in the second activated cylinder. The ECM therefore determines the predicted amounts based on the cylinder activation / deactivation sequence used for the last Q cylinders in the firing order.

Well on 1 Referring to FIG. 3, a functional block diagram of an exemplary engine system is shown 100 shown. The engine system 100 a vehicle has an engine 102 that combusts an air / fuel mixture to generate torque based on driver input from a driver input module 104 to create. Air gets through an intake system 108 in the engine 102 let in. The intake system 108 can be an intake manifold 110 and a throttle valve 112 include. The throttle valve can only be used as an example 112 comprise 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 reduce airflow into the intake manifold 110 to control.

Air from the intake manifold 110 is in cylinder of the engine 102 let in. Although the engine 102 has multiple cylinders, it is a single representative cylinder for purposes of illustration 118 shown. The engine can only be used as an example 102 2, 3, 4, 5, 6, 8, 10 and / or 12th Have cylinder. The ECM 114 can be a cylinder actuator module 120 instruct to selectively deactivate some of the cylinders under certain circumstances discussed below, which can improve fuel economy.

The motor 102 can operate using a four stroke 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. Hence, two crankshaft revolutions are required for the cylinder 118 necessary to go through all four bars. In four-stroke engines, an engine cycle can correspond to two revolutions of the crankshaft.

When the cylinder 118 is activated, air is drawn from the intake manifold through an intake valve during the intake stroke 122 in the cylinder 118 let in. The ECM 114 controls a fuel actuator module 124 that controls fuel injection to achieve a desired air / fuel ratio. Fuel can be in one central location or in multiple locations, such as near the intake valve 122 each of the cylinders, into the intake manifold 110 be injected. In various implementations (not shown), fuel can be injected directly into the cylinders or into mixing chambers / channels associated with the cylinders. The fuel actuator module 124 can stop the injection of fuel into the cylinders that are deactivated.

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 causes ignition of the air / fuel mixture. Alternatively, the engine 102 be 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. Some types of engines, such as homogeneous compression ignition (HCCI) engines, can perform both compression ignition and spark ignition. The timing of the spark can be specified relative to the time the piston is at its topmost position, known as top dead center (TDC).

The spark actuator module 126 can be controlled by a timing signal that specifies how far before or after TDC the spark should be generated. Since the piston position is directly related to the crankshaft position, the operation of the spark actuator module 126 synchronized with the position of the crankshaft. The spark actuator module 126 can stop the delivery of the spark to the deactivated cylinders or deliver an ignition spark to the deactivated cylinders.

During the combustion stroke, the combustion of the air / fuel mixture drives the piston downward, thereby driving the crankshaft. The combustion stroke can be defined as the time between the piston reaching TDC and the time the piston returns to a lowest position, referred to as bottom dead center (BDC).

During the exhaust stroke, the piston begins moving up again from the BDC and it forces the byproducts of combustion through an exhaust valve 130 out. The by-products of the combustion are removed by means of an exhaust system 134 ejected from the vehicle.

The inlet valve 122 can through an intake camshaft 140 controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts (including the intake camshaft 140 ) multiple inlet valves (including the inlet valve 122 ) for the cylinder 118 and / or the inlet valves: (including the inlet valve 122 ) multiple rows of cylinders (including the cylinder 118 ) steer. 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 multiple rows of cylinders (including the cylinder 118 ) steer. While camshaft based valve actuation is shown and discussed, camless valve actuators may be implemented.

The cylinder actuator module 120 can the cylinder 118 disable by opening the inlet valve 122 and / or the exhaust valve 130 is deactivated. The time at which the inlet valve 122 opened can by an inlet cam phaser 148 can be varied based on the piston TDC. The time at which the exhaust valve 130 opened can by an exhaust cam phaser 150 can be varied based on the piston TDC. A phaser actuator module 158 can use the inlet cam phaser 148 and the exhaust cam phaser 150 based on signals from the ECM 114 steer. When implemented, variable valve lift (not shown) can also be made by the phaser actuator module 158 being controlled. In various other implementations, the inlet valve 122 and / or the outlet valve 130 controlled by actuators other than camshafts, such as electromechanical actuators, electrohydraulic actuators and electromagnetic actuators, etc.

The engine system 100 may include a boost device that delivers pressurized air to the intake manifold 110 supplies. For example shows 1 a turbocharger, which is a turbine 160-1 that is powered by exhaust gases that are passed through the exhaust system 134 stream. The turbocharger also has a compressor 160-2 on that of the turbine 160-1 is driven and compressed the air entering the throttle valve 112 to be led. In various implementations, a crankshaft driven turbo compressor (not shown) may remove air from the throttle valve 112 and compress the compressed air to the intake manifold 110 deliver.

A boost pressure control valve 162 can allow the exhaust to pass to the turbine 160-1 thereby reducing the boost pressure (the amount of intake air compression) of the turbocharger. The ECM 114 can operate the turbocharger using a boost pressure actuator module 164 steer. The boost pressure actuator module 164 can modulate the boost pressure of the turbocharger by changing the position of the boost pressure control valve 162 is controlled. In different implementations, multiple turbochargers can be boosted by boost pressure Actuator module 164 being controlled. The turbocharger can have a variable geometry that is generated by the boost pressure actuator module 164 can be controlled.

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

The engine system 100 can an exhaust gas recirculation valve (EGR valve) 170 selectively return the exhaust gas to the intake manifold 110 returns. 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 being controlled.

The crankshaft position can be determined using a crankshaft position sensor 180 be measured. A temperature of an engine coolant can be measured using an engine coolant temperature sensor (ECT) 182 be measured. The ECT sensor 182 can in the engine 102 or in other locations where the coolant circulates, such as in a cooler (not shown).

A pressure in the intake manifold 110 can be performed using a manifold absolute pressure (MAP) sensor 184 be measured. In various implementations, engine vacuum may be measured, which is the difference between ambient air pressure and the pressure in the intake manifold 110 is. A mass air flow rate into the intake manifold 110 can be done using a mass air flow sensor (MAF sensor) 186 be measured. In various implementations, the MAF sensor 186 be arranged in a housing that also contains the throttle valve 112 includes.

The position of the throttle valve 112 can be done using one or more throttle position sensors (TPS) 190 be measured. A temperature of the air going into the engine 102 can be admitted using an inlet air temperature (IAT) sensor 192 be measured. The engine system 100 can also have one or more other sensors 193 exhibit. The ECM 114 can use signals from the sensors to make control decisions for the engine system 100 hold true.

The ECM 114 can with a transmission control module 194 are in communication to coordinate gear changes in a transmission (not shown). For example, the ECM 114 reduce the engine torque during a gear change. The motor 102 outputs the torque to a transmission (not shown) by means of the crankshaft. One or more coupling devices, such as a torque converter and / or one or more clutches, regulate the transmission of torque between a transmission input shaft and the crankshaft. The torque is transmitted between the transmission input shaft and a transmission output shaft according to the gears.

The torque is transmitted between the transmission output shaft and wheels of the vehicle by means of one or more differentials, one or more drive shafts, etc. The wheels that take in the torque that is output by the transmission are called drive wheels. The wheels that do not receive any torque from the transmission are called non-driven wheels.

The ECM 114 can with a hybrid control module 196 related to the operation of the engine 102 and an electric motor 198 to vote. The electric motor 198 can also function as a generator and can be used to produce electrical energy for use by vehicle electrical systems and / or for storage in a battery. Although only an electric motor 198 As shown and discussed, multiple electric motors may be implemented. In different implementations, different functions of the ECM 114 , the transmission control module 194 and the hybrid control module 196 can be integrated into one or more modules.

Any system that varies an engine parameter can be referred to as an engine actuator. Each engine actuator receives an actuator value. For example, the throttle actuator module 116 may be referred to as an engine actuator, and the throttle opening area may be referred to as the associated actuator value. In the example of 1 reaches the throttle actuator module 116 the throttle orifice area by taking an angle of the leaf of the throttle valve 112 is adjusted.

The spark actuator module 126 may also be referred to as an engine actuator, while the corresponding actuator value may be the amount of spark advance relative to cylinder TDC. Other engine actuators can 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 engine actuators, the actuator values may correspond to a cylinder activation / deactivation sequence, fuel delivery rate, intake and exhaust cam phaser angles, boost pressure and EGR valve opening area, respectively. The ECM 114 can generate the actuator values to cause the motor 102 generates a desired engine output torque.

Well on 2 Referring now, a functional block diagram of an exemplary engine control system is presented. A torque request module 204 can be a torque request 208 based on one or more driver inputs 212 determine, such as based on an accelerator pedal position, a brake pedal position, a cruise control input and / or based on one or more other suitable driver inputs. The torque request module 204 can the torque request 208 additionally or alternatively based on one or more other torque requests, such as based on torque requests issued by the ECM 114 and / or based on torque requests received from other modules of the vehicle, such as the transmission control module 194 , the hybrid control module 196 , a chassis control module, etc.

One or more engine actuators may be based on the torque request 208 being controlled. For example, the throttle control module 216 a desired throttle opening 220 based on the torque requirement 208 determine. The throttle actuator module 116 can open the throttle valve 112 based on the desired throttle opening 220 to adjust.

A spark control module 224 can be a desired spark timing 228 based on the torque requirement 208 determine. The spark actuator module 126 can generate a spark based on the desired spark timing 228 produce. A fuel control module 232 can have one or more desired fueling parameters 236 based on the torque requirement 208 determine. For example, the desired fuel delivery parameters 236 include a fuel injection amount, a number of fuel injections for injecting the amount, and a timing for each of the injections. The fuel actuator module 124 can fuel based on desired fueling parameters 236 inject.

A phaser control module 237 can have desired intake and exhaust cam phaser angles 238 and 239 based on the torque requirement 208 determine. The phaser actuator module 258 can the intake and exhaust cam phasers 148 and 150 based on the desired intake or exhaust cam phaser angle 238 respectively. 239 rules. A boost pressure control module 240 can have a desired boost pressure 242 based on the torque requirement 208 determine. The boost pressure actuator module 164 may increase the boost pressure output by the boost pressure device (s) based on the desired boost pressure 242 steer.

A cylinder control module 244 determines a desired cylinder activation / deactivation sequence 248 based on the torque requirement 208 . The cylinder actuator module 120 deactivates the intake and exhaust valves of the cylinders to be deactivated according to the desired cylinder activation / deactivation sequence 248 . The cylinder actuator module 120 also enables the intake and exhaust valves of the cylinders to be activated to be opened and closed according to the desired cylinder activation / deactivation sequence 248 .

The fuel delivery is made for cylinders to be deactivated according to the desired cylinder activation / deactivation sequence 248 stopped (no fuel supply) and fuel is delivered to the cylinders to be activated according to the desired cylinder activation / deactivation sequence 248 delivered. A spark is sent to the cylinders to be activated according to the desired cylinder activation / deactivation sequence 248 delivered. The spark can be sent to the cylinders to be deactivated according to the desired cylinder activation / deactivation sequence 248 be delivered or stopped for this. A cylinder deactivation differs from a fuel cutoff (e.g. a deceleration fuel cutoff) in that the intake and exhaust valves of cylinders for which the fuel supply is stopped during the fuel cutoff continue to open and close during the fuel cutoff, while the intake and exhaust valves the exhaust valves remain closed in the event of deactivation.

In various implementations, N (a number of) predetermined cylinder activation / deactivation sequences are stored, for example in a sequence database. N is an integer greater than or equal to 2 and can be, for example, 3, 4, 5, 6, 7, 8, 9, 10 or some other suitable value.

Each of the N predetermined cylinder activation / deactivation sequences includes an indicator for each of the next M events of a predetermined cylinder firing order. M can be an integer greater than the total number of cylinders in the engine 102 is. For example only, M may be 20, 40, 60, 80, a multiple of the total number of cylinders in the engine, or any other suitable number. In various implementations, M can be less than the total number of cylinders in the engine 102 be. M can be calibratable and based, for example, on the total number of cylinders in the engine 102 , the engine speed and / or the torque can be set.

Each of the M indicators indicates whether the corresponding cylinder should be activated or deactivated in the predetermined firing order. By way of example only, the N predetermined cylinder activation / deactivation sequences can each comprise a data series which comprises M (a number of) zeros and / or ones. A zero can indicate that the corresponding cylinder should be activated and a one can indicate that the corresponding cylinder should be deactivated, or vice versa.

$$\left[001001\dots 001\right]$$

$$\left[00010001\dots 0001\right]$$

$$\left[000000\dots 00\right]$$

$$\left[111111\dots 11\right]$$

$$\left[011011\dots 011\right]$$

$$\left[00110011\dots 0011\right]$$

$$\left[01110111\dots 0111\right]$$

The following cylinder activation / deactivation sequences are given as examples of predetermined cylinder activation / deactivation sequences. $$\left[010101...01\right]$$

$$\left[001001...001\right]$$

$$\left[00010001...0001\right]$$

$$\left[000000...00\right]$$

$$\left[111111...11\right]$$

$$\left[011011...011\right]$$

$$\left[00110011...0011\right]$$

$$\left[01110111...0111\right]$$

The sequence (1) corresponds to a repetitive pattern in which a cylinder is activated in the predetermined ignition order, the next cylinder in the predetermined ignition order is deactivated, the next cylinder in the predetermined ignition order is activated, etc. The sequence (2) corresponds to a repetitive pattern in which two consecutive cylinders are activated in the predetermined ignition order, the next cylinder in the predetermined ignition order is deactivated, the next two consecutive cylinders are activated in the predetermined ignition order, etc. The sequence (3) corresponds to a repetitive pattern in which three consecutive cylinders are activated in the predetermined ignition order, the next cylinder in the predetermined ignition order is deactivated, the next three consecutive cylinders in the predetermined ignition order are activated, etc. Sequence (4) corresponds to activation of all cylinders, and sequence (5) corresponds to deactivation of all cylinders. The sequence (6) corresponds to a repetitive pattern in which a cylinder is activated in the predetermined ignition order, the next two consecutive cylinders are deactivated in the predetermined ignition order, the next cylinder is activated in the predetermined ignition order, and so on ) corresponds to a repeating pattern in which two consecutive cylinders are activated in the predetermined ignition order, the next two consecutive cylinders are deactivated in the predetermined ignition order, the next two consecutive cylinders are activated in the predetermined ignition order, etc. The sequence (8) corresponds to a repetitive pattern in which a cylinder is activated in the predetermined ignition order, the next three consecutive cylinders are deactivated in the predetermined ignition order, the next cylinder is activated in the predetermined ignition order rd, etc.

Although the 8 exemplary cylinder activation / deactivation sequences are given above, numerous other cylinder activation / deactivation sequences are possible. While repeating patterns were given as examples, one or more non-repeating cylinder activation / deactivation sequences may also be included. Although the N predetermined cylinder activation / deactivation sequences have been discussed as being stored in data series, the N predetermined cylinder activation / deactivation sequences can be stored in any other suitable form.

The cylinder control module 244 can select one or N predetermined cylinder activation / deactivation sequences and the desired cylinder activation / deactivation sequence 248 bet on the selected one of the N predetermined cylinder activation / deactivation sequences. In various implementations, the cylinder control module 244 the desired cylinder activation / deactivation sequence 248 contrary to setting the desired cylinder activation / deactivation sequence 248 to determine one of the N predetermined cylinder activation / deactivation sequences. The cylinders of the engine 102 are according to the desired cylinder activation / deactivation sequence 248 activated or deactivated in the firing order. The desired cylinder activation / deactivation sequence 248 can be repeated until the desired cylinder activation / deactivation sequence 248 is changed.

An air-per-cylinder module (APC module) 252 (see also 3 ) creates a predicted mass of air that is trapped in the next (activated) cylinder in the cylinder firing order. The predicted mass of air trapped in the next cylinder in firing order is referred to as a first predicted APC (APC1) 256. The APC module 252 also creates a predicted mass of air that will be trapped in the next (activated) cylinder following the next (activated) cylinder in firing order. The predicted mass of air trapped in the cylinder following the next cylinder in firing order is referred to as a second predicted APC (APC2) 258.

3 includes a functional block diagram of an exemplary implementation of the APC module 252 . Well on 2 and 3 Referring to this, the APC module determines 252 also a mass of air that is currently trapped in the present (activated) cylinder in the firing order. The mass of air trapped in the present cylinder in the firing order is measured as an APC 260 designated.

One module 264 for a measured APC determines the measured APC 260 . In a stationary state, the module 264 for the measured APC the measured APC 260 equal to an APC based on the MAF 268 set. The module 264 for the measured APC, the APC based on the MAF 268 based on a MAF 272 determine that using the MAF sensor 186 is measured. The MAF-based APC 268 equal to an integral of the MAF 272 can be set over a predetermined period of time or are based on this. The steady state can occur, for example, when there is a change in pressure in the intake manifold 110 (e.g. in a MAP 276 using the MAP sensor 184 is measured) is less than a predetermined amount over a predetermined period of time.

The module 264 for the measured APC updates a volumetric efficiency correction (VE correction) (not shown) in the steady state. The module 264 For the measured APC, the VE correction is determined based on a temperature of the air enclosed in the cylinder in question (charge temperature) 280 , a volumetric efficiency (VE) 284 , an intake port pressure 288 , a cylinder volume and the ideal (or universal) gas constant. The module 264 for the measured APC, the VE correction can determine the charge temperature, for example using one or more functions and / or one or more characteristic maps 280 who have favourited VE 284 , the inlet duct pressure 288 , relate the cylinder volume and the ideal (or universal) gas constant to the VE correction.

wobei VECorr die VE-Korrketur ist, APC_MAF die auf der MAF basierende APC 268 ist, R die ideale Gaskonstante ist, T die Ladungstemperatur 280 ist, η_e die VE 284 ist, V_cyl das Zylindervolumen ist und P_int der Einlasskanaldruck 288 ist. Die Ladungstemperatur 280 kann gleich der Umgebungstemperatur gesetzt werden oder basierend auf der Umgebungstemperatur und einer oder mehreren anderen Temperaturen ermittelt werden, wie beispielsweise der Motorkühlmitteltemperatur (ECT). Beispielsweise kann die Ladungstemperatur 280 basierend auf einem gewichteten Mittelwert der Umgebungslufttemperatur und der ECT ermittelt werden, und die Gewichtung kann basierend auf einer APC festgelegt werden. Das Zylindervolumen und die ideale Gaskonstante sind vorbestimmte Werte. Der Einlasskanaldruck 280 entspricht einem vorausgesagten Druck in einem Einlasskanal des vorliegenden Zylinders ungefähr beim Schließen des Einlassventils. Der Einlasskanaldruck 288 kann beispielsweise gleich einem Druck in dem Einlasskrümmer 110 (z.B. gleich dem MAP 276) gesetzt oder basierend auf diesem ermittelt werden, der bei einer vorbestimmten Rotationsdistanz vor dem Öffnen des Einlassventils gemessen wird. Die VE 284 wird nachstehend weiter diskutiert.In the stationary state, the module 264 determine the VE correction for the measured APC using the equation, for example: $$V\mathrm{E.}\mathrm{C.}Orr=\frac{\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{M.}\mathrm{A.}\mathrm{F.}}*\mathrm{R.}*T}{{\eta }_e*V_{cyl}*{\mathrm{P.}}_{int}},$$

where VECorr is the VE corrketur, APC _MAF the APC based on the MAF 268 is, R is the ideal gas constant, T is the charge temperature 280 is, η _e the VE 284 is, V _{cyl is} the cylinder _{volume and P int is} the intake port pressure 288 is. The cargo temperature 280 may be set equal to ambient temperature or determined based on ambient temperature and one or more other temperatures, such as engine coolant temperature (ECT). For example, the charge temperature 280 can be determined based on a weighted average of the ambient air temperature and the ECT, and the weighting can be determined based on an APC. The cylinder volume and the ideal gas constant are predetermined values. The inlet duct pressure 280 corresponds to a predicted pressure in an intake port of the present cylinder approximately when the intake valve is closed. The inlet duct pressure 288 may, for example, be equal to a pressure in the intake manifold 110 (e.g. equal to the MAP 276 ) set or determined based on this, which is measured at a predetermined rotational distance before opening the inlet valve. The VE 284 is discussed further below.

If there is no steady state, the module can 264 keep the VE correction for the measured APC. In other words, the module can 264 for the measured APC, if there is no steady state, deactivate the updating of the VE correction, as described above.

If there is no steady state, the module determines 264 for the measured APC the measured APC 260 based on the VE correction, the charge temperature 280 , the VE 284 , the inlet duct pressure 288 , the cylinder volume and the ideal gas constant. The module 264 for the measured APC, the measured APC 260 when there is no steady state, for example using one or more functions and / or one or more characteristic maps which determine the VE correction, the charge temperature 280 who have favourited VE 284 , the inlet duct pressure 288 , the cylinder volume and the ideal (or universal) gas constant with the measured APC 260 to relate.

wobei APC_M die gemessene APC 260 ist, VECorr die VE-Korrektur ist, R die ideale Gaskonstante ist, T die Ladungstemperatur 280 ist, η_e die VE 284 ist, V_cyl das Zylindervolumen ist und P_int der Einlasskanaldruck 288 ist.If there is no steady state, the module can 264 for the measured APC the measured APC 260 for example, using the equation: $$\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{M.}}=V\mathrm{E.}\mathrm{C.}Orr*\frac{{\eta }_e*V_{cyl}*{\mathrm{P.}}_{int}}{\mathrm{R.}*T},$$

where APC _{M is} the measured APC 260 is, VECorr is the VE correction, R is the ideal gas constant, T is the charge temperature 280 is, η _e the VE 284 is, V _{cyl is} the cylinder _{volume and P int is} the intake port pressure 288 is.

A VE module 292 (please refer 2 ) determines the VE 284 based on the inlet duct pressure 288 , an exhaust port pressure 296 , an inlet phase angle 300 , an outlet phase angle 304 , an engine speed 308 and a cylinder activation / deactivation sequence used 312 . The VE module 292 can VE 284 for example, using one or more functions and / or one or more characteristic maps, which determine the inlet duct pressure 288 , the exhaust duct pressure 296 , the inlet phase angle 300 , the exhaust phase angle 304 , the engine speed 308 and the cylinder activation / deactivation sequence used 312 with the VE 284 to relate.

wobei VE die VE 284 ist, P_int der Einlasskanaldruck 288 ist, P_Exh der Auslasskanaldruck 296 ist, θ_Int der Einlassphasenwinkel 300 ist, θ_Exh, der Auslassphasenwinkel 304 ist, RPM die Motordrehzahl 308 ist und SequenceUsed die verwendete Zylinder-Aktivierungs-/Deaktivierungssequenz 312 ist. Wie vorstehend beschrieben wurde, entspricht der Einlasskanaldruck 288 einem vorausgesagten Druck in dem Einlasskanal des vorliegenden Zylinders ungefähr beim Schließen des Einlassventils. Der Auslasskanaldruck 296 entspricht einem Druck in einem Auslasskanal des vorliegenden Zylinders ungefähr beim Schließen des Auslassventils. Der Auslasskanaldruck 296 kann beispielsweise basierend auf einer APC und der Motordrehzahl 308 ermittelt werden. Ein Motordrehzahlmodul 316 ermittelt die Motordrehzahl 308 basierend auf einer Kurbelwellenposition 320, die unter Verwendung des Kurbelwellen-Positionssensors 180 gemessen wird. Der Einlassphasenwinkel 300 kann sich auf die Einlass-Nockenphasenstellerposition oder die Einlassventil-Phaseneinstellung relativ zu der Kurbelwellenposition beziehen. Der Auslassphasenwinkel 304 kann sich auf die Auslass-Nockenphasenstellerposition oder die Auslassventil-Phaseneinstellung relativ zu der Kurbelwellenposition beziehen.The VE module 292 can VE 284 for example, using the relationship: $$V\mathrm{E.}=f\left(\frac{{\mathrm{P.}}_{\mathrm{I.}nt}}{{\mathrm{P.}}_{\mathrm{E.}xH}},\mathrm{R.}\mathrm{P.}\mathrm{M.},{\theta }_{\mathrm{I.}nt},{\theta }_{\mathrm{E.}xH},\mathrm{S.}equenceUsed\right),$$

where VE is the VE 284 is, P _{int is} the intake port pressure 288 is, P _{Exh is} the exhaust port pressure 296 is, θ _{Int is} the intake phase angle 300 is, θ _Exh , the exhaust phase angle 304 is, RPM is the engine speed 308 and SequenceUsed is the cylinder activation / deactivation sequence used 312 is. As described above, the intake port pressure corresponds to 288 a predicted pressure in the intake port of the present cylinder approximately at the time the intake valve closes. The outlet duct pressure 296 corresponds to a pressure in an exhaust port of the present cylinder approximately when the exhaust valve is closed. Of the Outlet duct pressure 296 can for example be based on an APC and the engine speed 308 be determined. An engine speed module 316 determines the engine speed 308 based on a crankshaft position 320 using the crankshaft position sensor 180 is measured. The inlet phase angle 300 may refer to intake cam phaser position or intake valve phasing relative to crankshaft position. The exhaust phase angle 304 may refer to exhaust cam phaser position or exhaust valve phasing relative to crankshaft position.

A sequence monitoring module 322 monitors the desired cylinder activation / deactivation sequence 248 and specifies the cylinder activation / deactivation sequence used 312 based on the desired cylinder activation / deactivation sequence 248 fixed. When a cylinder according to the desired cylinder activation / deactivation sequence 248 is activated or deactivated, the oldest entry of the cylinder activation / deactivation sequence used becomes 312 removed and the cylinder activation / deactivation sequence used 312 is updated to reflect whether the cylinder has been activated or deactivated. This process is repeated for each cylinder in the firing order.

The cylinder activation / deactivation sequence used 312 therefore specifies a pattern or sequence for how the last Q cylinders in the firing order were activated and / or deactivated. Q is an integer greater than one and can, for example, be equal to the number of cylinders treated over a predetermined number of crankshaft revolutions, such as two crankshaft revolutions (one engine cycle), three crankshaft revolutions, four crankshaft revolutions, or more crankshaft revolutions. Q can therefore be greater than 1 and less than the total number of cylinders in the engine 102 be; or it can be Q greater than the total number of cylinders in the engine 102 or be the same as this. The pattern can be stored, for example, in a buffer (eg a ring buffer, a circular buffer, a first-in-first-out buffer), a register, a field, a vector or in another suitable form. A zero can indicate that the corresponding cylinder has been activated and a one can indicate that the corresponding cylinder has been deactivated, or vice versa. By way of example only, the following may be an example of the cylinder activation / deactivation sequence used 312 with the last Q cylinders activated and deactivated alternately and Q equals 8. $$\left[01010101\right]$$

wobei $$BaseVE=f\left(\frac{P_{Int}}{P_{Exh}},RPM\right),$$

$$Mult=f\left({\theta }_{Int},{\theta }_{Exh},SequenceUsed\right),$$

und $$Offset=f\left({\theta }_{Int},{\theta }_{Exh},SequenceUsed\right),$$

wobei VE die VE 284 ist, P_int der Einlasskanaldruck 288 ist, P_Exh der Auslasskanaldruck 296 ist, θ_Int der Einlassphasenwinkel 300 ist, θ_Exh der Auslassphasenwinkel 304 ist, RPM die Motordrehzahl 308 ist, SequenceUsed die verwendete Zylinder-Aktivierungs-/Deaktivierungssequenz 312 ist, BaseVE ein Basiswert (oder Anfangswert) der VE 284 ist, Mult ein Multiplikatorwert für BaseVE ist und Offset ein VE-Offsetwert ist. BaseVE, Mult und Offset können unter Verwendung von Funktionen oder Kennfeldern ermittelt werden. Beispielsweise kann BaseVE unter Verwendung eines zweidimensionalen Kennfeldes ermittelt werden. Mult und Offset können unter Verwendung von Polynomen ermittelt werden, oder sie können beispielsweise durch bikubische Splines repräsentiert werden.The VE module 292 can VE 284 alternatively determine using the equation: $$V\mathrm{E.}=\mathrm{B.}aseV\mathrm{E.}*\mathrm{M.}ult+Offset,$$

whereby $$\mathrm{B.}aseV\mathrm{E.}=f\left(\frac{{\mathrm{P.}}_{\mathrm{I.}nt}}{{\mathrm{P.}}_{\mathrm{E.}xH}},\mathrm{R.}\mathrm{P.}\mathrm{M.}\right),$$

$$\mathrm{M.}ult=f\left({\theta }_{\mathrm{I.}nt},{\theta }_{\mathrm{E.}xH},\mathrm{S.}equenceUsed\right),$$

and $$Offset=f\left({\theta }_{\mathrm{I.}nt},{\theta }_{\mathrm{E.}xH},\mathrm{S.}equenceUsed\right),$$

where VE is the VE 284 is, P _{int is} the intake port pressure 288 is, P _{Exh is} the exhaust port pressure 296 is, θ _{Int is} the intake phase angle 300 is, θ _{Exh is} the exhaust phase angle 304 is, RPM is the engine speed 308 SequenceUsed is the cylinder activation / deactivation sequence used 312 BaseVE is a base value (or initial value) of the VE 284 is, Mult is a multiplier value for BaseVE, and Offset is a VE offset value. BaseVE, Mult and Offset can be determined using functions or maps. For example, BaseVE can be determined using a two-dimensional map. Mult and offset can be determined using polynomials, or they can be represented by bicubic splines, for example.

A first APC prediction module 324 (please refer 3 ) generates the first predicted APC 256 . The first APC prediction module 324 finds the first predicted APC 256 based on the MAF based APC 268 , the intake manifold pressure 288 , the cylinder activation / deactivation sequence used 312 , a corrected APC 328 , a throttle opening 332 and a location of the next (activated) cylinder in the firing order. The first APC prediction module 324 can be the first predicted APC 256 for example, using one or more functions and / or one or more characteristic maps, which the APC based on the MAF 268 , the inlet duct pressure 288 , the cylinder activation / deactivation sequence used 312 who have favourited corrected APC 328 , the throttle opening 332 and the location of the next cylinder with the first predicted APC 256 to relate.

wobei APC1 die erste vorausgesagte APC 256 ist, APCCorr die erste korrigierte APC 328 ist, APC_MAF die auf der MAF basierende APC 268 ist, P_int der Einlasskanaldruck 288 ist, Throttle die Drosselöffnung 332 ist, SequenceUsed die verwendete Zylinder-Aktivierungs-/Deaktivierungssequenz 312 ist, Cyl# der Ort des nächsten Zylinders in der Zündreihenfolge ist und α, β, γ sowie δ Koeffizienten sind. α, β, γ und δ sind vorbestimmte Werte. Das erste APC-Voraussagemodul 324 kann α, β, γ und δ beispielsweise basierend auf der Motordrehzal 308 und/oder einem Druck in dem Einlasskrümmer 110 (z.B. dem MAP 276) ermitteln. Die Drosselöffnung 332 entspricht einer gegenwärtigen Öffnung (z.B. einer Position, einer Fläche usw.) des Drosselventils 112. Somit wird die erste vorausgesagte APC 256 basierend auf der auf der MAF basierenden APC 268 für die letzten zwei aktivierten Zylinder, dem Einlasskanaldruck 288 für die letzten drei aktivierten Zylinder, der Drosselöffnung 332 für die letzten zwei Zylinder, dem Ort des nächsten Zylinders in der Zündreihenfolge und der verwendeten Zylinder-Aktivierungs-/ Deaktivierungssequenz 312 über die letzte vorbestimmte Zeitdauer ermittelt. Obgleich die Verwendung von drei Abtastwerten bei den Summierungen beschrieben ist, kann bei verschiedenen Implementierungen eine größere Anzahl von Abtastwerten verwendet werden.The first APC prediction module 324 can be the first predicted APC 256 for example, using the equation: $$\begin{array}{l}\mathrm{A.}\mathrm{P.}\mathrm{C.}1={\alpha }_0*\mathrm{A.}\mathrm{P.}\mathrm{C.}Orr\left(k\right)+{\displaystyle {\sum }_{i=1}^2{\alpha }_i\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{M.}\mathrm{A.}\mathrm{F.}}\left(k-1\right)+{\displaystyle {\sum }_{j=0}^2{\beta }_j{\mathrm{P.}}_{\mathrm{I.}nt}\left(k-j\right)}}\\ +{\displaystyle {\sum }_{l=0}^2{\gamma }_{l}THrOttle\left(k-l\right)+{\displaystyle {\sum }_{m=0}^2{\delta }_m*f}\left(\mathrm{S.}equenceUsed,\mathrm{C.}yl\#\right)},\end{array}$$

where APC1 is the first predicted APC 256 is, APCCorr the first corrected APC 328 is, APC _{MAF is} the MAF based APC 268 is, P _{int is} the intake port pressure 288 is, Throttle the throttle opening 332 SequenceUsed is the cylinder activation / deactivation sequence used 312 is, Cyl # is the location of the next cylinder in the firing order and α, β, γ and δ are coefficients. α, β, γ and δ are predetermined values. The first APC prediction module 324 For example, α, β, γ and δ can be based on the engine speed 308 and / or pressure in the intake manifold 110 (e.g. the MAP 276 ) determine. The throttle opening 332 corresponds to a current opening (e.g., position, area, etc.) of the throttle valve 112 . Thus becomes the first predicted APC 256 based on the MAF based APC 268 for the last two activated cylinders, the intake port pressure 288 for the last three activated cylinders, the throttle opening 332 for the last two cylinders, the location of the next cylinder in the firing order and the cylinder activation / deactivation sequence used 312 determined over the last predetermined period of time. Although the use of three samples in the summations is described, a greater number of samples can be used in various implementations.

A delay module 336 receives the first predicted APC 256 and gives a previous value of the first predicted APC 256 than a previous APC 340 the end. The previous APC 340 can therefore be the first predicted APC 256 for the last (activated) cylinder in the firing order. The delay module 336 a first-in-first-out (FIFO) buffer with a unit.

A deviation module 344 determines an APC deviation 348 based on the previous APC 340 and the measured APC 260 . The deviation module 344 can be the APC deviation 348 for example equal to a difference between the previous APC 340 and the measured APC 260 set or set based on this.

wobei APCCorr die korrigierte APC 328 ist, K ein Koeffizient ist, APC_M die gemessene APC 260 ist und APC_Prev die vorhergehende APC 340 ist. K kann ein vorbestimmter Wert sein oder beispielsweise unter Verwendung der Kalman-Filtertheorie, der Zustands-Beobachtertheorie oder auf eine andere geeignete Weise festgelegt werden.An APC correction module 352 generates the corrected APC 328 . The APC correction module 352 determines the corrected APC 328 based on the APC deviation 348 and the previous APC 340 . The APC correction module 352 can the corrected APC 328 for example, using one or more functions and / or one or more characteristic maps, which determine the APC deviation 348 and the previous APC 340 with the corrected APC 328 to relate. The APC correction module 352 the corrected APC 328 determine using the equation: $$\mathrm{A.}\mathrm{P.}\mathrm{C.}\mathrm{C.}Orr=\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{P.}rev}+K*\left(\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{M.}}-\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{P.}rev}\right),$$

where APCCorr is the corrected APC 328 is, K is a coefficient, APC _{M is} the measured APC 260 and APC _{Prev is} the previous APC 340 is. K may be a predetermined value or may be determined using, for example, Kalman filter theory, state observer theory, or some other suitable manner.

A second APC prediction module 356 generates the second predicted APC 258 . The second APC prediction module 356 finds the second predicted APC 258 based on the first predicted APC 256 , the MAF-based APC 268 , the inlet duct pressure 288 , the used cylinder Activation / deactivation sequence 312 , the throttle opening 332 and the location of the next (activated) cylinder following the next cylinder in the firing order. The second APC prediction module 356 can be the second predicted APC 258 determine, for example, using one or more functions and / or one or more maps, which the first predicted APC 256 who have favourited the MAF-based APC 268 , the inlet duct pressure 288 , the cylinder activation / deactivation sequence used 312 , the throttle opening 332 and relate the location of the activated cylinder following the next cylinder in the firing order.

wobei APC2 die zweite vorausgesagte APC 258 ist, APC1 die erste vorausgesagte APC 256 ist, APC_MAF die auf der MAF basierende APC 268 ist, P_int der Einlasskanaldruck 288 ist, Throttle die Drosselöffnung 332 ist, SequenceUsed die verwendete Zylinder-Aktivierungs-/Deaktivierungssequenz 312 ist, Cyl# der Ort des aktivierten Zylinders ist, der dem nächsten Zylinder nachfolgt, und α, β, γ sowie δ Koeffizienten sind. Obgleich die Verwendung von 3 Abtastwerten in den Summierungen beschrieben ist, kann bei verschiedenen Implementierungen eine größere Anzahl von Abtastwerten verwendet werden.The second APC prediction module 356 can be the second predicted APC 258 for example, using the equation: $$\begin{array}{l}\mathrm{A.}\mathrm{P.}\mathrm{C.}2={\alpha }_0*\mathrm{A.}\mathrm{P.}\mathrm{C.}1\left(k\right)+{\displaystyle {\sum }_{i=1}^2{\alpha }_i\mathrm{A.}\mathrm{P.}{\mathrm{C.}}_{\mathrm{M.}\mathrm{A.}\mathrm{F.}}\left(k-i\right)+{\displaystyle {\sum }_{j=0}^2{\beta }_j{\mathrm{P.}}_{\mathrm{I.}nt}\left(k-j\right)}}\\ +{\displaystyle {\sum }_{l=0}^2{\gamma }_{l}THrOttle\left(k-l\right)+{\displaystyle {\sum }_{m=0}^2{\delta }_m*f\left(\mathrm{S.}equenceUsed,\mathrm{C.}yl\#\right)},}\end{array}$$

where APC2 is the second predicted APC 258 is, APC1 is the first predicted APC 256 is, APC _{MAF is} the MAF based APC 268 is, P _{int is} the intake port pressure 288 is, Throttle the throttle opening 332 SequenceUsed is the cylinder activation / deactivation sequence used 312 is, Cyl # is the location of the activated cylinder following the next cylinder, and α, β, γ and δ are coefficients. Although the use of 3 samples in the summations is described, a greater number of samples can be used in various implementations.

The fuel control module 232 may provide a fueling based on the second predicted APC 258 rules. For example, the fuel control module 332 control fueling for the next (activated) cylinder following the next (activated) cylinder in firing order based on a predetermined air / fuel ratio (e.g., stoichiometric air / fuel ratio) with the second predicted APC 258 is achieved.

A torque estimation module 360 generates an estimated torque output of the engine 102 based on the first predicted APC 256 . The estimated torque output of the motor 102 can be used as engine torque 364 are designated. One or more engine operating parameters may be based on engine torque 364 be managed. For example, the boost pressure control module 240 , the throttle control module 216 and / or the phaser control module 237 the desired boost pressure 242 , the desired throttle opening 220 and / or the desired intake and / or desired exhaust cam phaser angle 238 respectively. 239 based on the engine torque 364 produce. An engine load and / or one or more other parameters can be calculated based on the first predicted APC 256 be determined. Spark timing and / or one or more other engine operating parameters may be determined based on the first predicted APC 256 be managed.

Well on 4th Referring now, there is shown a flow diagram illustrating an exemplary method for generating the first and second predicted APCs 256 and 258 shows. The control can with 404 begin where the controller uses the data to determine the first and second predicted APCs 256 and 258 receives. at 408 determines the VE module 292 the VE 284 . The VE module 292 determines the VE 284 based on the inlet duct pressure 288 , the exhaust duct pressure 296 , the inlet phase angle 300 , the exhaust phase angle 304 , the engine speed 308 and the cylinder activation / deactivation sequence used 312 . For example, the VE module 292 the VE 284 using (11) or (13) as described above.

at 412 the controller determines whether a steady state is present. If not, the control also moves 416 away; if so, control continues in 420. The steady state can exist, for example, when there is a change in pressure in the intake manifold 110 (e.g. the MAP 276 using the MAP sensor 184 is measured) is less than a predetermined amount over a predetermined period of time.

The module 264 for the measured APC determined at 416 the measured APC 260 based on the VE correction, the charge temperature 280 , the VE 284 , the inlet duct pressure 288 , the cylinder volume and the ideal gas constant. If there is no steady state, the module can 264 for the measured APC the measured APC 260 for example, using (10) as described above. The control moves along 428 continues, which is further discussed below.

at 420 updates the module 264 for the measured APC the VE correction if the steady state is present. The module 264 for the measured APC, the VE correction is determined based on the charge temperature 280 , the VE 284 , the inlet duct pressure 288 , the cylinder volume and the ideal (or universal) gas constant using, for example, (9) as described above. The procedure goes with 424 away.

That module 264 for the measured APC sets the measured APC 260 at 424 same as the MAF-based APC 268 . The module 264 for the measured APC, the APC based on the MAF 268 based on the MAF 272 determine that using the MAF sensor 186 is measured. The MAF-based APC 268 equal to an integral of the MAF 272 over a predetermined period of time or based on this. The control moves along 428 away.

at 428 determines the deviation module 344 the APC deviation 348 . The deviation module 344 determines the APC deviation 348 based on a difference between the previous APC 340 and the measured APC 260 . The APC correction module 352 determines the corrected APC at 432 328 . The APC correction module 352 determines the corrected APC 328 based on the APC deviation 348 and the previous APC 340 . For example, the APC correction module 352 the corrected APC 328 using (18) as described above.

The first APC prediction module 324 determined at 436 the first predicted APC 256 . The first APC prediction module 324 determines the predicted APC 256 based on the MAF based APC 268 , the inlet duct pressure 288 , the cylinder activation / deactivation sequence used 312 , the corrected APC 328 , the throttle opening 332 and the location of the next cylinder in the firing order. For example, the first APC prediction module 324 the first predicted APC 256 using (17) as described above. The delay module 336 stores the first predicted APC 256 and gives the last value of the predicted APC 256 at 440 than the previous APC 340 the end.

at 444 determines the second APC prediction module 356 the second predicted APC 258 . The second APC prediction module 356 finds the second predicted APC 258 based on the MAF based APC 268 , the inlet duct pressure 288 , the cylinder activation / deactivation sequence used 312 , the first predicted APC 256 , the throttle opening 332 and the location of the next cylinder following the next cylinder in the firing order. For example, the second APC prediction module 356 the second predicted APC 258 using (19) as described above. at 448 becomes one or more engine operating parameters based on the first predicted APC 256 and / or the second predicted APC 258 controlled, and control can end. Although control is shown and discussed as ending after 448, may 4th be an illustration of a control loop, and control loops may be executed at a predetermined rate.

For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the formulation A, B and / or C should be construed to mean a logical (A or B or C) using a non-exclusive logical OR. It is understood that one or more steps within a method can be performed in different orders (or simultaneously) without changing the principles of the present disclosure.

As used herein, the term module can 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 code; other suitable hardware components that provide the functionality described; or a combination of some or all of the foregoing, such as, for example, in a one-chip system, may be a part of or include them. The term module can include memory (shared, dedicated, or group) that stores code that is executed by the processor.

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

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

Claims (8)

A cylinder control method comprising: an amount of air (256) trapped in a next activated cylinder (118) in a firing order of cylinders (118) of an engine (102) based on a cylinder activation / deactivation sequence ( 312) the last Q cylinders (118) in firing order is predicted, where Q is an integer greater than one; and determining a desired cylinder activation / deactivation sequence (248), characterized in that valves (122, 130) of the cylinders (118) of the engine (102) are activated based on the desired cylinder activation / deactivation sequence (248) be deactivated; determining a measured amount of air (260) trapped in a present activated cylinder (118) in the firing order; that a deviation for one air per cylinder (APC deviation) (348) is determined based on the measured amount (260) and a previous value of the amount of air (340) trapped in the next activated cylinder (118) ; a corrected air per cylinder (APC) (328) is determined based on the APC deviation (348) and the previous value (340); and the amount of air (256) trapped in the next activated cylinder (118) is further predicted based on the corrected APC (328). Cylinder control method according to Claim 1 further comprising determining a spark timing for the next activated cylinder (118) based on the amount of air (256) trapped in the next activated cylinder (118). Cylinder control method according to Claim 1 further comprising predicting the amount of air (256) trapped in the next activated cylinder (118) further based on a location of the next activated cylinder (118) in the firing order. Cylinder control method according to Claim 1 further comprising predicting a second amount of air (258) trapped in a second activated cylinder (118) based on the cylinder activation / deactivation sequence (312) of the last Q cylinders (118) in the firing order the second activated cylinder (118) following the next activated cylinder (118) in the firing order. Cylinder control method according to Claim 4 further comprising predicting the second amount of air (258) trapped in the second activated cylinder (118) further based on a location of the second activated cylinder (118) in the firing order. Cylinder control method according to Claim 4 further comprising predicting the second amount of air (258) trapped in the second activated cylinder (118) further based on the amount of air (256) trapped in the next activated cylinder (118) will. Cylinder control method according to Claim 4 further comprising controlling fueling for the second activated cylinder (118) based on the second amount of air (258) trapped in the second activated cylinder (118). Cylinder control method according to Claim 1 further comprising: determining an estimated torque output (364) of the engine (102) based on the amount of air (256) trapped in the next activated cylinder (118); and controlling a boost pressure device (160-1, 160-2) of the engine (102) based on the estimated torque output (364); controlling a throttle valve (112) based on the estimated torque output (364); and / or controlling intake and exhaust valve phasing (238, 239) based on the estimated torque output (364).

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