DE102014105277B4 - SYSTEM AND METHOD FOR CONTROLLING AIR FLOW USING A CONTROL BY A PREDICTIVE MODEL - Google Patents

Abstract

Motor control method for a vehicle, comprising:
generating a first torque request (254) for a spark ignition engine (102) based on a driver input (255);
the first torque request (254) is converted to a second torque request (308);
Air and exhaust adjustment points (318, 320, 324, 328, 332, 380, 384, 388, 392) for the spark ignition engine (102) are generated based on the second torque request (308);
using a predictive model (MPC) module (360):
Sets of possible target values (266, 267, 268, 269, 270) are identified based on the air and exhaust adjustment points (318, 320, 324, 328, 332, 380, 384, 388, 392);
predicted parameters are generated based on a model (376) of the spark ignition engine (102) and the respective sets of possible target values (266, 267, 268, 269, 270);
selecting one of the sets of possible target values (266, 267, 268, 269, 270) based on the predicted parameters; and
Setting target values (266, 267, 268, 269, 270) based on the possible target values (266, 267, 268, 269, 270) of the selected one of the sets;
a predetermined range is selectively set for a first one of the target values (266, 267, 268, 269, 270);
limiting the first one of the target values (266, 267, 268, 269, 270) to values within the predetermined range; and
controlling an opening of a throttle valve (112) based on a second (267) of the target values (266, 267, 268, 269, 270),
wherein the predetermined range for the first one of the target values (266, 267, 268, 269, 270) ranges from a first limit to a second limit of a second predetermined range around the first one of the target values (266, 267, 268, 269, 270) is set.

Description

TERRITORY

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

BACKGROUND

Internal combustion engines burn 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 provide 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 fast response to control signals or tune engine torque control between various devices that affect engine output torque.

In the US 2007/0 174 003 A1 An engine control method for a vehicle is described in which first a torque request for an engine based on a driver input is determined. Air and exhaust adjustment points for the engine are generated based on the torque request. Further, using a predictive model, sets of possible target values based on the air and exhaust timing points are identified and predicted parameters are generated based on a model of the engine and the respective sets of possible target values. One of the sets of possible target values is selected based on the predicted parameters to set target values based on the possible target values of the selected one of the sets. Finally, an opening of a throttle valve of the engine is controlled based on one of the target values.

The WO 2006/107 525 A1 describes a similar method in which, however, instead of the control of a throttle valve, a coordination between a fuel and an air control of a diesel engine takes place.

In the US 2013/0 060 448 A1 For example, a method of controlling an engine based on target values for which predetermined ranges are determined is described.

The DE 10 2007 025 432 A1 describes a method for controlling an engine in which an opening of a throttle valve of the engine is controlled based on a target value for an air intake flow, which is determined in consideration of a reaction delay model.

Furthermore, in the DE 10 2008 004 361 A1 a method for controlling an engine is described in which a setpoint of the combustion phase position is used as a reference variable for controlling injection and air supply.

An object of the invention is to provide an engine control method for a vehicle in which a torque output of an engine is controlled based on target values for actuators of the engine such that the stability of the control is maintained without additional fuel consumption.

SUMMARY

This object is achieved with the features of claim 1. Advantageous developments will become apparent from the dependent claims.

An engine control method for a vehicle includes: generating a first torque request for a spark ignition engine based on a driver input; that the first torque request is converted to a second torque request; and generating air and exhaust adjustment points for the spark ignition engine based on the second torque request. The method further comprises, using a predictive model (MPC) control module: sets of possible target values based on the air and exhaust timing points be identified; predicted parameters are generated based on a model of the spark ignition engine and the respective sets of possible target values; selecting one of the sets of possible target values based on the predicted parameters; and target values based on the possible target values of the selected one of the sets. The method further comprises: selectively setting a predetermined range for a first one of the target values; that the first one of the target values is limited to values within the predetermined range; and controlling an opening of a throttle valve based on a second of the target values.

The method further comprises setting the predetermined range for the first one of the target values from a first limit to a second limit of a second predetermined range around the first one of the target values.

In further features, the first and second target values are different ones of the target values.

In still further features, the method further comprises determining the predetermined range in response to a determination that an actuation of the throttle valve is inhibited.

In still further features, the method further comprises determining the predetermined range in response to a determination that an actuation of a camshaft phaser is obstructed.

In other features, the method further includes determining the predetermined range in response to a determination that an actuation of an exhaust gas recirculation (EGR) valve is being hindered.

In still further features, the method further comprises: selectively establishing a second predetermined range for a first one of the air and exhaust adjustment points; and that the first of the adjustment point values is limited to values within the second predetermined range.

According to still further features, the method further comprises setting the second predetermined range based on the predetermined range set for the first one of the target values.

In further features, the method further comprises: controlling the opening of a wastegate valve based on a third of the target values; that the opening of an exhaust gas recirculation (EGR) valve is controlled based on a fourth of the target values; and controlling intake and exhaust valve phasing based on fifth and sixth of the target values.

In still further features, the method further comprises setting the predetermined range for the first one of the target values from a first limit to a second limit of a predetermined range of operation of an associated engine actuator.

Further fields of application of the present disclosure will become apparent from the detailed description, the claims, and the drawings. The detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.

list of figures

• 1 ein Funktionsblockdiagramm eines beispielhaften Motorsystems gemäß der vorliegenden Offenbarung ist;
• 2 ein Funktionsblockdiagramm eines beispielhaften Motorsteuersystems gemäß der vorliegenden Offenbarung ist;
• 3A - 3B Funktionsblockdiagramme beispielhafter Luftsteuermodule gemäß der vorliegenden Offenbarung sind;
• 4 ein Flussdiagramm umfasst, das ein beispielhaftes Verfahren zum Steuern eines Drosselventils, einer Einlass- und einer Auslass-Ventilphaseneinstellung, eines Ladedruck-Regelventils und eines Abgasrückführungsventils (AGR-Ventils) unter Verwendung einer Steuerung mittels eines voraussagenden Modells gemäß der vorliegenden Offenbarung zeigt;
• 5 ein Funktionsblockdiagramm eines beispielhaften Beschränkungseinstellungssystems gemäß der vorliegenden Offenbarung ist;
• 6 ein Flussdiagramm ist, das ein beispielhaftes Verfahren zum Einstellen einer Aktuatorbeschränkung und zum Steuern eines Motoraktuators basierend auf der Einschränkung gemäß der vorliegenden Offenbarung zeigt;
• 7 ein Funktionsblockdiagramm eines beispielhaften Kraftstoffsystems gemäß der vorliegenden Offenbarung ist;
• 8 ein Funktionsblockdiagramm eines beispielhaften Vakuum- und Einstellungspunkt-Steuersystems gemäß der vorliegenden Offenbarung ist; und
• 9 - 10 Flussdiagramme beispielhafter Verfahren zum selektiven Einstellen einer oder mehrerer Einstellungspunkteingaben für einen Controller mit einem voraussagenden Modell gemäß der vorliegenden Offenbarung sind.

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

• 1 FIG. 4 is a functional block diagram of an exemplary engine system according to the present disclosure; FIG.
• 2 FIG. 10 is a functional block diagram of an exemplary engine control system according to the present disclosure; FIG.
• 3A - 3B Functional block diagrams of exemplary air control modules in accordance with the present disclosure are;
• 4 FIG. 10 is a flowchart depicting an exemplary method of controlling a throttle valve, intake and exhaust valve phasing, exhaust pressure control valve, and exhaust gas recirculation (EGR) valve using predictive model control according to the present disclosure; FIG.
• 5 FIG. 4 is a functional block diagram of an exemplary constraint adjustment system in accordance with the present disclosure; FIG.
• 6 FIG. 10 is a flowchart illustrating an example method for adjusting actuator restriction and controlling a motor actuator based on the limitation in accordance with the present disclosure; FIG.
• 7 FIG. 4 is a functional block diagram of an exemplary fuel system according to the present disclosure; FIG.
• 8th a functional block diagram of an exemplary vacuum and set point A control system according to the present disclosure; and
• 9 - 10 Flowcharts of example methods for selectively setting one or more setpoint inputs for a predictive model controller according to the present disclosure.

In the drawings, reference numerals may be reused to identify similar and / or identical elements.

DETAILED DESCRIPTION

An engine control module (ECM) controls a torque output of an engine. More specifically, the ECM controls actuators of the engine based on target values, respectively, to generate a requested amount of torque. For example, the ECM controls intake and exhaust cam phasing based on a target intake and exhaust cam phaser angle, a throttle valve based on a target throttle opening, an exhaust gas recirculation (EGR) valve based on a target EGR valve. A turbocharger orifice and boost pressure control valve based on a boost pressure control valve target duty cycle.

The ECM could determine the target values one at a time using multiple controllers with a single input and a single output (SISO controllers), such as using Proportional Integral Derivation (PID) Controllers. However, when multiple SISO controllers are used, the target values may be set to maintain system stability at the expense of possible fuel economy reductions. In addition, the calibration and design of each SISO controller can be expensive and time consuming.

The ECM of the present disclosure generates the target values using predictive model (MPC) control. More specifically, the ECM generates various air and exhaust adjustment points of the engine, such as a manifold pressure set point, an air per cylinder (APC) set point, external dilution and residual dilution adjustment points, and a compression ratio set point. In various implementations, adjustment points for intake and exhaust phasing may be created and used in place of the external and residual dilution adjustment points.

The ECM identifies possible sets of target values for attaining the adjustment points. The ECM determines predicted parameters (responses) for each of the possible sentences based on the target values of the possible sentences and a model of the engine. Restrictions are also taken into account. The ECM determines an effort associated with using each of the possible sets based on comparing the predicted parameters with the respective setpoints. For example, the ECM may determine the effort associated with a possible set based on how quickly the predicted parameters reach the setpoints and / or how far the predicted parameters overshoot the respective setpoints. The ECM can select one of the possible sets with the least amount of effort and set the target values using the target values of the selected possible set.

Now up 1 Referring to Figure 1, a functional block diagram of an example engine system is shown 100 shown. The engine 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. The motor 102 can be a spark ignition gasoline engine.

Air is through a throttle valve 112 in an intake manifold 110 admitted. For example only, the throttle valve 112 include a throttle with a rotatable blade. An engine control module (ECM) 114 controls a throttle actuator module 116 , which is the opening of the throttle valve 112 regulates 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 . 8th . 10 and or 12 Have cylinder. 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.

The motor 102 can work using a four-stroke engine 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 regulates fuel injection to achieve a target air / fuel ratio. Fuel may be in a central location or in multiple locations, such as near the intake 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 stop the injection of fuel into the cylinders, which 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. A spark actuator module 126 activates a spark plug 128 in the cylinder 118 based on a signal from the ECM 114 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. 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 vary the spark timing for a next firing event when the spark timing is changed between a last firing event and the next firing event. The spark actuator module 126 can stop the delivery of the spark to the deactivated cylinders.

During the combustion stroke, 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 away from the BDC again and drives the combustion by-products through an exhaust valve 130 out. The by-products of combustion are produced by means of an exhaust system 134 ejected from the vehicle.

The inlet valve 122 can through an intake camshaft 140 be controlled while the exhaust valve 130 through an exhaust camshaft 142 can be controlled. In various implementations, multiple intake camshafts (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 ) control. 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 ) control. In various other implementations, the inlet valve 122 and / or the exhaust valve 130 controlled by means other than camshafts, such as camless valve actuators. 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 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 control. When implemented, a variable valve lift (not shown) may also be provided by the phaser actuator module 158 being controlled.

The engine system 100 may have 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. The compressor 160 - 2 compresses the air in 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, thereby reducing the boost pressure (the amount of intake air compression) provided by the turbocharger. A boost pressure actuator module 164 can control the boost pressure of the turbocharger by opening the boost pressure control valve 162 is controlled. In various implementations, two or more turbochargers may be implemented and by the boost pressure actuator module 164 being controlled.

An air cooler (not shown) may transfer heat from the compressed air charge to a cooling medium, such as engine coolant or air. An air cooler that cools the compressed air charge using an engine coolant may be referred to as an intercooler. An air cooler that cools the compressed air charge using air may be referred to as a charge air cooler. The compressed air charge may heat, for example by means of the compression and / or components of the exhaust system 134 take up. 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 engine 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 based on signals from the ECM 114 being controlled.

A position of the crankshaft may be determined using a crankshaft position sensor 180 be measured. A rotational speed of the crankshaft (an engine speed) may be determined based on the position of the crankshaft. 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 at other locations where the coolant circulates, such as in a radiator (not shown).

A pressure in the intake manifold 110 can be measured using a manifold absolute pressure (MAP) sensor 184 be measured. In various implementations, an engine vacuum may be measured that is the difference between the ambient air pressure and the pressure in the intake manifold 110 is. An air mass flow rate into the intake manifold 110 can be measured 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 the position of the throttle valve 112 using one or more throttle position sensors (TPS) 190 monitor. An ambient temperature of the air in the engine 102 can be admitted using an inlet air temperature sensor (IAT sensor) 192 be measured. The engine system 100 can also have one or more other sensors 193 include, such as an ambient humidity sensor, one or more knock sensors, a compressor discharge pressure sensor and / or a throttle inlet pressure sensor, a wastegate position sensor, an EGR position sensor, and / or one or more other suitable sensors. 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 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.

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 a motor actuator. For example, the throttle actuator module 116 the opening of the throttle valve 112 to achieve a target throttle area. The spark actuator module 126 controls the spark plugs to reach a target spark timing relative to the piston TDC. The fuel actuator module 124 controls the fuel injectors to achieve target fueling parameters. The phaser actuator module 158 may be the intake and exhaust cam phasers 148 and 150 to achieve a target intake cam phaser angle. The EGR actuator module 172 can the EGR valve 170 to achieve a target EGR opening area. The boost pressure actuator module 164 controls the boost pressure control valve 162 to achieve a target opening area for the wastegate valve. The cylinder actuator module 120 controls a cylinder deactivation to a Target number of activated or deactivated cylinders to achieve.

The ECM 114 generates the target values for the engine actuators to cause the engine 102 generates a target engine output torque. The ECM 114 generates the target values for the engine actuators using predictive model control, as further discussed below.

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 can also be a hybrid optimization module 208 include. The ECM 114 also includes a reserves / loads module 220 , a torque request module 224 , an air control module 228 , a spark control module 232 , a cylinder control module 236 and a fuel control module 240 ,

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 of the accelerator pedal position to a target torque, and may include the driver torque request 254 based on 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. For example, the axle torque requests 256 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 other axle torque requirements 256 may also include a request for an increase in torque to counteract a negative wheel slip at which a tire of the vehicle slips in the other direction relative to the road surface, as 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 257 and an immediate 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 the motor actuators.

Generally speaking, the immediate torque request 258 be an amount of currently desired axle torque during the predicted torque request 257 may be an amount of axle torque that may be needed in the short term. The ECM 114 controls the engine system 100 to generate an axle torque equal to the immediate torque request 258 is. However, different combinations of target values may result in the same axle torque. The ECM 114 can therefore adjust the target 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 under certain circumstances be less than the predicted torque request 257 be set, 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) a reduction by means of the immediate torque request 258 request, and the ECM 114 reduces the engine torque output to the immediate torque request 258 , The ECM 114 However, the reduction is such that the engine system 100 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 system 100 can start generating with a minimum delay. Fast engine actuators are used to increase or decrease the current axle torque with minimal delay. Fast engine actuators are defined differently than slow engine actuators.

Generally speaking, the fast engine actuators can change the axle torque faster than the slow engine actuators. The slow motor actuators can respond more slowly than the fast motor actuators to changes in their respective target values. For example, a slow engine actuator may include mechanical components that require time to move from one position to another in response to a change in the target 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 target 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 spark actuator module 126 be a fast actuator. Spark-ignition engines may burn fuels, including, for example, gasoline and ethanol, by using a spark. In contrast, the throttle actuator module 116 be a slow actuator.

For example, the spark actuator module 126 as described above, be able to change the spark timing for a next firing event even if the spark timing is changed between a last firing event and a next firing event. In contrast, changes in the throttle opening take longer to affect engine output torque. The throttle actuator module 116 changes the throttle opening by adjusting the angle of the blade of the throttle valve 112 is adjusted. Once the target value for the opening of the throttle valve 112 Therefore, there is a mechanical delay when the throttle valve is changed 112 moved in response to the change from its previous position to a new position. Additionally, air flow changes based on the throttle opening 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 a 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 provides sufficient air flow 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 his.

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 timing to an optimal value that is the motor 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.

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 optimization module 208 output.

The hybrid optimization module 208 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 optimization module 208 then gives a modified predicted torque request 259 or a modified immediate torque request 260 to the propulsion torque arbitration module 206 out. In various implementations, the hybrid optimization module may 208 in the hybrid control module 196. be implemented.

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). This conversion can be done before or after the hybrid optimization module 208 to appear as part of this or in its place.

The propulsion torque arbitration module 206 mediates between drive torque requirements 290 including the converted predicted torque request and the converted immediate torque request. The propulsion torque arbitration module 206 generates a mediated predicted torque request 261 and a mediated immediate torque request 262 , The mediated predicted torque request 261 and the mediated immediate torque request 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 290 For example, torque levels may include torque reductions to protect against excessive engine speed, torque increases to prevent stall, and torque reductions provided by the transmission control module 194 be requested to record gear changes. The drive torque requirements 290 may also result from a fuel cut-off due to the clutch, which reduces the engine output torque when the driver depresses the clutch pedal in a manual transmission vehicle to prevent the engine speed from flaring up (a rapid increase).

The drive torque requirements 290 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, when there is an engine shutdown request, the switch then selects the engine shutdown request as the winning 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 torque request module 224 out.

For example only, a catalyst light-off process or a cold start emission reduction process may require retarding the spark timing. The reserves / loads module 220 may therefore be the adjusted predicted torque request 263 about the adjusted immediate torque request 264 to generate a retarded spark timing for the cold start emission reduction process. In another example, the engine air / fuel ratio and / or air mass flow may be varied directly, such as by testing the engine Equivalence ratio by means of an interventional diagnostics and / or by flushing 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 may also generate or reduce 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 torque request module 224 receives the adjusted predicted torque request 263 and the adjusted immediate torque request 264 , The torque request module 224 determines how the adjusted predicted torque request 263 and the adjusted immediate torque request 264 be achieved. The torque request module 224 may be specific to the engine type. For example, the torque request module 224 be implemented differently for spark ignition engines than compression ignition engines or use different control schemes.

In various implementations, the torque request module may 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 before the torque request module 224 such as the propulsion torque arbitration module 206 , may be common to all engine types while the torque request module 224 and the subsequent modules may be specific to the engine type.

The torque request module 224 determines an air torque request 265 based on the adjusted predicted torque request 263 and the adjusted immediate torque request 264 , The air torque request 265 may be a braking torque. The brake torque may refer to a torque on the crankshaft under the current operating conditions.

Target values for engine actuators that control airflow are based on the air torque request 265 determined. More specifically, the air control module determines 228 based on the air torque request 265 a target opening area 266 for a boost pressure control valve, a target throttle opening area 267 , a target EGR opening area 268 , a target inlet cam phaser angle 269 and a target exhaust cam phaser angle 270 , The air control module 228 determines the target opening area 266 for the boost pressure control valve, the target throttle opening area 267 , the target EGR opening area 268 , the target intake cam phaser angle 269 and the target exhaust cam phaser angle 270 using predictive model control, as further discussed below.

The boost pressure actuator module 164 controls the boost pressure control valve 162 to the destination opening area 266 to reach for the boost pressure control valve. For example, a first conversion module 272 the target opening area 266 for the boost pressure control valve in a target duty cycle 274 convert that to the boost pressure control valve 162 is to be applied, and the boost pressure actuator module 164 can send a signal to the boost pressure control valve 162 Apply that on the target duty cycle 274 based. In various implementations, the first conversion module 272 the target opening area 266 for the boost pressure control valve to a target position (not shown) for the wastegate valve, and it can the target position for the wastegate in the target duty cycle 274 convert.

The throttle actuator module 116 controls the throttle valve 112 to the target throttle area 267 to reach. For example, a second conversion module 276 the target throttle opening area 267 in a target duty cycle 278 convert that to the throttle valve 112 is to be applied, and the throttle actuator module 116 can send a signal to the throttle valve 112 apply which is on the target duty cycle 278 based. In various implementations, the second conversion module 276 the target throttle opening area 267 to a target throttle position (not shown), and may convert the target throttle throttle position to the target duty cycle 278 convert.

The EGR actuator module 172 controls the EGR valve 170 to the target EGR opening area 268 to reach. For example, a third conversion module 280 the target EGR opening area 268 in a target duty cycle 282 convert that to the EGR valve 170 is to be applied, and the EGR actuator module 172 can send a signal to the EGR valve 170 apply which is on the target duty cycle 282 based. In various implementations, the third conversion module 280 the target EGR opening area 268 to a target EGR position (not shown), and may set the target EGR position to the target duty cycle 282 convert.

The phaser actuator module 158 controls the intake cam phaser 148 to the target inlet cam phaser angle 269 to reach. The phaser actuator module 158 also controls the exhaust cam phaser 150 to the target exhaust cam phaser angle 270 to reach. In various implementations, a fourth conversion module (not shown) may be included, and may convert the target intake and exhaust cam phaser angles into target intake and exhaustion duty cycles, respectively. The phaser actuator module 158 For example, the target intake and exhaust outlet duty ratios may be applied to the intake and exhaust cam phasers, respectively 148 or. 150 apply.

The torque request module 224 may also be a spark torque request 283 , a cylinder cut-off torque request 284 and a fuel torque request 285 based on the predicted torque request 263 and the immediate torque request 264 produce. The spark control module 232 may based on the spark torque request 283 determine how much the spark timing should be retarded relative to an optimal spark timing (which reduces engine output torque). For example only, a torque relationship may be inverted to be after a target spark timing 286 dissolve. For a given torque request ( T _req ), the target spark timing ( S _T ) 286 be determined based on: $$S_T=f^{-1}\left(T_{req}.APC.I.e.AF.OT.\ne \right),$$

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.

When the spark timing is set to the optimum spark timing, the resulting torque may be as close as possible to a mean best torque (FIG. MBT ) lie. The MBT refers to the maximum engine output torque generated for a given airflow when the spark timing is advanced while using fuel having an octane rating greater than a predetermined octane number and stoichiometric fueling. The spark timing 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 optimum spark timing may therefore be smaller than that MBT his. For example only, a table of optimal spark timings corresponding to different engine operating conditions may be determined during a calibration phase of the vehicle design, and the optimum value is determined based on the current engine operating conditions from the table.

The cylinder deactivation torque request 284 can through the cylinder control module 236 used to a target number 287 to determine cylinders to be deactivated. In various implementations, a target number of cylinders to be activated may be used. The cylinder actuator module 120 selectively activates and deactivates the valves of the cylinders based on the number of targets 287 ,

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. The spark control module 232 may stop the supply of spark to a cylinder as soon as an air / fuel mixture already present in the cylinder has been burned.

The fuel control module 240 For example, the amount of fuel delivered to each cylinder may be based on the fuel torque request 285 vary. More specifically, the fuel control module 240 Target fueling parameters 288 based on the fuel torque request 285 produce. The target fueling parameters 288 For example, they may include a target mass of the fuel, a target start time of the injection, and a target number of fuel injections.

During normal operation, the fuel control module may 240 in an air-borne Mode working 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 For example, it may determine a target fuel mass that will yield stoichiometric combustion when compared to a current mass of air per cylinder (FIG. APC ) is combined.

3A - 3B FIG. 15 are functional block diagrams of exemplary implementations of the air control module 228 , Now up 2 . 3A and 3B Referring to FIG. 2, the air torque request may 265 be a brake torque, as explained above. A torque conversion module 304 converts the air torque request 265 from a brake torque to a base torque. The torque request resulting from a conversion to base torque is referred to as a base air torque request 308 designated.

Basic torques may refer to a torque on the crankshaft during operation of the engine 102 is generated on a dynamometer while the engine is running 102 is warm and no torque loads on the engine 102 be performed by ancillaries, such as by an alternator and the A / C compressor. The torque conversion module 304 can the air torque request 265 For example, using a map or a function that sets the brake torque with base torques in the base air torque request 308 convert.

In various implementations, the torque conversion module may 304 the air torque request 265 convert to another type of torque that is for use by a set point module 312 is suitable, such as in an indexed torque. An indicated torque may refer to a torque on the crankshaft that can be attributed to the work produced by the combustion in the cylinders.

The setting point module 312 generates adjustment point values for controlling the throttle valve 112 , the EGR valve 170 , the boost pressure control valve 162 , the intake cam phaser 148 and the exhaust cam phaser 150 to the base air torque request 308 at a current engine speed 316 to reach. The adjustment points may relate to air and exhaust adjustment points of the engine. The engine speed 316 For example, it may be determined based on a crankshaft position obtained using the crankshaft position sensor 180 is measured.

As in 3A can be the setting point module 312 for example, a manifold pressure setting point (eg, a MAP setting point) 318 , one set point for one mass of air per cylinder (APC set point) 320 , a setting point 324 for an external dilution, a setting point 328 for a residual dilution and an adjustment point 332 for an effective compression ratio. The setting point module 312 can change the manifold pressure setting point 318 , the APC setting point 320 , the setting point 324 for external dilution, the adjustment point 328 for the remaining dilution and the adjustment point 332 for the effective compression ratio using one or more functions or maps representing the base air torque request 308 and the engine speed 316 with the setting points 318 - 332 to relate. The setting point module 312 may also include one or more other adjustment points based on the base air torque request 308 and the engine speed 316 produce.

The manifold pressure setting point 318 can affect a target pressure in the intake manifold 110 Respectively. The APC setting point 320 may refer to a target mass of air drawn into a cylinder for a combustion event. The effective compression ratio may also be referred to as a dynamic compression ratio.

A dilution may refer to an amount of exhaust from a previous combustion event that is trapped in a cylinder for a combustion event. The external dilution may refer to the exhaust gas that is for a combustion event by means of the EGR valve 170 is supplied. Internal dilution may refer to the exhaust remaining in a cylinder and / or the exhaust gas being forced back into the cylinder after the exhaust stroke of a combustion cycle. The setting point 324 for external dilution may refer to a target amount of external dilution. The setting point 328 for internal dilution may refer to a target amount of internal dilution.

As in 3B can be the setting point module 312 a setting point 380 for one mass of air per cylinder (APC setting point) 380 , an EGR setting point 384 , an intake cam phase adjustment point 388 and an exhaust cam phasing point 392 produce. The setting point module 312 can the APC setting point 380 , the EGR setting point 384 , the inlet cam phasing point 388 and the exhaust cam phasing point 392 using one or more functions or maps generating the base air torque request 308 and the engine speed 316 with the setting points 380 - 392 to relate. The setting point module 312 may also include one or more other adjustment points based on the base air torque request 308 and the engine speed 316 produce.

The APC setting point 380 may refer to a target mass of air to be sucked into a cylinder for a combustion event. The EGR setting point 384 can, for example, be based on a target mass fraction of AGR which is to be drawn into the cylinder for the combustion event or to a target EGR mass flow rate back to the intake manifold 110 Respectively. A mass fraction of the EGR may be based on a ratio of a mass fraction of the AGR to the (total) mass of a gas charge of a combustion event. The intake and exhaust cam phasing points 388 and 392 may be at target positions (target phasing) of the intake and exhaust cam phasers 18 or. 150 Respectively.

Now up 2 . 3A and 3B Referring to, the adjustment points 380 - 392 although the following description will be made with reference to the setting items 318 - 332 is performed.

The setting point module 312 can be one or more of the setting items 318 - 332 further based on a desired combustion phasing 336 and a cylinder mode 340 produce. The cylinder mode 340 may be, for example, the number of cylinders that are deactivated (or activated) and / or an operating mode of the engine 102 in which one or more cylinders (eg, half or some other portion) are disabled.

When one or more cylinders are deactivated, each cylinder that is activated is responsible for generating a larger amount of torque to the base air torque request 308 to reach. The setting point module 312 may therefore have one or more of the adjustment points 318 - 332 based on the cylinder mode 340 to adjust. For example, the adjustment point module 312 the APC setting point 320 based on the cylinder mode 340 increase. The setting point module 312 may additionally or alternatively one or more of the other adjustment points 318 - 332 based on the cylinder mode 340 to adjust.

The combustion phasing may refer to a crankshaft position at which a predetermined amount of the injected fuel in a cylinder is combusted relative to a predetermined crankshaft position for combustion of the predetermined amount of injected fuel. For example, the combustion phase adjustment based on a APPROX. 50 based on a predetermined APPROX. 50 be expressed. APPROX. 50 may refer to a crankshaft position (or crankshaft angle, therefore CA) at which 50 percent of a mass of the injected fuel in a cylinder has been burned. The predetermined one APPROX. 50 can one APPROX. 50 in which a maximum amount of work is generated by means of the injected fuel, and may be at about 8.5 to about 10 degrees after TDC lie.

A combustion phasing module 344 ( 2 ) can provide the desired combustion phasing 336 generally set in such a way that the APPROX. 50 at the predetermined APPROX. 50 occurs. In other words, the combustion phase adjustment module 344 the desired combustion phase setting 336 generally set such that a combustion phasing of zero occurs to achieve maximum work and therefore maximum fuel efficiency. The combustion phasing module 344 can the desired combustion phase adjustment 336 However, under certain circumstances, they can be selectively adjusted.

For example, the combustion phasing module 344 set the desired combustion phase setting such that the APPROX. 50 after the predetermined APPROX. 50 occurs when a knock is detected. The knock may be detected using, for example, one or more knock sensors. Additionally or alternatively, the combustion phasing module may 344 set the desired combustion phase setting such that the APPROX. 50 after the predetermined APPROX. 50 occurs when one or more conditions exist that can cause a knock to occur. For example, knocking may occur when a quality of the fuel in a fuel tank of the vehicle is less than a predetermined quality and / or when the ambient temperature is greater than a predetermined temperature and the ambient humidity is less than a predetermined value.

If the combustion is retarded so that the APPROX. 50 after the predetermined APPROX. 50 occurs, the air flow should be in the Cylinder increased to the base air torque requirement 308 to reach. The setting point module 312 may therefore have one or more of the adjustment points 318 - 332 based on the desired combustion phasing 336 to adjust. For example, the adjustment point module 312 the APC setting point 320 increase when the desired combustion phasing 336 is retarded to one APPROX. 50 to create, according to the predetermined APPROX. 50 lies.

The setting point module 312 generates the setting items 318 - 332 also based on one or more setpoint constraints 348 , A restriction setting module 352 can the setting point restrictions 348 for the adjustment points 318 - 332 each set to predetermined acceptable ranges. The setting point module 312 sets the adjustment points 318 - 332 so strong that they each within the setpoint constraints 348 stay.

The restriction setting module 352 however, may selectively adjust a set point constraint under certain circumstances. For example only, the constraint adjustment module 352 set a set point limit to disable the dilution. The setting point module 312 can be the setting point 324 for external dilution and adjustment point 328 for the remaining dilution in response to the set point limitation to disable the dilution to zero.

The setting point module 312 can also adjust one or more other adjustment points based on the limitation of a setting point. For example, the adjustment point module 312 the APC setting point 320 increase to the base air torque requirement 308 to reach if the setting points 324 and 328 be limited for the outer and the remaining dilution.

A module for controlling by means of a predictive model (MPC module) 360 generates the target values 266-270 , the actuator limitations 364 are subject based on the setting items 318 - 332 , detected values 368 , an actual phase setting 372 and a model 376 of the motor 102 using the MPC , The MPC includes that MPC module 360 possible sequences of the target values 266-270 who identified together during N future control loops can be used, the actuator limitations 364 are subject and the detected values 368 as well as the actual combustion phasing 372 take into account the setting points 318 - 332 to reach.

Each possible sequence includes a sequence of N Values for each of the target values 266 - 270 , In other words, each possible sequence includes a sequence of N Values for the target opening area 266 for the boost pressure control valve, a sequence of N Values for the target throttle opening area 267 , a sequence of N Values for the target EGR opening area 268 , a sequence of N Values for the target inlet cam phaser angle 269 and a sequence of N Values for the target exhaust cam phaser angle 270 , Everyone who N Values serves for a corresponding one of N Control loops.

The MPC module 360 determines predicted engine responses 102 to the identified possible sequences of the respective target values 266-270 using the model 376 of the motor 102 , The MPC module 360 generates a prediction for parameters corresponding to the setting points 318 - 332 based on a given possible sequence of the target values 266-270 , More specifically, the MPC module generates 360 based on a given possible sequence of the target values 266-270 using the model 376 a sequence of predicted manifold pressures for the N Control loops, a sequence of predicted APCs for the N Control loops, a sequence of predicted quantities of external dilution for the N Control loops, a sequence of predicted amounts of residual dilution for the control loops and a sequence of predicted compression ratios for the control loops N Control loops. The model 376 For example, it may be a function or map based on characteristics of the engine 102 calibrated.

The MPC module 360 determines an effort for each of the possible sequences of the target values 266-270 based on relationships between the setting points 318 - 332 and the respective predictions. For example, the MPC module 360 the effort for each of the possible sequences of the target values 266-270 based on the durations for the predicted parameters to reach the respective adjustment points 318 - 332 and / or determine based on amounts by which the predicted parameters the adjustment points 318 - 332 exceed each. For example only, the cost may increase as the time for a predicted parameter to reach a set point increases and / or as the amount by which the predicted parameter exceeds the set point increases.

Each pair of predicted parameters and adjustment points can be weighted to influence how much the relationship between the predicted parameters and the adjustment points affects the effort. For example, the relationship between the predicted APC and the APC setting point 320 weighted to affect effort more than the relationship between another predicted parameter and the corresponding setpoint. The relationship between the predicted APC and the APC setting point 320 can therefore be weighted more to influence the effort, since the APC most closely associated with engine torque generation. The weighting of the relationship between the predicted APC and the APC setting point 320 Therefore, in order to more influence the effort, it may be necessary to meet changes in the basic air torque request 308 enable.

The MPC module 360 selects one of the possible sequences of the target values 266-270 based on the effort of the possible sequences of the target values 266-270 out. For example, the MCP module 360 select one of the possible sequences that has the least amount of effort.

The MPC module 360 can then set the target values 266-270 on the respective first of the N Set values of the selected possible sequence. In other words, the MPC module 360 the target opening area 266 for the boost pressure control valve on the first of the N Values in the sequence of N Values for the target opening area 266 set the boost pressure control valve, the target throttle opening area 267 at first the N Values in the sequence of N Values for target throttle area 267 set the target EGR opening area 268 at first the N Values in the sequence of N Values for the target EGR opening area 268 set the target inlet cam phaser angle 269 at first the N Values in the sequence of N Values for the target inlet cam phaser angle 269 set and the target outlet cam phaser angle 270 at first the N Values in the sequence of N Values for the target exhaust cam phaser angle 270 establish. During a next control loop, the MPC module identifies 360 possible sequences, it generates predicted answers of the possible sequences, it determines the effort of each of the possible sequences, it selects one of the possible sequences, and it sets the target values 266-270 on the first set of target values 266-270 in the selected possible sequence.

The restriction setting module 352 can the actuator limitations 364 establish. In general, the restriction settings module can 352 the actuator limitations 364 for the throttle valve 112 , the EGR valve 170 , the boost pressure control valve 162 , the intake cam phaser 148 and the exhaust cam phaser 150 each set to predetermined acceptable ranges. The MPC module 360 identifies the possible sequences such that the target values 266-270 each within the actuator constraints 364 stay.

The restriction setting module 352 however, may selectively adjust an actuator constraint in certain circumstances. For example, the constraint adjustment module 352 adjust the actuator constraint for a given engine actuator to reduce the range of possible target values for that engine actuator when diagnosing a fault in that engine actuator. As another example, the constraint adjustment module 352 adjust the actuator constraint such that the target value for a given actuator follows a predetermined schedule for a fault diagnosis, such as a cam phaser fault diagnosis or an EGR diagnostic. The boundaries of a region may be set to the same value to cause a target value to be set to that value, and the value used may be varied over time to cause the target value to follow the predetermined schedule.

The detected values 368 may be measured using sensors or determined based on one or more values measured using one or more sensors. The actual combustion phasing 372 For example, based on the actual APPROX. 50 during a previous predetermined period of time relative to the predetermined one APPROX. 50 be determined. An adjustment of the APPROX. 50 late based on the predetermined APPROX. 50 during the predetermined period of time may indicate that the exhaust system 134 additional energy was supplied. The MPC module 360 can therefore the target opening area 266 for the boost pressure control valve to increase the extra energy in the exhaust system 134 compensate. Otherwise, the extra energy can cause the boost pressure of the turbocharger to increase.

Now up 4 Referring to FIG. 1, a flow chart depicting an exemplary method of controlling the throttle valve is shown 112 , the intake cam phaser 148 , the outlet cam phaser 150 , the boost pressure control valve 162 and the EGR valve 170 using an MPC (Predictive Model Control). The controller can with 404 begin where the torque request module 224 the air torque request 265 based on the adjusted predicted torque request 263 and the adjusted immediate torque request 264 determined.

at 408 can the torque conversion module 304 the air torque request 265 in the base air torque request 308 or convert to another type of torque that is for use by the adjustment point module 312 suitable is. at 412 generates the adjustment point module 312 the setting points 318 - 332 that fit the setting point restrictions 348 based on the base air torque request 308 and the engine speed 316 , The setting point module 312 can the adjustment points 318 - 332 further based on the cylinder mode 340 and / or the desired combustion phasing 336 produce.

at 416 generates the MPC module 360 the target values 266-270 based on the setting points 318 - 332 that the actuator limitations 364 are subjected using the MPC , More specifically, the MPC module identifies 360 as described above, possible sequences of target values 266-270 and generates predicted responses using the model 376 , The MPC module 360 also determines effort for the possible sequences based on the predicted responses, selects one of the possible sequences based on the effort, and sets the target values 266-270 each based on the first of the target values in the selected possible sequence.

at 420 converts the first conversion module 272 the target opening area 266 for the boost pressure control valve in the target duty cycle 274 around that on the boost pressure control valve 162 is to be applied, the second conversion module 276 converts the target throttle area 267 in the target duty cycle 278 around that on the throttle valve 112 should be applied. The third conversion module 280 converts as well 420 the target EGR opening area 268 in the target duty cycle 282 around, that on the EGR valve 170 should be applied. The fourth conversion module may also include the target intake and exhaust cam phaser angles 269 and 270 into the target intake and exhaust outlet duty ratios, respectively, to the intake and exhaust cam phasers 148 or. 150 should be applied.

at 424 controls the throttle actuator module 116 the throttle valve 112 to the target throttle area 267 reach, and the phaser actuator module 158 controls the intake and exhaust cam phasers 148 and 150 to the target intake and exhaust cam phaser angles 269 or. 270 to reach. For example, the throttle actuator module 116 a signal at the target duty cycle 278 on the throttle valve 112 Apply to the target throttle area 267 to reach. The EGR actuator module also controls 172 at 424 the EGR valve 170 to the target EGR opening area 268 reach, and the boost pressure actuator module 164 controls the boost pressure control valve 162 to the destination opening area 266 to reach for the boost pressure control valve. For example, the EGR actuator module 172 a signal at the target duty cycle 282 on the EGR valve 170 Apply to the target EGR opening area 268 reach, and the boost pressure actuator module 164 can send a signal at the target duty cycle 274 on the boost pressure control valve 162 Apply to the target opening area 266 to reach for the boost pressure control valve. Although 4 is shown to be after 424 ends, can 4 be an illustration of a control loop, and control loops can be executed at a predetermined rate.

Now up 5 Referring to Figure 1, a functional block diagram of a constraint adjustment system is illustrated. The target values 266-270 are generally determined as discussed above. However, under certain circumstances, it may be necessary for one or more of the target values 266-270 be controlled in a predetermined manner for one or more reasons. The restriction setting module 352 may be associated with one or more of the associated actuator constraints 364 such that the one or more of the target values 266-270 be controlled in this way.

For example, one or more of the target values 266-270 for the purpose of being controlled in a predetermined manner to remove an obstacle from the associated engine actuator. Additionally or alternatively, one or more of the target values 266-270 be controlled in a predetermined manner to determine a range of operation of the associated engine actuator. Additionally or alternatively, one or more of the target values 266-270 be controlled in a predetermined manner to determine whether there is a fault in a motor actuator.

The restriction setting module 352 can be a setpoint constraint module 504 and an actuator restriction module 508 include. The actuator restriction module 508 receives different requirements 512 for setting the target values 266-270 in predetermined ways.

For example, a phaser diagnostic module 516 create a request that the actuator constraint 364 (the target intake cam phaser angle 269 is assigned) to the target intake cam phaser angle 269 from a first predetermined limit of expected operating range of the intake cam phaser 148 up to a second predetermined limit of the expected operating range of the intake cam phaser 148 adjust. The phaser diagnostic module 516 may generate the request to be based on a response of the intake cam phaser 148 upon the request to diagnose whether a fault in the intake cam phaser 148 is present. Whether a fault in the intake cam phaser 148 is present, the phaser diagnostic module 516 for example, based on whether the intake cam phaser 148 from the first predetermined limit to the second predetermined limit.

The phaser diagnostic module 516 For example, this requirement may generate when the fuel is for the engine 102 is switched off. When a fault in the intake cam phaser 148 is diagnosed, the phaser diagnostic module 516 the actuator restriction module 508 inform about the error. If the fault exists, the actuator restriction module may 508 the associated one of the actuator constraints 364 set to the target inlet cam phaser angle 269 to limit to a predetermined value or to a value within a predetermined range.

Additionally or alternatively, the phaser diagnostic module 516 create a request that the actuator constraint 364 (the target exhaust cam phaser angle 270 is assigned) to the target exhaust cam phaser angle 270 from a third predetermined limit of an expected operating range of the exhaust cam phaser 150 to a fourth predetermined limit of the expected operating range of the exhaust cam phaser 150 adjust. The phaser diagnostic module 516 may generate the request based on a response of the exhaust cam phaser 150 upon the request to diagnose whether a fault in the exhaust cam phaser 150 is present. Whether a fault in the exhaust cam phaser 150 is present, the phaser diagnostic module 516 For example, based on determine whether the exhaust cam phaser 150 from the third predetermined limit to the fourth predetermined limit.

The phaser diagnostic module 516 For example, this requirement may generate when the fuel is for the engine 102 is switched off. If a malfunction in the exhaust cam phaser 150 is diagnosed, the phaser diagnostic module 516 the actuator restriction module 508 inform about the error. If the fault is present, the actuator restriction module may 508 the associated one of the actuator constraints 364 set to the target value 270 for the exhaust cam phaser to a predetermined value or to a value within a predetermined range.

An EGR diagnostic module 520 may generate a request that the actuator constraint 364 (that of the target EGR opening area 268 is assigned) to the target EGR opening area 268 for opening and closing the EGR valve 170 adjust. The EGR diagnostic module 520 may also generate the request such that the actuator constraints 364 for the target throttle opening area 267 , for the target intake and exhaust cam phaser angles 269 and 270 as well as for the target opening area 266 for the wastegate during the opening and closing of the EGR valve 170 kept constant. Maintaining the target throttle opening area 267 , the target intake and exhaust cam phaser angles 269 and 270 as well as the target opening area 266 for the boost pressure control valve, while the EGR valve 170 Being opened and closed can help ensure that pressure changes across the EGR valve 170 by opening and closing the EGR valve 170 are conditional.

The EGR diagnostic module 520 may generate the request to diagnose whether a fault in the EGR valve 170 is present. Whether a fault in the EGR valve 170 is present, the EGR diagnostic module 520 Based on this, determine if the pressure is above the EGR valve 170 in response to the opening and closing of the EGR valve 170 changes.

The EGR diagnostic module 520 For example, this requirement may generate when the fuel is for the engine 102 is switched off. If a fault in the EGR valve 170 can be diagnosed, the EGR diagnostic module 520 the actuator restriction module 508 inform about the error. If the fault is present, the actuator restriction module may 508 the associated one of the actuator constraints 364 set to the target EGR opening area 268 to limit to a predetermined value or to a value within a predetermined range.

An area learning module 524 for the boost pressure control valve may generate a request that the actuator restriction 364 (that of the target opening area 266 assigned to the boost pressure control valve) is set to the target opening area 266 for the wastegate from a limit of an expected operating range of the wastegate 162 to another limit of the expected operating range of the wastegate valve 162 adjust. The area learning module 524 for the boost pressure control valve may be an operating range of the wastegate valve 162 based on the movement of the wastegate valve 162 learn in response to the request.

The area learning module 524 for the boost pressure control valve, the actuator restriction module 508 over the learned operating range of the boost pressure control valve 162 inform. The actuator restriction module 508 may be the associated one of the actuator constraints 364 set to the target opening area 266 for the boost pressure control valve within the learned operating range of the wastegate valve 162 limit, if no fault in the boost pressure control valve 162 is present.

An EGR area learning module 528 may generate a request that the actuator constraint 364 (that of the target EGR opening area 268 is assigned) to the target EGR opening area 268 from a boundary of an expected operating range of the EGR valve 170 to the other limit of the expected operating range of the EGR valve 170 adjust. The EGR area learning module 528 can be an operating range of the EGR valve 170 based on the movement of the EGR valve 170 learn in response to the request.

The EGR area learning module 528 may be the actuator constraint module 508 about the learned operating range of the EGR valve 170 inform. The actuator restriction module 508 may be the associated one of the actuator constraints 364 set to the target EGR opening area 268 within the learned operating range of the EGR valve 170 limit if no fault in the EGR valve 170 is present.

A throttle range learning module 532 may generate a request that the actuator constraint 364 (that of the target throttle area 267 is assigned) to the target throttle opening area 267 from a limit of an expected operating range of the throttle valve 112 to the other limit of the expected operating range of the throttle valve 112 adjust. The throttle range learning module 532 may be an operating range of the throttle valve 112 based on the movement of the throttle valve 112 learn in response to the request.

The throttle range learning module 532 may be the actuator constraint module 508 over the learned operating range of the throttle valve 112 inform. The actuator restriction module 508 may be the associated one of the actuator constraints 364 set to the target throttle area 267 within the learned operating range of the throttle valve 112 limit, if no fault in the throttle valve 112 is present.

Learning a range may also be for the intake cam phaser 148 and / or the exhaust cam phaser 150 be requested and executed. The actuator restriction module 508 may be the assigned actuator constraints 364 limit to the target intake and exhaust cam phaser angles 269 and 270 within the learned operating ranges of the intake and exhaust cam phasers 148 and 150 to limit.

A phaser release module 536 may generate a request that the actuator constraint 364 (the target intake cam phaser angle 269 is assigned) to the target intake cam phaser angle 269 from a first predetermined angle to a second predetermined angle. The phaser release module 536 For example, the request may be generated when the phaser enable module 536 determines that more force or more power is required than expected to the intake cam phaser 148 on the target inlet cam phaser angle 269 adjust.

For example, more force or more power may be required if contamination increases the movement of the intake cam phaser 148 with special needs. Adjusting the target inlet cam phaser angle 269 from the first predetermined angle to the second predetermined angle may be performed for the purpose of eliminating the contaminant and allowing the intake cam phaser 148 is operated freely. The first and second predetermined angles may be, for example, the first and second limits of the expected operating range of the intake cam phaser 148 or set to values that are a predetermined range around the target intake cam phaser angle 269 in which the phaser release module 536 has determined that greater force or power is required than expected.

The phaser release module 536 Additionally or alternatively, it may generate a request that the actuator constraint 364 (the target exhaust cam phaser angle 270 is assigned) to the target exhaust cam phaser angle 270 from a third predetermined angle to a fourth predetermined angle. The phaser release module 536 For example, the request may be generated when the phaser enable module 536 determines that more force or more power than expected is required to complete the exhaust cam phaser 150 on the target exhaust cam phaser angle 270 adjust.

For example, more force or more power may be required if contamination contaminates the movement of the exhaust cam phaser 150 with special needs. Adjusting the target exhaust cam phaser angle 270 from the third predetermined angle to the fourth predetermined angle may be performed for the purpose of eliminating the contaminant and allowing the exhaust cam phaser 150 is operated freely. For example, the third and fourth predetermined angles may be at the third and fourth limits of the expected operating range of the exhaust cam phaser 150 or set to values that are a predetermined range around the target exhaust cam phaser angle 270 in which the phaser release module 536 has determined that greater force or power is required than expected.

An EGR release module 540 may generate a request that the actuator constraint 364 (that of the target EGR opening area 268 is assigned) to the target EGR opening area 268 from a first predetermined opening to a second predetermined opening. The EGR release module 540 For example, the request may generate the request if the EGR enable module 540 determines that more force or more power than expected is needed to complete the EGR valve 170 on the target EGR opening area 268 egg to set.

For example, more force or more power may be required if contamination is driving the EGR valve 170 with special needs. Adjusting the target EGR opening area 268 from the first predetermined opening to the second predetermined opening may be performed for the purpose of eliminating the contamination and allowing the EGR valve 170 is operated freely. For example, the first and second predetermined openings may be within predetermined limits of an expected operating range of the EGR valve 170 or set to values that are a predetermined range around the target EGR opening area 268 define in which the EGR release module 540 has determined that greater force or power is required than expected.

A throttle release module 544 may generate a request that the actuator constraint 364 (that of the target throttle area 267 is assigned) to the target throttle opening area 267 from a third predetermined opening to a fourth predetermined opening. The throttle release module 544 For example, the request may generate the request when the throttle enable module 544 determines that more force or more power is required than expected to the throttle valve 112 to the target throttle opening area 267 adjust.

For example, more force or more power may be required if a contaminant (eg ice) is causing the throttle valve to move 112 with special needs. Adjusting the target throttle opening area 267 from the third predetermined opening to the fourth predetermined opening may be performed for the purpose of eliminating the contamination and allowing the throttle valve 112 is operated freely. For example, the third and fourth predetermined openings may be within the predetermined limits of an expected operating range of the throttle valve 112 or set to values that are a predetermined range around the target throttle opening area 267 define in which the throttle release module 544 has determined that greater force or power is required than expected.

Although not shown, a boost pressure control valve release module may generate a request that the actuator restriction 364 (that of the target opening area 266 assigned to the boost pressure control valve) is set to the target opening area 266 for the wastegate valve from a fifth predetermined opening to a sixth predetermined opening. For example, the boost pressure control valve release module may generate the request when the boost pressure regulator release module determines that more force, or more power, than expected is required by the wastegate valve 162 on the target opening area 266 for the boost pressure control valve.

For example, more force or more power may be required if an impurity is affecting the movement of the wastegate valve 162 with special needs. Adjusting the target opening area 266 for the wastegate valve from the fifth predetermined opening to the sixth predetermined opening may be performed for the purpose of eliminating the contamination and allowing the wastegate valve 162 is operated freely. For example, the fifth and sixth predetermined openings may be within predetermined limits of an expected operating range of the wastegate valve 162 or set to values that are a predetermined range around the target opening area 266 for the boost pressure control valve in which the wastegate control valve has determined that greater force or power is required than expected.

The actuator restriction module 508 mediates between received requests for setting one or more of the target values 266 - 270 , For example, the actuator restriction module 508 select a request as a winning request based on predetermined switching rules. The actuator restriction module 508 may be one or more of the actuator limitations 364 set based on the winning request. The actuator restriction module 508 Other may be the actuator limitations 364 within their respective operating ranges, which are not affected by the winning requirement.

Under certain circumstances, the actuator restriction module may 508 determine that no received requests should be accepted. In such a case, none of the actuator limitations will be 364 set based on a received request.

The actuator restriction module 508 notifies requestors whose requests are not accepted, including requestors whose request is not accepted in accordance with the call and requestors whose requests are not accepted for one or more other reasons. The actuator restriction module 508 can inform each requester if his request is accepted or not. A requestor whose request is accepted may perform the function for which the request was generated when the request is accepted.

The setting point restriction module 504 also receives the actuator limitations 364 , The setting point restriction module 504 sets the setting point restrictions 348 generally to predetermined ranges for the respective set point constraints 348 firmly. The setting point restriction module 504 may under certain circumstances have one or more of the setting point restrictions 348 selectively adjust.

For example, the adjustment point constraint module may be 504 one or more of the setpoint constraints 348 based on one or more of the actuator constraints 364 to adjust. For example, if the target throttle opening area 267 based on its actuator constraint 364 is limited, the adjustment point restriction module 504 the associated one of the setpoint constraints 348 for limiting the manifold pressure adjustment point 318 based on the limitation of the target throttle opening area 267 establish. As another example, if the target intake cam phaser angle 269 due to a disturbance of the intake cam phaser 148 based on its actuator constraint 364 is limited to a predetermined angle (eg, parked), the adjustment point constraint module 504 one or more of the setpoint constraints 348 so set up that the MPC module 360 the target inlet cam phaser angle 269 to the predetermined angle. That the setpoint constraint module 504 one or more of the setpoint constraints 348 based on one or more of the actuator constraints 364 may cause the adjustment point module 312 the setting points 318 - 332 to values set by the MPC module 360 are reachable.

Now up 6 Referring to FIG. 1, a flow chart illustrating an example method of setting one of the actuator constraints is shown 364 and for controlling the associated engine actuator based on this actuator constraint 364 shows. at 604 receives the actuator restriction module 508 a request, one of the target values 266-270 set in a predetermined manner. Although the following is based on a request to set one of the target values 266-270 may also specify the request as one or more of the other target values 266-270 to be determined. One or more other requirements may also be included 604 be received.

at 608 guides the actuator restriction module 508 negotiate with the received request to determine if the received request should be accepted. at 612 notifies the actuator restriction module 508 the requester whose requests have not been accepted. The actuator restriction module 508 may also notify the requestor whose request has been accepted so that the function for which the request was generated can be executed.

at 616 sets the actuator restriction module 508 the associated one of the actuator constraints 364 based on the received request. For example, the actuator restriction module 508 at 616 the predetermined range of the associated one of the actuator constraints 364 set to a value such that the associated one of the target values 266-270 is set to this one value. The actuator restriction module 508 may selectively adjust the predetermined range over time to the one of the actuator constraints 364 to control in the predetermined manner. Although 6 at 604 is described so that the received request wins the exchange and is accepted, under certain circumstances, no requests can be accepted.

The MPC module 360 limited at 620 one of the target values 266-270 which is one of the actuator limitations 364 based on the one of the actuator constraints 364 , For example, the MPC module 360 one of the target values 266-270 on the one of the actuator limitations 364 establish. The target values 266-270 For example, they may be converted into target duty cycles to be applied to the corresponding motor actuators. at 624 the associated actuator module controls the associated engine actuator based on the one of the target values 266-270 , In this way, the associated engine actuator is controlled as required to, for example, determine if there is a fault in the engine actuator to learn an operating range of the engine actuator or to eliminate contamination from the engine actuator.

at 628 may be the setpoint constraint module 504 Determine if one or more of the setpoint constraints 348 based on the actuator constraint 364 can be adjusted. If 628 true, the adjustment point constraint module may be true 504 at 632 selectively one or more of the adjustment point constraints 348 based on the actuator constraint 364 and the control can end. If 628 is wrong, the setpoint constraint module may be 504 refrain from the setting point restrictions 348 and control can end. Although 6 is shown and discussed so that it can end 6 be an illustration of a control loop, and control loops may be executed at a predetermined rate.

Now up 7 Referring to Figure 1, a functional block diagram of an example fuel system is shown. A fuel system leads the engine 102 liquid fuel and fuel vapor. The fuel system includes a fuel tank 704 containing liquid fuel. The liquid fuel gets out of the fuel tank 704 sucked and fed by one or more fuel pumps (not shown) to the fuel injectors.

Some conditions, such as heat, vibration and / or radiation, may cause the liquid fuel in the fuel tank 704 evaporated. A steam tank 708 absorbs vaporized fuel (fuel vapor) and stores it. The steam tank 708 may include one or more substances that trap and store fuel vapor, such as one or more types of activated carbon.

The operation of the engine 102 can create a vacuum in the intake manifold 110 produce. A flush valve 712 Can be selectively opened to remove fuel vapor from the steam tank 708 in the intake manifold 110 to suck. A purge control module 716 can the purge valve 712 control the flow of fuel vapor to the engine 102 to control. The purge control module 716 also controls a changeover valve (venting valve) 720 ,

When the switching valve 720 is in a ventilation position (open position), the purge control module 716 the flush valve 712 selectively open to fuel vapor from the steam tank 708 in the intake manifold 110 to wash. The intake manifold 110 Sucks fuel vapor from the steam tank 708 over the purge valve 712 in the intake manifold 110 on. Ambient air is via the switching valve 720 in the steam tank 708 sucked when the fuel vapor from the steam tank 708 is sucked. In various implementations, the purge control module may 716 in the ECM 114 be implemented.

Now up 8th Referring to Figure 1, a functional block diagram of an exemplary vacuum and adjustment point control system is illustrated. As discussed above, the adjustment point module generates 312 the setting points 318 - 332 that fit the setting point restrictions 348 based on the base air torque request 308 , the engine speed 316 , the desired combustion phase setting 336 and the cylinder mode 340 ,

The setting point module 312 can be one or more of the setting items 318 - 332 selectively adjust, for example, a vacuum (relative to the ambient air pressure) in the intake manifold under one or more circumstances 110 to create. The setting point module 312 may selectively one or more of the adjustment points for generating the vacuum in the intake manifold 110 for example, to increase a vacuum in a brake booster (not shown) to remove fuel vapor from the vapor canister 708 to flush and / or a leak in the fuel system ( 7 ), for example in the purge valve 712 and / or in the switching valve 720 ,

A vacuum request module 804 selectively generates a vacuum request 808 to a vacuum in the intake manifold 110 to create. The vacuum requirement 808 may include an amount of vacuum relative to ambient air pressure. Based on a request of intake manifold vacuum and one or more other parameters, the vacuum request module 804 the vacuum requirement 808 generate and set the amount of vacuum.

A driver depresses a brake pedal to apply braking to the vehicle to slow the vehicle. A brake booster assists the driver in applying the brakes of the vehicle using a vacuum referenced to the intake manifold. The brake booster draws the vacuum from the intake manifold when the vacuum in the intake manifold is greater than the vacuum in the brake booster.

The vacuum can be in the intake manifold 110 For example, be generated by the throttle valve 112 is closed. However, some motors are controlled to minimize throttling, for example, to minimize pumping losses and increase fuel efficiency. Accordingly, the vacuum in the intake manifold 110 under certain circumstances, be low, zero, or even negative (ie, the intake manifold pressure is greater than the ambient pressure).

A brake booster request module 812 selectively requires the generation of the vacuum in the intake manifold 110 in response to a driver pressing a brake pedal. The driver actuation of the brake pedal causes the vacuum in the brake booster to decrease. The brake booster request module 812 For example, the request may be generated when the vacuum in the brake booster is less than a predetermined vacuum. The vacuum in the brake booster can be measured, for example, using a sensor or determined, for example, based on the driver operation of the brake pedal. When the brake booster request module 812 the generation of the vacuum in the intake manifold 110 requesting to increase the vacuum in the brake booster, the vacuum request module 804 the vacuum requirement 808 set to a first predetermined vacuum.

A flush request module 816 selectively requires the generation of a vacuum in the intake manifold 110 when there is a lot of fuel vapor in the vapor canister 708 is greater than a predetermined amount. As discussed above, the vacuum sucks the fuel vapor out of the vapor canister 708 in the intake manifold 110 on. The vacuum request module 804 can the vacuum requirement 808 set to a second predetermined vacuum when the purge request module 816 the generation of a vacuum in the intake manifold 110 for purging the fuel vapor from the vapor container 708 requests.

A leak diagnostic request module 820 selectively requires the generation of a vacuum in the intake manifold 110 to perform one or more fault diagnoses. More specifically, the leak diagnostic request module determines 820 based on the vacuum in the intake manifold 110 whether one or more leaks in the fuel system ( 7 ) are present. The vacuum request module 804 can the vacuum requirement 808 set to a third predetermined vacuum when the leak diagnostic request module 820 the generation of a vacuum in the intake manifold 110 for fault diagnosis (s).

The vacuum request module 804 notifies the requestor of the intake manifold vacuum when the vacuum request module 804 the vacuum requirement 808 created assuming an intake manifold vacuum requirement. The requester can then perform the function associated with the request if it exists.

The setting point module 312 selectively sets one or more of the setting items 318 - 332 based on the vacuum requirement 808 to the vacuum in the intake manifold 110 to create. For example, the adjustment point module 312 based on the vacuum requirement 808 the setting point 324 for external dilution, reduce the setting point 328 reduce for the remaining dilution and / or the adjustment point 332 for the effective compression ratio.

Although 8th based on the setting points 318 - 332 is discussed is 8th also on the adjustment points 380 - 392 ( 3B) applicable. Based on the vacuum requirement 808 can be the setting point module 312 for example, the EGR setting point 384 reduce and / or the intake and / or exhaust cam phasing point 388 and 392 to maximize volumetric efficiency to reduce internal dilution and / or to increase the effective compression ratio.

The vacuum request module 804 can also be a priority signal 824 generate a priority of the vacuum request 808 indicates. The setting point module 312 can based on the priority signal 824 Set one or more of the setting items or determine when to set one or more of the setting items. If the priority signal 824 For example, if it is set to a first state that indicates a high priority, the adjustment point module may be 312 set one or more of the adjustment points faster and / or earlier at the expense of reduced fuel efficiency. The setting point module 312 may set one or more of the adjustment points slower and / or later if the priority signal 824 to others States that indicate a lower priority.

The vacuum request module 804 can the priority signal 824 based on the request of intake manifold vacuum and / or based on one or more other parameters. For example, the vacuum request module 804 the priority signal 824 set to high priority when the brake booster request module 812 requests an intake manifold vacuum for the brake booster. The vacuum request module 804 can the priority signal 824 Also put on the high priority, if a lot of fuel vapor in the steam tank 708 greater than a first predetermined amount. For example, the first predetermined amount may be about 80 percent of a maximum amount that the vapor container 708 save or another suitable amount.

The vacuum request module 804 can the priority signal 824 to a second state indicating a lower priority when the amount of fuel vapor in the vapor canister 708 is less than a second predetermined amount. The second predetermined amount is smaller than the first predetermined amount, and may be, for example, about 60 percent of the maximum amount or another suitable amount. The vacuum request module 804 can the priority signal 824 set to the lower priority when the leak diagnostic request module 820 requires an intake manifold vacuum.

If the priority signal 824 is set to the first state (which indicates a high priority), the adjustment point module may 312 determine if the vacuum requirement 808 under the current conditions of cylinder activation / deactivation and the current gear conditions. If not, the adjustment point module can 312 request that one or more changes be made such that the vacuum requirement 808 can be fulfilled.

For example, the adjustment point module 312 determining whether an amount of torque required to generate the amount of requested vacuum is greater than a maximum amount of torque that is the motor 102 with the current number of activated cylinders. When the amount of torque necessary to produce the requested amount of intake manifold vacuum is greater than the maximum amount of torque that is the engine 102 can generate with the current number of activated cylinders, the adjustment point module can 312 a requirement 826 generate one or more deactivated cylinders to be activated so that the vacuum requirement 808 can be reached. For example, the adjustment point module 312 request that the cylinder control module 236 reduces the target number of deactivated cylinders and increases the target number of activated cylinders. One or more deactivated cylinders may be based on the request 826 to be activated.

The setting point module 312 In addition, or alternatively, it may determine whether an amount of torque necessary to produce a requested amount of intake manifold vacuum could be generated if the transmission were switched to a lower gear than a present gear (to reduce the engine torque that was applied to the engine) Reaching a current axle torque request is necessary). If so, the adjustment point module may be 312 a requirement 828 to shift the transmission to the lower gear. The transmission control module 194 can selectively perform a gear change in the lower gear, so that the vacuum requirement 808 can be fulfilled.

Now up 9 Referring to FIG. 1, a flow chart illustrating an example method for selectively adjusting one or more of the adjustment points included in the MPC module is shown 360 be entered. at 904 receives the vacuum request module 804 a requirement, a vacuum in the intake manifold 110 to create. For example, the brake booster request module 812 generate the request to increase the vacuum in the brake booster, the purge request module 816 may be the requirement for purging fuel vapor from the vapor canister 708 generate, or the leak diagnostic request module 820 may generate the request to perform the fault diagnosis (s). The vacuum request module 804 can the vacuum requirement 808 at 904 generate and inform the requestor accordingly.

at 908 can be the setting point module 312 determine if the vacuum requirement 808 can be satisfied with the current number of activated cylinders. If 908 is true, the controller can too 920 which will be discussed further below. If 908 is wrong, can the controller with 912 Continue.

The setting point module 312 can at 912 determine if one or more cylinders are disabled. If 912 is wrong, the control can end. If 912 true, the adjustment point module may be 312 at 914 determine if the vacuum requirement 808 can be met with a larger number of activated cylinders. If 914 true, the adjustment point module may be 312 at 916 request that one or more cylinders be activated, thereby giving the vacuum requirement 808 can be met, and the controller can with 920 Continue. If 914 is wrong, the control can end.

at 920 can be the setting point module 312 one or more of the setting points 318 - 332 or the setting items 380 - 392 selectively based on the vacuum requirement 808 to adjust. For example, the adjustment point module 312 based on the vacuum requirement 808 the setting point 324 for external dilution, reduce the setting point 328 reduce for the remaining dilution and / or the adjustment point 332 for the effective compression ratio. Using the setting items 380 - 392 can be the setting point module 312 the EGR setting point 384 reduce and / or the intake and / or exhaust cam phasing point 388 and 392 to maximize volumetric efficiency, reduce internal dilution, and / or increase the effective compression ratio.

at 924 generates the MPC module 360 the target values 266 - 270 based on the setting points that correspond to the actuator limitations 364 subjected using the MPC. More specifically, the MPC module identifies 360 as described above, possible sequences of the target values 266-270 , and it generates predicted responses using the model 376 , The MPC module 360 also determines effort for the possible sequences based on the predicted responses, selects one of the possible sequences based on the effort, and sets the target values 266-270 based on the respective first of the target values in the selected possible sequence.

at 928 converts the first conversion module 272 the target opening area 266 for the boost pressure control valve in the target duty cycle 274 around that on the boost pressure control valve 162 is to be applied, the second conversion module 276 converts the target throttle area 267 in the target duty cycle 278 around that on the throttle valve 112 should be applied. The third conversion module 280 also converts the target EGR opening area 268 at 420 in the target duty cycle 282 around, that on the EGR valve 170 should be applied. The fourth conversion module may also include the target intake and exhaust cam phaser angles 269 and 270 into the target intake and exhaust outlet duty ratios that are responsive to the intake and exhaust cam phasers, respectively 148 or. 150 should be applied.

at 932 controls the throttle actuator module 116 the throttle valve 112 to the target throttle area 267 reach, and the phaser actuator module 158 controls the intake and exhaust cam phasers 148 and 150 to the target intake and exhaust cam phaser angles 269 or. 270 to reach. For example, the throttle actuator module 116 a signal at the target duty cycle 278 on the throttle valve 112 Apply to the target throttle area 267 to reach. The EGR actuator module also controls 172 at 424 the EGR valve 170 to the target EGR opening area 268 reach, and the boost pressure actuator module 164 controls the boost pressure control valve 162 to the destination opening area 266 to reach for the boost pressure control valve. For example, the EGR actuator module 172 a signal at the target duty cycle 282 on the EGR valve 170 Apply to the target EGR opening area 268 reach, and the boost pressure actuator module 164 can send a signal at the target duty cycle 274 on the boost pressure control valve 162 Apply to the target opening area 266 to reach for the boost pressure control valve. Although 9 is shown and described as ending 9 be an illustration of a control loop, and control loops can be executed at a predetermined rate.

Now up 10 Referring to FIG. 1, a flow chart illustrating another exemplary method for selectively adjusting one or more of the adjustment points included in the MPC module is illustrated 360 be entered. at 1004 receives the vacuum request module 804 a requirement, a vacuum in the intake manifold 110 to create. For example, the brake booster request module 812 generate the request to increase the vacuum in the brake booster, the purge request module 816 may be the requirement for purging fuel vapor from the vapor canister 708 generate, or the leak diagnostic request module 820 may generate the request to perform the fault diagnosis (s). The vacuum request module 804 can the vacuum requirement 808 at 1004 generate and inform the requestor accordingly.

at 1008 can be the setting point module 312 determine if the vacuum requirement 808 can be met when the transmission is in the current gear. If 1008 is true, the controller can too 1020 which will be discussed further below. If 1008 is wrong, can the controller with 1012 Continue.

The setting point module 312 can at 1012 determine if the vacuum requirement 808 can be met when the transmission is switched to a lower gear. If 1012 is wrong, the control can end. If 1012 is true, can the controller with 1016 Continue. at 1016 can be the setting point module 312 request that the transmission control module include the transmission 1016 switch to the lower gear.

at 1020 can be the setting point module 312 one or more of the setting points 318 - 332 or the setting items 380 - 392 based on the vacuum requirement 808 selectively adjust. For example, the adjustment point module 312 based on the vacuum requirement 808 the setting point 324 for external dilution, reduce the setting point 328 reduce for the remaining dilution and / or the adjustment point 332 for the effective compression ratio. Using the setting items 380 - 392 can be the setting point module 312 the EGR setting point 384 reduce and / or the intake and / or exhaust cam phasing point 388 and 392 to maximize volumetric efficiency to reduce internal dilution and / or to increase the effective compression ratio. The controller can then use 924 - 932 continue what has been discussed above. Although 10 is shown and described as ending 10 be a representation of a control loop and control loops can be executed at a predetermined rate.

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 specific 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. As used herein, the formulation should A . B and or C be designed to be 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.

In this application, including the definitions below, the term module can be replaced by the term circuit. The expression module may refer to an application specific integrated circuit (ASIC); a digital, analog or mixed analog / digital discrete circuit; a digital, analog or mixed analog / digital integrated circuit; a circuit of combinational logic; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes a code; a memory (shared, dedicated, or group) that stores code executed by the processor; 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 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 processor includes a single processor that executes a portion of the code or the entire code of multiple modules. The term group processor includes a processor that, in combination with additional processors, executes a portion of the code or the entire code of one or more modules. The term shared memory includes a single memory that stores a portion of the code or the entire code of multiple modules. The term group memory includes a memory which, in combination with additional memories, stores part or all of the code of one or more modules. The term memory may designate a subset of the term computer-readable medium. The term computer-readable medium does not include transient electrical and electromagnetic signals propagating through a medium, and this may therefore be considered as accessible and non-volatile. Non-limiting examples of the non-transitory, accessible, computer-readable medium include nonvolatile memory, magnetic memory, and optical memory.

The apparatus and methods described in this application may be implemented in part or in full 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 and / or rely on stored data.

Claims (8)

Motor control method for a vehicle, comprising: generating a first torque request (254) for a spark ignition engine (102) based on a driver input (255); the first torque request (254) is converted to a second torque request (308); Air and exhaust adjustment points (318, 320, 324, 328, 332, 380, 384, 388, 392) for the spark ignition engine (102) are generated based on the second torque request (308); using a Predictive Model (MPC) module (360), sets of possible target values (266, 267, 268, 269, 270) based on the air and exhaust adjustment points (318, 320, 324, 328) , 332, 380, 384, 388, 392); predicted parameters are generated based on a model (376) of the spark ignition engine (102) and the respective sets of possible target values (266, 267, 268, 269, 270); selecting one of the sets of possible target values (266, 267, 268, 269, 270) based on the predicted parameters; and setting target values (266, 267, 268, 269, 270) based on the possible target values (266, 267, 268, 269, 270) of the selected one of the sets; a predetermined range is selectively set for a first one of the target values (266, 267, 268, 269, 270); limiting the first one of the target values (266, 267, 268, 269, 270) to values within the predetermined range; and controlling an opening of a throttle valve (112) based on a second (267) of the target values (266, 267, 268, 269, 270), wherein the predetermined range for the first of the target values (266, 267, 268, 269, 270 ) is set from a first boundary to a second boundary of a second predetermined area around the first of the target values (266, 267, 268, 269, 270). Motor control method after Claim 1 wherein the first and second (267) target values are different ones of the target values (266, 267, 268, 269, 270). Motor control method after Claim 1 further comprising that the predetermined range is set in response to a determination that an operation of the throttle valve (112) is hindered. Motor control method after Claim 1 further comprising determining the predetermined range in response to a determination that an actuation of a camshaft phaser (148, 150) is obstructed. Motor control method after Claim 1 further comprising determining the predetermined range in response to a determination that an operation of an exhaust gas recirculation (EGR) valve (170) is inhibited. Motor control method after Claim 1 further comprising setting the second predetermined range based on the predetermined range set for the first one of the target values (266, 267, 268, 269, 270). Motor control method after Claim 1 further comprising: controlling an opening of a wastegate valve (162) based on a third (266) of the target values (266, 267, 268, 269, 270); controlling an opening of an exhaust gas recirculation (EGR) valve (170) based on a fourth (268) of the target values (266, 267, 268, 269, 270); and controlling an intake and exhaust valve phasing based on a fifth (269) and a sixth (270) of the target values (266, 267, 268, 269, 270). Motor control method after Claim 1 further comprising setting the predetermined range for the first one of the target values (266, 267, 268, 269, 270) from a first limit to a second limit of a predetermined range of operation of an associated engine actuator.

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