EP1429012A1 - Méthode et système pour estimer la charge d'air admise dans un moteur à combustion interne - Google Patents

Méthode et système pour estimer la charge d'air admise dans un moteur à combustion interne Download PDF

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Publication number
EP1429012A1
EP1429012A1 EP02445173A EP02445173A EP1429012A1 EP 1429012 A1 EP1429012 A1 EP 1429012A1 EP 02445173 A EP02445173 A EP 02445173A EP 02445173 A EP02445173 A EP 02445173A EP 1429012 A1 EP1429012 A1 EP 1429012A1
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European Patent Office
Prior art keywords
engine
during
steady state
correction value
intake manifold
Prior art date
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Withdrawn
Application number
EP02445173A
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German (de)
English (en)
Inventor
Sören ERIKSSON
Alexander Stotsky
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Volvo Car Corp
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Ford Global Technologies LLC
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Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP02445173A priority Critical patent/EP1429012A1/fr
Publication of EP1429012A1 publication Critical patent/EP1429012A1/fr
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/182—Circuit arrangements for generating control signals by measuring intake air flow for the control of a fuel injection device
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning

Definitions

  • the present invention relates to a method for estimation of air charge of an engine comprising at least one cylinder, an air inlet and an intake manifold, said method comprising measuring the air flow via said air inlet and measuring the pressure in said intake manifold.
  • the present invention also relates to a system for estimation of air charge of an engine comprising at least one cylinder, an air inlet, an intake manifold, a first sensor for measuring the air flow via said air inlet and a second sensor for measuring the pressure in said intake manifold.
  • the load of the engine In order to meet the increasing demands for low emissions of harmful substances and a low fuel consumption, the load of the engine must be estimated in a very accurate manner during operation of the engine. For this reason, it is previously known to use a measured value representing the air mass flowing into the intake pipe of the engine when determining the a measure of the engine load.
  • a problem with previously known engine management systems relates to the fact that it can be difficult to precisely detect and measure extremely quick transients in engine load by means of the conventional method of using a value representing the air mass flow into the engine.
  • An object of the present invention is to provide an improved method and system for estimating the load of an engine by means of an estimation of the air charge into the engine, wherein the above-mentioned problem is solved.
  • this object is accomplished by means of a method as mentioned initially, which method is characterized in that it comprises: determining whether the engine is operated at a steady state condition or a transient condition by measuring the pressure in the intake manifold, determining a measure of the air charge of said cylinder by measuring the air flow via said air inlet during said steady state condition and by measuring said pressure during said transient condition, correcting said measure of said air charge by means of a correction value during said transient condition, and adapting said correction value during said steady state condition.
  • Said object is also accomplished by means of a system as mentioned initially, which system is characterized in that it comprises a control unit to which said first sensor and said second sensor are connected, said control unit being arranged for determining whether the engine is operated at a steady state condition or a transient condition via a signal from said second sensor and for determining a measure of the air charge of said cylinder, said control unit also being arranged for correcting said measure of said air charge by means of a correction value during said transient condition, and for adapting said correction value during said steady state condition.
  • FIG. 1 there is shown a schematic and simplified view of an engine cylinder 1 and a piston 2 operating in a conventional manner.
  • the cylinder 1 forms part of a combustion engine having a number of similar cylinders.
  • An air inlet 3 is arranged so as to guide an incoming flow of air in a direction as indicated by means of an arrow in Fig. 1.
  • the incoming air flow is guided through a air flow sensor 4, a so-called MAF (mass air flow) sensor, which is arranged so as to detect the amount of incoming air flowing through the air inlet 3.
  • the MAF sensor 4 is electrically connected to a computer-based control unit 5, which is arranged so as to control the combustion operation of the engine, as will be described in greater detail below.
  • the air inlet 3 comprises a throttle valve 6, which is of conventional type and which is provided with a throttle angle sensor 7, which is also electrically connected to the control unit 5 in order to detect a value representing the angle of the throttle valve 6.
  • the incoming air flow is guided via the throttle valve 6 and further to an intake manifold 8, in which a pressure sensor 9, a so-called MAP (manifold air pressure) sensor, is arranged.
  • the MAP sensor 9 is also electrically connected to the control unit 5 in order to detect a value representing the existing pressure in the intake manifold 8.
  • the intake manifold 8 is connected to the above-mentioned cylinder 1 via a cylinder inlet 10.
  • the intake manifold 8 is also connected to a number of additional cylinders (not shown) in the engine, via a corresponding number of further cylinder inlets which are shown schematically by means of reference numeral 11 in Fig. 1.
  • the cylinder inlet 10 is provided with a fuel injector 12 which is adapted to inject a calculated amount of fuel towards the cylinder at a given moment. In order to control the operation of the fuel injector 12, it is also connected to the control unit 5.
  • a spark plug 13 is arranged in the cylinder 1 so as to ignite a mixture of air and fuel being injected into the cylinder 1.
  • the spark plug 13 is electrically connected to the control unit 5, which in turn is arranged so as to activate the spark plug 13 at a particular moment as determined by means of the control unit 5.
  • the cylinder 1 is also connected to an exhaust outlet 14, which is arranged so as to guide the exhaust gases resulting from combustion in the cylinder 1 to the outside atmosphere, suitably via an exhaust catalyst (not shown), in a direction as shown by means of an arrow in Fig. 1.
  • Fig. 1 is a simplified figure of an engine system and several components, for example the engine's intake and exhaust valves, are not shown in this figure.
  • control unit 5 In order to optimize the fuel consumption and to minimize the emissions of harmful compounds from the engine, the control unit 5 is provided with engine management routines which are adapted to provide a precise control of the combustion process in the cylinder 1.
  • the signals from the three sensors, i.e. the MAF sensor 4, the throttle angle sensor 7 and the MAP sensor 9, are fed to the control unit 5.
  • a suitable control as regards the amount of fuel (m fuel ) to be injected by the fuel injector 12 and the timing ( ⁇ spark ) for activation of the spark plug 13 for each combustion of an air/fuel mixture can be carried out by means of the control unit 5.
  • the present invention is based on the insight that the engine load, i.e. the mass of air inducted to each individual cylinder of the engine, must be determined in a precise manner.
  • the control unit 5 is provided with routines and algorithms adapted for calculating a value of the air flow into the engine based on measured values from the MAF sensor 4 and the MAP sensor 9.
  • the signal from the MAF sensor 4 represents a value of the incoming air flow via the throttle 6 which is generally equal to the actual incoming air flow to the cylinder 1 (and to the remaining cylinders of the engine) during steady state operation of the engine, i.e. during situations in which there are essentially no variations of the load of the engine.
  • a value of the pressure p in the intake manifold 8, as provided by the MAP sensor 9, can be used to detect whether such a steady state condition exists. In particular, this is accomplished by calculating the derivative of the pressure p in the intake manifold, i.e. dp/dt. In the event that the absolute value of this derivative is approximately zero, it can be assumed that the engine is operated at a steady state condition. On the other hand, in the event that the absolute value of the derivative is more than approximately zero, or rather, more than a particular limit value which is close to zero, it can be assumed that the engine is operated at a transient condition.
  • the MAP sensor 9 can be used to detect whether the engine is operated in a steady state condition or if it is operated in a transient condition.
  • the present invention relies on the principle that a precise estimation of the incoming air flow to the cylinder 1 can be carried out not only during steady state conditions but also during extremely quick transients. As a result, a correct engine load estimation and precise control of the combustion engine is allowed, which in turn results in optimized fuel consumption, emission control and driveability. For this reason, the invention is based on the fact that the MAP sensor 9 can be used to provide a particular correction value ⁇ . As will be described in detail below, the correction value ⁇ is adapted in a particular manner during steady state conditions. Also, the correction value ⁇ is used when a transient condition is detected in order to correct or adjust a measured value from the MAF sensor 4 representing the incoming air flow.
  • the MAF sensor 4 can be used as such during steady state conditions for providing a generally true value of the air charge of the cylinder 1.
  • the MAF sensor 4 alone will not provide a true representation of the air charge, due to a relatively slow response and the difficulty in performing a precise filtering correcting for a low pass filter effect of the intake manifold.
  • the above-mentioned correction value ⁇ is used according to the invention during said transient conditions. Since the correction value ⁇ is not required for corrections during steady state conditions, said correction value ⁇ is adapted according to a particular algorithm during said steady state conditions. This will be described in detail below.
  • the upper graph in Fig. 2 indicates how the speed of the vehicle varies with time during such a normal driving cycle.
  • the lower graph in Fig. 2 corresponds to the same driving cycle but indicates how the load of the vehicle's engine varies with time.
  • Vertically extending broken lines are used to indicate the manner in which the driving cycle progresses through several different phases or stages during the driving cycle.
  • an initial phase of the driving cycle is indicated by means of reference numeral 15 and corresponds to a phase in which the vehicle speed is relatively low and is also generally constant. This means that the load of the engine is generally also low and constant during the start phase 15.
  • the vehicle is in a "steady state” condition during the start phase 15, in which there are generally no changes of the engine load.
  • the driving cycle proceeds into a second phase 16 in which the vehicle speed increases in a generally linear manner.
  • the load of the engine as shown in the lower graph of Fig. 2
  • the vehicle assumes a "transient” condition in which the engine load is rapidly increasing from the low value during the start phase 15 to a relatively high value which remains constant (i.e. again assuming a steady state condition) as long as the vehicle speed increases linearly during the second phase 16.
  • the increase of the vehicle speed will cease, resulting in a constant, relatively high vehicle speed (i.e.
  • Fig. 2 describes a typical driving cycle of a conventional vehicle. It should be obvious that many different types of driving cycles may occur during operation of a normal vehicle. The type of driving cycle shown in Fig. 2 is only used as one possible example in order to describe the manner in which the present invention can be used, and the invention is obviously not limited to use in any particular driving cycle or with any particular vehicle or engine.
  • the steady state conditions of the engine load during the driving cycle are indicated by means of broken lines, whereas the transient conditions are indicated by means of full lines.
  • the transient conditions occur when the vehicle speed starts to increase, at the beginning of the second phase 16, and also when the vehicle speed changes from a linearly increasing value (during the second phase 16) to a generally constant value, i.e. at the beginning of the third phase 17.
  • an important principle on which the invention is based relates to the fact that the transient and steady state conditions of the engine load are detected during the driving cycle. More precisely, since changes in the engine load correspond to changes in the pressure of the intake manifold, the MAP sensor 9 (see Fig. 1) is used for detecting the pressure in the intake manifold 8. If the absolute value of the derivative of the pressure is higher than a particular limit value L, i.e. if
  • the limit value L of the pressure in the intake manifold should theoretically be zero.
  • a limit value L which is slightly higher than zero, so that the true passages from a steady state to a transient condition, and vice versa, can be detected in a reliable manner.
  • the actual value of the limit value L is determined depending on the quality of the signal from the MAP sensor 9 and the desired speed for detecting transient conditions.
  • Fig. 3 is a state diagram indicating the two conditions, i.e. a steady state condition 18 and a transient condition 19.
  • the steady state condition 18 indicated in Fig. 3 corresponds to the sections of the lower curve in Fig. 2 which are indicated by means of a broken line.
  • the transient condition 19 according to Fig. 3 corresponds to the sections of the lower curve in Fig. 2 which are indicated by means of a a full line (i.e. at the beginning of the second phase 16 and the third phase 17, respectively).
  • the transition from a steady state condition 18 to a transient condition 19 occurs when the absolute value of the derivative of the pressure p in the intake manifold is higher than a limit value L. Also, the transition from a transition condition 19 to a steady state condition 18 occurs when the absolute value of the derivative of the pressure p is lower than said limit value L.
  • a correction value ⁇ is derived from the measurements from the MAP sensor 9 and is used during the transient condition 19 for determining a corrected value of the engine load, i.e. a value representing a measure of the air charge during operation of the engine.
  • the invention is based on the fact that said said correction value ⁇ is not used during the steady state condition 18. Instead, the correction value ⁇ is adapted during said steady state condition 18. By adapting the correction value ⁇ continuously, i.e. each time the steady state condition 18 occurs during a driving cycle of a vehicle, it can be used for a very precise correction of the measurements each time the transient condition 19 occurs during a driving cycle.
  • Fig. 4 is a diagram showing the correction value ⁇ as a function of the engine load. More precisely, the diagram shows a plurality of plotted points 20, each representing an adapted value of the correction value ⁇ as determined at a particular engine load. This means that for each time the steady state condition 18 occurs, a new correction value ⁇ will be generated and plotted in the diagram in Fig. 4.
  • the diagram in Fig. 4 is used as a means for explaining the principles of the invention, and the invention is suitably implemented by storing the adapted correction values ⁇ in a lookup table in the control unit 5 (Fig. 1).
  • a corresponding large number of correction values ⁇ will be stored, one for each occasion in which the steady state condition is at hand.
  • a particular value of the correction value ⁇ will be calculated. This particular value is indicated by means of reference numeral 22 in Fig. 4.
  • the value of this particular correction value ⁇ is stored in a table in the control unit 5.
  • the continuous gathering of new values of the correction value ⁇ at given engine loads is carried out only during the steady state condition of the engine.
  • the result of this gathering of the correction value will be used for correcting the value of the load based on pressure measurement only when the transient condition occurs.
  • the correction value ⁇ will be used when determining the engine load, i.e.
  • a value representing the signal from the MAP sensor 9 (and various other parameters, as will be described below) is corrected by means of the correction value ⁇ , wherein the relationship between the load and the correction value ⁇ is given by means of the value of the curve 23.
  • the invention can be used for providing a highly accurate estimation of the engine load also during transient conditions.
  • n e the engine speed
  • ⁇ the volumetric efficiency
  • V d the total displaced cylinder volume
  • T the intake air temperature
  • ⁇ the adjustable parameter, i.e. the correction value.
  • the value m e is the mean value of the flow into the engine cylinders, i.e. the engine load.
  • V im is the throttled volume
  • m th is the flow via the throttle 6 (see Fig. 1).
  • e p - p and is a tracking error
  • ⁇ is a non-negative calibrateable function of the derivative of the intake manifold pressure
  • g is a positive design parameter
  • ⁇ is a so-called feedforward part
  • the invention In order to control the operation of the engine, its load must be estimated. According to the preferred embodiment, the invention relates to an adaptive learning observation technique which is used in order to estimate the air flow into the engine. As will be described, the invention relies on the use of a speed-density calculation during the transient conditions (for determining the air charge of the engine), whereas measurements representing the air flow via the throttle 6 (Fig. 1), as detected by the MAF sensor 4, are used without corrections during steady state conditions.
  • R the gas constant
  • T the temperature of air in the intake manifold
  • V im the intake manifold volume
  • ⁇ * an unknown constant parameter which has to be estimated
  • M the mass in the intake manifold.
  • the term p can be determined by means of the MAP sensor 9 (see Fig. 1).
  • an estimation algorithm ⁇ (t) is chosen such that ⁇ (t) ⁇ ⁇ * as t ⁇ ⁇ , using the pressure measurement as provided by the MAP sensor 9 and the air flow measurement as provided by the MAF sensor 4.
  • the adaptive control aim according to the invention is to drive the tracking error to zero.
  • the correction value ⁇ should be adapted in a manner so that the difference between p(t) and (p hatt)(t) is minimal.
  • the adjustment law ⁇ (t) represents the composite adaptive law driven by the tracking error e, the prediction error estimate (e - ⁇ ) and the adjustable ⁇ modification.
  • a calibratable table with prediction error estimate (e - ⁇ ) as an input instead of (16).
  • Such a table should have a dead-zone which determines the steady-state condition, a condition where a compromise between the speed of adaptation and the signal quality can be achieved without ⁇ modification.
  • Such a dead-zone may generally be used as the above-mentioned limit value when determining whether the transient or steady state condition occurs. The use of such a table allows also the separation between positive and negative transients.
  • the value p of the intake manifold pressure as provided by the MAP sensor 9 (Fig. 1) is used when determining the air charge.
  • the correction value ⁇ is also used in this regard.
  • the value m th as provided by the MAF sensor 4 is furthermore used when determining the correction value, see equation (33).
  • the correction value ⁇ can also be defined as a polynomial. In the following, however, it is assumed to be a linear function.
  • This feedforward part is assumed to be a linear function of intake manifold pressure (34).
  • two equations for low and high pressures are needed.
  • the learning process can be described as follows. During steady-state conditions if the intake manifold pressure is low (p ⁇ p b ), ⁇ low is adapted according to (42) and ⁇ low converges to the adaptive parameter ⁇ , holding ⁇ high constant.
  • ⁇ high is adapted according to (44)
  • ⁇ low is frozen.
  • the feedforward part can also be updated in the least-squares sense.
  • the improvement of the feedforward part of the algorithm speeds up the convergence of the estimated parameters to their true values.
  • the present invention relates to an improved method and system for estimating the engine load in a precise manner, in particular during transient conditions.
  • the engine load i.e. the value m e
  • the engine load is determined by means of a number of signals, e.g. a measured pressure value p from the MAP sensor 9 and by means of the correction value ⁇ , see equation (29) during steady state and transient conditions.
  • the value m e will be equal to the measured value m th , due to the adaptation of the correction value ⁇ during steady state conditions.
  • the correction value ⁇ is adapted by means of equations (30)-(33).
  • the invention provides a theoretically justified, robust adaptive estimation scheme which is driven by both tracking and prediction errors with adjustable ⁇ -modification and adaptive feedforward part for engine load, which allows the use of the speed-density flow under transient conditions and measured flow via the throttle under steady-state.
  • the result allows a fast and robust engine load estimation.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP02445173A 2002-12-09 2002-12-09 Méthode et système pour estimer la charge d'air admise dans un moteur à combustion interne Withdrawn EP1429012A1 (fr)

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Application Number Priority Date Filing Date Title
EP02445173A EP1429012A1 (fr) 2002-12-09 2002-12-09 Méthode et système pour estimer la charge d'air admise dans un moteur à combustion interne

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Application Number Priority Date Filing Date Title
EP02445173A EP1429012A1 (fr) 2002-12-09 2002-12-09 Méthode et système pour estimer la charge d'air admise dans un moteur à combustion interne

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9435283B2 (en) 2013-12-03 2016-09-06 Ford Global Technologies, Llc Method for inferring barometric pressure at low throttle angles
EP3124776A1 (fr) * 2015-07-28 2017-02-01 Toyota Jidosha Kabushiki Kaisha Dispositif de contrôle pour moteur à combustion interne
EP2660445A4 (fr) * 2010-12-27 2017-08-09 Nissan Motor Co., Ltd Dispositif de commande de moteur a combustion interne
US9810171B2 (en) 2013-12-03 2017-11-07 Ford Global Technologies, Llc Method for determining an offset of a manifold pressure sensor
CN111971465A (zh) * 2018-04-12 2020-11-20 Fpt工业股份公司 用于火花点火内燃机的设备和控制方法
EP3819490A1 (fr) * 2019-11-07 2021-05-12 Toyota Jidosha Kabushiki Kaisha Organe de commande de moteur, procédé de commande de moteur et mémoire
CN114738135A (zh) * 2022-03-24 2022-07-12 东风汽车集团股份有限公司 气体流量反应时间计算方法、装置、设备及可读存储介质
CN114962047A (zh) * 2021-08-26 2022-08-30 长城汽车股份有限公司 发动机相对充量的预估方法和车辆

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US5070846A (en) * 1990-11-26 1991-12-10 General Motors Corporation Method for estimating and correcting bias errors in a software air meter
EP0654594A2 (fr) * 1993-11-22 1995-05-24 General Motors Corporation Méthode de détection de transitions d'un régime stationnaire à un régime transitoire dans un moteur à combustion interne
EP0674101A2 (fr) * 1994-03-25 1995-09-27 General Motors Corporation Commande de moteur à combustion interne
US5635634A (en) 1993-08-02 1997-06-03 Robert Bosch Gmbh Method for calculating the air charge for an internal combustion engine with variable valve timing
EP1227233A1 (fr) * 2001-01-25 2002-07-31 Ford Global Technologies, Inc. Méthode et système pour estimer la charge d'air pour cylindre d'un moteur à combustion interne

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Publication number Priority date Publication date Assignee Title
US5070846A (en) * 1990-11-26 1991-12-10 General Motors Corporation Method for estimating and correcting bias errors in a software air meter
US5635634A (en) 1993-08-02 1997-06-03 Robert Bosch Gmbh Method for calculating the air charge for an internal combustion engine with variable valve timing
EP0654594A2 (fr) * 1993-11-22 1995-05-24 General Motors Corporation Méthode de détection de transitions d'un régime stationnaire à un régime transitoire dans un moteur à combustion interne
EP0674101A2 (fr) * 1994-03-25 1995-09-27 General Motors Corporation Commande de moteur à combustion interne
EP1227233A1 (fr) * 2001-01-25 2002-07-31 Ford Global Technologies, Inc. Méthode et système pour estimer la charge d'air pour cylindre d'un moteur à combustion interne
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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2660445A4 (fr) * 2010-12-27 2017-08-09 Nissan Motor Co., Ltd Dispositif de commande de moteur a combustion interne
US9435283B2 (en) 2013-12-03 2016-09-06 Ford Global Technologies, Llc Method for inferring barometric pressure at low throttle angles
US9810171B2 (en) 2013-12-03 2017-11-07 Ford Global Technologies, Llc Method for determining an offset of a manifold pressure sensor
EP3124776A1 (fr) * 2015-07-28 2017-02-01 Toyota Jidosha Kabushiki Kaisha Dispositif de contrôle pour moteur à combustion interne
CN106401772A (zh) * 2015-07-28 2017-02-15 丰田自动车株式会社 内燃机的控制装置
CN106401772B (zh) * 2015-07-28 2019-06-04 丰田自动车株式会社 内燃机的控制装置
CN111971465A (zh) * 2018-04-12 2020-11-20 Fpt工业股份公司 用于火花点火内燃机的设备和控制方法
CN111971465B (zh) * 2018-04-12 2022-12-30 Fpt工业股份公司 用于火花点火内燃机的设备和控制方法
EP3819490A1 (fr) * 2019-11-07 2021-05-12 Toyota Jidosha Kabushiki Kaisha Organe de commande de moteur, procédé de commande de moteur et mémoire
CN114962047A (zh) * 2021-08-26 2022-08-30 长城汽车股份有限公司 发动机相对充量的预估方法和车辆
CN114962047B (zh) * 2021-08-26 2023-05-26 长城汽车股份有限公司 发动机相对充量的预估方法和车辆
CN114738135A (zh) * 2022-03-24 2022-07-12 东风汽车集团股份有限公司 气体流量反应时间计算方法、装置、设备及可读存储介质

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