GB2469826A - Method for estimating intake manifold pressure in an internal combustion engine - Google Patents

Method for estimating intake manifold pressure in an internal combustion engine Download PDF

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Publication number
GB2469826A
GB2469826A GB0907306A GB0907306A GB2469826A GB 2469826 A GB2469826 A GB 2469826A GB 0907306 A GB0907306 A GB 0907306A GB 0907306 A GB0907306 A GB 0907306A GB 2469826 A GB2469826 A GB 2469826A
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United Kingdom
Prior art keywords
pressure
intake manifold
crankshaft
variable volume
intake valve
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GB0907306A
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GB0907306D0 (en
GB2469826B (en
Inventor
Manuel Tugnolo
Alessandro Catanese
Cristian Taibi
Gerhard Landsmann
Simone Barbero
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Priority to GB0907306.5A priority Critical patent/GB2469826B/en
Publication of GB0907306D0 publication Critical patent/GB0907306D0/en
Priority to DE112010002283T priority patent/DE112010002283T5/en
Priority to PCT/EP2010/001235 priority patent/WO2010124758A1/en
Publication of GB2469826A publication Critical patent/GB2469826A/en
Application granted granted Critical
Publication of GB2469826B publication Critical patent/GB2469826B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
    • G01L23/24—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid specially adapted for measuring pressure in inlet or exhaust ducts of internal-combustion engines
    • 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
    • F02D2200/0408—Estimation of 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
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

A method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and a method of controlling an internal combustion engine in which the pressure of the intake manifold is estimated by measuring the pressure in a combustion chamber of the internal combustion engine as a function of the angular position of the engine crankshaft. The combustion chamber pressure is measured at positions of the crankshaft other than the angle IVC corresponding to the intake valve closure point.

Description

Method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and method of con trolling an internal combustion engine The present invention relates to a method for estimating the pressure prevailing in an intake manifold of an internal com- bustion engine and method of controlling an internal combus-tion engine.
The pressure in the intake manifold of an internal combustion engine is adjusted in order to optimise, among other parame- ters, the air/fuel mixture supplied to the cylinders. A pres-sure sensor is, therefore, positioned in the intake manifold in order to measure the prevailing pressure.
It is generally desirable to reduce the number of components of an internal combustion engine in order to save weight as well as space and costs. The patent application EP 1 777 397 Al discloses a method for estimating the pressure in the in-take manifold instead of measuring the pressure directly. The pressure sensor in the intake manifold could, in principle, be omitted.
However, further improvements to the reliability and accuracy of the estimated pressure of the intake manifold are desir-able.
The invention provides a method for estimating the pressure prevailing in an intake manifold of an internal combustion en-gine. The internal combustion engine comprises a plurality of variable volume combustion chambers, each being defined by a piston reciprocating within a cylinder. The piston is coupled to a crankshaft. Each variable volume combustion chamber fur-ther includes an intake valve. The method for estimating the pressure prevailing in the intake manifold comprises: rneasur- ing the value of the pressure p in the variable volume combus- tion chamber of at least one cylinder as a function of the an- gular position of the crankshaft at positions of the crank-shaft other than the angle corresponding to the intake valve closure point; estimating a value of the pressure po in the variable volume combustion chamber at the intake valve closure point from the measured values of the pressure in the variable volume combustion chamber, and estimating the pressure Pintake of the intake manifold using the value of the estimated pres-sure Po at the intake valve closure point.
At the intake valve closure (IVC) point, the intake valve is * closed. At the instant at which the intake valve is closed, the pressure in the variable volume combustion chamber has had time to equalise with that of the intake manifold since the * intake valve is in flow communication with the intake mani-fold. Therefore, in principle, the pressure measured in the variable volume combustion chamber at the intake valve closure point is the most similar to, and, therefore, most representa- tive of, the pressure prevailing in the intake manifold con-sidering the friction losses across the valve and through the intake runner. The intake valve closure point is typically at crankshaft angle of around 10 to 15° after bottom dead centre (BDC) In the method provided by the present application, the pres-sure prevailing in the intake manifold is, however, estimated from values of the pressure in the variable volume combustion chamber measured at angles of the crankshaft other than the angle corresponding to the intake valve closure point. This method enables a more accurate measurement of the pressure of the variable volume combustion chamber, since, at angles of the crankshaft other than that corresponding to the intake valve closure point, the pressure in the variable volume com-bustion chamber is greater than the pressure in the variable volume combustion chamber at the crankshaft angle correspond-ing to the intake valve closure point. Therefore, the signal to noise ratio of the measured pressure value is greater, since the measured pressure is greater.
In a further embodiment, the pressure in the variable volume combustion chamber is measured at a plurality of crankshaft angles other than the angle corresponding to the intake valve closure point. This enables an average to be calculated for the constant parameters which further improves the accuracy of the estimation of the pressure of the variable volume combus-tion chamber and, consequently, the accuracy of the estimation of the pressure prevailing in the intake manifold.
The average C of a constant C may be calculated from the plu-rality of pressure values using the relationship p1J'=C where p is the measured value of the pressure in the variable volume combustion chamber, V is engine displacement, k is com-pression polytrophic constant, i represents a point on a graph of pressure against crankshaft angle cp (degrees) and is a natural number, and C=average(C,).
The calculation of C is preferably performed using angles outside of the combustion phase. Angles outside of the combus-tion phase is used herein to denote angles at which combustion is not happening.
In a four stroke engine, combustion occurs in a part of the third stroke. Therefore, the calculation of C is preferably performed using crankshaft angles outside of this phase, i.e. in one or more of the first, second or fourth strokes.
The value C may be used to estimate the value of the pressure Po at the intake valve closure point using the relationship
C Po
where V0 is the cylinder volume at the intake valve closure point.
The value of Po calculated using this relationship may then be used to estimate the pressure prevailing in the intake mani-fold Pintake using the relationship PintakePPOP where Po = estimated pressure at the intake valve closure point and p is an engine load pressure difference calibra-tion factor and p is an engine speed calibration factor.
The calibration factors p and p are not constants, but are mainly a function of the pipe geometry and of the engine oper-ating point. The calibrations zp and pallow the friction losses across the intake valve and through the intake runner to be compensated. These losses cause a pressure drop in the intake system, therefore the pressure in the cylinder is less than the pressure in the intake manifold.
The pressure drop is defined by a discharge coefficient that can be determined experimentally through an engine flow test using a flowmeter. The discharge coefficient can be also cal-culated using Computational Fluid Dynamics software (CFD) . The calibrations and p enable a relationship between the dis- charge coefficient, the engine geometry and the engine operat-ing point to be established.
The calibration factor p is calculated by an iterative pro- cedure in which the pressure in the intake manifold is esti-mated using equation 6 and pre-selected values of \p and p. This estimated intake manifold pressure is compared with the actual intake manifold pressure measured with a pressure sen- sor and plotted as a function of the engine load, in particu- lar the brake mean effective pressure. In an embodiment in-cluding a 1.7 liter diesel engine p was calculated to be an inverse function of the brake mean effective pressure.
The calibration factor pis also calculated by an iterative procedure. The difference between the estimated intake mani-fold pressure calculated using selected calibration factors and equation 6 and the actual measured manifold pressure was measured as a function of engine speed. A graph of p against engine speed was calculated to be parabolic function for an embodiment including a 1.7 liter diesel engine.
In a further embodiment, the pressure p in the variable volume combustion chamber is measured at crankshaft angles during the compression and expansion phases, excluding the angles corre-sponding to the intact valve closure point and to the exhaust closure point. The pressure within the variable volume combus-tion chamber is higher for crankshaft angles closer to the Top Dead Centre (TDC) . Therefore, the signal to noise ratio of the signal with which the pressure within the variable volume com- bustion chamber is measured is at its greatest during this an-gle range, thus enabling the accuracy of the measurement to be increased further.
In a further embodiment, the pressure p in the variable volume combustion chamber is measured only in the compression phase excluding the angle corresponding to the intake valve closure point.
A method of controlling an engine is also provided which com-prises performing the method of one of the above embodiments to estimate the pressure prevailing in the intake manifold. If the estimated pressure of the intake manifold Pintake differs from a predetermined pressure, the pressure prevailing in the intake manifold is adjusted based on the difference between the estimated pressure of the intake manifold Piritake and a pre-determined pressure.
In an embodiment, the pressure prevailing in the intake mani- fold is increased by increasing an air flow supplied by a tur-bocharger to the intake manifold.
Embodiments will now be described with reference to the draw-ings.
Figure 1 illustrates an internal combustion engine with four cylinders, each providing a variable volume combus-tion chamber, Figure 2 illustrates a variable volume combustion chamber, Figure 3 illustrates a pressure trace of a combustion chamber as a function of crankshaft angle, and Figure 4 illustrates the measurement of the pressure within the variable volume combustion chamber according to the invention.
Figure 1 illustrates a schematic diagram of an internal corn-bustion engine 1 comprising four cylinders 2, 3, 4, and 5.
Each cylinder is provided with a fuel injection valve 6 and a glow plug 7.
Figure 1 also illustrates an exhaust system B which drives turbine 9 of turbocharger 10, an exhaust gas recirculation system 11 and the compressed air, provided by compressor 12 of turbocharger 10, intake system 12 for supplying an air/fuel mixture via the intake manifold 13 to each of the cylinders 2, 3, 4 and 5. Also illustrated in Figure 1 are various conven- tional sensors and control lines which are not necessarily de-scribed if they are not directly used in the method according to the invention.
Each cylinder 2, 3, 4, 5 provides a variable volume combustion chamber 14 which is defined by the cylinder 2, 3, 4, 5 and a piston 15 which reciprocates within each cylinder 2, 3, 4, 5, as illustrated in Figure 2. The pistons 15 are coupled to crankshaft 16 so that expansion of the air/fuel mixture upon combustion within the cylinders 2, 3, 4, 5 is converted to torque by the crankshaft 16.
A pressure sensor 17 is provided in each of the cylinders 2,3, 4, 5. The in-cylinder pressure sensor 17 may be provided sepa-rately or as a pressure sensor integrated with the glow plug 7.
In a further non-illustrated embodiment, only one cylinder 2 is provided with a pressure sensor and the remaining cylinders 3, 4, 5 are not provided with an in-cylinder pressure sensor.
The pressure sensor 17 provides a signal to control means 18, indicated by dashed line 19 from which the pressure p within the variable volume combustion chamber 14 can be determined by the control means 18.
The engine 1 also includes a crankshaft sensor 20 which is coupled to the control means 18 as indicated by dashed line 21 and means to control the fuel injection into each of the cyl-inders 2, 3, 4, 5 by fuel injection valves 6. The engine 1 also comprises means for controlling the intake valve 22 and exhaust valve 23 of the cylinders 2, 3, 4, 5.
The in-cylinder pressure sensor 17 provides a signal to the control means 18 and crankshaft sensor 20 provides a signal to control means 18. From combination of these signals, the pres-sure p within the variable volume combustion chamber 14 can be measured as a function of crankshaft angle p. Figure 3 illustrates a schematic diagram of pressure p in the variable volume combustion chamber 14 as a function of crank-shaft angle p. In the diagram of Figure 3, top dead centre (TDC) of the piston 15 is designated 00 and bottom dead centre (BDC) of the piston 15 is designated 180°.
The region of the diagram of Figure 3 from -180° to 00 repre-sents the compression phase 24 and the regions from 0° to +1800 represents the expansion phase 25 of the variable volume combustion chamber 14. The air intake valve 22 typically reaches closure point at crankshaft angles in the range 100 to 15° after bottom dead centre (BDC), denoted as _1700 to -165° and with the point IVC in the diagram of Figure 3.
At the IVC point in the cycle, the pressure p in the variable volume combustion chamber 14 is low, for example around 1 bar.
As the piston 15 moves upwards toward top dead centre, the pressure in the variable volume combustion chamber 14 in-creases and then at angles shortly after top dead centre, starts to decrease until it reaches a minimum at angles around bottom dead centre.
Starting from this in-cylinder pressure trace acquired by the cylinder pressure sensor 17, the pressure Pintake prevailing in intake manifold 13 is estimated according to the following method.
According to the invention, the in-cylinder pressure at the intake valve closure point Po is estimated rather than being measured directly using the pressure sensor 17.
The pressure p0 is estimated using the polytrophic equation: p V' = C Equation 1 where: p in-cylinder pressure V engine displacement k = compression polytrophic constant C = constant The constant C is measured by measuring the pressure in the cylinder at crankshaft angles other than the crankshaft angle at the intake valve closure point and, preferably, at crank-shaft angles at which the pressure within the cylinder is higher. For example, the pressure within the variable volume combustion chamber may be measured at one or more angles in the range -90° to + 90° or within the range -90° to 0° of the cycle. In one embodiment, the pressure is measured at a plu-rality of crankshaft angles during the compression phase, as illustrated in Figure 4 by the circular points and denoted in equation 2 with i.
From the relationship p1.V/ =C1 Equation2 an average value of the constant C1: C = average(C1) Eq.iation 3 is calculated. The calculation of C is preferably performed using angles at which combustion is not happening.
Equation 1 is applied to the intake valve closure point, mdi-cated IVC in Figure 4: p0. Vk C0 Equation 4 where V0 is the volume of the cylinder at the intake valve closure point, k is the known polytrophic constant and the pressure value Po is estimated using the constant C calculated from the measured pressure values as follows: p0.VA=C=C Poi Equation5 The estimated value p0 of the pressure within the variable volume combustion chamber at the intake valve closure point is then used to estimate the pressure Pintake in the intake mani-fold considering the friction losses across the valve and through the intake runner using the relationship: Pint ake = P p0 + L.p Equation 6 where Po = estimated pressure at the intake valve closure point and p is an engine load pressure difference calibra-tion factor and p is an engine speed calibration factor.
The accuracy of the estimation of the pressure p0 at the in-take valve closure point as well as the estimation of the pressure prevailing in the intake manifold Pintake may be in-creased since the pressure p is measured within the variable volume combustion chamber whilst the pressure is higher than the pressure at the intake valve closure point. Therefore, the signal to noise ratio of the signal is greater and the meas-urement of the pressure is more accurate.
The estimated values of the pressure prevailing in the intake manifold Pintake can be used to control the engine. If, for ex-ample, the pressure in the intake manifold Pintake is estimated to be lower than a desired predetermined value, the pressure can be increased by increasing the air flow to the intake manifold 13, for example by directing a larger airflow from the turbocharger 10 into the intake manifold 13.
Although the method has been described in the embodiments in connection with a diesel engine, the method may also be used to estimate the pressure in the intake manifold of other types of engine, for example, a spark ignition engine.
Table 1 illustrates an embodiment in which the intake manifold pressure is estimated using a method according to the present invention and compared to the actual intake manifold pressure measured with a pressure sensor. Table 1 illustrates examples of values of the estimated and actual intake manifold pressure for a plurality of engine operating points, each having an en-gine speed (rpm) and brake mean effective pressure (bar) A 1.7 Liter diesel engine is the subject of this embodiment.
For this particular engine, the compression polytrophic con- stant k is assumed to be constant and equal to 1.37, the cyl-inder volume at the intake valve closure (IVC) point V0 is 421.9 cm3 and the cylinder volume at the IVC point to the power k, Vok is 3949.3 cm3.
The constant C (equation 3) is an average of 10 different points on the graph of cylinder pressure against crankshaft angle at crankshaft angles at which combustion is not happen-ing in the cylinder, as is illustrated schematically in Figure 4.
Po (kPa) is the estimated pressure at the intake valve closure point and is calculated using equation 5 for each of the en-gine operating points. Table 1 also includes the values of Ap (kPa), the engine load pressure difference calibration factor, and p,the engine speed calibration factor, used in equation 6.
The values of intake manifold pressure Pintake (kPa) estimated using equation 6 are also listed in table 1 for each of the engine operating points.
Table 1 also includes the values of the intake manifold pres-sure measured with a pressure sensor and the percentage error between the estimated and actual intake manifold pressure. The accuracy of the estimation of the intake manifold pressure lies within the range of � 5%.
lnke Manifold Intake Manifold Constant Pressure estimated Calibrations Pressure Pressure measured Estimation Engine Operating Point average at IVC poht (EquatIon 6) estimated with pressure Error (Equation 3) (Equation 5) ______ ______ (Equation 6) sensor __________ Brake Mean Engine Speed Elf. Pres9jre C P 1%] [rpn [ban _____________ tP1 (kPal H (kPal ___________________ _____________ 1000 3 444.6 112.6 -5 096 10307 lOtO 2.0 1000 5 454.6 115.1 *3 096 107.50 1044 3.0 1600 3 435.9 110.4 -5 0.98 103.16 105.0 -1.8 1500 6 498.2 126.1 -3 0.98 120.63 115.5 4.4 2000 3 345.7 112.9 -5 0.97 104.47 109.1 -4.2 2000 5 491.4 124.1 -3 097 117.70 1186.0.6 2000 8 593.8 1503 -2 0.97 143.84 1397 3.0 2600 5 556.1 140.8.3 0.97 133.57 130.9 2.0 3000 4 662.5 167.7 -4 0.95 155.35 1514 2.6 3000 6 711.4 180.1 -3 0.95 168.11 161.6 4,0 Reference numbers 1 internal combustion engine 2 cylinder 3 cylinder 4 cylinder cylinder 6 fuel injection valve 7 glow plug 8 exhaust system 9 turbine turbocharger 11 exhaust gas recirculation system 12 compressor 13 intake manifold 14 variable volume combustion chamber piston 16 crankshaft 17 in-cylinder pressure sensor 18 control means 19 signal crankshaft sensor 21 signal 22 intake valve 23 exhaust valve 24 compression phase expansion phase

Claims (9)

  1. Claims 1. Method for estimating the pressure prevailing in an intake manifold (13) of an internal combustion engine (1) corn-prising a plurality of variable volume combustion chambers (14), each variable volume combustion chamber (14) being defined by a piston (15) reciprocating within a cylinder (2, 3, 4, 5) and comprising an intake valve (22), the pis-ton (15) being coupled to a crankshaft (16), the method comprising: measuring the value of the pressure p in the variable volume combustion chamber (14) of at least one cylinder (2, 3, 4, 5) as a function of the angular position of the crankshaft (16) at positions of the crankshaft (16) other the angle corresponding to the intake valve (22) closure point, estimating a value of the pressure Po at the intake valve (22) closure point from the measured values of the pressure p in the variable volume combustion chamber (14), estimating the pressure Pintake of the intake manifold (13) using the value of the estimated pressure p0 at the intake valve (22) closure point.
  2. 2. The method according to claim 1, wherein the pressure p in the variable volume combustion chamber (14) is measured at a plurality of crankshaft angles other than the angle corresponding to the intake valve (22) clo-sure point.
  3. 3. The method according to claim 2, wherein an average C of a constant C is calculated from the plu-rality of pressure values using the relationship k pi.v =C,, wherein p is the pressure measured in the variable volume combustion chamber, V is engine displacement, k is compres-sion polytrophic constant, C=average(C,) and i represensts a point on a graph of pressure against crankshaft angle p (degrees) and is a natural number, and wherein C is calculated using values of pressure measured at crankshaft angles outside of the combustion phase.
  4. 4. The method according to claim 3, wherein the value of the pressure pa at the intake valve (22) do-sure point is calculated using the relationshipC Pa V0
  5. 5. The method according to claim 4, wherein the pressure Pintake prevailing in the intake manifold (13) is estimated using the relationship Pifltajce = p* p0 + Ap where Po = estimated pressure at the intake valve (22) clo- sure point, p is an engine load pressure difference cali-bration factor and p is an engine speed calibration factor.
  6. 6. The method according to one of claims 1 to 5, wherein the pressure p in the variable volume combustion chamber (14) is measured at crankshaft (16) angles during the com-pression phase and the expansion phase other than the crankshaft angles corresponding to the intake valve (22) closure point and to the exhaust valve (23) closure point.
  7. 7. The method according to one of claims 1 to 6, wherein the pressure p in the variable volume combustion chamber (14) is measured only in the compression phase (24) at crankshaft angles (16) other than the crankshaft angle corresponding to the intake valve (22) closure point.
  8. 8. Method of controlling an internal combustion engine (1), comprising: performing the method of one of claims 1 to 7 and, if the estimated pressure of the intake manifold Pintake differs from a predetermined pressure, adjusting the pres-sure prevailing in the intake manifold (13) based on the difference between the estimated pressure of the intake manifold Pintake and a predetermined pressure.
  9. 9. Method according to claim 8, wherein the pressure prevailing in the intake manifold (13) is in- creased by increasing an air flow supplied by a turbo-charger (10) to the intake manifold (13)
GB0907306.5A 2009-04-29 2009-04-29 Method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and method of controlling an internal combustion engine Expired - Fee Related GB2469826B (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
GB0907306.5A GB2469826B (en) 2009-04-29 2009-04-29 Method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and method of controlling an internal combustion engine
DE112010002283T DE112010002283T5 (en) 2009-04-29 2010-02-27 A method of estimating the pressure prevailing in an intake manifold of an internal combustion engine and methods of controlling an internal combustion engine
PCT/EP2010/001235 WO2010124758A1 (en) 2009-04-29 2010-02-27 Method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and method of controlling an internal combustion engine

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Application Number Priority Date Filing Date Title
GB0907306.5A GB2469826B (en) 2009-04-29 2009-04-29 Method for estimating the pressure prevailing in an intake manifold of an internal combustion engine and method of controlling an internal combustion engine

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GB2469826A true GB2469826A (en) 2010-11-03
GB2469826B GB2469826B (en) 2012-11-21

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KR101855067B1 (en) 2014-12-22 2018-06-25 바르실라 핀랜드 오이 A method of calibrating a cylinder pressure sensor and an internal combustion piston engine

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DE10003214A1 (en) * 2000-01-26 2001-08-09 Daimler Chrysler Ag Inlet and outlet port channel pressure estimation involves estimating inlet and outlet port channel pressure based on throttle valve position, engine speed, crankshaft angle, momentary valve motion, and combustion chamber pressure
US20020170345A1 (en) * 2000-05-04 2002-11-21 Manfred Pfitz Scanning method for pressure sensors used in the pressure-based detection of filling levels
US20030097214A1 (en) * 2001-11-20 2003-05-22 Jochen Gross Method and control apparatus for operating an internal combustion engine
EP1777397A1 (en) * 2005-10-24 2007-04-25 Renault s.a.s. Method and system for estimating pressure in the intake manifold of an internal combustion engine

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JP4465665B2 (en) * 2005-11-29 2010-05-19 トヨタ自動車株式会社 Control device and control method for internal combustion engine
EP2022966A3 (en) * 2007-08-06 2009-08-26 GM Global Technology Operations, Inc. Pressure monitoring system
JP4445986B2 (en) * 2007-08-21 2010-04-07 本田技研工業株式会社 Control device for determining ignition timing of internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10003214A1 (en) * 2000-01-26 2001-08-09 Daimler Chrysler Ag Inlet and outlet port channel pressure estimation involves estimating inlet and outlet port channel pressure based on throttle valve position, engine speed, crankshaft angle, momentary valve motion, and combustion chamber pressure
US20020170345A1 (en) * 2000-05-04 2002-11-21 Manfred Pfitz Scanning method for pressure sensors used in the pressure-based detection of filling levels
US20030097214A1 (en) * 2001-11-20 2003-05-22 Jochen Gross Method and control apparatus for operating an internal combustion engine
EP1777397A1 (en) * 2005-10-24 2007-04-25 Renault s.a.s. Method and system for estimating pressure in the intake manifold of an internal combustion engine

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DE112010002283T5 (en) 2012-10-11
WO2010124758A1 (en) 2010-11-04
GB0907306D0 (en) 2009-06-10
GB2469826B (en) 2012-11-21

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