US20050274356A1 - Determining manifold pressure based on engine torque control - Google Patents
Determining manifold pressure based on engine torque control Download PDFInfo
- Publication number
- US20050274356A1 US20050274356A1 US10/868,192 US86819204A US2005274356A1 US 20050274356 A1 US20050274356 A1 US 20050274356A1 US 86819204 A US86819204 A US 86819204A US 2005274356 A1 US2005274356 A1 US 2005274356A1
- Authority
- US
- United States
- Prior art keywords
- map
- previous
- volumetric efficiency
- difference
- mass
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
- F02D13/0219—Variable control of intake and exhaust valves changing the valve timing only by shifting the phase, i.e. the opening periods of the valves are constant
-
- 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
- F02D2041/001—Controlling intake air for engines with variable valve actuation
-
- 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
- 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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to engine torque control, and more particularly to determining manifold pressure based on engine torque control.
- a driver adjusts a position of an accelerator pedal, which provides an engine torque request.
- the throttle is controlled to regulate air flow into the engine that provides the desired engine torque output.
- Torque-based control systems determine the mass of air needed to produce the desired engine torque and determine throttle position, exhaust gas recirculation (EGR) valve position and cam phase angles based on the mass of air.
- EGR exhaust gas recirculation
- the throttle position is commanded directly as a function of the accelerator pedal position.
- Commonly assigned U.S. patent application Ser. No. 10/664,172, filed on Sep. 17, 2003 and entitled Engine Torque Control with Desired State Estimation describes a method which uses the manifold filling dynamics and can initially command the throttle to a value greater than the steady-state value. As the manifold fills with air the, throttle is brought back to the steady-state position. This results in an a more aggressive partial throttle acceleration, but may lead to an unexpected feel of the vehicle to the driver by not producing the expected behavior of the throttle to a step-in change in the accelerator pedal.
- the present invention provides a torque control system for an engine.
- the torque control system includes a throttle plate having an adjustable throttle position to regulate a first mass air flow into the engine.
- a control module estimates a previous volumetric efficiency of the engine based on a previous manifold absolute pressure (MAP) and determines a current MAP based on the previous volumetric efficiency.
- the control module calculates a difference between the current MAP and the previous MAP and sets a desired MAP equal to the present MAP when the difference is less than a threshold difference.
- the control module commands the throttle position based on the desired MAP.
- control module updates the previous volumetric efficiency and the current MAP for a subsequent time step.
- the control module performs the updating when the difference exceeds the threshold difference.
- the control module sets the desired MAP equal to the present MAP when the updating has occurred a threshold number of times.
- the previous volumetric efficiency is further based on an engine speed.
- the previous volumetric efficiency is further based on a phase angle of an inlet cam shaft.
- the previous volumetric efficiency is further based on a phase angle of an outlet cam shaft.
- the torque control system further includes an accelerator.
- An engine torque request is determined based on a position of the accelerator.
- the control module determines a first mass of air flowing through a throttle based on the engine torque request.
- the current MAP is further based on the first mass of air flowing through a throttle.
- the current MAP is further based on a temperature of the first mass of air.
- the current MAP is further determined based on a second mass of air flowing through an exhaust gas recirculation (EGR) valve.
- EGR exhaust gas recirculation
- FIG. 1 is a schematic illustration of an exemplary engine system that is operated based on the engine torque control system according to the present invention
- FIG. 2 is a flowchart illustrating steps performed by the engine torque control system of the present invention
- FIG. 3 is a flowchart illustrating steps for determining a desired manifold absolute pressure (MAP) based on volumetric efficiency considering a throttle of the engine system according to the present invention.
- MAP manifold absolute pressure
- FIG. 4 is a flowchart illustrating steps for determining the desired MAP based on volumetric efficiency considering the throttle, an exhaust gas recirculation (EGR) system and an inlet cam phasing system of the engine system according to the present invention.
- EGR exhaust gas recirculation
- module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
- ASIC application specific integrated circuit
- processor shared, dedicated, or group
- memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
- an engine system 10 includes an engine 12 that combusts an air and fuel mixture to produce drive torque. Air is drawn into an intake manifold 14 through a throttle 16 . The throttle 16 regulates mass air flow into the intake manifold 14 . Air within the intake manifold 14 is distributed into cylinders 18 . Although a single cylinder 18 is illustrated, it is appreciated that the engine torque control system of the present invention can be implemented in engines having a plurality of cylinders including, but not limited to, 2, 3, 4, 5, 6, 8, 10 and 12 cylinders.
- a fuel injector (not shown) injects fuel which is combined with the air as it is drawn into the cylinder 18 through an intake port.
- the fuel injector may be an injector associated with an electronic or mechanical fuel injection system 20 , a jet or port of a carburetor or another system for mixing fuel with intake air.
- the fuel injector is controlled to provide a desired air-to-fuel (A/F) ratio within each cylinder 18 .
- An intake valve 22 selectively opens and closes to enable the air/fuel mixture to enter the cylinder 18 .
- the intake valve position is regulated by an intake cam shaft 24 .
- a piston (not shown) compresses the air/fuel mixture within the cylinder 18 .
- a spark plug 26 initiates combustion of the air/fuel mixture, driving the piston in the cylinder 18 .
- the piston drives a crankshaft (not shown) to produce drive torque.
- Combustion exhaust within the cylinder 18 is forced out an exhaust port when an exhaust valve 28 is in an open position.
- the exhaust valve position is regulated by an exhaust cam shaft 30 .
- the exhaust is treated in an exhaust system and is released to atmosphere.
- the engine system 10 can include an intake cam phaser 32 and an exhaust cam phaser 34 that respectively regulate the rotational timing of the intake and exhaust cam shafts 24 , 30 . More specifically, the timing or phase angle of the respective intake and exhaust cam shafts 24 , 30 can be retarded or advanced with respect to each other or with respect to a location of the piston within the cylinder 18 or crankshaft position. In this manner, the position of the intake and exhaust valves 22 , 28 can be regulated with respect to each other or with respect to a location of the piston within the cylinder 18 . By regulating the position of the intake valve 22 and the exhaust valve 28 , the quantity of air/fuel mixture ingested into the cylinder 18 and therefore the engine torque is regulated.
- the engine system 10 can also include an exhaust gas recirculation (EGR) system 36 .
- the EGR system 36 includes an EGR valve 38 that regulates an exhaust flow back into the intake manifold 14 .
- the EGR system is generally implemented to regulate emissions. However, the mass of exhaust air that is recirculated back into the intake manifold 14 affects engine torque output.
- a control module 40 operates the engine based on the engine torque control of the present invention. More specifically, the control module 40 generates a throttle control signal based on an engine torque request (TREQ) and a throttle position signal generated by a throttle position sensor (TPS) 42 . TREQ is generated based on a driver input such as an accelerator pedal position. The control module commands the throttle to a steady-state position to achieve an effective throttle area (A eff ) A throttle actuator (not shown) adjusts the throttle position based on the throttle control signal.
- the throttle actuator can include a motor or a stepper motor, which provides limited and/or coarse control of the throttle position.
- the control module 40 also regulates the fuel injection system 20 , the cam shaft phasers 32 , 34 and the EGR system 36 to achieve T REQ .
- An intake air temperature (IAT) sensor 44 is responsive to a temperature of the intake air flow and generates an intake air temperature signal.
- a mass airflow (MAF) sensor 46 is responsive to the mass of the intake air flow and generates a MAF signal.
- a manifold absolute pressure (MAP) sensor 48 is responsive to the pressure within the intake manifold 14 and generates a MAP signal.
- An engine coolant temperature sensor 50 is responsive to a coolant temperature and generates an engine temperature signal.
- An engine speed sensor 52 is responsive to a rotational speed of the engine 12 and generates in an engine speed signal.
- the engine torque control system of the present invention determines A eff based on a desired manifold absolute pressure (P* m ).
- P* m is determined considering the throttle 16 only.
- P* m is determined considering the throttle 16 , the EGR system 36 and the cam phasers 32 , 34 .
- V e can be calculated from equation (3), V e is a function of P m and N e and can be estimated based on P m and N e using a look-up table.
- V e is estimated from a look-up table based on P m , N e , ⁇ i and ⁇ e .
- P critical is defined as the pressure ratio at which the velocity of the air flowing past the throttle equals the velocity of sound. This condition is called choked or critical flow.
- the engine torque control system determines the value of P* m to produce the desired airflow through the throttle.
- the airflow enables the correct amount of air to enter the cylinders to provide T REQ from the engine.
- the control module commands the throttle to a steady-state position, it can be assumed that m th is equal to m a . More specifically, during steady-state the flow across the throttle ( ⁇ dot over (m) ⁇ th ) is equal to the flow into the cylinders (out of the manifold) ( ⁇ dot over (m) ⁇ a ). Since A eff and P* m are setpoint targets and time is required to reach these values (e.g., approximately 100 ms), it can be approximated that m th is equal to m a .
- control determines whether T REQ has been generated. If T REQ has not been generated, control loops back. If T REQ has been generated, control determines m a and ⁇ dot over (m) ⁇ a required to achieve T REQ in step 202 . In step 204 , control determines P* m based on m a . In step 206 , control determines A eff based on P* m . Control regulates the throttle to achieve A eff in step 208 and loops back to step 200 .
- control determines V e i based on P m and N e , which are monitored by the sensors 48 , 52 , respectively.
- Control increments the iteration counter by one in step 304 .
- control calculates P m i based on V e i .
- control determines a pressure difference ( ⁇ P), which is the difference between P m i and P m i ⁇ 1 .
- ⁇ P a pressure difference
- Control determines whether ⁇ P is below a threshold difference or whether i is greater than a threshold value (X) in step 310 .
- the threshold difference is preferably provided as ⁇ (N e ), however, it is appreciated that other threshold values can be used. Although a constant threshold difference can be used, it is more flexible to enable adjustment of the threshold difference as a function of engine speed. If either ⁇ P is greater than the threshold difference or i is greater than the threshold value, control continues in step 312 . Otherwise, control loops back to step 302 . In step 312 , control sets P* m equal to P m i and control ends.
- control determines m egr .
- control determines T c and determines ⁇ i and ⁇ e in step 404 .
- control determines V e i based on P m and N e , which are monitored by the sensors 48 , 52 , respectively. Control increments the iteration counter by one in step 410 .
- control calculates P m i based on V e i .
- control determines a pressure difference ( ⁇ P), which is the difference between P m i and P m i ⁇ 1 .
- ⁇ P a pressure difference
- Control determines whether ⁇ P is below the threshold difference or whether i is greater than the threshold value (X) in step 416 . If either ⁇ P is greater than the threshold difference or i is greater than the threshold value, control continues in step 418 . Otherwise, control loops back to step 408 .
- control sets P* m equal to P m i and control ends.
Abstract
Description
- This application is related to U.S. application Ser. No. ______, filed Jun. 15, 2004, entitled, “Determining Manifold Pressure Based on Engine Torque Control” (GM Ref: GP-305270). The disclosure of the above application is incorporated herein by reference.
- The present invention relates to engine torque control, and more particularly to determining manifold pressure based on engine torque control.
- Internal combustion engine control systems have been developed as steady-state, torque-based control systems. In a torque-based control system, the desired torque output of the engine is indicated by a driver input. More specifically, a driver adjusts a position of an accelerator pedal, which provides an engine torque request. The throttle is controlled to regulate air flow into the engine that provides the desired engine torque output.
- Torque-based control systems determine the mass of air needed to produce the desired engine torque and determine throttle position, exhaust gas recirculation (EGR) valve position and cam phase angles based on the mass of air. Traditionally, the throttle position is commanded directly as a function of the accelerator pedal position. Commonly assigned U.S. patent application Ser. No. 10/664,172, filed on Sep. 17, 2003 and entitled Engine Torque Control with Desired State Estimation describes a method which uses the manifold filling dynamics and can initially command the throttle to a value greater than the steady-state value. As the manifold fills with air the, throttle is brought back to the steady-state position. This results in an a more aggressive partial throttle acceleration, but may lead to an unexpected feel of the vehicle to the driver by not producing the expected behavior of the throttle to a step-in change in the accelerator pedal.
- Accordingly, the present invention provides a torque control system for an engine. The torque control system includes a throttle plate having an adjustable throttle position to regulate a first mass air flow into the engine. A control module estimates a previous volumetric efficiency of the engine based on a previous manifold absolute pressure (MAP) and determines a current MAP based on the previous volumetric efficiency. The control module calculates a difference between the current MAP and the previous MAP and sets a desired MAP equal to the present MAP when the difference is less than a threshold difference. The control module commands the throttle position based on the desired MAP.
- In other features, the control module updates the previous volumetric efficiency and the current MAP for a subsequent time step. The control module performs the updating when the difference exceeds the threshold difference. The control module sets the desired MAP equal to the present MAP when the updating has occurred a threshold number of times.
- In another feature, the previous volumetric efficiency is further based on an engine speed.
- In another feature, the previous volumetric efficiency is further based on a phase angle of an inlet cam shaft.
- In another feature, the previous volumetric efficiency is further based on a phase angle of an outlet cam shaft.
- In still other features, the torque control system further includes an accelerator. An engine torque request is determined based on a position of the accelerator. The control module determines a first mass of air flowing through a throttle based on the engine torque request. The current MAP is further based on the first mass of air flowing through a throttle. The current MAP is further based on a temperature of the first mass of air. The current MAP is further determined based on a second mass of air flowing through an exhaust gas recirculation (EGR) valve.
- Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
- The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
-
FIG. 1 is a schematic illustration of an exemplary engine system that is operated based on the engine torque control system according to the present invention; -
FIG. 2 is a flowchart illustrating steps performed by the engine torque control system of the present invention; -
FIG. 3 is a flowchart illustrating steps for determining a desired manifold absolute pressure (MAP) based on volumetric efficiency considering a throttle of the engine system according to the present invention; and -
FIG. 4 is a flowchart illustrating steps for determining the desired MAP based on volumetric efficiency considering the throttle, an exhaust gas recirculation (EGR) system and an inlet cam phasing system of the engine system according to the present invention. - The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit, or other suitable components that provide the described functionality.
- Referring now to
FIG. 1 , anengine system 10 includes anengine 12 that combusts an air and fuel mixture to produce drive torque. Air is drawn into anintake manifold 14 through athrottle 16. Thethrottle 16 regulates mass air flow into theintake manifold 14. Air within theintake manifold 14 is distributed intocylinders 18. Although asingle cylinder 18 is illustrated, it is appreciated that the engine torque control system of the present invention can be implemented in engines having a plurality of cylinders including, but not limited to, 2, 3, 4, 5, 6, 8, 10 and 12 cylinders. - A fuel injector (not shown) injects fuel which is combined with the air as it is drawn into the
cylinder 18 through an intake port. The fuel injector may be an injector associated with an electronic or mechanicalfuel injection system 20, a jet or port of a carburetor or another system for mixing fuel with intake air. The fuel injector is controlled to provide a desired air-to-fuel (A/F) ratio within eachcylinder 18. - An
intake valve 22 selectively opens and closes to enable the air/fuel mixture to enter thecylinder 18. The intake valve position is regulated by anintake cam shaft 24. A piston (not shown) compresses the air/fuel mixture within thecylinder 18. Aspark plug 26 initiates combustion of the air/fuel mixture, driving the piston in thecylinder 18. The piston drives a crankshaft (not shown) to produce drive torque. Combustion exhaust within thecylinder 18 is forced out an exhaust port when anexhaust valve 28 is in an open position. The exhaust valve position is regulated by anexhaust cam shaft 30. The exhaust is treated in an exhaust system and is released to atmosphere. Although single intake andexhaust valves engine 12 can include multiple intake andexhaust valves cylinder 18. - The
engine system 10 can include anintake cam phaser 32 and anexhaust cam phaser 34 that respectively regulate the rotational timing of the intake andexhaust cam shafts exhaust cam shafts cylinder 18 or crankshaft position. In this manner, the position of the intake andexhaust valves cylinder 18. By regulating the position of theintake valve 22 and theexhaust valve 28, the quantity of air/fuel mixture ingested into thecylinder 18 and therefore the engine torque is regulated. - The
engine system 10 can also include an exhaust gas recirculation (EGR)system 36. TheEGR system 36 includes anEGR valve 38 that regulates an exhaust flow back into theintake manifold 14. The EGR system is generally implemented to regulate emissions. However, the mass of exhaust air that is recirculated back into theintake manifold 14 affects engine torque output. - A
control module 40 operates the engine based on the engine torque control of the present invention. More specifically, thecontrol module 40 generates a throttle control signal based on an engine torque request (TREQ) and a throttle position signal generated by a throttle position sensor (TPS) 42. TREQ is generated based on a driver input such as an accelerator pedal position. The control module commands the throttle to a steady-state position to achieve an effective throttle area (Aeff) A throttle actuator (not shown) adjusts the throttle position based on the throttle control signal. The throttle actuator can include a motor or a stepper motor, which provides limited and/or coarse control of the throttle position. Thecontrol module 40 also regulates thefuel injection system 20, thecam shaft phasers EGR system 36 to achieve TREQ. - An intake air temperature (IAT)
sensor 44 is responsive to a temperature of the intake air flow and generates an intake air temperature signal. A mass airflow (MAF)sensor 46 is responsive to the mass of the intake air flow and generates a MAF signal. A manifold absolute pressure (MAP)sensor 48 is responsive to the pressure within theintake manifold 14 and generates a MAP signal. An engine coolant temperature sensor 50 is responsive to a coolant temperature and generates an engine temperature signal. Anengine speed sensor 52 is responsive to a rotational speed of theengine 12 and generates in an engine speed signal. Each of the signals generated by the sensors are received by thecontrol module 40. - The engine torque control system of the present invention determines Aeff based on a desired manifold absolute pressure (P*m). In one embodiment, P*m is determined considering the
throttle 16 only. In an alternative embodiment, P*m is determined considering thethrottle 16, theEGR system 36 and thecam phasers throttle 16 only, the mass of air into the intake manifold 14 (ma) can be determined using the speed density approach according to the following equation:
where R is the universal gas constant, Vd is the displacement volume of theengine 12, ηv is the volumetric efficiency of theengine 12 and Tc is the temperature of the air coming into theintake manifold 14. - Methods of determining ma are disclosed in commonly assigned U.S. patent application Ser. No. 10/664,346, filed Sep. 17, 2003 and entitled Dynamical Torque Control System, and U.S. patent application Ser. No. 10/463,166, filed Jun. 17, 2003 and entitled Model Following Torque Control, the disclosures of which are expressly incorporated herein by reference.
- Because ma is known, equation (1) can be modified to calculate the desired MAP (P*m) according to the following:
The scaled volumetric efficiency (Ve) of theengine 12 is provided as:
Merging equation (3) into equation (2) provides:
Although Ve can be calculated from equation (3), Ve is a function of Pm and Ne and can be estimated based on Pm and Ne using a look-up table. In practice, Ve varies based on several factors including altitude and temperature. To account for this variance, Ve is adapted according to the following relationship:
{circumflex over (V)} e =γV e (5)
where γ is the ratio of specific heats for air. - When considering the
throttle 16, theEGR system 36 and thecam phasers
where megr is the mass of air recirculated by theEGR system 36 and Ve is a function of Pm, Ne, φi and φe. φi and φe are determined by the control module based on input from thecam phasers - Having determined P*m as described above, the engine torque control system determines Aeff according to the following equation:
where Φ is based on a pressure ratio (PR) according to the following relationships:
where PR is the ratio of P*m to the ambient pressure (Pamb) and Pcritical. Pcritical is defined as the pressure ratio at which the velocity of the air flowing past the throttle equals the velocity of sound. This condition is called choked or critical flow. The critical pressure ratio is determined by
where γ is the ratio of specific heats for air and range from about 1.3 to about 1.4. - The engine torque control system determines the value of P*m to produce the desired airflow through the throttle. The airflow enables the correct amount of air to enter the cylinders to provide TREQ from the engine. Because the control module commands the throttle to a steady-state position, it can be assumed that mth is equal to ma. More specifically, during steady-state the flow across the throttle ({dot over (m)}th) is equal to the flow into the cylinders (out of the manifold) ({dot over (m)}a). Since Aeff and P*m are setpoint targets and time is required to reach these values (e.g., approximately 100 ms), it can be approximated that mth is equal to ma.
- Referring now to
FIG. 2 , the general steps performed by the engine torque control system will be described in detail. Instep 200, control determines whether TREQ has been generated. If TREQ has not been generated, control loops back. If TREQ has been generated, control determines ma and {dot over (m)}a required to achieve TREQ instep 202. Instep 204, control determines P*m based on ma. Instep 206, control determines Aeff based on P*m. Control regulates the throttle to achieve Aeff instep 208 and loops back tostep 200. - Referring now to
FIG. 3 , the steps for determining P*m considering only thethrottle 16 of theengine system 10 will be described in detail. Instep 300, control sets an iteration counter equal to zero (i.e., i=0). Instep 302, control determines Ve i based on Pm and Ne, which are monitored by thesensors step 304. - In
step 306, control calculates Pm i based on Ve i. Instep 308, control determines a pressure difference (ΔP), which is the difference between Pm i and Pm i−1. Control determines whether ΔP is below a threshold difference or whether i is greater than a threshold value (X) instep 310. The threshold difference is preferably provided as ε(Ne), however, it is appreciated that other threshold values can be used. Although a constant threshold difference can be used, it is more flexible to enable adjustment of the threshold difference as a function of engine speed. If either ΔP is greater than the threshold difference or i is greater than the threshold value, control continues instep 312. Otherwise, control loops back tostep 302. Instep 312, control sets P*m equal to Pm i and control ends. - Referring now to
FIG. 4 , the steps for determining P*m considering thethrottle 16, theEGR system 36 and thecam phasers engine system 10 will be described in detail. Instep 400, control determines megr. Instep 402, control determines Tc and determines φi and φe instep 404. Instep 406, control sets the iteration counter equal to zero (i.e., i=0). Instep 408, control determines Ve i based on Pm and Ne, which are monitored by thesensors step 410. - In
step 412, control calculates Pm i based on Ve i. Instep 414, control determines a pressure difference (ΔP), which is the difference between Pm i and Pm i−1. Control determines whether ΔP is below the threshold difference or whether i is greater than the threshold value (X) instep 416. If either ΔP is greater than the threshold difference or i is greater than the threshold value, control continues instep 418. Otherwise, control loops back tostep 408. Instep 418, control sets P*m equal to Pm i and control ends. - Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the present invention can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.
Claims (32)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/868,192 US6968824B1 (en) | 2004-06-15 | 2004-06-15 | Determining manifold pressure based on engine torque control |
DE102005027471A DE102005027471B4 (en) | 2004-06-15 | 2005-06-14 | Determining the manifold pressure using a motor torque control |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/868,192 US6968824B1 (en) | 2004-06-15 | 2004-06-15 | Determining manifold pressure based on engine torque control |
Publications (2)
Publication Number | Publication Date |
---|---|
US6968824B1 US6968824B1 (en) | 2005-11-29 |
US20050274356A1 true US20050274356A1 (en) | 2005-12-15 |
Family
ID=35405017
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/868,192 Active 2024-07-21 US6968824B1 (en) | 2004-06-15 | 2004-06-15 | Determining manifold pressure based on engine torque control |
Country Status (2)
Country | Link |
---|---|
US (1) | US6968824B1 (en) |
DE (1) | DE102005027471B4 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20190070865A (en) * | 2017-12-13 | 2019-06-21 | 폭스바겐 악티엔 게젤샤프트 | Method and control device for determining a target intake pipe pressure of an internal combustion engine |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7305301B1 (en) * | 2006-08-14 | 2007-12-04 | Gm Global Technology Operations, Inc. | Engine pre-throttle pressure estimation |
US7395147B2 (en) * | 2006-09-13 | 2008-07-01 | Gm Global Technology Operations, Inc. | Torque control of turbocharged engine |
DE102008000581A1 (en) * | 2008-03-10 | 2009-09-17 | Robert Bosch Gmbh | Method and device for operating an internal combustion engine with a mass flow line |
US8364376B2 (en) * | 2009-02-27 | 2013-01-29 | GM Global Technology Operations LLC | Torque model-based cold start diagnostic systems and methods |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US545617A (en) * | 1895-09-03 | Nut-lock | ||
US5423208A (en) * | 1993-11-22 | 1995-06-13 | General Motors Corporation | Air dynamics state characterization |
US6636796B2 (en) * | 2001-01-25 | 2003-10-21 | Ford Global Technologies, Inc. | Method and system for engine air-charge estimation |
US6655201B2 (en) * | 2001-09-13 | 2003-12-02 | General Motors Corporation | Elimination of mass air flow sensor using stochastic estimation techniques |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4192105C1 (en) * | 1990-08-31 | 1996-09-19 | Mitsubishi Motors Corp | Ignition timing control device for spark ignition type IC engine |
JP2520068B2 (en) * | 1990-09-24 | 1996-07-31 | シーメンス アクチエンゲゼルシヤフト | Correction method during transition of mixture control during dynamic transition conditions in an internal combustion engine |
US5677482A (en) * | 1995-04-06 | 1997-10-14 | Ford Global Technologies, Inc. | Determining throttle position sensor output |
US6761146B1 (en) * | 2003-06-17 | 2004-07-13 | General Motors Corporation | Model following torque control |
US7004144B2 (en) * | 2003-09-17 | 2006-02-28 | General Motors Corporation | Dynamical torque control system |
US6840215B1 (en) * | 2003-09-17 | 2005-01-11 | General Motors Corporation | Engine torque control with desired state estimation |
-
2004
- 2004-06-15 US US10/868,192 patent/US6968824B1/en active Active
-
2005
- 2005-06-14 DE DE102005027471A patent/DE102005027471B4/en active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US545617A (en) * | 1895-09-03 | Nut-lock | ||
US5423208A (en) * | 1993-11-22 | 1995-06-13 | General Motors Corporation | Air dynamics state characterization |
US6636796B2 (en) * | 2001-01-25 | 2003-10-21 | Ford Global Technologies, Inc. | Method and system for engine air-charge estimation |
US6655201B2 (en) * | 2001-09-13 | 2003-12-02 | General Motors Corporation | Elimination of mass air flow sensor using stochastic estimation techniques |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
KR20190070865A (en) * | 2017-12-13 | 2019-06-21 | 폭스바겐 악티엔 게젤샤프트 | Method and control device for determining a target intake pipe pressure of an internal combustion engine |
KR102095336B1 (en) * | 2017-12-13 | 2020-03-31 | 폭스바겐 악티엔 게젤샤프트 | Method and control device for determining a target intake pipe pressure of an internal combustion engine |
Also Published As
Publication number | Publication date |
---|---|
US6968824B1 (en) | 2005-11-29 |
DE102005027471A1 (en) | 2006-01-26 |
DE102005027471B4 (en) | 2009-04-30 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US7000589B2 (en) | Determining manifold pressure based on engine torque control | |
US7021282B1 (en) | Coordinated engine torque control | |
US7433775B2 (en) | Engine torque control at high pressure ratio | |
US7463970B2 (en) | Torque based engine speed control | |
US7440838B2 (en) | Torque based air per cylinder and volumetric efficiency determination | |
US7395147B2 (en) | Torque control of turbocharged engine | |
US7464676B2 (en) | Air dynamic steady state and transient detection method for cam phaser movement | |
US7614384B2 (en) | Engine torque control with desired state estimation | |
US7319929B1 (en) | Method for detecting steady-state and transient air flow conditions for cam-phased engines | |
US8116954B2 (en) | RPM to torque transition control | |
JP4600932B2 (en) | Control device for internal combustion engine | |
US7689345B2 (en) | Systems and methods for estimating residual gas fraction for internal combustion engines using altitude compensation | |
CN101457702B (en) | Torque based crank control | |
US7069905B1 (en) | Method of obtaining desired manifold pressure for torque based engine control | |
US6966287B1 (en) | CAM phaser and DOD coordination for engine torque control | |
JP3284395B2 (en) | Throttle valve control device for internal combustion engine | |
US8397694B2 (en) | Airflow-based crank throttle control in a torque-based system | |
EP2565430B1 (en) | Internal combustion engine control apparatus | |
US8538659B2 (en) | Method and apparatus for operating an engine using an equivalence ratio compensation factor | |
US6968824B1 (en) | Determining manifold pressure based on engine torque control | |
US7353788B2 (en) | Fuzzy logic based cam phaser control | |
US7856304B2 (en) | Engine torque control | |
US7788024B2 (en) | Method of torque integral control learning and initialization | |
JP3331118B2 (en) | Throttle valve control device for internal combustion engine | |
CN101201021B (en) | Engine torque control |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: GENERAL MOTORS CORPORATION, MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:MATTHEWS, GREGORY P.;LIVSHIZ, MICHAEL;REEL/FRAME:015081/0043;SIGNING DATES FROM 20040701 TO 20040702 |
|
STCF | Information on status: patent grant |
Free format text: PATENTED CASE |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:GENERAL MOTORS CORPORATION;REEL/FRAME:022117/0001 Effective date: 20050119 Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC.,MICHIGAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:GENERAL MOTORS CORPORATION;REEL/FRAME:022117/0001 Effective date: 20050119 |
|
AS | Assignment |
Owner name: UNITED STATES DEPARTMENT OF THE TREASURY, DISTRICT Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022201/0610 Effective date: 20081231 Owner name: UNITED STATES DEPARTMENT OF THE TREASURY,DISTRICT Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022201/0610 Effective date: 20081231 |
|
AS | Assignment |
Owner name: CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECU Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022553/0446 Effective date: 20090409 Owner name: CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SEC Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:022553/0446 Effective date: 20090409 |
|
FPAY | Fee payment |
Year of fee payment: 4 |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:023124/0429 Effective date: 20090709 Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC.,MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:023124/0429 Effective date: 20090709 |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNORS:CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECURED PARTIES;CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SECURED PARTIES;REEL/FRAME:023127/0468 Effective date: 20090814 Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC.,MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNORS:CITICORP USA, INC. AS AGENT FOR BANK PRIORITY SECURED PARTIES;CITICORP USA, INC. AS AGENT FOR HEDGE PRIORITY SECURED PARTIES;REEL/FRAME:023127/0468 Effective date: 20090814 |
|
AS | Assignment |
Owner name: UNITED STATES DEPARTMENT OF THE TREASURY, DISTRICT Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023156/0052 Effective date: 20090710 Owner name: UNITED STATES DEPARTMENT OF THE TREASURY,DISTRICT Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023156/0052 Effective date: 20090710 |
|
AS | Assignment |
Owner name: UAW RETIREE MEDICAL BENEFITS TRUST, MICHIGAN Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023162/0001 Effective date: 20090710 Owner name: UAW RETIREE MEDICAL BENEFITS TRUST,MICHIGAN Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:023162/0001 Effective date: 20090710 |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:UAW RETIREE MEDICAL BENEFITS TRUST;REEL/FRAME:025311/0770 Effective date: 20101026 Owner name: GM GLOBAL TECHNOLOGY OPERATIONS, INC., MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:UNITED STATES DEPARTMENT OF THE TREASURY;REEL/FRAME:025245/0442 Effective date: 20100420 |
|
AS | Assignment |
Owner name: WILMINGTON TRUST COMPANY, DELAWARE Free format text: SECURITY AGREEMENT;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:025327/0001 Effective date: 20101027 |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC, MICHIGAN Free format text: CHANGE OF NAME;ASSIGNOR:GM GLOBAL TECHNOLOGY OPERATIONS, INC.;REEL/FRAME:025780/0936 Effective date: 20101202 |
|
FPAY | Fee payment |
Year of fee payment: 8 |
|
AS | Assignment |
Owner name: GM GLOBAL TECHNOLOGY OPERATIONS LLC, MICHIGAN Free format text: RELEASE BY SECURED PARTY;ASSIGNOR:WILMINGTON TRUST COMPANY;REEL/FRAME:034371/0676 Effective date: 20141017 |
|
FPAY | Fee payment |
Year of fee payment: 12 |