WO2005108948A2 - Manifold air flow (maf) and manifold absolute pressure (map) residual electronic throttle control (etc) security - Google Patents

Manifold air flow (maf) and manifold absolute pressure (map) residual electronic throttle control (etc) security Download PDF

Info

Publication number
WO2005108948A2
WO2005108948A2 PCT/US2005/014077 US2005014077W WO2005108948A2 WO 2005108948 A2 WO2005108948 A2 WO 2005108948A2 US 2005014077 W US2005014077 W US 2005014077W WO 2005108948 A2 WO2005108948 A2 WO 2005108948A2
Authority
WO
WIPO (PCT)
Prior art keywords
maf
map
signal
error
estimated
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.)
Ceased
Application number
PCT/US2005/014077
Other languages
French (fr)
Other versions
WO2005108948A3 (en
Inventor
Joseph Stempnik
Roberts Colin
Katrak Kerfegar
Paul Bauerle
Bruce Rogers
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Motors Liquidation Co
Original Assignee
General Motors Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by General Motors Corp filed Critical General Motors Corp
Publication of WO2005108948A2 publication Critical patent/WO2005108948A2/en
Publication of WO2005108948A3 publication Critical patent/WO2005108948A3/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • 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
    • F02D11/107—Safety-related aspects
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01F—MEASURING VOLUME, VOLUME FLOW, MASS FLOW OR LIQUID LEVEL; METERING BY VOLUME
    • G01F25/00—Testing or calibration of apparatus for measuring volume, volume flow or liquid level or for metering by volume
    • G01F25/10—Testing or calibration of apparatus for measuring volume, volume flow or liquid level or for metering by volume of flowmeters
    • 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

Definitions

  • the present invention relates to engine control systems, and more particularly to engine control systems including an electronic throttle control (ETC) security system that is based on manifold air flow (MAF) and manifold absolute pressure (MAP) residuals.
  • ETC electronic throttle control
  • MAF manifold air flow
  • MAP manifold absolute pressure
  • Vehicles driven by internal combustion engines generally employ intake system sensors including, but not limited to, a throttle position sensor (TPS), a mass airflow (MAF) sensor and a manifold absolute pressure (MAP) sensor.
  • An engine control system implements an electronic throttle control (ETC) system that regulates engine torque output based on a throttle position signal, a MAF signal and a MAP signal.
  • the engine control system can also regulate engine torque output using spark advance/retard, cam phasing and/or regulating fuel supply to the cylinders.
  • the engine control system executes an ETC diagnostic system that determines whether the TPS, MAF and MAP sensors are functioning properly and are providing accurate readings.
  • the ETC diagnostic system uses MAP and MAF residuals or error values to determine proper sensor function.
  • the MAP and MAF errors can not be calibrated to meet ETC security requirements without resulting in false failures.
  • Additional system redundancy is required to ensure that the failures intended to be detected by the ETC diagnostic do not exceed the ETC security probability of occurrence metrics. The additional redundancy increases vehicle production costs and false failures increase warranty costs.
  • the present invention provides an engine fault diagnostic system.
  • the engine fault diagnostic system includes a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal.
  • a security module generates an air flow fault when the MAP error signal exceeds a MAP threshold and the MAF error signal exceeds a MAF threshold.
  • the engine fault diagnostic system further includes a MAP sensor that generates a MAP signal. The MAP error signal is determined based on an estimated MAP and the MAP signal.
  • the engine fault diagnostic system further includes a MAF sensor that generates a MAF signal.
  • the MAF error signal is determined based on an estimated MAF and the MAF signal.
  • the engine fault diagnostic system further includes a throttle position sensor that generates a throttle position signal. The security module determines the MAP threshold and the MAF threshold based on the throttle position signal.
  • the engine fault diagnostic system further includes a throttle module that calculates an estimated MAF based on a MAP signal and a throttle position signal. The MAF error signal is based on the estimated MAF and the MAF signal.
  • the engine fault diagnostic system further includes an intake module that calculates an estimated MAP based on a MAF signal and a throttle position signal. The MAP error signal is based on the estimated MAP and the MAP signal.
  • Figure 1 is a functional block diagram of an engine fault diagnostic system according to the present invention
  • Figure 2 is a functional block diagram showing further details of the engine fault diagnostic system of Figure 1
  • Figure 3 is a flowchart illustrating steps performed by the engine fault diagnostic system of the present invention.
  • module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor
  • the diagnostic system 10 includes an intake flow rationality (IFR) diagnostic module 12 and data inputs 14.
  • the IFR diagnostic module 12 includes a plurality of sub-modules used to perform the ETC security diagnostic steps, as described in further detail below.
  • the engine fault diagnostic system 10 further includes an electronic throttle control (ETC) security module 23.
  • the data inputs 14 include a throttle position sensor (TPS) 24, a manifold absolute pressure (MAP) sensor 26, a mass airflow (MAF) sensor 28, and other sensors (not shown). Signals generated by each sensor are provided to the IFR diagnostic module 12.
  • the ETC security module 23 selectively generates an air flow fault signal based on outputs of the
  • the IFR diagnostic module 12 is described in detail in commonly assigned U.S. Pat. No. 6,701 ,282, issued on March 2, 2004, the disclosure of which is expressly incorporated herein by reference.
  • the rationality check is an explicit model based diagnostic system that implements three separate models for an engine intake system (not shown). The models account for variable volumetric efficiency engines due to new features such as variable cam phasing and cylinder deactivation.
  • the IFR diagnostic module 12 includes a throttle module 30 that implements a throttle model.
  • the throttle model describes the flow through a throttle body of the engine intake system and is used to estimate MAF based on ambient air pressure, estimated MAP, throttle position and/or intake air temperature (IAT).
  • the throttle model is quasi-steady state and uses a first order lag filter to model dynamic air flow effects through the throttle body.
  • the throttle model processes an effective throttle area of the throttle body, which is based on the throttle plate position.
  • the IFR diagnostic module 12 also includes a first intake module 32 that implements a first intake model.
  • the first intake model describes the intake manifold and is used to estimate MAP based on MAF into the intake manifold (from the throttle body and exhaust gas recirculation (EGR)) and MAF from the intake manifold caused by engine pumping.
  • the intake model is quasi-steady state and accounts for manifold dynamics by integrating the effect of small step flow changes with time.
  • MAF into the manifold from the throttle is based on an estimate calculated from the throttle model, as discussed in further detail below.
  • An engine flow model determines volumetric efficiency and uses the intake manifold model to properly account for the effects of altitude, cam phasing and/or cylinder deactivation.
  • the intake model also uses a charge temperature model to account for the effect of EGR flow on the temperature of the gas in the intake manifold.
  • the control module 13 further includes a second intake module 34 that implements a second intake model and a residual module 36.
  • the second intake model is identical to the first intake model described above except that the MAF sensor is used instead of the throttle model for the throttle air input.
  • the residual module 36 generates inputs to the ETC security module 23 based on the sensor signals and outputs of the throttle module 30, the first intake module 32 and the second intake module 36.
  • the throttle module 30 generates a mass airflow estimate (MAF E s ⁇ ) based on the input signals and the throttle model.
  • the first intake module 32 generates a first manifold absolute pressure estimate (MAP E s ⁇ ) based on the input signals and the first intake model.
  • the second intake module 34 generates a second manifold absolute pressure estimate (MAPEST 2 ) based on the input signals and the second intake model.
  • the residual module 36 compares MAFEST, MAPESTI and MAP E s ⁇ 2 obtained from the models to the actual values indicated by the MAF and MAP sensors respectively. More specifically, the residual module 36 determines three residuals or errors including a MAF error (MAFERROR), a first MAP error (MAPERROR-I) and a second MAP error (MAPERROR2) based on MAFEST, MAPESTI and MAP E s ⁇ 2, respectively.
  • the errors are each determined as the difference between the estimated values and the measured values indicated by the TPS, MAP and MAF sensor signals.
  • MAFERROR and MAPERRORI are provided to the ETC security module 23.
  • the ETC security module 23 arbitrates MAFERROR and MAPERRORI to determine whether there is an air flow fault. More particularly, the ETC security module 23 compares MAFERROR and MAPERRORI to threshold values, MAFTHRESH and MAP TH RESH, respectively. MAFTHRESH and MAPJHRESH are determined from look-up tables based on the throttle position. If MAFERROR exceeds MAFTHRESH, a MAF residual versus throttle position (MAFRES) fault is indicated.
  • MAFRES MAF residual versus throttle position
  • step 100 control determines whether enable conditions are met.
  • the enable conditions include, but are not limited to, the engine speed being within a specified range (e.g., 1500 - 2300 RPM), the IAT being within a specified range and the absence of sensor faults (e.g., no open or short circuits indicated). If the enable conditions are not met, control ends. If the enable conditions are met, control starts a loop timer in step 102. [0024] In step 104, control determines a desired throttle position (PTHROT) based on the TPS signal. Control calculates MAF E s ⁇ based on the throttle model in step 106, calculates MAPESTI based on the first intake model in step 108 and calculates MAPE S T2 based on the second intake model in step 110.
  • PTHROT desired throttle position
  • control determines MAPERROR based on MAPESTI and the MAP signal and determines MAFERROR based on MAFEST and the MAF signal.
  • the MAFERROR signal is filtered using a first order lag filter.
  • control determines whether MAPERROR is below MAPTHRESH based on PTHROT- More specifically, control determines MAPTHRESH from a look-up table based on PTHROT- If MAPERROR is not below MAPTHRESH, control sets a MAPRES fault in step 116. If MAPERROR is below MAPTHRESH, control determines whether MAFERROR is below MAFTHRESH based on PTHROT in step 118.
  • step 120 control sets a MAFRES fault in step 120. If MAFERROR is below MAFTHRESH, control continues in step 122. [0026] In step 122, control determines whether the loop timer has expired. If the loop timer has not expired, control loops back. If the loop timer has expired, control continues in step 124. In step 124, control determines whether both the MAPRE S fault and the MAFRES fault are set. If both faults are not set, control clears any faults (i.e., MAPRES or MAFRES faults) in step 126 and control ends. If both faults are set, control indicates an air flow failure in step 128 and control ends.
  • step 122 control determines whether the loop timer has expired. If the loop timer has not expired, control loops back. If the loop timer has expired, control continues in step 124. In step 124, control determines whether both the MAPRE S fault and the MAFRES fault are set. If both faults are not set, control clears any faults (i.e

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

An engine fault diagnostic system includes a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal. A security module generates an airflow fault when the MAP error signal exceeds a MAP threshold and the MAF error signal exceeds a MAF threshold.

Description

MANIFOLD AIR FLOW (MAF) AND MANIFOLD ABSOLUTE PRESSURE (MAP) RESIDUAL ELECTRONIC THROTTLE CONTROL (ETC) SECURITY
FIELD OF THE INVENTION [0001] The present invention relates to engine control systems, and more particularly to engine control systems including an electronic throttle control (ETC) security system that is based on manifold air flow (MAF) and manifold absolute pressure (MAP) residuals.
BACKGROUND OF THE INVENTION [0002] Vehicles driven by internal combustion engines generally employ intake system sensors including, but not limited to, a throttle position sensor (TPS), a mass airflow (MAF) sensor and a manifold absolute pressure (MAP) sensor. An engine control system implements an electronic throttle control (ETC) system that regulates engine torque output based on a throttle position signal, a MAF signal and a MAP signal. The engine control system can also regulate engine torque output using spark advance/retard, cam phasing and/or regulating fuel supply to the cylinders. [0003] The engine control system executes an ETC diagnostic system that determines whether the TPS, MAF and MAP sensors are functioning properly and are providing accurate readings. The ETC diagnostic system uses MAP and MAF residuals or error values to determine proper sensor function. In traditional engine control systems, the MAP and MAF errors can not be calibrated to meet ETC security requirements without resulting in false failures. Additional system redundancy is required to ensure that the failures intended to be detected by the ETC diagnostic do not exceed the ETC security probability of occurrence metrics. The additional redundancy increases vehicle production costs and false failures increase warranty costs.
SUMMARY OF THE INVENTION [0004] Accordingly, the present invention provides an engine fault diagnostic system. The engine fault diagnostic system includes a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal. A security module generates an air flow fault when the MAP error signal exceeds a MAP threshold and the MAF error signal exceeds a MAF threshold. [0005] In other features, the engine fault diagnostic system further includes a MAP sensor that generates a MAP signal. The MAP error signal is determined based on an estimated MAP and the MAP signal. [0006] In other features, the engine fault diagnostic system further includes a MAF sensor that generates a MAF signal. The MAF error signal is determined based on an estimated MAF and the MAF signal. [0007] In another feature, the engine fault diagnostic system further includes a throttle position sensor that generates a throttle position signal. The security module determines the MAP threshold and the MAF threshold based on the throttle position signal. [0008] In still another feature, the engine fault diagnostic system further includes a throttle module that calculates an estimated MAF based on a MAP signal and a throttle position signal. The MAF error signal is based on the estimated MAF and the MAF signal. [0009] In yet another feature, the engine fault diagnostic system further includes an intake module that calculates an estimated MAP based on a MAF signal and a throttle position signal. The MAP error signal is based on the estimated MAP and the MAP signal. [0010] 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. BRIEF DESCRIPTION OF THE DRAWINGS [0011] The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein: [0012] Figure 1 is a functional block diagram of an engine fault diagnostic system according to the present invention; [0013] Figure 2 is a functional block diagram showing further details of the engine fault diagnostic system of Figure 1 ; and [0014] Figure 3 is a flowchart illustrating steps performed by the engine fault diagnostic system of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS [0015] 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. [0016] Referring now to Figure 1 , an engine fault diagnostic system 10 is illustrated. The diagnostic system 10 includes an intake flow rationality (IFR) diagnostic module 12 and data inputs 14. The IFR diagnostic module 12 includes a plurality of sub-modules used to perform the ETC security diagnostic steps, as described in further detail below. The engine fault diagnostic system 10 further includes an electronic throttle control (ETC) security module 23. The data inputs 14 include a throttle position sensor (TPS) 24, a manifold absolute pressure (MAP) sensor 26, a mass airflow (MAF) sensor 28, and other sensors (not shown). Signals generated by each sensor are provided to the IFR diagnostic module 12. The ETC security module 23 selectively generates an air flow fault signal based on outputs of the
IFR diagnostic module 12, as will be described in further detail below. [0017] The IFR diagnostic module 12 is described in detail in commonly assigned U.S. Pat. No. 6,701 ,282, issued on March 2, 2004, the disclosure of which is expressly incorporated herein by reference. In general, the IFR diagnostic provides a "within range" rationality check for MAF, MAP and throttle position. The rationality check is an explicit model based diagnostic system that implements three separate models for an engine intake system (not shown). The models account for variable volumetric efficiency engines due to new features such as variable cam phasing and cylinder deactivation. The model structure makes use of analytic redundancy to improve diagnostic robustness against false fault indications and also to improve on board fault isolation when compared with the prior MAF-MAP and MAP-TPS rationality checks. [0018] Referring now to Figure 2, the IFR diagnostic module 12 includes a throttle module 30 that implements a throttle model. The throttle model describes the flow through a throttle body of the engine intake system and is used to estimate MAF based on ambient air pressure, estimated MAP, throttle position and/or intake air temperature (IAT). The throttle model is quasi-steady state and uses a first order lag filter to model dynamic air flow effects through the throttle body. The throttle model processes an effective throttle area of the throttle body, which is based on the throttle plate position. [0019] The IFR diagnostic module 12 also includes a first intake module 32 that implements a first intake model. The first intake model describes the intake manifold and is used to estimate MAP based on MAF into the intake manifold (from the throttle body and exhaust gas recirculation (EGR)) and MAF from the intake manifold caused by engine pumping. The intake model is quasi-steady state and accounts for manifold dynamics by integrating the effect of small step flow changes with time. MAF into the manifold from the throttle is based on an estimate calculated from the throttle model, as discussed in further detail below. An engine flow model determines volumetric efficiency and uses the intake manifold model to properly account for the effects of altitude, cam phasing and/or cylinder deactivation. The intake model also uses a charge temperature model to account for the effect of EGR flow on the temperature of the gas in the intake manifold. [0020] The control module 13 further includes a second intake module 34 that implements a second intake model and a residual module 36. The second intake model is identical to the first intake model described above except that the MAF sensor is used instead of the throttle model for the throttle air input. The residual module 36 generates inputs to the ETC security module 23 based on the sensor signals and outputs of the throttle module 30, the first intake module 32 and the second intake module 36. [0021] The throttle module 30 generates a mass airflow estimate (MAFEsτ) based on the input signals and the throttle model. The first intake module 32 generates a first manifold absolute pressure estimate (MAPEsτι) based on the input signals and the first intake model. The second intake module 34 generates a second manifold absolute pressure estimate (MAPEST2) based on the input signals and the second intake model. The residual module 36 compares MAFEST, MAPESTI and MAPEsτ2 obtained from the models to the actual values indicated by the MAF and MAP sensors respectively. More specifically, the residual module 36 determines three residuals or errors including a MAF error (MAFERROR), a first MAP error (MAPERROR-I) and a second MAP error (MAPERROR2) based on MAFEST, MAPESTI and MAPEsτ2, respectively. The errors are each determined as the difference between the estimated values and the measured values indicated by the TPS, MAP and MAF sensor signals. MAFERROR and MAPERRORI are provided to the ETC security module 23. [0022] The ETC security module 23 arbitrates MAFERROR and MAPERRORI to determine whether there is an air flow fault. More particularly, the ETC security module 23 compares MAFERROR and MAPERRORI to threshold values, MAFTHRESH and MAPTHRESH, respectively. MAFTHRESH and MAPJHRESH are determined from look-up tables based on the throttle position. If MAFERROR exceeds MAFTHRESH, a MAF residual versus throttle position (MAFRES) fault is indicated. Similarly, if MAPERRORI exceeds MAPJHRESH, a MAP residual versus throttle position (MAPRES) fault is indicated. If both the MAFREs and the MAPRES faults are indicated, the ETC security module 23 generates an air flow fault signal and the air flow fault condition is reported to the vehicle operator. If only one or neither of the MAFRES and MAPRES faults are indicated, the faults are cleared. An air flow fault condition also causes the vehicle to enter a limp-home mode, whereby the engine control system varies fuel and spark to provide the engine torque output. [0023] Referring now to Figure 3, the engine fault diagnostic will be described in further detail. In step 100, control determines whether enable conditions are met. The enable conditions include, but are not limited to, the engine speed being within a specified range (e.g., 1500 - 2300 RPM), the IAT being within a specified range and the absence of sensor faults (e.g., no open or short circuits indicated). If the enable conditions are not met, control ends. If the enable conditions are met, control starts a loop timer in step 102. [0024] In step 104, control determines a desired throttle position (PTHROT) based on the TPS signal. Control calculates MAFEsτ based on the throttle model in step 106, calculates MAPESTI based on the first intake model in step 108 and calculates MAPEST2 based on the second intake model in step 110. In step 112, control determines MAPERROR based on MAPESTI and the MAP signal and determines MAFERROR based on MAFEST and the MAF signal. In step 113, the MAFERROR signal is filtered using a first order lag filter. [0025] In step 114, control determines whether MAPERROR is below MAPTHRESH based on PTHROT- More specifically, control determines MAPTHRESH from a look-up table based on PTHROT- If MAPERROR is not below MAPTHRESH, control sets a MAPRES fault in step 116. If MAPERROR is below MAPTHRESH, control determines whether MAFERROR is below MAFTHRESH based on PTHROT in step 118. If MAFERROR is not below MAFTHRESH, control sets a MAFRES fault in step 120. If MAFERROR is below MAFTHRESH, control continues in step 122. [0026] In step 122, control determines whether the loop timer has expired. If the loop timer has not expired, control loops back. If the loop timer has expired, control continues in step 124. In step 124, control determines whether both the MAPRES fault and the MAFRES fault are set. If both faults are not set, control clears any faults (i.e., MAPRES or MAFRES faults) in step 126 and control ends. If both faults are set, control indicates an air flow failure in step 128 and control ends. [0027] 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

CLAIMS What is claimed is:
1. An engine fault diagnostic system, comprising: a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal; and a security module that generates an air flow fault when said MAP error signal exceeds a MAP threshold and said MAF error signal exceeds a MAF threshold.
2. The engine fault diagnostic of claim 1 further comprising a MAP sensor that generates a MAP signal.
3. The engine fault diagnostic system of claim 2 wherein said MAP error signal is determined based on an estimated MAP and said MAP signal.
4. The engine fault diagnostic of claim 1 further comprising a MAF sensor that generates a MAF signal.
5. The engine fault diagnostic system of claim 4 wherein said MAF error signal is determined based on an estimated MAF and said MAF signal.
6. The engine fault diagnostic of claim 1 further comprising a throttle position sensor that generates a throttle position signal wherein said security module determines said MAP threshold and said MAF threshold based on said throttle position signal.
7. The engine fault diagnostic of claim 1 further comprising a throttle module that calculates an estimated MAF based on a MAP signal and a throttle position signal, wherein said MAF error signal is based on said estimated MAF and said MAF signal.
8. The engine fault diagnostic of claim 1 further comprising an intake module that calculates an estimated MAP based on a MAF signal and a throttle position signal, wherein said MAP error signal is based on said estimated MAP and said MAP signal.
9. A method of monitoring an air flow condition of an engine intake system, comprising: determining a manifold absolute pressure (MAP) error; determining a mass air flow (MAF) error; and generating an air flow fault when said MAP error exceeds a
MAP threshold and said MAF error exceeds a MAF threshold.
10. The method of claim 9 further comprising generating a MAP signal using a MAP sensor, wherein said MAP error is determined based on an estimated MAP and said MAP signal.
11. The method of claim 9 further comprising generating a MAF signal using a MAF sensor, wherein said MAF error is determined based on an estimated MAF and said MAF signal.
12. The method of claim 9 further comprising generating a throttle position signal a throttle position sensor, wherein said MAP threshold and said MAF threshold are based on said throttle position signal.
13. The method of claim 9 further comprising calculating an estimated MAF based on a MAP signal and a throttle position signal, wherein said MAF error is based on said estimated MAF and said MAF signal.
14. The method of claim 9 further comprising calculating an estimated MAP based on a MAF signal and a throttle position signal, wherein said MAP error is based on said estimated MAP and said MAP signal.
PCT/US2005/014077 2004-04-23 2005-04-22 Manifold air flow (maf) and manifold absolute pressure (map) residual electronic throttle control (etc) security Ceased WO2005108948A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US10/831,764 US7069773B2 (en) 2004-04-23 2004-04-23 Manifold air flow (MAF) and manifold absolute pressure (MAP) residual electronic throttle control (ETC) security
US10/831,764 2004-04-23

Publications (2)

Publication Number Publication Date
WO2005108948A2 true WO2005108948A2 (en) 2005-11-17
WO2005108948A3 WO2005108948A3 (en) 2006-07-13

Family

ID=35135066

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2005/014077 Ceased WO2005108948A2 (en) 2004-04-23 2005-04-22 Manifold air flow (maf) and manifold absolute pressure (map) residual electronic throttle control (etc) security

Country Status (2)

Country Link
US (1) US7069773B2 (en)
WO (1) WO2005108948A2 (en)

Families Citing this family (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7380447B2 (en) * 2006-06-10 2008-06-03 Ford Global Technologies. Llc Method and system for transient airflow compensation in an internal combustion engine
US20080155970A1 (en) * 2006-12-27 2008-07-03 Detroit Diesel Corporation Method for verifying the functionality of the components of a diesel particulate filter system
JP4407711B2 (en) * 2007-03-19 2010-02-03 トヨタ自動車株式会社 Control device for torque demand type internal combustion engine
US7771113B2 (en) * 2007-06-29 2010-08-10 Cummins Filtration Ip, Inc Sensor rationality diagnostic
US8396680B2 (en) * 2008-10-20 2013-03-12 GM Global Technology Operations LLC System and method for identifying issues in current and voltage measurements
MX2012003114A (en) 2009-09-15 2012-06-19 Kpit Cummins Infosystems Ltd Method of converting vehicle into hybrid vehicle.
CN102596672B (en) 2009-09-15 2015-03-04 Kpit技术有限责任公司 Motor assistance for a hybrid vehicle based on predicted driving range
US8423214B2 (en) 2009-09-15 2013-04-16 Kpit Cummins Infosystems, Ltd. Motor assistance for a hybrid vehicle
JP5926182B2 (en) 2009-09-15 2016-05-25 ケーピーアイティ テクノロジーズ リミテッド Hybrid vehicle motor assistance based on user input
US8706381B2 (en) * 2011-05-31 2014-04-22 GM Global Technology Operations LLC System and method for detection failures of mass airflow sensors in a parallel intake engine
US9249747B2 (en) 2012-09-10 2016-02-02 GM Global Technology Operations LLC Air mass determination for cylinder activation and deactivation control systems
US9222427B2 (en) 2012-09-10 2015-12-29 GM Global Technology Operations LLC Intake port pressure prediction for cylinder activation and deactivation control systems
US9458778B2 (en) 2012-08-24 2016-10-04 GM Global Technology Operations LLC Cylinder activation and deactivation control systems and methods
US9458780B2 (en) 2012-09-10 2016-10-04 GM Global Technology Operations LLC Systems and methods for controlling cylinder deactivation periods and patterns
US9376973B2 (en) 2012-09-10 2016-06-28 GM Global Technology Operations LLC Volumetric efficiency determination systems and methods
US9458779B2 (en) * 2013-01-07 2016-10-04 GM Global Technology Operations LLC Intake runner temperature determination systems and methods
US9239024B2 (en) 2012-09-10 2016-01-19 GM Global Technology Operations LLC Recursive firing pattern algorithm for variable cylinder deactivation in transient operation
US9726139B2 (en) 2012-09-10 2017-08-08 GM Global Technology Operations LLC System and method for controlling a firing sequence of an engine to reduce vibration when cylinders of the engine are deactivated
US9534550B2 (en) 2012-09-10 2017-01-03 GM Global Technology Operations LLC Air per cylinder determination systems and methods
US9249748B2 (en) 2012-10-03 2016-02-02 GM Global Technology Operations LLC System and method for controlling a firing sequence of an engine to reduce vibration when cylinders of the engine are deactivated
US10227939B2 (en) 2012-08-24 2019-03-12 GM Global Technology Operations LLC Cylinder deactivation pattern matching
US9140622B2 (en) 2012-09-10 2015-09-22 GM Global Technology Operations LLC System and method for controlling a firing sequence of an engine to reduce vibration when cylinders of the engine are deactivated
US9719439B2 (en) 2012-08-24 2017-08-01 GM Global Technology Operations LLC System and method for controlling spark timing when cylinders of an engine are deactivated to reduce noise and vibration
US9416743B2 (en) 2012-10-03 2016-08-16 GM Global Technology Operations LLC Cylinder activation/deactivation sequence control systems and methods
US9650978B2 (en) 2013-01-07 2017-05-16 GM Global Technology Operations LLC System and method for randomly adjusting a firing frequency of an engine to reduce vibration when cylinders of the engine are deactivated
US9638121B2 (en) 2012-08-24 2017-05-02 GM Global Technology Operations LLC System and method for deactivating a cylinder of an engine and reactivating the cylinder based on an estimated trapped air mass
US9249749B2 (en) 2012-10-15 2016-02-02 GM Global Technology Operations LLC System and method for controlling a firing pattern of an engine to reduce vibration when cylinders of the engine are deactivated
US9382853B2 (en) 2013-01-22 2016-07-05 GM Global Technology Operations LLC Cylinder control systems and methods for discouraging resonant frequency operation
US9494092B2 (en) 2013-03-13 2016-11-15 GM Global Technology Operations LLC System and method for predicting parameters associated with airflow through an engine
US9810171B2 (en) * 2013-12-03 2017-11-07 Ford Global Technologies, Llc Method for determining an offset of a manifold pressure sensor
US9441550B2 (en) 2014-06-10 2016-09-13 GM Global Technology Operations LLC Cylinder firing fraction determination and control systems and methods
US9341128B2 (en) 2014-06-12 2016-05-17 GM Global Technology Operations LLC Fuel consumption based cylinder activation and deactivation control systems and methods
US9556811B2 (en) 2014-06-20 2017-01-31 GM Global Technology Operations LLC Firing pattern management for improved transient vibration in variable cylinder deactivation mode
US9599047B2 (en) 2014-11-20 2017-03-21 GM Global Technology Operations LLC Combination cylinder state and transmission gear control systems and methods
US9982617B2 (en) 2014-12-04 2018-05-29 Achates Power, Inc. On-board diagnostics for an opposed-piston engine equipped with a supercharger
US10337441B2 (en) 2015-06-09 2019-07-02 GM Global Technology Operations LLC Air per cylinder determination systems and methods
US10054070B2 (en) 2016-09-08 2018-08-21 Ford Global Technologies, Llc Methods and system for diagnosing sensors by utilizing an evaporative emissions system
US10253734B2 (en) 2017-01-18 2019-04-09 Ford Global Technologies, Llc Method for monitoring component life
US10598104B2 (en) 2017-02-03 2020-03-24 Achates Power, Inc. Mass airflow sensor monitoring using supercharger airflow characteristics in an opposed-piston engine
CN112145325B (en) * 2019-06-28 2022-04-05 联合汽车电子有限公司 Engine air intake system pipeline diagnosis method

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5293553A (en) * 1991-02-12 1994-03-08 General Motors Corporation Software air-flow meter for an internal combustion engine
US5270935A (en) * 1990-11-26 1993-12-14 General Motors Corporation Engine with prediction/estimation air flow determination
US5621167A (en) * 1995-06-30 1997-04-15 General Motors Corporation Exhaust gas recirculation system diagnostic
US5714673A (en) * 1996-11-13 1998-02-03 Ford Global Technologies, Inc. Method and apparatus for monitoring engine control sensors
US6701282B2 (en) 2001-09-20 2004-03-02 General Motors Corporation Fault identification diagnostic for intake system sensors
US6748313B2 (en) * 2002-10-28 2004-06-08 Ford Global Technologies, Llc Method and system for estimating cylinder air charge for an internal combustion engine
US7010413B2 (en) * 2003-09-17 2006-03-07 General Motors Corporation Cylinder mass air flow prediction model
US6850834B1 (en) * 2003-11-17 2005-02-01 Ford Global Technologies, Llc Method and system for detecting degradation of EGR flow delivery

Also Published As

Publication number Publication date
US7069773B2 (en) 2006-07-04
US20050235743A1 (en) 2005-10-27
WO2005108948A3 (en) 2006-07-13

Similar Documents

Publication Publication Date Title
US7069773B2 (en) Manifold air flow (MAF) and manifold absolute pressure (MAP) residual electronic throttle control (ETC) security
US6701282B2 (en) Fault identification diagnostic for intake system sensors
US7441544B2 (en) Control device for internal combustion engine
US7369937B1 (en) Intake air temperature rationality diagnostic
US7440838B2 (en) Torque based air per cylinder and volumetric efficiency determination
US7146851B2 (en) Diagnostic apparatus for variable valve control system
EP2532865B1 (en) Control system for an internal combustion engine
CN102893011B (en) Method for determining EGR rate of internal combustion engine and control device for internal combustion engine
US7463960B2 (en) Method for error diagnosis of an ambient-pressure sensor and an intake-manifold pressure sensor
US7721539B2 (en) System for controlling engine fueling to limit engine output power
CN101435377B (en) Intake air temperature rationality diagnostic
US7292931B2 (en) Model-based inlet air dynamics state characterization
US7177756B2 (en) Method, control appliance, and computer program for detecting defective pressure sensors in an internal combustion engine
US20080120009A1 (en) Engine torque control at high pressure ratio
CN113153551B (en) Abnormality diagnosis device for air flow meter
US8275535B2 (en) Method for operating an internal combustion engine
US7631551B2 (en) Adaptive barometric pressure estimation in which an internal combustion engine is located
JP4335167B2 (en) Internal combustion engine control device
JPH08284764A (en) Failure diagnosis device for exhaust gas recirculation device
CN101408136A (en) Secured throttle position in a coordinated torque control system
CN100485179C (en) Quick EGR flow restriction test based on compensated mass flow differential
EP2594771A1 (en) Engine control device
Leelakumar Design of Electronic Control for Diesel Engines
EP1793106A1 (en) Method and apparatus for controlling a combustion engine
KR20120045849A (en) System and methof for controlling engine of vehicle

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A2

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KM KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SM SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW

AL Designated countries for regional patents

Kind code of ref document: A2

Designated state(s): BW GH GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
NENP Non-entry into the national phase

Ref country code: DE

WWW Wipo information: withdrawn in national office

Country of ref document: DE

122 Ep: pct application non-entry in european phase