WO2016022142A1 - Mesure du débit de recirculation d'un gaz d'échappement - Google Patents

Mesure du débit de recirculation d'un gaz d'échappement Download PDF

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Publication number
WO2016022142A1
WO2016022142A1 PCT/US2014/050281 US2014050281W WO2016022142A1 WO 2016022142 A1 WO2016022142 A1 WO 2016022142A1 US 2014050281 W US2014050281 W US 2014050281W WO 2016022142 A1 WO2016022142 A1 WO 2016022142A1
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WO
WIPO (PCT)
Prior art keywords
egr
flow
flow rate
egr flow
pressure differential
Prior art date
Application number
PCT/US2014/050281
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English (en)
Inventor
Ming-Feng Hsieh
V. Phanindra GARIMELLA
Aniket Gupta
Dat D. LE
Original Assignee
Cummins Inc.
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Publication date
Application filed by Cummins Inc. filed Critical Cummins Inc.
Priority to PCT/US2014/050281 priority Critical patent/WO2016022142A1/fr
Publication of WO2016022142A1 publication Critical patent/WO2016022142A1/fr

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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1448—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an exhaust gas 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • 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
    • 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
    • F02M26/45—Sensors specially adapted for EGR systems
    • F02M26/48—EGR valve position sensors
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D2041/0067—Determining the EGR temperature
    • F02D2041/007—Determining the EGR temperature by estimation
    • 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
    • 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

  • EGR systems are generally coupled to internal combustion engines. EGR systems recirculate a portion of exhaust gas from an engine exhaust system to an engine intake system, which lower engine combustion chamber temperatures and control emissions. An accurate measurement of EGR flow is desirable to match against engine operating conditions in order to maintain optimal engine performance while meeting emission output standards.
  • Commonly used techniques for measuring an EGR flow include orifice flow measurement techniques and venturi flow measurement techniques. Two drawbacks of the orifice and venturi based flow measurement techniques include high costs and the back pressure that is created, which may result in extra pumping work and a brake specific fuel consumption penalty. In addition, the pressure drop that is caused by the EGR flow measurement system could result in a tendency for natural gas engines to knock. Therefore, further technological developments are desirable in this area.
  • the EGR system may include an EGR control valve to control the EGR flow from an exhaust system that includes an exhaust manifold to receive exhaust gases resulting from combustion of a charge flow and fuel in cylinders of an internal combustion engine to an intake system coupled to an intake manifold of the internal combustion engine.
  • EMP exhaust manifold pressure
  • IMP intake manifold pressure
  • the EGR flow rate is then determined in response to the effective flow area and least the pressure differential between the EMP and the IMP.
  • the EGR flow rate is further determines in response to the EMP, the IMP, and an exhaust manifold temperature. Control of the EGR fraction in the charge flow is performed in response to the EGR flow rate.
  • FIG. 1 is a schematic block diagram of a system that includes an internal combustion engine connected to an exhaust gas recirculation (EGR) system;
  • EGR exhaust gas recirculation
  • FIG. 2 is a schematic block diagram of an example controller for operating the system of FIG. 1 ;
  • FIG. 3 is a flow diagram of a procedure determining an EGR flow rate for operating the system of FIG. 1 ;
  • FIG. 4 is a graph illustrating a comparison of measured EGR flow rates and predicted EGR flow rates using a prior art EGR flow model
  • FIGS. 5-6 are test results showing the relationship between EGR valve position, effective flow area, and engine differential pressure.
  • FIGS. 7- 10 are graphs illustrating measured EGR flow rates and predicted EGR flow rates based on EGR flow models according to the present invention.
  • FIG. 1 there is shown a schematic view of a system 100 that includes an internal combustion engine 102 that is operable to produce an exhaust gas flow.
  • the engine 102 may be any type of internal combustion engine known in the art, such as a gasoline or a diesel engine, either as a stand-alone power source, in combination with other engines, or part of a hybrid power train including an internal combustion engine for at least one of the power sources.
  • the system 100 can be used for mobile applications including, but not limited to, a vehicle, locomotive, or marine application, or for stationary applications, such as a power generation or a pumping system, for example.
  • the engine 102 is in fluid communication with an intake system 108 through which charge air (i.e., pressurized intake air and recirculated exhaust gas) enters an intake manifold 104 of the engine 102 and an exhaust system 1 10 through which exhaust gas resulting from combustion exits by way of an exhaust manifold 106 of the engine 102.
  • Intake valves (not shown) control the admission of charge air into cylinders of the engine 102
  • exhaust valves (not shown) control the outflow of exhaust gas through the exhaust manifold 106 and ultimately to the atmosphere, it being understood that not all details of these systems that are typically present are shown.
  • the system 100 includes an intake throttle valve 142 to regulate the charge air flow to the cylinders of the engine 102.
  • the system 100 further includes an EGR system 1 12 that includes an EGR conduit 1 18 connecting the exhaust system 1 10 to the intake system 108.
  • the EGR system 1 12 is a high pressure system that is connected upstream of a turbine 122 and downstream of a compressor 126 of a turbocharger 120.
  • the EGR system 1 12 includes an EGR control valve 1 14 and an EGR cooler 1 16 disposed in the EGR conduit 1 1 8.
  • an EGR bypass (not shown) may be configured in the EGR system 1 12 to bypass all or a portion of the EGR flow around the EGR cooler 1 16.
  • the EGR control valve 1 14 is downstream of the EGR cooler 1 16.
  • the EGR control valve 1 14 may be upstream of the EGR cooler 1 16.
  • the EiGR control valve 1 14 can be controlled by a controller 130 to facilitate control of the EGR flow through the EGR system 1 12 to provide a desired EGR fraction in the charge flow.
  • the EGR control valve 1 14 and/or the intake throttle valve 142 can include any suitable actuatable valve member that is actuatable between at least two positions, such as an open/on position, and a closed/off position, although full authority actuatable valve members are not precluded.
  • the EGR control valve 1 14 and/or the intake throttle valve 142 may be, for example, a butterfly type valve, a guillotine-type valve, or a ball-type valve.
  • the actuatable valve members may be an electronic actuator, an electric motor, a pneumatic actuator, and/or any other suitable type of actuator to operate the valve member of the EGR control valve 1 14 and/or the intake throttle valve 142.
  • the system 100 further includes the turbocharger 120 operable to compress ambient air before the ambient air enters the intake manifold 1 04 of the engine 102 at increased pressure.
  • the turbocharger 120 includes a shaft 124 connecting the turbine 122 in the exhaust system 1 10 and the compressor 126 in the intake system 108. A mixture of compressed air from the compressor 126 and exhaust gas from the EGR system 1 12 is pumped through the intake system 108, to the intake manifold 104, and finally to the cylinders of the engine 102.
  • the system 100 additionally includes a charge air cooler 128 disposed downstream of the compressor 126 in the intake system 108.
  • the charge air cooler 128 may be an air-to-air heat exchanger, an air-to-liquid heat exchanger, or a combination of both to facilitate the transfer of thermal energy to or from the compressed air directed into the engine 102.
  • a wastegate (not shown) may be provided at the turbine 122 to provide an exhaust flow path that bypasses the turbine 122 in response to certain operating conditions. It is contemplated that in certain embodiments, the turbocharger 120 may not be present. It is further contemplated that in an embodiment including the turbocharger 120, the turbocharger 120 may be a variable geometry turbocharger (VGTs), a fixed geometry
  • turbocharger twin-turbochargers, and/or series or parallel configurations of multiple
  • System 100 may further include various sensors associated with the engine 1 02, the intake system 108, and the exhaust system 1 10 that provide outputs to the controller 1 30 that are processed by the controller 130 to determine control operations of the system 100.
  • a sensor may be a physical sensor that directly measures an operating condition or output of the system 100, a virtual sensor in which the operating condition or output is determined from one or more other sensors and operating parameters of the system 100, or a combination thereof. Not all sensors typically associated with the system 100 are shown, and the illustrated sensors are provided for purposes of illustration and not limitation.
  • the sensors in the system 100 may include an intake manifold pressure sensor 132 (e.g., a manifold absolute pressure (MAP) sensor) and an exhaust manifold pressure sensor 136 that provides an output to the controller 130 to indicate or to determine therefrom a manifold pressure of the intake manifold 104 and exhaust manifold 106, respectively.
  • the exhaust manifold pressure sensor may be a high data rate (HDR) sensor capable of determining the exhaust manifold pressure with an HDR measurement or in crank angle domain.
  • HDR high data rate
  • the system 100 may further include a mass air flow (MAF) sensor (not shown) used in combination with the intake manifold pressure sensor 132 to measure the mass air flow of the charge flow and to test the efficiency of operation of the EGR control valve 1 14.
  • MAF mass air flow
  • the sensors in the system 100 may additionally include an engine torque sensor 134 or virtual sensor that provides an output to the controller 130 to indicate or determine therefrom an engine torque, such as the torque at an output shaft of the engine.
  • the sensors in the system 100 may further include an exhaust manifold temperature sensor 138 that provides an output to the controller 130 to indicate or determine therefrom a temperature of the exhaust gas flowing through the exhaust manifold 106.
  • the system 100 may additionally include actuator position sensors.
  • a valve actuator position sensor 140 may be included that provides an output to the controller 1 30 to measure or to determine therefrom an actuator position of the EGR control valve 1 14.
  • another actuator position sensor may be included in system 100 for providing an output to the controller 1 30 to measure or to determine therefrom an actuator position of the turbocharger 120 and/or the intake throttle 142.
  • sensors may be provided, but are not required, to measure and/or to calculate certain conditions of the system 100 to determine the intake manifold pressure, the exhaust manifold pressure, the engine torque output, the exhaust manifold temperature, the EGR control valve position, the turbocharger actuator position, and/or other operating conditions and/or position values of the system 100.
  • the controller 130 may be structured to functionally execute operations for managing the EGR flow.
  • the controller 130 may be linked to the engine 102, the EGR system 1 12, and the turbocharger 120.
  • the controller 130 may be linked to vehicle components and/or sensors through an engine control module (ECM), or engine control unit (ECU).
  • ECM engine control module
  • ECU engine control unit
  • the controller 130 and/or ECM may form a portion of a processing subsystem including one or more computing devices having memory, processing, and communication hardware.
  • the controller 130 and/or ECM may be a single device or a distributed device, and the functions of the controller 130 and ECM may be performed by hardware or software in a combined controller or separate controllers.
  • the inputs to the controller 130 may be received by the ECM.
  • the controller 130 includes stored data values, constants, and functions, as well as operating instructions stored on a non-transient computer readable medium.
  • the controller 130 includes one or more modules structured to functionally execute the operations of the controller 130.
  • the description herein including modules emphasizes the structural independence of the aspects of the controller 130, and illustrates one grouping of operations and responsibilities of the controller 130. Other groupings that execute similar overall operations are understood within the scope of the present application. Modules may be implemented in hardware and/or instructions stored on a non- transient computer readable medium, and modules may be distributed across various hardware or instructions stored on a non-transient computer readable medium.
  • controller 130 More specific descriptions of certain embodiments of the controller 130 and operations processed therein are included in the sections referencing FIGS. 2-3. Operations illustrated are understood to be exemplary only, and operations may be combined or divided, and added or removed, as well as re-ordered in whole or in part.
  • Certain operations described herein include operations to interpret one or more parameters.
  • Interpreting includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse-width modulation (PWM) signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a computer readable medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • PWM pulse-width modulation
  • the controller 130 may be structured to receive and interpret an exhaust manifold pressure input 202, an intake manifold pressure input 204, an exhaust manifold temperature input 206, an engine torque input 208, and an EGR control valve position input 210. In certain embodiments, the controller 130 may be further structured to receive and interpret additional and/or alternative inputs than those referenced in FIG. 2.
  • the embodiment 200 of the controller 130 includes an effective flow area determination module 220, a pressure differential compensation module 230, an EGR flow rate determination module 240, an EGR fraction determination module 250, and an EGR flow control module 260.
  • Other controller 130 arrangements that functionally execute the operations of the controller 130 are contemplated in the present application.
  • the pressure differential compensation module 230 may be omitted.
  • the effective flow area determination module 220 may be structured to receive and interpret the exhaust manifold pressure input 202, the intake manifold pressure input 204, and the EGR control valve position input 210.
  • the effective flow area determination module 220 may be further structured to determine and output a manifold pressure differential 224 by determining the difference between the exhaust manifold pressure input 202 and the intake manifold pressure input 204.
  • the effective flow area determination module 220 may additionally be structured to determine and output an effective flow area 222 in response to the manifold pressure differential 224 and the EGR control valve position input 210.
  • the pressure differential compensation module 230 may be structured to receive and interpret the manifold pressure differential 224 determined at the effective flow area
  • the pressure differential compensation module 230 may be further structured to determine and output a compensation term 232 based on a function of the engine torque input 208, exhaust manifold pressure, or the manifold pressure differential 224 caused by insufficient exhaust manifold pressure sampling.
  • the compensation term 232 compensates the manifold pressure differential 224 for exhaust manifold pressure pulsations and a low sampling rate for the exhaust manifold pressure.
  • the EGR flow rate determination module 240 may be structured to receive and interpret the effective flow area 222, the manifold pressure differential 224 from the effective flow area determination module 220, and the compensation term 232 from the pressure differential compensation module 230.
  • the EGR flow rate determination module 240 may be additionally structured to receive and interpret the exhaust manifold pressure input 202, the intake manifold pressure input 204, and the exhaust manifold temperature input 206.
  • the EGR flow rate determination module 240 may be further structured to determine an EGR flow rate 242 based on the effective flow area 222, the manifold pressure differential 224, the exhaust manifold pressure input 202, the intake manifold pressure input 204, and the exhaust manifold temperature input 206.
  • the EGR flow rate determination module 240 may be structured to determine the EGR flow rate 242 further based on an adjusted pressure differential determined in response to the compensation term 232.
  • the EGR fraction determination module 250 may be structured to receive and interpret the EGR flow rate 242 determined at the EGR flow rate determination module 240.
  • the EGR fraction determination module 250 may be further structured to determine and output an EGR flow fraction 252 (i.e., a fraction of EGR flow in the charge flow) based on the EGR flow rate 242.
  • the EGR flow control module 260 may be structured to receive and interpret the EGR flow fraction 252, determined at the EGR fraction determination module 250, to determine an EGR flow control command 262 based on the EGR flow fraction 252.
  • the EGR flow control command 262 may be provided to a component of the system 100 to change the position of an actuator to adjust the EGR flow through the EGR system 1 12 to provide a desired EGR fraction in the charge flow.
  • the EGR flow control command may be provided to an actuator of the EGR control valve 1 14, an actuator of the intake throttle valve 142, and/or an actuator of the turbocharger 120.
  • the EGR flow control command 262 may modulate an actuator of the intake throttle valve 142 to control the charge flow to designated EGR cylinders to produce more or less exhaust flow, whichever is indicated by the EGR flow control command 262.
  • an actuator of the EGR control valve 1 14 may be adjusted to provide the desired increase or decrease in EGR flow based on the EGR flow control command 262.
  • an actuator of the turbocharger 120 may adjust the boost output of the turbocharger 120 (i.e., act as a pressure relief valve) based on the EGR flow control command 262.
  • FIG. 3 provides an example procedure for determining an EGR flow rate, while the graphs illustrated in FIGS. 4-10 illustrate test results of application of the equations used in the example procedure illustrated in FIG. 3, which are described in further detail below.
  • the schematic flow diagram and related description which follows provides an illustrative embodiment of performing procedures for determining an EGR flow rate using an EGR model to estimate EGR flow rate based on exhaust manifold and intake manifold measurements, such that use of orifice or venture measurement techniques may be avoided.
  • Operations illustrated are understood to be exemplary only, and operations may be combined or divided, and added or removed, as well as re-ordered in whole or part, unless stated explicitly to the contrary herein.
  • Certain operations illustrated may be implemented by a computer, such as the controller 130, executing a computer program product on a computer readable medium, where the computer program product comprises instructions causing the computer to execute one or more of the operations, or to issue commands to other devices to execute one or more of the operations.
  • the procedure 300 may be put into operation by programming the controller 130 for use in, for example, the system 100.
  • the procedure 300 begins at operation 302, in which a control routine for providing various inputs to the controller 130 to determine the EGR flow rate.
  • Operation 302 may begin by interpreting a key-on event, completion of a cycle, restarting procedure 300, and/or by initiation by the operator or a technician.
  • procedure 300 continues to operation 306 to determine an effective flow area as a function of the position of the EGR control valve 1 14 and the pressure differential determined at operation 304.
  • a traditional approach of modeling EGR flow typically considers an EGR loop (e.g., the EGR cooler 1 16, the EGR control valve 1 14, etc. as illustrated in the EGR system 1 12 of FIG. 1 ) as an orifice, then utilizes an orifice model to predict EGR flow based on the pressure differential determined at operation 304, the exhaust manifold pressure, the exhaust manifold temperature, and the EGR control valve position utilizing the known equation:
  • rh EGR is the EGR flow rate
  • k is a calibration constant
  • A is the effective flow area
  • FIG. 4 illustrates test results 400 of an EGR virtual sensor based on the traditional orifice model, which resulted in a standard deviation of over 23%.
  • FIGS. 5 and 6 illustrate that the effective flow area of the traditional model of Equation 2 is a function not only of EGR valve position but also a function of the pressure differential, the pressure differential being greater the closer the position of the EGR valve is to the closed position (i.e., 0% open).
  • the test results 500 illustrated in FIG. 5 and test results 600 illustrated in FIG. 6 each illustrate the relation between the orifice effective flow area, engine pressure differential, and the EGR control valve position.
  • an EGR flow rate may be calculated utilizing the following EGR flow model equation:
  • FIG. 7 illustrates test results 700 of an EGR virtual sensor based on the improved EGR model of Equation 4 compared to measured EGR flow rates, which resulted in a standard deviation of around 12.5%. It should be noted that the EGR flow rate that may be calculated from the improved EGR model of Equation 4 may be sufficient in certain applications, such that in certain embodiments operation 308 may be omitted.
  • Procedure 300 continues from operation 306 to operation 308 to compensate for low sampling of exhaust manifold pressure measurements, which does not account for exhaust manifold pressure pulsations under certain engine operating conditions, such as at higher engine torques and lower engine pressure differentials.
  • a portion of the error in the EGR flow rates determined according to Equation 4 is believed to be correlated to engine torque and the engine pressure differential.
  • the EGR flow rate determination error in Equation 4 may be caused by the exhaust manifold pressure pulsations not captured in the mean exhaust manifold pressure data used in determining the EGR flow rates according Equation 4.
  • Equation 4 due to the nonlinearity in Equation 4 with respect to the pressure differential (i.e., the square root of ⁇ ), a larger exhaust manifold pressure pulsation, which generally occurs at higher engine torque, and a smaller engine pressure differential can result in an increased error generated by averaging exhaust manifold pressure pulsations.
  • a compensation term has been developed to compensate the offset caused by an insufficient exhaust manifold pressure sampling rate.
  • One example of a compensation term may be determined as a function of the engine torque and the pressure differential.
  • Eng Tq is the engine torque and h is a calibration parameter.
  • the EGR flow measurement determination may be improved by using a high data rate (HDR) pressure measurement to capture pressure pulsation in the crank angle domain.
  • HDR high data rate
  • a comparison of EGR flow measured by a test cell and EGR flow estimation without HDR pressure measurements is shown in a first embodiment 900 in Fig. 9.
  • EGR flow rates determined with HDR measurement are illustrated in FIG. 10.
  • the first embodiment 900 without the HDR measurement resulted in a standard deviation of just over 13%
  • the second embodiment 1000 with the HDR measurement resulted in an improved standard deviation of 9.36%.
  • Procedure 300 continues from operation 308 to operation 310 to determine the EGR flow rate utilizing one of the EGR models of Equations 4 and 5.
  • the compensation term and/or HDR exhaust manifold and/or intake manifold pressure measurements may be used to compensate for the nonlinearity offset caused by the exhaust manifold pressure pulsations to determine the EGR flow rate.
  • procedure 300 continues to operation 312 to adjust a fraction of EGR flow in a charge flow based on the EGR flow rate determined at operation 310 before proceeding to operation 314, where procedure 300 ends.
  • adjusting the fraction of EGR flow in the charge flow includes adjusting the position of an actuator of the EGR control valve 1 14, an actuator of the throttle valve 142, and/or an actuator of the turbocharger 120.
  • Certain operations described herein include operations to interpret or determine one or more parameters.
  • Interpreting and/or determining, as utilized herein includes receiving values by any method known in the art, including at least receiving values from a datalink or network communication, receiving an electronic signal (e.g. a voltage, frequency, current, or PWM signal) indicative of the value, receiving a software parameter indicative of the value, reading the value from a memory location on a computer readable medium, receiving the value as a run-time parameter by any means known in the art, and/or by receiving a value by which the interpreted parameter can be calculated, and/or by referencing a default value that is interpreted to be the parameter value.
  • an electronic signal e.g. a voltage, frequency, current, or PWM signal
  • One aspect involves a method includes operating an internal combustion engine including an intake manifold, an exhaust manifold, and an EGR system that provides an EGR flow to mix with a fresh air flow to provide a charge flow to the internal combustion engine, the EGR system including an EGR control valve operable to control the EGR flow to the intake manifold, determining an effective flow area of the EGR system in response to a position of the EGR control valve and the pressure differential between an EMP and an IMP, determining an EGR flow rate in response to at least the effective flow area and the pressure differential between the EMP and the IMP, and adjusting a fraction of EGR flow in the charge flow in response to the EGR flow rate.
  • the method further includes measuring a torque of the internal combustion engine and determining a compensation term as a function of the torque of the internal combustion engine and the pressure differential. Determining the EGR flow rate is further determined in response to the compensation term. In another embodiment, the compensation term compensates the pressure differential used in determining the EGR flow rate. In yet another embodiment, the method further includes determining the EMP with a HDR or crank angle triggered measurement. In still another embodiment, adjusting a fraction of EGR flow in the charge flow comprises adjusting at least one of the EGR control valve, a throttle valve of the intake manifold, and a position of an actuator of a turbocharger. In yet another embodiment, the EGR flow is further determined in response to the EMP, the IMP and the exhaust manifold temperature.
  • Another aspect involves a system that includes an internal combustion engine including an exhaust manifold and an intake manifold, the internal combustion engine operable to receive a charge flow to the intake manifold from an intake system and produce an exhaust gas flow to an exhaust system from the exhaust manifold, an EGR system fluidly coupling the exhaust system and the intake system, the EGR system including an EGR control valve operable to control an amount of recirculated exhaust gas in the charge flow, and a controller in electrical
  • the controller is structured to determine an EGR flow rate in response to at least an effective flow area of the EGR system and a pressure differential between an EMP and an IMP of the internal combustion engine.
  • the effective flow area is determined in response to a position of the EGR control valve and the pressure differential between the EMP and the IMP.
  • the controller is further structured to determine a compensation term as a function of an engine torque and the pressure differential and determine the EGR flow rate further as a function of the compensation term.
  • the compensation term compensates the pressure differential.
  • the controller is further structured to determine a HDR or crank angle triggered EMP measurement and determine the EGR flow rate further as a function of the HDR or crank angle triggered EMP measurement.
  • the system further includes a turbocharger including a turbine in the exhaust system and a compressor in the intake system.
  • the EGR system is connected to the exhaust system upstream of the turbine of the turbocharger.
  • the turbocharger comprises a VGT.
  • the controller is further structured to provide an EGR flow control command to an EGR flow control device to adjust an EGR flow in the charge flow in response to the determined EGR flow rate.
  • the controller is structured to determine the EGR flow rate in response to the EMP, the IMP, and an exhaust manifold temperature.
  • Still another aspect involves an apparatus that includes an electronic controller in operative communication with a plurality of sensors operable to provide signals indicating conditions of a system, the system including an internal combustion engine that includes an exhaust manifold and an intake manifold, an EGR system fluidly coupling the exhaust system and the intake system.
  • the internal combustion engine is operable to receive a charge flow to the intake manifold from an intake system and produce an exhaust gas flow to an exhaust system from the exhaust manifold.
  • the EGR system includes an EGR control valve operable to control an amount of recirculated exhaust gas in the charge flow.
  • the electronic controller includes an effective flow area determination module structured to determine an effective flow area of the EGR system in response to a position of the EGR control valve and a pressure differential between an EMP and an IMP of the internal combustion engine.
  • the electronic controller additionally includes an EGR flow rate determination module structured to determine an EGR flow rate in response to at least the effective flow area and the pressure differential.
  • the electronic controller further includes an EGR fraction determination module structured to determine a fraction of EGR flow in the charge flow in response to the EGR flow rate.
  • the electronic controller still further includes an EGR flow control module structured to provide an EGR flow control command to one or more EGR flow control devices in response to the EGR flow fraction.
  • the one or more EGR flow control devices includes the EGR control valve.
  • the system further includes a VGT, and wherein the one or more EGR flow control devices includes an actuator of the VGT.
  • the electronic controller further includes a pressure differential compensation module structured to compensate the pressure differential as a function of a torque of the internal combustion engine and the pressure differential and the EGR flow rate determination module is further structured to determine an EGR flow rate in response to the compensated pressure differential.
  • the compensated pressure differential is determined as a function of the difference between the pressure differential and a ratio of a product of the engine torque and a constant to the pressure differential.
  • the EGR flow rate determination module is further structured to determine the EGR flow rate based on a high data rate EMP measurement.
  • the EGR flow rate determination module is further structured to determine the EGR flow rate in response to the EMP, the IMP, and an exhaust manifold temperature.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention porte sur des systèmes, des procédés et des appareils comportant la détermination d'un débit de recirculation de gaz d'échappement (EGR). Une zone d'écoulement effective d'un système de recirculation de gaz d'échappement (EGR) est déterminée en fonction d'une position d'une soupape de régulation de la recirculation de gaz d'échappement (EGR) du système de recirculation de gaz d'échappement (EGR) et d'une différence de pression entre la pression d'un collecteur d'échappement (EMP) et la pression d'un collecteur d'admission (IMP) d'un moteur à combustion interne. En réponse à la section d'écoulement effective, à la différence de pression entre la pression du collecteur d'échappement (EMP) et la pression du collecteur d'admission (IMP), à la pression du collecteur d'échappement (EMP), à la pression du collecteur d'admission (IMP) et à une température du collecteur d'échappement, le débit de recirculation de gaz d'échappement (EGR) est déterminé et une fraction de l'écoulement de recirculation de gaz d'échappement (EGR) dans l'écoulement de la charge est réglée en réponse au débit de recirculation de gaz d'échappement (EGR).
PCT/US2014/050281 2014-08-08 2014-08-08 Mesure du débit de recirculation d'un gaz d'échappement WO2016022142A1 (fr)

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Application Number Priority Date Filing Date Title
PCT/US2014/050281 WO2016022142A1 (fr) 2014-08-08 2014-08-08 Mesure du débit de recirculation d'un gaz d'échappement

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PCT/US2014/050281 WO2016022142A1 (fr) 2014-08-08 2014-08-08 Mesure du débit de recirculation d'un gaz d'échappement

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020100463A1 (en) * 2001-01-31 2002-08-01 Jaliwala Salim A. System and method for estimating EGR mass flow and EGR fraction
US20110017179A1 (en) * 2009-07-27 2011-01-27 Hitachi Automotive Systems, Ltd. EGR Flow Rate Control Apparatus of Internal Combustion Engine
US20110072911A1 (en) * 2009-09-25 2011-03-31 Osburn Andrew W System and Method for Estimating EGR Mass Flow Rates

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20020100463A1 (en) * 2001-01-31 2002-08-01 Jaliwala Salim A. System and method for estimating EGR mass flow and EGR fraction
US20110017179A1 (en) * 2009-07-27 2011-01-27 Hitachi Automotive Systems, Ltd. EGR Flow Rate Control Apparatus of Internal Combustion Engine
US20110072911A1 (en) * 2009-09-25 2011-03-31 Osburn Andrew W System and Method for Estimating EGR Mass Flow Rates

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