U.S. patent number RE44,452 [Application Number 12/976,844] was granted by the patent office on 2013-08-27 for pedal position and/or pedal change rate for use in control of an engine.
This patent grant is currently assigned to Honeywell International Inc.. The grantee listed for this patent is Francesco Borrelli, Gregory J. Hampson, Syed M. Shahed, Gregory Stewart. Invention is credited to Francesco Borrelli, Gregory J. Hampson, Syed M. Shahed, Gregory Stewart.
United States Patent |
RE44,452 |
Stewart , et al. |
August 27, 2013 |
Pedal position and/or pedal change rate for use in control of an
engine
Abstract
Systems and methods for using pedal position and/or pedal change
rate in the fuel side and/or air side control of an engine. By
knowing the pedal position and/or pedal rate, an engine controller
may anticipate future fuel and/or air needs of the engine, and
adjust the fuel profile and/or air profile to meet those
anticipated needs. This may help improve the responsiveness,
performance and emissions of the engine.
Inventors: |
Stewart; Gregory (North
Vancouver, CA), Shahed; Syed M. (Ranch Palos Verdes,
CA), Borrelli; Francesco (Kensington, CA), Hampson;
Gregory J. (Boulder, CO) |
Applicant: |
Name |
City |
State |
Country |
Type |
Stewart; Gregory
Shahed; Syed M.
Borrelli; Francesco
Hampson; Gregory J. |
North Vancouver
Ranch Palos Verdes
Kensington
Boulder |
N/A
CA
CA
CO |
CA
US
US
US |
|
|
Assignee: |
Honeywell International Inc.
(Morristown, NJ)
|
Family
ID: |
36091326 |
Appl.
No.: |
12/976,844 |
Filed: |
December 22, 2010 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
Reissue of: |
11025221 |
Dec 29, 2004 |
7467614 |
Dec 23, 2008 |
|
|
Current U.S.
Class: |
123/198F;
701/108; 701/101; 123/478; 123/568.27; 60/605.2; 123/568.21 |
Current CPC
Class: |
F02D
41/0007 (20130101); F02D 41/1401 (20130101); F02D
41/005 (20130101); Y02T 10/144 (20130101); Y02T
10/12 (20130101); F02B 37/24 (20130101); F02D
41/266 (20130101); Y02T 10/47 (20130101); F02D
41/182 (20130101); Y02T 10/40 (20130101); F02D
2200/602 (20130101) |
Current International
Class: |
F02D
13/06 (20060101); F02D 17/02 (20060101); F02M
51/00 (20060101); F02B 33/44 (20060101); F02M
25/07 (20060101) |
Field of
Search: |
;60/600-603,605.2
;701/99-100,104,108,110
;123/399,361,682,391,198F,435,568.18,568.19,568.21,568.22,568.27,478
;477/102 |
References Cited
[Referenced By]
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|
Primary Examiner: Trieu; Thai Ba
Attorney, Agent or Firm: Seager Tufte & Wickhem LLC.
Claims
What is claimed is:
1. A method for controlling an internal combustion engine, the
engine having an exhaust recirculation valve for providing a
selected amount of exhaust gas to the intake air of the engine, the
engine having a pedal position, the method comprising the steps of:
identifying a pedal position; identifying a pedal change rate of
the pedal position; providing a pedal position signal and a pedal
change rate signal to at least one map of a controller; and
controlling the amount of exhaust gas recirculation that is
provided to the intake air of the engine based on the pedal
position signal, and the pedal change rate signal provided to the
at least one map, and one or more past pedal change rates.
2. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: identifying a pedal change rate of the
pedal position; controlling the air charge profile based on the
pedal change rate; wherein said step of controlling the air charge
profile based on the pedal change rate includes the step of
controlling an exhaust gas recirculation (EGR) valve to provide a
selected amount of exhaust gas recirculation to the engine; and
wherein the controlling the air charge profile step uses one or
more past pedal change rates.
3. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: inputting a pedal position and a pedal
change rate into at least one dynamic map; controlling the air
charge profile based partially on the pedal position and based
partially on the pedal change rate inputted to the at least one
dynamic map; and wherein said step of controlling the air charge
profile based partially on the pedal position and partially on the
pedal change rate includes the step of controlling an exhaust gas
recirculation (EGR) valve to provide a selected amount of exhaust
gas recirculation to the engine.
4. The method of claim 3, wherein said at least one dynamic map
includes: a first dynamic map adapted to provide an engine speed
setpoint for controlling the fueling profile of fuel provided to
the engine; and a second dynamic map adapted to provide one or more
air-side control signals for controlling the air charge profile of
air provided to the engine.
5. The method of claim 3, further comprising the step of
controlling the fueling profile based, at least in part, on the
pedal change rate.
6. The method of claim 3, further comprising the step of
controlling the fueling profile based, at least in part, on the
pedal position.
7. The method of claim 3, wherein the engine includes a turbo
charger for providing a turbo boost to the air that is provided to
the engine, wherein the air charge profile includes the turbo
boost.
8. The method of claim 7, wherein the controlling step includes
controlling the turbo boost based, at least in part, on the pedal
change rate.
9. The method of claim 3, wherein the controlling step uses a
current pedal change rate.
10. The method of claim 3, wherein the controlling step uses one or
more past pedal change rates.
11. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: identifying the pedal position;
identifying a pedal change rate of the pedal position; and
controlling the air charge profile based on the identified pedal
position, and the pedal change rate, and one or more past pedal
change rates; wherein said step of controlling the air charge
profile based, on the pedal position, pedal change rate, and one or
more past pedal change rates includes the step of controlling an
exhaust gas recirculation (EGR) valve to provide a selected amount
of exhaust gas recirculation to the engine.
12. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: inputting .[.a.]. .Iadd.the .Iaddend.pedal
position and a pedal change rate into at least one dynamic map;
controlling the air charge profile based on the pedal position, and
based on pedal change rate, and based on one or more past pedal
change rates inputted to the at least one dynamic map; and wherein
said step of controlling the air charge profile based on the pedal
position, pedal change rate, and one or more past pedal change
rates, includes the step of controlling an exhaust gas
recirculation (EGR) valve to provide a selected amount of exhaust
gas recirculation to the engine.
13. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: identifying a pedal change rate of the
pedal position; controlling the air charge profile based, at least
in part, on the pedal change rate; wherein said step of controlling
the air charge profile based, at least in part, on the pedal change
rate includes the step of controlling an exhaust gas recirculation
(EGR) valve to provide a selected amount of exhaust gas
recirculation to the engine; wherein the engine includes a turbo
charger for providing a turbo boost to the air that is provided to
the engine, wherein the air charge profile includes the turbo
boost; and wherein the controlling step includes controlling the
turbo charger for adjusting the amount of turbo boost based, at
least in part, on one or more past pedal change rates.
14. A method for controlling an internal combustion engine, the
engine having a fueling profile that defines the fuel that is
provided to the engine, and an air charge profile that defines the
air that is provided to the engine, the fueling profile being at
least partially controlled by a pedal position, the method
comprising the steps of: identifying the pedal position;
identifying a pedal change rate of the pedal position; providing a
pedal position signal and pedal change rate signal to at least one
dynamic map of a controller; and controlling the air charge profile
based on the pedal position signal and the pedal change rate signal
provided to the at least one dynamic map; wherein said step of
controlling the air charge profile based on the pedal position
signal and pedal change rate signal includes the step of
controlling an exhaust gas recirculation (EGR) valve to provide a
selected amount of exhaust gas recirculation to the engine.
15. The method of claim 14 further comprising: controlling the
fueling profile based, at least in part, on the pedal change
rate.
16. The method of claim 15 further comprising the step of
controlling the fueling profile based, at least in part, on the
pedal position.
17. The method of claim 14 further comprising the step of
controlling the fueling profile based, at least in part, on the
pedal position.
18. The method of claim 14 wherein the engine includes a turbo
charger for providing a turbo boost to the air that is provided to
the engine, wherein the air charge profile includes the turbo
boost.
19. The method of claim 18 wherein the controlling step includes
controlling the turbo boost based, at least in part, on the pedal
change rate.
20. The method of claim 14 wherein the controlling step uses a
current pedal change rate.
21. The method of claim 14 wherein the controlling step uses one or
more past pedal change rates.
22. The method of claim 14 wherein the controlling step uses one or
more Proportional-Integral-Derivative (PID) control loops.
23. The method of claim 14 wherein the controlling step uses one or
more predictive constrained control loops.
24. The method of claim 23 wherein at least one of the predictive
constrained control loops includes a Smith predictor.
25. The method of claim 14 wherein the controlling step uses one or
more multiparametric control loops.
26. The method of claim 14 wherein the controlling step uses one or
more model based predictive control loops.
27. The method of claim 14 wherein the controlling step uses one or
more dynamic matrix control loops.
28. The method of claim 14 wherein the controlling step uses one or
more statistical processes control loop.
29. The method of claim 14 wherein the controlling step uses a
knowledge based expert system.
30. The method of claim 14 wherein the controlling step uses a
neural network.
31. The method of claim 14 wherein the controlling step uses fuzzy
logic.
.Iadd.32. An engine controller for controlling an internal
combustion engine, the engine having an exhaust recirculation valve
for providing a selected amount of exhaust gas to the intake air of
the engine, the engine having a pedal position, the engine
controller comprising: an input for receiving one or more signals
related to the pedal position; a controller that provides the pedal
position and a pedal change rate to at least one map of the
controller, and controls the amount of exhaust gas recirculation
that is provided to the intake air of the engine based on the pedal
position, the pedal change rate, and one or more past pedal change
rates..Iaddend.
.Iadd.33. An engine controller for controlling an internal
combustion engine, the engine having a fueling profile that defines
the fuel that is provided to the engine, and an air charge profile
that defines the air that is provided to the engine, the fueling
profile being at least partially controlled by a pedal position,
the engine controller comprising: an input for receiving one or
more signals related to the pedal position; a controller that
identifies a pedal change rate of the pedal position and controls
the air charge profile based on the pedal change rate and/or one or
more past pedal change rates, including controlling an exhaust gas
recirculation (EGR) valve to provide a selected amount of exhaust
gas recirculation to the engine..Iaddend.
.Iadd.34. An engine controller for controlling an internal
combustion engine, the engine having a fueling profile that defines
the fuel that is provided to the engine, and an air charge profile
that defines the air that is provided to the engine, the fueling
profile being at least partially controlled by a pedal position,
the engine controller comprising: an input for receiving one or
more signals related to the pedal position; a controller that
provides a pedal position and a pedal change rate to at least one
dynamic map of the controller and controls the air charge profile
based at least in part on the pedal position and at least in part
on the pedal change rate provided to the at least one dynamic map,
including controlling an exhaust gas recirculation (EGR) valve to
provide a selected amount of exhaust gas recirculation to the
engine..Iaddend.
.Iadd.35. The engine controller of claim 34, wherein said at least
one dynamic map of the controller includes: a first dynamic map for
providing an engine speed setpoint for controlling the fueling
profile of fuel provided to the engine; and a second dynamic map
for providing one or more air-side control signals for controlling
the air charge profile of air provided to the engine..Iaddend.
.Iadd.36. The engine controller of claim 34, wherein the controller
controls the fueling profile based, at least in part, on the pedal
change rate..Iaddend.
.Iadd.37. The engine controller of claim 34, wherein the controller
controls the fueling profile based, at least in part, on the pedal
position..Iaddend.
.Iadd.38. The engine controller of claim 34, wherein the engine
includes a turbo charger for providing a turbo boost to the air
that is provided to the engine, wherein the air charge profile
includes the turbo boost..Iaddend.
.Iadd.39. The engine controller of claim 38, wherein the controller
controls the turbo boost based, at least in part, on the pedal
change rate..Iaddend.
.Iadd.40. The engine controller of claim 34, wherein the controller
controls the air charge profile based at least in part on a current
pedal change rate..Iaddend.
.Iadd.41. The engine controller of claim 34, wherein the controller
controls the air charge profile based at least in part on one or
more past pedal change rates..Iaddend.
.Iadd.42. An engine controller for controlling an internal
combustion engine, the engine having a fueling profile that defines
the fuel that is provided to the engine, and an air charge profile
that defines the air that is provided to the engine, wherein the
engine includes a turbo charger for providing a turbo boost to the
air that is provided to the engine, wherein the air charge profile
includes the turbo boost, the fueling profile being at least
partially controlled by a pedal position, the engine controller
comprising: an input for receiving one or more signals related to
the pedal position; a controller for controlling the air charge
profile based, at least in part, on a pedal change rate and/or one
or more past pedal change rates, including controlling an exhaust
gas recirculation (EGR) valve to provide a selected amount of
exhaust gas recirculation to the engine, and controlling the turbo
charger to adjust the amount of turbo boost based, at least in
part, on one or more past pedal change rates..Iaddend.
Description
TECHNICAL FIELD
The present invention generally relates to engines, and more
particularly, to methods for using pedal position and/or pedal rate
in controlling engines.
BACKGROUND
Spark ignition engines typically have a gas pedal that is connected
to an air throttle that meters air into engine. Stepping on the gas
pedal typically opens the air throttle, which allows more air into
the engine. In some cases, a fuel injector controller adjusts the
fuel that is provided to the engine to maintain a desired air/fuel
ratio (AFR). The AFR is typically held close to a stoichiometric
ratio to produce stoichiometric combustion, which helps minimizes
engine emissions and allows three-way catalysts to simultaneously
remove hydrocarbons, carbon monoxide, and oxides of nitrogen
(NOX).
Compression ignition engines (e.g. diesel engines) typically do not
operate at stoichiometric ratios, and thus greater emissions and
different emission components often result. Because diesel engines
are now making real headway into the car and light truck markets,
federal regulations have been passed requiring more stringent
emission levels for diesel engines.
Unlike spark ignition engines, the pedal of a diesel engine is
typically not directly connected to an air throttle that meters air
into engine. Instead, in diesel engines with electronic fuel
injection (EFI), the pedal position is sensed by a pedal position
sensor, and the sensed pedal position is used to control the fuel
rate provided to the engine, which allows more or less fuel per
fuel pump shot. In many modern diesel engines, the air to the
engine is typically controlled by a turbocharger, often a Variable
Nozzle Turbocharger (VNT) or waste-gate turbocharger.
In many diesel engines, there is a time delay, or "turbo-lag",
between when the operator moves the pedal--injecting more fuel--and
when the turbocharger spins-up to provide the additional air
required to produce the desired air-fuel ratio. This "turbo-lag"
can reduce the responsiveness and performance of the engine, and
can increase emissions from the engine.
There are typically no sensors in the exhaust stream of a diesel
engine that are analogous to those emissions sensors found in spark
ignition engines. One reason for this is that diesel engines
typically operate at about twice as lean as spark so ignition
engines. As such, the oxygen level in the exhaust of a diesel
engine can be at a level where standard emission sensors do not
provide useful information. At the same time, diesel engines
typically burn too lean for conventional three-way catalysts. As
such, control over combustion in a diesel engine is often performed
in an "open-loop" manner, often relying on engine maps or the like
to generate set points for the intake manifold parameters that are
believed to be favorable for acceptable exhaust emissions.
In any event, after-treatment is often required to help clean up
exhaust emissions in a diesel engine. In many cases,
after-treatment includes a "flow through oxidation" catalyst
system, which typically does not have any controls. Hydrocarbons,
carbon monoxide and most significantly those hydrocarbons that are
adsorbed on particulates can sometimes be cleaned up when the
conditions are right. Some after-treatment systems include
particulate filters. These particulate filters, however, must
typically be periodically cleaned often by burning off the soot
particulate which has been collected on the filter to "Regenerate"
the filter surface. Increasing the exhaust gas temperature is the
primary way to initiate Regeneration, and injecting additional fuel
in-cylinder or into an exhaust burner is one method. The control of
this type of after-treatment may be based on a pressure sensor or
on distance traveled, often in an open loop manner.
SUMMARY
The present invention relates to systems and methods for using
pedal position and/or pedal change rate in the fuel side and/or air
side control of an engine. By knowing the pedal position and/or
pedal rate, an engine controller may anticipate future fuel and/or
air needs of the engine, and adjust the fuel profile and/or air
profile to meet those anticipated needs. This may help improve the
responsiveness, performance and emissions of the engine.
In one illustrative embodiment, the present invention may be
adapted for use with an internal combustion engine. The engine may
have a fueling profile that defines the fuel that is delivered to
the engine. The engine may also have an air charge profile that, in
some cases is measured or monitored using intake manifold MAP, MAF
and/or MAT sensors, that defines the air that is provided to the
engine. Typically, the fueling profile is at least partially
controlled by the pedal position. In one illustrative embodiment, a
pedal change rate of the pedal position is identified, and an
engine controller controls the air profile based, at least in part,
on the pedal change rate. The fueling profile may also be
controlled based, at least in part, on the pedal change rate. In
some cases, a current pedal change rate and/or pedal position may
be used, and in other cases, a current and/or one or more past
pedal change rate and/or pedal position values may be used, as
desired.
In some embodiments, the engine may have a turbocharger that boosts
the manifold air pressure (MAP). The boosted MAP may be used to
help control the air profile that is provided to the engine. In
some cases, the MAP may be controlled based, at least in part, on
the pedal change rate and/or pedal position. For example, if the
pedal change rate is positive and relatively large, the MAP set
point may be increased with little or no delay to meet the
anticipated near term air needs of the engine. Thus may help reduce
the effects of turbo lag, and may help reduce engine emissions.
In some cases, the engine may also include an exhaust recirculation
valve for providing a selected amount of exhaust recirculation to
the air that is provided to the engine. It is contemplated that the
amount of exhaust recirculation may be based, at least in part, on
the pedal change rate and/or pedal position. This may help reduce
the emissions of the engine, particularly under transient operating
conditions.
In some cases, an air side controller may receive a fueling rate
signal from a fuel side controller. A fuel change rate of the
fueling rate may be determined. The air side controller may then
adjust the air profile that is provide to the engine based, at
least in part, on the rate of change in the fuel rate. In some
cases, the fuel rate may be controlled, at least in part, on the
pedal change rate and/or pedal position.
The above summary is not intended to describe each disclosed
embodiment or every implementation of the present invention. The
Figures, Detailed Description and Examples which follow more
particularly exemplify these embodiments.
BRIEF DESCRIPTION OF THE DRAWINGS
Other objects of the present invention and many of the attendant
advantages of the present invention will be readily appreciated as
the same becomes better understood by reference to the following
detailed description when considered in connection with the
accompanying drawings, in which like reference numerals designate
like parts throughout the Figures thereof and wherein:
FIG. 1 is a schematic view of an illustrative diesel engine system
in accordance with the present invention;
FIG. 2 is a schematic view of an illustrative air-side controller
for use with the illustrative diesel engine system of FIG. 1;
FIG. 3 is a schematic view of an illustrative model predictive
controller in accordance with the present invention;
FIG. 4 is a schematic view of another illustrative diesel engine
system in accordance with the present invention;
FIG. 5 is a schematic view of a prior art speed controller;
FIG. 6 is a schematic view of an illustrative speed controller in
accordance with the present invention;
FIG. 7 is a schematic view of another illustrative speed controller
in accordance with the present invention;
FIG. 8 is a chart showing an engine speed set point response of a
speed controller that has a dynamic map versus a static map;
FIG. 9 is a schematic view of an illustrative engine controller in
accordance with the present invention;
FIG. 10 is a schematic view of another illustrative engine
controller in accordance with the present invention;
FIG. 11 is a schematic view of another illustrative diesel engine
system in accordance with the present invention;
FIG. 12 is a schematic view of another illustrative air-side
controller in accordance with the present invention;
FIG. 13 is a schematic view of another illustrative air-side
controller in accordance with the present invention; and
FIG. 14 is a schematic view of another illustrative air-side
controller in accordance with the present invention.
DETAILED DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic view of an illustrative diesel engine system
in accordance with the present invention. The illustrative diesel
engine system is generally shown at 10, and includes a diesel
engine 20 that has an intake manifold 22 and an exhaust manifold
24. In the illustrative embodiment, a fuel injector 28 provides
fuel to the engine 20. The fuel injector 28 may be a single fuel
injector, but more commonly may include a number of fuel injectors
that are independently controllable. A fuel injector controller 26
is provided to control the fuel injector(s) 38 such that the fuel
injector(s) 28 provide a desired fuel profile to the engine 20. The
term fuel "profile", as used herein, may include any number of fuel
parameters or characteristics including, for example, fuel delivery
rate, change in fuel delivery rate, fuel timing, fuel pre-injection
event(s), fuel post-injection event(s), fuel pulses, and/or any
other fuel delivery characteristics, as desired. One or more fuel
side actuators may be used to control these and other fuel
parameters, as desired.
The fuel injector controller 26 may receive and use any number of
input signals to produce the desired fuel profile. For example, the
illustrative fuel injector controller 26 receives a pedal position
signal 66, an intake Manifold Air Flow (MAF) signal 50, an Engine
Speed signal 68, and an Air-Fuel-Ratio (AFR) Low Limit signal 70.
These signals are only illustrative. For example, and in some
cases, the fuel injector controller 26 may receive one or more
control signals from an air-side controller (see FIG. 2), but this
is not required.
In the illustrative embodiment, exhaust from the engine 20 is
provided to the exhaust manifold 24, which delivers the exhaust gas
down an exhaust pipe 32. In the illustrative embodiment, a
turbocharger 33 is provided downstream of the exhaust manifold 24.
The illustrative turbocharger 33 includes a turbine 30, which is
driven by the exhaust gas flow. In the illustrative embodiment, the
rotating turbine 30 drives a compressor 34 through a mechanical
coupling 36. The compressor receives ambient air through passageway
38, compresses the ambient air, and provides compressed air to the
intake manifold 22, as shown.
The turbocharger 33 may be a variable nozzle turbine (VNT)
turbocharger. However, it is contemplated that any suitable
turbocharger may be used including, for example, a waste gated
turbocharger, or a variable geometry inlet nozzle turbocharger
(VGT) with an actuator to operate the waste gate or VGT vane set.
The illustrative VNT turbocharger uses adjustable vanes inside an
exhaust scroll to change the angle of attack of the incoming
exhaust gasses as they strike the exhaust turbine 30. In the
illustrative embodiment, the angle of attack of the vanes, and thus
the amount of boost (MAP) pressure provided by the compressor 34,
may be controlled by a VNT SET signal 42. In some cases, a VNT
position signal 46 is provided to indicate the current vane
position. A turbo speed signal 48 may also be provided to indicate
the current turbine speed. In some cases, it may be desirable to
limit the turbo speed to help prevent damage to the turbine 30.
To help reduce turbo lag, the turbine 30 may include an electrical
motor assist (not explicitly shown). However, this is not required
in all embodiments. The electric motor assist may help increase the
speed of the turbine 30 and thus the boost pressure provided by the
compressor 34 to the intake manifold 22. This may be particularly
useful when the engine is at low engine RPMs and when higher boost
pressure is desired, such as under high acceleration conditions.
Under these conditions, the exhaust gas flow may be insufficient to
generate the desired boost (MAP) pressure at the intake manifold
22. In the illustrative embodiment, an ETURBO signal may be
provided to control the amount of electric motor assist that is
provided.
It is contemplated that the compressor 34 may be a variable or
non-variable compressor. For example, in some cases, the compressed
air that is provided by the compressor 34 may be only a function of
the speed at which the turbine 30 rotates the compressor 34. In
other cases, the compressor 34 may be a variable geometry
compressor (VGC), where in some cases, a VGC SET signal 67 is used
to set the vane position at the outlet of the compressor to provide
a controlled amount of compressed air to the intake manifold
22.
A compressed air cooler 40 may be provided to help cool the
compressed air before the compressed air is provided to the intake
manifold 22, as desired. In some embodiments, one or more
compressed air cooler control signals 65 may be provided to the
compressed air cooler 40 to help control the temperature of the
compressed air that is ultimately provided to the intake manifold
22. In some cases, the one or more compressed air cooler control
signals 65 may be provided by an air side controller (see FIG. 2),
if desired.
In some cases, and to reduce the emissions of some diesel engines,
an Exhaust Gas Recirculation (EGR) Valve 58 may be inserted between
the exhaust manifold 24 and the intake manifold 22, as shown. In
the illustrative embodiment, the EGR valve 58 accepts an EGR SET
signal 60, which is used to set the desired amount of exhaust gas
recirculation (EGR). An EGR POSITION output signal 62 may also be
provided, if desired, which may indicate the current position of
the EGR valve 58.
In some cases, an EGR cooler 64 may be provided either upstream or
downstream of the EGR valve 58 to help cool the exhaust gas before
it is provided to the intake manifold 22. In some embodiments, one
or more EGR cooler control signals 69 may be provided to the EGR
cooler 64 to help control the temperature of the recirculated
exhaust gas. In some cases, the one or more EGR cooler control
signals 69 may be provided by an air side controller (see FIG. 2),
if desired.
A number of sensors may be provided for monitoring the operation of
the engine 20. For example, an intake manifold air flow (MAF)
sensor 50 may provide a measure of the intake manifold air flow
(MAF). An intake manifold air pressure (MAP) sensor 52 may provide
a measure of the intake manifold air pressure (MAP). A manifold air
temperature (MAT) sensor 53 may provide a measure of the intake
manifold air temperature (MAT). A NOX sensor 56 may provide a
measure of the NOX concentration in the exhaust gas. Similarly, a
Particular Matter (PM) sensor 54 may provide a measure of the
particulate matter concentration in the exhaust gas. While the NOX
sensor 56 and the PM sensor 54 are shown located at the exhaust
manifold 24, it is contemplated that these sensors may be provided
anywhere downstream of the engine 20, as desired. In addition, the
sensors shown in FIG. 1 are only illustrative, and it is
contemplated that more or less sensors may be provided, as
desired.
FIG. 2 is a schematic view of an illustrative air-side controller
for use with the illustrative diesel engine system of FIG. 1. The
illustrative air-side controller is generally shown at 80, and
receives a number of engine parameters to help provide air-side
control to the engine 20. For example, and in one illustrative
embodiment, the air-side controller 80 receives input signals such
as the MAP sensor output 52, the MAF sensor output 50, the MAT
sensor output 53, the turbo speed signal 48, the NOX sensor output
56 and/or the PM sensor output 54, all shown in FIG. 1. These input
parameters are only illustrative, and it is contemplated that more
or less input parameters may be received, depending on the
application. For example, an in some illustrative embodiments, the
air-side controller 80 may receive a pedal position signal 66
and/or a fuel profile signal as shown, but this is not required or
even desired in some embodiments.
Based on the value of the received input parameters, the
illustrative air-side controller 80 may provide a number of control
outputs to help provide air-side control to the engine 20. For
example, the air-side controller 80 may provide the VNT SET signal
42, the EGR SET signal 60, and in some cases, the COMP. COOLER SET
signal, the EGR COOLER Set signal, and the ETURBO signal 44 shown
in FIG. 1.
In some cases, the air-side controller may be a multivariable Model
Predictive Controller (MPC). The MPC may include a model of the
dynamic process of engine operation, and provide predictive control
signals to the engine subject to constraints in control variables
and measured output variables. The models may be static and/or
dynamic, depending on the application. In some cases, the models
produce one or more output signals y(t) from one or more input
signals u(t). A dynamic model typically contains a static model
plus information about the time response of the system. Thus, a
dynamic model is often of higher fidelity than a static model.
In mathematical terms, a linear dynamic model has the form:
y(t)=B0*u(t)+B1*u(t-1)+ . . . +Bn*u(t-n)+A1*y(t-1)+ . . .
+Am*y(t-m) where B0 . . . Bn, and A1 . . . Am are constant
matrices. In a dynamic model, y(t) which is the output at time t,
is based on the current input u(t), one or more past inputs u(t-1),
. . . , u(t-n), and also on one or more past outputs y(t-1) . . .
y(t-m).
A static model is a special case where the matrices B1= . . .
=Bn=0, and A1= . . . =Am=0, which is given by the simpler
relationship: y(t)=B0u(t) A static model as shown is a simple
matrix multiplier. A static model typically has no "memory" of the
inputs u(t-1), u(t-2) . . . or outputs y(t-1) . . . etc. As a
result, a static model can be simpler, but may be less powerful in
modeling some dynamic system parameters.
For turbocharged diesel system, the system dynamics can be
relatively complicated and several of the interactions may have
characteristics known as "non-minimum phase". This is a dynamic
response where the output y(t), when exposed to a step in input
u(t), will initially move in one direction, and then turn around
and move towards its steady state in the opposite direction. The
soot emission in a diesel engine is just one example. In some
cases, these dynamics may be important for optimal operation of the
control system. Thus, dynamic models are often preferred, at least
when modeling some control parameters.
In one example, the MPC may include a multivariable model that
models the effect of changes in one or more actuators of the engine
(e.g. VNT SET, EGR SET, COMP COOLER SET, EGR COOLER SET, ETURBO
SET, Fueling Rate, etc.) on each of two or more parameters (e.g.
AFR, MAP, MAF, NOX, PM), and the multivariable controller may then
control the actuators to produce a desired response in the two or
more parameters. Likewise, the model may, in some cases, model the
effects of simultaneous changes in two or more actuators on each of
one or more engine parameters, and the multivariable controller may
control the actuators to produce a desired response in each of the
one or more parameters.
For example, an illustrative state-space model of a discrete time
dynamical system may be represented using equations of the form:
x(t+1)=Ax(t)+Bu(t) y(t)=Cx(t) The model predictive algorithm
involves solving the problem: u(k)=arg min{J} Where the function J
is given by,
.function..times..times..times..function..times..function..times..times..-
times..function..function..times..function. ##EQU00001## Subject to
Constraints y.sub.min.ltoreq.y(t+k|t).ltoreq.y.sub.max
u.sub.min.ltoreq.u(t+k).ltoreq.u.sub.max x(t|t)=x(t) {circumflex
over (x)}(t+k+1|t)=A{circumflex over (x)}(t+k|t)+Bu(t+k)
y(t+k|t)=C{circumflex over (x)}(t+k|t) In some embodiments, this is
transformed into a Quadratic Programming (QP) problem and solved
with standard or customized tools.
The variable "y(k)" contains the sensor measurements (for the
turbocharger problem, these include but are not limited to MAP,
MAF, MAT, turbospeed, NOx emissions, PM emissions, etc). The
variables y(k+t|t) denote the outputs of the system predicted at
time "t+k" when the measurements "y(t)" are available. They are
used in the model predictive controller to choose the sequence of
inputs which yields the "best" (according to performance index J)
predicted sequence of outputs.
The variables "u(k)" are produced by optimizing J and, in some
cases, are used for the actuator set points. For the turbocharger
problem these include, but are not limited to, the VNT SET, EGR
SET, COMP COOLER SET, EGR COOLER SET, ETURBO, etc. The variable
"x(k)" is a variable representing an internal state of the
dynamical state space model of the system. The variable {circumflex
over (x)}(t+k|t) indicates the predicted version of the state
variable k discrete time steps into the future and is used in the
model predictive controller to optimize the future values of the
system.
The variables y.sub.min and y.sub.max are constraints and indicate
the minimum and maximum values that the system predicted
measurements y(k) are permitted to attain. These often correspond
to hard limits on the closed-loop behavior in the control system.
For example, a hard limit may be placed on the PM emissions such
that they are not permitted to exceed a certain number of grams per
second at some given time. In some cases, only a minimum y.sub.min
or maximum y.sub.max constraint is provided. For example, a maximum
PM emission constraint may be provided, while a minimum PM emission
constraint may be unnecessary or undesirable.
The variables u.sub.min and u.sub.max are also constraints, and
indicate the minimum and maximum values that the system actuators
u(k) are permitted to attain, often corresponding to physical
limitations on the actuators. For example, the EGR valve may have a
minimum of zero corresponding to a fully closed valve position and
a maximum value of one corresponding to the fully open valve
position. Like above, in some cases and depending on the
circumstances, only a minimum u.sub.min or maximum u.sub.max
constraint may be provided. Also, some or all of the constraints
(e.g. y.sub.min, y.sub.max, u.sub.min, u.sub.max) may vary in time,
depending on the current operating conditions. The state and
actuator constraints may be provided to the air-side controller 80
of FIG. 2 via interface 78, if desired.
The constant matrices P, Q, R are often positive definite matrices
used to set a penalty on the optimization of the respective
variables. These are used in practice to "tune" the closed-loop
response of the system.
FIG. 3 is a schematic view of an illustrative model predictive
controller in accordance with the present invention. In this
embodiment, the MPC 80 includes a State Observer 82 and a MPC
Controller 84. As described above, the MPC Controller 84 provides a
number of control outputs "u" to actuators or the like of the
engine 20. Illustrative control outputs include, for example, the
VNT SET signal 42, the EGR SET signal 60, the COMP COOLER SET
signal 65, the EGR COOLER SET signal 69, and the ETURBO SET signal
44, all shown in FIGS. 1 and 2. The MPC Controller 84 may include a
memory for storing past values of the control outputs u(t), u(t-1),
u(t-2), etc.
The State Observer 82 receives a number of inputs "y", a number of
control outputs "u", and a number of internal variables "x".
Illustrative inputs "y" include, for example, the MAP sensor output
52, the MAF sensor output 50, a Manifold Air Temperature (MAT)
signal 53, the turbo speed signal 48, the NOX sensor output 56,
and/or the PM sensor output 54, shown and described above with
respect to FIGS. 1 and 2. It is contemplated that the inputs "y"
may be interrogated constantly, intermittently, or periodically, or
at any other time, as desired. Also, these input parameters are
only illustrative, and it is contemplated that more or less input
signals may be provided, depending on the application. In some
cases, the State Observer 82 may receive present and/or past values
for each of the number of inputs "y", the number of control outputs
"u", and a number of internal state variables "x", depending on the
application.
The State Observer 82 produces a current set of state variables
"x", which are then provided to the MPC Controller 84. The MPC
Controller 84 then calculates new control outputs "u", which are
presented to actuators or the like on the engine 20. The control
outputs "u" may be updated constantly, intermittently, or
periodically, or at any other time, as desired. The engine 20
operates using the new control outputs "u", and produces new inputs
"y".
In one illustrative embodiment, the MPC 80 is programmed using
standard Quadratic Programming (QP) and/or Linear Programming (LP)
techniques to predict values for the control outputs "u" so that
the engine 20 produces inputs "y" that are at a desired target
value, within a desired target range, and/or do not violate any
predefined constraints. For example, by knowing the impact of the
VNT SET position 42, the EGR SET position 60 and/or the ETURBO SET
signal 44 on the NOX and/or PM emissions, the MPC 80 may predict
values for the control outputs VNT SET position 42, EGR SET
position 60 and/or the ETURBO SET signal 44 so that future values
of the NOX 56 and/or PM emissions signals 54 are at or remain at a
desired target value, within a desired target range, and/or do not
violate current constraints. This prediction capability may be
particularly useful since there is often a "turbo lag" (e.g. 1
second) from when a change in the VNT SET position 42, EGR SET
position 60 and/or the ETURBO SET signal occurs and when the
resulting change in the NOX and/or PM emissions signals 56 and 54
occurs. In some cases, the constraints may change, and may depend
on the current operating conditions.
It is contemplated that the MPC 80 may be implemented in the form
of online optimization and/or by using equivalent lookup tables
computed with a hybrid multi-parametric algorithm. Hybrid
multi-parametric algorithms may allow constraints on emission
parameters as well as multiple system operating modes to be encoded
into a lookup table which can be implemented in an Engine Control
Unit (ECU) of a vehicle. The emission constraints can be
time-varying signals which enter the lookup table as additional
parameters. Hybrid multi-parametric algorithm are further described
by F. Borrelli in "Constrained Optimal Control of Linear and Hybrid
Systems", volume 290 of Lecture Notes in Control and Information
Sciences, Springer, 2003, which is incorporated herein by
reference.
Alternatively, or in addition, the MPC 80 may include one or more
Proportional-Integral-Derivative (PID) control loops, one or more
predictive constrained control loops--such as a Smith predictor
control loop, one or more multi-parametric control loops, one or
more multivariable control loops, one or more dynamic matrix
control loops, one or more statistical processes control loop, a
knowledge based expert system, a neural network, fuzzy logic or any
other suitable control mechanism, as desired. Also, it is
contemplated that the MPC may provide commands and/or set points
for lower-level controllers that are used to control the actuators
of the engine. In some cases, the lower level controllers may be,
for example, single-input-single-output (SISO) controllers such as
PID controllers.
FIG. 4 is a schematic view of another illustrative diesel engine
system in accordance with the present invention. This illustrative
diesel engine system is generally shown at 100, and includes a
diesel engine 102 that includes a variable nozzle turbine (VNT)
turbocharger with electric motor assist and an Exhaust Gas
Recirculation (EGR) Valve that is inserted between the engines'
exhaust manifold and the intake manifold. A number of sensor
outputs are provided for monitoring various parameters of the
engine during operation. The illustrative sensor outputs include,
for example, an engine speed parameter, an intake manifold air
pressure (MAP) parameter, an intake manifold air flow (MAF)
parameter, a turbo speed parameter, an NOX parameter and a PM
parameter, as shown. These are only illustrative, and it is
contemplated that more or less sensor outputs may be provided,
depending on the application.
A fuel injector controller 106 is provided for controlling the fuel
that is injected into the engine. The illustrative fuel injector
controller 106 may include an air-fuel-ratio (AFR) estimator that
receives the intake manifold air flow (MAF) parameter and a fuel
rate parameter to estimate the air-fuel-ratio (AFR) going into the
engine. In some cases, the air-fuel-ratio (AFR) estimator may keep
the estimated AFR above a minimum AFR LOW LIMIT value, which if may
help reduce smoke or other undesirable emissions that may occur at
low AFR values.
The fuel injector controller 106 may control the fuel rate
delivered by the fuel injectors to the engine. In some cases, a
pedal position signal and an engine speed signal are used to
calculate the desired amount of fuel for the engine. In some cases,
stepping on the pedal increases the fuel flow in a manner dictated
by one or more static and/or dynamic control maps.
In the illustrative embodiment, an air side controller 108 may also
be provided. The air side controller 108 may receive a number of
engine parameters to help provide air-side control to the engine
102. The term "air-side control" may include both intake air and
exhaust or emission control. For example, and in the illustrative
embodiment, the air-side controller 108 may receive input signals
such as the MAP sensor output, the MAF sensor output, the MAT
sensor output, the turbo speed signal, the NOX sensor output and
the PM sensor output. These input parameters are only illustrative,
and it is contemplated that more or less input signals may be
received, depending on the application. Note that in this
illustrative embodiment, the air side controller 108 does not
receive a measure of the fueling profile 116 provided by the fuel
injector controller 106. In other embodiments, however, such as
those shown and described below with respect to FIGS. 11-14, the
air side controller may receive a measure of the fueling profile as
an input.
In any event, based on the value of the received input parameters,
and in some cases on one or more past received input parameters,
the illustrative air-side controller 108 may provide a number of
control outputs to help provide air-side control to the engine 102.
For example, the air-side controller 108 may provide a VNT SET
signal, an EGR SET signal, a VGC SET signal, an ETURBO SET signal,
a COMP COOLER SET signal, an EGR COOLER SET signal, etc. In some
cases, the air side controller 108 may be similar to the air side
controller 80 of FIG. 2.
FIG. 5 is a schematic view of a prior art speed controller 126
which is conventionally used for controlling the fuel rate
delivered by the fuel injectors to an engine. The speed controller
126 receives a pedal position signal 127 and a measured engine
speed signal 129, both of which are functions of time. A pedal
position signal 127 may be provided to a static map 128, which is a
table that relates the pedal position to an engine speed set point
130. The engine speed set point 130 is compared to the measured
engine speed signal 129, and an offset signal 134 is provided to a
speed control block 136. Using the offset signal, the speed control
block 136 then provides a fueling rate signal 138 to one or more of
the fuel injectors of the engine. The speed controller 136 may
contain a fuel rate limiter designed to maintain the AFR>AFR LOW
LIMIT.
FIG. 6 is a schematic view of a speed controller in accordance with
one illustrative embodiment of the present invention. One
difference between the speed controller 150 of FIG. 6 and the speed
controller 126 of FIG. 5 is that the speed controller 150 may
receive both a pedal position signal 152 and a pedal change rate
signal 154. By knowing the pedal change rate in addition to the
current pedal position, the speed controller 150 may anticipate
future fuel and/or air needs of the engine, and may adjust the fuel
profile and/or air profile to meet those anticipated needs.
For example, the speed controller 150 may provide a larger fueling
rate for a given pedal position when the pedal change rate is
positive and higher than when the pedal change rate is positive and
smaller. Likewise, the speed controller 150 may provide a smaller
fueling rate for a given pedal position when the pedal change rate
is negative and higher than when the pedal change rate is negative
and smaller. Similarly, the speed controller 150 may provide a
larger turbo boost (MAP) for a given pedal position when the pedal
change rate is positive and higher than when the pedal change rate
is positive and smaller. Likewise, the speed controller 150 may
provide a smaller turbo boost (MAP) for a given pedal position when
the pedal change rate is negative and higher than when the pedal
change rate is negative and smaller. EGR and other engine
parameters may be controlled in a similar manner.
In some cases, the speed controller 150 may receive a brake
position signal 156. Brake pedal sensing may be used to anticipate
future fuel side needs of the engine. For example, when a driver
removes pressure from a brake pedal, it may be reasonable to assume
that pressure will soon be applied to the fuel pedal. The speed
controller 150 may use the brake position signal 156 to help
anticipate future fuel needs.
FIG. 7 is a schematic view of another illustrative speed controller
in accordance with the present invention. In this illustrative
embodiment, a pedal position signal 160 is provided to a first
dynamic map 162. The first dynamic map 162 may translate the pedal
position and a pedal change rate (and in some cases, further
derivatives of the pedal position), and provide a corresponding
engine speed set point 170. The first dynamic map 162 may help
anticipate an acceleration of the engine and increase the current
engine speed set point 170, when the pedal change rate is positive.
Likewise, the first dynamic map 162 may anticipate a deceleration
and decrease the current engine speed set point 170, when the pedal
change rate is negative.
In the illustrative embodiment, the engine speed set point 170 is
compared to a measured engine speed signal 172 via comparator 174,
and an offset signal 175 is provided to a speed control block 176.
Using the offset signal 175, the speed control block 176 provides a
fueling rate signal 178 to one or more of the fuel injectors of the
engine. In some embodiments, the speed controller 176 may also
receive an AFR LOW LIMIT signal 180. As described above, the AFR
LOW LIMIT signal 180 may be set to a value that if the estimated
AFR of the engine falls below the AFR LOW LIMIT signal 180 value,
smoke or other undesirable emissions may be expected to appear in
the engine exhaust. To reduce emissions, and if the AFR falls below
the AFR LOW LIMIT signal 180, the speed controller 176 may reduce
the fuel rate 178 to at least temporarily increase the AFR provided
to the engine.
FIG. 8 is a chart showing an engine speed set point response of a
speed controller that has a dynamic map versus a static map. An
input pedal position signal is shown at 214, which includes a step
214a that rises from a lower position to a higher position. When a
static map 128 is used and as shown and described with reference to
FIG. 5, the corresponding engine speed set point 130 produced by
the static map 128 (see FIG. 5) may have a step 130a that
corresponds to the step in the input pedal position signal 214, as
shown in FIG. 8. However, the corresponding step 130a in the engine
speed signal 130 is merely reactive, and does not include any
information or anticipate future needs of the engine.
In contrast, when a dynamic map 162 is used as shown and described
with reference to FIG. 6, the corresponding engine speed set point
170 may have a corresponding step 170a that has a higher initial
amplitude than the step 130 produced by the static map, followed by
a decay region 170b in the engine speed set point 170, eventually
leveling out at a level that is similar to that produced by the
static map 128 (see FIG. 8). When a dynamic map 162 is used, the
engine speed set point 170 may include information and/or
anticipate future needs of the engine, and produce an engine speed
set point 170 that attempts to satisfy those future needs.
In some embodiments, it is contemplated that the dynamic map 162
may translate the pedal position and a pedal change rate (and in
some cases, further derivatives of the pedal position), and provide
a corresponding engine speed set point 170. By doing so, the
dynamic map 162 may help anticipate an acceleration of the engine
and/or a deceleration of the engine, and produce an engine speed
set point 170 that attempts to satisfy the anticipated future needs
of the engine. This may, for example, help increase the performance
and/or reduce the emissions of the engine.
In some embodiments, a combination of dynamic maps and look up
tables may be used. For example, and in one illustrative
embodiment, a first dynamic map, followed by a look up table,
followed by a second dynamic map may be used. The first dynamic map
may function as, for example, a pre-filter for the signal(s)
entering the look up table, and the second dynamic map may function
as a post filter for the signal(s) leaving the look up table. In
some cases, the first dynamic filter may be a Kalman filter, an
extended Kalman filter or any state observer filter, and the second
dynamic filter may be the identity filter.
The look up table may be computed using any suitable method, but in
some cases, using optimal or sub-optimal multi-parametric hybrid
algorithms discussed above. Consistent with the multi-parametric
hybrid algorithms, the lookup table may encode constraints on
emission parameters in multiple engine operating modes, and may
generate one or more engine control signals that are adapted to
keep the engine emission or other parameters within the assigned
constraints for the designated engine operating modes. In some
embodiments, the look up table may accept emission control
constraints as input parameters. The emission control constraints
can be static or time-varying, and can be computed offline for a
given set of engine operating modes, or in real or near real time,
depending on the application.
FIG. 9 is a schematic view of another illustrative engine
controller in accordance with the present invention. The
illustrative engine controller of FIG. 9 is the same as the
illustrative embodiment shown in FIG. 7, but provides the pedal
position to an air-side controller 204 of the engine.
In the illustrative embodiment, the pedal position signal 160 is
provides to a second dynamic (or static) map 202, which relates
information about the pedal position (e.g. pedal position, pedal
change rate, etc.) to one or more air side control parameters.
Using the output of the second dynamic map 202, the air side
controller 204 may provide one or more control signals to help
control the air side of the engine.
The air side control signals may include, for example, a VNT SET
signal 206, an EGR SET signal 208, a VGC SET signal 218, an ETURBO
SET signal 210, a COMP COOLER SET signal 220, EGR COOLER SET signal
222, and/or any other suitable signal, as desired. Like above, the
air side controller 204 may receive a number of other input signals
212 such as a MAP signal, a MAF signal, a MAT signal, a turbo speed
signal, a NOX signal, a PM signal, and/or any other suitable
signal, as desired. By knowing, for example, the pedal position
and/or pedal change rate (and in some cases, further derivatives of
the pedal position), some or all of the air side control signals
may be adjusted to anticipate needed changes to improve engine
response time, performance and/or emissions.
For example, if the pedal change rate is relatively high, the air
side controller 204 may anticipate that extra turbo boost will be
necessary and may change the VNT SET signal 206 and/or VGC SET
signal 218 to immediately begin providing the anticipated turbo
boost with little or no delay. The EGR SET signal 208, ETURBO SET
signal 210, COMP COOLER SET signal 220, EGR COOLER SET signal 222,
and/or any other control signal provided by the air side controller
204 may likewise be adjusted to cancel or otherwise compensate for
disrupting effects caused by changes in pedal position and/or pedal
change rate. This may help improve the responsiveness, performance
and/or emissions of the engine.
In some cases, the number of other input signals 212 may include a
brake position signal. Brake pedal sensing may be used to
anticipate future air side needs of the engine. For example, when a
driver removes pressure from a brake pedal, it may be reasonable to
assume that pressure will soon be applied to the fuel pedal. The
air side controller 204 may use the brake position signal to help
anticipate future air side needs.
FIG. 10 is a schematic view of another illustrative engine
controller in accordance with the present invention. In this
illustrative embodiment, the pedal position 240 is provided to a
fuel side position and rate map 242 and an air side position and
rate map 250. The rate maps 242 and 250 may be dynamic maps, static
maps, or combinations thereof.
In the illustrative embodiment, the fuel side rate map 242 may
translate the pedal position and/or pedal change rate (and in some
cases, further derivatives of the pedal position) into one or more
fuel side set points 243. A fuel side controller 244 receives the
fuel side set points 243, along with a number of fuel side sensor
outputs 246 such as engine speed, MAF, MAP, MAT, etc., and provides
a fueling profile 248 to the fuel injectors of the engine.
The air side rate map 250 may translate the pedal position and/or
pedal change rate (and in some cases, further derivatives of the
pedal position) into one or more air side parameters. Another air
side set point map 252 may receive a number of other engine
parameters 254 such as, a brake parameter, a temperature parameter,
an outside air pressure parameter, a humidity parameter and/or any
other suitable parameters, and may provide one or more air side set
points. The air side set point map 252 may be a dynamic or static
map, as desired.
An air side controller 256 receives the one or more air side
parameters from the air side rate map 250, and in some cases, the
one or more air side set points from the air side set point map
252, along with one or more air side sensor output signals such as
MAP, MAF, MAT, NOX, PM, turbo speed, VNT POS, EGR POS, etc., and
provide one or more air side control signals, such as VNT SET, EGR
SET, VGC SET, ETURBO SET, COMP COOLER SET, EGR COOLER SET, and/or
any other suitable control signal, as desired.
FIG. 11 is a schematic view of another illustrative diesel engine
system in accordance with the present invention. This illustrative
diesel engine system is generally shown at 300, and includes a
diesel engine 302 that includes a variable nozzle turbine (VNT)
turbocharger with electric motor assist and an Exhaust Gas
Recirculation (EGR) Valve that is inserted between the engines'
exhaust manifold and the engine's intake manifold. The illustrative
diesel engine 302 also includes a variable geometry compressor
(VGC), where in some cases, a VGC SET signal is used to set the
vane position at the outlet of the compressor to provide a
controlled amount of compressed air to the intake manifold 22.
A number of sensor outputs are provided for monitoring various
parameters of the engine during operation. The illustrative sensor
outputs include an engine speed parameter, an intake manifold air
pressure (MAP) parameter, an intake manifold air flow (MAF)
parameter, a turbo speed parameter, an NOX parameter and a PM
parameter, as shown. More or less sensor outputs may be provided,
if desired.
A fuel injector controller 306 is provided for controlling the fuel
that is injected into the engine. The illustrative fuel injector
controller 306 may be similar to the fuel injector controller 106
described above with reference of FIG. 4. The illustrative fuel
injector controller 306 may include an air-fuel-ratio (AFR)
estimator that receives the intake manifold air flow (MAF)
parameter and a fuel rate parameter to estimate the air-fuel-ratio
(AFR) going into the engine. In some cases, the air-fuel-ratio
(AFR) estimator may keep the estimated AFR above a minimum AFR LOW
LIMIT value, which if may help reduce smoke or other undesirable
emissions that may occur at low AFR values.
The fuel injector controller 306 may control the fuel rate
delivered by the fuel injectors to the engine. In the illustrative
embodiment, a pedal position signal, a pedal rate signal, and an
engine speed signal are used to calculate the desired amount of
fuel for the engine. In some cases, stepping on the pedal increases
the fuel flow in a manner dictated by one or more static and/or
dynamic control maps, as further described above.
In the illustrative embodiment, an air side controller 320 is also
provided. The air side controller 320 receives a number of engine
parameters to help provide air-side control to the engine 302. For
example, and in the illustrative embodiment, the air-side
controller 320 may receive input signals such as a MAP sensor
output, a MAF sensor output, a turbo speed signal, a NOX sensor
output and/or a PM sensor output, as shown. These input parameters
are only illustrative, and it is contemplated that more or less
input signals may be received, depending on the application.
In the illustrative embodiment, the air side controller 320 also
receives one or more fuel profile signals 314, which provide
information related to the fuel profile that is currently provided
to the engine 302. Based on the value of the received input
parameters, including the fuel profile signal(s) 314, the
illustrative air-side controller 320 provides a number of control
outputs to help provide air-side control to the engine 302. For
example, the air-side controller 320 may provide a VNT SET signal
324, an VGC SET signal 330, an EGR SET signal 326, an ETURBO SET
signal 328, a COMP COOLER SET signal 332 and/or an EGR COOLER SET
signal 334. Other control signals may also be provided by the air
side controller 320, if desired.
By knowing the impact of fueling rate and/or a change in fueling
rate on various engine parameters, such as MAP, MAF, MAT, turbo
speed, NOX emissions, PM emissions, etc., the air side controller
320 may adjust one or more control signals such as VNT SET signal
324, VGC SET signal 330, EGR SET signal 326, the ETURBO SET signal
328, the COMP COOLER SET signal 332 and/or the EGR COOLER SET
signal 334, to cancel or mitigate disrupting effects on, for
example, MAP, MAF, turbo speed, NOX emissions, PM emissions, etc.
This may help improve the responsiveness, performance and/or
emissions of the engine.
FIG. 12 is a schematic view of another illustrative air-side
controller in accordance with the present invention. The
illustrative air-side controller 340 receives a fuel profile signal
342 along with one or more other parameters 344. The fuel profile
signal 342 may include any number of fuel characteristics such as
fuel delivery rate, change in fuel delivery rate, fuel timing, fuel
pre-injection event(s), fuel post-injection event(s), fuel pulses,
and/or any other fuel delivery characteristic, as desired. The one
or more other parameters 344 may include, for example, a MAP
parameter, a MAF parameter, a turbo speed parameter, a NOX
parameter, a PM parameter, an engine speed parameter, a VNT
position parameter, an EGR position parameter, a brake position
parameter, an outside temperature parameter, an outside air
pressure parameter, a humidity parameter and/or any other
parameter, as desired.
The illustrative air-side controller 340 then provides one or more
air side control signals to an engine. For example, the air-side
controller 340 may provide a VNT SET signal 346, a VGC SET signal
352, an EGR SET signal 348, an ETURBO SET signal 350, a COMP COOLER
SET signal 354, an EGR COOLER SET signal 356 and/or any other
air-side control signal, as desired.
It is contemplated that the air-side controller 340 may be
implemented in the form of online optimization and/or by using
equivalent lookup tables computed with a hybrid multi-parametric
algorithm. Hybrid multi-parametric algorithms may allow constraints
on emission parameters as well as multiple system operating modes
to be encoded into a lookup table which can be implemented in an
Engine Control Unit (ECU) of a vehicle. The emission constraints
can be time-varying signals which enter the lookup table as
additional parameters. Hybrid multi-parametric algorithm are
further described by F. Borrelli in "Constrained Optimal Control of
Linear and Hybrid Systems", volume 290 of Lecture Notes in Control
and Information Sciences, Springer, 2003, which is incorporated
herein by reference.
Alternatively, or in addition, the air-side controller 340 may
include one or more Proportional-Integral-Derivative (PID) control
loops, one or more predictive constrained control loops--such as a
Smith predictor control loop, one or more multiparametric control
loops, one or more multivariable control loops, one or more dynamic
matrix control loops, one or more statistical processes control
loop, a knowledge based expert system, a neural network, fuzzy
logic or any other suitable control mechanism, as desired. Also, it
is contemplated that the air side controller 340 may provide
commands and/or set points for lower-level controllers that are
used to control the actuators of the engine. In some cases, the
lower level controllers may be, for example,
single-input-single-output (SISO) controllers such as PID
controllers.
FIG. 13 is a schematic view of another illustrative air-side
controller in accordance with the present invention. The
illustrative air-side controller 360 receives a fuel profile signal
362. The fuel profile signal 362 may include any number of fuel
characteristics such as fuel delivery rate, change in fuel delivery
rate, fuel timing, fuel pre-injection event(s), fuel post-injection
event(s), fuel pulses, and/or any other fuel delivery
characteristic, as desired. The illustrative air-side controller
360 may also receive other engine parameters including, for
example, a MAP parameter 364, a MAF parameter 366, a turbo speed
parameter 368, a NOX parameter 370, a PM parameter 372 and/or any
other parameter, as desired.
The illustrative air-side controller 360 then provides one or more
air side control signals to an engine. For example, the air-side
controller 360 may provide a VNT SET signal 374, a VGC SET signal
380, an EGR SET signal 376, an ETURBO SET signal 378, a COMP COOLER
SET signal 382 and/or an EGR COOLER SET signal 384 and/or any other
air-side control signal, as desired.
It is contemplated that the air-side controller 360 may be
implemented in the form of online optimization and/or by using
equivalent lookup tables computed with a hybrid multi-parametric
algorithm. Hybrid multi-parametric algorithms may allow constraints
on emission parameters as well as multiple system operating modes
to be encoded into a lookup table which can be implemented in an
Engine Control Unit (ECU) of a vehicle. The emission constraints
can be time-varying signals which enter the lookup table as
additional parameters. Hybrid multi-parametric algorithm are
further described by F. Borrelli in "Constrained Optimal Control of
Linear and Hybrid Systems", volume 290 of Lecture Notes in Control
and Information Sciences, Springer, 2003, which is incorporated
herein by reference.
Alternatively, or in addition, the air-side controller 360 may
include one or more Proportional-Integral-Derivative (PID) control
loops, one or more predictive constrained control loops--such as a
Smith predictor control loop, one or more multiparametric control
loops, one or more multivariable control loops, one or more dynamic
matrix control loops, one or more statistical processes control
loop, a knowledge based expert system, a neural network, fuzzy
logic or any other suitable control mechanism, as desired. Also, it
is contemplated that the air side controller 360 may provide
commands and/or set points for lower-level controllers that are
used to control the actuators of the engine. In some cases, the
lower level controllers may be, for example,
single-input-single-output (SISO) controllers such as PID
controllers.
FIG. 14 is a schematic view of another illustrative air-side
controller in accordance with the present invention. The
illustrative air-side controller is generally shown at 384. A pedal
position signal 402 is provided to a Fuel Side Controller 406. The
Fuel Side Controller 406 receives a number of input parameters such
as an engine speed parameter, a MAF parameter, etc. via interface
408. Uses the pedal position signal 402 and the number of input
parameters 408, the Fuel Side Controller 406 provides one or more
fuel control signals 410 to one or more fuel side actuators, such
as fuel injectors.
In the illustrative embodiment, one or more of the fuel control
signals 410 are also provided to an Air Side Controller 414 as an
input measured disturbance. The illustrative Air Side Controller
414 also receives a number of input signals from air side sensors
via interface 420. The air side sensors may include, for example, a
MAP sensor, a MAF sensor, a MAT sensor, a NOX sensor, a PM sensor,
a turbo speed sensor, an engine speed sensor, and/or any other type
of sensor, as desired. The illustrative Air Side Controller 414 may
also receive a number of other air-side set points 417 from a Set
Point Map 416. The Set Point Map 416 may translate one or more
other engine parameters 418 into the one or more air side set
points 417. The one or more other engine parameters may include,
for example, a brake parameter, a temperature parameter, an outside
air pressure parameter, a humidity parameter and/or any other
desired engine parameter. The Set Point Map 416 may be a dynamic or
static map, as desired.
Using the various input signals discussed above, the illustrative
Air Side Controller 414 may provide one or more air side control
signals 422. For example, the Air Side Controller 414 may provide a
VNT SET signal, a VGC SET signal, an EGR SET signal, an ETURBO SET
signal, a COMP COOLER SET signal, an EGR COOLER SET signal and/or
any other air-side control signal, as desired. The illustrative
embodiment may be capable of, for example, anticipating an
acceleration and/or deceleration (e.g. via increased fuel rate
410), and then increase/decease the air delivery rate to the engine
with little or no delay to help improve the responsiveness,
performance and/or emissions of the engine.
Having thus described the preferred embodiments of the present
invention, those of skill in the art will readily appreciated that
the teachings found herein may be applied to yet other embodiments
within the scope of the claims hereto attached.
* * * * *
References