• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    compression ignition engine and method of distributing smoke and nox in exhaust gases an engine control system (32) distributes smoke and nox in engine exhaust gases by a strategy (38) that corrects a target percentage of air fresh air and a target percentage of exhaust gases to recalculate a set point for mass flow of fresh air. the target percentage for the fresh air flow is calculated as a function of the engine speed (n) and an engine output torque request (tqi_driv).
    公开号:BR112012026928B1
    申请号:R112012026928
    申请日:2010-04-22
    公开日:2020-06-09
    发明作者:Joseph Seiberlich Mattthew；James Mcnulty Michael
    申请人:Int Eng Ip Co Llc；
    IPC主号:
    专利说明:

    Descriptive Report of the Invention Patent for IGNITION ENGINES BY COMPRESSION AND METHOD OF BREAKING UP SMOKE AND NOX IN EXHAUST GASES.
    Technical Field
    [001] This disclosure refers to internal combustion engines that drive motor vehicles, especially compression ignition (ie diesel engines) and, in particular, refers to an emission control strategy to distribute relatively much the smoke output of the motor and the NOx output of the motor during motor transients.
    Fundamentals of Disclosure
    [002] The primary control of the torque output of a motor vehicle engine is performed by an accelerator input for an engine control system. The throttle input can come from an accelerator position sensor (APS) operated by an accelerator pedal. The control system processes the throttle input as a request for engine output torque, which is a function of the accelerator pedal position. The more the pedal is pressed, the greater the torque demand.
    [003] The torque request is processed by the engine control system as an element of the overall engine control strategy, which includes controlling engine operation in a way that allows the engine to comply with relevant exhaust pipe emission standards . In other words, while the control strategy seeks to operate the engine according to the torque request, the operation is controlled in coordination with an exhaust control strategy for emissions.
    [004] Smoke and NOx are constituents of the engine's exhaust gases. Exhaust gases leaving the engine are exhaust gases that come from the engine cylinders and inside an exhaust manifold
    Petition 870190134787, of 12/16/2019, p. 6/32
    2/13 before entering an engine exhaust system. Exhaust gases that come out of the exhaust pipe are exhaust gases that enter the surrounding atmosphere after they have passed through the exhaust system. For any of several reasons, the amounts of constituents in the exhaust gases exiting the exhaust pipe may not be the same as in the exhaust gases exiting the engine. For example, an exhaust system may include post-treatment, and the exhaust gases leaving the engine may include some unburned fuel that is burned in the exhaust gas system for exhaust aftertreatment. NOx is typically controlled by controlling the exhaust gas recirculation. Smoke, which mainly comprises particles of matter, is normally controlled by controlling the air / fuel ratio.
    [005] The dynamic nature of the engine operation of the motor vehicle, that is, accelerations and decelerations, gives rise to transients that impact an engine control strategy and can alter the proportions of the constituents of the exhaust gases leaving the engine ways that affect compliance with exhaust gas pipe emission regulations.
    Disclosure Summary
    [006] This disclosure refers to a strategy that is effective during an engine transient to recalculate a set point for the mass flow of fresh air and to change the engine's fuel supply as appropriate to distribute relatively smoke or NOx in the exhaust gases leaving the engine, without creating an excess of both. The strategy can be calibrated, where appropriate, to apportion relatively large amounts of smoke and NOX within maximum limits for each without creating an excess of both. For example, NOx can be somewhat reduced at the expense of
    Petition 870190134787, of 12/16/2019, p. 7/32
    3/13 a little more smoke, and vice versa.
    [007] A general aspect of the present disclosure relates to a compression ignition engine comprising engine cylinders within which combustion of the fuel occurs to operate the engine, an intake system for introducing fresh air into the cylinders engine, a fuel supply system for introducing fuel into the combustion engine cylinders with fresh air, an exhaust manifold within which the engine cylinders deliver the exhaust gases created by combustion of the fuel in the cylinders engine, an exhaust system to transport the exhaust gases from the exhaust manifold to the atmosphere, an EGR system to deflect some of the exhaust gases from the exhaust manifold to mix with the fresh air from the intake system and form a mixture of air / exhaust gases entering the engine cylinders, through the intake manifold, and a control system for processing data to control certain aspects of engine operation.
    [008] The control system comprises a strategy: to calculate the difference between the actual mass flow of the air / exhaust gas mixture entering the engine cylinders and a set point for the calculated fresh air mass flow by the control system and then divide the difference by the actual mass flow of the mixture of air / exhaust gases entering the engine cylinders to obtain a target percentage for the exhaust gas in the mixture of air / exhaust gases, while imposing both a maximum and a minimum limit on the target percentage for the exhaust gases in the air / exhaust gas mixture, to divide the multiplication product of an engine output torque request and a minimum air / fuel ratio that is a function of engine speed and engine output torque request by the actual mass flow of the mixture
    Petition 870190134787, of 12/16/2019, p. 8/32
    4/13 of air / exhaust gases entering the engine cylinders to obtain a target percentage for fresh air in the air / exhaust mixture, to correct the target percentage for fresh air and the target percentage for gases exhaust to distribute smoke and NOX in the exhaust gases entering the exhaust system from the exhaust manifold as a function of the target percentage of fresh air and the target percentage of exhaust gases; and to use the corrected target percentage of fresh air to recalculate the set point for the mass flow of fresh air.
    [009] Another general aspect of the present disclosure relates to a method for distributing smoke and NOX in the exhaust gases exiting the engine of a compression ignition engine.
    [0010] The method comprises: calculating the difference between the actual mass flow of a mixture of air / exhaust gases entering the engine cylinders and a calculated set point for the mass flow of fresh air inside the cylinders and, then divide the difference by the actual mass flow of the air / flue gas mixture entering the cylinders to obtain a target percentage for the flue gas in the air / flue gas mixture, imposing both a ceiling and a ceiling. minimum in the target percentage for the exhaust gas in the air / exhaust gas mixture; divide the multiplication product of an engine output torque request and a minimum air / fuel ratio that is a function of engine speed and engine output torque request by the actual mass flow of the air / gas mixture exhaust entering the cylinders to obtain a target percentage for fresh air in the air / exhaust gas mixture; correct the target percentage for fresh air and the target percentage for exhaust gas to distribute relatively smoke and NOx in the exhaust gases exiting the engine as a function of the target percentage for fresh air and the target percentage for exhaust gas
    Petition 870190134787, of 12/16/2019, p. 9/32
    5/13 exhaustion; and use the target percentage corrected for fresh air to recalculate the set point for the mass flow of fresh air.
    [0011] The previous summary, accompanied by additional details of the disclosure, will be presented in the detailed description below, with reference to the following drawings that are part of this disclosure.
    Brief Description of Drawings
    [0012] Figure 1 is a schematic diagram of parts of a diesel engine relevant to the present disclosure.
    [0013] Figures 2A and 2B collectively form a schematic diagram of a software strategy that is present in a control system shown in the diagram in Figure 1.
    Detailed Description
    [0014] Figure 1 shows a turbo diesel engine 10, comprising engine cylinders 12 within which combustion of fuel causes the pistons to reciprocate (not shown). Each piston is connected to a respective crankshaft eccentric arm (not shown) by a corresponding connecting rod (not shown). Engine 10 further comprises: an intake system 14 through which fresh air passes to an engine intake manifold 16, an exhaust manifold from engine 18 to collect exhaust gases from combustion of fuel in engine cylinders 12 to the subsequent passage through an exhaust system of the engine 20 to an exhaust pipe 22 from which gases escape into the surrounding atmosphere, and a fuel supply system 24 comprising injectors for the introduction of fuel into the engine cylinders 12 to combustion with fresh air.
    [0015] The intake system for engine 14 comprises other elements, including a turbocharger, an intake pressure regulator, a charge air cooler, and an inlet filter.
    Petition 870190134787, of 12/16/2019, p. 10/32
    6/13 air that are not specifically indicated in Figure 1. The exhaust system of the engine 20 comprises other elements, including a turbocharger turbine to operate the compressor intake system and one or more after-treatment devices, which also do not are specifically shown in Figure 1.
    [0016] Engine 10 further comprises an EGR system (exhaust gas recirculation) 26 shown as an example comprising an EGR cooler 28 and an EGR 30 valve. When EGR 30 valve is open, a portion of the exhaust gas from the exhaust manifold 18 is bypassed from the exhaust system 20 to mix with the fresh air from the intake system 14 and form an air / exhaust gas mixture that enters the engine cylinders 12 through the intake manifold 16.
    [0017] A processor-based engine control system comprises an ECU (engine control unit) 32 that processes data from various sources to develop data for various parameters that serve to control various aspects of engine operation, such as the valve EGR 30 and fuel supply system 24. The data processed by ECU 32 can originate from external sources, such as several sensors and / or be generated internally.
    [0018] An entry for ECU 32 is an accelerator position sensor (APS) 34 operated by an accelerator pedal 36 to request engine output torque. Another input is engine speed N. One parameter for which ECU 32 develops data is a set point for the mass flow of fresh air, designated by a parameter MAF_SP_MMV. The value for MAF_SP_MMV can be calculated in any appropriate appropriate way, such as averaging several recent calculations to create a moving average value (mmv) for the parameter.
    Petition 870190134787, of 12/16/2019, p. 11/32
    7/13
    [0019] When motor 10 is essentially operating in a steady-state condition, which means that both motor rotation and motor load are both essentially constant, the MAF_SP_MMV setpoint is essentially constant. The engine's fuel supply is also substantially constant. A change in any one of several different inputs for engine 10 can initiate a transient which, when completed, results in a new and different data value for MAF_SP_MMV, and a corresponding change in fuel supply.
    [0020] During a transient, data processing will continually update the MAF_SP_MMV, but depending on the severity of the transient, the inability of the engine components to respond quickly enough as the transient proceeds can create a degree of disparity between a value of data calculated for the MAF_SP_MMV and a data value that would provide a more appropriate value taking into account the nature of the event.
    [0021] Motor transients have implications for various aspects of engine performance. For example, they may have the potential to cause poor acceleration, spikes in certain exhaust emission constituents, engine misfire, and / or unwanted noise.
    [0022] An example of an input that can start an engine transient is the position of the accelerator pedal. When a driver presses the accelerator pedal 36 to request acceleration via APS 34 operation, ECU 32 responds by increasing supercharging, thereby increasing the mass flow of fresh air. When the driver releases the accelerator pedal 36, the ECU 32 responds by reducing the supercharging thereby reducing the mass flow of fresh air. Since motor 10 cannot respond instantly to the input change, it responds transiently.
    Petition 870190134787, of 12/16/2019, p. 12/32
    8/13
    [0023] Another example of an input that can start a transient is a change in the motor load. A change in the engine load can be caused on board the vehicle, for example, when the load imposed on the engine changes by an accessory driven by the engine, or externally to the vehicle. For example, if a vehicle that is running on a horizontal road surface at a constant speed with its engine running in essentially steady state conditions, encounters a sudden headwind or a hill, the engine load increases, starting a transient.
    [0024] Figures 2A and 2B describe a strategy 38, which is effective during an engine transient to recalculate the MAF_SP_MMV setpoint and change the engine's fuel supply as appropriate to the setpoint, without creating so much excess smoke and NOx in the exhaust gases exiting the engine.
    [0025] A TQI_MAX parameter represents a torque to which the motor torque must be limited. A TQI_DRIV parameter represents a torque request from the driver from APS 34 based on the driver's operation of pedal 36. While any given amount of engine fuel supply produces a corresponding engine torque, a RATIO_TQ_MF_GRD parameter represents a torque ratio for the engine's fuel supply that is responsible for an amount of fuel to produce the requested engine output torque while total amount of fuel introduced is greater by an amount that remains unburned in the exhaust gases from the engine outlet, but is subsequently burned in the exhaust system of engine 20 for exhaust after-treatment.
    [0026] Functions 40, 42 and 44 provide a torque request
    Petition 870190134787, of 12/16/2019, p. 13/32
    9/13 engine output (parameter TQI_DRIV) for respective query tables, or maps, 46, 48, and 50 to be maximally limited to TQI_MAX. Motor speed N is another entry for each lookup table 46, 48, 50.
    [0027] Query table 46 contains data values for an IP_EGR_PCT_MAX parameter, each related to a respective set of data values for the motor speed and the requested motor torque.
    [0028] Query table 48 contains data values for an IP_EGR_PCT_MIN parameter, each related to a respective set of data values for the motor speed and the requested motor torque.
    [0029] Query table 50 contains data values for an IP_AF_RATIO_MIN parameter, each related to a respective set of data values for the motor speed and the requested motor torque.
    [0030] Based on data values for motor speed and motor torque requested, ECU 32 selects from each query table 46, 48, 50 the value of the data correlated to
    IP_EGR_PCT_MAX, IP_EGR_PCT_MIN, and IP_AF_RATIO_MIN respectively. The respective function 52, 54 converts
    IP_EGR_PCT_MAX and IP_EGR_PCT_MIN in a respective EGR percentage (expressed as a positive fraction).
    [0031] The EGR percentage of function 52 is an entry for a selection function of minimum 56. The EGR percentage of function 54 is one of two entries for a selection function of maximum 58, whose output is the other entry for function 56. The minimum ratio of the air / fuel ratio selected from query table 50 is an entry for a multiplication function 60.
    [0032] The MAF_SP_MMV setpoint is an entry for a
    Petition 870190134787, of 12/16/2019, p. 14/32
    10/13 subtraction function 62. The other entry for function 62 is a data value that represents the mass flow of the air / exhaust gas mixture entering the engine cylinders 12, as calculated by a function for calculating speed / density 64 based on the parameters that are normally used to perform this calculation. As noted earlier, the mass flow in the cylinders 12 comprises two components: fresh air that has entered through the intake system 14 and exhaust gases that have passed through the EGR 26 system to be entrained with fresh air.
    [0033] The subtraction performed by function 62 assumes that the mass flow entering the cylinders 12 is positive and the set point MAF_SP_MMV is positive, and, consequently, provides an output, whose value represents the difference between the two, a value that it can be positive or negative. The output of function 62 is a numerator input for a function 66 while the output of function 64 is a denominator input for function 66. The output of function 66 is another of the two inputs for function 58.
    [0034] The output of a function 68 is another of the two inputs for function 60. The output of function 68 represents an amount of fuel that will produce the engine's output torque to satisfy a driver's torque request. Alternative sources 70 and 72 are shown for those data, and function 68 selects the smaller of the two. If a single source was invoked, it would be a direct input to function 60.
    [0035] The output of function 60 is a numerator input for function 74. The output of function 64 is a denominator input for function 74.
    [0036] The output of function 56 is one of two inputs for a sum function 76, and the output of function 74 is the other input. The output of function 56 is also one of two inputs for a function of
    Petition 870190134787, of 12/16/2019, p. 15/32
    11/13 multiplication 78. The output of function 76 is an input for a conversion function 80, and the output of function 80 is the other input for function 78.
    [0037] The output of function 78 is one of two inputs for a subtraction function 82, whose other input is a constant with a unit value, that is, one. The output of function 82 is one of two inputs for a multiplication function 84. The output of 64 is the other input for function 84.
    [0038] The output of function 66 represents a calculation of the percentage of current mass of exhaust gas recirculated in the mixture entering the engine cylinders 12. If that percentage is not less than a minimum percentage provided by functions 48, 54 and is not greater than a maximum percentage provided by functions 46, 54, it becomes the input for both functions 76 and 78. If the current calculated percentage of the recirculated exhaust gas is less than a minimum percentage provided by functions 48, 54 then that minimum percentage provided by functions 48, 54 becomes the entry for both functions 76 and 78. If the current percentage calculated is greater than the maximum percentage provided by functions 46, 52, then that maximum percentage provided by functions 46, 52 becomes the entry for both functions 76 and 78.
    [0039] Function 50 establishes a minimum air / fuel ratio that is a function of the engine's output torque requested by the driver (subject to being maximally limited to TQI_MAX) and engine rotation N. When processing this relationship with the engine torque engine output requested by the driver, function 60 provides a data value for the mass flow of fresh air. Function 74 divides that data value by the actual mass flow of the air / exhaust gas mixture entering cylinders 12, calculated by function 64 to obtain a corresponding percentage (expressed as
    Petition 870190134787, of 12/16/2019, p. 16/32
    12/13 mo a fraction). Function 76 adds up this percentage and the EGR percentage of function 56, to create an entry for function 80.
    [0040] Function 80 provides a data value which is then used to calculate a data value for a parameter MAF_SP_MMV_SLM that represents an update, of the recalculated value for MAF_SP_MMV.
    [0041] Regardless of whether the calculation performed by function 62 results in a positive, negative or zero value, the selection made by function 58 will not be negative, and, consequently, neither will the selection made by function 56.
    [0042] The value selected by function 56 represents an EGR percentage of target in the mixture entering the cylinders 12. The value calculated by function 74 represents a target percentage of fresh air mass in the mixture entering the cylinders 12 to satisfy a minimum target of the ratio of air / fuel. The sum performed by function 76 is within a range that includes 100% (expressed fractionally, such as 98/100 or 102/100, for example).
    [0043] Function 80 is defined by a look-up table containing the values for correlated correction factors, possible values for the sum of the target EGR value and the target value for air. The sum performed by function 76 is used to select a correction factor from the lookup table of function 80. Then, the selected correction factor is used by function 78 to calculate an EGR percentage of corrected target by multiplying the EGR percentage of target that is provided by function 56 by the selected value of the function by the lookup table. In this way, the EGR is corrected according to a selected calibration established by the values chosen to fill the query table to share relatively NOx and smoke. These filling values can be determined empirically, such as through tests during Petition 870190134787, of 12/16/2019, p. 17/32
    13/13 development of the engine dynamometer.
    [0044] Then, subtracting the corrected goal EGR from the unit, function 82 calculates a corrected percentage of mass flow of fresh air. The mass flow of fresh air is calculated by function 84, and function 86 converts that value to the updated value for MAF_SP_MMV_SLM.
    [0045] The calculation by function 84, which is converted to recalculate the set point for the mass flow of fresh air by function 86, is an entry for a query table 88. Motor speed N is another entry. The two entries select a maximum limit for the engine's fuel supply from query table 88, which is populated with maximum fuel supply limits, each related to a respective set of values for a setpoint for the fuel flow. fresh air mass and engine speed. This maximum fuel supply limit is imposed on the fuel supply system 24 by a function 90 that converts it to an MF_SLM parameter.
    [0046] Although strategy 38 calculates a target EGR percentage, that target EGR percentage is not necessarily used directly in any EGR control strategy, it is incorporated into the control system 32.
    权利要求:
    Claims (18)
    [1]
    1. Compression ignition engine, comprising:
    engine cylinders (12) within which combustion of the fuel occurs to operate the engine;
    an intake system for introducing fresh air into the engine cylinders (12);
    a supply system (24) for introducing fuel into the engine cylinders (12) for combustion with fresh air;
    an exhaust manifold (18) within which the engine cylinders (12) deliver the exhaust gases created by combustion of the fuel in the engine cylinders (12);
    an exhaust system (20) for transporting the exhaust gases from the exhaust manifold (18) to the atmosphere;
    an EGR system (26) to deflect part of the exhaust gas from the exhaust manifold (18) to mix with the fresh air from the intake system (14) and form a mixture of air / exhaust gases entering the exhaust cylinders engine (12) through the intake manifold (16); and a control system (32) for processing data to control certain aspects of the engine's operation; and the engine characterized by the fact that it still comprises a strategy (38):
    to calculate the difference between the actual mass flow of the air / exhaust gas mixture entering the engine cylinders (12) and a set point for the fresh air mass flow calculated by the control system (32) and, then, dividing the difference by the actual mass flow of the mixture of air / exhaust gases entering the engine cylinders (12) to obtain a target percentage for the exhaust gas in the mixture of air / exhaust gases, while imposing
    Petition 870190134787, of 12/16/2019, p. 19/32
    [2]
    2/9 if both an upper limit and a lower limit on the target percentage for exhaust gases in the air / exhaust gas mixture;
    to divide the multiplication product of an engine output torque request and a minimum air / fuel ratio that is a function of engine speed and the engine output torque request by the mass flow of the current air mixture / exhaust gases entering the engine cylinders (12) to obtain a target percentage for fresh air in the air / exhaust gas mixture;
    to correct the target percentage for fresh air and the target percentage for exhaust gases to distribute relatively smoke and NOx in the exhaust gases entering the exhaust system (20) of the exhaust manifold (18) as a function of the target percentage for fresh air and the target percentage for exhaust gases; and to use the target percentage corrected for fresh air to recalculate the set point for the mass flow of fresh air.
    2. Compression ignition engine according to claim 1, characterized by the fact that the control system strategy (38) to correct the target percentage for fresh air and the target percentage for exhaust gases to distribute relatively smoke and NOx in the exhaust gases entering the exhaust system (20) from the exhaust manifold (18) as a function of the target percentage for fresh air and the target percentage for exhaust gases comprises adding the percentage target for fresh air and target percentage for exhaust gases, select a correction factor from a lookup table containing the correction factors, each correlated with a respective sum of the target percentage for fresh air and a target percentage for the exhaust gases, and apply the selected correction factor to the target percentage for the exhaust gases to obtain a percentage
    Petition 870190134787, of 12/16/2019, p. 20/32
    [3]
    3/9 target gem corrected for exhaust gas.
    3. Compression ignition engine, according to claim 2, characterized by the fact that the control system strategy (38) to apply the selected correction factor to the target percentage for the exhaust gases to obtaining a target percentage corrected for the exhaust gases multiplies the target percentage for the exhaust gases using the correction factor selected to obtain the target percentage corrected for the exhaust gas, then subtract the target percentage corrected for the exhaust gases from the unit, to obtain a difference, and then multiply the target percentage for fresh air by the difference to obtain the corrected target percentage for fresh air.
    [4]
    4. Compression ignition engine, according to claim 1, characterized by the fact that the control system strategy (38) (32) for imposing both a maximum and a minimum limit on the target percentage for gas exhaust in the air / exhaust gas mixture comprises selecting from a maximum EGR lookup table that is filled with maximum EGR percentages, each related to a respective set of values for engine output torque and engine speed, maximum EGR percentage as a function of a request for engine output torque and engine speed, and use a maximum EGR percentage selected as the maximum limit of the target percentage for the exhaust gas in the air / exhaust gas mixture, and select of a minimum EGR lookup table that is filled with minimum EGR percentages, each related to a respective set of values for the motor output torque and the motor speed, a percentage Minimum EGR rating as a function of requesting motor output torque and motor speed, and using the selected minimum EGR percentage as the minimum limit
    Petition 870190134787, of 12/16/2019, p. 21/32
    4/9 of the target percentage for the exhaust gases, in the mixture of air / exhaust gases.
    [5]
    5. Compression ignition engine, according to claim 4, characterized by the fact that the engine output torque request is emitted by an accelerator pedal position sensor (34) (36) that detects the accelerator pedal operation (36).
    [6]
    6. Compression ignition engine, according to claim 1, characterized by the fact that the control system strategy (38) to divide the multiplication product of an engine output torque request and a ratio minimum air / fuel which is a function of engine speed and the request for engine output torque by the actual mass flow of the air / exhaust gas mixture that enters the engine cylinders (12) to obtain a target percentage for fresh air in the mixture of air / exhaust gases it comprises selecting the minimum air / fuel ratio from an air / fuel mixture query table that is filled with air / fuel ratios, each related to a respective set of values for engine output torque and engine speed, as a function of a request for engine output torque and engine speed.
    [7]
    7. Compression ignition engine, according to claim 6, characterized by the fact that the engine output torque request is emitted by a position sensor (34) of the accelerator pedal (36) that detects the position of operation of an accelerator pedal (36).
    [8]
    8. Compression ignition engine, according to claim 1, characterized by the fact that the control system strategy (38) also comprises calculating a maximum limit for the engine supply, as a function of the starting point adjustment
    Petition 870190134787, of 12/16/2019, p. 22/32
    5/9 recalculated for the mass flow of fresh air and imposing the maximum limit for filling the engine in the filling system (24).
    [9]
    9. Compression ignition engine according to claim 8, characterized by the fact that the control system strategy (38) to calculate a maximum limit for the engine supply as a function of the recalculated setpoint for fresh air mass flow it comprises selecting a maximum limit for supplying the engine from a maximum supply query table that is filled with supply limits, each related to a respective set of values for a flow set point of fresh air mass and engine speed, as a function of the recalculated setpoint for fresh air mass flow and engine speed.
    [10]
    10. Method of distributing smoke and NOx in exhaust gases from the engine of a compression ignition engine, characterized by the fact that it comprises:
    calculate the difference between the actual mass flow of a mixture of air / exhaust gases entering the engine cylinders (12) and a calculated setpoint for the mass flow of fresh air inside the cylinders, and then divide the difference by the actual mass flow of the air / exhaust gas mixture entering the cylinders to obtain a target percentage for the exhaust gas in the air / exhaust gas mixture, imposing both a maximum and a minimum limit on the target percentage for the exhaust gas in the air / exhaust gas mixture;
    dividing the multiplication product of an engine output torque request and a minimum air / fuel ratio that is a function of engine speed and engine output torque request by the actual mass flow of the air / gas mixture of exaus
    Petition 870190134787, of 12/16/2019, p. 23/32
    6/9 so that it enters the cylinders to obtain a target percentage for fresh air in the air / exhaust gas mixture;
    correct the target percentage for fresh air and the target percentage for exhaust gas to distribute relatively smoke and NOx in the exhaust gases exiting the engine as a function of the target percentage for fresh air and the target percentage for exhaust gas; and use the target percentage corrected for fresh air to recalculate the set point for the mass flow of fresh air.
    [11]
    11. Method, according to claim 10, characterized by the fact that correcting the target percentage for fresh air and the target percentage for exhaust gas to distribute relatively smoke and NOX in the exhaust gas entering the exhaust system ( 20) from the exhaust manifold (18) as a function of the target percentage for fresh air and the target percentage for exhaust gas, comprises:
    add the target percentage for fresh air and the target percentage for exhaust gases, select a correction factor from a lookup table containing the correction factors, each correlated with a respective sum of the target percentage for fresh air and a target percentage for flue gases, and apply the selected correction factor to the target percentage for flue gases to obtain a corrected target percentage for flue gas.
    [12]
    12. Method, according to claim 11, characterized by the fact that applying the selected correction factor to the target percentage for the exhaust gases to obtain a target percentage corrected for the exhaust gases is carried out by multiplying the target percentage for the exhaust gases. exhaust gases by the selected correction factor to obtain the target percentage corrected for
    Petition 870190134787, of 12/16/2019, p. 24/32
    7/9 the exhaust gas, then subtract the target percentage corrected for the unit exhaust gases to obtain a difference, and then multiply the target percentage for fresh air by the difference to obtain the corrected target percentage for fresh air .
    [13]
    13. Method according to claim 10, characterized by the fact that imposing both a maximum and a minimum limit on the target percentage for the exhaust gas in the mixture of air / exhaust gases comprises:
    select from a maximum EGR lookup table that is filled with maximum EGR percentages, each related to a respective set of motor output torque values and motor speed, a maximum EGR percentage as a function of a torque request from engine output and engine speed, and use the maximum EGR percentage selected as the upper limit on the target percentage for the exhaust gases in the air / exhaust mixture; and select from a minimum EGR lookup table that is filled with minimum EGR percentages, each related to a respective set of values for the motor output torque and the motor speed, a minimum EGR percentage as a function of the request for engine output torque and engine speed, and use the minimum EGR percentage selected as the minimum limit on the target percentage for the exhaust gases in the air / exhaust gas mixture.
    [14]
    14. Method, according to claim 13, characterized by the fact that it comprises emitting the output torque request from the engine by operating a position sensor (34) on the accelerator pedal (36) when operating an accelerator pedal ( 36).
    [15]
    15. Method, according to claim 10, characterized by the fact that dividing the multiplication product of a solution
    Petition 870190134787, of 12/16/2019, p. 25/32
    8/9 engine output torque and a minimum air / fuel ratio which is a function of engine speed and the engine output torque request by the actual mass flow of the incoming exhaust air / gas mixture on the engine cylinders (12) to obtain a target percentage for fresh air in the air / exhaust gas mixture comprises:
    select the minimum air / fuel ratio from an air / fuel ratio lookup table that is populated with air / fuel ratios, each related to a respective set of values for engine output torque and engine speed, as a function of a request for engine output torque and engine speed.
    [16]
    16. Method, according to claim 15, characterized by the fact that it comprises emitting the engine output torque request by operating an accelerator pedal position sensor (34) (36) when operating an accelerator pedal ( 36).
    [17]
    17. Method, according to claim 10, characterized by the fact that it also comprises calculating a maximum limit for the engine supply as a function of the recalculated set point for the mass flow of fresh air and imposing the maximum limit for the filling the engine in the filling system (24).
    [18]
    18. Method according to claim 17, characterized by the fact that calculating a maximum supply limit as a function of the recalculated set point for the mass flow of fresh air, comprises:
    select a maximum limit for the engine supply from a maximum supply limit query table that is filled with the maximum supply limits, each related to a respective set of values for a
    Petition 870190134787, of 12/16/2019, p. 26/32
    9/9 adjustment for mass fresh air flow and engine speed as a function of the recalculated set point for mass fresh air flow and engine speed.
    类似技术:
    公开号 | 公开日 | 专利标题
    BR112012026928B1|2020-06-09|compression ignition engine and method of distributing smoke and nox in exhaust gases
    US10280852B2|2019-05-07|Control apparatus for internal combustion engine
    JP2011052693A|2011-03-17|Intake manifold oxygen control
    US10145320B1|2018-12-04|Methods and systems for boost and EGR control
    JP2010169095A|2010-08-05|Method for controlling mass of in-cylinder trapped gas in variable timing gasoline engine
    US6985808B1|2006-01-10|Transient compensation of EGR and boost in an engine using accelerator pedal rate data
    US6761146B1|2004-07-13|Model following torque control
    RU2625392C2|2017-07-13|Method for engine | and vehicle system
    JP2017110505A|2017-06-22|Brake negative pressure control device of vehicle
    JP2013096247A|2013-05-20|Control device of internal combustion engine
    CN107288765A|2017-10-24|Variable boost engine EGR rate feedback based on inlet air flow gauge information
    US10704474B2|2020-07-07|Device for reducing the combustion instabilities of a combustion engine
    JP6013078B2|2016-10-25|Method and apparatus for operation of an internal combustion engine
    JP2016102471A|2016-06-02|Control device of internal combustion engine
    JP2002332872A|2002-11-22|Controller of internal combustion engine
    JP5171740B2|2013-03-27|Control device for internal combustion engine
    RU2711898C2|2020-01-23|Engine operation method | and engine operation system
    US20070199322A1|2007-08-30|Method and system for calculating brake torque produced by a turbocharged engine
    JP2006063947A|2006-03-09|Control device for internal combustion engine
    JP2016217344A|2016-12-22|Controller for internal combustion engine
    JP6536299B2|2019-07-03|Internal combustion engine control method and internal combustion engine control device
    JP2015124623A|2015-07-06|Control device of internal combustion engine
    US8229651B2|2012-07-24|Fuel correction systems and methods
    JP2020159288A|2020-10-01|Boost pressure correction device of internal combustion engine, and boost pressure correction method of internal combustion engine
    JP2017053235A|2017-03-16|Egr control system of internal combustion engine, internal combustion engine, and egr control method of internal combustion engine
    同族专利:
    公开号 | 公开日
    US20130151124A1|2013-06-13|
    CN102859173B|2014-12-17|
    EP2561210A1|2013-02-27|
    CN102859173A|2013-01-02|
    WO2011133153A1|2011-10-27|
    BR112012026928A2|2016-07-12|
    EP2561210A4|2015-11-11|
    US9175622B2|2015-11-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US5150694A|1991-11-22|1992-09-29|General Motors Corporation|Diesel engine closed loop air/fuel ratio control|
    WO1996038660A1|1995-06-02|1996-12-05|Mitsubishi Jidosha Kogyo Kabushiki Kaisha|Excess air factor detecting device and excess air factor controlling device for an engine|
    JP3405183B2|1998-03-30|2003-05-12|トヨタ自動車株式会社|Compression ignition type internal combustion engine|
    JP5142436B2|1999-12-09|2013-02-13|インターナショナルエンジンインテレクチュアルプロパティーカンパニーリミテッドライアビリティカンパニー|Closed-loop diesel engine EGR control including event monitoring|
    JP3687485B2|2000-05-12|2005-08-24|日産自動車株式会社|Diesel engine control device|
    JP3904076B2|2002-08-12|2007-04-11|トヨタ自動車株式会社|EGR control device for internal combustion engine|
    WO2005005813A2|2003-07-15|2005-01-20|Avl List Gmbh|Internal combustion engine|
    US6899093B2|2003-09-17|2005-05-31|General Motors Corporation|Control system for NOx control for cam phaser and/or EGR systems|
    US6973382B2|2004-03-25|2005-12-06|International Engine Intellectual Property Company, Llc|Controlling an engine operating parameter during transients in a control data input by selection of the time interval for calculating the derivative of the control data input|
    US6993428B1|2004-09-22|2006-01-31|International Engine Intellectual Property Company, Llc|Detecting leakage of engine exhaust gas using exhaust mass flow measurement|
    US20060064232A1|2004-09-23|2006-03-23|General Motors Corporation|System and method for controlling vehicle performance|
    KR101453375B1|2005-12-20|2014-10-21|보그워너 인코포레이티드|Controlling exhaust gas recirculation in a turbocharged compression-ignition engine system|
    US20080078176A1|2006-10-02|2008-04-03|International Engine Intellectual Property Company|Strategy for control of recirculated exhaust gas to null turbocharger boost error|
    JP4719784B2|2007-11-30|2011-07-06|日立オートモティブシステムズ株式会社|Engine control apparatus and control method|
    JP4981743B2|2008-05-08|2012-07-25|三菱重工業株式会社|Diesel engine fuel control system|
    US20120191325A1|2010-01-13|2012-07-26|GM Global Technology Operations LLC|Injection fuel and load balancing control system|
    US9267451B2|2011-09-27|2016-02-23|GM Global Technology Operations LLC|Method and apparatus for controlling combustion noise in an internal combustion engine|US9534547B2|2012-09-13|2017-01-03|GM Global Technology Operations LLC|Airflow control systems and methods|
    US9863345B2|2012-11-27|2018-01-09|GM Global Technology Operations LLC|System and method for adjusting weighting values assigned to errors in target actuator values of an engine when controlling the engine using model predictive control|
    US9765703B2|2013-04-23|2017-09-19|GM Global Technology Operations LLC|Airflow control systems and methods using model predictive control|
    US9429085B2|2013-04-23|2016-08-30|GM Global Technology Operations LLC|Airflow control systems and methods using model predictive control|
    US9328671B2|2013-04-23|2016-05-03|GM Global Technology Operations LLC|Airflow control systems and methods using model predictive control|
    US9376965B2|2013-04-23|2016-06-28|GM Global Technology Operations LLC|Airflow control systems and methods using model predictive control|
    US9797318B2|2013-08-02|2017-10-24|GM Global Technology Operations LLC|Calibration systems and methods for model predictive controllers|
    US9388758B2|2014-03-26|2016-07-12|GM Global Technology Operations LLC|Model predictive control systems and methods for future torque changes|
    US9920697B2|2014-03-26|2018-03-20|GM Global Technology Operations LLC|Engine control systems and methods for future torque request increases|
    US9599053B2|2014-03-26|2017-03-21|GM Global Technology Operations LLC|Model predictive control systems and methods for internal combustion engines|
    US9382865B2|2014-03-26|2016-07-05|GM Global Technology Operations LLC|Diagnostic systems and methods using model predictive control|
    US9435274B2|2014-03-26|2016-09-06|GM Global Technology Operations LLC|System and method for managing the period of a control loop for controlling an engine using model predictive control|
    US9587573B2|2014-03-26|2017-03-07|GM Global Technology Operations LLC|Catalyst light off transitions in a gasoline engine using model predictive control|
    US9378594B2|2014-03-26|2016-06-28|GM Global Technology Operations LLC|Fault diagnostic systems and methods for model predictive control|
    US9541019B2|2014-03-26|2017-01-10|GM Global Technology Operations LLC|Estimation systems and methods with model predictive control|
    US9388754B2|2014-03-26|2016-07-12|GM Global Technology Operations LLC|Artificial output reference for model predictive control|
    US9732688B2|2014-03-26|2017-08-15|GM Global Technology Operations LLC|System and method for increasing the temperature of a catalyst when an engine is started using model predictive control|
    US9243524B2|2014-03-26|2016-01-26|GM Global Technology Operations LLC|Engine control systems and methods for transmission upshifts|
    US9714616B2|2014-03-26|2017-07-25|GM Global Technology Operations LLC|Non-model predictive control to model predictive control transitions|
    US9599049B2|2014-06-19|2017-03-21|GM Global Technology Operations LLC|Engine speed control systems and methods|
    US9528453B2|2014-11-07|2016-12-27|GM Global Technologies Operations LLC|Throttle control systems and methods based on pressure ratio|
    US9784198B2|2015-02-12|2017-10-10|GM Global Technology Operations LLC|Model predictive control systems and methods for increasing computational efficiency|
    US9605615B2|2015-02-12|2017-03-28|GM Global Technology Operations LLC|Model Predictive control systems and methods for increasing computational efficiency|
    US9938908B2|2016-06-14|2018-04-10|GM Global Technology Operations LLC|System and method for predicting a pedal position based on driver behavior and controlling one or more engine actuators based on the predicted pedal position|
    US9789876B1|2016-06-16|2017-10-17|GM Global Technology Operations LLC|Axle torque control system for a motor vehicle|
    KR20180068571A|2016-12-14|2018-06-22|현대자동차주식회사|Apparatus and method for controlling engine of vehicle|
    US10125712B2|2017-02-17|2018-11-13|GM Global Technology Operations LLC|Torque security of MPC-based powertrain control|
    US10119481B2|2017-03-22|2018-11-06|GM Global Technology Operations LLC|Coordination of torque interventions in MPC-based powertrain control|
    US10399574B2|2017-09-07|2019-09-03|GM Global Technology Operations LLC|Fuel economy optimization using air-per-cylinderin MPC-based powertrain control|
    US10358140B2|2017-09-29|2019-07-23|GM Global Technology Operations LLC|Linearized model based powertrain MPC|
    US10619586B2|2018-03-27|2020-04-14|GM Global Technology Operations LLC|Consolidation of constraints in model predictive control|
    JP6844576B2|2018-04-09|2021-03-17|株式会社デンソー|Air-fuel ratio controller|
    US10661804B2|2018-04-10|2020-05-26|GM Global Technology Operations LLC|Shift management in model predictive based propulsion system control|
    US10859159B2|2019-02-11|2020-12-08|GM Global Technology Operations LLC|Model predictive control of torque converter clutch slip|
    US11008921B1|2019-11-06|2021-05-18|GM Global Technology Operations LLC|Selective catalytic reduction device control|
    法律状态:
    2018-03-27| B15K| Others concerning applications: alteration of classification|Ipc: F02D 41/00 (2006.01) |
    2019-01-15| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|
    2019-01-22| B06T| Formal requirements before examination|
    2019-09-17| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application according art. 36 industrial patent law|
    2020-04-07| B09A| Decision: intention to grant|
    2020-06-09| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 09/06/2020, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/US2010/032014|WO2011133153A1|2010-04-22|2010-04-22|Engine emission control strategy for smoke and nox|
    [返回顶部]