Patent Grant
7319929
The present invention relates to vehicle engine systems, and more particularly to detecting a state of air flow delivered to a cylinder of an engine.
Engines combust a mixture of air and fuel (air/fuel) to drive a piston in a cylinder. The downward force of the piston generates torque. A throttle controls air flow delivered to the cylinders. By determining the amount of air ingested by the cylinders, the fuel mass can be calculated and a proper air/fuel mixture can be delivered to the cylinders to obtain the desired air-fuel ratio and torque.
Air flow delivered to the cylinders can be measured using a mass air flow (MAF) sensor. The MAF sensor measures the air flow across the throttle. During steady-state air flow conditions, the air flow measured across the throttle provides an accurate estimation of the fresh air flow delivered to the cylinders. Because the MAF sensor measures air flow across the throttle and not the air into the cylinders, it is most accurate during steady-state conditions, and is less accurate during transient conditions (e.g., when additional air must flow across the throttle to increase the manifold absolute pressure (MAP), or when the mass of airflow must be reduced to reduce the MAP).
Air flow can be estimated using a speed density calculation, which is typically based on MAP, engine RPM, as well as intake air temperature and pressure. The speed density calculation is only an approximation that is valid as tong none of the parameters that are not explicitly accounted for in the calculation varies. However, because the not accounted for parameters do vary over a period of time while driving the vehicle, the speed density calculations are only accurate for a short period of time and need to be adjusted over time. In order to maintain the accuracy of the speed density calculations during transient conditions, the MAF sensor is used during stead state conditions to correct speed density calculation.
In engines without variable cam phasing (VCP) or variable cam timing (VCT), if the mass of fresh air entering the cylinder changes (i.e., is transient) there is a corresponding increase or decrease in MAP. This indicates that the mass of air is either being accumulated or depleted in the intake manifold. During such transient conditions, the speed density calculation is used to determine the mass air flow entering the cylinders. The determination of whether the mass air flow is steady-state or transient can be made by means such as that described in commonly assigned U.S. Pat. No. 5,423,208, the disclosure of which is incorporated herein by reference. The control module uses the appropriate method of estimating the mass air flow into the cylinder based on the air flow state.
However in engines with VCP or VCT, changes in cam position can occur without changing the MAP while causing the MAF sensor reading to change by a large amount. This occurs because the VCP or VCT system allows varying amounts of residual exhaust gas back into the intake manifold, which replaces the fresh air mass in the manifold. As a result, more or less air flows through the throttle and the air flow is transient. Traditional air flow transient/steady-state detection methods, like that disclosed in U.S. Pat. No. 5,423,208 will see no change in MAP and incorrectly determine that the air flow is steady-state.
Accordingly, the present invention provides an air flow state determining system that determines a mass air flow into a cylinder of an engine having a cam phaser. The system includes a first module that determines whether an air flow state is one of steady-state and transient based on a cam phaser position. A second module determines the mass air flow using one of a mass air flow sensor signal and a speed density relationship based on whether the mass air flow state is one of steady-state and transient.
In other features, the system further includes a third module that processes the cam phaser position using a first order linear model and calculates an updated intermediate value based on a cam phaser position. The air flow state corresponding to cam phaser motion is determined based on the updated intermediate value. The air flow state is determined based on a difference between the updated intermediate value and a previous intermediate value.
In another feature, the system further includes a filter module that filters the cam phaser position.
In yet other features, the system further includes a dead-band module that adjusts the cam phaser position based on a calibrated offset. The system further includes a minimizing module that minimizes the cam phaser position to zero if the adjustment results in the cam phaser position being less than zero.
Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiment of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.
The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:
The following description of the preferred embodiment is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses. For purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the term module refers to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated, or group) and memory that execute one or more software or firmware programs, a combinational logic circuit and/or other suitable components that provide the described functionality.
Referring now to
The air is mixed with fuel and is combusted within the cylinder 20 to reciprocally drive a piston (not shown) within the cylinder, which rotatably drives a crankshaft 24. Exhaust is exhausted from the cylinder through an exhaust valve 19 and into an exhaust manifold 25. A fuel injector (not shown) injects the fuel that is combined with the air. The fuel injector can be an injector that is associated with an electronic or mechanical fueling system, or another system for mixing fuel with intake air. The amount of fuel injected by the fuel injector is regulated based on the mass air flow into the cylinder 20 to deliver a desired air/fuel ratio.
The opening and closing of the intake and exhaust valves 18, 19 are regulated by an intake camshaft 22 and an exhaust camshaft 23, respectively. The crankshaft 24 rotatably drives intake and exhaust camshafts 22, 23 using a chain/belt and pulley system (not shown) to regulate the timing of the opening and closing of the intake and exhaust valves 18, 19, with respect to a piston position within the cylinder 20. Although a single intake camshaft 22 and a single exhaust camshaft 23 are illustrated, it is anticipated that dual intake camshafts and dual exhaust camshafts may be used.
An intake cam phaser 26 and an exhaust cam phaser 27 vary an actuation time of the intake and exhaust camshafts 22, 23 respectively, which mechanically actuate the intake and exhaust valves 18, 19. More specifically, the rotational position of the intake and exhaust cam shafts 22, 23 can be advanced and/or retarded relative to a position of the piston within the cylinder 20 to vary the actuation time of the opening and/or closing of the inlet and/or exhaust valves 18, 19. In this manner, the timing and/or lift of the intake and the exhaust valves 18, 19 can be varied with respect to one another and/or with respect to a location of the piston within the cylinder 20.
Adjustment of the intake and exhaust camshafts 22, 23 using the intake and/or exhaust cam phasers 26, 27 can affect the MAP. For example, when the cam phasers 22, 23 are adjusted to increase air delivered to the cylinders 18, less exhaust residual flows into the intake manifold 14 displacing less fresh air mass. As a result, the mass of combustible air increases. Conversely, the intake and exhaust cam phasers 26, 27 can be adjusted to reduce air delivered to the cylinders 20, while increasing the exhaust gas residual entering the intake manifold 14. As a result, there is more air mass entering the intake manifold 14 and hence the cylinder 14.
When the intake and/or exhaust cam phasers 26, 27 remain in a constant position, the actuation timing of the intake and exhaust valves 18, 19 remains constant. As a result, steady-state air flow occurs and a constant amount of air is delivered to the cylinders 20. However, when the intake and/or exhaust cam phasers are adjusted, the actuation timing is correspondingly adjusted and the amount of air delivered into the cylinder 20 either increases or decreases. The resulting sudden change in air flow is typically referred to as an air transient. An air transient that results from a change in the camshaft position typically exists whenever the intake and/or exhaust cam phasers 26, 27 are moved from a fixed position.
The engine system 10 further includes an air flow sensor 30, an engine speed sensor 31, cam phaser position sensors 32, 33, an intake manifold air temperature sensor 34 and a MAP sensor 35. A control module 36 receives the signals generated by the various sensor and regulates operation of the engine system 10 based on the air flow state detection system of the present invention. The air flow sensor 30 measures an amount of air flowing through throttle 15 and the engine speed sensor 31 is responsive to the rotational speed of the engine 12. The intake manifold temperature sensor 34 measures an air temperature within the intake manifold 14 and the MAP sensor 35 measures the MAP within the intake manifold 14.
The cam phaser position sensors 32, 33 are coupled to the intake cam phaser 26 and the exhaust cam phaser 27, respectively, and are responsive their respective rotational positions. When the rotational position of the intake and the exhaust cam phasers 26, 27 is adjusted, the cam phaser rotational sensors 32, 33 output a position signal to the control module 36. The position signals can be filtered prior to being received by or within the control module 36 using a first order lag filter to remove any high frequency noise that may exist.
Airflow transients can occur due to changes that a traditional air flow transient/steady state detector can detect as well as changes in the cam phaser 26,27 position, which the traditional transient/steady state detector does not detect. Accordingly, the air flow state detection control of the present invention detects whether the mass air flow is in a steady-state or a transient state based on a signal from a traditional transient/steady state detection control and further based on the rotational velocity of the cam phasers 26, 27. Furthermore, the control module 36 determines the mass air flow into the cylinders 20 based on whether the mass air flow is deemed steady-state or transient.
Although the air flow state detection control detects steady-state air flow and/or transient air flow based on the intake cam phaser 26 and/or the exhaust cam phaser 27 rotational velocities, the air flow state detection control will be based on the rotational velocity of the intake cam phaser 26 alone being used to detect a steady-state air flow and/or transient air flow.
At each intake reference pulse, which is based on the engine RPM sensor signal, the air flow state detection control determines the intake cam position (θICAM) based on the intake cam position sensor signal. θICAM can be filtered using a first order lag filter (e.g., y=ay+(1−a)x). Proper selection of the filter coefficient (a) enables successful sampling as slow as every other intake reference pulse. The air flow state detection control subtracts a calibrated offset (θTHR) from the filtered θICAM to remove a dead-band associated with θICAM (i.e., a cam phaser adjustment value that does not affect MAF). If the difference is less than 0, θICAM is set it to 0).
The air flow state detection control inputs θICAM into a first order model, which is provided by the following equation:
X(k+1)=αX(k)+βθICAM
where X is an intermediate variable, k is the current event and is incremented each intake reference event, and α and β are pre-determined model or filter coefficients. α and β are determined using various optimization techniques, such that the following relationship is minimized;
|[X(k)−X(k−1)]−MAP(k)−MAP(k−1)]
where MAP(k)−MAP(k−1) is the change in intake manifold pressure due to only a change in intake cam position. If the following relationship is true:
|X(k)−X(k−1)|>ΔTHR
the mass air flow is transient and a transient flag is set. Otherwise, the mass air flow is steady-state and a steady-state flag is set.
If the steady-state flag is set, the control module 36 operates in a steady-state mode and estimates cylinder mass air flow based on the air flow sensor 30. If the transient flag is set, the control module 36 estimates air flow based on the speed density approach according to the following equation:
where ma is mass air into the cylinder, R is the universal gas constant, Vd is the displacement volume of the engine 12, ηv is the volumetric efficiency of the engine 12, Ti is the temperature of the air delivered into the intake manifold 14 and Pm is the intake manifold pressure. Since R and Vd are constants for a given engine, the volume of the engine 12 can be defined according to the following equation:
Substituting Ve into equation (1), mass of air into the cylinder 20 can be defined according to the following equation:
Referring now to
Control updates the intermediate variable X(k+1) in step 210. In step 212, control determines whether the absolute value of the difference between X(k+1) and X(k) is greater than ΔTHR. If the absolute value of the difference between X(k+1) and X(k) is greater than ΔTHR, control continues in step 214. If the absolute value of the difference between X(k+1) and X(k) is not greater than ΔTHR, control continues in step 216. In step 214, control sets the transient flag and estimates the cylinder mass air flow using the speed density approach in step 218. In step 216, sets the steady-state flag. In step 219, control determines whether the traditional or standard transient/steady state detection control has indicated that the air flow is steady state (SS) by setting a SS flag. If the SS flag is set, control estimates the cylinder mass air flow using the MAF sensor 30 in step 220. If the SS flag is not set, control continues in step 218. In step 222 control sets X(k) equal to X(k+1) and control ends.
Referring now to
The θICAM minimizing module 304 caps the minimum value of θICAM to zero, if θICAM is less than zero after the dead-band removal operation. The X updating module 306 determines X(k+1) based on X(k), θICAM and the first order linear model described in detail above. The summer 308 determines the difference between X(k+1) and X(k) and the absolute value module 310 generates the absolute value of the difference.
The comparator module 312 compares the absolute value of the difference to ΔTHR and outputs a first signal (e.g., 1) if the difference is greater than ΔTHR, and outputs a second signal (e.g., 0) if the difference is less than ΔTHR. The flag module 314 sets the steady-state or transient flag based on the output of the comparator module 312. The cylinder MAF module 316 determines the cylinder MAF based on either the MAF sensor signal or the speed density calculation depending on the output of the comparator module 312 and the condition of the standard SS flag.
Those skilled in the art can now appreciate from the foregoing description that the broad teachings can be implemented in a variety of forms. Therefore, while this invention has been described in connection with particular examples thereof, the true scope of the invention should not be so limited since other modifications will become apparent to the skilled practitioner upon a study of the drawings, the specification and the following claims.
| Number | Name | Date | Kind |
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| 62-170752 | Jul 1987 | JP |
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