STRATEGY FOR CONTROL OF RECIRCULATED EXHAUST GAS TO NULL TURBOCHARGER BOOST ERROR

Abstract

A method for coordinating control of exhaust gas recirculation (18) in a turbocharged internal combustion engine (10) with control of engine boost. When actual boost deviates from a desired boost set-point developed by a boost control strategy (32), such as during a sudden acceleration or deceleration, the EGR control strategy (34) provides a prompt adjustment of exhaust gas recirculation (EGR) seeking to null out the boost disparity.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a general schematic diagram of a motor vehicle engine system.

FIG. 2 is a graph plot useful in explaining an aspect of the inventive strategy.

FIG. 3 is a schematic diagram illustrating principles of the inventive strategy.

FIG. 4 is another graph plot useful in explaining the inventive strategy.

FIG. 5 is another graph plot useful in explaining the inventive strategy.

FIG. 6 shows a series of data traces representing various parameters affected by the inventive strategy.

FIG. 7 shows another series of data traces representing various parameters affected by the inventive strategy.

DESCRIPTION OF THE PREFERRED EMBODIMENT

FIG. 1 shows an exemplary internal combustion engine system 10 comprising an engine 12 containing cylinders in which combustion occurs, an intake system 14 through which charge air can enter engine 12 and an exhaust system 16 through which exhaust gasses resulting from combustion of air-fuel mixtures in the cylinders exit. An EGR system 18 provides for exhaust gas to be recirculated from exhaust system 16 to intake system 14.

Engine system 10 is representative of a turbocharged diesel engine comprising a turbocharger 20 that has turbine 20T in exhaust system 16 operating a compressor 20C in intake system 14. A charge air cooler 22 is downstream of compressor 20C.

EGR system 18 comprises an EGR cooler 26 through which exhaust gas passes before reaching an EGR valve 26 that is controlled by a duty-cycle signal applied to an electric actuator of the valve to set the extent to which the EGR valve is open.

The inventive strategy is embodied in one or more processors of an engine control system as algorithms for processing data. Through control of EGR valve 26 in coordination with control of boost, sudden transients have less adverse effect on tailpipe emissions.

The strategy includes modeling EGR valve 26 such that for certain prevailing conditions, such as exhaust gas temperature and pressure differential across the valve, that bear on mass flow rate through the valve, a correlation between mass flow rate through the valve and the extent to which the valve is open is defined. FIG. 2 shows an example of valve modeling where the vertical axis represents mass flow rate through the valve M_EGR and the horizontal axis represents an amount of valve opening.

A first plot DP₁ defines a relationship between mass flow rate and valve opening at a certain differential pressure DP₁. A second plot DP₂ defines a relationship between mass flow rate and valve opening at another differential pressure DP₂. A third plot DP₃ defines a relationship between mass flow rate and valve opening at still another differential pressure DP₃.

Thus data storage in the processors of the control system may be populated with data defining data values for X_EGR each correlated with a respective pair of data values for differential pressure and mass flow rate.

Knowing how EGR valve 26 has been modeled, attention is directed to FIG. 3 for more explanation of the strategy 30.

A general turbocharger control strategy is designated by the reference numeral 32. Vanes of turbine 20T are positioned by a duty cycle signal VGT_DTY applied to an actuator that sets vane position. Strategy 32 seeks to position the vanes so that compressor 20C develops boost corresponding to a desired boost set-point represented by a parameter MAP_SP(N,TQ). The control system uses engine speed N and indicated engine torque TQ to select an appropriate data value for MAP_SP(N,TQ) from a map for processing by strategy 32. Strategy 32 contains a closed-loop controller that compares a data value for actual boost, parameter MAP, with the desired set-point to develop an error signal that is processed to create a value for VGT_DTY that will secure correspondence of actual boost to the desired set-point.

The EGR control strategy is designated by the reference numeral 34. A desired set-point for EGR is represented by a parameter EGR_SP which like the boost set-point depends on engine speed N and indicated engine torque TQ, with the control system selecting an appropriate data value for EGR_SP from a map for processing by strategy 34. A portion of the processing designated by the reference numeral 36 processes not only EGR_SP but also data representing engine fueling, parameter M_fuel, and the mass flow rate of fresh air entering intake system 14, parameter MAF. A data value for MAF is calculated in any suitably appropriate way, such as by converting a MAF sensor output into a corresponding data value.

The result of processing 36 is used as one input to an algebraic summing function 38 that provides output data X_EGR to an EGR PID controller 40 that in turn provides an input to another algebraic summing function 42. It is the output of summing function 42 that sets the duty cycle signal EGR_DTY applied to the actuator of EGR valve 26.

Strategy 34 comprises a suitably appropriate algorithm 44 that develops a data value for actual mass flow rate through engine 12, represented by a parameter M_eng. The data value for M_eng is an input to an algebraic summing function 46. Actual mass flow is a function of several variables shown here as boost (MAP), air temperature (MAT), volumetric efficiency (Vol eff), and engine displacement (Displ). It is data values for those parameters that are processed by algorithm 44 to develop the data value for M_eng.

Strategy 34 further comprises a suitably appropriate algorithm 47 that develops a data value for mass flow rate through engine 12 that is based on the same variables processed by algorithm 44 except for MAP. Instead of using MAP, algorithm 47 uses desired boost set-point MAP_SP(N,TQ). The result provided by algorithm 47 is represented by a parameter M_eng*. The data value for M_eng* is an input to an algebraic summing function 48.

Summing function 48 calculates the difference between M_eng and M_eng*. The difference is represented by a parameter ΔM_ENG that is one of several inputs for a boost coupling algorithm 50. This algorithm performs calculations that yield a data value for a parameter ΔX_EGR that is subtracted by summing function 42 from the data value for X_EGR provided by EGR PID controller 40.

Summing function 46 calculates the mass flow rate through EGR valve 26, represented by a parameter M_EGR, by subtracting from the data value for M_eng the data values for MAF and M_fuel. The data value for M_EGR is another input to algorithm 50. It is also subtracted by summing function 38 from the data value calculated by processing 36.

Additional inputs for algorithm 50 are parameters ΔP the pressure across the EGR valve and ρ density (Willy, I think I know what these two symbols represent but I'm not sure and don't want to guess as to how their data values are developed, so please clarify and explain briefly.)

During steady-state and near steady-state operation of the engine, there is little or no disparity between the data values for ΔM_ENG and M_EGR. As a result, boost coupling strategy 50 provides little or no adjustment of EGR via ΔX_EGR because the data value for ΔX_EGR is small or zero. The EGR mass flow rate error input to EGR PID controller 42 provides closed-loop control of EGR that continually forces the EGR rate toward the set-point EGR_SP.

During non-steady-state operation that is significantly more non-steady-state that merely near steady-state (sudden accelerations and decelerations for example), the disparity between the data values for ΔM_ENG and M_EGR becomes significant. As a result, boost coupling strategy 50 provides adjustment of EGR via ΔX_EGR because the data value for ΔX_EGR has now become significant. EGR PID controller 42 still provides a closed-loop component to control of EGR by virtue of ΔX_EGR, but the additional component provided by ΔX_EGR is quickly reflected in EGR_DTY because it is not delayed by the slower response that is inherent in the compromised design of the PID controller.

The strategy is graphically portrayed by FIGS. 4 and 5. When the desired boost set-point suddenly changes, as shown by the step in MAP_SP in FIG. 4, actual MAP changes as portrayed by the trace labeled MAP. The change in flow rate ΔM_ENG creates a data value for ΔM_EGR that requires a corresponding change in valve opening ΔX_EGR. M_EGR is processed by algorithm 50 to define the location on the appropriate ΔP plot where the EGR valve is presently operating. ΔM_EGR defines the amount of change in EGR mass flow rate that is needed, and use of the valve model embodied as stored data in the processing system converts the change to a change in valve opening. The disparity in boost (difference between actual boost and desired boost set-point) may be considered as a boost deficit that can be either positive or negative. The invention provides immediate feed-forward adjustment of the EGR valve because the strategy bypasses PID controller 40 when applying ΔX_EGR to the EGR valve. The signal EGR_DTY may be considered a composite signal composed of a closed-loop component from the PID controller 40 and an open-loop, feed-forward component from algorithm 50.

In a motor vehicle powered by engine system 10, a sudden depression of the acceleration pedal by the driver will cause EGR valve 26, if open, to be promptly operated in the direction of closing quickly reducing the mass flow rate of exhaust gas through the EGR valve. The immediate effect is a corresponding reduction in exhaust gas being introduced into the engine cylinders. Because engine fueling is being quickly increased to accelerate the engine, the quickly reduced amount of EGR facilitates the ensuing in-cylinder combustion processes and turbocharger operation toward more quickly nulling out the boost discrepancy as the engine accelerates.

A sudden deceleration, like that resulting from release of the accelerator, will quickly drop the desired boost set-point. The inventive strategy causes EGR valve 26 to be promptly operated in its opening direction to quickly increase the mass flow rate of exhaust gas through the EGR valve so that more exhaust gas is introduced into the engine cylinders. The quickly increased amount of EGR can limit NO_x formation during the deceleration.

A comparison of the traces shown in FIG. 6 with those shown in FIG. 7 are representative of the effectiveness of the inventive strategy during an acceleration. The traces marked “set-point” and “boost pressure” in both Figures show that a sudden increase in the desired set-point will cause boost to increase to the higher desired set-point in about two seconds, and to slightly overshoot before settling at the new set point. When the desired set-point suddenly drops to the original set-point, boost drops off to the original in about one second.

In both FIGS. 6 and 7, the traces marked EGRP and VGT represent the amount of ERG valve opening and turbocharger vane position respectively, and the traces marked EGR and MAF represent the ERG mass flow rate and fresh air mass flow rate respectively. The traces EGRP, VGT, EGR and MAF in FIG. 6 show how the sudden changes in desired boost set-point affect the respective parameters in a typical engine system that does not have the inventive strategy. The traces EGRP, VGT, EGR and MAF in FIG. 7 show how the sudden changes in desired boost set-point affect the respective parameters in a typical engine system that does have the inventive strategy. (Willy, your explanation of the significance of the differences—I guess VGT especially—would be helpful. I suppose we should also add Figures showing the smoke and NOx traces—let me know please.)

While a presently preferred embodiment of the invention has been illustrated and described, it should be appreciated that principles of the invention apply to all embodiments falling within the scope of the invention that is generally described as follows.

Claims

1. A method for coordinating control of exhaust gas recirculation from a exhaust system of a turbocharged internal combustion engine to an intake system of the engine with control of engine boost, the method comprising: developing data representing the mass flow rate of fresh air that is entering the intake system;calculating data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system by calculating data representing mass flow rate through the engine cylinders and calculating the difference between the data representing the calculated mass flow rate through the engine cylinders and the data representing the mass flow rate of fresh air entering the intake system;calculating data representing expected mass flow rate through the engine cylinders that would occur if boost were equal to a desired set-point;calculating data representing actual mass flow rate through the engine cylinders using actual boost;calculating data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders; andusing the data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders as a feed-forward adjustment of the mass flow rate of recirculated exhaust gas in a direction of adjustment that seeks to null out the difference between desired boost set point and actual boost.

2. A method as set forth in claim 1 comprising controlling the mass flow rate of recirculated exhaust gas by controlling an EGR valve by a composite control signal comprising a closed-loop control component and a feed-forward control component corresponding to the data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders.

3. A method as set forth in claim 2 comprising developing the closed-loop control component by applying an error signal to a PID controller that outputs the closed-loop control component, and developing the error signal by subtracting the calculated data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system from a desired set-point for mass flow rate of recirculated exhaust gas.

4. A method as set forth in claim 3 comprising developing the desired set-point for mass flow rate of recirculated exhaust gas from data that includes: data representing engine speed; data representing indicated engine torque; and the data representing the mass flow rate of fresh air that is entering the intake system.

5. A method as set forth in claim 2 comprising developing the feed-forward control component by processing data that includes: the data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders; and the data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system.

6. An engine system comprising: an engine having cylinders;a turbocharger;an intake system, including a compressor of the turbocharger, for delivering charge air to the engine cylinders;an exhaust system, including a turbine of the turbocharger, for conveying exhaust gas from the engine cylinders;an exhaust gas recirculation system, including an EGR valve, for recirculating exhaust gas from the exhaust system to the intake system;and a control system for coordinating control of exhaust gas recirculation comprising a processor for: a) developing data representing the mass flow rate of fresh air that is entering the intake system, b) calculating data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system by calculating data representing mass flow rate through the engine cylinders and calculating the difference between the data representing the calculated mass flow rate through the engine cylinders and the data representing the mass flow rate of fresh air entering the intake system, c) calculating data representing expected mass flow rate through the engine cylinders that would occur if boost were equal to a desired set-point, d) calculating data representing actual mass flow rate through the engine cylinders using actual boost, e) calculating data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders, andperforming feed-forward adjustment of the mass flow rate of recirculated exhaust gas in a direction of adjustment that seeks to null out the difference between desired boost set point and actual boost by processing the data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders to develop a feed-forward adjustment signal that is applied to the EGR valve to cause the adjustment.

7. An engine system as set forth in claim 6 wherein the control system comprises a closed-loop controller for developing a closed-loop control signal that is algebraically summed with the feed-forward adjustment signal to create a composite control signal that is applied to the EGR valve.

8. An engine system as set forth in claim 7 wherein the closed-loop controller comprises a PID controller to which is applied an error signal developed by subtracting the calculated data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system from a desired set-point for mass flow rate of recirculated exhaust gas.

9. An engine system as set forth in claim 8 wherein the control system develops the desired set-point for mass flow rate of recirculated exhaust gas from data that includes: data representing engine speed; data representing indicated engine torque; and the data representing the mass flow rate of fresh air that is entering the intake system.

10. An engine system as set forth in claim 7 wherein the control system develops the feed-forward adjustment signal by processing data that includes: the data representing the difference between the data representing actual mass flow rate through the engine cylinders and the data representing the expected mass flow rate through the engine cylinders; and the data representing the mass flow rate of recirculated exhaust gas that is entraining with the fresh air entering the intake system.