초록 ▼

This specification discloses a method for generating a table of engine calibration control values for an adaptive spark and EGR control strategy. The adaptive strategy adjusts spark timing and magnitude of EGR as a function of engine energy usage per distance traveled while maintaining feedgas emiss

This specification discloses a method for generating a table of engine calibration control values for an adaptive spark and EGR control strategy. The adaptive strategy adjusts spark timing and magnitude of EGR as a function of engine energy usage per distance traveled while maintaining feedgas emissions at a constant level over a wide variety of driving patterns including urban, suburban and highway. This adaptive strategy has advantageous fuel consumption characteristics which are greatest at the most constrained feedgas levels. Drivability can be enhanced because of the greater calibration flexibility inherent to the adaptive technique.

대표청구항 ▼

1. A method for generating a table of spark advance and percent EGR for use by an adaptive vehicle control system having a target emission value, said method comprising: generating a plurality of vehicle driving cycle segments relating vehicle speed with time; associating vehicle speed versus ti

1. A method for generating a table of spark advance and percent EGR for use by an adaptive vehicle control system having a target emission value, said method comprising: generating a plurality of vehicle driving cycle segments relating vehicle speed with time; associating vehicle speed versus time coordinates of a vehicle driving cycle segment with corresponding points of a discrete engine matrix of engine load versus engine speed thus describing engine operation during a driving cycle segment; determining for each vehicle driving cycle, at each point of the discrete engine matrix, an optimal calibration of engine control variables including percent EGR and spark advance so that fuel economy is maximized at the selected target emission value; calculating for each vehicle driving segment one energy density representative of energy usage divided by distance traveled during the vehicle driving segment; correlating each point on the discrete engine matrix of a driving cycle segment with the energy density of the driving cycle segment; and eliminating all but one when there is a plurality of the optimal calibrations of engine control variables associated with a point of a discrete engine matrix as a result of having a plurality of vehicle driving cycle segments to obtain a suggested tag group of engine control variables to be used with the associated energy density thereby defining each suggested tag group of engine control variables as a point on a three dimensional matrix having axes of energy, engine torque and engine speed. 2. A method for generating a table as recited in claim 1 further comprising the step of: comparing the magnitudes of engine control variables associated with adjacent points on the discrete engine matrix; and adjusting the magnitudes of the engine control variables if the magnitudes are not sufficiently close together to permit desirable drivability characteristics of the vehicle engine. 3. A method for generating a table as recited in claim 1 further comprising: simulating vehicle operation with an engine having a table of engine control variables as developed in Claim 1; generating a predicted energy density for use with the table of engine control variables; calculating a predicted fuel economy and emissions level; comparing the predicted fuel economy and emission level to a desired fuel economy and emission level; and adjusting the magnitudes of the engine control variables to minimize the differences between the predicted and desired fuel economy and emission level. 4. A method for generating a table as recited in claim 3 wherein the step of generating a plurality of vehicle driving cycle segments includes: generating a plurality of driving cycles representing at least typical urban, suburban and highway driving patterns; splitting each driving cycle into a plurality of driving cycle segments of approximately 45 seconds each; calculating the engine speed and engine torque at about 1 second intervals during each driving cycle segment; reducing the number of engine speed and torque points to facilitate calculation; and the number of driving cycles being sufficient so that at each point of the discrete engine matrix more than one calibration of engine control variables is generated, selection of the optimal calibration being based on the associated energy density. 5. A method for generating a table as recited in claim 3 wherein the step of generating a plurality of vehicle driving cycle segments includes: generating a plurality of driving cycles representing typical urban, suburban and highway driving patterns and the driving cycles being sufficient in number so that at each point of the discrete engine matrix more than one optimal calibration of engine control variables is generated; splitting each driving cycle into segments; and calculating the engine speed and torque at a plurality of periodic intervals during each driving cycle segment. 6. A method for generating a table as recited in claim 5 wherein said step of generating a plurality of vehicle driving cycles includes generating a sufficient number and diversity of driving cycle segments so that the energy densities corresponding to the driving cycles have at least one entry in each of the following energy density ranges: >0.7 >0.7 and ≤0.8 >0.8 and ≤0.9 >0.9 and ≤1.0 >1.0 and ≤1.1 >1.1 and ≤1.2 >1.2 wherein the unit for the energy density are HP-hours/mile. 7. A method for generating a table as recited in claim 7 wherein said step of determining the engine operating characteristics includes: calculating the energy density from the engine energy output during a driving cycle, velocity parameters, and time parameters; and applying a desired torque and RPM to the engine and then evaluating the corresponding percent EGR, spark advance and emission levels. 8. A method for generating a table as recited in claim 7 wherein the step of associating vehicle speed versus time coordinates of a driving cycle segment with corresponding points of a discrete engine matrix includes: simulating the characteristic of a vehicle powertrain coupled to the vehicle engine, the powertrain characteristics including the vehicle characteristic of weight, transmission characteristics and road load; and the step of determining engine characteristics includes using dynamic programming. 9. A method for generating a table as recited in claim 3 wherein the step of generating a predicted energy density includes the step of: solving the following equation with the weighting factors A, B, and C as defined below: ##EQU##Estimated Cycle Energy/Mile=A (45 sec.energy/mile)+B (6 min.energy/mile)+C (22 min. energy/mile) Note: Assume that segment n below is the most recent completed segment, segment n-l precedes n, and n-2 precedes n-1; [TABLE] ______________________________________ Criterion A B C ______________________________________ 1. Highly variable driving: 0 0 1 Energy density (n-1) differs from energy density (n) by more than 25%. 2. Consistent Driving: Energy 0.5 0.5 0 density (n-1) differs from energy (n) by less than 25% AND (n-2) differs from (n-1) by more than 25%. 3. Consistent Driving: Energy 0.4 0.6 0 density (n-1) differs from energy density (n) by less than 25% AND (n-2) differs from (n-1) by less than 25%. ______________________________________ 10. A method for generating a table of spark advance and percent EGR for use by an adaptive control system for a vehicle engine having a target emission value, said method comprising: generating a sufficiently large number of driving cycle segments relating vehicle speed with time, each driving cycle segment being approximately 45 seconds in duration, so that at each point in a control parameter matrix there is at least one entry (tag) representing engine calibration control values including spark advance and percent EGR, the control parameter matrix being defined by a first axis representing energy density in a plurality of ranges and a second axis representing a plurality of different combinations of engine load and engine speed; and optimizing the engine calibration control values at the points on the control parameter matrix having more than one set of engine calibration control values so as to maximize fuel economy while maintaining emissions below the target value. 11. A method of generating control values for controlling the performance of a spark ignited automobile internal combustion engine at a desired target value for emissions by translating simulation outputs (including torque/speed, time distance) into calibrations for different densities of energy consumed by the engine, said method including the steps of: establishing an association between energy densities and a representation in an engine speed versus load plane, defined by axes of engine speed and load, of a plurality of automobile velocities as a function of time; establishing for each speed load point an association between operating conditions (spark advance and EGR) and energy densities, emissions and fuel economy; and reducing fuel consumption while maintaining the desired target value for emissions. 12. A method of generating look-up tables of value of engine control variables for controlling the performance of a spark ignited automobile internal combustion engine in accordance with a desired value for emissions including the steps of: developing an optimized first set of calibration values for a first driving cycle segment relating velocity and time, the first set of calibration values being a function of engine torque, RPM and an associated first energy density; developing an optimized second set of calibration values for a second driving cycle segment relating velocity and time, the second set of calibration values being a function of engine torque, RPM and an associated second energy density; and selecting between calibration values of the first set and calibration values of the second set at any point of engine torque, RPM and energy density where the calibration values of the first and second sets are different, said selecting between the first and second sets including selecting operating conditions which maximize fuel economy at the desired target value for emissions.