초록 ▼

A control method and system according to the present invention for a displacement on demand engine estimates cylinder air charge and/or predicts cylinder air charge for future cylinder interrupts. A model is provided that estimates cylinder air charge and/or predicts cylinder air charge for future c

A control method and system according to the present invention for a displacement on demand engine estimates cylinder air charge and/or predicts cylinder air charge for future cylinder interrupts. A model is provided that estimates cylinder air charge and/or predicts cylinder air charge for future cylinder interrupts. The model includes a history vector of inputs and states. The history vector of inputs and states are updated when a cylinder firing interrupt occurs. An operating mode of the engine is determined. Based on the operating mode, model parameters and model inputs are selected. The cylinder air charge is estimated and predicted for future cylinder interrupts.

대표청구항 ▼

1. A control method for a displacement on demand engine, comprising:providing a model for estimating cylinder air charge, wherein said model includes a history vector of inputs and states;updating said history vector of inputs and states when a cylinder firing interrupt occurs;determining an operati

1. A control method for a displacement on demand engine, comprising:providing a model for estimating cylinder air charge, wherein said model includes a history vector of inputs and states;updating said history vector of inputs and states when a cylinder firing interrupt occurs;determining an operating mode of said engine;based on said operating mode, selecting model parameters and model inputs;estimating said cylinder air charge; andwherein said operating mode of said engine includes partially displaced and fully displaced operating cylinder modes. 2. The control method of claim 1 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder. 3. The control method of claim 1 wherein said model is capable of predicting cylinder air charge for future cylinder firing interrupts, and further comprising predicting cylinder air charge for at least one future cylinder firing interrupt. 4. The control method of claim 3 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode. 5. The control method of claim 1 wherein said estimating step is preformed during said half cylinder mode only when an active cylinder firing interrupt occurs. 6. The control method of claim 1 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders at said engine divided by two. 7. The control method of claim 1 wherein said model is an event-based model. 8. The control method of claim 1 further comprising blending between full and half mode model inputs for a first calibrated time when switching from said full mode to said half mode. 9. The control method of claim 1 further comprising blending between full and half mode model inputs for a second calibrated time when switching from said half mode to said full mode. 10. A control system for a displacement on demand engine, comprising:a mass airflow meter located in an airflow inlet to said engine;a fuel injector for metering fuel to said engine;a controller coupled to said mass airflow meter and said fuel injector and including a processor and memory; andan air charge model that is executed by said controller and that estimates cylinder air charge, wherein said controller updates a history vector of inputs and states of said model when a cylinder firing interrupt occurs,wherein said controller selects model parameters and model inputs based on said operating mode of said engine and estimates said cylinder air charge; andwherein said operating mode of said engine includes half and full cylinder modes. 11. The control system of claim 10 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder. 12. The control system of claim 10 wherein said model is capable of predicting cylinder air charge for future cylinder fixing interrupts, and wherein said controller predicts cylinder air charge for at least one future cylinder firing interrupt. 13. The control system of claim 10 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode. 14. The control system of claim 10 wherein said estimating of said cylinder air charge and said predicting of said cylinder air charge for said future cylinder interrupts is performed during said half cylinder mode only when an active cylinder firing interrupt occurs. 15. The control system of claim 10 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two. 16. The control system of claim 10 wherein said model is an event-based model. 17. The control system of claim 10 wherein when switching from said full mode to said half mode, said full and half mode model inputs are blended for a first calibrated time. 18. The control system of claim 10 wherein when switching front said half mode to said full mode, said full and half mode model inputs are blended for a second calibrated time. 19. An control method for a displacement on demand engine, comprising:providing a model that is capable of predicting cylinder air charge for future cylinder firing interrupts, wherein said model includes a history vector of inputs and states;updating said history vector inputs and states when a cylinder firing interrupt occurs;determining an operating mode of said engine;based on said operating mode, selecting model parameters and model inputs;predicting said cylinder air charge for at least one future cylinder firing interrupt; andwherein said operating mode of said engine includes half and full cylinder modes. 20. The control method of claim 19 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder. 21. The control method of claim 19 wherein said model is capable of estimating cylinder air charge, and further comprising estimating cylinder air charge for said future cylinder firing interrupts. 22. The control method of claim 19 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode. 23. The control method of claim 19 wherein said estimating and predicting steps are performed during said half cylinder mode only when an active cylinder firing interrupt occurs. 24. The control method of claim 21 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two. 25. The control method of claim 21 wherein said model is an event-based model. 26. The control method of claim 19 further comprising blending between full and half mode model inputs for a first calibrated time when switching from said full mode to said half mode. 27. The control method of claim 19 further comprising blending between full and half mode model inputs for a second calibrated time when switching from said half mode to said full mode. 28. A control system for a displacement on demand engine, comprising:a mass airflow meter located in an airflow inlet to said engine;a fuel injector for metering fuel to said engine;a controller coupled to said mass airflow meter and said fuel injector and including a processor and memory; andan airflow model that is executed by said controller and that is capable of predicting cylinder air charge for future cylinder interrupts, wherein said controller updates a history vector of inputs and states of said model when a cylinder firing interrupt occurs,wherein said controller selects model parameters and model inputs based on said operating mode of said engine and predicts said cylinder air charge for said future cylinder firing interrupts; andwherein said model is capable of estimating cylinder air charge and wherein said controller estimates cylinder air charge for said future cylinder firing interrupts. 29. The control system of claim 28 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder. 30. The control system of claim 28 wherein said operating mode of said engine includes half and full cylinder modes. 31. The control system of claim 30 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode. 32. The control system of claim 30 wherein said estimating of said cylinder air charge and said predicting of said cylinder air charge for future cylinder interrupts is performed during said half cylinder mode only when an active cylinder firing interrupt occurs. 33. The control system of claim 28 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two. 34. The control system of claim 28 wherein said model is an event-based model. 35. The control system of claim 30 wherein when switching from said full mode to said half mode, said full and half mode mod el inputs are blended for a first calibrated time. 36. The control system of claim 30 wherein when switching from said half mode to said full mode, said full and half mode model inputs are blended for a second calibrated time.