초록 ▼

Methods and Systems for using a measure of fueling rate in the air side control of an engine. By using a measure of the fueling rate, the air side control may, for example, anticipate the future air side needs of the engine, and adjust one or more air side parameters to meet the anticipated future a

Methods and Systems for using a measure of fueling rate in the air side control of an engine. By using a measure of the fueling rate, the air side control may, for example, anticipate the future air side needs of the engine, and adjust one or more air side parameters to meet the anticipated future air side needs of the engine. This may improve the responsiveness, performance and emissions of the engine.

대표청구항 ▼

What is claimed: 1. A method for controlling an internal combustion engine having an intake manifold fluidly coupled to a turbocharger, the turbocharger having an effect on a manifold air pressure (MAP) and a manifold air flow (MAF) in the intake manifold, the internal combustion engine also having

What is claimed: 1. A method for controlling an internal combustion engine having an intake manifold fluidly coupled to a turbocharger, the turbocharger having an effect on a manifold air pressure (MAP) and a manifold air flow (MAF) in the intake manifold, the internal combustion engine also having one or more fuel injectors for injecting fuel into the intake manifold of the engine, the method comprising the steps of: providing one or more fuel rate signals at least one of which is related to the change in fuel rate; and adjusting one or more air-side actuator setpoints of the engine to control the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold, wherein said step of adjusting the one or more air-side actuator setpoints is based, at least in part, on the at least one fuel rate signal that is related to the change in fuel rate. 2. The method of claim 1 wherein the turbocharger has an intake manifold pressure profile that at least in part defines the air that is provided to the intake manifold, the adjusting step adjusting the intake manifold pressure profile to effect the manifold air pressure (MAP) and/or manifold air flow (MAF) of the air in the intake manifold. 3. The method of claim 1 wherein the turbocharger is a variable nozzle turbocharger (VNT) having a VNT set point, and wherein the adjusting step adjusts the VNT set point to effect the manifold air pressure (MAP) and/or manifold air flow (MAF) of the air in the intake manifold. 4. The method of claim 1 wherein the turbocharger has an electrical assist device, and the adjusting step adjusts the electrical assist device to effect the manifold air pressure (MAP) and/or manifold air flow (MAF) of the air in the intake manifold. 5. The method of claim 1 wherein the internal combustion engine includes an exhaust manifold, and an exhaust gas recirculation (EGR) valve that receives exhaust gas from the exhaust manifold and provides an amount of the exhaust gas to the intake manifold, wherein the amount is set by a set point of the EGR valve, and wherein the adjusting step adjusts the set point of the EGR valve to effect an air composition of the air in the intake manifold. 6. The method of claim 5 further comprising the steps of: sensing a current value of one or more parameters related to a composition of an exhaust gas of the internal combustion engine; and wherein the adjusting step adjusts the set point of the EGR valve to effect a future value of at least one of the one or more sensed parameters. 7. The method of claim 6 wherein the one or more parameters are sensed intermittently. 8. The method of claim 6 wherein the one or more parameters are sensed periodically. 9. The method of claim 6 wherein one of the one or more sensed parameters relates to a NOX concentration and/or component in the exhaust gas. 10. The method of claim 9 wherein the adjusting step adjusts the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold to help ensure that a NOX concentration and/or component in the exhaust gas does not violate a predefined constraint. 11. The method of claim 6 wherein one of the one or more sensed parameters relates to a particulate matter (PM) concentration and/or component in the exhaust gas. 12. The method of claim 11 wherein the adjusting step adjusts the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold to help ensure that a PM concentration and/or component in the exhaust gas does not violate a predefined constraint. 13. The method of claim 1 further comprising the steps of: sensing a current value of one or more parameters related to a composition of an exhaust gas of the internal combustion engine; and wherein the adjusting step adjusts the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold to effect a future value of at least one of the one or more sensed parameters. 14. The method of claim 13 wherein the one or more parameters are sensed intermittently. 15. The method of claim 13 wherein the one or more parameters are sensed periodically. 16. The method of claim 13 wherein one of the one or more sensed parameters relates to a NOX concentration and/or component in the exhaust gas. 17. The method of claim 16 wherein the adjusting step adjusts the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold to help ensure that a NOX concentration and/or component in the exhaust gas does not violate a predefined constraint. 18. The method of claim 17 wherein one of the one or more sensed parameters relates to a particulate matter (PM) concentration and/or component in the exhaust gas. 19. The method of claim 18 wherein the adjusting step adjusts the manifold air pressure (MAP) and/or the manifold air flow (MAF) of the air in the intake manifold to help ensure that a PM concentration and/or component in the exhaust gas does not violate a predefined constraint. 20. The method of claim 19 wherein the internal combustion engine includes an exhaust manifold, and an exhaust gas recirculation (EGR) valve that receives exhaust gas from the exhaust manifold and provides an amount of the exhaust gas to the intake manifold wherein the amount is set by a set point of the EGR valve, and wherein the adjusting step adjusts the set point of the EGR valve to effect a future value of at least one of the one or more sensed parameters. 21. The method of claim 13 wherein the internal combustion engine includes an exhaust manifold, and an exhaust gas recirculation (EGR) valve that receives exhaust gas from the exhaust manifold and provides an amount of the exhaust gas to the intake manifold wherein the amount is set by a set point of the EGR valve, and wherein the adjusting step adjusts the set point of the EGR valve to effect a future value of at least one of the one or more sensed parameters. 22. The method of claim 1 wherein the adjusting step includes the step of predicting a target manifold air pressure (MAP) and/or a target manifold air flow (MAF) of the air in the intake manifold based, at least in part, on the one or more signals that are related to the fuel rate, and then adjusting the manifold air pressure (MAP) and/or a manifold air flow (MAF) to the target manifold air pressure (MAP) and/or the target manifold air flow (MAF). 23. The method of claim 22 wherein the internal combustion engine further includes an exhaust manifold, and an exhaust gas recirculation (EGR) valve that receives exhaust gas from the exhaust manifold and provides an amount of the exhaust gas to the intake manifold wherein the amount is set by a set point of the EGR valve, and wherein the predicting step predicts a target set point of the EGR valve based, at least in part, on the one or more signals that are related to the fuel rate, and then adjusts the set point of the EGR valve to the target set point of the EGR valve. 24. The method of claim 23 further comprising the steps of: sensing a current value of one or more parameters related to a composition of an exhaust gas of the internal combustion engine; and wherein the predicting step also predicts the target manifold air pressure (MAP) and/or the target manifold air flow (MAF) of the air in the intake manifold based, at least in part, on the one or more sensed parameters. 25. The method of claim 24 wherein the predicting step uses a current and one or more past signals that are related to the fuel rate. 26. The method of claim 25 wherein the predicting step uses a current and one or more past sensed parameters. 27. The method of claim 24 wherein the one or more sensed parameters include a manifold air pressure (MAP) in the intake manifold of the engine. 28. The method of claim 24 wherein the one or more sensed parameters include a manifold air flow (MAF) in the intake manifold of the engine. 29. The method of claim 24 wherein the one or more sensed parameters include a manifold air temperature (MAT) in the intake manifold of the engine. 30. The method of claim 24 wherein the one or more sensed parameters include a measure of the engine speed of the engine. 31. The method of claim 24 wherein the one or more sensed parameters include a measure of the turbo speed of the turbocharger. 32. The method of claim 24 wherein one of the one or more sensed parameters relates to a NOX concentration and/or component in the exhaust gas. 33. The method of claim 24 wherein one of the one or more sensed parameters relates to a particulate matter (PM) concentration and/or component in the exhaust gas. 34. The method of claim 24 wherein the predicting step uses one or more multi-parametric control loops. 35. The method of claim 24 wherein the predicting step includes a first dynamic filter followed by a lookup table followed by a second dynamic filter. 36. The method of claim 35 wherein the first dynamic filter is a Kalman filter or extended Kalman filter. 37. The method of claim 36 wherein the second dynamic filter is an identify filter. 38. The method of claim 35 wherein the look up table is computed using a multi-parametric hybrid algorithm. 39. The method of claim 35 wherein the lookup table encodes one or more constraints on one or more engine emission parameters. 40. The method of claim 39 wherein the look up table generates one or more control signals for the engine that keeps the emissions of the engine within the assigned constraints. 41. The method of claim 40 wherein the lookup table accepts one or more emission control constraints as inputs. 42. The method of claim 41 wherein the one or more emission control constraints are time-varying. 43. The method of claim 22 wherein the predicting step uses one or more Proportional-Integral-Derivative (PID) control loops. 44. The method of claim 22 wherein the predicting step uses one or more predictive constrained control loops. 45. The method of claim 44 wherein at least one of the predictive constrained control loops includes a Smith predictor. 46. The method of claim 22 wherein the predicting step uses one or more multiparametric control loops. 47. The method of claim 22 wherein the predicting step uses one or more model based predictive control loops. 48. The method of claim 22 wherein the predicting step uses one or more dynamic matrix control loops. 49. The method of claim 22 wherein the predicting step uses one or more statistical processes control loop. 50. The method of claim 22 wherein the predicting step uses a knowledge based expert system. 51. The method of claim 22 wherein the predicting step uses a neural network. 52. The method of claim 22 wherein the predicting step uses fuzzy logic.