초록 ▼

A method for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine having a variable geometry turbocharger (VGT) includes the steps of determining backpressure across the engine and air mass flow into the engine, closing vanes of the VGT to provide air

A method for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine having a variable geometry turbocharger (VGT) includes the steps of determining backpressure across the engine and air mass flow into the engine, closing vanes of the VGT to provide air mass flow increase when backpressure is increasing, and stopping the step of closing the vanes of the VGT when a decrease in rate of change of air mass flow is determined.

대표청구항 ▼

What is claimed is: 1. A method for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine having a variable geometry turbocharger (VGT), the method comprising the steps of: determining backpressure across the engine and air mass flow into the engine; c

What is claimed is: 1. A method for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine having a variable geometry turbocharger (VGT), the method comprising the steps of: determining backpressure across the engine and air mass flow into the engine; closing vanes of the VGT to provide air mass flow increase when backpressure is increasing; and stopping the step of closing the vanes of the VGT when a decrease in rate of change of air mass flow is determined. 2. The method of claim 1 wherein the engine includes exhaust gas recirculation (EGR) and the method further comprises controlling closing the vanes of the VGT such that the air mass flow is increased linearly and controlling a decrease in EGR flow proportional to the air mass flow increase. 3. The method of claim 2 further comprising calibrating limits on the amount of air flow increase and the amount of EGR flow decrease to provide substantially the same exhaust gas particulate emissions during steady state and transitional modes of operation of the engine. 4. The method of claim 1 further comprising determining rate of change of the air mass flow, and preventing overclosure of the VGT vanes by stopping the step of closing the vanes of the VGT when a positive rate of change of the air mass flow occurs. 5. The method of claim 1 further comprising determining engine NOx emissions, and controlling the position of the VGT vanes in response to the engine NOx emissions. 6. The method of claim 1 further comprising determining engine injection timing, and controlling the position of the VGT vanes in response to the engine injection timing. 7. The method of claim 1 further comprising monitoring backpressure across a diesel particulate filter (DPF), and controlling the position of the VGT vanes in response to the backpressure across the DPF. 8. The method of claim 1 further comprising including hysteresis to controlling the position of the VGT vanes to minimize VGT vane opening and closing transitions. 9. A system for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine, the system comprising: a variable geometry turbocharger (VGT) installed on the engine and having an actuator configured to continuously adjust turbine vanes in the VGT in real-time in response to a VGT control signal; an exhaust gas recirculation (EGR) valve installed on the engine and having an actuator configured to continuously adjust the EGR valve in real-time in response to an EGR control signal; a first sensor for determining backpressure across the engine; a second sensor for determining air mass flow into the engine, wherein the sensor for determining air mass flow into the engine is a virtual sensor; and an engine controller in electrical communication with the VGT actuator, the EGR actuator, the first sensor, and the second sensor, the engine controller configured to close the vanes of the VGT to provide air mass flow increase when backpressure is increasing, and stop closing the vanes of the VGT when a decrease in rate of change of air mass flow is determined. 10. The system of claim 9 wherein the second sensor generates an engine intake mass air flow signal that comprises a value directly proportional to engine RPM and intake manifold pressure, and indirectly proportional to intake manifold temperature. 11. The system of claim 9 wherein the controller further comprises a microprocessor and media that are programmed with at least one mathematical model to determine the VGT control signal and the EGR control signal. 12. The system of claim 9 wherein the controller controls closing the vanes of the VGT such that the air mass flow is increased linearly and controls a decrease in EGR flow proportional to the air mass flow increase. 13. The system of claim 12 wherein the controller determines calibration limits on the amount of air flow increase and the amount of EGR flow decrease to provide substantially the same exhaust gas particulate emissions during steady state and transitional modes of operation of the engine. 14. The system of claim 9 wherein the controller determines rate of change of the air mass flow, and prevents overclosure of the VGT vanes by stopping the step of closing the vanes of the VGT when a positive rate of change of the air mass flow occurs. 15. The system of claim 9 wherein the controller determines engine NOx emissions, and controls the position of the VGT vanes in response to the engine NOx emissions. 16. The system of claim 9 wherein the controller determines engine injection timing and controls the position of the VGT vanes in response to the engine injection timing. 17. The system of claim 9 wherein the controller monitors backpressure across a diesel particulate filter (DPF), and controls the position of the VGT vanes in response to the backpressure across the DPF. 18. The system of claim 9 wherein the controller includes hysteresis to control the position of the VGT vanes such that VGT vane opening and closing transitions are minimized. 19. A controller for controlling exhaust gas particulate emissions from a compression ignition internal combustion engine, the controller comprising: a first output port that presents a first control signal to a variable geometry turbocharger (VGT) installed on the engine and having an actuator configured to continuously adjust turbine vanes in the VGT in real-time in response to the first control signal; a second output port that presents a second control signal to an exhaust gas recirculation (EGR) valve installed on the engine and having an actuator configured to continuously adjust the EGR valve in real-time in response to the second control signal; a first input port that receives a first sensor signal from a respective sensor for determining backpressure across the engine; and a second input port that receives a second sensor signal from a respective sensor for determining air mass flow into the engine, wherein the sensor for determining air mass flow into the engine is a virtual sensor and the second sensor signal comprises a value directly proportional to engine RPM and intake manifold pressure, and indirectly proportional to intake manifold temperature, the controller is in electrical communication with the VGT actuator, the EGR actuator, the sensor for determining backpressure across the engine, and the sensor for determining air mass flow into the engine, and the engine controller controls closing the vanes of the VGT to provide air mass flow increase when backpressure is increasing, and stops closing the vanes of the VGT when a decrease in rate of change of air mass flow is determined. 20. The controller of claim 19 wherein the controller controls closing the vanes of the VGT such that the air mass flow is increased linearly and controls a decrease in EGR flow proportional to the air mass flow increase, and determines rate of change of the air mass flow, and prevents overclosure of the VGT vanes by stopping the closing the vanes of the VGT when a positive rate of change of the air mass flow occurs.