초록 ▼

A system and method are provided for controlling a flow of intake air entering an internal combustion engine. At least some of the intake air is diverted away from the engine in response to detection of a first operating condition that is indicative of a minimum engine fueling rate. A second operati

A system and method are provided for controlling a flow of intake air entering an internal combustion engine. At least some of the intake air is diverted away from the engine in response to detection of a first operating condition that is indicative of a minimum engine fueling rate. A second operating condition that is indicative of a flow rate of the intake air entering the engine is monitored, and diverting at least some of the intake air away from the engine is discontinued if the second operating condition indicates that the flow rate of the intake air entering the engine is within a threshold value of a target flow rate.

대표청구항 ▼

What is claimed is: 1. A method of controlling a flow of intake air entering an internal combustion engine, the method comprising: diverting at least some of the intake air away from the engine in response to detection of a first operating condition that is indicative of a minimum engine fueling ra

What is claimed is: 1. A method of controlling a flow of intake air entering an internal combustion engine, the method comprising: diverting at least some of the intake air away from the engine in response to detection of a first operating condition that is indicative of a minimum engine fueling rate, monitoring a second operating condition that is indicative of a flow rate of the intake air entering the engine, and discontinuing diverting at least some of the intake air away from the engine if the second operating condition indicates that the flow rate of the intake air entering the engine is within a threshold value of a target flow rate. 2. The method of claim 1 further comprising a flow diverter valve having an inlet in fluid communication with one of an intake manifold of the engine and an air intake conduit that is fluidly coupled between the intake manifold and a compressor of a turbocharger, and an outlet that is not in fluid communication with the air intake conduit or the intake manifold, wherein diverting at least some of the intake air away from the engine comprises controlling the flow diverter valve to at least partially open an air flow path between the inlet and the outlet. 3. The method of claim 2 wherein the flow diverter valve is disposed in-line with the air intake conduit, and wherein discontinuing diverting at least some of the intake air away from the engine comprises controlling the flow diverter valve to close the air flow path between the inlet and the outlet so that air does not flow through the outlet of the flow diverter valve. 4. The method of claim 2 further comprising an air diverting conduit having one end fluidly coupled to one of the air intake conduit and the intake manifold, wherein the flow diverter valve is disposed in-line with the air diverting conduit, and wherein discontinuing diverting at least some of the intake air away from the engine comprises controlling the flow diverter valve to close the air path between the inlet and the outlet so that air does not flow from the one of the intake conduit and the intake manifold through the air diverting conduit. 5. The method of claim 1 wherein the first operating condition corresponds to disengagement of a clutch positioned between the engine and a transmission having a number of manually selectable gear ratios. 6. The method of claim 5 further comprising an engine speed sensor configured to produce an engine speed signal corresponding to a rotational speed of the engine, an intake manifold temperature sensor configured to produce a temperature signal corresponding to a temperature of the intake air entering the engine and an intake manifold pressure sensor configured to produce a pressure signal corresponding to air pressure within an intake manifold of the engine, wherein monitoring the second operating condition comprises continually computing an estimated flow rate of the intake air entering the engine as a function of the engine speed signal, the temperature signal and the pressure signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of a target flow rate if the estimated flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 7. The method of claim 6 further comprising an exhaust gas recirculation (EGR) system comprising an EGR conduit fluidly coupled between an exhaust manifold of the engine and the intake manifold, a flow restriction having an inlet and an outlet positioned in-line with the EGR conduit and a differential pressure sensor configured to produce a differential pressure signal corresponding a differential pressure between the inlet and the outlet of the flow restriction, and wherein computing an estimated flow rate of the intake air entering the engine comprises computing the estimated flow rate of the intake air entering the engine further as a function of the differential pressure signal. 8. The method of claim 5 further comprising a mass flow rate sensor configured to produce a mass flow rate signal corresponding to the flow rate of the intake air entering the engine, wherein monitoring the second operating condition comprises monitoring the mass flow rate signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored mass flow rate signal indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 9. The method of claim 5 further comprising a turbocharger speed sensor configured to produce a turbocharger speed signal corresponding to a rotational speed of a turbocharger operatively coupled to the engine, wherein monitoring the second operating condition comprises monitoring the turbocharger speed signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored turbocharger speed signal indicates that the turbocharger rotational speed is within a threshold speed value of a target turbocharger speed. 10. The method of claim 1 further comprising a fuel system operatively coupled to the engine, and wherein the first operating condition corresponds to a requested fuel value being at or near the minimum engine fueling rate, the requested fuel value corresponding to a flow rate fuel requested to be delivered by the fuel system to the engine. 11. The method of claim 10 further comprising an engine speed sensor configured to produce an engine speed signal corresponding to a rotational speed of the engine, an intake manifold temperature sensor configured to produce a temperature signal corresponding to a temperature of the intake air entering the engine and an intake manifold pressure sensor configured to produce a pressure signal corresponding to air pressure within an intake manifold of the engine, wherein monitoring the second operating condition comprises continually computing an estimated flow rate of the intake air entering the engine as a function of the engine speed signal, the temperature signal and the pressure signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of a target flow rate if the estimated flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 12. The method of claim 11 further comprising an exhaust gas recirculation (EGR) system comprising an EGR conduit fluidly coupled between an exhaust manifold of the engine and the intake manifold, a flow restriction having an inlet and an outlet positioned in-line with the EGR conduit and a differential pressure sensor configured to produce a differential pressure signal corresponding a differential pressure between the inlet and the outlet of the flow restriction, and wherein computing an estimated flow rate of the intake air entering the engine comprises computing the estimated flow rate of the intake air entering the engine further as a function of the differential pressure signal. 13. The method of claim 10 further comprising a mass flow rate sensor configured to produce a mass flow rate signal corresponding to the flow rate of the intake air entering the engine, wherein monitoring the second operating condition comprises monitoring the mass flow rate signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored mass flow rate signal indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 14. The method of claim 10 further comprising a turbocharger speed sensor configured to produce a turbocharger speed signal corresponding to a rotational speed of a turbocharger operatively coupled to the engine, wherein monitoring the second operating condition comprises monitoring the turbocharger speed signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored turbocharger speed signal indicates that the turbocharger rotational speed is within a threshold speed value of a target turbocharger speed. 15. The method of claim 1 further comprising an accelerator pedal that is manually actuatable between a reference position, corresponding to the minimum engine fueling rate, and a fully depressed position, corresponding to a maximum engine fueling rate, wherein the first operating condition corresponds to the reference position of the accelerator pedal. 16. The method of claim 15 further comprising an engine speed sensor configured to produce an engine speed signal corresponding to a rotational speed of the engine, an intake manifold temperature sensor configured to produce a temperature signal corresponding to a temperature of the intake air entering the engine and an intake manifold pressure sensor configured to produce a pressure signal corresponding to air pressure within an intake manifold of the engine, wherein monitoring the second operating condition comprises continually computing an estimated flow rate of the intake air entering the engine as a function of the engine speed signal, the temperature signal and the pressure signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of a target flow rate if the estimated flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 17. The method of claim 16 further comprising an exhaust gas recirculation (EGR) system comprising an EGR conduit fluidly coupled between an exhaust manifold of the engine and the intake manifold, a flow restriction having an inlet and an outlet positioned in-line with the EGR conduit and a differential pressure sensor configured to produce a differential pressure signal corresponding a differential pressure between the inlet and the outlet of the flow restriction, and wherein computing an estimated flow rate of the intake air entering the engine comprises computing the estimated flow rate of the intake air entering the engine further as a function of the differential pressure signal. 18. The method of claim 15 further comprising a mass flow rate sensor configured to produce a mass flow rate signal corresponding to the flow rate of the intake air entering the engine, wherein monitoring the second operating condition comprises monitoring the mass flow rate signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored mass flow rate signal indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 19. The method of claim 15 further comprising a turbocharger speed sensor configured to produce a turbocharger speed signal corresponding to a rotational speed of the turbocharger, wherein monitoring the second operating condition comprises monitoring the turbocharger speed signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored turbocharger speed signal indicates that the rotational speed of the turbocharger is within a threshold speed value of a target turbocharger speed. 20. The method of claim 1 further comprising an engine compression brake operatively coupled to the engine, and wherein the first operating condition corresponds to activation of the engine compression brake. 21. The method of claim 20 further comprising an engine speed sensor configured to produce an engine speed signal corresponding to a rotational speed of the engine, an intake manifold temperature sensor configured to produce a temperature signal corresponding to a temperature of the intake air entering the engine and an intake manifold pressure sensor configured to produce a pressure signal corresponding to air pressure within the intake manifold of the engine, wherein monitoring the second operating condition comprises continually computing an estimated flow rate of the intake air entering the engine as a function of the engine speed signal, the temperature signal and the pressure signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of a target flow rate if the estimated flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 22. The method of claim 21 further comprising an exhaust gas recirculation (EGR) system comprising an EGR conduit fluidly coupled between an exhaust manifold of the engine and the intake manifold, a flow restriction having an inlet and an outlet positioned in-line with the EGR conduit and a differential pressure sensor configured to produce a differential pressure signal corresponding a differential pressure between the inlet and the outlet of the flow restriction, and wherein computing an estimated flow rate of the intake air entering the engine comprises computing the estimated flow rate of the intake air entering the engine further as a function of the differential pressure signal. 23. The method of claim 20 further comprising a mass flow rate sensor configured to produce a mass flow rate signal corresponding to the flow rate of the intake air entering the engine, wherein monitoring the second operating condition comprises monitoring the mass flow rate signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored mass flow rate signal indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 24. The method of claim 20 further comprising a turbocharger speed sensor configured to produce a turbocharger speed signal corresponding to a rotational speed of the turbocharger, wherein monitoring the second operating condition comprises monitoring the turbocharger speed signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of the target flow rate if the monitored turbocharger speed signal indicates that the turbocharger rotational speed is within a threshold speed value of a target turbocharger speed. 25. The method of claim 1 further comprising a fuel system operatively coupled to the engine, and wherein the first operating condition corresponds to a requested fuel value being at or near a predefined engine fueling rate and a rate of change of the requested fueling rate being above a predefined fueling rate value, the requested fuel value corresponding to a flow rate fuel requested to be delivered by the fuel system to the engine. 26. The method of claim 25 further comprising an engine speed sensor configured to produce an engine speed signal corresponding to a rotational speed of the engine, an intake manifold temperature sensor configured to produce a temperature signal corresponding to a temperature of the intake air entering the engine and an intake manifold pressure sensor configured to produce a pressure signal corresponding to air pressure within an intake manifold of the engine, wherein monitoring the second operating condition comprises continually computing an estimated flow rate of the intake air entering the engine as a function of the engine speed signal, the temperature signal and the pressure signal, and wherein the second operating condition indicates that the flow rate of the intake air entering the engine is within the threshold value of a target flow rate if the estimated flow rate of the intake air entering the engine is within the threshold value of the target flow rate. 27. The method of claim 26 further comprising an exhaust gas recirculation (EGR) system comprising an EGR conduit fluidly coupled between an exhaust manifold of the engine and the intake manifold, a flow restriction having an inlet and an outlet positioned in-line with the EGR conduit and a differential pressure sensor configured to produce a differential pressure signal corresponding a differential pressure between the inlet and the outlet of the flow restriction, and wherein computing an estimated flow rate of the intake air entering the engine comprises computing the estimated flow rate of the intake air entering the engine further as a function of the differential pressure signal. 28. The method of claim 2 wherein monitoring a second operating condition that is indicative of a flow rate of the intake air entering the engine comprises monitoring a pressure differential across the compressor of the turbocharger, and wherein discontinuing diverting at least some of the intake air away from the engine if the second operating condition indicates that the flow rate of the intake air entering the engine is within a threshold value of a target flow rate comprises controlling the flow diverter valve to close the air flow path between the inlet and outlet thereof when the pressure differential across the compressor is within a threshold value. 29. A system for controlling a flow of intake air entering an internal combustion engine, the system comprising: an air intake conduit having one end fluidly coupled to an intake manifold of the engine and an opposite end fluidly coupled to a compressor of a turbocharger, a flow diverter valve having an inlet in fluid communication with one of the air intake conduit and the intake manifold, and an outlet that is not in fluid communication with the air intake conduit or the intake manifold, a valve actuator responsive to a close signal to close the flow diverter valve and to an open signal to at least partially open the flow diverter valve, and a control circuit including a memory having instructions stored therein that are executable by the control circuit to divert at least some of the intake air away from the engine by producing the open signal upon detection of a first operating condition that is indicative of a minimum engine fueling rate, monitoring a second operating condition that is indicative of a flow rate of the intake air entering the engine, and discontinuing diverting at least some of the intake air away from the engine by producing the close signal if the second operating condition indicates that the flow rate of the intake air entering the engine is within a threshold value of a target flow rate.