Airflow estimation for engines with displacement on demand

• US 20030220732A1
• Filed: 05/17/2002
• Published: 11/27/2003
• Est. Priority Date: 05/17/2002
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Matthews, Gregory Paul, Folkerts, Charles Henry
• Granted Patent: US 6,760,656 B2
• Time in Patent Office: Days
• US Class Current: 701/103
• CPC Class Codes: F02D 2041/1433 using a model or simulation of the system
• CPC Class Codes: F02D 2041/1437 Simulation
• CPC Class Codes: F02D 2200/0402 the parameter being determined by using a model of the engine intake or its components
• CPC Class Codes: F02D 2200/0404 Throttle position
• CPC Class Codes: F02D 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 2200/0414 Air temperature
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device
• CPC Class Codes: F02D 41/263 the program execution being modifiable by physical parameters
• CPC Class Codes: F02P 9/005 by weakening or suppression of sparks to limit the engine speed

Abstract

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 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.

Claims

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 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; and

estimating said cylinder air charge.

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 operating mode of said engine includes half and full cylinder modes.

5. 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.

6. The control method of claim 4 wherein said estimating step is performed during said half cylinder mode only when an active cylinder firing interrupt occurs.

7. The control method of claim 1 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two.

8. The control method of claim 1 wherein said model is an event-based model.

9. The control method of claim 4 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.

10. The control method of claim 4 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.

11. 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; and

an 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.

12. The control system of claim 11 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder.

13. The control system of claim 11 wherein said model is capable of predicting cylinder air charge for future cylinder firing interrupts, and wherein said controller predicts cylinder air charge for at least one future cylinder firing interrupt.

14. The control system of claim 11 wherein said operating mode of said engine includes half and full cylinder modes.

15. The control system of claim 14 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode.

16. The control system of claim 14 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.

17. The control system of claim 11 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two.

18. The control system of claim 11 wherein said model is an event-based model.

19. The control system of claim 14 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.

20. The control system of claim 14 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.

21. 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; and

predicting said cylinder air charge for at least one future cylinder firing interrupt.

22. The control method of claim 21 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder.

23. The control method of claim 21 wherein said model is capable of estimating cylinder air charge, and further comprising estimating cylinder air charge.

24. The control method of claim 23 wherein said operating mode of said engine includes half and full cylinder modes.

25. The control method of claim 24 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode.

26. The control method of claim 24 wherein said estimating and predicting steps are performed during said half cylinder mode only when an active cylinder firing interrupt occurs.

27. 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.

28. The control method of claim 21 wherein said model is an event-based model.

29. The control method of claim 24 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.

30. The control method of claim 24 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.

31. 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; and

an 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.

32. The control system of claim 31 wherein said air charge is calculated using at least one of cylinder inlet airflow and mass of air trapped in a cylinder.

33. The control system of claim 31 wherein said model is capable of estimating cylinder air charge and wherein said controller estimates cylinder air charge for said future cylinder firing interrupts.

34. The control system of claim 31 wherein said operating mode of said engine includes half and full cylinder modes.

35. The control system of claim 34 wherein said model inputs for said half cylinder mode are taken over a crank angle period twice as long as said full cylinder mode.

36. The control system of claim 34 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.

37. The control system of claim 31 wherein said cylinder firing interrupts for a revolution are equal to a maximum number of cylinders of said engine divided by two.

38. The control system of claim 31 wherein said model is an event-based model.

39. The control system of claim 34 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.

40. The control system of claim 34 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.