Method for generating energy output signal

• US 4,393,696 A
• Filed: 07/20/1981
• Issued: 07/19/1983
• Est. Priority Date: 07/20/1981
• Status: Expired due to Term

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Motor Company
• Inventors: Ellison, Joseph, Radtke, Richard R., Fozo, Steven R., Willis, Frederick G.
• Primary Examiner(s): Myracle, Jerry W.
• Application Number:
  US06/284,861
• Time in Patent Office: 729 Days
• Field of Search: 73/116, 73/117.3, 364/551, 364/431.1, 364/431.3, 364/431.4, 123/417
• US Class Current: 73/114.74
• CPC Class Codes: F02B 2075/027 four
• CPC Class Codes: F02P 5/04 automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions dependent on position of personal controls of engine F02P5/02

Abstract

This specification discloses a method for generating an engine energy output signal for use by an adaptive strategy in controlling the performance of a spark ignited automobile combustion engine. An estimated future energy output combines the weighted sum of a short term energy output average, a medium term energy output average and a long term energy output average. The adaptive strategy adjusts spark timing and distance of EGR as a function of engine energy usage per distance traveled while maintaining feedgas emissions at a constant level over a wide variety of driving patterns including urban, suburban and highway. This adaptive strategy has advantageous fuel consumption characteristics which are greatest at the most constrained feedgas levels. Drivability can be enhanced because of the greater calibration flexibility inherent to the adaptive technique.

Claims

1. A method of generating an energy output signal for use in controlling the performance of a spark ignited automobile internal combustion engine, said method including the steps of:

generating a short term energy output average during a relatively short duration length of time;

generating a medium term energy output average during a medium duration length of time, said medium duration being longer than said short duration;

generating a long term energy output average during a relatively long duration of time, said long duration being longer than said medium duration;

generating an estimated future energy output by combining a weighted sum of the short term, medium term and long term energy outputs, the weighting being a coefficient A for the short term output, a coefficient B for the medium term output and a coefficient C for the long term output.

2. A method of generating an energy output signal as recited in claim 1 wherein generating the estimated future energy output includes the steps of generating short term, medium term and long term energy outputs at least about every 45 seconds.

3. A method of generating an energy output signal as recited in claim 1 wherein:

said short term output is an average over about 45 seconds;

said medium term output is an average over about 6 minutes; and

said long term output is an average over about 22 minutes.

4. A method of generating an energy output signal as recited in claim 1 wherein generating an estimated future energy output includes the steps of:

storing three sequential short term energy output averages, a first short term average, a second short term average, and a third short term average, the third short term average being the energy usage signal most recent in time; and

setting coefficient C for the long term energy output to be greater than the sum of coefficients A and B when the magnitude of the second short term average differs from the magnitude of the third short term average by more than 25% of the magnitude of the second short term average thereby indicating highly variable driving and achieving engine control stability by an increased weighting of the long term energy output average.

5. A method of generating an energy output signal as recited in claim 4 wherein coefficients A=0, B=0, C=1.

6. A method of generating an energy output signal as recited in claim 1 wherein generating an estimated future energy usage includes the steps of:

storing three sequential short term energy output averages, a first short term average, a second short term average, and a third short term average, the third short term average being the energy output signal most recent in time; and

setting coefficients A and B substantially equal to each other when the magnitude of the second short term average differs from the magnitude of the third short term average by less than 25% of the magnitude of the second short term average and the first short term average differs from the magnitude of the second short term average by more than 25% of the magnitude of the first short term average thus providing a first indication of consistent driving.

7. A method of generating an energy output signal as recited in claim 6 wherein coefficients A=0.5, B=0.5, C=0.

8. A method of generating an energy output signal as recited in claim 1 wherein generating an estimated future energy output includes the steps of:

storing three sequential short term energy output averages, a first short term average, a second short term average, and a third short term average, the third short term average being the energy output signal most recent in time; and

setting coefficient B to be greater than coefficient A when the magnitude of the second short term average differs from the magnitude of the third short term average by less than 25% of the magnitude of the second short term average, and the magnitude of the first short term average differs from the magnitude of the second short term average by less than 25% of the magnitude of the first short term average.

9. A method of generating an energy output signal as recited in claim 8 wherein coefficient A=0.4, B=0.6, C=0.

10. A method for generating an energy output signal as recited in claims 4, 5 or 6 further comprising generating a table of spark advance and percent EGR for use by an adaptive vehicle control system having a target emission value by the steps of:

generating a plurality of vehicle driving cycle segments relating vehicle speed with time;

associating vehicle speed versus time coordinates of a vehicle driving cycle segment with corresponding points of a discrete engine matrix of engine load versus engine speed thus describing engine operation during a driving cycle segment;

determining for each vehicle driving cycle, at each point of the discrete engine matrix, an optimal calibration of engine control variables including percent EGR and spark advance so that fuel economy is maximized at the selected target emission value;

calculating for each vehicle driving segment one energy density repesentative of energy usage divided by distance traveled during the vehicle driving segment;

correlating each point on the discrete engine matrix of a driving cycle segment with the energy density of the driving cycle segment; and

eliminating all but one of the optimal calibrations of engine control variables associated with a point of a discrete engine matrix to obtain a suggested tag group of engine control variables to be used with the associated energy density thereby defining each suggested tag group of engine control variables as a point on a three dimensional matrix having axes of energy, engine torque and engine speed.

11. A method of generating an energy output signal as recited in claim 1 including the step of solving the following equation with the weighting factors A, B and C as defined below:

space="preserve" listing-type="tabular">______________________________________ Estimated Cycle Energy/Mile = A (45 sec. energy/mile) + B (6 min. energy/mile) + C (22 min. energy/mile) wherein segment n below is the most recent completed segment, segment n-1 precedes n, and segment n-2 precedes n-1;

Criterion A B C ______________________________________ Highly variable driving;

0 0 1 Energy density (n-1) differs from energy density (n) by more than 25%;

or Consistent Driving;

Energy 0.5 0.5 0 density (n-1) differs from energy density (n) by less than 25% AND energy density (n-2) differs from energy density (n-1) by more than 25%;

or Consistent Driving;

Energy 0.4 0.6 0 density (n-1) differs from energy density (n) by less than 25% AND energy density (n-2) differs from energy density (n-1) by less than 25%. ______________________________________