Internal combustion engine control

• US 5,720,258 A
• Filed: 12/16/1996
• Issued: 02/24/1998
• Est. Priority Date: 12/16/1996
• Status: Expired due to Fees

• Current Assignee: GM Global Technology Operations Incorporated (Motors Liquidation Co. GUC Trust)
• Original Assignee: General Motors Corporation (Motors Liquidation Co. GUC Trust)
• Inventors: Bolander, William Joseph, Simon, Robert Charles Jr., Nichols, Gary Arthur, Tolkacz, Joseph Mark
• Primary Examiner(s): Moulis, Thomas N.
• Application Number:
  US08/766,077
• Time in Patent Office: 435 Days
• Field of Search: 123/339.2, 123/339.15, 123/320, 123/327, 123/350, 123/352, 123/361, 123/396, 364/431.07
• US Class Current: 123/352
• CPC Class Codes: F02D 2041/1433 using a model or simulation of the system
• 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 41/009 using means for generating position or synchronisation signals
• CPC Class Codes: F02D 41/1404 Fuzzy logic control
• CPC Class Codes: F02D 41/18 by measuring intake air flow
• CPC Class Codes: F02D 41/2441 characterised by the learning conditions
• CPC Class Codes: F02D 41/2464 Characteristics of actuators
• CPC Class Codes: F02D 41/2483 restricting learned values
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

Control of engine speed responsive to a deviation in engine speed away from a target speed is applied selectively under closed-loop airflow control operating conditions, such as idle and coastdown operating conditions in response to analysis of a cause of an engine intake airflow deviation away from a modeled airflow. If airflow deviations are determined to have resulted from variation in internal engine friction away from a nominal friction level, the control is applied. If airflow deviations are determined to have resulted from change in internal engine airflow restriction, such as due to contaminant build-up over a period of engine use, then the control is not applied under closed-loop airflow control operating conditions to avoid overcompensating for such deviations.

Claims

1. An engine speed control method for controlling engine speed to a target engine speed, comprising the steps of:

identifying engine operating conditions under which closed-loop engine intake mass airflow rate control is desired;

sampling input signals indicating a current engine operating condition;

storing a correction factor representing an engine intake airflow rate correction to maintain the target engine speed under the current engine operating condition;

sampling an input signal indicating current engine intake airflow rate; and

when the current engine operating condition is an engine operating condition under which closed-loop mass airflow rate control is desired, then (a) determining a deviation of the current engine intake airflow rate away from an expected engine intake airflow rate, (b) establishing a cause of the determined deviation, and (c) selectively applying, depending on the established cause of the determined deviation, the stored correction factor to correct engine intake airflow rate.

2. The method of claim 1, further comprising the step of:

modeling the expected engine intake airflow rate as a function of the target engine speed and of the current engine operating condition;

and wherein the step of determining an engine intake airflow rate deviation determines the deviation as a difference between the modeled expected engine intake airflow rate and the current engine intake airflow rate.

3. The method of claim 2, wherein the establishing step further comprises the steps of:

detecting a change in internal engine friction away from a modeled nominal level of internal engine friction;

detecting a change in internal engine airflow restriction away from a modeled nominal level of internal engine airflow restriction;

attributing the engine intake airflow rate deviation to at least one of the detected change in internal engine friction and the detected change in internal engine airflow restriction.

4. The method of claim 3, wherein the step of selectively applying the stored correction factor applies the stored correction factor when the engine intake airflow rate deviation is attributed to the detected change in internal engine friction.

5. The method of claim 1, the engine having an intake air control valve which is positioned in response to a control command to vary restriction to engine intake air, the method further comprising the steps of:

modeling an intake air control valve position as the intake air control valve position required to maintain the target engine speed under the current engine operating condition;

determining a current intake air control valve position;

calculating a position deviation representing a difference between the modeled intake air control valve position and the current intake air control valve position;

generating a correction factor adjustment as a function of the calculated position deviation; and

applying the correction factor adjustment to the stored correction factor to update the stored correction factor.

6. The method of claim 1, the engine applied in an automotive vehicle and having an intake air valve for controlling restriction to engine intake air, wherein the engine operating condition under which closed-loop mass airflow rate control is desired is a condition characterized by a closed intake air valve and a vehicle speed greater than zero.

7. A method for controlling internal combustion engine speed, comprising the steps of:

providing a schedule of open-loop correction factors for correcting engine intake airflow rate as a function of engine operating conditions;

establishing a range of engine operating conditions under which closed-loop engine intake airflow rate control is desired;

determining a current engine operating condition;

selecting an active open-loop correction factor from the provided schedule as the correction factor of the provided schedule corresponding to the current engine operating condition;

when the determined current engine operating condition is within the established range of engine operating condition, selectively applying the active open-loop correction factor, by (a) detecting a variation in engine intake airflow rate away from an expected airflow rate for the current engine operating condition, (b) diagnosing a cause of the detected variation, and (c) applying the active open-loop correction factor to correct engine intake airflow rate when the diagnosed cause is a first predetermined cause and not applying the active open-loop correction factor to correct engine intake airflow rate when the diagnosed cause is a second predetermined cause.

8. The method of claim 7, wherein engine speed is controlled to a target speed, and wherein the detecting step further comprises the steps of:

sampling at least one input signal indicating current engine intake airflow rate;

modeling an expected intake airflow rate to maintain engine speed at the target engine speed under the current engine operating condition; and

detecting the variation as a difference between the current engine intake airflow rate and the expected engine intake airflow rate.

9. The method of claim 7, wherein the diagnosing step further comprises the steps of:

establishing a nominal internal engine friction value;

estimating current internal engine friction;

determining when the current internal engine friction is substantially greater than the nominal internal engine friction value;

diagnosing the cause of the detected deviation to be an increase in internal engine friction when the current internal engine friction is determined to be substantially greater than the nominal internal engine friction;

and wherein internal engine friction is the first predetermined cause.

10. The method of claim 7, wherein the diagnosing step further comprises the steps of:

establishing a nominal level of internal engine airflow restriction;

estimating a current level of internal engine airflow restriction;

determining when the current level is substantially greater than the nominal level of internal engine airflow restriction;

diagnosing the cause of the detected deviation to be an increase in internal engine airflow restriction when the current level is determined to be substantially greater than the nominal level;

and wherein internal engine airflow restriction is the second predetermined cause.

11. The method of claim 7, wherein the applying step further comprises the steps of:

determining a base engine intake airflow command;

modifying the base engine intake airflow command by applying the active open-loop correction factor thereto; and

controlling engine intake airflow rate in accordance with the modified base engine intake airflow command.

12. The method of claim 7, wherein the engine is provided for driving an automotive vehicle and includes an intake air valve which is controlled to vary restriction to engine intake air, and wherein the established range of operating conditions includes a coastdown operating condition characterized by an intake air valve in a full restriction position and a vehicle speed greater than zero.

13. The method of claim 7, the engine having an intake air control valve which is positioned in response to a control command to vary restriction to engine intake air and the engine speed is controlled to a target engine speed, the method further comprising the steps of:

modeling an intake air control valve position that is required to maintain the target engine speed under the current engine operating condition;

sampling an input signal indicating current intake air control valve position;

calculating a position deviation representing a difference between the modeled intake air control valve position and the current intake air control valve position;

generating a correction factor adjustment as a function of the calculated position deviation; and

applying the correction factor adjustment to the active open-loop correction factor to update the active open-loop correction factor.