Control system for an internal combustion engine operating with multiple combustion modes

• US 7,389,173 B1
• Filed: 03/27/2007
• Issued: 06/17/2008
• Est. Priority Date: 03/27/2007
• Status: Active Grant

• Current Assignee: Southwest Research Institute
• Original Assignee: Southwest Research Institute
• Inventors: Wang, Junmin
• Primary Examiner(s): Vo; Hieu T.
• Application Number:
  US11/691,720
• Time in Patent Office: 448 Days
• Field of Search: 701/103, 701/102, 701/29, 701/35, 60601-603, 123/435, 123/305
• US Class Current: 701/103
• CPC Class Codes: F01N 13/009 having two or more separate purifying devices arranged in series
• CPC Class Codes: F01N 3/0814 combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
• CPC Class Codes: F01N 3/0842 Nitrogen oxides
• CPC Class Codes: F02B 29/0406 Layout of the intake air cooling or coolant circuit
• CPC Class Codes: F02B 37/00 Engines characterised by provision of pumps driven at least for part of the time by exhaust
• CPC Class Codes: F02B 37/22 by varying cross-section of exhaust passages or air passages , e.g. by throttling turbine inlets or outlets or by varying effective number of guide conduits F02B37/24 takes precedence
• 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 2200/0406 Intake manifold pressure
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0065 Specific aspects of external EGR control constructional details of EGR system F02M26/00
• CPC Class Codes: F02D 41/1401 characterised by the control or regulation method F02D41/1473, F02D41/1477 take precedence
• CPC Class Codes: F02D 41/1403 Sliding mode control
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: F02D 41/3064 with special control during transition between modes
• CPC Class Codes: F02M 26/05 High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
• CPC Class Codes: F02M 26/25 with coolers having bypasses
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A method of controlling a diesel engine that is capable of multiple combustion modes and equipped with a turbocharger and EGR loop. The control method avoids a singularity condition inherent in turbocharged diesel engine having multiple combustion modes. For different combustion modes, different system states, control variables, and actuators are carefully chosen for different controllers based on the characteristics of the corresponding combustion mode as well as sensor and measurement limitations.

Claims

1. A method of controlling a turbocharged diesel engine, capable of multiple combustion modes, such as conventional diesel combustion and at least one alternate combustion mode in which the intake manifold pressure may fall below atmospheric pressure, comprising:

using a supervisory controller to track an intake manifold pressure value;

defining a switching pressure as being substantially the same as atmospheric pressure;

defining a switching surface value as a function of engine operating conditions;

comparing the intake manifold pressure to the switching pressure value less the switching surface thickness value; and

adjusting the turbocharger output in response to the comparing step.

2. The method of claim 1, wherein the intake manifold pressure value is a function of a desired intake manifold pressure value and an actual intake manifold pressure value.

3. The method of claim 1, wherein the alternate combustion mode is a low temperature combustion mode.

4. The method of claim 1, wherein the alternate combustion mode is a low temperature combustion mode and the method is performed when switching from the low temperature combustion mode to conventional combustion mode.

5. The method of claim 1, wherein the alternate combustion mode is a low temperature combustion mode and the method is performed when switching from the conventional combustion mode to the low temperature combustion mode.

6. The method of claim 1, wherein the comparing step is performed by comparing the intake manifold pressure to the switching pressure value less the switching surface thickness value and less a hysteresis value.

7. The method of claim 1, wherein the turbocharger is a variable geometry turbocharger and, wherein the adjusting step is performed by adding an offset value to a turbocharger control value.

8. The method of claim 1, wherein the alternate combustion mode is a mode in which the turbocharger is not used except in response to the comparing step.

9. The method of claim 1, wherein the switching surface value is a function of at least engine speed.

10. A method of controlling a diesel engine, capable of multiple combustion modes, such as conventional diesel combustion and at least one alternate combustion mode, the engine having a turbocharger and an exhaust gas recirculation (EGR) loop, comprising:

defining a system state for each combustion mode;

defining system output variables for each combustion mode;

defining actuators for each combustion mode;

wherein the output variables and actuators are based on the characteristics of the associated combustion mode; and

wherein one of the system states is a conventional combustion mode state, having output variables of intake manifold pressure, the fresh air flow rate through the compressor of the turbocharger, and the exhaust manifold pressure, and having actuators of a high pressure throttle between the compressor and the intake manifold, an EGR throttle, and a variable output turbocharger.

11. The method of claim 10, wherein the control variables and actuators are further based on sensor limitations when the engine is in the associated combustion mode.

12. The method of claim 10, wherein one of the system states is a low temperature combustion mode having output variables of intake manifold pressure and fresh air fraction and having actuators of a high pressure throttle between the compressor and the intake manifold and an EGR throttle.

13. The method of claim 12, wherein the fresh air fraction is based on measurement of the air-fuel ratio from a UEGO sensor.

14. The method of claim 10, wherein the fresh air flow rate is based on a MAF sensor that senses fresh air through the compressor of the turbocharger.

15. The method of claim 10, wherein the engine has a high pressure throttle between the intake manifold and the compressor of the turbocharger.

16. The method of claim 15, wherein the system states are based on one or more of the following measured or estimated values:

the intake manifold pressure downstream the high pressure throttle, the pressure between the high pressure throttle and the compressor; and

the exhaust manifold pressure, the compressor power and the fresh air intake into the manifold.

17. The method of claim 15, wherein the system actuators are associated with gas flow rates through the following actuators:

the high pressure throttle, an EGR valve and the turbocharger output.