Fuel efficiency determination for an engine

• US 8,014,938 B2
• Filed: 12/19/2006
• Issued: 09/06/2011
• Est. Priority Date: 12/29/2005
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Livshiz, Michael, Heap, Anthony H., Blanchard, John P., Lahti, John L.
• Primary Examiner(s): Wolfe, Jr.; Wills R
• Assistant Examiner(s): Hoang; Johnny H
• Application Number:
  US11/612,704
• Publication Number:
  US 20070156325A1
• Time in Patent Office: 1,722 Days
• Field of Search: 123/494, 123/435, 123/478, 123/480, 123/336, 123/339, 123/349, 123/350, 123/352, 123/361, 123/346, 123/403, 123/406.45, 123/406.47, 701/101, 701/102, 701/123, 701/110, 701/115, 731/145.2, 731/145.3, 702/182, 702/183
• US Class Current: 701/123
• CPC Class Codes: F02D 2041/001 for engines with variable valve actuation
• CPC Class Codes: F02D 2200/1006 Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/182 for the control of a fuel injection device

Abstract

A module that calculates power loss for an internal combustion engine includes an air intake calculation module that determines a final air per cylinder (APC) value. A fuel mass rate calculation module that determines a fuel mass rate value based on the final APC value. A power loss calculation module that determines a power loss value for the internal combustion engine based on the fuel mass rate value.

Claims

1. A fuel efficiency estimation system for determining a fuel efficiency of an internal combustion engine comprising:

a first module that determines a current iterative intake air mass value provided to said engine and compares said current iterative intake air mass value to a previous iterative intake air mass value, said first module providing said current iterative intake air mass value as a final intake air mass value when a difference between said current iterative intake air mass value and said previous iterative intake air mass value is less than a predetermined threshold value;

a second module that determines a fuel mass rate value based on said final air intake mass value; and

a third module that determines a power loss for the internal combustion engine based on said fuel mass rate value, wherein a fuel efficiency of the engine is determined based on said power loss.

2. The fuel efficiency estimation system of claim 1 wherein said first module comprises a first sub-module that generates an initial intake air mass value based on at least one of an engine speed value, an engine torque value and an engine coolant temperature value.

3. The fuel efficiency estimation system of claim 2 wherein said first module further comprises a second sub-module that outputs said current iterative intake air mass value based on at least one of said engine speed value, said engine torque value and said coolant temperature value.

4. The fuel efficiency estimation system of claim 3 wherein said first module further comprises:

a third sub-module that determines a spark advance value;

a fourth sub-module that determines an intake and exhaust cam phaser position value; and

a fifth sub-module that determines an air/fuel ratio.

5. The fuel efficiency estimation system of claim 4 wherein said spark advance value, said intake and exhaust cam phaser positions values and said air/fuel ratio are calculated based on said current iterative intake air mass value, said engine speed value and said coolant temperature value.

6. The fuel efficiency estimation system of claim 5 wherein said second sub-module calculates said current iterative intake air mass value based on said spark advance value, said intake and exhaust cam phaser position values and said air/fuel ratio value.

7. The fuel efficiency estimation system of claim 3 wherein said second sub-module determines said difference between said current iterative intake air mass value and said previous iterative intake air mass value.

8. The fuel efficiency estimation system of claim 7 wherein said second sub-module outputs said final intake air mass value when said difference is less than said predetermined threshold value.

9. The fuel efficiency estimation system of claim 7 wherein said second sub-module updates said current iterative intake air mass value when said difference is greater than said predetermined threshold value.

10. A method of determining a fuel efficiency of an internal combustion engine, comprising:

determining a current iterative intake air mass value provided to said engine;

comparing said current iterative intake air mass value to a previous iterative intake air mass value;

providing said current iterative intake air mass value as a final intake air mass value when a difference between said current iterative intake air mass value and said previous iterative intake air mass value is less than a predetermined threshold value

determining a fuel mass rate value based on said final intake air mass value;

calculating a power loss of the internal combustion engine based on said fuel mass rate value; and

determining the fuel efficiency based on said power loss.

11. The method of claim 10 further comprising determining an initial intake air mass value based on at least one of an engine speed value, an engine torque value and an engine coolant temperature value.

12. The method of claim 11 further comprising determining said current iterative intake air mass value based on at least one of said engine speed value, said engine torque value and said coolant temperature value.

13. The method of claim 12 further comprising:

determining a spark advance value;

determining a intake and exhaust cam phaser position values; and

determining an air/fuel ratio.

14. The method of claim 13 wherein said spark advance value, said intake and exhaust cam phaser positions values and said air/fuel ratio are calculated based on at least one of said current iterative intake air mass value, said engine speed value and said coolant temperature value.

15. The method of claim 14 wherein said current iterative intake air mass value is based on at least one of said spark advance value, said intake and exhaust cam phaser position values and said air/fuel ratio value.

16. The method of claim 10 wherein said current iterative intake air mass value is updated if said difference is greater than said predetermined threshold value.