Apparatus with dynamic prediction of EGR in the intake manifold

Claims

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A method of controlling a vehicle engine, comprising the steps of:

predicting a future value of manifold absolute pressure;

predicting a future value of new air partial pressure; and

controlling a vehicle engine responsive to the predicted future values of manifold absolute pressure and new air partial pressure.

2. An engine-controller combination, comprising:

an engine;

means for re-circulating exhaust gas;

means for determining, at successive time events, measures of a set of engine parameters and for providing measurement signals indicative of said measures; and

a microprocessor control unit, including (i) means for receiving the measurement signals, (ii) means for predicting from engine information available at event k future values of MAP and P.sub.o at an event k+R, where R is at least 1, where MAP represents an absolute pressure of an engine intake manifold and where P.sub.o represents a new air partial pressure of the engine intake manifold, and (iii) means for controlling the vehicle engine in response to the predicted future values of MAP and P.sub.o, providing improved control of an engine parameter comprising: air-fuel ratio, engine idle speed, engine speed, spark timing, wherein

the microprocessor control unit iteratively:

determines an estimation of MAP in response to a present measure of MAP, a prediction of MAP at event k, and a set of fixed predetermined correction coefficients;

determines the prediction of MAP at an event k+1 in response to information including (i) the measurement signals including signals indicative of the measures of the set of engine parameters at event k and previous events, (ii) the estimation of MAP and (iii) a first set of fixed predetermined model parameters;

determines the predicted value of MAP at event k+R in response to information including (i) the measurement signals including signals indicative of the measures of the set of engine parameters at event k and previous events, (ii) the estimation of MAP and (iii) the first set of fixed predetermined model parameters, wherein the predicted value of MAP at event k+R is a substantially accurate representation of a value of manifold absolute pressure at event k+R;

determines a prediction of P.sub.o at an event k+1 in response to information including (i) the measurement signals including signals indicative of the measures of the set of engine parameters at event k and previous events, (ii) previous predictions of P.sub.o and (iii) a second set of fixed predetermined model parameters; and

determines the predicted value of P.sub.o at event k+R in response to information including (i) the measurement signals including signals indicative of the measures of the set of engine parameters at event k and previous events, (ii) the previous predictions of P.sub.o and (iii) the second set of fixed predetermined model parameters, wherein the predicted value of P.sub.o at event k+R is a substantially accurate representation of a value of new air partial pressure at event k+R.

3. The apparatus of claim 2 wherein the set of engine parameters includes at least two members of a set comprising: manifold absolute pressure, measured mass air flow, predicted mass air flow, idle air control valve position, exhaust gas re-circulation valve position, atmospheric pressure, throttle position, engine speed and air temperature.

4. An engine-controller combination, comprising:

an engine;

means for re-circulating exhaust gas;

means for determining, at successive time events, measures of a set of engine parameters and for providing measurement signals indicative of said measures; and

a microprocessor control unit, including (i) means for receiving the measurement signals, (ii) means for predicting from engine information available at event k future values of MAP and P.sub.o at an event k+R, where R is at least 1, where MAP represents an absolute pressure of an engine intake manifold and where P.sub.o represents a new air partial pressure of the engine intake manifold, and (iii) means for controlling the vehicle engine in response to the predicted future values of MAP and P.sub.o, providing improved control of an engine parameter comprising: air-fuel ratio, engine idle speed, engine speed, spark timing, wherein

the microprocessor control unit:

initializes a set of variables including the set of engine parameters for events preceding time k; thereafter iteratively:

receives the measurement signals for event k;

determines an error signal in response to a differece between a measure MAP at event k and a prediction of MAP for event k;

schedules a set of fixed predetermined correction coefficients in response to two of the measurement signals representing independent engine parameters;

determines a set of estimated values of MAP in response to the prediction of MAP, the error signal, and the set of fixed predetermined correction coefficients;

schedules first and second sets of fixed model parameters in response to the two measurement signals representing independent engine parameters;

determines the prediction of MAP in response to the measurement signals for event k and preceding events, the set of estimated values, and the first set of fixed predetermined model parameters, the prediction of MAP including a prediction of MAP at engine event k+1;

determines a prediction of P.sub.o in response to the measurement signals for event k and preceding events, previous predictions of P.sub.o, and the second set of fixed predetermined model parameters, the prediction of P.sub.o including a prediction of P.sub.o at engine event k+1; and

determines engine control in response to the predictions of MAP and P.sub.o.

5. The apparatus of claim 4 wherein the first and second sets of model parameters and the set of correction coefficients are scheduled from look-up tables within control unit memory.

6. The control system of claim 4 wherein the set of engine parameters includes throttle position and engine speed.

7. The control system of claim 6 wherein the set of engine parameters also includes at least one member of a set comprising: manifold absolute pressure, measured mass air flow, predicted mass air flow, idle air control valve position, exhaust gas re-circulation valve position, atmospheric pressure and air temperature.

8. An engine-controller combination, comprising:

a vehicle engine;

an exhaust gas re-circulation valve providing re-circulation of engine exhaust gas;

means for determining measures of a set of engine parameters and for providing measurement signals indicative of said measures; and

a microprocessor control unit, including (i) means for receiving the measurement signals, (ii) means for predicting future values of MAP and P.sub.o, where MAP represents an absolute pressure of an engine intake manifold and where P.sub.o represents a new air partial pressure of the engine intake manifold; and (iii) means for controlling the vehicle engine in response to the predicted future values of MAP and P.sub.o.

9. The apparatus of claim 8, wherein the controlling means controls fueling of the engine by developing a fuel command in response to the predicted values and outputting the fuel command to a fuel injection control unit, which fuels the engine in response to the fuel command, thereby improving engine air-fuel ratio control.

10. The apparatus of claim 8, wherein the controlling means controls engine spark through spark timing and dwell commands output to a spark timing control module by developing the spark timing and dwell commands in response to the predicted values and outputting the spark timing and dwell commands to the spark timing control module.

11. The apparatus of claim 8, wherein the controlling means controls an idle air control valve through an idle air control valve command by developing the idle air control valve command in response to the predicted values and outputting the idle air control valve command to the idle air control valve.

12. The apparatus of claim 8, wherein the controlling means includes means for developing a fuel command and means for modifying the fuel command responsive to the predicted values R engine events in the future and means for outputting the fuel command to a fuel injection control unit, which fuels the engine in response to the fuel command, thereby improving engine air-fuel ratio control.

13. The apparatus of claim 8, wherein the microprocessor control unit iteratively:

(i) predicts future values of MAP in response to (a) the measurement signals, (b) a first linear model comprising a first set of fixed predetermined model parameters, and (c) an estimation set including at least one estimated value MAP,

(ii) determines the estimation set in response to (a) a present measure of the desired engine state, (b) the predicted future values of MAP, and (c) a correction set of fixed predetermined correction coefficients wherein the predicted value of MAP is a substantially accurate prediction of MAP, and

(iii) predicts future values of P.sub.o in response to (a) the measurement signals and (b) a second linear model comprising a second set of fixed predetermined model parameters.

14. The apparatus of claim 13 wherein the correction coefficients are predetermined through Kalman filtering.

15. The apparatus of claim 8 wherein the set of engine parameters includes throttle position and engine speed.

16. The apparatus of claim 15 wherein the set of engine parameters also includes at least one member of a set comprising: manifold absolute pressure, measured mass air flow, predicted mass air flow, idle air control value position, exhaust gas re-circulation valve position, atmospheric pressure and air temperature.

17. The apparatus of claim 8 wherein the predicted values of MAP and P.sub.o include (i) predicted values of MAP and P.sub.o for one engine event in the future and (ii) predicted values of MAP and P.sub.o for R engine events in the future, where R is at least 1 and wherein the controlling means controls the vehicle engine in response to the predicted value of the desired engine state for R engine events in the future.

18. The apparatus of claim 17, wherein the controlling means controls fueling of the engine by developing a fuel command in response to the predicted values R engine events in the future and outputting the fuel command to a fuel injection control unit, which fuels the engine in response to the fuel command, thereby improving engine air-fuel ratio control.

19. The apparatus of claim 17, wherein the controlling means controls engine spark through spark timing and dwell commands output to a spark timing control module by developing the spark timing and dwell commands in response to the predicted values R engine events in the future and outputting the spark timing and dwell commands to the spark timing control module.

20. The apparatus of claim 17, wherein the controlling means controls an idle air control valve through an idle air control valve command by developing the idle air control valve command in response to the predicted values R engine events in the future and outputting the idle air control valve command to the idle air control valve.

21. The apparatus of claim 17, wherein:

the predicted values of MAP for a given engine event comprises a vector MX.sup.p (k) where k is the present engine event, the measures of the set of engine parameters comprise a vector U.sub.t (k), the estimation set comprises a vector MX.sup.e (k), and the first set of fixed predetermined model parameters comprises matrices A.sub.t, B.sub.t, and C.sub.t, the predicted value of MAP for one engine event in the future being determined by a relation:

MX.sup.p (k+1)=A.sub.t MX.sup.e (k)+B.sub.t U.sub.t (k)+C.sub.t,

and the predicted value of MAP for R engine events in the future being determined by:

MX.sup.p (k+R)=A.sub.t.sup.R MX.sup.e (k)+[A.sub.t.sup.R-1 B.sub.t +A.sub.t.sup.R-2 B.sub.t + . . . +A.sub.t B.sub.t +B.sub.t ]U.sub.t (k)+[A.sub.t.sup.R-1 +A.sub.t.sup.R-2 +. . . +A.sub.t +I]C.sub.t ;

and

the correction set comprises a vector G, and MAP.sup.p (k) and MAP(k) represent predicted and measured values of MAP at event k, respectively, the estimation set being determined by a relation:

MX.sup.e (k)=MX.sup.p (k)+G(MAP(k)-MAP.sup.p (k));

and wherein,

the predicted values of P.sub.o for a given engine event comprises a vector OX.sup.p (k) where k is the present engine event, the measures of the set of engine parameters comprise a vector U.sub.o (k), and the second set of fixed predetermined model parameters comprises matrices A.sub.o, B.sub.o, and C.sub.o, the predicted value of P.sub.o for one engine event in the future being determined by a relation:

OX.sup.p (k+1)=A.sub.o OX.sup.p (k)+B.sub.o U.sub.o (k)+C.sub.o,

and the predicted value of P.sub.o for R engine events in the future being determined by:

OX.sup.p (k+R)=A.sub.o.sup.R OX.sup.p (k)+[A.sub.o.sup.R-1 B.sub.o +A.sub.o.sup.R-2 B.sub.o + . . . +A.sub.o B.sub.o +B.sub.o ]U.sub.o (k)+[A.sub.o.sup.R-1 +A.sub.o.sup.R-2 + . . . +A.sub.o +I]C.sub.o.

22. The apparatus of claim 21 wherein the first and second sets of model parameters are predetermined through statistical regression.

23. The apparatus of claim 21 wherein the first and second sets of model parameters are scheduled according to two independent engine variables.

24. The apparatus of claim 21 wherein the correction coefficients are predetermined through Kalman filtering.

25. The apparatus of claim 21 wherein the set of engine parameters includes throttle position and engine speed.

26. The apparatus of claim 25 wherein the set of engine parameters also includes at least one member of a set comprising: manifold absolute pressure, measured mass air flow, predicted mass air flow, idle air control valve position, exhaust gas re-circulation valve position, atmospheric pressure and air temperature.