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(12) United States Patent (10) Patent No.: US 7.565,236 B2 Turin Et Al

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(12) United States Patent (10) Patent No.: US 7.565,236 B2 Turin Et Al US00756.5236B2 (12) United States Patent (10) Patent No.: US 7.565,236 B2 Turin et al. (45) Date of Patent: Jul. 21, 2009 (54) AIRFLOWESTIMATION METHOD AND 5,845,627 A 12/1998 Olin APPARATUS FOR INTERNAL COMBUSTION 6,016,460 A 1, 2000 Olin ENGINE 6,651,492 B2 * 1 1/2003 Kolmanovsky et al. .. 73/114.37 (75) Inventors: Raymond Claude Turin, Grosse Pointe 6,820,589 B2 * 1 1/2004 Okubo et al. .......... 123,339.19 Park, MI (US); Rong Zhang, Troy, MI 6,851,304 B2 * 2/2005 Cullen et al. ............. T3,114.32 (US); Man-Feng Chang, Troy, MI (US) 2005/0229884 A1* 10, 2005 Kunz et al. ... 123.90.17 2006/0054134 A1 3/2006 Hennet al. ................. 123,325 (73) Assignee: GM Global Technology Operations, Inc., Detroit, MI (US) (*) Notice: Subject to any disclaimer, the term of this OTHER PUBLICATIONS patent is extended or adjusted under 35 U.S.C. 154(b) by 191 days. R. C. Turin and H. P. Geering, "On-Line Identification of Air-Fuel Dynamics in a Sequentially Injected SI Engine'. SAE 930857, Mar. (21) Appl. No.: 11/780,508 1993. (22) Filed: Jul. 20, 2007 * cited by examiner (65) Prior Publication Data Primary Examiner Willis R Wolfe, Jr. US 2009/OO243OO A1 Jan. 22, 2009 (57) ABSTRACT (51) Int. Cl. SO 3.08: A method of estimating an air charge in at least one combus (52) U.S. Cl 701/103. 701f1 15: 73/114.32 tion cylinder of an internal combustion engine includes cal Oa - - - - - - - - - - - - - - - - - - - - - - - - s 73/1433 culating cylinder mass air flow based upon a modified Volu (58) Field of Classification Search 701f101 103 metric efficiency parameter, and calculating the intake 701f1 10, 111 115. 73/1 14,311 14.35: 702.50. throttle mass air flow based upon a throttle airflow discharge s u u us . a- s 123,479,480,494 parameter and a fuel enrichment factor. Three models includ See application file for complete search history. ing a mean-value cylinder flow model, a manifold dynamics model, and a throttle flow model are provided to estimate the (56) References Cited air charge in the at least one combustion cylinder and to U.S. PATENT DOCUMENTS control delivery of fuel to the fuel delivery system. 5,714,683 A 2/1998 Maloney 5,753,805 A 5/1998 Maloney 19 Claims, 4 Drawing Sheets As aszaars U.S. Patent Jul. 21, 2009 Sheet 1 of 4 US 7.565,236 B2 5-N g &N ws s g & & X s X s (s ass 's U.S. Patent Jul. 21, 2009 Sheet 3 of 4 US 7.565,236 B2 ?ºzzzzzzZ) |38 U.S. Patent Jul. 21, 2009 Sheet 4 of 4 US 7.565,236 B2 Coooooooooooooooor XXX XXXX XXX XXXX-XXX XXX XXXb XXX XXXX XXXX-XXXX XXX-XXX XXX XXXB ENGINE toob. EXHAUS 30,58,6264,70,74,8284.85 AFIG. af US 7,565,236 B2 1. 2 ARFLOWESTIMATION METHOD AND FIG. 1 is a schematic model of a spark ignited internal APPARATUS FOR INTERNAL COMBUSTION combustion engine system; ENGINE FIG. 2 illustrates a methodofestimating cylinder air charge without a mass air flow sensor, TECHNICAL FIELD FIG.3 is an illustration of the flow of air from atmosphere to a cylinder within the combustion engine system shown in The present invention is related to the field of engine con FIG. 1: trols for internal combustion engines and more particularly is FIG. 4 is a block diagram showing the flow of the signals directed towardestimation of throttle mass airflow as used in produced in the spark ignited internal combustion engine Such controls. 10 system shown in FIG. 1; and FIG. 5 is a correction look-up table used to determine the BACKGROUND OF THE INVENTION correction of the throttle discharge coefficient. The basic objective for fuel metering in most gasoline DESCRIPTION OF THE PREFERRED engine applications is to track the amount of airin the cylinder 15 EMBODIMENT with a predefined stoichiometric ratio. Therefore, precise air charge assessment is a critical precondition for any viable Turning now to FIG. 1, a schematic model of a spark open loop fuel control policy in Such engine applications. As ignited internal combustion engine system (System) 20 is the air charge cannot be measured directly its assessment, in illustrated. The System 20, in the most general sense, com one way or another, depends on sensing information involv prises all engine associated apparatus affecting or affected by ing a pressure sensor for the intake manifold, a mass air flow gas mass flow and includes the operating environment or sensor upstream of the throttle plate, or both. The choice of a atmosphere from which and to which gas mass flows. The particular sensor configuration reflects a compromise internal combustion engine includes a naturally aspirated or a between ultimate system cost and minimum performance boosted internal combustion engine. The atmosphere 66 is requirements. Currently, high cost Solutions involving both 25 shown entering the system at the fresh air inlet 22. sensors are found in markets with Stringent emission stan The System includes a variety of pneumatic elements, each dards while low cost solutions, mostly involving just a pres generally characterized by at least a pair of ports through Sure sensor, are targeting less demanding developing markets. which gas mass flows. For example, air induction including Speed-density methods of computing the mass airflow at fresh air inlet 22, air cleaner 24, and intake duct 26 is a first 30 general pneumatic element having ports generally corre the engine intake are known in the art. However, employing the speed-density methods in conjunction with more complex sponding to the air inlet 22 at one end and another port engine applications such as cam-phasing and/or variable generally corresponding to the intake duct 26 at the other end. valve lift capability has not been practical or economically Another example of a pneumatic element is intake manifold feasible. 36 having ports interfacing with intake duct 34 and intake 35 runner 38. Other general examples of pneumatic elements in Therefore, what is needed is a method for providing a low the System include: intake air throttle orifice 86 including cost air charge estimator without the use of a mass air flow throttle body 28 and throttle plate 32; crankcase 50: combus sensor that provides cylinder air estimation to satisfy devel tion cylinder 46 including combustion chamber 48 and intake oping market needs. valve 40 and cam 72: exhaust including exhaust duct 52, and 40 exhaust outlet 54. SUMMARY OF THE INVENTION The various elements shown in FIG. 1 are exemplary and the present invention is by no means restricted only to those An internal combustion engine system includes a control specifically called out. Generally, an element in accordance ler in signal communication with the engine and with a fuel with the present invention may take the form of a simple delivery system, a combustion cylinder and piston recipro 45 conduit or orifice (e.g. exhaust), variable geometry valve (e.g. cating therein, an intake manifold directing flow of air into the throttle orifice) 86, pressure regulator valve (e.g. PCV valve), at least one combustion cylinder, and an air throttle having a major Volumes (e.g. intake and exhaust manifolds)36.44, or throttle orifice directing flow of air mass into the intake mani pneumatic pump (e.g. combustion cylinder) 46. fold. A method of estimating an air charge in at least one In illustration of the interrelatedness of the various ele combustion cylinder of the engine includes: calculating cyl 50 ments and flow paths in the internal combustion engine sys inder mass air flow based upon a modified volumetric effi tem 20, a gas mass (gas) at atmospheric pressure enters ciency parameter, calculating the intake throttle mass airflow through fresh air inlet 22, passing an intake air temperature based upon a throttle air flow discharge parameter and a fuel sensor 58, and then passing through air cleaner 24. Gas flows enrichment factor, and using the cylinder mass air flow and from intake duct 26 through throttle body 28. For a given throttle mass air flow to estimate the air charge within the at 55 engine speed, the position of throttle plate 32, as detected by least one combustion cylinder. Three models including a a throttle position sensor 30, is one parameter determining the mean-value cylinder flow model, a manifold dynamics amount of gas ingested through the throttle body and into the model, and a throttle flow model are provided to estimate the intake duct 34. From intake duct 34, gas enters an intake air charge in the at least one combustion cylinder and to manifold 36, whereat individual intake runners 38 route gas control delivery of fuel to the fuel delivery system. 60 into individual combustion cylinders 46. Gas is drawn through cam actuated intake valve 40 into combustion cylin BRIEF DESCRIPTION OF THE DRAWINGS der 46 during piston downstroke and exhausted therefrom through exhaust runner 42 during piston upstroke. These The invention may take physical form in certain parts and intake and exhaust events are of course separated by com arrangement of parts, the preferred embodiment of which will 65 pression and combustion events in full four-cycle operation, be described in detail and illustrated in the drawings incor causing rotation of a crankshaft 60, creating an engine speed porated hereinafter, wherein: that is detected by an engine speed sensor 62. Gas continues US 7,565,236 B2 3 4 through exhaust manifold 44, past the exhaust temperature operating condition and is based on an air flow estimation sensor 64, and finally through exhaust outlet 54 to atmosphere error metric that is derived from the stoichiometric offset of a 66.
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