阅读说明：本技术 一种基于请求的发动机制动转矩确定发动机控制参数的方法 (Method for determining engine control parameters based on requested engine braking torque ) 是由 唐志国 于 2018-06-22 设计创作，主要内容包括：一种基于请求的发动机制动转矩确定发动机控制参数的方法,至少部分地基于所请求的发动机制动转矩来确定表示发动机损失的值；将代表发动机损失的值与所请求的发动机胸罩相结合；KE扭矩以确定期望的发动机燃烧转矩；基于至少一个发动机运行参数的期望值来修改期望的发动机燃烧转矩；基于至少一个发动机参数确定至少一个发动机控制参数以控制传递到至少一个气缸的空气质量；发动机燃烧扭矩。(A method of determining an engine control parameter based on a requested engine retarding torque, determining a value indicative of engine losses based at least in part on the requested engine retarding torque; associating a value representative of engine loss with the requested engine bra; KE torque to determine a desired engine combustion torque; modifying the desired engine combustion torque based on the desired value of the at least one engine operating parameter; determining at least one engine control parameter based on the at least one engine parameter to control the mass of air delivered to the at least one cylinder; engine combustion torque.)

1. A method of determining an engine control parameter based on a requested engine retarding torque, characterized by: determining a value indicative of engine loss based at least in part on the requested engine braking torque; associating a value representative of engine loss with the requested engine bra; KE torque to determine a desired engine combustion torque; modifying the desired engine combustion torque based on the desired value of the at least one engine operating parameter; determining at least one engine control parameter based on the at least one engine parameter to control the mass of air delivered to the at least one cylinder; engine combustion torque.

2. The method of determining an engine control parameter based on requested engine retarding torque according to claim 1, wherein: wherein the step of determining a value representative of engine losses comprises determining a value representative of engine pumping losses for the desired engine load and engine friction losses based on the current engine speed.

3. The method of determining an engine control parameter based on requested engine retarding torque according to claim 1, wherein: wherein the step of modifying the desired engine combustion torque based on the air/fuel ratio comprises modifying the desired engine combustion torque based on a ratio of the desired air/fuel ratio to a stoichiometric air/fuel ratio.

4. The method of determining an engine control parameter based on requested engine retarding torque according to claim 1, wherein: wherein the step of modifying the desired engine combustion torque based on the desired firing angle comprises modifying the desired engine combustion torque based on the firing angle determined for the desired firing angle relative to the desired maximum braking torque.

5. The method of determining an engine control parameter based on requested engine retarding torque according to claim 1, wherein: wherein the single function comprises a look-up table referenced by a first variable representing a difference between a desired braking angle and an ignition angle of a maximum braking torque, and a second variable representing a ratio of a desired air/fuel ratio to stoichiometry a. The infrared/fuel ratio.

6. The method of determining an engine control parameter based on requested engine retarding torque according to claim 1, wherein: wherein the step of determining at least one engine control parameter further comprises determining a desired fuel mass based on the desired airflow and the desired air/fuel ratio.

Technical Field

The present disclosure relates to a system and method for determining engine control parameters, such as airflow and/or fuel flow based on engine torque.

Background

Electronic throttle control systems, such as variable cam timing systems and electronic throttle control systems, replace conventional mechanical throttle cable systems, which are "electronically linked" by sensors and actuators in communication with an electronic controller. This increases the control authority of the electronic controller and allows the air flow and/or fuel flow to be controlled independently of the accelerator pedal position. In order to control the actual output engine brake torque to achieve the driver demanded engine brake torque, it is necessary to determine appropriate values for the respective engine control parameters, such as air flow and fuel flow. Preferably, the calculation takes into account changes in engine operating parameters, such as engine operating temperature and accessory losses. While the prior art approach is acceptable for many applications and operating conditions, it is desirable to provide a more robust engine torque controller that improves the performance of the powertrain for the current application and is more adaptable to the new engine technology and control strategy SU. CH is used as direct injection, lean burn, variable cam timing, and variable displacement applications.

Disclosure of Invention

It is an object of the present invention to overcome the above-mentioned deficiencies of the prior art by providing a method of determining an engine control parameter based on a requested engine retarding torque, a system and method for determining at least one engine control parameter based on a requested engine retarding torque that has been compensated or modified to take into account current engine operating parameters and/or control modes.

The technical scheme of the invention is as follows: determining a value indicative of engine loss based at least in part on the requested engine braking torque; associating a value representative of engine loss with the requested engine bra; KE torque to determine a desired engine combustion torque; modifying the desired engine combustion torque based on the desired value of the at least one engine operating parameter; determining at least one engine control parameter based on the at least one engine parameter to control the mass of air delivered to the at least one cylinder; engine combustion torque.

Wherein the step of determining a value representative of engine losses comprises determining a value representative of engine pumping losses for the desired engine load and engine friction losses based on the current engine speed.

Wherein the step of modifying the desired engine combustion torque based on the air/fuel ratio comprises modifying the desired engine combustion torque based on a ratio of the desired air/fuel ratio to a stoichiometric air/fuel ratio.

Wherein the step of modifying the desired engine combustion torque based on the desired firing angle comprises modifying the desired engine combustion torque based on the firing angle determined for the desired firing angle relative to the desired maximum braking torque.

Wherein the single function comprises a look-up table referenced by a first variable representing a difference between a desired braking angle and an ignition angle of a maximum braking torque, and a second variable representing a ratio of a desired air/fuel ratio to stoichiometry a. The infrared/fuel ratio.

Wherein the step of determining at least one engine control parameter further comprises determining a desired fuel mass based on the desired airflow and the desired air/fuel ratio.

The invention has the beneficial effects that: a system and method for engine torque control is provided that is capable of simultaneously determining a desired airflow and fuel flow to produce a desired engine torque, which is a function of engine operating parameters.

Drawings

FIG. 1 is a block diagram of a system and method of determining engine control parameters based on requested engine torque according to the present invention.

Detailed Description

In fig. 1, a system 10 includes a vehicle powertrain 12 having an internal combustion engine 14 connected with an automatic transmission 16. Of course, the present invention is equally applicable to manual transmission applications. The powertrain system also includes a controller 18 in communication with the engine 14 and the transmission 16 for providing various information and control functions on day 5, 12. The engine 14 is coupled to the transmission 16 through a crankshaft 20, and the crankshaft 20 is coupled to a transmission pump 22 and/or a torque converter 24. Preferably, the torque converter 24 is a torque converter that includes a pump or impeller 26, the pump or impeller 26 being selectively fluidly coupled to a turbine 28. Torque converter 5 months and 24 days also includes a friction converter clutch or bypass clutch 30 which provides a selective frictional coupling between turbine shaft 32 and input shaft 34. The automatic transmission 16 includes a plurality of input-to-output ratios or gear ratios that are produced by various gears and associated friction elements (e.g., clutches, belts, etc.), which are generally designated by the reference numeral 36, which are well known in the art. The gear 36 provides a selective reduction or multiplication ratio between the turbine shaft 32 and the output shaft 38. The automatic transmission 16 is preferably electronically controlled by one or more shift solenoids, generally indicated by reference numeral 40, and a converter Clutch Control (CC)41 selects the appropriate gear ratio based upon current operating conditions. The transmission 16 also preferably includes an actuator for controlling a Pump Pressure (PP)42 (or line pressure), in addition to a shift lever position sensor (PRN)44, to provide an indication of the gear or drive mode selected by the operator, e.g., drive, reverse, park, etc. P)46 may be provided to facilitate closed loop feedback control of hydraulic circuit pressure during a shift or change in gear ratio. Depending on the particular application, output shaft 38 may be coupled to one or more shafts 48 through a final drive reduction or differential 50, which reduction or differential 50 may include one or more gears, as generally indicated by reference numeral 52. Each axle 48 may include two or more wheels, with a wheel 54 having a corresponding wheel speed sensor 56. In addition to the above-mentioned sensors, the powertrain 12 preferably includes a plurality of sensors, generally indicated by reference numeral 60, in communication with respective input ports 2 of the controller 18 to sense or monitor current operating and environmental conditions of the powertrain 12. A plurality of actuators, generally indicated by reference numeral 64, communicate with the controller 18 through the output port 1 to control the powertrain 12 in response to commands generated by the controller 18. The sensors preferably include a Throttle Position Sensor (TPS)68 that monitors the position of a throttle valve 70 disposed within an inlet 72. A mass air flow sensor (MAF)74 provides an indication of the mass of air passing through the intake air 72. A temperature sensor (TMP)76 provides an indication of engine temperature, such as engine coolant temperature or engine oil temperature. An engine speed sensor (RPM)80 monitors the rotational speed of the crankshaft 20. Similarly, a turbine speed sensor 82 monitors the speed of the turbine 28 of the torque converter 24. Another rotational speed sensor, Vehicle Speed Sensor (VSS)84, provides an indication of the speed of the output shaft 38, which may be used to determine vehicle speed based on the ratio of the sizes of the differential 50 and the wheels 54. Of course, the wheel speed sensors (WS1 and WS2)56 may also be used to provide an indication of vehicle speed.