阅读说明：本技术 进气歧管压力控制策略 (Intake manifold pressure control strategy ) 是由 N·M·苏哈卡兰 M·格里尔 A·W·奥斯伯恩 S·R·贝兹 于 2020-01-29 设计创作，主要内容包括：公开了用于电子控制内燃发动机的操作的设备、方法和系统。某些实施方案可以包括、操作或实现：第一反馈控制器,所述第一反馈控制器被配置为作为输入接收命令发动机转速和反馈发动机转速并且响应于所述输入而提供发动机燃料供应命令；第二反馈控制器,所述第二反馈控制器被配置为作为输入接收命令进气压力和反馈进气压力并且响应于所述输入而提供点火正时修改命令；进气压力控制电路,所述进气压力控制电路被配置为响应于发动机转速而确定所述命令进气压力；以及反馈控制器设置控制电路,所述反馈控制器设置控制电路被配置为确定所述第二反馈控制器的反馈控制器设置。(An apparatus, method, and system for electronically controlling operation of an internal combustion engine are disclosed. Certain embodiments may comprise, operate or implement: a first feedback controller configured to receive as inputs a commanded engine speed and a feedback engine speed and to provide an engine fueling command in response to the inputs; a second feedback controller configured to receive as inputs a commanded intake air pressure and a feedback intake air pressure and to provide an ignition timing modification command in response to the inputs; an intake pressure control circuit configured to determine the commanded intake pressure in response to an engine speed; and a feedback controller setting control circuit configured to determine a feedback controller setting of the second feedback controller.)

1. A system for electronically controlling operation of an internal combustion engine, the system comprising:

a first feedback controller configured to receive as inputs a commanded engine speed and an engine speed and to provide an engine fueling command in response to the inputs;

a second feedback controller configured to receive as inputs a commanded intake air pressure and a feedback intake air pressure and to provide an ignition timing modification command in response to the inputs;

an intake pressure control circuit configured to determine the commanded intake pressure in response to the engine speed; and

a feedback controller setting control circuit configured to determine a feedback controller setting of the second feedback controller.

2. The system of claim 1, wherein the commanded intake pressure and the feedback controller settings are selected to one or more of:

(a) reducing the efficiency of the engine below a nominal engine efficiency or maximizing engine efficiency;

(b) reducing or mitigating oil infiltration into a combustion chamber of the engine; and

(c) increasing pressure in the combustion chamber during an intake stroke.

3. The system of claim 1, wherein the first feedback controller is configured to provide a spark timing command in response to the input, and the spark timing command is modified by a spark timing modification circuit using the spark timing modification command.

4. The system of claim 1, wherein the first control circuit is configured to determine the commanded intake air pressure in response to a turbocharger temperature and one or both of engine torque or a fueling input.

5. The system of any of claims 1-4, wherein the feedback controller setting control circuit is configured to repeatedly determine the feedback controller setting of the second feedback controller in response to the engine speed input and a current feedback controller setting.

6. The system of any one of claims 1-4, wherein there is one of:

(a) the second feedback controller is a Proportional Integral (PI) controller and the feedback controller setting control circuit is configured to repeatedly determine values of a proportional gain setting (Kp) and an integral gain setting (Ki) in response to the engine speed, a current Kp value, and a current Ki value; and

(b) the second feedback controller is a Proportional Integral Derivative (PID) controller and the feedback controller setting control circuit is configured to repeatedly determine values of a proportional gain setting (Kp), an integral gain setting (Ki) and a derivative gain setting (Kd) in response to the engine speed input, a current Kp value, a current Ki value and a current Kd value.

7. A system as claimed in any one of claims 1 to 4, wherein the feedback controller setting is non-linear with respect to the engine speed.

8. The system of any of claims 1-4, wherein the commanded intake pressure is a commanded intake manifold pressure and the feedback intake pressure is a feedback intake manifold pressure.

9. The system of any of claims 1-4, further comprising an internal combustion engine system.

10. The system of claim 9, wherein the internal combustion engine system comprises a spark-ignition engine including one or more spark plugs.

11. A method for electronically controlling operation of an internal combustion engine, the method comprising:

operating a first feedback controller to receive as inputs a commanded engine speed and an engine speed and to provide an engine fueling command in response to the inputs;

operating a second feedback controller to receive as inputs a commanded intake air pressure and a feedback intake air pressure, and to provide an ignition timing modification command in response to the inputs;

operating an intake pressure control circuit to determine the commanded intake pressure in response to the engine speed; and

operating a feedback controller setting control circuit to determine a feedback controller setting for the second feedback controller.

12. The method of claim 11, wherein the operating the first feedback controller, the second feedback controller, the intake pressure control circuit, and the second control circuit is effective to perform one or more of:

(a) reducing the efficiency of the engine below a nominal engine efficiency or maximizing engine efficiency;

(b) reducing or mitigating oil infiltration into a combustion chamber of the engine; and

(c) increasing pressure in the combustion chamber during an intake stroke.

13. The method of claim 11, wherein the act of operating the first feedback controller comprises providing a spark timing command in response to the input, and modifying the spark timing command using the spark timing modification command.

14. The method of claim 11, wherein the act of operating the first control circuit comprises determining the commanded intake air pressure in response to turbocharger temperature and one or both of engine torque or fuel supply input.

15. The method of any of claims 11-14, wherein the act of operating the feedback controller setting control circuit comprises repeatedly determining a feedback controller setting for the second feedback controller in response to the engine speed input and a current feedback controller setting.

16. The method of any of claims 11-14 wherein the act of operating the feedback controller setting control circuit comprises repeatedly determining values of a proportional gain setting (Kp) and an integral gain setting (Ki) in response to the engine speed, a current Kp value, and a current Ki value.

17. A method as claimed in any one of claims 11 to 14, wherein the feedback controller setting is non-linear with respect to the engine speed.

18. A method as in any of claims 11-14 wherein the commanded intake air pressure is a commanded intake manifold pressure and the feedback intake air pressure is a feedback intake manifold pressure.

19. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of any of claims 11-14.

20. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of claim 15.

21. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of claim 16.

22. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of claim 17.

23. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of claim 18.

24. An apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform the method of claim 19.

Background

The present application relates to intake manifold pressure control strategies and related devices, methods, systems, and techniques. During operation of the internal combustion engine, lubricating oil may infiltrate into the combustion chamber due to the pressure difference between the oil chamber and the combustion chamber. Depending on the magnitude of the intake manifold pressure, the combustion chamber that also reflects this pressure during the intake stroke may have a higher or lower pressure than the oil in the crankcase. If the oil pressure is higher than the combustion chamber pressure, the oil may seep into the combustion chamber and burn, which may result in undesirable emissions, including particulate emissions, and may negatively impact the performance of the exhaust aftertreatment system components. There remains a substantial unmet need for the unique apparatus, methods, systems, and techniques disclosed herein.

Disclosure of exemplary embodiments

For the purposes of clearly, concisely and accurately describing exemplary embodiments of the present disclosure, the manner and process of making and using the same, and to enable the practice, manufacture and use of the same, reference will now be made to certain exemplary embodiments, including those illustrated in the drawings, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, and such alterations, modifications, and further applications of the exemplary embodiments as would occur to one skilled in the art are intended to be embraced therein.

Disclosure of Invention

Certain embodiments include unique systems for electronically controlling the operation of an internal combustion engine according to an intake manifold pressure control strategy. Certain embodiments include unique methods for electronically controlling operation of an internal combustion engine according to an intake manifold pressure control strategy. Certain embodiments include unique apparatus configured to electronically control operation of an internal combustion engine according to an intake manifold pressure control strategy. Further embodiments, forms, objects, features, advantages, aspects, and benefits shall become apparent from the following description and drawings.

Drawings

FIG. 1 is a schematic diagram illustrating certain aspects of an exemplary engine system.

Fig. 2-4 are schematic diagrams illustrating certain aspects of an example control circuit and an example control process.

Detailed Description

Referring to FIG. 1, an internal combustion engine system 100 (sometimes referred to herein as engine system 100 or system 100) is shown according to an exemplary embodiment. The system 100 includes an engine 10 having an intake manifold 10a and an exhaust manifold 10 b. In the illustrated embodiment, the system 100 includes an intake system 102 fluidly coupled to the intake manifold 10a and configured to receive compressed intake air from a turbocharger 104. In other embodiments, the turbocharger 104 may be configured alternatively as a shaft driven compressor or supercharger, or may be omitted in the case of a naturally aspirated engine.

The engine system 100 includes an EGR system 108, which in the illustrated embodiment is configured as a low-pressure loop EGR system 108. In other embodiments, the EGR system 108 may be configured as a high-pressure loop EGR system, an EGR system with selectable high-pressure and low-pressure loops, or may be omitted. The system 100 includes an exhaust throttle 114 that is controllable to selectively provide and vary backpressure and flow control of the EGR system 108, but may be omitted in other embodiments. The engine system 100 also includes an EGR valve 109 that may be positioned at a plurality of locations in the exhaust system 106 and that may be operable to control recirculation of exhaust gas output by the engine 10 to an intake of the engine 10. The engine system 100 also includes an exhaust aftertreatment system 118 that receives exhaust from the engine 10 through other elements of the exhaust system 106 and may include one or more catalysts for reducing emissions including, for example, hydrocarbons, NOx, or particulates.

The engine system 100 includes a fuel delivery system 110 operatively coupled to the engine 10. The fuel delivery system 110 may be provided in a variety of forms, such as a natural gas system or other gaseous fuel system, a gasoline system, or a dual fuel system. When provided as a dual fuel system, the fuel delivery system 110 may be configured to provide multiple fuels, such as gaseous and liquid fuels, to the combustion chamber. In such systems, combustion may be controlled by injecting liquid fuel into a combustion cylinder to ignite the gaseous fuel. Fuel delivery system 110 may utilize port fuel injection and/or direct injection. Engine system 100 also includes an ignition system 112, which may include one or more spark plugs and associated controls, and/or one or more in-cylinder injectors (e.g., in the case of a dual fuel engine).

The engine system 100 includes an Electronic Control System (ECS) 116 that includes control circuitry configured to control various operational aspects of the engine system 100. The control circuitry of the ECS 116 may be provided in a variety of forms and combinations. In some embodiments, the control circuitry of the ECS 116 may be provided, in whole or in part, by one or more microprocessors, microcontrollers, other integrated circuits, or a combination thereof, configured to execute instructions stored in a non-transitory storage medium, e.g., in the form of stored firmware and/or stored software. It should be understood that the microprocessor, microcontroller, and other integrated circuit implementations of the control circuits disclosed herein may include multiple instances of the control circuits using common physical circuit elements. For example, the first control circuitry may be provided by a combination of a particular processor circuit and first memory circuitry, and the second control circuitry may be provided at least in part by a combination of the particular processor circuit and second memory circuitry different from the first memory circuitry. It should be understood that the first control circuit according to the present disclosure may be an intake air pressure control circuit as disclosed herein, and the second control circuit according to the present disclosure may be a feedback controller setting control circuit as disclosed herein, for example.

It should also be understood that the control circuitry of the ECS 116 may additionally or alternatively include other digital circuitry, analog circuitry, or hybrid analog-digital circuitry, or combinations thereof. Some non-limiting example elements of such circuitry include an Application Specific Integrated Circuit (ASIC), an Arithmetic Logic Unit (ALU), an amplifier, one or more analog computers, analog-to-digital (a/D) and digital-to-analog (D/a) converters, a clock, a communications port, a Field Programmable Gate Array (FPGA), a filter, a format converter, a modulator or demodulator, a multiplexer and demultiplexer, non-transitory storage devices and media, an oscillator, a processor core, a signal conditioner, one or more state machines, and a timer. Such alternative or additional implementations, like microprocessors, microcontrollers, and other integrated circuit implementations, may implement or use multiple instances of control circuitry utilizing common physical circuit elements. For example, the first control circuit may be provided by a combination of a first control circuit element and a second control circuit element, and the second control circuit may be provided by a combination of the first control circuit element and a third control circuit element different from the first control circuit element.

The ECS 116 may be provided as a single component or a collection of operatively coupled components. When in multi-component form, the ECS 116 can have one or more components remotely located in a distributed arrangement relative to other components and can distribute control functions across one or more control units or devices. In some embodiments, ECS 116 may include a plurality of Electronic Control Modules (ECMs) or Electronic Communication Units (ECUs) configured to operatively communicate over one or more networks, such as one or more Controller Area Networks (CANs). ECS 116 is also communicatively coupled to various components of engine control system 100 via a communication network 130. Exemplary communication connections are shown in fig. 1, although there may not be connections shown in any given embodiment and/or additional connections may be present.

The engine system 100 may be provided and utilized in a variety of applications. In some embodiments, the engine system 100 may be configured to provide power to a vehicle, such as an automobile or other type of passenger vehicle, a hybrid vehicle, a truck, or other type of work vehicle or machine, watercraft, or aircraft. In some embodiments, the engine system 100 may be configured to provide power to an off-vehicle load such as a genset, compressor, or pump, to name a few.

Referring to fig. 2, a control circuit 200 is shown that may be implemented in one or more ECUs or other devices of an electronic control system (such as ECS 116) or various other electronic control systems, and that may be used to control the operation of an engine system (such as engine system 100). While the various features and operations of the embodiment of fig. 2-4 may be described in connection with the engine system 100, it should be understood that the disclosed embodiments may also be implemented in and utilized in connection with various other electronic control systems and various other engine systems.

During operation of the engine system 100, a plurality of engine system operating parameters or values may be determined. Such determinations may utilize one or more physical sensors, virtual sensors, controller-based approximations, estimations or simulations, combinations thereof, or other techniques for determining engine system operating parameters or values as would occur to one of ordinary skill in the art having the benefit of this disclosure. In the illustrated embodiment, the determined operating parameters or values include engine speed 232, turbocharger temperature 234 (e.g., turbine inlet temperature, turbine outlet temperature, or another turbocharger temperature), Intake Manifold Pressure (IMP) 238, and may also include other engine system operating conditions 236.

It should be appreciated that parameters or values such as engine speed 232, turbocharger temperature 234, IMP 238, and other engine system operating conditions 236 are indicative of actual or current operating conditions of the engine system 100 and may be provided as feedback inputs to the disclosed control circuit. Thus, for example, engine speed 232 is one example of an actual or current engine speed, although in practice factors such as measurement errors, communication and processing latencies or delays, and other factors may cause variations between engine speed 232 and the indicated precise instantaneous physical engine speed. Also, the IMP 238 is one example of an actual or current intake manifold pressure, although the aforementioned factors may cause variations between the IMP 238 and the indicated precise instantaneous physical intake manifold pressure. The same applies to turbocharger temperature 234 versus the indicated precise instantaneous physical turbocharger temperature and other engine system operating conditions 236 versus the indicated precise instantaneous physical engine system properties. It should also be appreciated that the magnitude of parameters or values such as engine speed 232, turbocharger temperature 234, IMP 238, and other engine system operating conditions 236 may vary dynamically over time. Thus, for example, the current engine speed used at the different operating points may be the same value as the current engine speed used at the other operating points, or the magnitudes of the two may be different. Turbocharger temperature 234, IMP 238, and other engine system conditions 236 apply to the same situation.

The control circuit 200 includes an engine speed feedback controller 210 configured to receive as inputs an engine speed command 202 and an engine speed 232. The engine speed command 202 may be determined in response to an engine idle input, which may establish a baseline or minimum engine speed as a predetermined value or a dynamically determined value based on one or more engine system operating conditions and/or ambient conditions. The engine speed command 202 may also be determined in response to an input received from an operator control, such as an accelerator pedal or a cruise control system, which may increase engine speed above a value established by an engine idle input. In some embodiments, the engine speed feedback controller 210 may also receive various other inputs 204, which may include other command inputs, other feedback inputs, or combinations thereof.

The engine speed feedback controller 210 determines an engine fueling command 212 in response to inputs it receives and provides the engine fueling command 212 to control operation of a fuel delivery system, such as the fuel delivery system 110 of the engine system 100. It should be appreciated that for some purposes, the engine fueling command 212 may be considered an engine torque parameter or value in view of the proportional relationship between engine fueling and engine torque. It should also be understood that the engine fueling command 212 is an example of a torque or fueling control parameter and may be referred to accordingly.

Engine speed feedback controller 210 may also determine spark timing command 218 in response to inputs it receives and provide spark timing command 218 to spark timing modification control circuit 230, which in turn modifies the spark timing command and provides the modified spark timing command to control operation of a spark system, such as spark system 112 of engine system 100. In some embodiments, the spark timing command and the modified spark timing command may include one or more spark plug spark timing parameters or values. In some embodiments, such as in the case of a dual fuel engine that ignites gaseous fuels by injecting liquid fuel into a combustion cylinder, the spark timing command and modified spark timing command may include one or more injection timing parameters or values.

In some embodiments, engine speed feedback controller 210 may not determine spark timing command 218 or may not provide spark timing command 218 to spark timing modification control circuit 230. In such embodiments, the spark timing modification control circuit 230 provides modified spark timing commands to control operation of a spark system (such as the spark system 112 of the engine system 100) without requiring input from the engine speed feedback controller 210. Even in the event that the received input is not explicitly modified by spark timing modification control circuit 230, it may still be considered to provide a modified spark timing command that is different or dissimilar from the nominal spark timing command that would be utilized in the normal operation of the engine system. In such conventional operation, the nominal spark timing is typically controlled or determined to maximize or optimize combustion efficiency to the extent feasible for a given set of operations and/or circumstances.

In some embodiments, the engine speed feedback controller 210 may also be configured to determine other commands 214, which other commands 214 may be provided to control the operation of various other devices and systems associated with the engine system 100. Other commands 214 may include air handling commands (such as intake throttle position, exhaust throttle position, turbocharger geometry, and turbocharger exhaust valve position), aftertreatment system commands, and various other commands for engine system 100, as will be appreciated by those skilled in the art having the benefit of this disclosure. In some embodiments, one or more of the other commands may be provided by an additional controller operating in conjunction with engine speed feedback controller 210.

In some embodiments, the engine speed feedback controller 210 may be configured as a Proportional Integral (PI) controller or a Proportional Integral Derivative (PID) controller. Such a controller may include a control circuit configured to determine a difference between the engine speed command 202 and the engine speed 232, provide the difference to a proportional operator having an associated proportional gain, an integral operator having an associated integral gain, and, in the case of a PID controller, to a derivative operator having an associated derivative gain. Such controllers may be configured to determine and output one or more commands, such as engine fueling command 212, ignition timing command 218, or other commands 214, in response to the outputs provided by the proportional, integral, and derivative operators (if present). In other embodiments, the engine speed feedback controller 210 may be configured as another type of feedback controller.

It should be appreciated that engine speed feedback controller 210 is only one example of a feedback controller configured to receive as inputs a commanded engine speed and a feedback engine speed and to provide an engine fueling command in response thereto, and that other types of feedback controllers including additional and/or alternative features may be utilized in other embodiments. It should also be understood that combinations and modifications of the disclosed embodiments are also contemplated.

Control circuit 200 includes an Intake Manifold Pressure (IMP) feedback controller 220 configured to receive as inputs IMP command 208 and IMP 238 and to provide spark timing modification command 228 to spark timing modification control circuit 230 in response to the inputs it receives. Spark timing modification command 228 may be used by spark timing modification control circuit 230 to explicitly modify another received input, such as, or otherwise change spark timing relative to a nominal or conventional spark timing for a given set of operating and/or environmental conditions. Additional aspects of the IMP feedback controller 220 and its control circuitry are shown and described in connection with fig. 3, and additional aspects of the control circuitry for determining the IMP commands 208 are shown and described in connection with fig. 4.

Referring to FIG. 3, additional exemplary aspects of the IMP feedback controller 220 are shown. In the illustrated embodiment, IMP feedback controller 220 is configured as a PID controller that includes an operator 221, which operator 221 is configured to receive as inputs IMP command 208 and IMP 238, and to determine the difference between the inputs it receives and provide as an output the difference. The difference output by operator 221 is provided to proportional operator 222, integral operator 224, and derivative operator 226. Proportional operator 222, integral operator 224, and derivative operator 226 also receive proportional gain setting (Kp) 302, integral gain setting (Ki) 304, and derivative gain setting (Kd) 306, respectively. In some embodiments, the differential gain setting (Kd) 306 may be set to zero so that the IMP feedback controller 220 effectively operates as a PI controller. In some embodiments, the IMP feedback controller 220 may be provided as a PI controller that omits the differential operator 226 and Kd 306. Proportional operator 222, integral operator 224, and derivative operator 226 determine respective outputs in response to the inputs they receive, and provide those outputs to operator 227, which operator 227 adds or otherwise combines them to determine an ignition timing modification command 228 and provides as output the ignition timing modification command 228.

It should be appreciated that IMP feedback controller 220 is but one example of a feedback controller configured to receive as inputs a commanded intake air pressure and a feedback intake air pressure and to provide an ignition timing modification command in response to the inputs. In other embodiments, the IMP feedback controller 220 may be configured as another type of feedback controller, such as an adaptive controller, for example, an adaptive controller configured to utilize parameter estimation or system identification techniques. It should also be appreciated that the spark timing modification command can be configured to change the spark timing in a variety of ways. For example, the spark timing may be modified by retarding or retarding its timing relative to a nominal spark timing provided by conventional control systems. Such control techniques may effectively increase intake pressure (such as intake manifold pressure) while decreasing combustion efficiency, which may be considered a counterintuitive technical solution relative to conventional wisdom in the art.

As further shown in fig. 3, the gain settings Kp 302, Ki 304, and Kd 306 (if used) may be dynamically determined and adjusted or modified during operation of the IMP feedback controller 220. In the illustrated embodiment, the gain settings Kp 302, Ki 304, and Kd 306 are determined by a control circuit 310, which control circuit 310 is configured to receive the engine speed 323 and a current gain setting 370 representing a current or most recent value of the gain settings Kp 302, Ki 304, and Kd 306. The control circuit 310 is configured as a multi-dimensional (2 x 3 in the illustrated embodiment) look-up table (LUT) that correlates different values of the gain settings Kp 302, Ki 304, and Kd 306 to different values of the engine speed 323 and the current gain setting 234. In certain embodiments, the correlation between the input and output of control circuit 310 includes a non-linear relationship. In certain embodiments, the control circuit 310 may be configured to reduce the effect of the gain settings Kp 302, Ki 304, and Kd 306 as engine speed or engine load increases. This reduction may occur in a non-linear manner. The relationship between the input and output of the control circuit 310 may be empirically determined and may take into account the fact that relatively small changes in the gain settings Kp 302, Ki 304, and Kd 306 produce relatively large changes in intake manifold pressure and engine speed. The gain setting may be adjusted to obtain the greatest effect at or near engine idle conditions, and as engine speed increases, the gain setting may be adjusted to provide increased integrator leakage so that the integration operator may gradually work less. At the same time, the error may transition from its current state to zero in order to suppress PI/PID effects and smooth transitions of feedback control.

It should be understood that the control circuit 310 is one example of a control circuit configured to determine the feedback controller settings of the second feedback controller. In other embodiments, other types of control circuits, additional, alternative, or fewer inputs, and/or control circuits configured to perform operations other than lookup table operations, such as calculations, operations, estimations, interpolation, or various other logic or processing operations as would occur to one skilled in the art having the benefit of this disclosure, may be utilized.

Referring to fig. 4, a control circuit 400 is shown that may be implemented in one or more devices of an electronic control system (such as ECS 116 of system 100) or various other electronic control systems, and that may be used to control the operation of an engine system (such as engine system 100). The control circuit 400 includes intake manifold pressure command determination logic 410. In the illustrated embodiment, the intake manifold pressure command determination block 410 includes a look-up table (LUT) configured to receive as inputs the engine speed 232, the turbocharger temperature 234, and the engine fueling command 112 and configured to determine the IMP command 208 in response to these inputs and provide the IMP command 208 as an output.

The LUT of the intake manifold pressure command determination block 410 may be implemented in one or more non-transitory controller-accessible storage media and may be configured to store values empirically determined to control engine output particulates produced by combustion. Thus, the correlation between spark timing and particulate count or other emission requirements may be determined based on statistical data based on operating conditions. For example, such values may be determined empirically using techniques such as multiple regression, correlation, and/or correlation analysis. In such an analysis, intake manifold pressure may be considered a controllable variable, a plurality of other variables: (For exampleEngine speed and engine torque or fueling and/or additional or alternative variables) may be considered uncontrollable variables, engine operation may be controlled at multiple operating points using different values of the controllable and uncontrollable variables, and the resulting engine output particulate generation may be evaluated and used asA basis for selecting a desired intake manifold pressure value for different operating engine operating points.

It should be appreciated that in other embodiments, the intake manifold pressure command determination block 410 may include a different number of inputs configured to receive additional, alternative, or fewer inputs, for example, one or both of the turbocharger temperature 234 and the engine fueling command 112 may be omitted or may not be used as inputs. It should also be understood that the manifold pressure command determination block 410 may alternatively or additionally be configured to perform operations other than look-up table operations, such as calculations, estimations, interpolation, or various other logical or processing operations as would occur to one of ordinary skill in the art having the benefit of this disclosure. It should also be appreciated that manifold pressure command determination block 410 is one example of an aspect of a control circuit configured to determine a commanded intake pressure, and that other embodiments may utilize additional or alternative intake system pressures.

Certain embodiments disclosed herein are configured to and/or effective to modify operation of an internal combustion engine system relative to a nominal or conventional operating regime. For example, operating the first feedback controller, the second feedback controller, the first control circuit, and the second control circuit is effective to perform one or more of: reducing an efficiency of the engine to one of below a nominal engine efficiency or maximizing the engine efficiency; reducing or mitigating oil infiltration into a combustion chamber of an engine; and increasing the pressure in the combustion chamber during the intake stroke. Further, the command intake pressure and feedback controller settings are selected to one or more of: reducing an efficiency of the engine to one of below a nominal engine efficiency or maximizing the engine efficiency; reducing or mitigating oil infiltration into a combustion chamber of an engine; and increasing the pressure in the combustion chamber during the intake stroke. Although not limited thereto, these technical effects may be achieved during engine idle operation or other low load engine operation.

Various exemplary embodiments and exemplary forms thereof will now be further described. A first embodiment is a system for electronically controlling operation of an internal combustion engine. In a first form of the first embodiment, the system comprises: a first feedback controller configured to receive as inputs a commanded engine speed and an engine speed and to provide an engine fueling command in response to the inputs; a second feedback controller configured to receive as inputs a commanded intake air pressure and a feedback intake air pressure and to provide an ignition timing modification command in response to the inputs; an intake pressure control circuit configured to determine the commanded intake pressure in response to the engine speed; and a feedback controller setting control circuit configured to determine a feedback controller setting of the second feedback controller.

In a second form of the first embodiment, the features of the first form are present, and the commanded intake pressure and the feedback controller setting are selected to do one or more of: (a) reducing the efficiency of the engine below a nominal engine efficiency or maximizing engine efficiency; (b) reducing or mitigating oil infiltration into a combustion chamber of the engine; and (c) increasing the pressure in the combustion chamber during an intake stroke.

In a third form of the first embodiment, the features of one or both of the first and second forms are present, and the first feedback controller is configured to provide a spark timing command in response to the input, and the spark timing command is modified by a spark timing modification circuit using the spark timing modification command.

In a fourth form of the first embodiment, the features of any one or more of the first to third forms are present, and the first control circuit is configured to determine the commanded intake pressure in response to turbocharger temperature and one or both of engine torque or fuel supply input.

In a fifth form of the first embodiment, the features of any one or more of the first to fourth forms are present, and the feedback controller setting control circuit is configured to repeatedly determine the feedback controller setting of the second feedback controller in response to the engine speed input and a current feedback controller setting.

In a sixth form of the first embodiment, the features of any one or more of the first to fifth forms are present, and one of the following is present: (a) the second feedback controller is a Proportional Integral (PI) controller and the feedback controller setting control circuit is configured to repeatedly determine values of a proportional gain setting (Kp) and an integral gain setting (Ki) in response to the engine speed, a current Kp value, and a current Ki value; and (b) the second feedback controller is a proportional-integral-derivative (PID) controller and the feedback controller setting control circuit is configured to repeatedly determine values of a proportional gain setting (Kp), an integral gain setting (Ki) and a derivative gain setting (Kd) in response to the engine speed input, a current Kp value, a current Ki value and a current Kd value.

In a seventh form of the first embodiment, the features of any one or more of the first to sixth forms are present, and the feedback controller setting is non-linear with respect to the engine speed.

In an eighth form of the first embodiment, the features of any one or more of the first to seventh forms are present, and the commanded intake pressure is a commanded intake manifold pressure and the feedback intake pressure is a feedback intake manifold pressure.

In a ninth form of the first embodiment, the features of any one or more of the first to eighth forms are present, and the system further comprises an internal combustion engine system.

In a tenth form of the first embodiment, the features of the ninth form are present, and the internal combustion engine system comprises a spark ignition engine including one or more spark plugs.

A second embodiment is a method for electronically controlling operation of an internal combustion engine. In a first form of the second embodiment, the method comprises: operating a first feedback controller to receive as inputs a commanded engine speed and an engine speed and to provide an engine fueling command in response to the inputs; operating a second feedback controller to receive as inputs a commanded intake air pressure and a feedback intake air pressure, and to provide an ignition timing modification command in response to the inputs; operating an intake pressure control circuit to determine the commanded intake pressure in response to the engine speed; and operating a feedback controller setting control circuit to determine a feedback controller setting for the second feedback controller.

In a second form of the second embodiment, the features of the first form are present and operating the first feedback controller, the second feedback controller, the intake pressure control circuit and the second control circuit is effective to perform one or more of: (a) reducing the efficiency of the engine below a nominal engine efficiency or maximizing engine efficiency; (b) reducing or mitigating oil infiltration into a combustion chamber of the engine; and (c) increasing the pressure in the combustion chamber during an intake stroke.

In a third form of the second embodiment, the features of one or both of the first and second forms are present, and the act of operating the first feedback controller includes providing a spark timing command in response to the input, and modifying the spark timing command using the spark timing modification command.

In a fourth form of the second embodiment, the features of any one or more of the first to third forms are present, and the act of operating the first control circuit comprises determining the commanded intake air pressure in response to turbocharger temperature and one or both of engine torque or fuel supply input.

In a fifth form of the second embodiment, the features of any one or more of the first to fourth forms are present, and the act of operating the feedback controller setting control circuit includes repeatedly determining a feedback controller setting of the second feedback controller in response to the engine speed input and a current feedback controller setting.

In a sixth form of the second embodiment, the features of any one or more of the first to fifth forms are present and the act of operating the feedback controller setting control circuit includes repeatedly determining values of a proportional gain setting (Kp) and an integral gain setting (Ki) in response to the engine speed, a current Kp value and a current Ki value.

In a seventh form of the second embodiment, the features of any one or more of the first to sixth forms are present and the feedback controller setting is non-linear with respect to the engine speed.

In an eighth form of the second embodiment, the features of any one or more of the first to seventh forms are present, and the commanded intake pressure is a commanded intake manifold pressure and the feedback intake pressure is a feedback intake manifold pressure.

A third exemplary embodiment is an apparatus comprising one or more non-transitory controller-readable storage media configured to store instructions executable by an electronic control system to perform a method as in any one of the forms of the second exemplary embodiment.

While exemplary embodiments have been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only certain exemplary embodiments have been shown and described and that all changes and modifications that come within the spirit of the claimed invention are desired to be protected. It is to be understood that while the use of words such as preferred, preferably, preferred or more preferred utilized in the description above indicate that the feature so described may be more desirable, it nonetheless may not be necessary and embodiments lacking the same may be contemplated as within the scope of the invention, the scope being defined by the claims that follow. In reading the claims, it is intended that when words such as "a," "an," "at least one," or "at least a portion" are used, there is no intention to limit the claims to only one item unless specifically stated to the contrary in the claims. When the language "at least a portion" and/or "a portion" is used, the item can include a portion and/or the entire item unless specifically stated to the contrary.