Abstract: A method for controlling a direct-injection internal combustion engine includes monitoring internal combustion engine operational parameters, determining a start of injection in response to the engine operational parameters, monitoring an intake air flow comprising a residual gas component, monitoring an exhaust gas flow, monitoring a fuel flow, determining a time constant corresponding to an intake air flow reaction time based upon the intake air flow, the exhaust gas flow, and the fuel flow, modifying the start of injection with the time constant, and operating the engine subject to the modified start of injection.

Abstract: A method for controlling intake airflow in an internal combustion engine including an intake air compressor includes determining a first compressor boost signal based upon a predetermined intake manifold pressure command, determining a second compressor boost signal based upon a predetermined exhaust pressure limit, determining a compressor boost control command based upon the first compressor boost signal and a limit comprising one of a maximum boost setting and said second compressor boost signal, and controlling the intake air compressor in response to the compressor boost control command.

Abstract: An engine assembly includes an intake manifold and a manifold absolute pressure sensor configured to generate a current measured manifold absolute pressure (MAPM) signal for the intake manifold. The assembly includes a throttle valve adjustable to control airflow to the intake manifold and a throttle position sensor configured to generate a current measured throttle position (TPM) signal. A controller is operatively connected to the throttle valve and the manifold absolute pressure sensor and has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for determining a predicted manifold absolute pressure (MAPP). Execution of the instructions by the processor causes the controller to determine the predicted manifold absolute pressure (MAPP) based at least partially on a predicted throttle flow (TFP) and the current measured manifold absolute pressure (MAPM) signal.

Abstract: An internal combustion engine includes an air charging system. A method to control the air charging system includes providing a desired operating target command for the air charging system, and monitoring operating parameters of the air charging system. An error between the desired operating target command for the air charging system and the corresponding one of said operating parameters of the air charging system is determined, and scheduled PID gains are determined based on the error utilizing a PID controller. An adaptive algorithm is applied to modify the scheduled PID gains, and a system control command for the air charging system is determined based upon the modified scheduled PID gains. The air charging system is controlled based upon the system control command for the air charging system.

Abstract: An internal combustion engine includes an air charging system with a boost air system. A method to control the boost air in the air charging system, decoupled from the air and EGR system controls, includes monitoring a reference boost pressure and operating parameters of the air charging system; creating a turbocharger energy balance model of the air charging system; applying feedback linearization control to the turbocharger energy balance model to create an approximately linearized feedback system; and determining a boost control command for the air charging system using the approximately linearized feedback system based on the monitored reference boost pressure and the monitored operating parameters of the air charging system. The boost air in the air charging system is controlled based upon the boost control command.

Abstract: An engine includes an exhaust gas recirculation system with a high pressure exhaust gas recirculation loop and a low pressure exhaust gas recirculation loop, and an air charging system. A method of controlling the air charging system includes monitoring an actual exhaust gas recirculation rate, operating conditions of a compressor and turbine in the air charging system. A compressor flow is determined based on a target exhaust gas recirculation rate, a target intake manifold pressure and the actual exhaust gas recirculation rate. A power requested by the compressor is determined based on the compressor flow, the target intake manifold pressure, and the monitored operating conditions of the compressor. A power to be generated by the turbine is determined based upon the power requested by the compressor. A turbine flow is determined based upon the power to be generated by the turbine and the monitored operating conditions of the turbine.

Abstract: An engine includes an exhaust gas recirculation system, an air throttle system, and a charging system. A method to control the engine includes monitoring desired operating target commands for each of the systems; monitoring operating parameters of the air charging system; and determining a feedback control signal for each of the systems based upon the respective desired operating target commands and the operating parameters of the air charging system. Exhaust gas recirculation flow in the exhaust gas recirculation system, air flow in the air throttle system and a turbine power parameter in the air charging system are determined based upon the respective feedback control signals for each of the systems. A system control command is determined for each of the systems based upon the respective exhaust gas recirculation flow, air flow and turbine power parameters. The air charging system is controlled based upon the system control commands for each of the systems.

Abstract: An engine includes an exhaust gas recirculation circuit, an air throttle system, and a charging system. A method to control the engine includes determining a feed forward control command for a first selected one of the exhaust gas recirculation system, the air throttle system, and the charging system based on an inverse flow model of the first selected system. This includes monitoring a first input based upon an effective flow area of the first selected system, monitoring a second input based upon a pressure value within the first selected system, and determining the feed forward control command for the first selected system based upon the first input and the second input. The first selected system is controlled based upon the feed forward control command for the first selected system.

Abstract: A method for controlling a turbocharger is provided. The turbocharger has a turbine operatively connected to an exhaust of an internal combustion engine, and a compressor operatively connected to an intake of the engine. The method includes determining a boost pressure command for the compressor. The boost pressure command is configured to provide sufficient combustion reactant for the engine. The method includes calculating a compressor power from the determined boost pressure command, and calculating a turbine flow from the calculated compressor power. The method commands the turbocharger to operate at the calculated turbine flow.

Abstract: A method is disclosed for controlling a two-stage turbocharger system having low-pressure and high-pressure turbochargers in line, sequentially, with an engine. The turbochargers include a low-pressure (LP) turbine and an LP compressor, and a high-pressure (HP) turbine and an HP compressor. The LP compressor feeds the HP compressor, which feeds the engine intake. The engine exhaust feeds the HP turbine, which feeds the LP turbine. The method determines a total boost pressure, which provides combustion reactant for the engine. The method calculates an LP compressor power from the determined total boost pressure, and an LP turbine flow from the LP compressor power. The low-pressure turbocharger operates at the calculated LP turbine flow. The method calculates an HP compressor power from the determined total boost pressure, and an HP turbine flow from the HP compressor power. The high-pressure turbocharger operates at the calculated HP turbine flow.

Abstract: A method is disclosed for controlling a two-stage turbocharger system having low-pressure and high-pressure turbochargers in line, sequentially, with an engine. The turbochargers include a low-pressure (LP) turbine and an LP compressor, and a high-pressure (HP) turbine and an HP compressor. The LP compressor feeds the HP compressor, which feeds the engine intake. The engine exhaust feeds the HP turbine, which feeds the LP turbine. The method determines a total boost pressure, which provides combustion reactant for the engine. The method calculates an LP compressor power from the determined total boost pressure, and an LP turbine flow from the LP compressor power. The low-pressure turbocharger operates at the calculated LP turbine flow. The method calculates an HP compressor power from the determined total boost pressure, and an HP turbine flow from the HP compressor power. The high-pressure turbocharger operates at the calculated HP turbine flow.

Abstract: A compression-ignition engine is coupled to an exhaust aftertreatment system including a particulate filter. A method of operating the compression-ignition engine includes executing a feed-forward control scheme to determine an amount of post-combustion fuel to achieve a preferred temperature in the exhaust gas feedstream at an inlet to the particulate filter. The amount of post-combustion fuel is a nominal post-combustion fuel amount adjusted for a biodiesel blend ratio of the fuel. The post-combustion fuel is injected upstream of the exhaust aftertreatment system in response to a command to regenerate the particulate filter.

Abstract: A method for controlling a direct-injection internal combustion engine includes monitoring internal combustion engine operational parameters, determining a start of injection in response to the engine operational parameters, monitoring an intake air flow comprising a residual gas component, monitoring an exhaust gas flow, monitoring a fuel flow, determining a time constant corresponding to an intake air flow reaction time based upon the intake air flow, the exhaust gas flow, and the fuel flow, modifying the start of injection with the time constant, and operating the engine subject to the modified start of injection.

Abstract: A method for controlling intake airflow in an internal combustion engine including an intake air compressor includes determining a first compressor boost signal based upon a predetermined intake manifold pressure command, determining a second compressor boost signal based upon a predetermined exhaust pressure limit, determining a compressor boost control command based upon the first compressor boost signal and a limit comprising one of a maximum boost setting and said second compressor boost signal, and controlling the intake air compressor in response to the compressor boost control command.

Abstract: A method for controlling a direct-injection internal combustion engine includes monitoring internal combustion engine operational parameters, determining a start of injection in response to the engine operational parameters, monitoring an intake air flow comprising a residual gas component, monitoring an exhaust gas flow, monitoring a fuel flow, determining a time constant corresponding to an intake air flow reaction time based upon the intake air flow, the exhaust gas flow, and the fuel flow, modifying the start of injection with the time constant, and operating the engine subject to the modified start of injection.

Abstract: A method for controlling a turbocharger is provided. The turbocharger has a turbine operatively connected to an exhaust of an internal combustion engine, and a compressor operatively connected to an intake of the engine. The method includes determining a boost pressure command for the compressor. The boost pressure command is configured to provide sufficient combustion reactant for the engine. The method includes calculating a compressor power from the determined boost pressure command, and calculating a turbine flow from the calculated compressor power. The method commands the turbocharger to operate at the calculated turbine flow.

Abstract: A method for operating an internal combustion engine includes monitoring oxygen concentration in an exhaust gas feedstream, a mass flowrate of intake air, and a commanded fuel pulse of fuel. A blend ratio of biodiesel fuel and petrodiesel fuel of the fuel is determined. Engine operation is controlled in response to the blend ratio of biodiesel fuel and petrodiesel fuel of the fuel.

Abstract: An engine includes an intake manifold mixing an intake air flow and an exhaust gas recirculation flow to provide an intake charge flow. A method to estimate an intake charge temperature of the intake charge includes monitoring system conditions for the engine, determining an effect of the mixing upon a specific heat coefficient of the intake charge flow based upon the monitored system conditions, estimating the intake charge temperature based upon the effect of the mixing upon the specific heat coefficient of the intake charge flow and the monitored system conditions, and controlling the engine based upon the estimated intake charge temperature.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses an indirect integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the indirect integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.

Abstract: A method for computing indicated mean effective pressure (IMEP) in an internal combustion engine using sparse input data. The method uses a cubic spline integration approach, and requires significantly lower resolution crankshaft position and cylinder pressure input data than existing IMEP computation methods, while providing calculated IMEP output results which are very accurate in comparison to values computed by existing methods. By using sparse input data, the cubic spline integration method offers cost reduction opportunities for a manufacturer of vehicles, engines, and/or electronic control units, through the use of lower cost sensors and the consumption of less computing resources for data processing and storage.