Abstract: A fresh air and exhaust gas control method for an engine includes monitoring parameters of an engine in an operational state using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents an intake manifold volume, an exhaust manifold volume, and a charge air cooler volume. The method also includes generating a turbocharger rotational speed estimate using a turbocharger model and calculating a fresh air flow correction factor. The method further includes determining a desired air throttle position and a desired EGR valve position based on setpoint commands, the monitored engine parameters, the fresh air flow correction factor, the engine state estimates, and the turbocharger rotational speed estimate. The method additionally includes adjusting the air throttle based on the desired air throttle position and adjusting the EGR valve based on the desired EGR valve position.

Abstract: A variable geometry turbocharger control method includes monitoring parameters of an engine using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents the intake manifold volume, the exhaust manifold volume, and the charge air cooler volume. The engine state estimates are based on the monitored engine parameters from the plurality of sensors. The method also includes calculating a turbine intake correction factor based on the differences between the measured engine states and the engine state estimates and inputting the turbine intake correction factor to the engine observer model. The method further includes determining a desired turbocharger vane position based on setpoint commands, the monitored engine parameters, the turbine intake correction factor, and the engine state estimates.

Abstract: A variable geometry turbocharger control method and system for an engine air system with a variable geometry turbocharger having adjustable vanes. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the vane positions of the variable geometry turbocharger. An inverse engine observer model can generate the desired variable geometry turbocharger vane positions. The method can include generating feedback actuator commands in generating the desired variable geometry turbocharger vane positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

Abstract: The inverse engine model or feed forward controller 310 takes the controlled state estimates 324 generated by the engine observer model 304, the model corrections 320 generated by the observer controller 306, desired state inputs 322 and various system parameters 326 and calculates desired engine state commands 330 and feed forward mass flow terms 332 to achieve the desired D/A and F/A values included in the desired state inputs 322. A fresh air and exhaust gas control method for an engine includes monitoring parameters of an engine in an operational state using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents an intake manifold volume, an exhaust manifold volume, and a charge air cooler volume. The method also includes generating a turbocharger rotational speed estimate using a turbocharger model and calculating a fresh air flow correction factor.

Abstract: An exhaust gas recirculation (EGR) flow correction system and method are disclosed for an engine air system with air and EGR inputs to a mixer. The system includes three temperature sensors to measure temperatures of the air input, EGR input, and mixer output; and an air system model computing EGR flow corrections using the three temperatures. Air system can include intake manifold, charge air cooler (CAC), air throttle, EGR cooler and EGR valve, with first sensor between CAC and air throttle, second sensor between EGR cooler and EGR valve, third sensor in intake manifold. Air system model can estimate mass flows through air and EGR inputs, estimate intake manifold temperature at third sensor, estimate intake manifold temperature error, and compute EGR corrections based on temperature error. Air system model can estimate CAC and EGR cooler outlet temperatures, and mixer input temperature.

Abstract: Controlling an exhaust gas temperature of an engine. An electronic control unit receives a parameter setpoint command, monitors parameters of an engine using a plurality of sensors, receives measured engine states based on the monitored engine parameters from the plurality of sensors, generates measured engine state estimates and controlled engine state estimates using an engine observer model, determines an observer error based on a difference between the measured engine states and the measured engine state estimates, generates model corrections based on the observer error, generates a desired exhaust throttle valve position using an inverse engine model based on the parameter setpoint command, the controlled engine state estimates, and the model corrections, and adjusts a position of the exhaust throttle valve based on the desired exhaust throttle position.

Abstract: Controlling an exhaust gas temperature of an engine. An electronic control unit receives a parameter setpoint command, monitors parameters of an engine using a plurality of sensors, receives measured engine states based on the monitored engine parameters from the plurality of sensors, generates measured engine state estimates and controlled engine state estimates using an engine observer model, determines an observer error based on a difference between the measured engine states and the measured engine state estimates, generates model corrections based on the observer error, generates a desired exhaust throttle valve position using an inverse engine model based on the parameter setpoint command, the controlled engine state estimates, and the model corrections, and adjusts a position of the exhaust throttle valve based on the desired exhaust throttle position.

Abstract: An exhaust gas recirculation (EGR) flow correction system and method are disclosed for an engine air system with air and EGR inputs to a mixer. The system includes three temperature sensors to measure temperatures of the air input, EGR input, and mixer output; and an air system model computing EGR flow corrections using the three temperatures. Air system can include intake manifold, charge air cooler (CAC), air throttle, EGR cooler and EGR valve, with first sensor between CAC and air throttle, second sensor between EGR cooler and EGR valve, third sensor in intake manifold. Air system model can estimate mass flows through air and EGR inputs, estimate intake manifold temperature at third sensor, estimate intake manifold temperature error, and compute EGR corrections based on temperature error. Air system model can estimate CAC and EGR cooler outlet temperatures, and mixer input temperature.

Abstract: A fresh air and exhaust gas control method and system for an engine air system with an air throttle and exhaust gas recirculation (EGR) valve. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the air throttle and EGR valve. An inverse engine observer model can generate the desired air throttle and EGR valve positions. The method can include generating feedback actuator commands in generating the desired air throttle and EGR valve positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

Abstract: A variable geometry turbocharger control method and system for an engine air system with a variable geometry turbocharger having adjustable vanes. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the vane positions of the variable geometry turbocharger. An inverse engine observer model can generate the desired variable geometry turbocharger vane positions. The method can include generating feedback actuator commands in generating the desired variable geometry turbocharger vane positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

Abstract: A system is described for modeling various states of an operating engine and the adjustment of one or more operating characteristics of the engine based upon such modeling. A representative rate of change of a system mass for an engine is determined based upon, at least in part, a first state equation. A first representative mass flow approximating a mass flow across a throttle is determined based upon, at least in part, a second state equation. A second representative mass flow approximating a mass flow across an exhaust gas recirculation valve is determined based upon, at least in part, a third state equation. Determining the first representative mass flow includes specifying a throttle time constant modifier for the second state equation. Determining the second representative mass flow includes specifying an exhaust gas recirculation valve time constant modifier for the third state equation.

Abstract: A system is described for modeling various states of an operating engine and the adjustment of one or more operating characteristics of the engine based upon such modeling. A representative rate of change of a system mass for an engine is determined based upon, at least in part, a first state equation. A first representative mass flow approximating a mass flow across a throttle is determined based upon, at least in part, a second state equation. A second representative mass flow approximating a mass flow across an exhaust gas recirculation valve is determined based upon, at least in part, a third state equation. Determining the first representative mass flow includes specifying a throttle time constant modifier for the second state equation. Determining the second representative mass flow includes specifying an exhaust gas recirculation valve time constant modifier for the third state equation.

Abstract: The disclosure relates to a control system for a turbo-charged engine having a variable geometry turbine driving a compressor. An intake manifold temperature sensor senses an intake manifold temperature. An intake manifold pressure sensor senses an intake manifold pressure. A turbine inlet temperature sensor senses a turbine inlet temperature. A turbine inlet pressure sensor senses a turbine inlet pressure. A control unit generates a vane position control signal which is applied to a vane control input of the turbine. The control unit generates the vane position control signal as a function of turbine inlet temperature and turbine inlet pressure.

Abstract: A method for optimizing an engine idle speed in a vehicle having an engine, a motor generator unit (MGU), and an energy storage system (ESS) includes determining vehicle operating values, including at least one of: an electrical load of an accessory, a torque capacity of the MGU, a temperature of the MGU, an efficiency of the MGU, and a state of charge (SOC) of the ESS. The method also includes calculating a set of engine speed values using the set of vehicle operating values, and using a controller to command the engine idle speed as a function of the set of engine speed values. A vehicle includes an engine, an ESS, an MGU, and a controller having an algorithm adapted for optimizing an idle speed of the engine as set forth above.

Abstract: A hybrid controller for controlling a hybrid vehicle is set forth. The hybrid vehicle has an engine, an electric motor and an engine controller determining a crankshaft torque. The hybrid controller includes an optimization module determining an electric motor torque, determining an engine torque and communicating the engine torque from the hybrid controller to the engine controller. The hybrid controller also includes a motor control module controlling the electric motor based on the electric motor torque.

Abstract: A method of output torque smoothing for a hybrid powertrain having an electric machine and a spark ignition engine with a first cylinder and a second cylinder includes commanding a fuel-cut transition, including consecutively initiating and completing deactivation of the first cylinder and initiating and completing deactivation of the second cylinder. The fuel-cut transition is characterized by an absence of retarding spark to the first cylinder and second cylinder. Fuel is supplied to the first cylinder until the first cylinder completes deactivation and to the second cylinder until the second cylinder completes deactivation. The electric machine captures a first torque from the first cylinder by generating electricity until the first cylinder completes deactivation and captures a second torque from the second cylinder by generating electricity until the second cylinder completes deactivation.

Abstract: An internal combustion engine is fluidly connected to an exhaust aftertreatment system and operatively connected to an electro-mechanical transmission to transmit tractive power to a driveline. The engine is controlled during an engine operating cycle by determining a temperature of the exhaust aftertreatment system and adjusting power output of the engine based upon the temperature of the exhaust aftertreatment system and a preferred temperature range of the exhaust aftertreatment system. The electro-mechanical transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Abstract: An internal combustion engine is connected to a transmission to transmit tractive power to a driveline. Engine coolant temperature is determined, and power output of the engine is adjusted based upon the coolant temperature and preferred coolant temperature range. The transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Abstract: A method of operating an engine control system includes reducing pressures within cylinders of an engine based on an auto start command signal including: receiving a torque request signal; calculating a powertrain output torque; and controlling air flow to the engine based on the powertrain output torque. During a startup of the engine: electric motor torque is increased to a predetermined level and reduced to increase a current speed of the engine; combustion torque of the engine is activated and increased after the current speed is within a predetermined range and a manifold absolute pressure is less than a predetermined level; and the electric motor torque is increased based on a crankshaft output torque signal to increase a crankshaft output torque subsequent to the reducing of the electric motor torque and while performing the activating of the combustion torque.

Abstract: An internal combustion engine is controlled to achieve a preferred temperature of the exhaust aftertreatment system and to minimize a total engine energy loss. A transmission is controlled to achieve a torque output based upon the preferred engine operation.