Ford Global Technolgoies, LLC

Ford Motor Company Limited

Toyota Jidosha Kabushiki Kaisha

University of Michigan

Toyota Research Institute, Inc.

Jessy W Grizzle

Jing Sun

Jeffrey A Cook

Julia Helen Buckland

John David Russell

Richard E Soltis

Ilya V Kolmanovsky

Alex D Colvin

Julian A LoRusso

Peter S Szpak

Vishnu R Desaraju

Giovanni Fiengo

Yingwen Tan

Iiya Vladimir Kolmanovsky

Dongmyeong Lee

Jiunn-Kai Huang

A method includes inputting a source into a weighted and undirected graph having a plurality of nodes and edges, inputting a target, inputting a plurality of objectives, searching the graph using a rapidly exploring random tree algorithm to determine a solution path that meets an existence constraint and an order constraint, determining a plurality of paths between the source and the target that intersects with each one of the plurality of objectives at least once that conforms with the existence constraint, assigning a travel cost for each of the determined plurality of paths, determining a visiting order of the plurality of objectives that reduces the assigned travel cost by the RRT* algorithm asymptotically decreasing with an allocated computation time by rewiring each one of the plurality of objectives and outputting the solution path to form a connected graph having the plurality of nodes.

Systems and methods for informable multi-objective and multi-direction rapidly exploring random tree route planning

Electronic circuitry and control algorithms are described to automatically establish the output voltage of a linear exhaust gas oxygen sensor (e.g., a UEGO sensor) corresponding to an exhaust air-fuel ratio of stoichiometry. The apparatus and control logic herein described may be used to adaptively correct the setpoint of an air-fuel ratio control system in which a UEGO sensor is used in a feedback loop to adjust the fuel injection quantity of an internal combustion engine.

Control approach for use with dual mode oxygen sensor

A system and method for controlling an engine to regulate the oxygen storage level in an emission control device are provided. The system includes oxygen sensors disposed in an exhaust gas stream of the engine upstream and downstream of the emission control device. The oxygen sensors generate a feedgas and tailpipe air fuel signals. The system includes an electronic control unit (ECU) configured to obtain an adjusted feedgas air fuel ratio responsive to the feedgas and tailpipe air fuel signals to correct bias in the feedgas air fuel signal. The (ECU) is further configured to obtain an estimate of an oxygen storage level in the emission control device responsive to the adjusted feedgas air fuel ratio and the tailpipe air fuel signal. Finally, the (ECU) is configured to generate a control signal for the engine responsive to the adjusted feedgas air fuel ratio and the oxygen storage level estimate.

Control of oxygen storage in a catalytic converter

A computer readable storage medium having stored data representing instructions for controlling a spark ignited direct injection internal combustion engine having a plurality of cylinders operable in at least homogeneous and stratified modes, includes instructions for determining a desired value for an engine operating parameter based on current engine operating conditions wherein the desired value results in scheduling of an air/fuel ratio between homogeneous range and stratified range of allowable air/fuel ratios, instructions for operating a first portion of the cylinders in the homogenous operating mode, and instructions for operating a second portion of the cylinders in the stratified operating mode such that a combined air/fuel ratio associated with the first and second portions of the cylinders approaches the scheduled air/fuel ratio.

Hybrid operating mode for DISI engines

A fuel injection method and strategy for an internal combustion engine wherein the fuel injection event that occurs during each combustion cycle of a four-cycle internal combustion engine. A first fuel injection event may occur during the intake stroke of the combustion cycle, thereby creating a lean homogeneous air/fuel mixture. A second fuel injection event may occur during the compression stroke. The combustion gases created in the combustion chamber of the engine are transferred to an exhaust system during the exhaust stroke. The injected fuel mixes with the air present in the combustion chamber to create a lean air/fuel mixture. The valve timing for the engine is deliberately adjusted to a setting that is less than the maximum torque setting where hydrocarbon production occurs during the combustion event. The exhaust gas hydrocarbon content for any given ignition spark timing increases as the injection timing before top dead center is increased.

Fuel injection method for an internal combustion engine

A system and method for controlling a direct injection stratified charge engine during transitions between homogeneous and stratified operating modes position the throttle to a position corresponding to the desired operating mode to begin the transition and use valve timing control to provide a rapid change in air flow to traverse the gap between acceptable air/fuel ratios associated with the homogeneous and stratified modes. The invention reduces torque variations while improving engine performance by coordinating control of an electronic throttle and valve timing to reduce or eliminate step changes in fuel previously required to traverse the air/fuel ratio gap between modes. Primary reliance on air flow and fuel flow to reduce torque variations and improve driveability reduces reliance on spark timing and associated performance penalties.

Coordinated control of valve timing during mode transitions of direct injection stratified charge engines

A system and method for engine/speed control of a direct injection spark ignition engine include operating the engine in a stratified charge mode and controlling speed based on engine set points for best performance using fuel as a primary torque actuator and airflow as a secondary torque actuator whenever possible to maintain spark at or near MBT. When current operating conditions and/or system constraints prevent use of engine set points corresponding to best performance, speed control becomes the primary objective. Systems and methods according to the present invention improve the compromise between speed control and best performance set-point objectives.

Engine/vehicle speed control for direct injection spark ignition engine applications

A method for controlling mode transitions, such as from stratified to homogeneous mode, in a direct injection engine adjusts a number of cylinders carrying out combustion to prevent engine torque disturbances. Cylinder activation is used when changes in cylinder air/fuel ratio cannot be compensated using ignition timing adjustments. In addition, the number of cylinders to activate is also determined and measures are taken if the number of cylinders determined are not available to be activated.

Direct injection engine system and method

A method for controlling a spark ignited direct injection internal combustion engine having an air intake with a throttle valve positioned therein and a plurality of cylinders operable in at least a homogeneous operating mode with a homogeneous air/fuel mixture and an associated range of allowable homogeneous air/fuel ratios and a stratified mode with a stratified air/fuel mixture and an associated range of allowable stratified air/fuel ratios, wherein the homogeneous range and stratified range do not overlap, includes determining a desired value for an engine operating parameter based on current engine operating conditions wherein the desired value results in scheduling of an air/fuel ratio between the homogeneous range and stratified range of allowable air/fuel ratios, operating a first portion of the cylinders in the homogenous operating mode, and operating a second portion of the cylinders in the stratified operating mode such that a combined air/fuel ratio associated with the first and second portions of the cylinders approaches the scheduled air/fuel ratio. The invention provides an additional degree of freedom in controlling a DISI engine without additional sensor/actuator cost and provides a hybrid operating mode which closes the gap between stratified and homogeneous operating modes.

A system and method for transient torque control of a direct injection spark ignition engine include controlling airflow and fuel flow rather than ignition timing so that spark timing may be set for best fuel economy. The system and method are particularly suited for variable cam timing or variable valve timing DISI engines where valve timing enables a sufficiently fast engine torque response to achieve transient control. The present invention may be used for torque-based speed control strategies, such as idle speed control or cruise control. The invention includes determining a maximum available airflow to determine whether a desired torque and air/fuel ratio can be achieved using airflow. Otherwise, the invention uses fuel flow control based on the maximum available air flow to provide the desired engine output torque and air/fuel ratio.

Rapid transient torque management in DISI engines

A method for controlling mode transitions, such as from stratified to homnogeneous mode, in a direct injection engine adjusts a number of cylinders carrying out combustion to prevent engine torque disturbances. Cylinder activation or deactivation is used when changes in cylinder air/fuel ratio cannot be compensated using ignition timing adjustments. In addition, the number of cylinders to activate or deactivate is also determined.

Direct injection engine system

An electronic engine controller (EEC) for an internal combustion engine develops an estimate of air charge by receiving a signal from an air meter positioned in an intake manifold of the engine. The signal is indicative of mass flow rate of air past the meter. In one embodiment EEC develops an air charge estimate by developing a first pressure value which is indicative of the pressure in the intake manifold. A pressure correction term is then generated and added to the first pressure value to generate an improved estimate, which takes the dynamic response of the air meter into account, of pressure in the intake manifold. The air charge estimate is then developed from the pressure estimate. In another embodiment, a first mass value, which is indicative of the mass of air in the intake manifold is developed. A mass correction term is then generated and added to the first mass value to generate the improved estimate.

Engine controller with air meter compensation

A speed control system is shown for an internal combustion engine (10) having an intake manifold (44) and throttling device (96) connected thereto in parallel with the main throttle plate (62). After an idle speed command is detected (200), the engine (10) is decelerated (204-230) to a preselected speed by adjusting the throttling device (96) to concurrently force both engine speed and engine acceleration within a predetermined acceleration/speed range(s). When the preselected speed is reached, engine speed is regulated (300-328) to a desired idle speed by adjusting the throttling device (96) to force a difference between the engine and idle speed towards zero.

Idle speed control

An electronic engine controller (EEC) controls transient engine operation by generating a desired torque value which is indicative of an engine torque desired by a driver of the vehicle and by generating a desired air/fuel ratio value which is indicative of a desired air/fuel ratio to be combusted by the engine. The EEC also generates an actual torque value which is indicative of the actual engine torque and an actual air/fuel value which is indicative of the air/fuel ratio actually combusted by the engine. The actual A/F may be the output of a standard, switching type EGO sensor. An air/fuel difference value indicative of the difference between the actual air/fuel value and the desired air/fuel value is generated, and a torque difference value, indicative of the difference between the actual torque value and the desired torque value is generated. The air flow rate and the fuel flow rate into cylinders of the engine is calculated respectively as a function of the torque difference value and the air/fuel difference value. The engine may take one of many forms, including an engine where air flow and fuel flow rates may be controlled individually on a cylinder to cylinder basis.

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Ann Arbor, MI, United States of America

Jessy W Grizzle