Instantaneous power control method for an engine including a compressor

Abstract

The present application relates to a method for transient power control of an engine including a compressor. Systems and methods for operating an engine including an electrically driven compressor are disclosed. In one example, a vehicle operating mode is determined and the speed of the electrically driven compressor is adjusted in response to the vehicle operating mode such that the engine can supply torque more quickly in response to an increased torque command.

Description

Technical Field

[0001] The present invention relates to systems and methods for providing compensation for transient engine power requests or commands. The systems and methods can be applicable to engines including a compressor for pressurizing air entering the engine. Background Art

[0002] An engine can include a compressor to increase engine power. The compressor can be part of a turbocharger or a supercharger. At low engine loads, the compressor can rotate at low engine speeds and provide little boost. As the engine load increases, the compressor speed can increase to provide increased boost to the engine. However, because the compressor has inertia, it may take longer than desired for the compressor to reach a speed at which it provides a desired boost level. The delay period between a commanded increase in engine power and the boost pressure reaching a value that satisfies the increased engine power can be referred to as compressor lag.

[0003] One way to reduce compressor lag from a turbocharger or supercharger is to install an electrically driven compressor in series with the supercharger or turbocharger. Because the electrically driven compressor can have a shorter response time, the electrically driven compressor can reduce the compressor lag time. Nevertheless, the electrically driven compressor must also overcome the inertia of its compressor and rotating components to meet the desired boost pressure. At least one set of drive conditions exposes the limitations of the electrically driven compressor. Specifically, during conditions with a short duration between a higher requested power and a lower requested power, the electric compressor may not be able to accelerate the compressor from a low speed to a higher speed to meet the boost requirements. Thus, a vehicle driver may experience some delay in the generation of engine power. For example, during a rock crawling mode or off-road driving, a vehicle driver can initiate a brief request for a large amount of engine power to move over a rock in the vehicle's path. Once the rock or obstacle has been overcome, the vehicle driver can reduce the engine torque demand so that vehicle body movement and vehicle acceleration can be controlled. The vehicle driver may have to overcome several closely spaced obstacles, resulting in a series of large engine torque demands, each followed by a large engine torque reduction. During such conditions, the electrically driven compressor may not be able to deliver boost as quickly as desired, such that the driver may notice some hesitation when the engine provides the requested torque. Thus, when the time between large torque demands and small torque demands is short, it would be desirable to provide a timely manner of meeting the driver's demanded torque. Summary of the Invention

[0004] The present inventor has recognized the above problems and has developed an engine operation method that includes, in a first mode, rotating an electric drive compressor at a base speed when the engine is idling and the driver demand torque is zero; and in a second mode, rotating the electric drive compressor at the base speed plus an offset speed when the engine is idling and the driver demand torque is zero.

[0005] By rotating the electric drive compressor at the base speed plus the offset speed, pressurized air can be made available to the engine even during conditions where the vehicle driver increases and decreases the driver demand torque within a short period of time. The speed offset increases the boost pressure such that if the vehicle driver quickly requests torque after releasing the accelerator pedal, a large amount of air can be made available to the engine, enabling the engine torque to be increased quickly.

[0006] In some other examples, a reduced electric compressor speed command or request can be low pass filtered such that the amount of time for the electric compressor speed to reach the base compressor speed for engine idle conditions is increased. Thus, it may take a longer time for the compressor speed to decrease from a higher speed to the base speed, such that if the driver requests additional torque within a short period of time, the electric compressor speed is at a level higher than the base electric compressor speed. In this way, additional air can be provided to the engine as compared to the electric compressor speed quickly decreasing to the base speed after the driver releases the accelerator pedal.

[0007] The present invention can provide several advantages. Specifically, compared to the electric drive compressor rotating at a speed for a basic engine idle condition, the method can provide a higher level of boost during engine idle conditions. Additionally, the method can reduce the amount of time for the engine to provide a desired amount of torque. Further still, the method can be incorporated into an instantaneous power performance mode that can be automatically entered or entered through a human driver input.

[0008] When the following detailed description is taken alone or in combination with the drawings, the above and other advantages and features of the present invention can be readily understood therefrom.

[0009] It should be understood that the above summary is provided to introduce in a simplified form some concepts that are further described in the detailed description. This does not mean identifying the key or essential features of the claimed subject matter, the scope of the claimed subject matter being uniquely defined by the appended claims. Furthermore, the claimed subject matter is not limited to embodiments that solve any disadvantages recited above or in any part of this disclosure. Description of the Drawings

[0010] By reading the examples of the embodiments referred to herein as the detailed description, the advantages described herein will be more fully understood when taken alone or in reference to the accompanying drawings, in which:

[0011] Figure 1 is a schematic diagram of an engine;

[0012] Figure 2 is a schematic diagram of a vehicle driveline including an alternator;

[0013] Figure 3 and Figure 4 illustrate an exemplary vehicle operation sequence according to Figure 5 ; and

[0014] Figure 5 and Figure 6 illustrate an exemplary method for operating an engine and an electric drive compressor. Detailed Description

[0015] The present invention relates to controlling an engine and an electric drive compressor that supplies air to the engine. An internal combustion engine can be configured as shown in Figure 1 . As shown in Figure 2 , the internal combustion engine can be included in a vehicle driveline or powertrain. The engine and the electric drive compressor can be operated according to the sequences shown in Figure 3 and Figure 4 . The internal combustion engine and the electric drive compressor can be operated by a controller that includes executable instructions for performing the methods of Figure 5 and Figure 6 .

[0016] Referring to Figure 1 , an internal combustion engine 10 including a plurality of cylinders (one of the cylinders is shown in Figure 1 ) is controlled by an electronic engine controller 12. The engine 10 is composed of a cylinder head 35 and a cylinder block 33, and the cylinder head 35 and the cylinder block 33 include a combustion chamber 30 and a cylinder wall 32. A piston 36 is positioned therein and reciprocates by connection with a crankshaft 40. A flywheel 97 and a ring gear 99 are coupled to the crankshaft 40. An optional starter 96 (e.g., a low voltage (operating at a voltage less than 30 volts) electric machine) includes a pinion shaft 98 and a pinion 95. The pinion shaft 98 can selectively advance the pinion 95 to engage the ring gear 99. The starter 96 can be directly mounted to the front or the rear of the engine. In some examples, the starter 96 can selectively supply torque to the crankshaft 40 by a belt or a chain. In one example, the starter 96 is in a basic state when not engaged to the engine crankshaft.

[0017] The combustion chamber 30 is shown as being in communication with the intake manifold 44 and the exhaust manifold 48 via respective intake lift valves 52 and exhaust lift valves 54. Each intake and exhaust valve can be operated by an intake camshaft 51 and an exhaust camshaft 53. The position of the intake camshaft 51 can be determined by an intake camshaft sensor 55. The position of the exhaust camshaft 53 can be determined by an exhaust camshaft sensor 57. By deactivating the intake valve actuator 59, the intake valve can be held open or closed throughout the engine cycle as the engine rotates, and the intake valve actuator 59 can operate the intake valve electrically, hydraulically, or mechanically. Alternatively, the intake valve can be opened and closed during the engine cycle. By deactivating the exhaust valve actuator 58, the exhaust valve can be held open or closed throughout the engine cycle (e.g., two engine revolutions) as the engine rotates, and the exhaust valve actuator 58 can operate the exhaust valve electrically, hydraulically, or mechanically. Alternatively, the exhaust valve can be opened and closed during the engine cycle.

[0018] The fuel injector 66 is shown as being positioned to inject fuel directly into the cylinder 30, which is known as direct injection to those skilled in the art. The fuel injector 66 delivers liquid fuel proportional to the pulse width from the controller 12. Fuel is delivered to the fuel injector 66 via a fuel system (not shown) including a fuel tank, a fuel pump, and a fuel rail (not shown). In one example, a high-pressure two-stage fuel system can be used to generate a higher fuel pressure.

[0019] In addition, the intake manifold 44 is shown as being in communication with the turbocharger compressor 162 and the engine intake port 42. In other examples, the compressor 162 can be a supercharger compressor. The shaft 161 mechanically couples the turbocharger turbine 164 to the turbocharger compressor 162. Alternatively, the compressor 162 can be electric. The optional electronic throttle 62 adjusts the position of the throttle plate 64 to control the air flow from the compressor 162 to the intake manifold 44. Since the inlet of the throttle 62 is located within the boost chamber 45, the pressure in the boost chamber 45 can be referred to as the throttle inlet pressure. The throttle outlet is located in the intake manifold 44. In some examples, the throttle 62 and the throttle plate 64 can be positioned between the intake valve 52 and the intake manifold 44 such that the throttle 62 is an intake port throttle. The wastegate 163 can be adjusted by the controller 12 to allow the exhaust to selectively bypass the turbine 164 to control the speed of the compressor 162. The air filter 43 cleans the air entering the engine intake port 42.

[0020] The distributorless ignition system 88 provides an ignition spark to the combustion chamber 30 via spark plugs 92 in response to the controller 12. A universal exhaust gas oxygen (UEGO) sensor 126 is shown coupled to the exhaust manifold 48 upstream of the catalytic converter 70. Alternatively, a two-state exhaust gas oxygen sensor can replace the UEGO sensor 126.

[0021] In one example, the converter 70 can include multiple catalyst bricks. In another example, multiple emissions control devices each having multiple bricks can be used. In one example, the converter 70 can be a three-way type catalyst.

[0022] A human driver can select vehicle and / or engine operating modes via the human-machine interface 8. The human-machine interface can be composed of switches, touchscreens, or other input devices.

[0023] The controller 12 is shown in Figure 1 as a conventional microcomputer, which includes: a microprocessor unit (CPU) 102, input / output ports (I / O) 104, a read-only memory (ROM) 106 (e.g., non-transitory memory), a random access memory (RAM) 108 (e.g., transitory memory), a keep-alive memory (KAM) 110, and a conventional data bus. The controller 12 is shown as receiving various signals from sensors coupled to the engine 10, including, in addition to those previously discussed: engine coolant temperature (ECT) from a temperature sensor 112 coupled to the coolant jacket 114; a position sensor 134 coupled to the accelerator pedal 130 for sensing the force applied by the human driver 132; a position sensor 154 coupled to the brake pedal 150 for sensing the force applied by the human driver 132; a measurement of engine manifold pressure (MAP) from a pressure sensor 122 coupled to the intake manifold 44; an engine position sensor from a Hall effect sensor 118 sensing the position of the crankshaft 40; a measurement of the air mass entering the engine from a sensor 120; and a measurement of the throttle position from a sensor 68. Atmospheric pressure can also be sensed (sensor not shown) for processing by the controller 12. In a preferred aspect of the present specification, the engine position sensor 118 generates a predetermined number of equally spaced pulses per revolution of the crankshaft, from which the engine speed (RPM) can be determined.

[0024] During operation, each cylinder within engine 10 typically undergoes a four - stroke cycle: the cycle includes an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, generally, the exhaust valve 54 is closed and the intake valve 52 is open. Air is introduced into combustion chamber 30 through intake manifold 44, and piston 36 moves to the bottom of the cylinder to increase the volume within combustion chamber 30. The position of piston 36 near the bottom of the cylinder and at the end of its stroke (e.g., when combustion chamber 30 is at its maximum volume) is typically referred to by those skilled in the art as bottom dead center (BDC).

[0025] During the compression stroke, both the intake valve 52 and the exhaust valve 54 are closed. Piston 36 moves toward the cylinder head to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g., when combustion chamber 30 is at its minimum volume) is typically referred to by those skilled in the art as top dead center (TDC). During a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. During a process hereinafter referred to as ignition, the injected fuel is ignited by a known ignition device (such as spark plug 92), resulting in combustion.

[0026] During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts the piston movement into rotational torque of the rotating shaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the burned air - fuel mixture into exhaust manifold 48, and the piston returns to TDC. Note that the above is shown only as an example, and the opening timing and / or closing timing of the intake and exhaust valves can vary, such as to provide positive or negative valve overlap, intake valve late closing, or various other examples.

[0027] Figure 2 is a block diagram of a vehicle 225 that includes a powertrain or driveline 200. Figure 2 The powertrain of... includes Figure 1The engine 10 shown. The powertrain 200 is shown as including a vehicle system controller 255, an engine controller 12, an electric machine controller 252, a transmission controller 254, an energy storage device controller 253, and a brake controller 250. The controllers can communicate via a Controller Area Network (CAN) 299. Each of the controllers can provide information to other controllers, such as torque output limits (e.g., the torque output that a controlled device or component cannot exceed), torque input limits (e.g., the torque input that a controlled device or component cannot exceed), the torque output of the controlled device, sensor and actuator data, diagnostic information (e.g., information about a degraded transmission, information about a degraded engine, information about a degraded electric machine, information about a degraded brake). Additionally, the vehicle system controller 255 can provide commands to the engine controller 12, the electric machine controller 252, the transmission controller 254, and the brake controller 250 to implement driver input requests and other requests based on vehicle operating conditions.

[0028] For example, in response to the driver releasing the accelerator pedal and the vehicle speed, the vehicle system controller 255 can request a desired wheel torque or wheel power level to provide a desired vehicle deceleration rate. The desired wheel torque can be provided by requesting brake torque from the brake controller 250 via the vehicle system controller 255.

[0029] In some other examples, the division of controlling the powertrain devices can be different from Figure 2 the division shown. For example, a single controller can replace the vehicle system controller 255, the engine controller 12, the electric machine controller 252, the transmission controller 254, and the brake controller 250. Alternatively, the vehicle system controller 255 and the engine controller 12 can be a single unit, while the electric machine controller 252, the transmission controller 254, and the brake controller 250 are independent controllers.

[0030] In this example, the powertrain 200 can be powered by the engine 10. The engine 10 can be started with the Figure 1 engine starting system shown. Additionally, the torque of the engine 10 can be adjusted by torque actuators 204 (such as fuel injectors, throttle, etc.). The engine 10 can also supply electrical power to the vehicle 225 via an alternator 219, which is shown to be mechanically coupled to the engine 10 via a belt 231. The alternator 219 can be coupled to the crankshaft 40 or the camshaft (e.g., 51 or 53). The alternator 219 can supply electrical power to a low-voltage (e.g., 12 VDC) electrical energy storage device 274.

[0031] The engine output torque can be transmitted to the torque converter 206. The torque converter 206 includes a turbine 286 to output torque to the input shaft 270. The transmission input shaft 270 mechanically couples the torque converter 206 to the automatic transmission 208. The torque converter 206 also includes a torque converter bypass lock-up clutch 212 (TCC). When the TCC is locked, torque is directly transmitted from the impeller 285 to the turbine 286. The TCC is electrically operated by the controller 254. Alternatively, the TCC can be hydraulically locked. In one example, the torque converter can be referred to as a component of the transmission.

[0032] When the torque converter lock-up clutch 212 is fully disengaged, the torque converter 206 transmits engine torque to the automatic transmission 208 through fluid transfer between the torque converter turbine 286 and the torque converter impeller 285, thereby achieving torque multiplication. In contrast, when the torque converter lock-up clutch 212 is fully engaged, the engine output torque is directly transmitted to the input shaft 270 of the transmission 208 through the torque converter clutch. Alternatively, the torque converter lock-up clutch 212 can be partially engaged, thereby enabling adjustment of the amount of torque directly transmitted to the transmission. The transmission controller 254 can be configured to adjust the amount of torque transmitted by the torque converter 212 by responding to various engine operating conditions or by adjusting the torque converter lock-up clutch according to a driver-based engine operation request. The torque converter 206 also includes a pump 283 that pressurizes fluid to operate the gear clutch 211. The pump 283 is driven by the impeller 285, which rotates at the same speed as the engine 10.

[0033] The automatic transmission 208 includes gear clutches (e.g., gears 1 - 10) 211 and a forward clutch 210. The automatic transmission 208 is a fixed-step ratio transmission. The gear clutches 211 and the forward clutch 210 can be selectively engaged to change the ratio of the actual total revolutions of the input shaft 270 to the actual total revolutions of the wheels 216. The gear clutches 211 can be engaged or disengaged by adjusting the fluid supplied to the clutch via the shift control solenoid valve 209. The torque output from the automatic transmission 208 can also be transmitted to the wheels 216 to propel the vehicle through the output shaft 260. Specifically, the automatic transmission 208 can transmit the input drive torque at the input shaft 270 in response to the vehicle driving conditions before transmitting the output drive torque to the wheels 216. The transmission controller 254 selectively activates or engages the TCC 212, the gear clutches 211, and the forward clutch 210. The transmission controller also selectively deactivates or disengages the TCC 212, the gear clutches 211, and the forward clutch 210.

[0034] Additionally, frictional force can be applied to the wheel 216 by engaging the friction wheel brake 218. In one example, the friction wheel brake 218 can be engaged in response to the driver pressing their foot on a brake pedal (not shown) and / or in response to an instruction within the brake controller 250. Additionally, the brake controller 250 can apply the brake 218 in response to information and / or requests made by the vehicle system controller 255. In the same manner, in response to the driver releasing their foot from the brake pedal, brake controller instructions, and / or vehicle system controller instructions and / or information, the frictional force on the wheel 216 can be reduced by disengaging the wheel brake 218. For example, the vehicle brake can apply frictional force to the wheel 216 by the controller 250 as part of an automated engine stop process.

[0035] In response to a request to accelerate the vehicle 225, the vehicle system controller can obtain the driver demand torque or power request from the accelerator pedal or other device. The vehicle system controller 255 then commands the engine 10 in response to the driver demand torque. The vehicle system controller 255 requests engine torque from the engine controller 12. If the engine torque is less than the transmission input torque limit (e.g., a threshold that cannot be exceeded), the torque is delivered to the torque converter 206, which then delivers at least a portion of the requested torque to the transmission input shaft 270. The transmission controller 254 selectively locks the torque converter clutch 212 and engages the gears via the gear clutch 211 in response to shift schedules and TCC lock-up schedules that can be based on the input shaft torque and vehicle speed.

[0036] Accordingly, the torque control of various powertrain components can be supervised by the vehicle system controller 255, where local torque control of the engine 10, transmission 208, and brake 218 is provided by the engine controller 12, electric machine controller 252, transmission controller 254, and brake controller 250.

[0037] As an example, engine torque output can be controlled by adjusting a combination of spark timing, fuel pulse width, fuel pulse timing, and / or air charge, by controlling throttle opening and / or valve timing, valve lift, and boost of a turbocharged or supercharged engine. In the case of a diesel engine, the controller 12 can control the engine torque output by controlling a combination of fuel pulse width, fuel pulse timing, and air charge. In all cases, engine control can be performed on a cylinder-by-cylinder basis to control the engine torque output.

[0038] As is known in the prior art, the electric machine controller 252 can control the torque output and electrical energy generation from the alternator 219 by adjusting the current flowing to and from the field winding and / or the armature winding of the alternator 219. The electrical output from the alternator 219 can be provided in a stationary mode with the transmission in park or neutral. Alternatively, the electrical output from the alternator 219 can be provided in a non-stationary mode with the vehicle moving on the road.

[0039] The transmission controller 254 receives the transmission input shaft position via the position sensor 271. The transmission controller 254 can convert the transmission input shaft position into the input shaft speed by differentiating the signal from the position sensor 271 or by counting the number of known angular distance pulses within a predetermined time interval. The transmission controller 254 can receive the transmission output shaft torque from the torque sensor 272. Alternatively, the sensor 272 can be a position sensor or a torque and position sensor. If the sensor 272 is a position sensor, the controller 254 can count the shaft position pulses within a predetermined time interval to determine the transmission output shaft speed. The transmission controller 254 can also differentiate the transmission output shaft speed to determine the transmission output shaft acceleration. The transmission controller 254, the engine controller 12, and the vehicle system controller 255 can also receive additional transmission information from the sensor 277, which can include but is not limited to a pump output line pressure sensor, a transmission hydraulic pressure sensor (e.g., a gear clutch fluid pressure sensor), an alternator temperature sensor, a BISG temperature sensor, and an ambient temperature sensor.

[0040] The brake controller 250 receives wheel speed information via the wheel speed sensor 223 and receives a brake request from the vehicle system controller 255. The brake controller 250 can also receive brake pedal position information directly or via CAN299 from Figure 1 the brake pedal sensor 154 shown. The brake controller 250 can provide braking in response to a wheel torque command from the vehicle system controller 255. The brake controller 250 can also provide anti-lock and vehicle stability braking to improve vehicle braking and stability. Thus, the brake controller 250 can provide a wheel torque limit (e.g., a threshold negative wheel torque that cannot be exceeded) to the vehicle system controller 255 such that negative ISG torque does not cause a wheel torque limit to be exceeded. For example, if the controller 250 issues a negative wheel torque limit of 50 N-m, the ISG torque is adjusted to provide a negative torque less than 50 N-m (e.g., 49 N-m) at the wheel, including considering the transmission gear system.

[0041] Therefore, Figure 1 and Figure 2The system provides a system that includes: an engine including a compressor and an electric drive compressor; an accelerator pedal; and a controller including executable instructions stored in a non-transitory memory for maintaining a constant engine air flow at engine idle for different electric drive compressor speeds in response to different engine operating modes. The system includes: wherein adjusting the speed of the electric drive compressor in response to an engine operating mode includes adjusting the speed of the electric drive compressor to a first speed in response to the engine operating mode not being an instantaneous power performance mode. The system includes: wherein adjusting the speed of the electric drive compressor in response to an engine operating mode includes adjusting the speed of the electric drive compressor to a second speed in response to the engine operating mode being an instantaneous power performance mode. The system further includes additional instructions for determining the engine operating mode in response to a change in accelerator pedal position. The system further includes additional instructions for determining the engine operating mode in response to a driver input device.

[0042] Now referring to Figure 3 , an exemplary vehicle operation sequence is shown. It can be provided according to Figure 5 and Figure 6 's method in combination with Figure 1 and Figure 2 's system to provide Figure 3 's sequence. Figure 3 The curves shown occur simultaneously and are time-aligned. The vertical lines at times T0 - T18 represent the times of interest in the sequence. In this sequence, when instantaneous mode compensation is requested via the human-machine interface, instantaneous mode electric compressor compensation is provided.

[0043] The first curve from the Figure 3 top is a graph of accelerator pedal position versus time. The vertical axis represents the accelerator pedal position, and the accelerator pedal position increases in the direction of the vertical axis arrow. At the level of the horizontal axis, the accelerator pedal position is zero or not applied. The horizontal axis represents time, and time increases from the left side of the figure to the right side of the figure. In some examples, driver demand torque can be determined based on accelerator pedal position and vehicle speed. When the accelerator is not applied (e.g., the trace is at the level of the horizontal axis), the driver demand torque is zero. The horizontal line 304 represents a first threshold. When the trace 302 changes from a level below the horizontal line 304 to a level above or greater than the horizontal line 304 while the instantaneous state (e.g., the trace 310) is at a higher level, the instantaneous state changes from a higher level to a lower level. The horizontal line 306 represents a second threshold. When the trace 302 changes from a level above the horizontal line 306 to a level below or less than the horizontal line 306 while the instantaneous state (e.g., the trace 310) is at a lower level, the instantaneous state changes from a lower level to a higher level.

[0044] From Figure 3 The second graph from the top is a graph showing the instantaneous engine operating state varying with time. The vertical axis represents the instantaneous engine operating state. The instantaneous engine operating state is at a low value near the horizontal axis. The instantaneous engine operating state is at a high value near the arrow on the vertical axis. When the accelerator pedal position increases and the instantaneous state is at a higher level, the instantaneous engine operating state indicates that the engine accelerator pedal position has exceeded the threshold 304 by changing from a higher level to a lower level. When the accelerator pedal position decreases and the instantaneous state is at a lower level, the instantaneous engine operating state indicates that the engine accelerator pedal position has decreased to a level less than the threshold 306 by changing from a lower level to a higher level. Thus, in response to the accelerator pedal position decreasing to a level less than the threshold 306, the instantaneous engine operating state provides a rising edge 310a in the trace 310. In response to the accelerator pedal position increasing to a level greater than the threshold 304, the instantaneous engine operating state also provides a falling edge 310b. The horizontal axis represents time, and time increases from the left side to the right side of the graph.

[0045] From Figure 3 The third graph from the top is a graph showing the instantaneous power performance mode state varying with time. When the instantaneous power performance mode state is at a high level near the arrow on the vertical axis, instantaneous electric compressor compensation is provided. When the instantaneous power performance mode state is at a lower level near the horizontal axis, no instantaneous mode electric compressor compensation is provided. The human operator of the vehicle can request instantaneous mode electric compressor compensation by providing an input to the controller 12 via the human-machine interface 8. When the trace 312 is shown at a higher level, the human operator is requesting instantaneous mode electric compressor compensation. The horizontal axis represents time, and time increases from the left side to the right side of the graph.

[0046] From Figure 3 The fourth graph from the top is a graph showing the speed of the electric drive compressor varying with time. The vertical axis represents the speed of the electric drive compressor, and the speed of the electric drive compressor increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left side to the right side of the graph. The horizontal line 315 represents the basic speed of the electric drive compressor when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode is not activated (e.g., when the electric drive compressor does not provide instantaneous driver demand torque compensation). The horizontal line 316 represents the basic speed of the electric drive compressor plus an offset speed when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode is activated (e.g., when the electric drive compressor provides instantaneous driver demand torque compensation).

[0047] Although not shown, the engine speed reaches idle speed for at least a portion of the time between times T1 and T2, between times T3 and T4, between times T5 and T6, between times T7 and T8, between times T9 and T10, between times T11 and T12, between times T13 and T14, between times T15 and T16, and between times T17 and T18. However, it is not necessary for the engine speed to reach idle speed to change the instantaneous engine operating state or the instantaneous power performance mode state. Additionally, when the accelerator pedal position or the driver demand torque is zero, the air flow through the engine is constant when the engine is at engine idle, regardless of whether the level of the instantaneous power performance mode is 0 or 1.

[0048] At time T0, a human driver (not shown) applies the accelerator pedal at a medium level, and the instantaneous state indicates that the accelerator pedal position has not increased above threshold 304 or decreased below threshold 306. The instantaneous power performance mode state is at a lower level, which indicates that the driver of the vehicle does not want to enable the instantaneous power performance state. The speed of the electric drive compressor is at a medium level.

[0049] At time T1, a human driver (not shown) releases the accelerator pedal, and the position of the accelerator pedal has decreased to a level below threshold 306. Accordingly, the instantaneous state trace changes from a low level to a high level to indicate that the accelerator pedal position or the driver demand torque is decreasing and is less than threshold 306. The instantaneous power performance mode state is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the decrease in the accelerator pedal position and the driver demand torque, the compressor speed decreases.

[0050] At time T2, a human driver (not shown) applies the accelerator pedal, and the position of the accelerator pedal has increased to a level above threshold 304. The instantaneous state trace changes from a higher level to a lower level to indicate that the accelerator pedal position or the driver demand torque is increasing and is greater than threshold 304. The instantaneous power performance mode state trace is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the increase in the accelerator pedal position and the driver demand torque, the compressor speed increases.

[0051] At time T3, a human driver (not shown) releases the accelerator pedal again, and the position of the accelerator pedal has decreased to a level below threshold 306. Accordingly, the instantaneous state trace changes from a low level to a high level to indicate that the accelerator pedal position or the driver demand torque is decreasing and is less than threshold 306. The instantaneous power performance mode state trace is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the decrease in the accelerator pedal position and the driver demand torque, the compressor speed decreases.

[0052] Between time T3 and time T4, the accelerator pedal position does not change and the transient state does not change. However, as indicated by the transient power performance mode state trace changing the state from a lower level to a higher level, the human driver (not shown) of the vehicle activates the transient power performance mode. In response to activating the transient power performance mode, the electric drive compressor speed increases towards the threshold speed 316.

[0053] At time T4, the human driver (not shown) of the vehicle has increased the accelerator pedal position to the threshold 304. In response to the change in the accelerator pedal position, the transient state trace 310 decreases to a lower level and, as indicated by the power performance state trace 312 being at a higher level, the vehicle remains in the power performance mode. The speed of the electric drive compressor increases in response to the increase in the accelerator pedal position and the driver demand torque. The increased speed of the electric drive compressor can increase the air flowing through the electric drive compressor. If the change in the accelerator pedal position and the driver demand torque results in a higher desired air flow through the electric drive compressor compared to the air flow that can be provided by the base electric drive compressor speed plus the power performance mode speed offset, the electric drive compressor speed can be further increased as shown to provide the desired air flow through the electric drive compressor.

[0054] At time T5, the human driver (not shown) of the vehicle has decreased the accelerator pedal position to less than the threshold 306. In response to the change in the accelerator pedal position, the transient state trace 310 changes to a higher level and, as indicated by the power performance state trace 312 being at a higher level, the vehicle remains in the power performance mode. In response to the decrease in the accelerator pedal position and the driver demand torque, the speed of the electric drive compressor decreases to the threshold 316. The electric drive compressor speed remains at the threshold 316 such that the engine can provide increased torque in response to an increase in the accelerator pedal position and / or the driver demand torque. Thus, by maintaining the speed of the electric drive compressor elevated above the base speed 315, the transient torque response of the engine can be improved.

[0055] Between time T5 and time T13, the human driver applies and releases the accelerator pedal to various levels while the vehicle remains in the transient power performance mode. Thus, the electric drive compressor speed remains above the threshold 316 and increases above the threshold 316 when the accelerator pedal position and / or the driver demand torque requests an air flow through the electric drive compressor that is higher than the threshold 316. In response to the change in the accelerator pedal position, the transient state trace 310 changes from low to high and from high to low.

[0056] Between time T13 and time T14, the accelerator pedal position does not change and the transient state does not change. However, as indicated by the transient power performance mode state trace changing the state from a higher level to a lower level, the human driver (not shown) of the vehicle deactivates the transient power performance mode. In response to deactivating the transient power performance mode and the accelerator pedal position being zero, the electric drive compressor speed decreases toward the threshold speed 315.

[0057] Between time T14 and time T18, the human driver (not shown) applies and releases the accelerator pedal several times. Each time the accelerator pedal position exceeds threshold 304 after being less than threshold 304, the transient state changes. Additionally, each time the accelerator pedal position is less than threshold 306 after being higher than threshold 304, the transient state changes. Since the transient power performance mode is not activated as indicated by trace 312 being at a lower level, the electric compressor speed is adjusted upward from the base speed 315 to a higher level to provide the desired driver demand torque.

[0058] In this way, the electric compressor speed can be adjusted in response to human driver input to provide transient power performance that reduces the likelihood of delayed torque associated with the acceleration inertia of the engine and the electric drive compressor. Additionally, regardless of whether the transient power performance is activated or not, for the condition where the engine speed is at idle and the driver demand torque is zero, the engine throttle position is adjusted so that the air flow through the engine (not shown) is equivalent.

[0059] Now referring to Figure 4 , an exemplary vehicle operation sequence is shown. The sequence of Figure 5 and Figure 6 can be provided in combination with the method of Figure 1 and the system of Figure 2 . Figure 4 The curves shown in Figure 4 occur simultaneously and are time-aligned. The vertical lines at times T30 - T48 represent the times of interest in the sequence. In this sequence, the transient mode electric compressor compensation is automatically determined in response to the accelerator pedal input.

[0060] From Figure 4The first graph from the top is a graph showing the accelerator pedal position changing over time. The vertical axis represents the accelerator pedal position, and the accelerator pedal position increases in the direction of the arrow on the vertical axis. At the level of the horizontal axis, the accelerator pedal position is zero or not applied. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph. In some examples, the driver demand torque can be determined based on the accelerator pedal position and the vehicle speed. When the accelerator is not applied (e.g., the trace is at the level of the horizontal axis), the driver demand torque is zero. The horizontal line 404 represents the first threshold. When the trace 402 changes from a level below the horizontal line 404 to a level above or greater than the horizontal line 404 while the instantaneous state (e.g., the trace 410) is at a higher level, the instantaneous state changes from the higher level to a lower level. The horizontal line 406 represents the second threshold. When the trace 402 changes from a level above the horizontal line 406 to a level below or less than the horizontal line 406 while the instantaneous state (e.g., the trace 410) is at a lower level, the instantaneous state changes from the lower level to a higher level.

[0061] From Figure 4 The second graph from the top is a graph showing the instantaneous engine operating state changing over time. The vertical axis represents the instantaneous engine operating state. The instantaneous engine operating state is at a low value near the horizontal axis. The instantaneous engine operating state is at a high value near the arrow on the vertical axis. When the accelerator pedal position increases and the instantaneous state is at a higher level, the instantaneous engine operating state indicates that the engine accelerator pedal position has exceeded the threshold 404 by changing from the higher level to the lower level. When the accelerator pedal position decreases and the instantaneous state is at a lower level, the instantaneous engine operating state indicates that the engine accelerator pedal position has decreased to a level less than the threshold 406 by changing from the lower level to the higher level. Therefore, in response to the accelerator pedal position decreasing to a level less than the threshold 406, the instantaneous engine operating state provides a rising edge 410a in the trace 410. In response to the accelerator pedal position increasing to a level greater than the threshold 404, the instantaneous engine operating state also provides a falling edge 410b. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph.

[0062] From Figure 4The third graph from the top is a graph showing the change of the instantaneous power performance mode state over time. The horizontal of the instantaneous power performance mode state is distributed along the vertical axis. When the instantaneous power performance mode state is at level 1 or level 2, instantaneous electric compressor compensation is provided. At level 0, no instantaneous electric compressor compensation is provided. Level 0 can be referred to as the non-instantaneous power performance mode. Additionally, at level 0, the reduced electric drive compressor speed request can be filtered with a low-pass filter and a short time constant, and then the electric drive compressor is commanded to the filtered speed. In one example, when providing instantaneous electric compressor compensation at level 1, a first speed offset is added to the basic electric drive compressor speed to provide a first minimum compressor speed. When providing instantaneous electric compressor compensation at level 2, a second speed offset is added to the basic electric drive compressor speed to provide a second minimum compressor speed. In response to the accelerator pedal position, the level (e.g., 0, 1, or 2) is automatically selected by the controller as discussed in the methods of Figure 5 and Figure 6 . The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph.

[0063] From Figure 4 The fourth graph from the top is a graph showing the change of the electric drive compressor speed over time. The vertical axis represents the electric drive compressor speed, and the electric drive compressor speed increases in the direction of the vertical axis arrow. The horizontal axis represents time, and time increases from the left side of the graph to the right side of the graph. The horizontal line 415 represents the basic electric drive compressor speed when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode is not activated (e.g., when the electric drive compressor does not provide instantaneous driver demand torque compensation). The horizontal line 416 represents the basic electric drive compressor speed plus the second offset speed when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode is activated at level 2 (e.g., when the electric drive compressor provides instantaneous driver demand torque compensation). The horizontal line 417 represents the basic electric drive compressor speed plus the first offset speed when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode is activated at level 1 (e.g., when the electric drive compressor provides instantaneous driver demand torque compensation).

[0064] Although not shown, the engine speed reaches idle speed for at least a portion of the time between times T31 and T32, between times T33 and T34, between times T35 and T36, between times T37 and T38, between times T39 and T40, between times T41 and T42, between times T43 and T44, between times T45 and T46, between times T47 and T48. However, it is not necessary for the engine speed to reach idle speed to change the instantaneous engine operating state or the instantaneous power performance mode state. Additionally, when the accelerator pedal position or the driver demand torque is zero, the airflow through the engine at engine idle is constant regardless of whether the instantaneous power performance mode level is 0, 1, or 2.

[0065] At time T30, a human driver (not shown) applies the accelerator pedal at a medium level, and the instantaneous state indicates that the accelerator pedal position has not increased above threshold 404 or decreased below threshold 406. The instantaneous power performance mode state is at a lower level, which indicates that the driver of the vehicle does not want to enable the instantaneous power performance state. The speed of the electric drive compressor is at a medium level.

[0066] At time T31, a human driver (not shown) releases the accelerator pedal, and the position of the accelerator pedal has decreased to a level below threshold 406. Accordingly, the instantaneous state trace changes from a low level to a high level to indicate that the accelerator pedal position or the driver demand torque is decreasing and is less than threshold 406. The instantaneous power performance mode state is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the decrease in the accelerator pedal position and the driver demand torque, the compressor speed decreases.

[0067] At time T32, a human driver (not shown) applies the accelerator pedal, and the position of the accelerator pedal has increased to a level above threshold 404. The instantaneous state trace changes from a higher level to a lower level to indicate that the accelerator pedal position or the driver demand torque is increasing and is greater than threshold 404. The instantaneous power performance mode state trace is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the increase in the accelerator pedal position and the driver demand torque, the compressor speed increases.

[0068] At time T33, a human driver (not shown) releases the accelerator pedal again, and the position of the accelerator pedal has decreased to a level below threshold 406. Accordingly, the instantaneous state trace changes from a low level to a high level to indicate that the accelerator pedal position or the driver demand torque is decreasing and is less than threshold 406. The instantaneous power performance mode state trace is at a lower level, which indicates that the instantaneous power performance mode is not activated. In response to the decrease in the accelerator pedal position and the driver demand torque, the compressor speed decreases.

[0069] Between time T33 and time T36, the accelerator pedal position increases and decreases such that the instantaneous engine operating state trace 410 makes three changes in state. The amount of time between each state change of the engine operating state is less than a threshold, and thus the instantaneous compensation mode state is adjusted from level 0 to level 1, thereby activating instantaneous power performance compensation. In one example, a first electric drive compressor speed offset is added to the base electric drive compressor speed commanded when the engine is at idle and the accelerator pedal position and / or driver demand torque is zero. Alternatively, in another example, when the commanded electric drive compressor speed is decreasing, the electric drive compressor speed is filtered through a first order low pass digital filter. When the commanded electric drive compressor speed is increasing, the electric drive compressor speed is not filtered. The first order low pass digital filter can be expressed as:

[0070] y(k) = αx(k) + (1 - α)y(k - 1)

[0071] where y is the output (e.g., the filtered commanded electric drive compressor speed), α is a filter smoothing factor that can be related to the filter time constant, k is the sample number, and x is the input (e.g., the commanded decreasing electric drive compressor speed). By filtering the commanded decreasing electric drive compressor speed, the rate of decrease of the electric drive compressor can be reduced such that the electric drive compressor speed remains at a higher value for a longer amount of time after the accelerator pedal is released. Thus, for closely spaced accelerator pedal instantaneous events in time, the electric drive compressor speed can remain at a higher level such that engine torque can be generated more quickly compared to when the compressor speed would drop to a lower speed.

[0072] When operating in the first level instantaneous power performance mode, when the engine is at idle and the driver demand is zero, the electric drive compressor speed can be maintained at the threshold speed 417. Alternatively, the rate of decrease of the electric drive compressor speed can be reduced by a first time constant or smoothing factor such that the electric drive compressor speed can remain higher for a longer period of time compared to when the speed command of the electric drive compressor is not filtered. By maintaining the elevated speed of the electric drive compressor, the response time for the engine to generate torque can be reduced.

[0073] Between time T36 and time T39, the accelerator pedal position increases and decreases such that the instantaneous engine operating state trace 410 makes three additional changes to the state. The amount of time between each state change of the engine operating state is less than a threshold, and thus the instantaneous power performance mode state is adjusted from level 1 to level 2. In one example, a second electric drive compressor speed offset is added to the base electric drive compressor speed commanded when the engine is at idle and the accelerator pedal position and / or driver demand torque is zero. The second offset speed is greater than the first offset speed. Alternatively, in another example, when the commanded electric drive compressor speed decreases, the electric drive compressor speed is filtered by a second low-pass digital filter. When the commanded electric drive compressor speed increases, the electric drive compressor speed is not filtered. The second-order low-pass digital filter includes a smoothing factor that is different from the smoothing factor of the first low-pass filter. The first smoothing factor provides a first time constant for the first low-pass filter, and the second smoothing factor provides a second time constant for the second low-pass filter, the second time constant being longer than the first time constant. Thus, compared to the first low-pass filter, the second low-pass filter reduces the rate of change of the filtered electric drive compressor command.

[0074] In general, three instantaneous events, where the time between each instantaneous event is less than a threshold, are required to enter level 1 of the instantaneous power performance mode. Additionally, six instantaneous events, where the time between each instantaneous event is less than a threshold, are required to enter level 2 of the instantaneous power performance mode. The vehicle enters the second level of the instantaneous power performance mode at time T39. It should be understood that the number of instantaneous events required to enter levels 1 and 2 can be adjusted as needed, and the examples are not limited to the values of three and six.

[0075] When operating in the second-level instantaneous power performance mode, when the engine is at idle and the driver demand is zero, the electric drive compressor speed can be maintained at the threshold speed 416. Thus, when operating in mode 2, the electric drive compressor speed is always at or above level 416. Alternatively, the rate of decrease of the electric drive compressor speed can be reduced by a second time constant or smoothing factor such that the electric drive compressor speed can be maintained higher for a longer period of time compared to filtering the speed command of the electric drive compressor using the low-pass filter applied at the first level of the instantaneous power performance mode. By maintaining the elevated speed of the electric drive compressor, the response time for the engine to generate a greater amount of torque compared to level 1 can be reduced.

[0076] Between time T39 and time T43, the amount of time between instantaneous events (e.g., the time between the rising and falling edges of an instantaneous engine operating state) remains less than a threshold, such that the instantaneous power performance mode remains at a second level. The electric compressor speed remains at or above a threshold of 416. When the accelerator pedal position or driver demand torque results in a request for an electric compressor speed higher than the threshold of 416, the electric compressor speed increases to above the threshold speed of 416 to provide a desired engine airflow.

[0077] Between time T43 and time T44, the amount of time between instantaneous events increases to greater than the threshold, and thus the instantaneous power performance mode decreases to level 1. Shortly before time T44, the electric drive compressor speed decreases to less than the threshold of 416, but then the electric drive compressor speed increases in response to an increased accelerator pedal position.

[0078] Between time T44 and time T45, the amount of time between instantaneous events increases to greater than the threshold, and thus the instantaneous power performance mode is decreased to level 0. However, the electric drive compressor speed remains at a higher level in response to the accelerator pedal position.

[0079] At time T45, the accelerator pedal position is less than the threshold of 406, and thus the electric compressor speed decreases to the threshold speed of 415. By reducing the compressor speed, compressor efficiency can be improved. The instantaneous engine operating state also changes from a low level to a high level.

[0080] Between time T45 and T48, the accelerator pedal position makes several increases and decreases, but the amount of time between the increases and decreases is greater than the threshold, and thus the vehicle remains at level 0 of the instantaneous power performance state. The electric compressor speed increases and decreases in response to the accelerator pedal position and / or driver demand torque.

[0081] In this way, the electric compressor speed can be automatically adjusted in response to the accelerator pedal position or driver demand torque, such that the instantaneous power performance can be improved. In this way, the possibility of generating delayed torque related to the acceleration inertia of the electric drive compressor by the engine can be reduced. Additionally, regardless of whether the instantaneous power performance is activated or not, for the condition where the engine speed is at idle and the driver demand torque is zero, the engine throttle position is adjusted such that the airflow through the engine (not shown) is equivalent.

[0082] Now referring to Figure 5 and Figure 6 , a method for operating a vehicle is shown. At least some portions of method 500 may be implemented as executable controller instructions stored in a non-transitory memory. Additionally, some portions of method 500 may be actions taken in the physical world to transform the operating state of an actuator or device.Figure 5 and Figure 6 The method of can be incorporated as executable instructions stored in a non - transitory memory Figure 1 and Figure 2 into the system of.

[0083] At 502, method 500 determines whether a human vehicle driver or passenger has selected an instantaneous power performance mode. The instantaneous power performance mode can reduce the likelihood of providing low or delayed engine torque during an instantaneous condition where the accelerator pedal is applied and then released shortly thereafter. In one example, method 500 can determine that the instantaneous power performance mode is selected when a human driver provides input to the human - machine interface. If method 500 determines that a human vehicle driver or passenger has selected the instantaneous power performance mode, the answer is yes and method 500 proceeds to 530. Otherwise, the answer is no and method 500 proceeds to 504.

[0084] At 530, method 500 adds an offset speed to the base electric - drive compressor speed such that the electric - drive compressor speed is at least the base electric - drive compressor speed plus the offset speed. By adding the offset speed to the base electric - drive compressor speed, the torque response of the engine to an increase in accelerator pedal position can be improved. The base electric - drive compressor speed is the electric - drive compressor rotational speed when the engine is at idle, the driver demand torque is zero, and the instantaneous power performance mode (e.g., the mode in which the electric - drive compressor speed is increased to improve engine torque response) is not activated. Method 500 proceeds to 532.

[0085] At 532, method 500 adjusts the speed of the electric - drive compressor in response to the desired air flow into the engine. The desired engine air flow is based on the engine speed and the driver demand torque or accelerator pedal position. In one example, a table or function that maintains an empirically determined desired engine air - flow value is referenced or indexed using the accelerator pedal position or driver demand torque and the engine speed. The table outputs the desired engine air flow, and the desired engine air flow references or indexes a table that outputs the desired electric - compressor speed. The electric - drive compressor is commanded to the desired electric - compressor speed. Additionally, if the desired air flow is low, the compressor speed is maintained at the base compressor speed plus the offset speed from 530. When the engine is at idle and the driver demand torque is zero, the air flow through the engine is maintained at the same air flow as when the engine operates at idle, zero demand torque, and the base electric - drive compressor speed. In one example, the engine throttle is further closed when the engine is at idle and zero driver demand torque in the instantaneous power performance mode compared to when the engine is at idle and zero driver demand torque without being in the instantaneous power performance mode. Method 500 proceeds to exit.

[0086] In this way, method 500 can provide an operation sequence as shown in Figure 3 to improve the engine's instantaneous torque performance. Even when the exhaust gas flow is low, the speed of the electric compressor can be increased, which has an advantage compared to an exhaust-driven compressor or an engine-driven compressor.

[0087] At 504, method 500 determines whether to provide an automatic selection of the instantaneous power performance mode. In one example, a bit or byte in the memory can represent the state of a variable that activates or deactivates the automatic selection of the instantaneous power performance mode. If the variable value is 1, the answer is yes and method 500 proceeds to 510. Otherwise, the answer is no and method 500 proceeds to 506. The state of the bit or byte in the memory can be based on the vehicle configuration. For example, if the vehicle includes an electric compressor and is a truck, the value in the bit or byte can be 1.

[0088] At 506, the speed of the electric drive compressor is adjusted in response to the desired air flow into the engine. The desired engine air flow is based on the engine speed and the driver demand torque or accelerator pedal position. In one example, a table or function that maintains an empirically determined desired engine air flow value is referenced or indexed using the accelerator pedal position or driver demand torque and the engine speed. The table outputs the desired engine air flow, and the desired engine air flow references or indexes a table that outputs the desired electric compressor speed. The electric drive compressor is commanded to the desired electric compressor speed. Additionally, if the desired air flow is low, the compressor speed is maintained at the base compressor speed plus the offset speed from 530. When the engine is at idle and there is zero driver demand torque, the air flow through the engine is maintained at the same air flow as when the engine is operating at idle, zero demand torque, and the base electric drive compressor speed. In one example, when the engine is at idle and zero driver demand torque in the instantaneous power performance mode, the engine throttle is further closed compared to when the engine is at idle and zero driver demand torque without being in the instantaneous power performance mode. Method 500 proceeds to exit.

[0089] At 510, method 500 determines whether the instantaneous state variable is high and the accelerator pedal position is greater than (G.T.) a first threshold. The instantaneous state variable provides an indication of when the accelerator pedal position increases from a low value to a value greater than the threshold (e.g., a signal rising edge), and when the accelerator pedal position decreases from a higher value to a lower value less than the threshold (e.g., a signal falling edge). In Figure 3An example of this condition is shown at time T2. If method 500 determines that the instantaneous state variable is high and the accelerator pedal position is greater than the first threshold, the answer is yes and method 500 proceeds to 512, where the instantaneous state variable is adjusted to a low value. Otherwise, the answer is no and method 500 proceeds to 514.

[0090] At 514, method 500 determines whether the instantaneous state variable is low and the accelerator pedal position is less than (L.T.) a second threshold. An Figure 3 example of this condition is shown at time T5. If method 500 determines that the instantaneous state variable is low and the accelerator pedal position is less than the second threshold, the answer is yes and method 500 proceeds to 516, where the instantaneous state variable is adjusted to a high value. Otherwise, the answer is no and method 500 proceeds to 518. Thus, if the conditions at 510 and 514 are not met, the state variable can remain unchanged.

[0091] At 518, method 500 counts or determines the amount of time between the rising edge and the falling edge of the instantaneous state variable. Method 500 can determine the amount of time between the rising edge and the falling edge for a predetermined number of times that the state variable changes state from high to low or from low to high. The time can be stored in a memory in a first-in, first-out block of storage locations. Each time a new time between the rising edge and the falling edge is determined and stored in the memory, the old time between the rising edge and the falling edge is removed from the memory. In this way, method 500 can determine the time between the rising edge and the falling edge for a predetermined number of the most recent transitions (instantaneous state variable transitions from low to high or from high to low) of the instantaneous state variable. Method 500 proceeds to 520.

[0092] At 520, method 500 determines whether the time between the first predetermined number (X) of the most recent instantaneous state variable changes is less than a threshold. Figure 4 An example is shown where the predetermined number X is three between times T33 and T36. The times between the instantaneous state variables are the time between T33 and T34, the time between T34 and T35, and the time between T35 and T36. If method 500 determines that the time between the first predetermined number (X) of the most recent instantaneous state variable changes is less than the threshold, the answer is yes and method 500 proceeds to 522. This indicates that one or more instantaneous accelerator pedal manipulations of short duration have been performed, which can indicate vehicle rock crawling or performing another unique driving operation. Otherwise, the answer is no and method 500 proceeds to 550.

[0093] At 522, method 500 determines whether the time between the second predetermined number (Y) of the most recent instantaneous state variable changes is less than a threshold. Figure 4An example is shown where the predetermined quantity Y is six between times T33 and T39. The times between the instantaneous state variables are the time between T33 and T34, the time between T34 and T35, the time between T35 and T36, the time between T36 and T37, the time between T37 and T38, and the time between T38 and T39. If method 500 determines that the time between the most recent instantaneous state variable changes of the second predetermined quantity (Y) is less than a threshold, the answer is yes and method 500 proceeds to 524. This indicates that the vehicle may be performing a long-duration vehicle rock crawl or other unique driving operation. Otherwise, the answer is no and method 500 proceeds to 560.

[0094] At 524, method 500 adjusts the instantaneous power performance mode state to a second level. When the vehicle is operating in the second instantaneous power performance mode state, the reduced electric drive compressor speed command can be digitally filtered by a low-pass filter having a second smoothing factor or time constant such that the electric drive compressor speed remains at a higher speed after being commanded to a higher speed. Additionally, if the engine is operating at idle and zero torque demand for a predetermined amount of time, the digital low-pass filter allows the electric drive compressor speed to decay to a base electric drive compressor speed. In other examples, a second offset speed can be added to the base electric drive compressor speed when the engine is at idle and the driver demand torque is zero such that the electric drive compressor speed is greater than the base compressor speed. An example of this operating mode is shown in Figure 4 between time T39 and time T43.

[0095] If the engine is operating at idle, zero driver demand torque, and the instantaneous power performance state is at the second level, the air flow into the engine is equivalent to the air flow into the engine when the engine is at engine idle, the driver demand torque is zero, and the instantaneous power performance state is at the zero level (e.g., not activated). Although the boost pressure may be higher when operating the engine at the second level by further closing the engine throttle, the engine air flow is made equivalent. Method 500 proceeds to exit.

[0096] At 550, method 500 determines whether the time between the second most recent instantaneous variable state change and the most recent instantaneous variable state change is greater than a second threshold. Figure 4 An example is shown where this time is greater than the threshold between Figure 4 time T43 and time T44. If method 500 determines that the time between the second most recent instantaneous variable state change and the most recent instantaneous variable state change is greater than the second threshold, the answer is yes and method 500 proceeds to 552. Otherwise, the answer is no and method 500 proceeds to 558.

[0097] At 558, method 500 maintains the current instantaneous power performance mode state. The current instantaneous mode state can be maintained at level 0, level 1, or level 2. Method 500 proceeds to exit.

[0098] At 552, if the instantaneous power performance mode state is at the second level, method 500 adjusts the instantaneous power performance mode state to the first level. The vehicle operates in the first instantaneous power performance mode state as described above. In this way, the instantaneous power performance mode can be changed in response to a long duration between instantaneous accelerator events (e.g., edges 410a and 410b as Figure 4 shown), such that when an instantaneous increase in accelerator pedal position occurs after an extended period of time, the instantaneous power performance mode can reduce the electric drive compressor speed. By reducing the electric drive compressor speed, the efficiency of the electric drive compressor can be improved.

[0099] At 554, method 500 determines whether the time between the second most recent instantaneous variable state change and the most recent instantaneous variable state change is greater than a third threshold. Figure 4 An example where this time is greater than the threshold between Figure 4 time T44 and time T45 is shown. If method 500 determines that the time between the second most recent instantaneous variable state change and the most recent instantaneous variable state change is greater than the third threshold, the answer is yes and method 500 proceeds to 556. Otherwise, the answer is no and method 500 proceeds to 558.

[0100] At 556, if the instantaneous power performance mode state is at the first level, method 500 adjusts the instantaneous power performance mode state to level 0. The vehicle operates in the zero instantaneous power performance mode state (not activated) as described above. Thus, the instantaneous power performance mode can be changed in response to a long duration between instantaneous accelerator events, such that when an instantaneous increase in accelerator pedal position occurs after an extended period of time, the instantaneous power performance mode can reduce the electric drive compressor speed. By reducing the electric drive compressor speed, the efficiency of the electric drive compressor can be improved. Method 500 proceeds to exit.

[0101] At 560, method 500 adjusts the instantaneous power performance mode state to a first level. When the vehicle is operating in the first instantaneous power performance mode state, the reduced electric drive compressor speed command can be digitally filtered by a low-pass filter having a first smoothing factor or time constant such that the electric drive compressor speed remains at a higher speed after being commanded to a higher speed. Additionally, if the engine is operating at idle with zero torque demand for a predetermined amount of time, the digital low-pass filter allows the electric drive compressor speed to decay to a base electric drive compressor speed. In some other examples, a first offset speed can be added to the base electric drive compressor speed when the engine is at idle and the driver demand torque is zero such that the electric drive compressor speed is greater than the base compressor speed. An example of this operating mode is shown in Figure 4 Between time T36 and time T39.

[0102] If the engine is operating at idle, with zero driver demand torque, and with the instantaneous power performance state at the first level, the air flow into the engine is equivalent to the air flow into the engine when the engine is at engine idle, the driver demand torque is zero, and the instantaneous power performance state is at the zero level (e.g., not activated). Although the boost pressure may be higher when the engine is operating at the first level by further closing the engine throttle, the engine air flow is made equivalent. Method 500 proceeds to exit.

[0103] Therefore, Figure 5 and Figure 6 The method of and provides an engine operating method that includes: in a first mode, when the engine is idling and the driver demand torque is zero, causing the electric drive compressor to rotate at a base speed; and in a second mode, when the engine is idling and the driver demand torque is zero, causing the electric drive compressor to rotate at the base speed plus an offset speed. The method includes: wherein the electric drive compressor rotates at the base speed plus the offset speed for a predetermined amount of time since the most recent decrease in the driver demand torque. The method includes: wherein the electric drive compressor is placed in series with a non-electric drive compressor. The method further includes selecting the first mode or the second mode via an operator interface. The method further includes selecting the first mode or the second mode in response to an accelerator pedal position or a driver demand torque. The method further includes, in response to a non-zero driver demand torque, adjusting the speed of the electric drive compressor in response to the driver demand torque.

[0104] Therefore, Figure 4 and Figure 5The method also provides an engine operation method, which includes: in a first mode, reducing the rotational speed of the electric compressor in response to the output of a first low-pass filter having a first time constant; and in a second mode, reducing the rotational speed of the electric compressor in response to the output of a second low-pass filter having a second time constant. The method includes: wherein the first mode is a non-instantaneous power performance mode and wherein the second mode is an instantaneous power performance mode. The method also includes selecting the first mode or the second mode in response to the accelerator pedal position or the driver demand torque. The method also includes: in response to the time between instantaneous accelerator pedal events being less than a threshold for the total number of accelerator pedal instantaneous state change events for a threshold, in response to the output of a third low-pass filter having a third time constant, reducing the rotational speed of the electric compressor. The method includes: wherein the first time constant is less than the second time constant. The method includes: wherein the first time constant and the second time constant are less than the third time constant. The method also includes counting the amount of time between instantaneous accelerator pedal events. The method includes: wherein the instantaneous accelerator pedal events include an increased accelerator pedal position exceeding a threshold. The method includes: wherein the instantaneous accelerator pedal events include a decreased accelerator pedal position less than a threshold.

[0105] Note that the example control and estimation procedures included herein can be used with a variety of engine and / or vehicle system configurations. The control methods and procedures disclosed herein can be stored as executable instructions in a non-transitory memory and can be executed by a control system including a controller in combination with various sensors, actuators, and other engine hardware. The specific procedures described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, etc. Thus, the various actions, operations, and / or functions described can be executed in the order shown, executed in parallel, or in some cases omitted. Similarly, the order of processing is not required to implement the features and advantages of the example embodiments of the invention described herein, but is provided for ease of illustration and description. Depending on the particular strategy used, one or more of the actions, operations, and / or functions shown can be repeated. Additionally, at least a portion of the actions, operations, and / or functions described can be graphically represented as code in a non-transitory memory of a computer-readable storage medium incorporated into the control system. Control actions can also transform the operating state of one or more sensors or actuators in the physical world when performing the described actions by executing instructions in a system including various engine hardware components combined with one or more controllers.

[0106] This concludes the description. Many changes and modifications will come to mind to those skilled in the art upon reading this description without departing from the spirit and scope thereof. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating on natural gas, gasoline, diesel, or alternative fuels can benefit from this description.

Claims

1. An engine operating method, comprising: In a first mode, when the engine is idling and the driver demand torque is zero, the electric drive compressor is rotated at a base speed; and In a second mode, when the engine is idling and the driver demand torque is zero, the electric drive compressor is rotated at the base speed plus an offset speed; wherein the first mode or the second mode is selected via an operator interface, or the first mode or the second mode is selected in response to an accelerator pedal position or a driver demand torque.

2. The method according to claim 1, wherein within a predetermined amount of time since the most recent decrease in the driver demand torque, the electric drive compressor rotates at the base speed plus the offset speed.

3. The method according to claim 1, wherein the electric drive compressor is placed in series with a non-electric drive compressor.

4. The method according to claim 1, further comprising adjusting the rotational speed of the electric drive compressor in response to the driver demand torque being non-zero and in response to the driver demand torque.

5. A system, comprising: An engine including a compressor and an electric drive compressor; An accelerator pedal; and A controller including executable instructions stored in a non-transitory memory, the executable instructions for performing the method according to any one of claims 1-4, and further for maintaining a constant engine air flow at engine idle for different electric drive compressor speeds in response to different engine operating modes.

6. The system according to claim 5, wherein adjusting the rotational speed of the electric drive compressor in response to the engine operating mode includes adjusting the rotational speed of the electric drive compressor to a first speed in response to the engine operating mode not being an instantaneous power performance mode.

7. The system according to claim 5, wherein adjusting the rotational speed of the electric drive compressor in response to the engine operating mode includes adjusting the rotational speed of the electric drive compressor to a second speed in response to the engine operating mode being an instantaneous power performance mode.

8. The system according to claim 7, further comprising additional instructions for determining the engine operating mode in response to a change in the accelerator pedal position.

9. The system according to claim 8, further comprising additional instructions for determining the engine operating mode in response to a driver input device.

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