Method and system for providing supercharging of an internal combustion engine

Abstract

The present disclosure provides "Methods and systems for providing boost to internal combustion engines". A method for adjusting boost provided via a turbocharger or supercharger is described. In one example, boost is increased in response to a road condition change before a driver reacts to the road condition change by applying an accelerator pedal. The boost increase reduces compressor lag, thereby increasing responsiveness of the engine and vehicle.

Description

Technical Field

[0001] This specification relates to methods and systems for providing boost to an internal combustion engine of a vehicle. Boost can be provided via a turbocharger or a supercharger, and the boost can be provided such that it is provided when a driver anticipates a demand for torque or requests an increase in vehicle acceleration. Background Technology

[0002] Internal combustion engines can be turbocharged or supercharged to provide pressurized air (e.g., boost), allowing the engine's power output to increase beyond what it would have if naturally aspirated. As engine speed and load increase, the turbocharger can increase boost pressure; however, especially at low engine speeds, the turbocharger may not increase boost as quickly as expected due to inertia in the turbocharger components and the limited energy in the engine exhaust during certain conditions. If a supercharger is operated with a clutch, its response may also be delayed. Therefore, if the driver applies the accelerator pedal or directly requests acceleration, the engine and vehicle may not respond as quickly as the driver would expect.

[0003] During everyday driving, driving conditions may change, causing the driver to request greater torque or increase vehicle acceleration in response. However, the driver may also provide a delayed response to changes in driving conditions, falling behind traffic and then attempting to catch up by increasing torque or acceleration. However, the vehicle may not respond as quickly as the driver would like, so the driver may increase torque or acceleration even more. Consequently, the vehicle may accelerate faster than the driver could have responded to the changing traffic conditions more smoothly. As a result, fuel consumption and emissions may increase. Furthermore, vehicle handling and comfort may decrease. Summary of the Invention

[0004] The inventors have recognized the aforementioned problems and have developed a vehicle operation method comprising: receiving road condition data into a controller; increasing boost by a predetermined boost amount via the controller in response to the road condition data; and adjusting the predetermined boost amount in response to the difference between the actual boost amount and the desired boost amount, wherein the actual boost amount is generated by increasing the boost amount by the predetermined boost amount. Specifically, the method utilizes the delay in the driver's response to external stimuli. For non-emergency actions / maneuvers, the driver exhibits a delay of 0.5 to 1.5 seconds. This delay provides the control system with sufficient time to detect changes in conditions and pre-build boost, thereby resulting in better handling and improved fuel economy through the aforementioned mechanism.

[0005] By increasing boost by a predetermined amount in response to road condition data received by the controller, improved vehicle handling and fuel economy can be achieved. Furthermore, by adjusting the predetermined boost amount in response to the difference between the actual and desired boost amount, underboosting and overboosting can be reduced, thereby improving engine efficiency during transient conditions while enhancing engine response. Therefore, engine boost can be adjusted to a level that reduces engine output lag, allowing the driver to more closely follow the vehicle's acceleration trajectory, which provides the desired acceleration and fuel consumption levels. The predetermined boost amount can then be applied in response to subsequent changes in road conditions to improve vehicle response without unduly reducing fuel economy.

[0006] This specification offers several advantages. For example, the method can improve vehicle fuel economy by reducing the need for higher vehicle acceleration rates to follow a desired vehicle acceleration trajectory. Furthermore, the method can help reduce engine torque lag that can decrease vehicle handling. Moreover, the method can adjust a predetermined boost increase to reduce the likelihood of over-boosting or under-boosting the engine.

[0007] The advantages and other advantages and features of this specification will become apparent from the specific embodiments described below, either alone or in conjunction with the accompanying drawings.

[0008] It should be understood that the above-described invention is intended to present, in a simplified form, the selected concepts further described in the detailed embodiments. This does not imply representation of key or essential features of the claimed subject matter, the scope of which is uniquely defined by the claims following the detailed embodiments. Furthermore, the claimed subject matter is not limited to embodiments that address any shortcomings mentioned above or in any part of this disclosure. Attached Figure Description

[0009] Figure 1 A schematic diagram of an internal combustion engine that can automatically stop and start is shown.

[0010] Figure 2 It shows including Figure 1 A vehicle with an engine, which is traveling on a road.

[0011] Figure 3 A graph of an exemplary operation sequence is shown.

[0012] Figure 4 It shows that according to Figure 5 A graph illustrating an exemplary vehicle operation sequence of the method.

[0013] Figure 5 A high-level flowchart of a method for generating boost within an internal combustion engine is shown. Detailed Implementation

[0014] This specification relates to the generation of boost pressure within an internal combustion engine. Boost pressure is generated before it is needed, thus reducing engine torque lag. In one example, boost pressure can be increased in response to road conditions, providing the driver with increased torque or acceleration power as requested. Figure 1 As shown, boost can be generated in the engine. Figure 1 The engine can be included in Figure 2 In the middle. Engines and vehicles can be like Figure 3 It operates as shown in the sequence. The delay in driver demand relative to changes in road conditions and the evolution of boost pressure in the engine... Figure 4 The curve is shown in the graph. Figure 5 A flowchart is shown for a method of generating boost within an engine.

[0015] refer to Figure 1 The internal combustion engine 10 is controlled by an electronic engine controller 12. The internal combustion engine includes multiple cylinders, one of which is... Figure 1 As shown in the diagram. Controller 12 from... Figure 1 and Figure 2 Various sensors receive signals and employ Figure 1 Various actuators adjust engine operation based on received signals and instructions stored in the memory of controller 12. For example, the pressure in boost chamber 45 (boost pressure) can be adjusted in response to the driver's demand torque input to the accelerator pedal via controlling the position of exhaust valve 163. Furthermore, engine torque output can be adjusted in response to the driver's demand torque via adjusting torque actuators (e.g., fuel injector 92, ignition system 88, throttle valve 62, and camshafts 51 and 53).

[0016] Engine 10 comprises a cylinder head 35 and a cylinder block 33, which include a combustion chamber 30 and cylinder walls 32. A piston 36 is located within the cylinder walls and reciprocates via a connection to a crankshaft 40. A flywheel 97 and a ring gear 99 are coupled to the crankshaft 40. A starter 96 (e.g., a low-voltage (operating at less than 30 volts) motor) 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 mounted directly to the front or rear of the engine. In some examples, the starter 96 can selectively supply torque to the crankshaft 40 via a belt or chain. In one example, the starter 96 is in a basic state when not engaged with the engine crankshaft.

[0017] Combustion chamber 30 is shown communicating with intake manifold 44 and exhaust manifold 48 via corresponding intake valve 52 and exhaust valve 54. Each intake and exhaust valve can be operated by intake cam 51 and exhaust cam 53. The position of intake cam 51 can be determined by intake cam sensor 55. The position of exhaust cam 53 can be determined by exhaust cam sensor 57. Intake valve 52 can be selectively activated and deactivated by valve activation device 59. Exhaust valve 54 can be selectively activated and deactivated by valve activation device 58. Valve activation devices 58 and 59 can be electromechanical devices.

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

[0019] Additionally, intake manifold 44 is shown communicating with turbocharger compressor 162 and engine intake port 42. In other examples, compressor 162 may be a supercharger compressor driven via crankshaft 40. Shaft 161 mechanically connects turbocharger turbine 164 to turbocharger compressor 162. Optional electronic throttle 62 adjusts the position of throttle plate 64 to control airflow from compressor 162 to intake manifold 44. The pressure in boost chamber 45 may be referred to as throttle inlet pressure, since the inlet of throttle 62 is within boost chamber 45. Throttle outlet is in intake manifold 44. In some examples, throttle 62 and throttle plate 64 may be located between intake valve 52 and intake manifold 44, such that throttle 62 is an intake manifold throttle. Compressor recirculation valve 47 may be selectively adjustable to multiple positions between fully open and fully closed. The exhaust valve 163 can be adjusted via controller 12 to allow exhaust gas to selectively bypass turbine 164, thereby controlling the speed of compressor 162. Air filter 43 cleans the air entering engine intake 42.

[0020] Distributorless ignition system 88 provides ignition spark to combustion chamber 30 via spark plug 92 in response to controller 12. Universal exhaust oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 48 upstream of catalytic converter 70. Optionally, dual-state exhaust oxygen sensor may replace UEGO sensor 126.

[0021] In one example, converter 70 may include multiple catalyst bricks. In another example, multiple emission control devices (each with multiple catalyst bricks) may be used. In one example, converter 70 may be a ternary catalyst.

[0022] Controller 12 in Figure 1The controller 12 is shown as a conventional microcomputer, which includes: a microprocessor unit 102, an input / output port 104, a read-only memory 106 (e.g., non-transitory memory), a random access memory 108, a keep-alive memory 110, and a conventional data bus. The controller 12 is shown to receive various signals from sensors connected to the engine 10 in addition to those previously discussed, including: engine coolant temperature (ECT) from a temperature sensor 112 connected to a cooling sleeve 114; a position sensor 134 connected to an accelerator pedal 130 for sensing the force applied by a human foot 132; a position sensor 154 connected to a brake pedal 150 for sensing the force applied by a human foot 132; a measurement of engine manifold absolute pressure (MAP) from a pressure sensor 122 connected to an intake manifold 44; an engine position sensor from a Hall effect sensor 118 for sensing the position of the crankshaft 40; a measurement of the air mass entering the engine from sensor 120; and a measurement of the throttle position from sensor 68. (The sensor not shown) can also sense atmospheric pressure for processing by the controller 12. In a preferred aspect of this specification, the engine position sensor 118 generates a predetermined number of equidistant pulses per revolution of the crankshaft, based on which the engine speed (RPM) can be determined.

[0023] In other examples, additional controllers can cooperate with and communicate with controller 12 to operate engine 12 and other vehicle devices. For example, transmission controllers and vehicle system controllers can communicate and exchange data with controller 12 and other vehicle systems such as radio detection and ranging (RADAR) systems, optical detection and ranging (LIDAR) systems, communication systems, and vehicle-to-vehicle communication systems. Therefore, the systems and methods described herein are applicable to distributed systems with multiple controllers having specific functions.

[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 while the intake valve 52 is open. Air is introduced into combustion chamber 30 via 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 commonly referred to by those skilled in the art as bottom dead center (BDC).

[0025] During the compression stroke, intake valve 52 and 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 commonly referred to by those skilled in the art as top dead center (TDC). Fuel is introduced into the combustion chamber during what is hereinafter referred to as injection. During what is 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 gas pushes piston 36 back to the BDC. Crankshaft 40 converts the piston movement into rotational torque on the rotating shaft. Finally, during the exhaust stroke, exhaust valve 54 opens to release the combusted air-fuel mixture into exhaust manifold 48, and the piston returns to the TDC. It should be noted that the above is only shown as an example, and the opening and / or closing timing of the intake and exhaust valves can vary, such as providing positive or negative valve overlap, delayed intake valve closing, or various other examples.

[0027] Now for reference Figure 2 The image shows two vehicles traveling on a road. Road 200 includes a first vehicle 250 and a second vehicle 220. The first vehicle 250 includes an engine 10, and all components of the engine are... Figure 1 As shown, the second vehicle 220 is traveling in the first lane 201 of road 200. When the second vehicle 220 is traveling in the path of the first vehicle 250 (e.g., in the same lane) and when there are no intermediate vehicles between the first vehicle 250 and the second vehicle 220, a vehicle range sensor 237 (e.g., RADAR or LIDAR) reports the distance D1 between the first vehicle 250 and the second vehicle 220. The distance D1 can be updated and supplied to [other entities] at a predetermined rate (e.g., every 100 milliseconds). Figure 1 The controller 12 shown. If vehicle 220 stops on the road when its speed is below the road speed limit and the road in front of vehicle 250 is unobstructed, then because the road is just unobstructed, Figure 1 The controller 12 can determine the expected or desired vehicle acceleration based on data provided by the vehicle travel range sensor.

[0028] Camera 236 can also detect road conditions, such as objects in the path of vehicle 250, vehicle 250 approaching traffic signs, the operational status of traffic lights 256, and entering a highway along a slope. Camera 236 can supply this information about driving data to controller 12 or a controller communicating with controller 12. If camera 236 detects an object being cleared from the path of vehicle 250 when the speed of vehicle 250 is below the road speed limit, then... Figure 1The controller 12 can determine the expected or desired vehicle acceleration based on the data provided by the camera. Similarly, if the camera 236 detects that the traffic light controller 255 has just changed the traffic light 256 from red to green, the controller 12 can determine the expected or desired vehicle acceleration based on the data provided by the camera.

[0029] Receiver 235 can receive traffic data indicating traffic light status and timing from traffic signal controller 255. Receiver 235 can transmit the same information to... Figure 1 The controller 12 can determine, based on the data, an expected or anticipated increase in vehicle acceleration or driver-demanded torque. For example, if the controller 12 determines that road 201 is unobstructed, vehicle 250 is decelerating or traveling below the speed limit on road 201, and traffic light 256 has just changed from red to green, the controller 12 can predict or anticipate that the driver will increase driver-demanded torque and / or request vehicle acceleration.

[0030] Receiver 231 can receive location data from satellite 275 to determine the location of vehicle 250. Receiver 231 can transmit the same information to... Figure 1 The controller 12 can determine, based on the data, an expected or anticipated increase in vehicle acceleration or driver-demanded torque. For example, if the controller 12 determines that the vehicle speed is less than the highway speed limit and the vehicle 250 is entering the highway along a slope, the controller 12 can predict or anticipate that the driver will increase driver-demanded torque and / or request vehicle acceleration. Furthermore, the controller 12 can use the vehicle 250's position data and the road 201's speed limit data to determine that the vehicle 250 is approaching a section of road where the speed limit of road 201 is increased. Then, when the speed limit is increased and indicated to the driver at a specific location of the vehicle, the controller 12 can determine that the driver will increase driver-demanded torque and / or request vehicle acceleration.

[0031] therefore, Figure 2 The various sensors shown can provide data that allows controller 12 to anticipate increased driver demand and / or vehicle acceleration requests. The data can be processed at a rate exceeding the driver's response time, enabling the boost pressure to be adjusted to the previously described road conditions, as well as other road conditions.

[0032] therefore, Figure 1 and Figure 2The system provides a vehicle system including: an engine including a turbocharger and a wastegate; an accelerator pedal; and a controller including executable instructions stored in a non-transitory memory to adjust the timing of changing the position of the wastegate based on a delay in the driver applying the accelerator pedal in response to road conditions. The vehicle system also includes additional instructions to increase the boost pressure by a predetermined amount. The predetermined amount is increased via the controller in response to the road conditions. The vehicle system includes wherein the predetermined amount is a function of vehicle speed and a road speed limit. The vehicle system includes wherein changing the position of the wastegate includes closing the wastegate. The vehicle system also includes additional instructions to increase the boost pressure by a predetermined amount. The predetermined amount is increased via the controller in response to road condition data, and the predetermined boost pressure is based on previous utilization of boost pressure applied during a driver's request to accelerate the vehicle.

[0033] Now for reference Figure 3 It shows that according to Figure 5 The method of vehicle operation sequence. It can be achieved through... Figure 1 and Figure 2 The system provides Figure 3 The sequence. The vertical lines located at t0 to t9 represent the times of interest during the sequence.

[0034] since Figure 3 The first graph at the top is a graph of driver-demanded torque versus time. The vertical axis represents driver-demanded torque, and driver-demanded torque increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and the amount of time increases from the left to the right of the graph. Trace 302 represents driver-demanded torque. Driver-demanded torque can be determined based on accelerator pedal position and vehicle speed. In one example, accelerator pedal position and vehicle speed are used to reference or index a table or function for empirically determined driver-demanded torque values. The table or function outputs the driver demand. The values ​​in the table can be determined by driving the vehicle and adjusting the driver-demand values ​​relative to the accelerator pedal position until the desired vehicle response is observed.

[0035] since Figure 3 The second graph at the top is a graph of the predicted boost increase versus time. The predicted boost increase is the additional boost added to the current engine boost level commanded immediately before a change in road condition is detected. The predicted boost increase is commanded based on the time delay in the driver's response to the change in road condition. The vertical axis represents the predicted boost increase, and the predicted boost increase increases in the direction of the arrow on the vertical axis. Trace 304 represents the predicted boost increase. The horizontal axis represents time, and the time increments from the left to the right side of the graph.

[0036] since Figure 3 The third graph at the top is a graph of engine torque reserve (e.g., the amount of torque the engine can produce at the current engine speed in addition to the amount of torque it is currently producing) versus time. The vertical axis represents the amount of engine torque reserve, and the engine torque reserve increases in the direction of the arrow on the vertical axis. Trace 306 represents the amount of engine torque reserve. The horizontal axis represents time, and the amount of time increases from the left side of the graph to the right side.

[0037] since Figure 3 The fourth curve at the top is a graph of engine throttle position versus time. The vertical axis represents engine throttle position, and the engine throttle opening increases in the direction of the arrow on the vertical axis. Trace 308 represents engine throttle position. The horizontal axis represents time, and the time increases from the left side of the curve to the right side.

[0038] since Figure 3 The fifth curve at the top is a graph of engine boost utilization versus time. The vertical axis represents engine boost utilization during the predicted increase in torque demanded by the driver or the requested vehicle acceleration. Boost utilization is a measure of the actual amount of boost the engine uses when the driver responds to a change in road conditions and requests vehicle acceleration. If the boost utilization figure is positive and large, too much actual boost is generated relative to the driver's request to increase torque or vehicle acceleration. If the boost utilization figure is negative and large, too little actual boost is generated relative to the driver's request to increase torque or vehicle acceleration. Trace 310 represents the amount of boost utilized. The horizontal axis represents time, and the time value increases from the left to the right of the curve.

[0039] since Figure 3 The sixth graph at the top is a graph of driver response delay versus time in response to changes in road conditions. The vertical axis represents the amount of time the driver's response delay is in response to changes in road conditions, and this amount of time increases along the direction of the arrow on the vertical axis. Trace 312 represents the amount of time the driver's response delay is in response to changes in road conditions. The horizontal axis represents time, and the amount of time increases from the left side of the graph to the right side. The driver response delay value begins to increase from the time the change in road conditions is detected until the driver responds by applying the accelerator pedal. The final value reached when the accelerator pedal is applied is the driver response delay.

[0040] since Figure 3 The seventh curve at the top is a graph of actual engine boost pressure versus time. The vertical axis represents actual engine boost pressure, and the actual boost pressure increases in the direction of the arrow on the vertical axis. Trace 314 represents the actual boost amount. The horizontal axis represents time, and the time increases from the left side of the curve to the right side.

[0041] since Figure 3 The eighth curve at the top is a graph of turbocharger wastegate position versus time. The vertical axis represents wastegate position, and the wastegate opening increases in the direction of the arrow on the vertical axis. Trace 316 indicates wastegate position. The horizontal axis represents time, and the time increments from the left to the right side of the curve.

[0042] At time t0, the driver's torque demand is at a mid-level and the predicted boost increase is zero (at the horizontal axis). The engine torque reserve is low, allowing for higher engine efficiency. Because there are no conditions to respond to changes in road conditions, the throttle is open at a mid-level and the boost utilization is zero. Because there are no conditions to respond to changes in road conditions, the driver delay is also zero. The actual boost pressure is at a mid-level and the exhaust valve is open at a mid-level.

[0043] At time t1, a change in road conditions (not shown) is detected via vehicle sensors (e.g., RADAR, LIDAR, GPS, cameras, etc.) that might cause the driver to request greater driver-demand torque or increased vehicle acceleration. Because the driver does not respond immediately to the change in road conditions, the driver-demand torque remains constant. The predicted boost pressure increases in response to the change in road conditions, and the actual boost pressure increases in response to the increase in predicted boost pressure. The actual boost pressure is increased by partially closing the exhaust valve. As the actual boost pressure increases, the throttle body also partially closes, keeping the amount of air flowing into the engine constant (not shown). As the actual boost pressure increases, boost utilization begins to increase. Because the controller has recognized the change in road conditions, the driver's response delay to the change in road conditions begins to increase.

[0044] At time t2, the driver responds to the change in road conditions by increasing the driver-demanded torque. As the increased driver-demanded torque begins to utilize a portion of the engine torque reserve, the predicted boost increase begins to plateau and the engine torque reserve begins to decrease. The engine throttle begins to open further to increase the airflow into the engine, thereby increasing engine torque to match the driver-demanded torque. As the boost required for the driver-demanded torque increases (not shown), boost utilization begins to decrease. The driver response delay to the change in road conditions in response to the increased driver-demanded torque reaches its final value. The actual boost pressure has reached the level based on the predicted boost increase, and the exhaust valve position has plateaued to provide the actual boost pressure value shown.

[0045] Between time t2 and time t3, the driver's demanded torque changes only slightly, and the predicted boost is reduced because the boost demanded by the driver is increasing the actual boost. As the increased driver demanded torque depletes the engine torque reserve, the engine torque reserve decreases to a smaller value. When the actual boost increases, the engine throttle opening tends to plateau and boost utilization decreases. Because the driver's response delay to changes in road conditions has already been determined at time t2, this delay is reset to zero. The actual boost pressure has plateaued to an intermediate level, and the exhaust valve position has also plateaued.

[0046] At time t3, the change in driver demand or vehicle acceleration due to road condition changes has ended, and the driver's required torque has decreased slightly. Since an increase in driver's required torque or vehicle acceleration is no longer expected, the predicted boost increase has decreased to zero. In response to the reduced predicted boost increase, the engine torque reserve decreases to a lower level. In response to the decreased driver's required torque, the throttle position begins to close. The boost utilization value has reached the final value of the road condition event (e.g., the engine boost increase event), and the actual boost pressure begins to decrease in response to the reduced driver's required torque. The exhaust valve position begins to open, allowing for a reduction in the actual boost pressure. The boost utilization value and the driver delay time are used to adjust the predicted boost amount.

[0047] Between times t3 and t4, the driver's torque demand tends to plateau slightly above its value at time t0, and the predicted boost increase is zero because no change in road conditions is observed. Engine torque reserve is at a low level, and throttle opening is at a mid-level. Boost utilization is zero, and driver delay is also zero. Actual boost pressure is at a high mid-level, and the exhaust valve position is mid-position.

[0048] At time t4, a change in road condition (not shown) is detected via vehicle sensors (e.g., RADAR, LIDAR, GPS, cameras, etc.) that could lead the driver to request greater driver-demand torque or increased vehicle acceleration. Because the driver does not immediately respond to the road condition change, the driver-demand torque remains unchanged. The predicted boost increases in response to the road condition change. Because the actual boost does not change, the throttle remains at its previous level. Because the driver does not increase driver-demand torque or request engine acceleration, boost utilization is zero. Because the controller has identified the road condition change, the driver response delay to the road condition change begins to increase.

[0049] Between times t4 and t5, the wastegate begins to close and actual boost pressure begins to build. The amount of wastegate closure is slightly less than the predicted boost increase, but because the predicted boost is greater than at time t1, the wastegate is closed more fully than at time t1. Wastegate position adjustment is provided in response to the boost utilization value determined at time t3. Engine torque reserve increases in response to the actual engine boost increase. Driver response delay to changes in road conditions continues to increase because the driver does not increase the torque demanded in response to changes in road conditions. Actual boost pressure increases and then levels off to a higher value. Boost utilization increases with increasing actual boost pressure. The wastegate is almost completely closed.

[0050] At time t5, the driver responds to the change in road conditions by increasing the driver-demand torque. As the increased driver-demand torque begins to utilize a portion of the engine torque reserve, the predicted boost increase plateaus and the engine torque reserve begins to decrease. The engine throttle begins to open further to increase the airflow into the engine. Because the exhaust valve is closed to a lesser extent relative to the predicted boost pressure, boost utilization begins to decrease, but at a lower rate than at time t2. The actual boost pressure reaches a stable level, and the exhaust valve position stabilizes.

[0051] Between time t5 and time t6, the driver's demand torque changes only slightly and the predicted amount decreases because the driver's demand for boost is increasing to produce actual boost. As the increased driver demand torque depletes the engine torque reserve, the engine torque reserve decreases to a smaller value. As the actual boost increases, the engine throttle opening tends to plateau at a higher level and boost utilization decreases. Boost utilization can be improved by adjusting the exhaust valve closing amount. Because the driver's response delay to changes in road conditions has already been determined at time t5, this delay is reset to zero. The actual boost pressure has plateaued at a higher level, and the exhaust valve position has plateaued.

[0052] At time t6, the change in driver demand or vehicle acceleration due to road condition changes has ended, and the driver's demand torque has decreased. Since an increase in driver demand torque or vehicle acceleration is no longer expected, the predicted boost increase has decreased to zero. In response to the reduced predicted boost increase, the engine torque reserve decreases to a lower level. In response to the reduced driver demand torque, the throttle position begins to close. Boost utilization has dropped to zero. The exhaust valve position begins to open, allowing for a reduction in actual boost pressure. The boost utilization value and the driver delay time are used to adjust the predicted boost amount stored in the controller memory.

[0053] Between time t6 and time t7, the driver's torque demand tends to plateau to be greater than its value at time t5, and the predicted boost increase is zero because no change in road conditions is observed. Engine torque reserve is at a low level, and throttle opening is at a mid-level. Boost utilization is zero, and driver delay is zero. Actual boost pressure is at a high mid-level, and the exhaust valve position is low.

[0054] At time t7, a road condition change (not shown) is detected again via vehicle sensors (e.g., RADAR, LIDAR, GPS, cameras, etc.) that could lead the driver to request greater driver-demand torque or increased vehicle acceleration. Because the driver does not immediately respond to the road condition change, the driver-demand torque remains unchanged. In response to the road condition change, the predicted boost pressure increases, but the exhaust valve closure is further reduced as a function of the adjusted predicted boost pressure to improve boost utilization. Because the actual boost pressure does not change, the throttle remains at its previous level. As the actual boost pressure increases, boost utilization begins to increase. Because the controller has recognized the road condition change, the driver response delay to the road condition change begins to increase.

[0055] Between times t7 and t8, the amount of wastegate closure decreases moderately relative to the predicted boost increase. Wastegate position adjustment is provided in response to the boost utilization value determined at time t6. Engine torque reserve increases in response to the actual engine boost increase. Driver response delay due to road condition changes continues to increase because the driver does not increase the torque demanded in response to changes in road conditions. Actual boost pressure increases and then levels off to a higher value. Boost utilization increases with the increase in actual boost. The wastegate is almost completely closed.

[0056] At time t8, the driver responds to the change in road conditions by increasing the driver-demand torque. As the increased driver-demand torque begins to utilize a portion of the engine torque reserve, the predicted boost increase plateaus and the engine torque reserve begins to decrease. The engine throttle begins to open further to increase the airflow into the engine. As the driver-demand boost (not shown) increases, the boost utilization rate begins to decrease. The actual boost pressure reaches a stable level, and the exhaust valve position stabilizes.

[0057] Between time t8 and time t9, the driver's demand torque changes only slightly, and the predicted boost decreases as the driver's demand for boost increases (not shown). As the increased driver demand torque depletes the engine torque reserve, the engine torque reserve decreases to a smaller value. The engine throttle opening tends to plateau at a higher level, and boost utilization drops to zero. Boost utilization can be improved by further reducing the exhaust valve closure by adjusting the predicted boost value. Because the driver's response delay to road condition changes has already been determined at time t8, this delay is reset to zero. The actual boost pressure has plateaued at a higher level, and the exhaust valve position has plateaued.

[0058] At time t9, the change in driver demand or vehicle acceleration due to road condition changes has ended, and the driver's torque demand has decreased. Since an increase in driver torque demand or vehicle acceleration is no longer expected, the predicted boost increase has decreased to zero. In response to the reduced predicted boost, the engine torque reserve decreases to a lower level. In response to the reduced driver torque demand, the throttle begins to close. The boost utilization rate drops to zero, and in response to the reduced driver torque demand, the actual boost pressure begins to decrease. The exhaust valve begins to open further to further reduce the actual boost pressure.

[0059] In this way, the exhaust valve closing amount and timing can be adjusted in response to changes in road conditions that may cause the driver to increase the torque demanded by the driver or request vehicle acceleration. By commanding the exhaust valve to close before the driver changes the torque demanded by the driver, the engine can be prepared to provide an increased amount of torque, such that when the driver requests vehicle acceleration or an increase in the torque demanded by the driver, the torque and acceleration generated by the engine allow the driver to follow the desired vehicle acceleration profile.

[0060] Now for reference Figure 4 This graph shows the evolution of engine boost pressure in relation to road condition changes that are expected to cause the driver to increase their request for engine torque or vehicle acceleration. The vertical axis represents engine boost pressure, and boost pressure increases in the direction of the arrow on the vertical axis. The horizontal axis represents time, and time increases from the left to the right of the graph. Time t20 represents the time at which the road condition change was detected. The expected road condition change causes the driver to increase their request for engine torque or vehicle acceleration. The road condition change is detected via vehicle sensors. Road condition changes can be a vehicle leaving its path, a light changing from red to green, a vehicle entering a highway uphill, or other similar road conditions.

[0061] Solid line 402 represents a commanded or desired engine boost that responds to a change in road conditions that is expected to cause the driver to request increased engine torque or vehicle acceleration. The desired engine boost command is generated in response to the change in road conditions so that sufficient boost is available to improve engine torque output when the driver actually requests additional torque from the engine to accelerate the vehicle.

[0062] The dashed line 404 represents the actual boost pressure generated within the engine when it is commanded to increase boost to the desired engine boost pressure 402. The actual boost pressure lags behind the desired engine boost pressure, but the actual boost level is significantly greater than the engine boost pressure generated when boost is increased to meet driver torque demands or vehicle acceleration torque requirements.

[0063] The thick dashed line 406 represents the driver-demand boost determined based on the driver's requested torque or vehicle acceleration torque. The driver-demand boost, determined based on the driver's requested torque, begins to increase at time t21. The driver has a delayed response time to changes in road conditions, indicated as a time delay Td shown between time t20 and time t21. The amount of the driver delay time Td can vary for different drivers and different driving conditions. Shaded areas 410 and 412 represent boost utilization. The diagonal shaded area 410 has a positive impact on improving utilization, while the cross-shaded area 412 has a negative impact. Therefore, boost utilization increases when the actual boost is greater than the driver's demand boost. Boost utilization decreases when the actual boost is less than the driver's demand boost. Boost utilization is the sum of shaded areas 410 and 412, and it can be expressed as an integral as described in method 500. If boost utilization is a large positive value, the subsequent command to pre-build boost before the driver requests boost can be reduced to a lower boost utilization. Conversely, if boost utilization is a large negative value, the subsequent command to pre-build boost before the driver requests boost can be increased to improve boost utilization.

[0064] Now for reference Figure 5 The diagram illustrates a method for operating a vehicle. At least a portion of method 500 can be implemented as executable controller instructions stored in a non-transitory memory. Method 500 can be used with... Figure 1 and Figure 2 The system coordinates the operation. Alternatively, the parts of method 500 may be actions taken in the physical world via a controller to change the operating state of the actuator or device. Figure 5 The method can be included as executable instructions stored in non-transitory memory. Figure 1 and Figure 2 In the system.

[0065] At 502, method 500 determines the vehicle operating condition. The vehicle operating condition may include, but is not limited to, vehicle speed, currently engaged transmission gear, engine speed, engine load, accelerator pedal position, requested vehicle acceleration, engine boost, engine temperature, vehicle speed, and ambient temperature and pressure. The vehicle operating condition can be determined based on the outputs of various sensors input to the controller. Method 500 proceeds to 504.

[0066] At 504, method 500 determines the driver's required torque. In one example, method 500 determines the driver's required torque by referring to a table of empirically determined driver-required torque values. This table can be referenced using the accelerator pedal position and the current vehicle speed. Alternatively, method 500 determines the requested vehicle acceleration by referring to a table of empirically determined requested vehicle acceleration values. This table can be referenced using the accelerator pedal position and the current vehicle speed. Method 500 proceeds to 506.

[0067] At 506, method 500 determines the driver-demanded boost. In one example, the driver-demanded torque and engine speed can be used to reference a table or function of empirically determined driver-demanded boost values. The values ​​in the table can be determined by mapping the engine to a dynamometer and adjusting the engine boost to provide the desired level of engine efficiency and driver-demanded torque. Alternatively, the requested vehicle acceleration and engine speed can be used to reference a table or function of empirically determined driver-demanded boost values. The values ​​in the table can be determined by mapping the vehicle to a dynamometer and adjusting the engine boost to provide the desired level of engine efficiency and vehicle acceleration. After determining the driver-demanded boost, method 500 proceeds to 508.

[0068] At 508, the method determines the road conditions on the road the vehicle is traveling on. Method 500 may determine the road conditions via one or more of the following: camera, RADAR, LIDAR, GPS, vehicle-to-vehicle communication (radio), and vehicle-to-infrastructure communication (e.g., radio communication between the vehicle and a traffic controller). Method 500 proceeds to 510.

[0069] At point 510, method 500 determines whether the road condition has changed such that it is expected the driver of the vehicle will respond to the road condition change by requesting additional boost. The increase in boost can be driven by an increase in the driver's requested torque (e.g., torque requested by the driver via the accelerator pedal) or an increase in vehicle acceleration. For example, to increase engine torque to provide the requested driver-demanded torque or vehicle acceleration, engine boost can be increased. Therefore, an increase in engine boost can follow an increase in the driver's requested torque or the requested vehicle acceleration. If a road condition indicator has left the path of the vehicle being driven, allowing the driver to accelerate, method 500 can determine that it is expected the driver of the vehicle will respond to the road condition change. Furthermore, if a road condition indicator indicates that the vehicle being driven has entered a highway up a slope, allowing the driver to accelerate, method 500 can determine that it is expected the driver of the vehicle will respond to the road condition change. Even further, if a road condition indicator traffic light has changed from red to green, allowing the driver to accelerate, method 500 can determine that it is expected the driver of the vehicle will respond to the road condition change. Additionally, if a road condition indicates that the speed limit on the road where the driver is driving is increasing, allowing the driver to accelerate the vehicle, then method 500 can determine that a driver response to the road condition change can be expected. Of course, the road conditions mentioned herein do not constitute an exhaustive list of road conditions that a driver can respond to by increasing driver torque demand or vehicle acceleration requests, but such conditions are within the scope of this disclosure. If method 500 predicts an increase in boost associated with an increase in driver torque demand or vehicle acceleration in response to the road condition, the answer is yes and method 500 proceeds to 512. Otherwise, the answer is no and method 500 proceeds to 550.

[0070] At 550, method 500 adjusts the engine boost to the driver-demand boost determined at 506 or 521. In one example, method 500 adjusts the position of the wastegate to provide the driver boost. The wastegate position can be extracted from a table or function referenced or indexed by the driver-demand boost, engine speed, and engine load. The values ​​in the table or function can be determined empirically and stored in the table. The values ​​in the table can be determined by operating the engine on a dynamometer and adjusting the wastegate position until the driver-demand boost is achieved. Method 500 commands the wastegate to the position providing the driver-demand boost. Method 500 proceeds and exits.

[0071] At 512, method 500 predicts that the increase in boost pressure satisfies the road condition change determined at 510. In one example, method 500 predicts the increase in boost pressure by referring to a table of empirically determined engine boost pressure values. The engine boost pressure values ​​stored in the table can be adjusted or adapted in response to the boost utilization value discussed at 522. The table can be referenced by the current vehicle speed and the predicted requested vehicle acceleration rate. The table outputs the predicted increase in engine boost pressure due to the road condition change. The predicted requested vehicle acceleration rate can depend on the road condition used at 510 to predict the increase in engine boost pressure. In one example, the predicted vehicle acceleration rate changes in response to the current vehicle speed and the speed limit of the road the vehicle is traveling on. For example, if the current vehicle speed is low and the speed limit is high and an object has just moved out of the vehicle's path, the predicted vehicle acceleration may be high. However, if the current vehicle speed is moderate and the speed limit is only 10% greater than the current vehicle speed and an object has just moved out of the vehicle's path, the predicted vehicle acceleration may be low. Similarly, if the speed limit on the road on which the vehicle is traveling increases by 50%, the predicted vehicle acceleration may be high. However, if the speed limit on the road on which the vehicle is traveling increases by 10%, the predicted vehicle acceleration may be low. In other examples, the predicted boost amount may be an adjustable constant value. The predicted boost increase to accommodate changes in road conditions can be determined based on multiple tables or functions referenced herein. The values ​​in the tables can be determined empirically by operating the vehicle on a road or dynamometer and adjusting the table values ​​according to the encountered road conditions. After predicting the engine boost amount, method 500 proceeds to 514.

[0072] At point 514, method 500 commands an increase in engine boost from the current boost level. Therefore, the engine boost level can be adjusted in response to the following equation:

[0073] Expected boost = Driver demand boost + Predicted boost

[0074] Wherein, desired boost is the commanded or desired engine boost, driver demand boost is the driver demand boost determined at 506, and predicted boost is the predicted engine boost increase caused by the road condition change determined at 512. Desired boost is generated by adjusting the position of the exhaust valve to produce the desired boost amount. The exhaust valve position can be extracted from a table or function referenced or indexed by the desired boost amount, engine speed, and engine load. The values ​​in the table or function can be determined empirically and stored in the table. The values ​​in the table can be determined by operating the engine on a dynamometer and adjusting the exhaust valve position until the desired boost amount is achieved. Method 500 proceeds to 516.

[0075] At point 516, method 500 monitors the desired engine boost and the actual engine boost (e.g., at...). Figure 1The boost pressure (measured in the boost chamber 45) and the accelerator pedal position are stored in the controller memory. Method 500 proceeds to 518.

[0076] At 518, method 500 determines whether a boost event related to or based on a change in road conditions has been completed. In one example, method 500 may determine that the boost event has been completed after a predetermined amount of time has elapsed since the most recent increase in engine boost was predicted at 510. Optionally or additionally, method 500 may determine that the boost increase event has been completed if the driver's boost demand tends to stabilize to a constant value. In another example, method 500 may determine that the boost increase event has been completed after the driver has applied the accelerator pedal and the accelerator pedal is in a steady state, or after the most recent application of the accelerator pedal has been at least partially released. If method 500 determines that the boost event has been completed, method 500 proceeds to 522. Otherwise, method 500 proceeds to 520.

[0077] At 520, method 500 determines the driver demand boost amount. The driver demand boost amount can be determined as described at 506. Therefore, the driver demand boost can be adjusted for any changes that may occur before the boost event completes. After determining the driver demand boost amount, method 500 returns to 514.

[0078] At point 522, method 500 determines the engine boost utilization rate. In one example, method 500 determines the engine boost utilization rate according to the following equation:

[0079]

[0080] Where Boost_Utilization is the boost utilization rate value, Boost_Actual is the measured boost pressure in the engine, Boost_Demand is the engine boost determined based on the driver's requested torque or requested vehicle acceleration, T_End is the time when the boost event ends, t is the current time, and Td is the driver response delay time. If the boost utilization is greater than the upper threshold value, the predicted boost value described at 512 in the table can be reduced (e.g., adjusted) by a predetermined boost amount. If the predicted boost utilization is less than the lower threshold value, the boost value described at 512 in the table can be increased (e.g., adjusted) by a predetermined boost amount. Method 500 proceeds to 524.

[0081] At position 524, method 500 adjusts the predicted driver delay. The estimated driver delay τ kThe driver delay can vary depending on the time and the specific driver of the vehicle. Driver delay can be estimated for multiple variations of road condition events (e.g., engine boost increase events where engine boost is increased in response to road condition changes or events). In one example, the estimated driver delay τ at each engine boost increase event... k (Where k is the event number) can be determined using an algorithm applied to detect changes in the accelerator pedal. Driver delay estimate τ k It is the time it takes to detect the driver's reaction to the change in road conditions at the accelerator pedal after a change in road conditions (in Figure 4 (T20 in the middle). The time it takes for the driver to react can be estimated using a cumulative sum algorithm. This algorithm sums the accelerator pedal input values ​​and indicates the driver's reaction when the sum exceeds a threshold. The algorithm can be performed through a series of steps: Step 1: Determine the initial accelerator pedal position u0. This is the accelerator pedal position at time 0 (e.g., when a change in road conditions is detected). The value of u0 can be considered as a direct value of the accelerator pedal position at time zero, or alternatively, it can be a filtered value of the accelerator pedal position. Step 2: Set the counter value to i = 0 and initialize the sum x0 = 0. The counter i represents the i-th sample since time 0, i.e., x... i Let x represent the value of x at time iΔt, where Δt is the sampling time (seconds), and x is the state value. Step 3: Calculate the sum x i :x i =x i -1+u i -u0-β; where u i is the current accelerator pedal position, and β is a small drift parameter to account for subtle pedal changes due to noise, etc. If the sum of x i If the value is negative, then reset and update the change time. If x i <0, x i =0 Change Time This is the time when the sum was zero the last time. Step 4: If the sum x i If the value is higher than the threshold h (a fine-tunable parameter), then reset x. i And generate an estimate of the driver's reaction: if x i >h,x i =0, Otherwise, increment counter i by one and return to step 3 to continue the summation, unless too much time has elapsed (this limit is related to T). 结束 (They are of the same order of magnitude).

[0082] Driver delay T dInitially set to a value nominally expected by the driver (e.g., 1 second). When estimates of driver delay are obtained, they are combined with an exponential forgetting factor. Specifically, the estimated driver delay T... d，k (Based on k events) is

[0083] T d，k =(1-α)τ k +αT d，k -1

[0084] Where τ k This is an estimate of the driver delay caused by event k, and α is a parameter between 0 and 1 used to control the weighting between the new observation and the previous estimate. Note that for the first event (k = 1), T d，0 It is the initial driver delay estimate for the nominal driver.

[0085] The boost command delay described at 514 can then be adjusted using the adjusted driver delay. In one example, the command delay time can be adjusted to be a portion of the driver delay time. For example, if the driver delay time is 0.7 seconds and the boost command delay is 10% of the driver delay, then the boost command delay is 0.07 seconds. Therefore, the boost command delay can be changed based on the driver delay. Proceed from method 500 to 550.

[0086] In this way, the expected or predicted engine boost amount can be adjusted based on the utilization rate of engine boost generated during a previous engine boost increase event. Furthermore, the boost command delay time between the time when the road condition indicating an increase in engine boost can be predicted and the time when the boost increase is actually commanded can be adjusted based on the driver response delay time. Such control actions can improve boost utilization, thereby improving engine efficiency while adjusting engine operation when an increase in torque demand is anticipated.

[0087] therefore, Figure 5A method provides a vehicle operation method comprising: receiving traffic data into a controller; increasing boost by the controller in response to the traffic data by the controller by the predetermined boost amount; and adjusting the predetermined boost amount in response to a difference between an actual boost amount and a desired boost amount, the actual boost amount being generated by increasing the boost amount by the predetermined boost amount. The method includes wherein the desired boost amount is a boost amount determined based on accelerator pedal position. The method includes wherein the traffic data includes traffic light switching time data. The method includes wherein the traffic data includes data generated via a camera. The method includes wherein the traffic data includes data generated via a radio detection and ranging radar (RADAR) or a light detection and ranging system (LIDAR). The method includes wherein the predetermined boost amount is determined as a function of vehicle speed. The method includes wherein the predetermined boost amount is further determined as a function of the speed limit of the road on which the vehicle is traveling, the vehicle including the controller. The method includes wherein the predetermined boost amount is further determined as a function of the speed of a second vehicle traveling in the path of a first vehicle, the first vehicle including the controller. The method includes adjusting the predetermined boost amount by modifying the value of the predetermined boost amount in the controller memory.

[0088] Figure 5 The method also provides a vehicle operation method, the vehicle operation method comprising: receiving road condition data into a controller; and increasing boost by a predetermined boost amount via the controller in response to the road condition data, the predetermined boost amount being based on a previous utilization rate of boost applied during a driver's request to accelerate the vehicle. The method further comprises: adjusting the predetermined boost amount in response to a difference between an actual boost amount and a desired boost amount, the actual boost amount being generated by increasing the boost amount by the predetermined boost amount. The method includes wherein a previous utilization rate of boost is determined by integrating the actual boost amount minus the desired boost amount. The method includes wherein increasing the boost amount includes closing the exhaust valve. The method further includes adjusting the predetermined boost amount in response to an anticipated driver delay in responding to the road condition, and adjusting the anticipated driver delay in responding to the road condition in response to a sum of values ​​of a previous state variable and an accelerator pedal position. The method includes wherein the predetermined boost amount is determined as a function of vehicle speed.

[0089] Note that the exemplary control and estimation programs included herein can be used in conjunction with various engine and / or vehicle system configurations. The control methods and programs disclosed herein can be stored as executable instructions in non-transitory memory and can be executed by a control system including controllers in conjunction with various sensors, actuators, and other engine hardware. The specific programs described herein can represent one or more of any number of processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threaded processing strategies, etc. Therefore, the various actions, operations, and / or functions shown can be executed in the shown order, in parallel, or omitted in some cases. Similarly, the processing order is not necessarily necessary to realize the features and advantages of the exemplary embodiments described herein, but is provided for ease of illustration and description. One or more of the shown actions, operations, and / or functions can be repeatedly executed according to the specific strategy used. Furthermore, at least a portion of the described actions, operations, and / or functions can be graphically represented by code to be programmed into a non-transitory memory of a computer-readable storage medium in the control system. When the described actions are executed by executing instructions in a system including a combination of various engine hardware components and one or more controllers, the control actions can also change the operating state of one or more sensors or actuators in the physical world.

[0090] This concludes the instruction manual. Without departing from the spirit and scope of this manual, those skilled in the art will conceive of many changes and modifications upon reading it. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating with natural gas, gasoline, diesel, or alternative fuel configurations can benefit from this manual.

[0091] According to the present invention, a vehicle operation method includes: receiving road condition data into a controller; increasing a boost amount by a predetermined boost amount via the controller in response to the road condition data; and adjusting the predetermined boost amount in response to a difference between an actual boost amount and a desired boost amount, the actual boost amount being generated by increasing the boost amount by the predetermined boost amount.

[0092] According to one embodiment, the desired boost amount is a boost amount determined based on the accelerator pedal position.

[0093] According to one embodiment, the traffic data includes traffic light switching time data.

[0094] According to one embodiment, the traffic data includes data generated via a camera.

[0095] According to one embodiment, the road condition data includes data generated via radio detection and ranging radar (RADAR) or light detection and ranging system (LIDAR).

[0096] According to one embodiment, the predetermined boost amount is determined as a function of vehicle speed.

[0097] According to one embodiment, the predetermined boost amount is further determined as a function of the speed limit of the road on which the vehicle is traveling, and the vehicle includes the controller.

[0098] According to one embodiment, the predetermined boost amount is further determined as a function of the speed of a second vehicle traveling in the path of the first vehicle, the first vehicle including the controller.

[0099] According to one embodiment, adjusting the predetermined boost amount includes modifying the value of the predetermined boost amount in the controller memory.

[0100] According to the present invention, a vehicle operation method includes: receiving road condition data into a controller; and increasing a boost amount by a predetermined boost amount via the controller in response to the road condition data, the predetermined boost amount being based on previous utilization of boost applied during a driver's request to accelerate the vehicle.

[0101] According to one embodiment, the invention is further characterized in that the predetermined boost amount is adjusted in response to the difference between the actual boost amount and the desired boost amount, wherein the actual boost amount is generated by increasing the boost amount by the predetermined boost amount.

[0102] According to one embodiment, the prior utilization rate of the boost is determined by integrating the actual boost amount minus the desired boost amount.

[0103] According to one embodiment, increasing the boost pressure includes closing the exhaust valve.

[0104] According to one embodiment, the invention is further characterized in that the predetermined boost amount is adjusted in response to an expected driver delay in responding to the road condition, and the expected driver delay in responding to the road condition is adjusted in response to the sum of the values ​​of the previous state variables and the accelerator pedal position.

[0105] According to one embodiment, the predetermined boost amount is determined as a function of vehicle speed.

[0106] According to the present invention, a vehicle system is provided, the vehicle system having: an engine including a turbocharger and an exhaust valve; an accelerator pedal; and a controller including executable instructions stored in a non-transitory memory to adjust the position of the exhaust valve according to a delay in the driver applying the accelerator pedal in response to road conditions.

[0107] According to one embodiment, the invention is further characterized by additional instructions to perform the following operation: increasing the boost amount by a predetermined amount via the controller in response to the road conditions.

[0108] According to one embodiment, the predetermined amount is a function of vehicle speed and road speed limit.

[0109] According to one embodiment, changing the position of the exhaust valve includes closing the exhaust valve.

[0110] According to one embodiment, the invention is further characterized by additional instructions to perform the following operation: increasing the boost amount by a predetermined boost amount via the controller in response to the road condition data, the predetermined boost amount being based on the previous utilization rate of the boost applied during a driver's request to accelerate the vehicle.

Claims

1. A vehicle operation method, comprising: In response to a change in road conditions determined by the controller, the boost amount is increased by a predetermined boost amount via the controller, the predetermined boost amount being based on an expected driver delay time determined by the controller, the expected driver delay time being the amount of time between the change in road conditions and the driver's reaction to the change in road conditions, wherein the expected driver delay time and the predetermined boost amount are adjusted based on the change in road conditions determined by the controller; and The predetermined boost amount is adjusted by the controller in response to the difference between the actual boost amount and the desired boost amount, wherein the actual boost amount is generated by increasing the boost amount by the predetermined boost amount.

2. The method of claim 1, wherein the desired boost amount is a boost amount determined based on the accelerator pedal position.

3. The method as described in claim 1, wherein the road condition data includes traffic light switching time data.

4. The method of claim 1, wherein the road condition data includes data generated via a camera.

5. The method of claim 1, wherein the road condition data includes data generated via a radio ranging radar (RADAR) or a light ranging system (LIDAR).

6. The method of claim 1, wherein the predetermined boost amount is determined as a function of vehicle speed.

7. The method of claim 6, wherein the predetermined boost amount is further determined as a function of the speed limit of the road on which the vehicle is traveling, and the vehicle includes the controller.

8. The method of claim 1, wherein the predetermined boost amount is further determined as a function of the speed of a second vehicle traveling in the path of the first vehicle, the first vehicle including the controller.

9. The method of claim 1, wherein adjusting the predetermined boost amount includes modifying the value of the predetermined boost amount in the controller memory.

10. The method of claim 1, wherein the predetermined boost amount is further based on the previous utilization of the boost applied during the period when the driver requests acceleration of the vehicle.

11. A vehicle system comprising: An engine, which includes a turbocharger and an exhaust valve; Accelerator pedal; as well as A controller includes executable instructions stored in non-transitory memory to perform the following operations: adjusting the position of the exhaust valve based on a desired delay time for the driver in response to changes in road conditions, wherein the desired delay time and adjustment amount for the driver are determined via the controller. The expected delay time begins with the change in road conditions and ends when the driver applies the accelerator pedal.

12. The vehicle system of claim 11, further comprising additional instructions to perform the following operation: increasing the boost amount by a predetermined amount via the controller in response to the road conditions.

13. The vehicle system of claim 12, wherein the predetermined amount is a function of vehicle speed and road speed limit.

14. The vehicle system of claim 11, wherein changing the position of the exhaust valve includes closing the exhaust valve.

15. The vehicle system of claim 11, further comprising additional instructions to perform the following: increasing the boost amount by a predetermined boost amount via the controller in response to the change in road conditions, the predetermined boost amount being based on previous utilization of boost applied during a driver's request to accelerate the vehicle.

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