Engine lubrication system control

Abstract

An engine system includes a lubrication system and an electronic control system. The electronic control system is configured to: determine an engine condition in response to a plurality of inputs indicative of an operating state of the engine; selecting one of a plurality of control models corresponding to the engine condition; determining a target oil pressure using the selected one of the plurality of control models, the percentage of maximum engine torque, and the oil temperature, the target oil pressure varying in response to both the percentage of maximum engine torque and the oil temperature; determining a command to drive the valve; and controlling the valve using the command.

Description

Technical Field

[0001] The present application relates to controls, control processes and control systems for engine lubrication systems and related devices, diagnostics, processes, systems and techniques. Background Art

[0002] Controls for lubrication systems of engines, control processes and control systems, and controls for such systems suffer from numerous disadvantages, including those with respect to accuracy, complexity, computational burden, efficiency, hardware requirements, precision, reliability, and robustness, among others. There remains a significant need for the unique apparatus, processes, systems, and techniques disclosed herein. Disclosure of Exemplary Embodiments

[0003] For the purpose of clearly, concisely and accurately describing the exemplary embodiments of the present disclosure, the manner and process of making and using the exemplary embodiments, and the making and use of the exemplary embodiments for achieving practice, reference will now be made to certain exemplary embodiments, including those illustrated in the accompanying drawings, and specific language will be used to describe the exemplary embodiments. It should be understood, however, that no limitation on the scope of the invention is thereby incurred, and the invention includes and protects such changes, modifications and further applications of the exemplary embodiments as will occur to those skilled in the art. Summary of the invention

[0004] Some embodiments include unique engine lubrication system controls. Other embodiments include unique devices, systems and processes that include or embody such controls. Other embodiments, forms, objects, features, advantages, aspects and benefits should become apparent from the following description and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0005] Figure 1 is a schematic diagram illustrating certain aspects of an example engine system including an example lubrication system.

[0006] Figure 2 It is a graphic Figure 1 Schematic diagram of certain aspects of an exemplary lubrication system.

[0007] Figure 3 is a schematic diagram illustrating certain aspects of an exemplary control.

[0008] Figure 4 is a schematic diagram illustrating certain aspects of an exemplary control.

[0009] Figure 5 is a flow chart illustrating certain aspects of an exemplary process.

[0010] Figure 6is a flow chart illustrating certain aspects of an exemplary process.

[0011] Figure 7 is a graph illustrating certain aspects of an exemplary control. DETAILED DESCRIPTION

[0012] refer to Figure 1 , an engine system 100 (also referred to as system 100) including an engine 110 and a lubrication system 120 is illustrated. Lubrication system 120 is configured to supply lubricating oil to various components of engine 10 and optionally to other lubricated components of system 100. In the illustrated embodiment, system 100 is constructed and provided as a vehicle system, such as a road vehicle system, an off-road vehicle system, or a work vehicle system. In other embodiments, system 100 may be provided in other forms.

[0013] The engine 10 includes a plurality of combustion chambers 10 c (also referred to as cylinders) of a reciprocating piston-in-cylinder type engine configured to generate mechanical power from the combustion of gaseous fuel supplied by fuel injectors in fluid communication with respective combustion chambers of the engine 10 .

[0014] In the illustrated embodiment, the lubrication system 120 includes an oil sump 128, which serves as a reservoir for lubricating oil (also referred to herein simply as oil). A variable displacement oil pump 122 draws oil from the oil sump 128 via a supply line 121 and via a supply filter 121f. The variable displacement oil pump 122 supplies oil to a main oil gun 124 via a main filter 123. The main oil gun 124 supplies oil to various components of the engine 110, and may also supply oil to other lubricated components of the system 100. It should be appreciated that the lubrication system 120 in the illustrated form is merely an example of a lubrication system according to the present disclosure. In other embodiments, the lubrication system 120 may be constructed and provided as another type of lubrication system, and may be constructed and provided in other forms as would occur to a person skilled in the art with the benefit and understanding of the present disclosure.

[0015] The proportional solenoid valve 125 is configured to control the displacement of the variable displacement oil pump 122 by selectively providing hydraulically pressurized oil from the main oil gun 124 to the proportional solenoid valve 125 via a control supply line 136. The proportional solenoid valve can also return leaked or unused oil to the supply line (or alternatively to the oil sump 128) via a return line 127.

[0016] The system 100 further includes an electronic control system (ECS) 130 that communicates with the engine 10 and the lubrication system 120 and is configured to control one or more aspects of the engine 10, including controlling the operation of the lubrication system 120. The ECS 130 typically includes at least one electronic control unit (ECU) 132 configured to perform the operations of the ECS 130 as further described herein, and, in some embodiments, the ECS 130 may include additional ECUs configured to perform the operations of the ECS 130 as further described herein.

[0017] The ECS 130 includes one or more oil pressure sensors. In the illustrated embodiment, the one or more oil pressure sensors include an oil pressure sensor 129 that is in communication with the main oil gun 124 and is configured to transmit a measurement of the pressure of the oil in the main oil gun 124 (also referred to as gun oil pressure or oil pressure) to the ECU 132. Other embodiments may additionally or alternatively include oil pressure sensors in communication with other components of the lubrication system 120 and located at different locations in the lubrication system 120.

[0018] The ECS 130 further includes one or more oil temperature sensors. In the illustrated embodiment, the one or more oil temperature sensors include an oil temperature sensor 139 that is in communication with the main oil gun 124 and is configured to transmit a measurement of the temperature of the oil in the main oil gun 124 (also referred to as the gun oil temperature) to the ECU 132. Other embodiments may additionally or alternatively include oil temperature sensors in communication with other components of the lubrication system 120 and located at different locations in the lubrication system 120.

[0019] The system 100 further includes a number of additional sensors, including an engine speed sensor, an engine torque sensor, an accelerator pedal position sensor, a gear selection sensor, and a vehicle speed sensor. It should be appreciated that many of the sensors disclosed herein may be configured and implemented as physical sensors, virtual sensors, or hybrid physical-virtual sensors.

[0020] The ECS 130 may be further configured to control other parameters of the engine 10, which may include aspects of the engine 10 that may be controlled using system components activated or commanded by the ECS 130. For example, the ECS 130 may communicate with actuators and sensors to receive and process sensor inputs and transmit actuator output signals. Actuators may include, but are not limited to, valves, such as those disclosed herein. Sensors may include any suitable device to monitor operating parameters and functions of the system 100.

[0021] Aspects of the control, processes, systems, and techniques described herein may be implemented electronically in an ECS 130, which may include one or more controllers for controlling different aspects of the system 100. In the illustrated embodiment, the ECS 130 includes one or more electronic control units (ECUs), such as an ECU 132, and may also include additional or alternative control structures. The control structure of the ECS 130 may consist of a digital circuit system, an analog circuit system, or a hybrid combination of these two types. Moreover, the control structure of the ECS 130 may be a programmable, integrated state machine, or a hybrid combination thereof. The control structure of the ECS 130 may include one or more arithmetic logic units (ALUs), central processing units (CPUs), memories, limiters, regulators, filters, format converters, etc., which are not shown to maintain clarity. The control structure of the ECS 130 may belong to a programmable type that executes algorithms and processes data according to an operating logic defined by programming instructions (such as software or firmware). Alternatively or in addition, the operating logic for the control structure of the ECS 130 may be at least partially defined by hardwired logic or other hardware.

[0022] In addition to the types of sensors described herein, the controls, processes, systems, and techniques of the present disclosure may also include any other suitable sensors and their associated parameters. Thus, the sensors may include any suitable devices for sensing any relevant physical parameters including electrical parameters, mechanical parameters, and chemical parameters of the engine system 100. As used herein, the term sensor may include any suitable hardware and / or software for directly or indirectly sensing or estimating any engine system parameter and / or various combinations of such parameters.

[0023] refer to Figure 2 , further details of an exemplary embodiment of a variable displacement oil pump 122 of the lubrication system 120 are illustrated. In the illustrated embodiment, the variable displacement oil pump 122 is constructed and provided in the form of a vane-type variable displacement oil pump to supply working oil to the engine 10 and its various components. In other embodiments, the variable displacement oil pump 122 may be constructed and provided in other forms and configurations as will occur to those skilled in the art with the benefit and understanding of this disclosure.

[0024] The variable displacement oil pump 122 includes a pump body, which includes: a housing 1; a pump cover (in Figure 2 , and is removed from the view and not shown); a drive shaft 3, which is configured to be driven by an engine crankshaft and is configured to be rotatably fitted in a bearing hole of the housing 1; a rotor 4, which is fixedly connected to the drive shaft 3 at a central portion thereof and is rotatably received in the pump housing 1; a cam ring 5, which is a movable component pivotably provided on the outer periphery of the rotor 4; a guide vane 15; and a guide vane ring 18.

[0025] The rotor 4 has slits 4a formed to extend radially outward, and has seven back pressure chambers 24 formed at respective base portions of the slits 4a. The guide vanes 15 are fitted into the respective slits 4a of the rotor 4 in such a manner as to be slidable (retractable and extendable) in the radial direction of the rotor 4. Each of the back pressure chambers 24 has a circular cross section for introducing the discharge pressure introduced from the discharge port 12 into the back pressure chamber 24.

[0026] The discharge port 12 is configured to open into the pump chamber 19, the volume of which decreases during the rotation of the rotor in a state where the geometric center of the cam ring 5 is eccentric with respect to the rotation axis of the rotor 4. A discharge hole 12a is formed in an upper portion of the discharge port 12. The discharge port 12 is configured such that oil is delivered from the inlet hole 12a through the discharge passage 12b and delivered to the main oil gun 124 via the main filter 123.

[0027] The variable displacement pump working chamber (pump chamber) 19 is defined as seven internal spaces which are divided in a liquid-tight manner and surrounded by the guide vanes 15, the inner peripheral surface 5a of the cam ring 5, the outer peripheral surface of the rotor 4, and two axially opposite side walls (i.e., the bottom surface of the recessed pump accommodation chamber of the pump housing 1 and the inner surface of the pump cover). The inlet port 11 is configured to open into the pump chamber 19, and the volume of the pump chamber 19 increases during the rotation of the rotor when the geometric center of the cam ring 5 is eccentric with respect to the rotation axis of the rotor 4. The inlet port 11 is configured so that the lubricating oil from the oil groove 128 is drawn into the inlet port 11 via the supply filter 121f by the negative pressure generated by the pumping action of the variable displacement oil pump 122.

[0028] The cam ring 5 has a cylindrical shape and includes a pivot recessed portion 5d provided on the outer peripheral surface of the cam ring 5 and arranged at one end of the cam ring reference line L. A pivot pin 10 is fitted and positioned into the pivot recessed portion 5b, serving as a fulcrum for the swinging motion of the cam ring 5. The cam ring 5 includes a substantially triangular integrally formed protruding portion 5e configured in a portion of the outer periphery of the cam ring 5 that is on the upper left side compared to the cam ring reference line L. A seal retaining groove 5b is formed in the protruding portion 5e of the cam ring 5 so as to retain the sealing member 13 therein. The pivot pin 10 is received in a pivot pin hole of the housing 1 and provides a pivot for the cam ring 5.

[0029] The sealing member 13 is in sliding contact with the sealing surface 1e to provide a seal that prevents oil from leaking from the control oil chamber 16. The sealing member 13 is held and fitted into the seal holding groove 5b formed in the outer peripheral surface of the protruding portion 5e of the cam ring 5. The sealing member 13 of the cam ring 5 is urged toward the sealing surface of the pump housing 1 by a rubber elastic or elastomeric member (not shown) to minimize internal oil leakage from the control oil chamber 16 to the low pressure side. The control oil chamber 16 is defined between the inner periphery of the pump housing 1 and the upper portion of the outer periphery of the cam ring 5.

[0030] The cam ring 5 has an arm 26 on the opposite side of the pivot recessed portion 5d. The coil spring 28 applies a force tending to bias the arm 26 against the stopper 1f of the housing 1 to the arm 26. The hydraulically pressurized oil introduced into the control oil chamber 16 via the control inlet 36 applies a force to the cam ring 5 in a direction opposite to the biasing force applied by the coil spring 28. The proportional solenoid valve 125 is configured to selectively supply the hydraulically pressurized oil to the control oil chamber 16 to control the positioning of the cam ring 5. The coil spring 28 is installed in a spring chamber that communicates with the low-pressure chamber 22 through the inlet port 11.

[0031] The control oil chamber 16 is configured so that the hydraulic pressure introduced into the control oil chamber 6 displaces the cam ring 5 against the coil spring 28 or forces the cam ring 5 against the coil spring 28. The control oil chamber 16 is also configured so that the fluid communication between the control oil chamber 16 and the discharge port 12 can be established or blocked by means of a pilot valve. The pilot valve can be used as a pilot-operated directional control valve for controlling the pressure supply / pressure release of the hydraulic pressure for generating the pivotal movement of the cam ring 5, and can be controlled by the proportional solenoid valve 125. The hydraulic pressure introduced into the control oil chamber 16 and acting on the pressure receiving surface 20 acts as a force such that the eccentricity of the geometric center of the cam ring 5 relative to the rotation axis of the drive shaft 3 is reduced due to the counterclockwise swinging movement of the cam ring 5 around the pivot pin 10 serving as the fulcrum of the swinging movement of the cam ring 5.

[0032] refer to Figure 3 , illustrates an exemplary control 300 . The control 300 may be implemented in and performed by one or more additional or alternative control structures of the ECU 132 or the ECS 130 .

[0033] The control 300 includes an engine condition determination logic 310 that receives as inputs an engine speed 301, an engine torque (τ) 302, an accelerator pedal position 303, a total fuel charge 304, a current gear 305, a vehicle speed 306, and an error state 307. In response to the received inputs, the engine condition determination logic 310 determines the engine condition as one of an overspeed condition 311, a cold start condition 312, an engine braking condition 313, a cold motoring condition 314, an error condition 315, and a normal condition 316. The engine condition determination logic 310 may determine the engine condition as one of an overspeed condition 311, a cold start condition 312, an engine braking condition 313, a cold motoring condition 314, an error condition 315, and a normal condition 316, for example, based on the respective Figure 4 and Figure 5 This determination is made in conjunction with control 400 and process 500 as shown and described herein.

[0034] The engine condition determined by the engine condition determination logic 310 is provided as an input to the table selection logic 320, and the table selection logic 320 is configured to perform one of the following: select Table 1 in response to receiving an overspeed condition 311; select Table 2 in response to receiving a cold start condition 312; select Table 3 in response to receiving an engine braking condition 313; select Table 4 in response to receiving a cold run condition 314; select Table 5 in response to receiving an error condition 315; and select Table 6 in response to receiving a normal condition 316.

[0035] The table selected by the table selection logic 320 is provided as an input to the target oil pressure determination logic 330, which also receives the maximum engine torque percentage (%τ) 308 (which is a percentage of the maximum engine torque output by the engine torque) and the oil temperature 309 received from a temperature sensor, such as the oil temperature sensor 139. The target oil pressure determination logic 330 utilizes the maximum engine torque percentage (%τ) 308 and the oil temperature 309 as inputs to the selected table indicated by the table selection logic 320 to determine the target oil pressure 339 as an output from the selected table. It should be appreciated that the table selected by the table selection logic 320 may also be viewed and referred to as a lookup table, a map, or an operational map.

[0036] It should be appreciated that the table selection logic 320 and the table it selects are examples of a control model that is configured to vary in response to changes in both the percentage of maximum engine torque and the oil temperature. Many other forms of such control models are contemplated, including, for example, a selectable set of formulas, a selectable set of tuning coefficients, a selectable set of calculation algorithms, and other control structures that are configured and operable to facilitate a determination structure that varies in response to changes in both the percentage of maximum engine torque and the oil temperature.

[0037] The target oil pressure 339 determined by the target oil pressure determination logic 330 is provided as an input to the control and diagnostic logic 340, which includes an adaptive logic 341, a voltage compensation logic 342, a hysteresis logic 343, a subsequent diagnostic logic 344, and a self-cleaning logic 345. The control and diagnostic logic 340 is configured to determine a PWM duty cycle 349, which is provided to the proportional solenoid valve 125 and drives the proportional solenoid valve 125.

[0038] It should be appreciated that the proportional solenoid valve 125 is an example of a valve according to the present disclosure that is suitable for controlling the displacement of the variable displacement oil pump 122. It is contemplated that various other valves may be utilized to control the displacement of the variable displacement oil pump 122 or other variable displacement oil pumps as will occur to those skilled in the art with the benefit and understanding of the present disclosure. It should also be appreciated that the PWM duty cycle 349 is an example of a command according to the present disclosure that is utilized to control a valve such as the proportional solenoid valve 125. It is contemplated that various other commands may be utilized to control a valve such as the proportional solenoid valve 125 or other valves as will occur to those skilled in the art with the benefit and understanding of the present disclosure.

[0039] The control and diagnostic logic 340 may be configured, for example, based on Figure 4 The PWM duty cycle 349 is determined in conjunction with the control 400 shown and described. Additionally, the adaptive logic 341, voltage compensation logic 342, hysteresis logic 343, post-diagnostic logic 344, and self-cleaning logic 345 of the control and diagnostic logic 340 may each affect the PWM duty cycle 349 or define the PWM duty cycle 349.

[0040] The adaptive logic 341 is configured to compensate for errors introduced into the target oil pressure determination and / or the PWM duty cycle 349 due to variations in the manufacture or operation of the proportional solenoid valve 125, and may utilize parameters such as and Figure 4 Adaptive controller 424 of control 400 shown and described in conjunction with the above may be used in conjunction with techniques such as those described herein. Adaptive logic 341 may provide a control component for determining PWM duty cycle 349 in conjunction with one or more other components.

[0041] It has been found that the adaptive logic 341 according to the present disclosure provides a number of performance improvements in an exemplary engine system. In one example, it was found that the use of the adaptive logic 341 reduced the error between the commanded oil pressure and the resulting oil pressure by 6.39% at a pressure of 10 KPa. In another example, it was found that the use of the adaptive logic 341 reduced the error between the commanded oil pressure and the resulting oil pressure by 10% at a pressure of 5 KPa.

[0042] The voltage compensation logic 342 is adapted to different voltage supply systems. For example, the voltage compensation logic 342 may selectively increase or decrease the received voltage, or may adjust outputs such as the PWM duty cycle 349 in response to such changes.

[0043] The hysteresis logic 343 is configured to reduce the frequency of changes in the commanded target oil pressure or PWM duty cycle 349. The hysteresis logic 343 may implement a hysteresis loop using a number of control components including, for example, filters, gates, latches, Schmitt trigger type logic, and other control components. The hysteresis logic 343 may utilize control logic such as and Figure 4 The hysteresis operator 427 of the control 400 shown and described in conjunction with the control 400 may incorporate techniques such as those described in conjunction with the control 400.

[0044] Subsequent diagnostic logic 344 is configured to diagnose a lubrication system error condition in response to a difference between the target oil pressure and the sensed oil pressure, and may utilize logic such as AND and Figure 4 The diagnostic logic 429 of the control 400 illustrated and described in conjunction with the accompanying drawings incorporates techniques such as those described in the accompanying drawings.

[0045] The self-cleaning logic 345 performs a self-cleaning operation in response to the diagnosis of the lubrication system error condition. The self-cleaning operation may include rapidly and repeatedly transitioning (e.g., three or more transitions) between a maximum or high PWM duty cycle and a minimum or low PWM duty cycle that can clean the proportional solenoid valve 125 and possibly disengage the proportional solenoid valve 125 from a stuck position.

[0046] refer to Figure 4 , illustrates an exemplary control 400 . The control 400 may be implemented in and performed by one or more additional or alternative control structures of the ECU 132 or the ECS 130 .

[0047] In the control 400, the target oil pressure 339 is provided as an input to the positive input of the comparator 421 of the control logic 420. The oil pressure 327 fed back from the pressure sensor (such as the pressure sensor 129) is provided to the negative input of the comparator 421. The comparator 421 is configured to determine and output the difference between the target oil pressure 339 and the oil pressure 327 and output the determined difference to the feedback (FB) controller 423, which determines and outputs a command to minimize or reduce the difference between the target oil pressure 339 and the oil pressure 327.

[0048] The feedback controller 423 may be configured as a PID controller including a proportional gain, an integral gain, and a derivative gain that are applied to the difference between the target oil pressure 339 and the oil pressure 327 in a parallel gain function, the outputs of which are summed to generate the output of the feedback controller 423. In some forms, the feedback controller 423 may be configured as a PI controller in which the derivative gain is set to zero or absent entirely.

[0049] The output of the feedback controller 423 is provided as an input to the positive input of the summing operator 425 and the adaptive controller 424. The adaptive controller 424 is configured to compensate for control errors caused by variations in the manufacture or operation of the proportional solenoid valve 125. The output of the adaptive controller 424 is provided as an input to the positive input of the summing operator 425. The adaptive controller 424 may store and dynamically update one or more correction or compensation values ​​that are effective to correct or compensate for errors in the output of the feedforward controller 422. The one or more correction or compensation values ​​may, for example, address deviations from the feedforward open-loop control model and the actual controlled system, which may be attributed to manufacturing variations or changes in operation due to aging of the proportional solenoid valve 125 or other components of the lubrication system 120. The one or more compensation values ​​may store the output of the feedforward controller 422, evaluate the deviation or variation between the output and the actual response of the controlled system, and dynamically update the one or more correction or compensation values ​​based on the evaluation.

[0050] The target oil pressure 339 is also provided as an input to a feedforward controller 422, which is configured to determine and output a command to provide the target oil pressure using an open loop technique based on, for example, a mathematical model of the oil pressure control process, and may also utilize information about disturbances in the process that are processed before they have time to affect the process. The output of the feedforward controller 422 is provided as an input to the positive input of a summing operator 425, which determines a weighted average or other combination or summation of the inputs received from the feedback controller 423, the adaptive controller 424, and the feedforward controller 422 to determine an output for establishing a PWM duty cycle 349, which is provided to and drives the proportional solenoid valve 125.

[0051] In the illustrated embodiment, the output of the summation operator 425 is provided to a hysteresis operator 427, which processes the received output to determine a final value for the PWM duty cycle 349. The hysteresis operator is configured to calculate the hysteresis value based on the hysteresis value of the PWM duty cycle 349. Figure 7 A hysteresis function is implemented in conjunction with the graph 700 illustrated and described.

[0052] In graph 700, curve 710 illustrates the variation in the magnitude of the change in PWM duty cycle 349 indicated by the vertical axis of graph 700 as a function of time indicated by the horizontal axis of graph 700. Curve 710 includes line segment 711, line segment 712, line segment 713, line segment 714, and line segment 715. Graph 700 further depicts upper threshold 702 and lower threshold 704.

[0053] As indicated by the solid lines of line segments 711 and 712, hysteresis control will enable feedback control, such as that provided by feedback controller 423, because the magnitude of the change in PWM duty cycle 349 decreases as long as the magnitude remains above lower threshold 704. As indicated by the dashed lines of line segments 713 and 714, after the magnitude of the change in PWM duty cycle 349 drops below lower threshold 704, hysteresis control will disable feedback control until the magnitude rises above upper threshold 702. As indicated by the solid lines of line segment 715, hysteresis control will enable feedback control once upper threshold 702 is met.

[0054] The control 400 further includes diagnostic logic 429, which is configured to perform one or more oil pressure diagnostics (also referred to as subsequent diagnostics) based on the actual lubrication needs for future actions. The diagnostic logic 429 may be configured to calculate the error between the commanded oil pressure and the actual oil pressure, such as a moving average of such error, a comparison of such error to a threshold, or a comparison of the moving average to a threshold. The output of the diagnostic logic 429 may be provided to a diagnostic log 439, which may thereafter be accessed by a diagnostic or service tool. The diagnostic logic 429 may also initiate a self-cleaning operation 449, which may include rapidly and repeatedly switching between a maximum or high PWM duty cycle and a minimum or low PWM duty cycle, the minimum or low PWM duty cycle being able to clean the proportional solenoid valve 125 and possibly disengage the proportional solenoid valve 125 from a stuck position.

[0055] refer to Figure 5 , illustrates an exemplary control process 500 . The control process 500 (also referred to as process 500 ) may be implemented in conjunction with and performed by one or more additional or alternative control structures of the ECU 132 or ECS 130 .

[0056] Process 500 begins at start operation 501 and proceeds to condition 502, which evaluates whether the engine speed is greater than a threshold. The threshold may be selected to define or establish an overspeed condition and may be calibrated or otherwise adjusted. If condition 502 evaluates positive, process 500 proceeds to operation 503, which sets an overspeed condition parameter to true and selects a corresponding control table (Table 1). Process 500 proceeds from operation 503 to end operation 599.

[0057] If condition 502 evaluates negative, process 500 proceeds to condition 504, which evaluates whether the ambient temperature is less than a threshold and whether the engine is cranking. The threshold may be selected to define or establish a cold start condition and may be calibrated or otherwise adjustable. In some embodiments, additional or alternative temperatures and thresholds, such as oil temperature, may be utilized when evaluating a cold start condition. If condition 504 evaluates positive, process 500 proceeds to operation 505, which sets the cold start condition parameter to true and selects the corresponding control table (Table 2). Process 500 proceeds from operation 505 to end operation 599.

[0058] If condition 504 evaluates negative, process 500 proceeds to condition 506, which evaluates whether the engine brake is active. If condition 506 evaluates positive, process 500 proceeds to operation 507, which sets the engine brake condition to true and selects the corresponding control table (Table 3). Process 500 proceeds from operation 507 to end operation 599.

[0059] If condition 506 evaluates negative, process 500 proceeds to condition 508, which evaluates whether the cold turn condition is true. Condition 508 may be based on, for example, Figure 6 The evaluation is performed in conjunction with the process 500 illustrated and described herein. If condition 508 evaluates positively, process 500 proceeds to operation 509 which sets the cold run condition to true and selects the corresponding control table (Table 4). From operation 509, process 500 proceeds to end operation 599.

[0060] If condition 508 evaluates negative, process 500 proceeds to condition 510, which evaluates whether the engine error condition is true. Condition 510 may perform its evaluation, for example, by checking one or more error conditions or flags that may be set by various components of ECS 130. If condition 510 evaluates positive, process 500 proceeds to operation 511, which sets the full open condition to true and selects the corresponding control table (Table 5). Process 500 proceeds from operation 509 to end operation 599.

[0061] If condition 508 evaluates positive, process 500 proceeds to operation 512 which sets the normal condition to true and selects the corresponding control table (Table 6). Process 500 proceeds from operation 512 to end operation 599.

[0062] refer to Figure 6 , illustrates an exemplary control process 500 . The control process 600 (also referred to as process 600 ) may be implemented in conjunction with and performed by one or more additional or alternative control structures of the ECU 132 or ECS 130 .

[0063] Process 600 begins at start operation 601 and proceeds to condition 602, which evaluates whether the total fuel charge is less than a threshold. The threshold may be selected to define or establish a requirement for cold run conditions and may be calibrated or otherwise adjustable. If condition 602 evaluates negative, process 600 proceeds to end operation 699.

[0064] If condition 602 evaluates positively, process 600 proceeds to condition 604, which evaluates whether the vehicle speed is less than a threshold. The threshold may be selected to define or establish a requirement for cold run conditions and may be calibrated or otherwise adjustable. If condition 604 evaluates negatively, process 600 proceeds to end operation 699.

[0065] If condition 604 evaluates positively, process 600 proceeds to condition 606, which evaluates whether the current gear is greater than a minimum gear number. The minimum gear number may be selected to define or establish a requirement for cold crank conditions and may be calibrated or otherwise adjustable. If condition 606 evaluates negatively, process 600 proceeds to end operation 699.

[0066] If condition 606 evaluates positively, process 600 proceeds to condition 608, which evaluates whether the accelerator pedal position is less than a threshold. The threshold may be selected to define or establish a requirement for cold crank conditions and may be calibrated or otherwise adjustable. If condition 608 evaluates negatively, process 600 proceeds to end operation 699.

[0067] If condition 606 evaluates positively, process 600 proceeds to operation 610 which causes operation 509 of process 500 to proceed as described above. Figure 5 Process 600 proceeds from operation 610 to end operation 699 .

[0068] It has been found that the implementation of the control and process according to the present disclosure provides many performance improvements in an exemplary engine system, and a non-limiting example thereof will now be described. In one example, when operating at 1200rpm and 1800Nm torque output, the brake specific fuel consumption (g / kWh) is reduced by 0.46%. In another example, when operating at 1100rpm and 1300Nm torque output, the brake specific fuel consumption (g / kWh) is reduced by 0.85%. In another example, for an exemplary tractor, the brake specific fuel consumption (g / kWh) in the China Heavy Commercial Vehicle Test Cycle (CHTC) is reduced by 1.1%. In another example, for an exemplary dump truck, the brake specific fuel consumption (g / kWh) in the China Heavy Commercial Vehicle Test Cycle (CHTC) is reduced by 1.4%.

[0069] As illustrated in this detailed description, the present disclosure contemplates multiple and various embodiments, including but not limited to the following exemplary embodiments. A first exemplary embodiment is an engine system comprising: a lubrication system comprising an oil sump, a variable displacement oil pump configured to pump oil from the oil sump to a main oil gun, a valve configured to control the supply of oil from the main oil gun to the variable displacement oil pump, a temperature sensor configured to sense the oil temperature of the lubrication system, and a pressure sensor configured to sense the oil pressure of the lubrication system; and an electronic control system comprising at least one electronic control unit, the electronic control system being configured to: determine an engine condition in response to a plurality of inputs indicating an operating state of the engine system; select one of a plurality of control models corresponding to the engine condition; determine a target oil pressure using the selected one of the plurality of control models, a percentage of maximum engine torque, and an oil temperature, the target oil pressure varying in response to both the percentage of maximum engine torque and the oil temperature; determine a command to drive a valve; and control the valve using the command.

[0070] The second exemplary embodiment includes the features of the first exemplary embodiment, wherein the electronic control system is configured to determine the engine condition as one of: an overspeed condition, a cold start condition, an engine braking condition, a cold run condition, an error condition, and a normal condition.

[0071] A third exemplary embodiment includes the features of the first exemplary embodiment, wherein the plurality of inputs includes: engine speed, engine torque, accelerator pedal position, total fuel charge of the engine system, current gear, and vehicle speed.

[0072] A fourth exemplary embodiment includes the features of the first exemplary embodiment, wherein a plurality of control models include a plurality of lookup tables, a selected one of the plurality of control models includes a selected lookup table, and the electronic control system is configured to determine a target oil pressure using a percentage of maximum engine torque and an oil temperature as inputs to the selected lookup table to determine the target oil pressure.

[0073] The fifth exemplary embodiment includes the features of the first exemplary embodiment, wherein the electronic control system determines a command to drive a valve using: a feedback controller configured to determine a first command component to reduce a difference between a target oil pressure and a sensed oil pressure; a feedforward controller configured to determine a second command component using open-loop control; and an adaptive controller configured to determine a third command component to reduce an error in the command that is attributable to changes in at least one of the manufacture of the valve and the operation of the valve.

[0074] A sixth exemplary embodiment includes the features of the fifth exemplary embodiment, wherein the command to drive the valve includes a PWM duty cycle, and wherein the valve includes a proportional solenoid valve.

[0075] A seventh exemplary embodiment includes the features of the fifth exemplary embodiment, wherein the electronic control system determines a command to drive the valve as a sum of a first command component, a second command component, and a third command component.

[0076] An eighth exemplary embodiment includes the features of the first exemplary embodiment, wherein the electronic control system is configured to diagnose a lubrication system error condition in response to a difference between a target oil pressure and a sensed oil pressure.

[0077] A ninth exemplary embodiment includes the features of the eighth exemplary embodiment, wherein the electronic control system is configured to perform a self-cleaning operation in response to a lubrication system error condition.

[0078] A tenth exemplary embodiment includes the features of the first exemplary embodiment, wherein the electronic control system is configured to control the valve using commands effective to reduce energy losses in the lubrication system.

[0079] The eleventh exemplary embodiment is a process for controlling an engine system, the engine system including a lubrication system, the lubrication system including an oil sump, a variable displacement oil pump configured to pump oil from the oil sump to a main oil gun, a valve configured to control the supply of oil from the main oil gun to the variable displacement oil pump, a temperature sensor configured to sense the oil temperature of the lubrication system, and a pressure sensor configured to sense the oil pressure of the lubrication system, the process including: determining an engine condition in response to multiple inputs indicating an operating state of the engine system; selecting one of multiple control models corresponding to the engine condition; determining a target oil pressure using the selected one of the multiple control models, a percentage of maximum engine torque, and an oil temperature, the target oil pressure varying in response to both the percentage of maximum engine torque and the oil temperature, determining a command to drive a valve; and using the command to control the valve.

[0080] The twelfth exemplary embodiment includes the features of the eleventh exemplary embodiment, wherein the engine condition belongs to: an overspeed condition, a cold start condition, an engine braking condition, a cold run condition, an error condition, and a normal condition.

[0081] The thirteenth exemplary embodiment includes the features of the eleventh exemplary embodiment wherein the plurality of inputs includes: engine speed, engine torque, accelerator pedal position, total fuel charge of the engine system, current gear, and vehicle speed.

[0082] The fourteenth exemplary embodiment includes the features of the eleventh exemplary embodiment, wherein the plurality of control models include a plurality of lookup tables, a selected one of the plurality of control models includes a selected lookup table, and determining the target oil pressure includes providing a percentage of maximum engine torque and an oil temperature as inputs to the selected lookup table to determine the target oil pressure.

[0083] The fifteenth exemplary embodiment includes the features of the eleventh exemplary embodiment, wherein determining a command to drive a valve comprises: a feedback controller configured to determine a first command component to reduce a difference between a target oil pressure and a sensed oil pressure; a feedforward controller configured to determine a second command component using open-loop control; and an adaptive controller configured to determine a third command component to reduce an error in the command attributable to changes in at least one of the manufacture of the valve and the operation of the valve.

[0084] The sixteenth exemplary embodiment includes the features of the fifteenth exemplary embodiment, wherein the command to drive the valve includes a PWM duty cycle, and the valve includes a proportional solenoid valve.

[0085] The seventeenth exemplary embodiment includes the features of the fifteenth exemplary embodiment, wherein determining the command to drive the valve includes summing the first command component, the second command component, and the third command component.

[0086] The eighteenth exemplary embodiment includes the features of the eleventh exemplary embodiment, including diagnosing a lubrication system error condition in response to a difference between a target oil pressure and a sensed oil pressure.

[0087] The nineteenth exemplary embodiment includes the features of the eighteenth exemplary embodiment, including performing a self-cleaning operation in response to a lubrication system error condition.

[0088] The twentieth exemplary embodiment includes the features of the eleventh exemplary embodiment, wherein the valve is controlled using commands effective for reducing energy losses in the lubrication system.

[0089] It should be appreciated that terms such as "non-transitory memory," "non-transitory memory medium," and "non-transitory memory device" refer to many types of devices and storage media that may be configured to store information such as data or instructions that may be read or executed by a processor or other component of a computer system, and that such terms include and encompass a single or unitary device or medium that stores such information, multiple devices or media across or in which corresponding portions of such information are stored, and multiple devices or media across or in which multiple copies of such information are stored.

[0090] It should be appreciated that when utilized in conjunction with a control method or process, an electronic control system or controller, an electronic control, or components or operations of the foregoing, terms such as "determine," "determined," "determining," etc., alone or in combination, include, but are not limited to, operation or calculation of a parameter or value, obtaining a parameter or value from a lookup table or using a lookup operation, receiving a parameter or value from a data link or network communication, receiving an electronic signal (e.g., a voltage, frequency, current, or pulse width modulated (PWM) signal) indicating a parameter or value, receiving an output of a sensor indicating a parameter or value, receiving other output or input indicating a parameter or value, reading a parameter or value from a memory location on a computer-readable medium, receiving a parameter or value as a runtime parameter and / or by receiving a parameter or value by which an interpreted parameter can be operated and / or by reference to a default value that is interpreted as a parameter value.

[0091] Although exemplary embodiments of the present disclosure have been illustrated and described in the accompanying drawings and the foregoing description, they are to be considered illustrative rather than restrictive in nature, and it should be understood that only certain exemplary embodiments have been shown and described, and it is desired to protect all changes and modifications that fall within the spirit of the claimed invention. It should be understood that although the use of words such as preferred, preferably, preferred or more preferred utilized in the above description indicates that the features described in this way may be more ideal, it may not be necessary, and embodiments lacking it may be conceived to be within the scope of the present invention, which is defined by the appended claims. When reading the claims, when words such as "one", "a kind", "at least one" or "at least one part" are used, unless explicitly stated to the contrary in the claims, it is not intended to limit the claims to only one item. When the language "at least a portion" and / or "a portion" is used, the item may include a portion and / or the entire item unless specifically stated to the contrary.

Claims

1. An engine system, comprising: a lubrication system comprising an oil sump, a variable displacement oil pump configured to pump oil from the oil sump to a main oil gun, a valve configured to control the supply of oil from the main oil gun to the variable displacement oil pump, a temperature sensor configured to sense a temperature of oil in the lubrication system, and a pressure sensor configured to sense a pressure of oil in the lubrication system; and An electronic control system comprising at least one electronic control unit, wherein the electronic control system is configured to: determining an engine condition in response to a plurality of inputs indicative of an operating state of the engine system; selecting one of a plurality of control models corresponding to the engine condition; determining a target oil pressure using a selected one of the plurality of control models, a percentage of maximum engine torque, and an oil temperature, the target oil pressure varying in response to both the percentage of maximum engine torque and the oil temperature; determining a command to actuate the valve; as well as The command is used to control the valve.

2. The engine system according to claim 1, wherein: The electronic control system is configured to determine the engine condition as one of an overspeed condition, a cold start condition, an engine braking condition, a cold run condition, an error condition, and a normal condition.

3. The engine system according to claim 1, wherein: The plurality of inputs include engine speed, engine torque, accelerator pedal position, total fuel charge of the engine system, current gear, and vehicle speed.

4. The engine system according to claim 1, wherein: The multiple control models include multiple lookup tables, a selected one of the multiple control models includes a selected lookup table, and the electronic control system is configured to determine the target oil pressure using the percentage of the maximum engine torque and the oil temperature as inputs to the selected lookup table to determine the target oil pressure.

5. The engine system according to claim 1, wherein: The electronic control system determines a command to actuate the valve using: a feedback controller configured to determine a first command component to reduce a difference between a target oil pressure and a sensed oil pressure; a feedforward controller configured to determine a second command component using open loop control; and an adaptive controller configured to determine a third command component to reduce an error in the command attributable to variations in at least one of manufacturing of the valve and operation of the valve.

6. The engine system according to claim 5, wherein: The command to drive the valve includes a PWM duty cycle, and the valve includes a proportional solenoid valve.

7. The engine system according to claim 5, wherein: The electronic control system determines a command for driving the valve as a sum of the first command component, the second command component, and the third command component.

8. The engine system according to claim 1, wherein: The electronic control system is configured to diagnose a lubrication system error condition in response to a difference between the target oil pressure and the sensed oil pressure.

9. The engine system according to claim 8, wherein: The electronic control system is configured to perform a self-cleaning operation in response to the lubrication system error condition.

10. The engine system of claim 1, wherein: The electronic control system is configured to control the valve using the command effective to reduce energy losses in the lubrication system.

11. A process for controlling an engine system, the engine system comprising a lubrication system, the lubrication system comprising an oil sump, a variable displacement oil pump configured to pump oil from the oil sump to a main oil gun, a valve configured to control the supply of oil from the main oil gun to the variable displacement oil pump, a temperature sensor configured to sense an oil temperature of the lubrication system, and a pressure sensor configured to sense an oil pressure of the lubrication system, the process comprising: determining an engine condition in response to a plurality of inputs indicative of an operating state of the engine system; selecting one of a plurality of control models corresponding to the engine condition; determining a target oil pressure using a selected one of the plurality of control models, a percentage of maximum engine torque, and an oil temperature, the target oil pressure varying in response to both the percentage of maximum engine torque and the oil temperature, determining a command to actuate the valve; as well as The command is used to control the valve.

12. The process of claim 11, wherein: The engine conditions are: an overspeed condition, a cold start condition, an engine braking condition, a cold run condition, an error condition, and a normal condition.

13. The process of claim 11, wherein: The plurality of inputs include engine speed, engine torque, accelerator pedal position, total fuel charge of the engine system, current gear, and vehicle speed.

14. The process of claim 11, wherein: The multiple control models include multiple lookup tables, a selected one of the multiple control models includes a selected lookup table, and determining the target oil pressure includes providing a percentage of the maximum engine torque and the oil temperature as inputs to the selected lookup table to determine the target oil pressure.

15. The process of claim 11, wherein: The determination of the command to drive the valve includes: a feedback controller configured to determine a first command component to reduce the difference between a target oil pressure and a sensed oil pressure; a feedforward controller configured to determine a second command component using open-loop control; and an adaptive controller configured to determine a third command component to reduce an error in the command attributable to a change in at least one of the manufacture of the valve and the operation of the valve.

16. The process of claim 15, wherein: The command to drive the valve includes a PWM duty cycle, and the valve includes a proportional solenoid valve.

17. The process of claim 15, wherein: The determining of the command to actuate the valve includes summing the first command component, the second command component, and the third command component.

18. The process of claim 11, comprising diagnosing a lubrication system error condition in response to a difference between the target oil pressure and the sensed oil pressure.

19. The process of claim 18, comprising performing a self-cleaning operation in response to the lubrication system error condition.

20. The process of claim 11, wherein: The valve is controlled using the command effective to reduce energy losses in the lubrication system.

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