System and method for improving driver torque response of turbocharged engine

Abstract

A computer-implemented method, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations. One operation includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an override position. Another operation includes receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter. Yet another operation includes calculating a vehicle dynamics score based on one or more vehicle performance parameter inputs. Further operations include determining a target boost curve based on the calculated vehicle dynamics score. Another operation includes instructing one or more outputs of the vehicle to transition to a dynamic mode to produce an increased turbine power based on the target boost profile.

Description

Technical Field

[0001] The present invention generally relates to systems and methods for improving driver torque response of a turbocharged engine. Background Art

[0002] The information provided in this section is for the purpose of generally presenting the background of the present disclosure. To the extent described in this section, the work of the presently named inventors, as well as aspects of the description that may not qualify as prior art at the time of filing, are neither explicitly nor implicitly admitted to be prior art with respect to the present disclosure.

[0003] Forced induction systems such as turbochargers or superchargers can increase the power output of an internal combustion engine without significantly increasing weight. By increasing the density of the charge air in each cylinder of the engine, additional fuel can be added and higher combustion pressures can be achieved. Typically, engines equipped with a fuel injection system use feedback from an oxygen sensor in the exhaust to determine the proper air-fuel ratio. Thus, when an engine is configured with a turbocharger, the fuel injection system increases the fuel flow to the cylinders relative to the increased air flow from the turbocharger.

[0004] The turbocharger converts the exhaust gas flow energy into mechanical energy through the turbine. The turbine drives the intake compressor through the shaft. The intake compressor compresses the air and provides the compressed air (i.e., boost air) to the engine cylinder to increase the engine power output. The turbine is rotatably coupled to the compressor and positioned in the exhaust flow, whereby the turbine is driven by the exhaust flow and ultimately drives the compressor to provide boost. Therefore, the turbocharger may experience a lag in providing boost, which is related to the time period taken for the turbine speed to increase based on the exhaust flow. The existing method for alleviating turbocharger lag is reactive and attempts to improve the response of the turbocharger only after receiving an increased dynamic driver torque request (i.e., after the accelerator pedal is pressed). A major factor in the slow response in the existing turbocharger system is the time required for the turbocharger airflow actuator to switch from a low power or overspeed (i.e., lifting the accelerator pedal and stopping the fuel flow to the engine) configuration to a boost generation configuration. Summary of the invention

[0005] One aspect of the present disclosure provides a computer-implemented method that, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations. One operation includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an override position. Another operation includes receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter. Yet another operation includes calculating a vehicle dynamics score based on the one or more vehicle performance parameter inputs. Further operations include determining a target boost curve based on the calculated vehicle dynamics score. Another operation includes instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power based on the target boost curve.

[0006] This aspect of the disclosure may include one or more of the following optional features. In some examples, the operations further include determining that the vehicle is in a dynamic state when the calculated vehicle dynamics score exceeds a threshold vehicle dynamics score, and when the vehicle is in the dynamic state, instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power.

[0007] In some examples, the one or more vehicle performance parameter inputs include at least one of a vehicle acceleration input or an accelerator pedal position. In some embodiments, determining that the vehicle is in a dynamic state includes determining that the vehicle is in a dynamic state when the accelerator pedal is in an override position. In some configurations, the one or more outputs of the vehicle include an air intake rate, a fuel intake rate, a wastegate actuator output, and a camshaft phaser output.

[0008] In some embodiments, the operation of instructing one or more outputs of the vehicle to switch to a dynamic mode occurs when the accelerator pedal is in an override position. In some examples, the one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation. In some configurations, the one or more vehicle performance parameter inputs include brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

[0009] Another aspect of the present disclosure provides a system comprising data processing hardware and memory hardware in communication with the data processing hardware. The memory hardware stores instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations. One operation includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an override position. Another operation includes receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter. Yet another operation includes calculating a vehicle dynamics score based on the one or more vehicle performance parameter inputs. Further operations include determining a target boost curve based on the calculated vehicle dynamics score. Another operation includes instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power based on the target boost curve.

[0010] This aspect of the disclosure may include one or more of the following optional features. In some examples, the operations further include determining that the vehicle is in a dynamic state when the calculated vehicle dynamics score exceeds a threshold vehicle dynamics score, and when the vehicle is in the dynamic state, instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power.

[0011] In some examples, the one or more vehicle performance parameter inputs include at least one of a vehicle acceleration input or an accelerator pedal position. In some embodiments, determining that the vehicle is in a dynamic state includes determining that the vehicle is in a dynamic state when the accelerator pedal is in an override position. In some configurations, the one or more outputs of the vehicle include an air intake rate, a fuel intake rate, a wastegate actuator output, and a camshaft phaser output.

[0012] In some embodiments, the operation of instructing one or more outputs of the vehicle to switch to a dynamic mode occurs when the accelerator pedal is in an override position. In some examples, the one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation. In some configurations, the one or more vehicle performance parameter inputs include brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

[0013] Another aspect of the present disclosure provides a motor vehicle having a sensor system including a plurality of sensors, an actuator system including a plurality of actuators associated with a turbocharger, a data processing hardware sensor system and an actuator system, and memory hardware in communication with the data processing hardware, the memory hardware storing instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations. One operation includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an overspeed position. Another operation includes receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter. Yet another operation includes calculating a vehicle dynamics score based on the one or more vehicle performance parameter inputs. Further operations include determining a target boost curve based on the calculated vehicle dynamics score. Another operation includes instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power based on the target boost curve.

[0014] This aspect of the disclosure may include one or more of the following optional features. In some examples, the operations further include determining that the vehicle is in a dynamic state when the calculated vehicle dynamics score exceeds a threshold vehicle dynamics score, and when the vehicle is in the dynamic state, instructing one or more outputs of the vehicle to switch to a dynamic mode to produce increased turbine power.

[0015] In some examples, the one or more vehicle performance parameter inputs include at least one of a vehicle acceleration input or an accelerator pedal position. In some embodiments, determining that the vehicle is in a dynamic state includes determining that the vehicle is in a dynamic state when the accelerator pedal is in an override position. In some configurations, the one or more outputs of the vehicle include an air intake rate, a fuel intake rate, a wastegate actuator output, and a camshaft phaser output.

[0016] In some embodiments, the operation of instructing one or more outputs of the vehicle to switch to a dynamic mode occurs when the accelerator pedal is in an override position. In some examples, the one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation. In some configurations, the one or more vehicle performance parameter inputs include brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are for illustrative purposes only of selected configurations and are not intended to limit the scope of the present disclosure.

[0018] Figure 1 is a schematic diagram of an example of a vehicle control system for a turbocharged internal combustion engine of a motor vehicle in accordance with the principles of the present invention;

[0019] Figure 2It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system determines that a motor vehicle is operating in a dynamic mode based on an accelerator pedal position;

[0020] Figure 3 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system determines that a motor vehicle is operating in a stationary mode based on an accelerator pedal position;

[0021] Figure 4 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system determines that a motor vehicle is operating in a dynamic mode based on an accelerator pedal position and a vehicle acceleration;

[0022] Figure 5 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system determines that a motor vehicle is operating in a stationary mode based on an accelerator pedal position and a vehicle acceleration;

[0023] Figure 6 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention wherein the vehicle control system generates increased turbine power during a tip-in;

[0024] Figure 7 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system transitions from a dynamic mode to a static mode based on an accumulated accelerator pedal position;

[0025] Figure 8 It is shown Figure 1 a graph of example operation of a vehicle control system of the invention, wherein the vehicle control system adjusts a dynamic mode based on a vehicle performance parameter input; and

[0026] Fig. 9 is a flow chart illustrating an example operational sequence for operating a vehicle control system.

[0027] Corresponding reference characters indicate corresponding parts throughout the several views. DETAILED DESCRIPTION

[0028] Example configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that the present disclosure will be thorough and will fully convey the scope of the present disclosure to those of ordinary skill in the art. Specific details, such as examples of specific components, devices, and methods, are set forth to provide a thorough understanding of the configurations of the present disclosure. It will be apparent to those of ordinary skill in the art that specific details need not be employed, that example configurations may be implemented in many different forms, and that the specific details and exemplary configurations should not be construed as limiting the scope of the present disclosure.

[0029] The terms used herein are only for describing specific exemplary configurations, not for limiting. As used herein, the singular articles "a", "an" and "the" may also be intended to include plural forms, unless the context clearly indicates otherwise. The terms "comprise", "include", "contain" and "have" are inclusive, thus specifying the presence of features, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements, parts and / or groups thereof. The method steps, processes and operations described herein should not be interpreted as necessarily requiring them to be performed in the specific order discussed or shown, unless specifically identified as an execution order. Additional or alternative steps may be adopted.

[0030] When an element or layer is referred to as being "on another element or layer," "engaged to," "connected to," "attached to," or "coupled to" another element or layer, it may be directly on, engaged, connected, attached to, or coupled to another element or layer, or there may be intermediate elements or layers. Conversely, when an element is referred to as being "directly on another element or layer," "directly engaged to," "directly connected to," "directly attached to," or "directly coupled to" another element or layer, there may be no intermediate elements or layers. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0031] The terms first, second, third, etc. can be used here to describe various elements, components, regions, layers and / or parts. These elements, components, regions, layers and / or parts should not be limited by these terms. These terms are only used to distinguish each element, component, region, layer or part. Terms such as "first", "second" and other numerical terms do not imply order or sequence unless the context clearly indicates. Therefore, the first element, component, region, layer or part discussed below can be referred to as the second element, component, region, layer or part, without departing from the teaching of the example configuration.

[0032] In this application, including the definitions below, the term module may be replaced by the term circuit. The term "module" may refer to or be part of an application specific integrated circuit (ASIC), or include an application specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; a memory (shared, dedicated, or group) that stores code executed by the processor; other suitable hardware components that provide the functionality; or a combination of some or all of the above, such as in a system on a chip.

[0033] The term code used above may include software, firmware and / or microcode, and may refer to a program, a routine, a function, a class and / or an object. The term shared processor includes a single processor that executes some or all of the code from multiple modules. The term group processor includes a processor that executes some or all of the code from one or more modules in combination with an additional processor. The term shared memory includes a single memory that stores some or all of the code from multiple modules. The term group memory includes a memory that stores some or all of the code from one or more modules in combination with an additional memory. The term memory may be a subset of the term computer-readable medium. The term computer-readable medium does not include transient electrical signals and electromagnetic signals propagated through the medium and can therefore be considered to be tangible non-transitory memory. Non-limiting examples of non-transitory memory include tangible computer-readable media, including non-volatile memory, magnetic memory, and optical memory.

[0034] The apparatus and methods described in this application may be implemented in part or in whole by one or more computer programs executed by one or more processors. The computer program includes processor executable instructions stored on at least one non-transitory tangible computer readable medium. The computer program may also include and / or rely on stored data.

[0035] Software applications (i.e., software resources) may refer to computer software that enables a computing device to perform tasks. In some examples, software applications may be referred to as "applications," "apps," or "programs." Example applications include, but are not limited to, system diagnostic applications, system management applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, media streaming applications, social networking applications, and gaming applications.

[0036] Non-transitory memory can be a physical device used to temporarily or permanently store programs (e.g., instruction sequences) or data (e.g., program state information) for use by a computing device. Non-transitory memory can be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read-only memory (ROM) / programmable read-only memory (PROM) / erasable programmable read-only memory (EPROM) / electrically erasable programmable read-only memory (EEPROM) (e.g., commonly used for firmware, such as bootloaders). Examples of volatile memory include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and disk or tape.

[0037] These computer programs (also referred to as programs, software, software applications, or code) include machine instructions for a programmable processor and may be implemented in high-level procedural and / or object-oriented programming languages ​​and / or assembly / machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, non-transitory computer-readable medium, apparatus, and / or device (e.g., disk, optical disk, memory, programmable logic device (PLD)) for providing machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal for providing machine instructions and / or data to a programmable processor.

[0038] Various implementations of the systems and techniques described herein can be realized in digital electronic and / or optical circuits, integrated circuits, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs executable and / or interpretable on a programmable system comprising at least one programmable processor, which may be special purpose or general purpose, coupled to receive data and instructions from a storage system, and to send data and instructions to the storage system.

[0039] The processes and logic flows described in this specification can be performed by one or more programmable processors, also known as data processing hardware, executing one or more computer programs to perform functions by operating on input data and generating outputs. These processes and logic flows can also be performed by dedicated logic circuits, such as FPGAs (field programmable gate arrays) or ASICs (application-specific integrated circuits). For example, processors suitable for executing computer programs include general-purpose and special-purpose microprocessors, and any one or more processors of any kind of digital computer. Typically, the processor will receive instructions and data from a read-only memory or a random access memory or both. The basic elements of a computer are a processor for executing instructions and one or more storage devices for storing instructions and data. Typically, a computer will also include or be operably connected to one or more large-capacity storage devices for storing data, such as magnetic disks, magneto-optical disks, or optical disks, to receive data from the large-capacity storage device or to transmit data to it, or both. However, a computer does not need to have such a device. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media and storage devices, including, for example, semiconductor memory devices, such as EPROM, EEPROM and flash memory devices; magnetic disks, such as internal hard disks or removable disks; magneto-optical disks; and CD ROM and DVD-ROM disks. The processor and memory may be supplemented by or incorporated in special purpose logic circuitry.

[0040] To provide interaction with a user, one or more aspects of the present disclosure may be implemented on a computer having a display device for displaying information to the user, such as a CRT (cathode ray tube), LCD (liquid crystal display) monitor, or touch screen, and an optional keyboard and pointing device, such as a mouse or trackball, through which the user can provide input to the computer. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback, such as visual feedback, auditory feedback, or tactile feedback; and input from the user may be received in any form, including sound, voice, or tactile input. In addition, the computer may interact with the user by sending documents to and receiving documents from a device used by the user; for example, by sending a web page to a web browser on a user's client device in response to a request received from the web browser.

[0041] Many embodiments have been described. However, it should be understood that various modifications can be made without departing from the spirit and scope of the present disclosure. Therefore, other embodiments are also within the scope of the following claims.

[0042] The present invention relates to a system and method for improving torque response in performance driving situations of a turbocharged vehicle without sacrificing efficiency in comfort driving or touring driving situations. The present invention achieves this improvement by predicting when the driver will require optimal torque response to execute a dynamic maneuver and then adjusting actuators associated with the turbocharger to achieve a target turbine power based on the vehicle and driving dynamics. The system of the present invention prioritizes turbocharger actuators for optimal torque response during overrun operation, thereby minimizing the lag typically associated with actuator reconfiguration. The system also determines an increased expected boost target based on a tip-in torque response associated with the accelerator pedal position. This boost target is then used to calculate a target turbine power and determine a target actuator configuration to achieve a desired turbine enthalpy at a current exhaust temperature.

[0043] When the driver releases the accelerator pedal (i.e., releases the accelerator pedal), the system determines whether certain performance thresholds are met by operating the vehicle in normal mode (i.e., steady state), static mode (i.e., pre-staged turbocharger system actuator), or dynamic mode (i.e., active staged turbocharger system actuator). If the system determines that the vehicle is in dynamic mode, the current exhaust manifold temperature is evaluated to determine whether to instruct the vehicle's actuator system to transition to an overrun fuel cut configuration, or to provide fuel to increase or maintain exhaust temperature for turbo enthalpy. This feature prevents excessive cooling of the exhaust manifold during high-load operation, thereby keeping the catalyst at an optimal temperature for emissions control.

[0044] During a tip-in in Dynamic mode, the engine's torque efficiency is required to meet the driver torque request while maintaining a target turbine enthalpy at the end of the tip-in for optimal torque response (e.g., vehicle acceleration). Each configuration in Dynamic mode uses a different level of torque efficiency to best represent the target torque response requested by the driver.

[0045] refer to Figure 1, a schematic diagram of a vehicle control system 10 according to an example of the present disclosure is provided. The vehicle control system 10 includes an engine control unit (ECU) 100, which has a controller 102 (e.g., data processing hardware) and memory hardware 104. The engine control unit 100 communicates with a sensor system 200 including one or more vehicle sensors 202, 202a-202i and a turbocharger actuator system 300 including one or more vehicle actuators 302, 302a-302f. The vehicle control system 10 is not limited to the components shown, and may include additional or fewer components without departing from the scope of the present disclosure. These components may communicate via wireless or wired connections and may be distributed in multiple locations of the vehicle. In some configurations, the vehicle control system 10 is interfaced with a remote computing device and / or a user. For example, the vehicle control system 10 may include various components for communicating with the vehicle control system 10, such as a joystick, a button, a wired communication port, and / or a wireless communication port, for receiving input from a remote computing device and / or a user and providing feedback thereto.

[0046] In the example shown, the sensor system 200 includes a plurality of sensors 202, 202a-202i, each of which is configured to measure or estimate a vehicle performance parameter, which is then provided to the engine control unit 100 as a vehicle performance parameter input 203, 203a-203i for evaluating and selecting a corresponding hierarchical mode of the actuator system 300, such as a static mode SM or a dynamic mode DM. As shown, the engine control unit 100 includes a dynamic mode evaluation module 110, which is configured to receive the vehicle performance parameter input 203, 203a-203i from the sensor system 200, and calculate a vehicle dynamic score 112 based on one or more vehicle performance parameter inputs 203, 203a-203i. The dynamic mode evaluation module 110 calculates the vehicle dynamic score 112. calc The dynamic mode selection module 120 determines that the vehicle is in a dynamic operating state (i.e., the vehicle is operating in a relatively aggressive state) and generates a corresponding target boost curve 122. In some examples, the dynamic mode selection module 120 determines that the vehicle is in a dynamic operating state (i.e., the vehicle is operating in a relatively aggressive state) and generates a corresponding target boost curve 122. thresh Evaluation calculated vehicle dynamics score 112 calc , and when the calculated vehicle dynamics score is 112 calc Over threshold dynamic score 112 thresh In other examples, the dynamic mode selection module 120 evaluates the calculated vehicle dynamic score 112 calc Relative Dynamic Score Scale 112 scal (e.g., 0 to 100), and generates a corresponding target boost curve 122.

[0047] As discussed throughout the disclosure, the vehicle control system 10 is configured to evaluate the vehicle performance inputs 203 received from the sensors 202 and reconfigure the actuators 302 in a corresponding hierarchical pattern. For example, based on the calculated vehicle dynamics score 112 calc , the dynamic mode selection module 120 may instruct the actuator system 300 to operate in any of the normal mode NM, the static mode SM, or the dynamic mode DM. Generally, the normal mode NM refers to operating the actuator system 302 under steady-state conditions in direct response to input received from the driver, such as depressing the accelerator pedal. Therefore, in the normal mode NM, the engine control unit 100 configures the actuator system 200 based on the current driver power or torque request. The static mode SM refers to an initial passive staged mode, whereby the engine control unit 100 instructs the actuator system 300 to configure in anticipation of future power requests from the driver while maintaining the turbine power output corresponding to the current torque request from the driver. The dynamic mode DM refers to an active staged mode, whereby the engine control unit 100 instructs the actuator system 300 to configure in anticipation of future power requests from the driver while also increasing the turbine power output corresponding to the expected power request. Therefore, the engine control unit 100 pre-configures the actuator system 300 in the static mode SM and the dynamic mode DM, but further instructs the actuator system 300 to actively increase the boost during the dynamic mode.

[0048] Still refer to Figure 1 , the sensor system 200 includes an accelerator pedal position sensor 202a, which is configured to measure the position of the accelerator pedal of the vehicle and provide a corresponding accelerator pedal position input 203a to the engine control unit 100. In operation, the dynamic mode evaluation module 110 obtains the accelerator pedal position input 203a and uses the accelerator pedal position input 203a to determine (i) the current accelerator pedal position APP of the accelerator pedal at a given time (e.g., zero pedal, full pedal), and (ii) the rate of change dAPP / dt of the accelerator pedal position APP during a given time period. Therefore, as described below, both the accelerator pedal position APP and the rate of change dAPP / dt can be evaluated by the dynamic mode evaluation module 110 to determine whether the vehicle is operating in a dynamic state. In addition, the current accelerator pedal position APP can be evaluated by the engine control unit 100 to determine when to instruct the actuator system 300 to switch to the dynamic mode DM.

[0049] The sensor system 200 may also include a brake pedal position sensor 202b configured to measure the position of the vehicle's brake pedal and provide a corresponding brake pedal position input 203b to the engine control unit 100. In operation, the dynamic mode evaluation module 110 obtains the brake pedal position input 203b and uses the brake pedal position input 203b to determine (i) the current brake pedal position BPP of the brake pedal at a given time (e.g., zero pedal, full pedal), and (ii) the rate of change dBPP / dt of the brake pedal position during a given time period. Therefore, the engine control unit 100 can evaluate the brake pedal position BPP and the rate of change dBPP / dt to determine when to instruct the actuator system 300 to switch to the dynamic mode DM.

[0050] The sensor system 200 may also include a braking force sensor 202c configured to measure or determine an actual braking force associated with the application of a brake pedal. Thus, in addition to measuring the brake pedal position BPP using the brake pedal position sensor 202b, the sensor system 200 may also measure or determine an actual force applied by the vehicle's braking system, which is then provided to the engine control unit 100 as a braking force input 203c. The braking force input 203c may correspond to a total braking force applied by the braking system on all wheels. In some examples, the braking force input 203c may include separate braking force inputs 203c, each of which represents a braking force measured at a corresponding one of the wheels.

[0051] The sensor system 200 may also include a selected driver mode sensor 202d configured to indicate a selected driver mode of the vehicle (e.g., weather mode, tour mode, sport mode, track mode), which is provided as a selected driver mode input 203d to the engine control unit 100. Although the selected driver mode sensor 202d is schematically represented as part of the sensor system 200, it should be understood that the engine control unit 100 may directly obtain or determine the selected driver mode input 203d based on input from a vehicle user interface (e.g., a gear selector input).

[0052] As described below, the dynamic mode evaluation module 110 considers the selected driver mode input 203d when calculating the vehicle dynamics score 112. For example, in the event that the selected driver mode input 203d indicates that the vehicle is in a relatively aggressive driver mode (e.g., sport mode, track mode), the dynamic mode evaluation module 110 may weight or bias the calculated vehicle dynamics score 112 to increase the calculated vehicle dynamics score 112. Thus, when the vehicle is in a more aggressive driver mode, the calculated vehicle dynamics score may be increased or multiplied by the driver mode input factor such that the dynamic mode evaluation module 110 calculates a higher vehicle dynamics score 112 than when the vehicle is in a less aggressive driver mode and all other vehicle performance parameters are the same. Conversely, in the event that the selected driver mode input 203d indicates that the vehicle is in a less aggressive mode (e.g., weather mode, travel mode), the dynamic mode evaluation module 110 may weight or bias the calculated vehicle dynamics score 112 to decrease the calculated vehicle dynamics score 112.

[0053] Additionally or alternatively, the dynamic mode evaluation module 110 assigns a corresponding range or limit to the vehicle dynamics score 112 based on the selected driver mode input 203d. For example, in a vehicle having four driver modes (e.g., weather mode, tour mode, sport mode, track mode) and a vehicle dynamics score scale ranging from 0 to 100, the dynamic mode evaluation module 110 may limit the vehicle dynamics score 112 to a value ranging from 0 to 25 when the vehicle is in weather mode, to 26-50 when the vehicle is in tour mode, to 51-75 when the vehicle is in sport mode, and to 76-100 when the vehicle is in track mode. Thus, when the vehicle is in track mode, the minimum vehicle dynamics score 112 calculated by the dynamic mode evaluation module 110 will be 76 regardless of the value of the vehicle performance parameter 203 received from the sensor system 200. It should be understood that the modes, scales, and ranges provided are illustrative examples, and other terms (e.g., normal mode, comfort mode) and values ​​(e.g., 0 to 1000) may be selected.

[0054] Continue to refer Figure 1 The sensor system 200 includes one or more vehicle lateral force sensors 202e for measuring lateral forces associated with the vehicle, which are then provided to the engine control unit 100 as vehicle lateral force input 203e. In use, the vehicle lateral force input 203e is evaluated by the dynamic mode evaluation module 110 to determine a calculated vehicle dynamic score 112. calc For example, when the vehicle is operating in a turning or sliding (i.e., drifting) maneuver, the magnitude of the lateral forces associated with such maneuvers will be relatively high compared to steady-state driving (i.e., straight-line driving), and the dynamic mode evaluation module 110 will increase the calculated vehicle dynamics score 112 accordingly. calcIn other words, when the vehicle lateral force is large, the calculated vehicle dynamic score is 112 calc More likely to exceed threshold Vehicle Dynamics Score 112 thresh (ie in dynamic mode DM).

[0055] Similarly, the sensor system 200 includes one or more vehicle longitudinal force sensors 202f for measuring longitudinal forces associated with the vehicle, which are then provided to the engine control unit 100 as vehicle longitudinal force input 203f. In use, the vehicle longitudinal force input 203f is evaluated by the dynamic mode evaluation module 110 to determine a calculated vehicle dynamics score 112. calc For example, when the vehicle is operating in an acceleration or braking maneuver, the magnitude of the longitudinal forces associated with such maneuvers will be relatively high compared to steady-state driving (i.e., not accelerating or braking), and the dynamic mode evaluation module 110 will increase the calculated vehicle dynamics score 112 accordingly. calc In other words, when the longitudinal force of the vehicle is large, the calculated vehicle dynamic score is 112 calc More likely to exceed threshold Vehicle Dynamics Score 112 thresh (ie in dynamic mode DM).

[0056] Still refer to Figure 1 The sensor system 200 may include an engine speed sensor 202g configured to measure the speed (e.g., revolutions per minute) of the vehicle motor, which is then provided to the engine control unit 100 as a motor speed input 203g. In use, the vehicle motor speed input 203g is evaluated by the dynamic mode evaluation module 110 to determine the calculated vehicle dynamics score 112. calc For example, when the motor is running at a relatively high speed, the dynamic mode evaluation module 110 will increase the calculated vehicle dynamic score 112 accordingly. calc In other words, when the vehicle motor is running at high speed, the calculated vehicle dynamics score is 112 calc More likely to exceed threshold Vehicle Dynamics Score 112 thresh (ie in dynamic mode DM).

[0057] The sensor system 200 may also include a vehicle speed sensor 202h configured to measure the speed of the vehicle (e.g., kilometers per hour), which is then provided to the engine control unit 100 as a vehicle speed input 203h. The vehicle speed input 203h may be calculated based on local measurements of the vehicle (e.g., wheel speed, transmission speed), or may be obtained from an external speed measurement system, such as the vehicle's global positioning system. In use, when determining the calculated vehicle dynamics score 112 calcWhen the vehicle speed input 203h is 200h, the dynamic mode evaluation module 110 evaluates it. For example, when the vehicle is moving at a relatively high speed, the dynamic mode evaluation module 110 will increase the calculated vehicle dynamic score 112 accordingly. calc In other words, when the vehicle is moving at high speed, the calculated vehicle dynamics score is 112 calc More likely to exceed threshold Vehicle Dynamics Score 112 thresh (ie in dynamic mode DM).

[0058] The sensor system 200 may also include a transmission gear sensor 202i configured to measure, determine or obtain the current gear of the vehicle transmission and then provide it to the engine control unit 100 as a transmission gear input 203i. In use, when determining the calculated vehicle dynamics score 112 calc When the transmission gear input 203i is evaluated by the dynamic mode evaluation module 110, for example, when the vehicle transmission is in a relatively low gear relative to the measured vehicle speed (i.e., the driver has downshifted to a gear outside the normal range corresponding to the vehicle speed), the dynamic mode evaluation module 110 will increase the calculated vehicle dynamics score 112 accordingly. calc In other words, when the vehicle transmission is operating in a low gear relative to the vehicle speed, the calculated vehicle dynamics score 112 calc More likely to exceed threshold Vehicle Dynamics Score 112 thresh (ie in dynamic mode DM).

[0059] As described above, the dynamic mode evaluation module 110 receives inputs 203, 203a-203i from the sensor system 200 and determines or calculates a calculated vehicle dynamics score 112 based on the vehicle performance parameter inputs 203, 203a-203i. calc Typically, the dynamic mode evaluation module 110 is configured to generate a greater calculated vehicle dynamics score 112 when the vehicle is performing a function that is typically associated with a relatively aggressive or dynamic driving state. calc Although the dynamic mode evaluation module 110 may receive and evaluate multiple inputs to determine the calculated vehicle dynamics score 112 calc , but any one of the vehicle performance parameter inputs 203, 203a-203i is sufficient for the dynamic mode evaluation module 110 to determine that the threshold vehicle dynamic score 112 is exceeded thresh Calculated Vehicle Dynamics Score 112 calc Thus, the vehicle performance parameter inputs 203, 203a-203i may be evaluated together or independently by the dynamic mode evaluation module 110. When using the aggregate calculated vehicle dynamic score 112 calcWhen the vehicle dynamics score is calculated, the dynamic mode evaluation module 110 may convert each vehicle performance parameter input 203, 203a-203i into a standardized score value (e.g., RPM to dynamic score; Newton to dynamic score), and then add the converted score value to the calculated vehicle dynamics score 112. calc Additionally or alternatively, the dynamic mode evaluation module 110 may independently transmit the vehicle performance parameter input 203 to the dynamic mode selection module 120 for determining whether the vehicle actuator system 300 should be switched to the dynamic mode DM.

[0060] Still refer to Figure 1 The dynamic mode selection module 120 receives the calculated vehicle dynamic score 112 calc and / or vehicle performance parameter inputs 203, 203a-203i, and determine whether the vehicle is operating in a dynamic state. Initially, upon receiving the calculated vehicle dynamic score 112 calc When the vehicle performance parameter input 203, 203a-203i is input, the dynamic mode selection module 120 obtains the corresponding threshold vehicle dynamic score 112 from the dynamic mode threshold memory 130. thresh and / or threshold vehicle performance parameter input 203 thresh The dynamic mode selection module 120 then converts the calculated vehicle dynamic score 112 calc and / or input 203, 203a-203i and threshold vehicle dynamic score 112 thresh and / or threshold input 203 thresh The vehicle dynamics score calculated using the vehicle dynamics score 112 is compared to determine whether the vehicle is in a dynamic state. calc When the dynamic mode selection module 120 calculates the vehicle dynamic score 112 calc With threshold vehicle dynamics score of 112 thresh When the vehicle dynamics score is calculated, the vehicle dynamics score is 112. calc Exceeding threshold vehicle dynamic score 112 thresh (112 calc >112 thresh ), the vehicle is determined to be in a dynamic state. Similarly, when using separate vehicle performance parameter inputs 203, the dynamic mode selection module 120 compares each vehicle performance parameter input 203 with the corresponding threshold input 203. thresh The comparison is performed and when the value of any vehicle performance parameter input 203 exceeds the corresponding threshold input 203 thresh (203>203 thresh ), it is determined that the vehicle is in a dynamic state.

[0061] When the dynamic mode selection module 120 determines that the vehicle is operating in a dynamic state (ie, (112calc >112 thresh and / or 203>203 thresh ), the dynamic mode selection module 120 obtains the corresponding dynamic mode instruction 142 from the dynamic mode instruction memory 140. The dynamic mode instruction memory 140 includes a plurality of different dynamic mode instructions 142, each instruction corresponding to a target boost curve 122 of the actuator system 300. For example, based on a set of specific values ​​associated with the input 203, the dynamic mode selection module 120 determines the target boost curve 122 to be provided by the vehicle turbocharger, and performs a lookup function in the dynamic mode instruction memory 140 to identify the dynamic mode instruction corresponding to the target boost curve 122. In other words, the dynamic mode selection module 120 selects the dynamic mode instruction 142 that is most closely related to the current value of the vehicle performance parameter input 203 used to determine the target boost curve 122. For example, the dynamic mode selection module 120 may generate a target boost curve 122 and select a first set of dynamic mode instructions 142 in which the value of the vehicle lateral force input 202e is relatively high, while other vehicle performance parameter inputs 203 are negligible. Alternatively, the dynamic mode selection module 120 may generate the second target boost curve 122 and select a different set of dynamic mode commands 142 where the value of the vehicle lateral force input 202 e is relatively low and the value of one or more other vehicle performance parameter inputs 203 is relatively high.

[0062] Additionally or alternatively, the dynamic mode command memory 140 may include different sets of dynamic mode commands 142 corresponding to the selected driver mode input 203d. For example, the dynamic mode command memory 140 may include a first set of dynamic mode commands 142 corresponding to a first target boost curve 122 associated with a low performance mode (e.g., comfort, tour), and a second set of dynamic mode commands 142 corresponding to a second target boost curve 122 associated with a high performance mode (e.g., sport, performance). Thus, with all other vehicle performance parameter inputs 203 being equal, the dynamic mode selection module 120 will retrieve the first set of dynamic mode commands 142 when the driver mode input 203d indicates that the vehicle is in a low performance mode (e.g., comfort, normal), and will retrieve the second set of dynamic mode commands 142 when the selected driver mode input 203d indicates that the vehicle is in a high performance mode (e.g., sport, performance).

[0063] The dynamic mode command 142 includes instructions for controlling the actuators 302, 302a-302f to achieve the target boost curve 122. For example, the dynamic mode command 142 includes instructions for controlling outputs associated with one or more of the fuel intake rate 302a, the engine ignition timing 302b, the turbine exhaust valve actuator 302c, the camshaft phaser 302d, the wastegate actuator 302e, and the intake valve 302f. Based on the dynamic mode command 142 selected by the dynamic mode selection module 120, one or more actuators 302 may be adjusted or staged to achieve the desired target boost 122.

[0064] refer to Figure 2 , provides a first example of the operation of the vehicle control system 10 to transition the actuator system 300 to the dynamic mode DM. In this example, the vehicle control system 10 transitions the actuator system 300 to the dynamic mode DM based on the rate of change of the accelerator pedal position APP (i.e., the change in the accelerator pedal position over time dAPP / dt), which is determined by the dynamic mode evaluation module 110 based on the accelerator pedal position input 203a. At a first time T1, during steady-state operation of the vehicle, the accelerator pedal position APP is in a non-zero state (i.e., the accelerator pedal is depressed by the driver). At a second time T2, the driver removes pressure from the accelerator pedal, and the accelerator pedal position APP transitions to a zero pedal state, as shown by the decreasing value of the accelerator pedal position input 203a, which is represented by the line segment extending between the second time T2 and the fourth time T4. As previously described, the dynamic mode evaluation module 110 receives the accelerator pedal position input 203a from the accelerator pedal position sensor 202a, and uses a series of accelerator pedal position inputs 203a to determine the measured accelerator pedal position change rate dAPP / dt meas When the measured rate of change of the accelerator pedal position dApp / dt exceeds the threshold rate of change dAPP / dt thresh In the case of the vehicle being in the dynamic state at the third time T3 during the transition from the non-zero accelerator pedal position (T2) to the zero accelerator pedal position (T4), the dynamic mode selection module 120 determines that the vehicle is in the dynamic state. As previously described, when determining that the vehicle is in the dynamic state, the dynamic mode selection module 120 determines the target boost curve 122 associated with the input 203 and requests the corresponding dynamic mode instruction 142 from the dynamic mode memory 140. Then, the engine control unit 100 executes the dynamic mode instruction 142 to place the actuator system in the dynamic mode DM.

[0065] refer to Figure 3 , provides another example of the operation of the vehicle control system 10. In this example, the vehicle control system 10 does not determine the accelerator pedal position change rate based on the measured accelerator pedal position change rate dAPP / dt measThe actuator system 300 is switched to the dynamic mode DM. In other words, the vehicle control system 10 switches the actuator system 300 to the dynamic mode DM based on the measured accelerator pedal position change rate dAPP / dt meas The actuator system is maintained in the normal mode NM or the static mode SM. At a first time T1, during steady-state operation of the vehicle, the accelerator pedal position APP is in a non-zero state (i.e., the accelerator pedal is depressed by the driver). At a second time T2, the driver reduces the pressure from the accelerator pedal, and the accelerator pedal position APP transitions to a zero pedal state, as indicated by the decreasing value of the accelerator pedal position input 203a represented by the arcuate segment extending between the second time T2 and the third time T3. Figure 2 The accelerator pedal position APP moves to the override position (eg, zero pedal) at a more gradual rate than in the example shown, corresponding to the driver gradually reducing the pressure applied to the accelerator pedal.

[0066] As previously described, the dynamic mode evaluation module 110 receives the accelerator pedal position input 203a from the accelerator pedal position sensor 202a and uses a series of subsequent accelerator pedal position inputs 203a corresponding to the accelerator pedal transition period (i.e., from T2 to T3) to determine the measured accelerator pedal position change rate dAPP / dt meas The measured accelerator pedal position change rate dApp / dt does not exceed the threshold change rate dAPP / dt thresh In the case of , the dynamic mode selection module 120 determines that the vehicle is not in a dynamic state during the transition from the non-zero accelerator pedal position (T2) to the zero accelerator pedal position (T3), and maintains the actuator system 300 in the static mode SM when the accelerator pedal reaches the override position. Therefore, as shown in the illustrated example, the measured accelerator pedal position change rate dAPP / dt meas The value of does not exceed the threshold rate of change dAPP / dt for switching the actuator system to the dynamic mode DM thresh .

[0067] refer to Figure 4 , provides another example of the operation of the vehicle control system 10 to transition the actuator system 300 from the static mode SM to the dynamic mode DM. In this example, the vehicle control system 10 is shown evaluating multiple vehicle performance parameter inputs 203 to determine whether to transition the actuator system 300 to the dynamic mode DM. In this example, the vehicle control system 10 initially determines that the vehicle is in the static mode SM, where the measured accelerator pedal position change rate dAPP / dt meas Does not exceed the threshold change rate dAPP / dt thresh , but then based on the measured vehicle acceleration VA measIt is determined that the vehicle is in a dynamic mode DM. Specifically, at a first time T1, during steady-state operation of the vehicle, the accelerator pedal position APP is in a non-zero state (i.e., the accelerator pedal is depressed by the driver). From the first time T1 to a second time T2, the driver gradually reduces the pressure on the accelerator pedal, and the accelerator pedal position APP transitions to a zero pedal state, as indicated by the decreasing value of the accelerator pedal position input 203a represented by the line segment extending between the first time T1 and the second time T2.

[0068] As previously described, the dynamic mode evaluation module 110 receives the accelerator pedal position input 203a from the accelerator pedal position sensor 202a and uses a series of accelerator pedal position inputs 203a corresponding to the accelerator pedal transition period (i.e., from T1 to T2) to determine the measured accelerator pedal position change rate dAPP / dt meas When the measured accelerator pedal position change rate dAPP / dt does not exceed the threshold change rate dAPP / dt thresh In the case of , the dynamic mode selection module 120 determines that the vehicle is not in a dynamic state during the transition from the non-zero accelerator pedal position (T1) to the zero accelerator pedal position (T2), and maintains the actuator system 300 in the static mode SM when the accelerator pedal reaches the zero pedal position. Therefore, as shown in the illustrated example, the measured accelerator pedal position change rate dAPP / dt meas The value of does not exceed the threshold rate of change dAPP / dt for switching the actuator system to the dynamic mode DM thresh .

[0069] While evaluating the accelerator pedal position input 203a, the dynamic mode selection module 120 evaluates the measured vehicle acceleration VA meas , which may be based on the lateral force input 203e and / or the longitudinal force input 203f. Figure 4 At the bottom of the graph, the measured vehicle acceleration VA meas is plotted simultaneously with the accelerator pedal position APP. During the period from the first time T1 to the third time T3, the measured vehicle acceleration VA meas is in a stable state and can be zero. From the third time T3 to the fifth time T5, the measured vehicle acceleration VA meas Change from steady state to the second measured vehicle acceleration VA meas , and at the fourth time T4 and the threshold vehicle acceleration VA thresh Therefore, at the fourth time T4, the dynamic mode selection module 120 determines the measured vehicle acceleration VA meas Meet the threshold vehicle acceleration VA thresh, and calculates the target boost curve 122. As described above, when it is determined that the vehicle is in a dynamic state, the dynamic mode selection module 120 determines the target boost curve 122 associated with the input 203, and requests the corresponding dynamic mode instruction 142 from the dynamic mode memory 140. Then, the engine control unit 100 executes the dynamic mode instruction 142 to place the actuator system 300 in the dynamic mode DM.

[0070] refer to Figure 5 , provides another example of the operation of the vehicle control system 10 to transition the actuator system 300 from the dynamic mode DM to the static mode SM. In this example, the vehicle control system 10 is shown evaluating the plurality of inputs 203 to determine whether to transition the actuator system 300 to the dynamic mode DM. In this example, the vehicle control system 10 initially determines that the vehicle is in the dynamic mode DM, wherein the measured rate of change of the accelerator pedal position dAPP / dt meas Exceeding the threshold change rate dAPP / dt thresh , but then in the absence of additional vehicle performance parameter input 203 indicating that the vehicle is within the threshold timeout period t DM After being in the dynamic mode DM for a period of time, the actuator system 300 is switched to the static mode SM. In other words, when the vehicle is not actually in a dynamic state, the accelerator pedal position change rate dAPP / dt meas The associated dynamic mode DM times out after a period of time.

[0071] At a first time T1, during steady-state operation of the vehicle, the accelerator pedal position APP is in a non-zero state (i.e., the accelerator pedal is depressed by the driver). At a second time T2, the driver removes pressure from the accelerator pedal, and the accelerator pedal position APP transitions to a zero pedal state, as indicated by a decreasing value of the accelerator pedal position input 203a, which is represented by a line segment extending between the second time T2 and a fourth time T4. As previously described, the dynamic mode evaluation module 110 receives the accelerator pedal position input 203a from the accelerator pedal position sensor 202a, and uses a series of accelerator pedal position inputs 203a to determine a measured accelerator pedal position change rate dAPP / dt meas The measured accelerator pedal position change rate dAPP / dt meas Exceeding the threshold change rate dAPP / dt threshIn the case of the vehicle being in a dynamic state at a third time T3 during the transition from the non-zero accelerator pedal position (T2) to the zero accelerator pedal position (T4), the dynamic mode selection module 120 determines that the vehicle is in a dynamic state. As previously described, when determining that the vehicle is in a dynamic state, the dynamic mode selection module 120 determines a target boost curve 122 associated with the vehicle performance parameter input 203 and requests a corresponding dynamic mode instruction 142 from the dynamic mode memory 140. Then, the engine control unit 100 executes the dynamic mode instruction 142 to place the actuator system 300 in the dynamic mode DM.

[0072] While evaluating the accelerator pedal position input 203a, the dynamic mode selection module 120 evaluates the measured vehicle acceleration VA meas , which may be based on the lateral force input 203e and / or the longitudinal force input 203f. Figure 5 At the bottom of the graph, the measured vehicle acceleration VA meas is plotted simultaneously with the accelerator pedal position APP. During the period from the first time T1 to the third time T3, the measured vehicle acceleration VA meas is in a stable state and can be zero. From the third time T3 to the fifth time T5, the measured vehicle acceleration VA meas Change from steady state to the second measured vehicle acceleration VA meas However, in this example, the measured vehicle acceleration VA meas Not with threshold vehicle acceleration VA thresh intersect, and remain above the threshold vehicle acceleration VA at the sixth time T6 thresh Therefore, in this example, the dynamic mode selection module 120 determines the measured vehicle acceleration VA meas In dynamic mode timeout period t DM The threshold vehicle acceleration VA is never met within thresh , and instructs the actuator system 300 to return to the normal mode NM or the static mode SM at a sixth time T6.

[0073] refer to Figure 6 , provides an example of the operation of the actuator system 300 during a tip-in (ie, initial depression of the accelerator pedal during a maneuver). In particular, Figure 614. represents how the actuator system 300 is graded and adjusted according to the dynamic mode instruction 142 to increase the turbine power TP (i.e., boost) while the accelerator pedal position APP remains constant. Referring to the lower portion of the graph, the accelerator pedal position APP is plotted relative to a period of time when the actuator system 300 is in the dynamic mode DM. In other words, the dynamic mode selection module 120 has determined that the vehicle is in a dynamic state and provides the dynamic mode instruction 142 to the actuator system 300. From a first time T1 to a second time T2, the accelerator pedal is in a zero position, which may be related to the vehicle overspeeding or decelerating to enter a maneuver. At the second time T2, the driver initiates an accelerator pedal push, whereby the accelerator pedal is partially depressed at a fourth time T4 to request a first torque output from the engine. During the accelerator push from the second time T2 to the fourth time T4, the engine control unit 100 executes the dynamic mode instruction 142 and instructs the actuator system 300 to reconfigure to increase the turbine power TP or boost while maintaining the accelerator pedal position, as shown in FIG. Figure 6 as shown in the upper diagram.

[0074] As shown, after the initial tip-in period, the accelerator pedal position APP remains constant from a fourth time T4 to a fifth time T5, which may correspond to the driver traversing a turn. As the accelerator pedal position APP remains constant, the actuator system 300 adjusts to increase the turbocharger's turbine power TP to meet the target boost curve 122. At the fifth time T5, the accelerator pedal position APP transitions from the tip-in position to the fully depressed position. During the transition, the turbine power continues to increase until the turbine power TP reaches the turbine power target TP at a sixth time T6. targ Once the turbine power TP meets the turbine power target TP targ , the engine control unit 100 instructs the actuator system 300 to exit the dynamic mode DM and operate in steady state, because the driver (by depressing the accelerator pedal) has requested enough power from the engine to meet the target boost curve 122, the actuator system 300 is in the normal mode NM.

[0075] Reference now Figure 7 , provides another example of the operation of the vehicle control system 10 to switch the actuator system 300 from the dynamic mode DM to the static mode SM. In particular, Figure 7142 to increase the turbo power TP (i.e., boost) during the tip-in period from the second time T2 to the fifth time T5 (T2-T5). Referring to the lower portion of the graph, the accelerator pedal position APP is plotted relative to the time period t when the actuator system 300 is in the dynamic mode DM. In other words, the dynamic mode selection module 120 has determined that the vehicle is in a dynamic state and provides the dynamic mode command 142 to the actuator system 300.

[0076] In this example, the dynamic mode evaluation module 110 calculates the accelerator pedal position APP accumulated during the tip-in period T2-T5. acc In some examples, the accumulated accelerator pedal position APP acc The value of corresponds to the integral of the accelerator pedal position APP during the tip-in period T2-T5. In other examples, the accumulated accelerator pedal position APP acc The dynamic mode evaluation module 110 is configured to calculate the accelerator pedal position APP based on the accelerator pedal position APP and the accelerator pedal position change rate dAPP / dt. acc When the value of is equal to or greater than the actual accelerator pedal position APP (for example, at the fifth time T5), the actuator system 300 is switched from the dynamic mode DM to the normal mode NM or the static mode SM.

[0077] In addition, the dynamic mode evaluation module 110 may evaluate the vehicle acceleration VA indicated by the vehicle force input 203e, 203f to determine the accelerator pedal position accumulation rate. For example, when the vehicle acceleration VA is relatively high, the dynamic mode evaluation module 110 will determine that the vehicle is more likely to be in a dynamic state and will reduce the accelerator pedal position accumulation rate accordingly. In other words, if the vehicle acceleration VA is relatively high, the accelerator pedal position accumulation will not increase or will increase at a reduced rate. Conversely, if the vehicle acceleration VA is relatively low, the dynamic mode evaluation module 110 will increase the accelerator pedal position accumulation rate.

[0078] From the first time T1 to the second time T2, the accelerator pedal is in a zero position, which may be associated with the vehicle overspeeding or decelerating to enter a maneuver. At the second time T2, the driver initiates a tip-in, whereby the accelerator pedal is partially depressed at the third time T3. During the initial tip-in period from the second time T2 to the third time T3 (T2-T3), the engine control unit 100 executes the dynamic mode command 142 and instructs the actuator system 300 to reconfigure to increase the turbine power TP or boost pressure, such as Figure 7As shown in the upper graph of FIG. As shown, after the initial tip-in period T2-T3, the accelerator pedal position APP remains constant from a third time T3 to a fourth time T4, which may correspond to the driver traversing a turn. When the accelerator pedal position APP remains constant, the actuator system 300 adjusts to increase the turbine power TP of the turbocharger to meet the target turbine power TP associated with the target boost curve 122. targ .

[0079] During the period from the fourth time T4 to the fifth time T5, the accelerator pedal position APP decreases from the tip-in position at the fourth time T4 to the steady-state position at the fifth time T5. At the fifth time T5, the accumulated accelerator pedal position APP acc = ... calc , the engine control module 100 can instruct the actuator system 300 to switch to the normal mode NM (ie, normal vehicle operation) or the static mode SM. Once the dynamic mode DM is exited, the dynamic mode selection module 120 generates a boost curve 122 corresponding to steady-state driving, which includes a minimized turbine power target TP targ , as shown at the fifth time T5. Therefore, when the accumulated accelerator pedal position APP acc When the actual accelerator pedal position APP is the same, the engine control unit 100 requests a reduced turbine power target TP targ .

[0080] refer to Figure 8 , provides another example of the operation of the vehicle control system 10 to switch the actuator system 300 between various hierarchical modes NM, SM, DM. In particular, Figure 8 How to use scalar to calculate the vehicle dynamic score 112 calc Grading and adjusting the actuator system 300. Therefore, although Figure 2-7 The example provided in FIG. 1 shows that the dynamic mode selection module 120 determines whether the actuator system 300 should transition to the dynamic mode DM based on the satisfaction of one or more thresholds associated with corresponding parameters in the vehicle performance parameters 203, but Figure 8 The operation of the vehicle control system 10 is configured to calculate the vehicle dynamics score 112 based on a comprehensive evaluation based on multiple vehicle performance parameter inputs 203. calc In other words, instead of a binary on / off control of the dynamic mode DM, the dynamic mode is continuously adjusted according to the vehicle performance parameter input. calcAny number of vehicle performance parameter inputs 203 may be evaluated, but this example is limited to vehicle acceleration inputs 203e, 203f and accelerator pedal position input 203a.

[0081] Still refer to Figure 8 , providing a calculated vehicle dynamic score 112 at different points in time T1-T9 calc An example of how the vehicle dynamics score 112 may be biased based on the vehicle acceleration inputs 202e, 202f and the accelerator pedal position input 203a. The vertical dashed lines are provided for reference only to illustrate the relationship between any one of the inputs 203a, 202e, 202f and the calculated vehicle dynamics score 112. calc At a first time T1, the accelerator pedal position input 203a indicates a relatively high measured accelerator pedal position change rate dAPP / dt meas Here, the dynamic mode evaluation module 110 combines the measured accelerator pedal position change rate dAPP / dt meas and the rapid increase in vehicle acceleration VA which instantly increases the calculated vehicle dynamic score 112 calc , as shown in the step at the first time T1.

[0082] During the second time T2, in response to the accelerator pedal position APP remaining in the depressed state, the dynamic mode evaluation module 110 continues to increase the calculated dynamic mode score 112 calc , which in turn results in a relatively high value of the longitudinal vehicle acceleration VA. Therefore, during the second time T2, the calculated vehicle dynamics score 112 calc At the third time T3, the accelerator pedal position APP decreases rapidly (corresponding to the driver releasing the accelerator pedal) and the vehicle stops accelerating (the vehicle acceleration VA is zero). Here, the dynamic mode evaluation module 110 responds to the high measured accelerator pedal position change rate dAPP / dt meas The vehicle dynamic score calculated by instantaneous increase is 112 calc , which again corresponds to an aggressive or dynamic driving state.

[0083] During the period from the third time T3 to the fourth time T4, in response to the values ​​associated with each of the accelerator pedal position APP and the vehicle acceleration VA being relatively low, the dynamic mode evaluation module 110 suspends the calculated vehicle dynamics score 112 calcDuring the time period from the fourth time T4 to the fifth time T5, the value of the accelerator pedal position APP is relatively low, so that the associated vehicle longitudinal force (i.e., acceleration) will be relatively low. However, as shown in the following section, the vehicle still experiences increased vehicle acceleration associated with the lateral force, which may correspond to the vehicle passing through a curve. Therefore, during the period from the fourth time T4 to the fifth time T5, the dynamic mode evaluation module 110 gradually increases the calculated vehicle dynamic score 112 calc , to reflect that the vehicle is operating in a dynamic state (i.e. aggressive turning).

[0084] At a sixth time T6, during the tip-in phase, the driver applies initial pressure to the accelerator pedal. After the initial tip-in, the value of the accelerator pedal position APP remains in an intermediate state, corresponding to the driver maintaining a reduced speed. As previously described, the dynamic mode evaluation module 110 calculates the accumulated accelerator pedal position APP during the tip-in period T6-T7. acc value, and when the accumulated accelerator pedal position APP acc When the value of is equal to the actual accelerator pedal position APP, the graded mode NM, SM, DM is changed. Figure 7 The previous example shows that when the accumulated accelerator pedal position APP acc When the value of satisfies the value of the accelerator pedal position APP, the dynamic mode evaluation module 110 exits the dynamic mode DM, but Figure 8 The example shows that when the accumulated accelerator pedal position APP acc When the value of satisfies the value of the accelerator pedal position APP at the seventh time T7, the dynamic mode evaluation module 110 maintains the dynamic mode DM and adjusts the calculated dynamic vehicle score 112 calc Therefore, during the period from the seventh time T7 to the eighth time T8, the dynamic mode evaluation module 110 reduces the calculated dynamic vehicle score 112 calc .

[0085] At an eighth time T8, the dynamic mode evaluation module 110 determines that the measured accelerator pedal position change rate dApp / dt exceeds the threshold change rate dAPP / dt thresh , and recover the calculated vehicle dynamics score 112 calc At the ninth time T9, the dynamic mode evaluation module 110 reduces the calculated vehicle dynamic score 112 calc The accumulation rate corresponds to a value of the accelerator pedal position APP maintained at a constant but increasing position.

[0086] like Figure 8 As shown, the vehicle control system 10 may be configured to continuously adjust the calculated vehicle dynamics score 112 based on the vehicle performance parameters.calc , the vehicle dynamic score calculated is 112 calc The dynamic mode selection module 120 increases in response to a more aggressive driving maneuver associated with a dynamic state and decreases in response to a less aggressive driving maneuver associated with a steady state. The dynamic mode selection module 120 is responsive to the calculated vehicle dynamics score 112 calc The target boost curve 122 is continuously generated and the corresponding dynamic mode command 142 is selected or generated based on the adjustment of the vehicle dynamics score 112. Therefore, the actuator system 300 is continuously adjusted to reflect the currently calculated vehicle dynamics score 112. calc .

[0087] Reference now Fig. 9 , an example method 500 for operating a vehicle control system 10 is provided. In one operation 502, the method 500 includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to an override position. In another operation 504, the method 500 includes receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter. In another operation 506, the method includes calculating a vehicle dynamics score based on the one or more vehicle performance parameter inputs. In another operation 508, the method includes determining a target boost curve based on the calculated vehicle dynamics score exceeding a threshold vehicle dynamics score. In another operation 510, the method 500 includes instructing one or more outputs of the vehicle to switch to a dynamic mode when the vehicle is in a dynamic state to produce increased turbine power based on the target boost curve.

[0088] As described above, the engine control unit 100 is configured to execute the dynamic mode instruction 142 to place the actuator 302 of the actuator system 300 in the dynamic mode DM. Typically, the actuator 302 is configured to provide increased power on the turbine side of the turbocharger during the period when the turbine power TP requested by the driver through the accelerator pedal position APP is less than the turbine power TP associated with the target boost curve 122 in the dynamic mode DM. Therefore, the engine control unit 100 instructs the actuator system 300 to be configured in a manner that increases the turbine power TP independently of the accelerator pedal position APP. Increasing the turbine power TP independently of the accelerator pedal position APP can be achieved by various combinations of configurations of the actuator 302. For example, the dynamic mode instruction 142 may include request parameters for retarding spark, adjusting camshaft phase and / or increasing engine air flow to produce increased turbine power while satisfying the torque request associated with the actual accelerator pedal position. In other words, the turbine power TP is increased without significant changes in the torque output of the engine. Thus, when the driver exits the maneuver and requests increased torque from the engine (ie, to accelerate the vehicle), increased boost associated with the increased turbine power TP is available to the engine.

[0089] The foregoing description has been provided for the purpose of illustration and description. It is not intended to be exhaustive or to limit the present disclosure. Individual elements or features of a particular configuration are generally not limited to that particular configuration, but where applicable, they are interchangeable and can be used in a selected configuration even if not specifically shown or described. This can also be varied in a variety of ways. Such variations should not be considered a departure from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

Claims

1. A computer-implemented method, when executed by data processing hardware of a motor vehicle including a turbocharger having a turbine, causes the data processing hardware to perform operations comprising: receiving an accelerator pedal position input indicating that an accelerator pedal of the vehicle has moved to an override position; receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter; calculating a vehicle dynamics score based on one or more vehicle performance parameter inputs; determining a target boost curve based on the calculated vehicle dynamics score; and One or more outputs of the vehicle are directed to transition to a dynamic mode to produce increased turbine power based on a target boost profile.

2. The method according to claim 1, further comprising: determining that the vehicle is in a dynamic state when the calculated vehicle dynamics score exceeds a threshold vehicle dynamics score; and When the vehicle is in a dynamic state, one or more outputs of the vehicle are directed to switch to a dynamic mode to produce increased turbine power.

3. The method according to claim 1, wherein: The one or more vehicle performance parameter inputs include at least one of a vehicle acceleration input or an accelerator pedal position.

4. The method according to claim 1, wherein: Determining that the vehicle is in a dynamic state includes determining that the vehicle is in a dynamic state when an accelerator pedal is in an overriding position.

5. The method according to claim 1, wherein: The one or more outputs of the vehicle include an air intake rate, a fuel intake rate, a wastegate actuator output, and a camshaft phaser output.

6. The method according to claim 1, wherein: The operation of directing one or more outputs of the vehicle to transition to a dynamic mode occurs when the accelerator pedal is in an overriding position.

7. The method according to claim 1, wherein: The one or more vehicle performance parameter inputs include accelerator pedal position, accelerator pedal position rate of change, and accelerator pedal position accumulation.

8. The method according to claim 7, wherein: The one or more vehicle performance parameter inputs include brake pedal position, braking force, vehicle lateral force, vehicle longitudinal force, driver selected vehicle mode, engine speed, vehicle speed, and transmission gear selection.

9. A system comprising: Data processing hardware; and Memory hardware in communication with the data processing hardware, the memory hardware storing instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations including: receiving an accelerator pedal position input indicating that an accelerator pedal of the vehicle has moved to an override position; receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter; calculating a vehicle dynamics score based on one or more vehicle performance parameter inputs; determining a target boost curve based on the calculated vehicle dynamics score exceeding a threshold vehicle dynamics score; and One or more outputs of the vehicle are directed to transition to a dynamic mode to produce increased turbine power based on a target boost profile.

10. A motor vehicle comprising: a sensor system comprising a plurality of sensors; an actuator system including a plurality of actuators associated with a turbocharger; Data processing hardware sensor systems and actuator systems; as well as Memory hardware in communication with the data processing hardware, the memory hardware storing instructions that, when executed on the data processing hardware, cause the data processing hardware to perform operations including: receiving an accelerator pedal position input indicating that an accelerator pedal of the vehicle has moved to an override position; receiving one or more vehicle performance parameter inputs, each input corresponding to a measured vehicle performance parameter; calculating a vehicle dynamics score based on one or more vehicle performance parameter inputs; determining a target boost curve based on the calculated vehicle dynamics score exceeding a threshold vehicle dynamics score; and One or more outputs of the vehicle are directed to transition to a dynamic mode to produce increased turbine power based on a target boost profile.

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