SYSTEM AND METHOD FOR IMPROVING THE TURBOCHARGE TORQUE RESPONDENCE TO THE DRIVER

Abstract

A computer-implemented method that, when executed by data processing hardware of a motor vehicle containing a turbocharger with a turbine, causes the data processing hardware to perform operations. One operation involves receiving an accelerator pedal position input indicating that the vehicle's accelerator pedal has moved into a coasting position. Another operation involves receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter. Yet another operation involves calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs. A further operation involves determining a target boost pressure profile based on the calculated vehicle dynamics rating.Another operation involves instructing one or more outputs of the vehicle to enter a dynamic operating mode to generate increased turbine power, based on the target boost pressure profile.

Description

INTRODUCTION

[0001] The information provided in this section serves to generally illustrate the context of the disclosure. Work by the inventors identified herein, to the extent described in this section, as well as aspects of the description that cannot otherwise be qualified as prior art at the time of filing, are neither explicitly nor implicitly acknowledged as prior art to the present disclosure.

[0002] The present disclosure relates generally to a system and a method for improving the response of the turbo engine torque to the driver.

[0003] A forced induction system, such as a turbocharger or supercharger, can increase the power output of an internal combustion engine without adding significant weight. By increasing the charge air density in each cylinder of the engine, additional fuel can be injected, resulting in higher combustion pressure. Engines equipped with a fuel injection system often use feedback from oxygen sensors in the exhaust gas to determine the optimal air-fuel ratio. Thus, in relation to the increased airflow from the turbocharger, the fuel injection system increases the fuel flow to the cylinder when an engine is configured with a turbocharger.

[0004] The turbocharger converts exhaust gas flow energy into mechanical energy via a turbine. The turbine drives an intake air compressor via a shaft. The intake air compressor compresses air and provides the compressed air (i.e., boost pressure) to the engine cylinders to increase engine power output. The turbine is rotationally fixed to the compressor and positioned in the exhaust gas stream, so the turbine is driven by the exhaust gas flow and ultimately drives the compressor to provide boost pressure. Accordingly, the turbocharger can experience a delay in providing boost pressure, which corresponds to the time it takes to increase the turbine speed based on the exhaust gas flow. Existing methods for mitigating turbocharger delay are counteracting and only attempt to improve turbocharger response after an increased dynamic torque demand has been received from the driver (i.e., after the engine has been brought to a standstill).A major contributing factor to slow response in existing turbocharging systems is the time required for turbocharger airflow actuators to transition from a low-power or coast-to-deceleration configuration (i.e., the accelerator pedal is raised and fuel flow to the engine is stopped) to a boost-generating configuration. SUMMARY

[0005] One aspect of the disclosure creates a computer-implemented method which, when executed by data processing hardware of a motor vehicle containing a turbocharger with a turbine, causes the data processing hardware to perform operations. One operation involves receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved into a coasting position. Another operation involves receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter. Yet another operation involves calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs. A further operation involves determining a target boost pressure profile based on the calculated vehicle dynamics rating.Another operation involves instructing one or more outputs of the vehicle to switch to dynamic operating mode to generate increased turbine power, based on the target boost pressure profile.

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

[0007] According to some examples, the one or more vehicle performance parameter inputs include a vehicle acceleration input and / or an accelerator pedal position. According to some implementations, determining that the vehicle is in a dynamic state includes determining that the vehicle is in the dynamic state while the accelerator pedal is in the coasting position. According to some configurations, the one or more vehicle outputs include an air intake rate, a fuel intake rate, a boost control valve actuator output, and a camshaft phaser output.

[0008] In some implementations, the operation of instructing one or more vehicle outputs to enter a dynamic operating mode occurs while the accelerator pedal is in the coasting position. In some examples, the one or more vehicle performance parameter inputs include the accelerator pedal position, the accelerator pedal position change rate, and the accelerator pedal position summation. In some configurations, the one or more vehicle performance parameter inputs include the brake pedal position, the braking force, the vehicle lateral force, the vehicle longitudinal force, the driver-selected vehicle operating mode, the engine speed, the vehicle speed, and the transmission gear selection.

[0009] Another aspect of the revelation creates a system that includes data processing hardware and storage hardware communicating with the data processing hardware. The storage hardware stores instructions which, when executed in the data processing hardware, cause the data processing hardware to perform operations. One operation involves receiving an accelerator pedal position input, indicating that a vehicle's accelerator pedal has moved into a coasting position. Another operation involves receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter. Yet another operation involves calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs. A further operation involves determining a target boost pressure profile based on the calculated vehicle dynamics rating.A further operation includes commanding one or more outputs of the vehicle to transition to a dynamic mode to produce increased turbine power based on the target boost profile.

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

[0011] According to some examples, the one or more vehicle performance parameter inputs include a vehicle acceleration input and / or an accelerator pedal position. According to some implementations, determining that the vehicle is in a dynamic state includes determining that the vehicle is in that dynamic state while the accelerator pedal is in the coasting position. According to some implementations, the one or more vehicle outputs include an air intake rate, a fuel intake rate, a boost control valve actuator output, and a camshaft phaser output.

[0012] In some implementations, the operation of instructing one or more vehicle outputs to enter a dynamic operating mode occurs while the accelerator pedal is in the coasting position. In some examples, the one or more vehicle performance parameter inputs include the accelerator pedal position, the accelerator pedal position change rate, and the accelerator pedal position summation. In some configurations, the one or more vehicle performance parameter inputs include the brake pedal position, the braking force, the vehicle lateral force, the vehicle longitudinal force, the driver-selected vehicle operating mode, the engine speed, the vehicle speed, and the transmission gear selection.

[0013] Another aspect of the disclosure creates a motor vehicle comprising a sensor system containing multiple sensors, an actuator system comprising multiple actuators associated with a turbocharger, a data processing hardware sensor system, and the actuator system and memory hardware communicating with the data processing hardware, wherein the memory hardware stores instructions which, when executed in the data processing hardware, cause the data processing hardware to perform operations. One operation involves receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved into a coasting position. Another operation involves receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter.A further operation involves calculating a vehicle dynamics rating based on one or more vehicle performance parameter inputs. Another operation involves determining a target boost pressure profile based on the calculated vehicle dynamics rating. A further operation involves instructing one or more vehicle outputs to switch to a dynamic operating mode to generate increased turbine power, based on the target boost pressure profile.

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

[0015] According to some examples, the one or more vehicle performance parameter inputs include a vehicle acceleration input and / or an accelerator pedal position. According to some implementations, determining that the vehicle is in a dynamic state includes determining that the vehicle is in that dynamic state while the accelerator pedal is in the coasting position. According to some implementations, the one or more vehicle outputs include an air intake rate, a fuel intake rate, a boost control valve actuator output, and a camshaft phaser output.

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

[0017] The drawings described here serve only to illustrate selected configurations and are not intended to limit the scope of protection of the present disclosure; they show: Fig. 1 a schematic representation of an example of a vehicle control system for a turbocharged internal combustion engine of a motor vehicle according to the principles of the present disclosure; Fig. 2 a graph illustrating an exemplary operation of the vehicle control system Fig. Figure 1 shows the vehicle control system determining, based on the accelerator pedal position, that the motor vehicle is operating in a dynamic mode; Fig. 3 a graph illustrating an exemplary operation of the vehicle control system Fig. Figure 1 shows the vehicle control system determining, based on the accelerator pedal position, that the motor vehicle is operating in a static mode; Fig. 4 a graph illustrating an exemplary operation of the vehicle control system Fig. 1 shows the vehicle control system determining that the motor vehicle is operating in a dynamic mode based on the accelerator pedal position and the vehicle acceleration; Fig. 5 is a graph illustrating an exemplary operation of the vehicle control system of Fig. Figure 1 shows the vehicle control system determining, based on the accelerator pedal position and vehicle acceleration, that the motor vehicle is operating in a static mode; Fig. 6 is a graph illustrating an exemplary operation of the vehicle control system of Fig. 1 shows the vehicle control system producing increased turbine power during an accelerator pedal tip-in period; Fig. 7 a graph illustrating an exemplary operation of the vehicle control system Fig. Figure 1 shows the vehicle control system transitioning from dynamic mode to static mode based on a summed accelerator pedal position; Fig. 8 a graph illustrating an exemplary operation of the vehicle control system Fig. Figure 1 shows the vehicle control system modulating the dynamic operating mode based on vehicle driving performance parameter inputs; and Fig. 9 a flowchart showing an exemplary sequence of operations for operating the vehicle control system.

[0018] Corresponding reference symbols designate corresponding parts throughout the drawings. DETAILED DESCRIPTION

[0019] Example configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that this disclosure will be thorough and will fully convey the scope of the disclosure to those of ordinary skill in the art. To provide a thorough understanding of configurations of the present disclosure, specific details are set forth, such as examples of specific components, devices, and methods. It will be understood by those of ordinary skill in the art that specific details need not be employed, that example configurations may be embodied in many different forms, and that the specific details and example configurations should not be construed as limiting the scope of the disclosure.

[0020] The terminology used here serves only to describe certain exemplary configurations and is not intended to be restrictive. Unless the context clearly indicates otherwise, the singular articles "a," "an," and "that," as used here, are intended to possibly include the plural forms as well. The terms "includes," "comprehensive," "containing," and "exhibiting" are inclusive and thus specify the presence of features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more further features, steps, operations, elements, components, and / or groups thereof. Unless a specific order of execution is given, the procedural steps, processes, and operations described herein should not be understood as requiring their execution in the particular order discussed or presented.Additional or alternative steps can be used.

[0021] When an element or layer is described as "on," "interacting with," "connected with," "attached to," or "coupled with" another element or layer, it may be directly on, interacting with, connected with, attached to, or coupled with the other element or layer, or there may be intermediate elements or layers. Conversely, no intermediate elements or layers may be present when an element is described as "directly on," "directly interacting with," "directly connected with," "directly attached to," or "directly coupled with" another element or layer. Other words used to describe the relationship between elements (e.g., "between" versus "directly between," "adjacent to" versus "directly adjacent to," etc.) are to be interpreted in the same way.As the term “and / or” is used here, it includes any combination of one or more of the associated listed objects.

[0022] The terms "first," "second," "third," etc., may be used herein to describe various elements, components, regions, layers, and / or sections. These elements, components, regions, layers, and / or sections are not intended to be limited by these terms. These terms may be used solely to distinguish one element, component, region, layer, or section from another region, layer, or section. Unless clearly indicated by the context, terms such as "first," "second," and other numerical terms do not imply a sequence or order.Thus, a first element, component, region, layer, or portion discussed below could be referred to as a second element, component, region, layer, or portion without departing from the teachings of the example configurations.

[0023] In this application, including in the definitions below, the term "module" may be replaced with the term "circuit." The term "module" may refer to, be a part of, 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) executing code; memory (shared, dedicated, or group) storing code executed by a processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system on a chip.

[0024] The term "code," as used above, can include software, firmware, and / or microcode, and can refer to programs, routines, functions, classes, and / or objects. 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, along with additional processors. The term "shared memory" includes a single memory that stores some or all of the code from multiple modules. The term "group memory" includes memory that stores some or all of the code from one or more modules, along with additional memory. The term "memory" can be a subset of the term "computer-readable medium."The term "computer-readable medium" does not encompass transitory electrical and electromagnetic signals propagating through a medium and can thus be considered a tangible and non-transitory storage medium. Non-limiting examples of non-transitory storage include tangible computer-readable medium including non-volatile memory, magnetic storage, and optical storage.

[0025] The devices and methods described in this application may be implemented partially or entirely by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions stored on at least one non-transitory tangible computer-readable medium. Furthermore, the computer programs may include and / or rely on stored data.

[0026] A software application (i.e., a software resource) can refer to computer software that causes a computer device to perform a task. In some examples, a software application may be called an "application," an "app," or a "program." Examples of 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.

[0027] Non-transitory memory can be physical devices used to store programs (e.g., sequences of instructions) or data (e.g., program state information) on a temporary or permanent basis for use by a computer 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) / electronically erasable programmable read-only memory (EEPROM) (which is commonly used, for example, for firmware such as boot programs).Examples of volatile memory include, but are not limited to, read / write memory (RAM), dynamic read / write memory (DRAM), static read / write memory (SRAM), phase change memory (PCM), disks or tapes.

[0028] These computer programs (also known as programs, software, software applications, or code) contain machine instructions for a programmable processor and can be implemented in a higher-level procedural and / or object-oriented programming language and / or in assembly language / machine language. As used here, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, any non-transitory computer-readable medium, any device and / or apparatus (e.g., magnetic disks, optical disks, memory, programmable logic devices (PLDs)) used to provide 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 used to provide machine instructions and / or data to a programmable processor.

[0029] Various implementations of the systems and techniques described herein may be realized in digital electronic and / or optical circuitry, in integrated circuitry, in specially designed ASICs (Application Specific Integrated Circuits), in computer hardware, in computer firmware, in computer software, and / or in combinations thereof. These various implementations may include implementations in one or more computer programs executable and / or interpretable in a programmable system including at least one programmable processor, which may be a special-purpose or general-purpose processor, coupled to receive data and instructions from and send data and instructions to a memory system, at least one input device, and at least one output device.

[0030] The processes and logic sequences described in this specification may be performed by one or more programmable processors, also referred to as data processing hardware, executing one or more computer programs to perform functions by manipulating input data and generating output. Additionally, the processes and logic sequences may be performed by special-purpose logic circuitry, such as an FPGA (field programmable logic array) or an ASIC (application-specific integrated circuit). Processors suitable for executing a computer program include, by way of example, both general-purpose and special-purpose microprocessors and one or more processors of some type of digital computer. Generally, a processor receives instructions and data from read-only memory or random access memory, or both.The essential elements of a computer are a processor for executing instructions and one or more storage devices for storing instructions and data. Generally, a computer also includes one or more mass storage devices for storing data, such as magnetic disks, magneto-optical disks, or optical disks, or is functionally coupled to them to receive data from them, send data to them, or both. However, a computer need not have such devices. 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 can be supplemented by or integrated into a special logic circuit arrangement.

[0031] To provide interaction with a user, one or more aspects of the disclosure can be implemented in a computer that has a display device, such as a CRT (cathode ray tube) monitor, an LCD (liquid crystal display) monitor, or a touchscreen, for displaying information to the user, and optionally a keyboard and pointing device, such as a mouse or trackball, by which the user can provide input to the computer. Other types of devices can also be used to provide interaction with a user; for example, feedback provided to the user can be some form of sensory feedback, such as...visual feedback, auditory feedback, or tactile feedback; and may receive input from the user in any form, including auditory input, voice input, or tactile input. Furthermore, a computer may interact with a user by sending documents to and receiving documents from a device used by the user; e.g., by sending web pages to a web browser on a client device of the user in response to requests received from the web browser.

[0032] A number of implementations have been described. It should be understood that various modifications may be made without departing from the spirit and scope of the disclosure.

[0033] Accordingly, other implementations are within the scope of the following claims.

[0034] This disclosure relates to a system and a method for improving the torque response when performing driving scenarios of a turbocharged vehicle without sacrificing efficiency in terms of comfort or cruising. This disclosure achieves this improvement by anticipating when the driver will request optimal torque response to execute dynamic maneuvers and then adjusting the actuators associated with the turbocharger based on vehicle and driving dynamics to achieve a target turbine output. The system of this disclosure preemptively configures the turbocharger actuators for optimal torque response during coasting, thus minimizing the delay typically associated with actuator reconfiguration. Furthermore, the system determines an increased expected boost pressure target based on a tip-in torque response associated with the accelerator pedal position.This boost pressure target is then used to calculate a target turbine power and to determine the target actuator configuration to achieve the desired turbine enthalpy at the current exhaust gas temperature.

[0035] When the driver performs a tip-out of the accelerator pedal (i.e., releases the accelerator pedal), the system determines whether certain driving performance thresholds are met to operate the vehicle in either a normal operating mode (i.e., a steady state), a static operating mode (i.e., pre-preparing turbocharger system actuators), or a dynamic operating mode (i.e., actively preparing turbocharger system actuators). If the system determines that the vehicle is in dynamic operating mode, the current exhaust manifold temperature is evaluated to determine whether to instruct the vehicle's actuator system to enter a coasting fuel-cut-off configuration or to supply fuel to increase or maintain the exhaust temperature for turbine enthalpy.This feature prevents excessive cooling of the exhaust manifold during high-load operation to keep the catalysts at the optimum temperature for emissions control.

[0036] During a tip-in period in dynamic mode, a torque efficiency of the power unit is requested to meet the driver's torque demand, while the target turbine enthalpy is maintained for the best torque response upon exiting the tip-in period (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.

[0037] In Fig. Figure 1 is a schematic representation of a vehicle control system 10 according to an example of the disclosure. The vehicle control system 10 comprises an engine control unit (ECU) 100 with a controller 102 (e.g., data processing hardware) and memory hardware 104. The engine control unit 100 communicates with a sensor system 200, which includes one or more vehicle sensors 202, 202a-202i, and with a turbocharger actuator system 300, which includes 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 deviating from the scope of protection of this disclosure. The components may communicate via wireless or wired connections and may be distributed across multiple locations in the vehicle.According to some configurations, the vehicle control system 10 is connected via interfaces to a remote computer 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, pushbuttons, wired communication ports, and / or wireless communication ports for receiving input from the remote computer device and / or the user and providing feedback to them.

[0038] According to the example shown, the sensor system 200 contains several sensors 202, 202a-202i, each configured to measure or estimate a vehicle performance parameter, which is then provided as a vehicle performance parameter input 203, 203a-203i to the engine control unit 100 to evaluate and select a corresponding operating mode for the actuator system 300, such as a static operating mode SM or a dynamic operating mode DM. As shown, the engine control unit 100 contains a module 110 for evaluating the dynamic operating mode, which is configured to receive the vehicle performance parameter inputs 203, 203a-203i from the sensor system 200 and to calculate a vehicle dynamics rating 112 based on one or more of the vehicle performance parameter inputs 203, 203a-203i.The dynamic mode evaluation module 110 sends the calculated vehicle dynamics evaluation 112. calc to module 120 for selecting the dynamic operating mode, which determines that the vehicle is in a dynamic operating state (i.e., that the vehicle is being operated in a relatively aggressive state), and generates a corresponding target boost pressure profile 122. According to some examples, module 120 for selecting the dynamic operating mode evaluates the calculated vehicle dynamics rating 112. calc relative to a threshold dynamic assessment 112 thresh and determines that the vehicle is in a dynamic operating condition if the calculated vehicle dynamic rating 112 calc a threshold dynamics assessment 112 thresh According to other examples, the dynamic mode selection module 120 evaluates the calculated vehicle dynamics rating 112 calcrelative to the dynamic rating scale 112 scal (e.g. 0 to 100) and generates a corresponding target boost pressure profile 122.

[0039] As discussed throughout the disclosure, the vehicle control system 10 is configured to evaluate the vehicle driving performance inputs 203 received from the sensors 202 and to reconfigure the actuators 302 in a corresponding operating mode. For example, the module 120 can be used to select the dynamic operating mode depending on the calculated vehicle dynamics evaluation 112. calccommand the actuator system 300 to operate in a normal operating mode (NM), or in a static operating mode (SM), or in a dynamic operating mode (DM). Generally, the normal operating mode (NM) refers to the operation of the actuator system 302 in a steady state that directly responds to an input received from the driver, such as depressing the accelerator pedal. Thus, the engine control unit 100 configures the actuator system 300 in the normal operating mode (NM) based on the current driver power request or driver torque request. The static operating mode (SM) refers to a passive initial setup mode whereby the engine control unit 100 commands the actuator system 300 to configure in anticipation of a future power request from the driver while maintaining the turbine power output corresponding to the current torque request from the driver.Dynamic mode DM refers to an active setup mode whereby engine control unit 100 instructs actuator system 300 to configure in anticipation of a future power request from the driver, while also increasing turbine power output in accordance with an expected power request. Thus, engine control unit 100 proactively reconfigures actuator system 300 in both static mode SM and dynamic mode DM, but further instructs actuator system 300 to actively increase boost pressure during dynamic mode.

[0040] Further based on Fig. The sensor system 200 includes an accelerator pedal position sensor 202a, which is configured to measure the position of the vehicle's accelerator pedal and provide a corresponding accelerator pedal position input 203a to the engine control unit 100. During operation, the dynamic operating mode evaluation module 110 receives the accelerator pedal position input 203a and uses it to determine (i) the current accelerator pedal position APP of the accelerator pedal at a given time (e.g., pedal at zero, full pedal) and (ii) the rate of change dAPP / dt of the accelerator pedal position APP over a given time period. As discussed below, both the accelerator pedal position APP and the rate of change dAPP / dt can be evaluated by the dynamic operating mode evaluation module 110 to determine whether the vehicle is operating in a dynamic state.In addition, the current accelerator pedal position APP may be evaluated by the engine control unit 100 to determine when to command the actuator system 300 to transition to a dynamic mode DM.

[0041] Furthermore, the sensor system 200 can include a brake pedal position sensor 202b, which is configured to measure the position of a vehicle brake pedal and provide a corresponding brake pedal position input 203b to the engine control unit 100. During operation, the module 110 receives the brake pedal position input 203b for the evaluation of the dynamic operating mode and uses it to determine (i) the current brake pedal position BPP of the brake pedal at a given time (e.g., pedal at zero, fully depressed) and (ii) the rate of change dBPP / dt of the brake pedal position over a given time period. Thus, both the brake pedal position BPP and the rate of change dBPP / dt can be evaluated by the engine control unit 100 to determine when the actuator system 300 should be instructed to switch to a dynamic operating mode DM.

[0042] Furthermore, the sensor system 200 may include a brake force sensor 202c configured to measure or determine an actual braking force associated with the application of the 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 the actual braking force applied by a braking system of the vehicle, which is then provided as a braking force input 203c to the engine control unit 100. The braking force input 203c may correspond to a summed braking force applied by the braking system at all vehicle wheels. According to some examples, the braking force input 203c may include independent braking force inputs 203c, each representing the measured braking force at a respective one of the vehicle wheels.

[0043] Furthermore, the sensor system 200 can include a sensor 202d for selected driver mode, which is configured to indicate a selected driver mode (e.g., weather mode, touring mode, sport mode, track mode) for the vehicle, which is then provided as an input 203d of the selected driver mode to the engine control unit 100. Although the sensor 202d of the selected driver mode is shown schematically as part of the sensor system 200, it should be noted that the engine control unit 100 can directly receive or determine the input 203d of the selected driver mode based on an input from a vehicle user interface (e.g., a range selector lever input).

[0044] As discussed below, module 110 for the evaluation of the dynamic operating mode takes into account the input 203d of the selected driver operating mode when calculating the vehicle dynamics rating 112. For example, module 110 for the evaluation of the dynamic operating mode can weight or asymmetrically modify the calculated vehicle dynamics rating 112 to increase the calculated vehicle dynamics rating 112 if the input 203d of the selected driver operating mode indicates that the vehicle is in a relatively aggressive driver operating mode (e.g., Sport mode, Race track mode).Thus, the calculated vehicle dynamics rating can be increased or multiplied by a driver mode input factor if the vehicle is in a more aggressive driver mode, so that module 110 calculates a higher vehicle dynamics rating 112 for the dynamic mode evaluation than if the vehicle is in a less aggressive driver mode, assuming all other vehicle performance parameters are the same. Conversely, module 110 can weight or asymmetrically modify the calculated vehicle dynamics rating 112 to decrease it if the input 203d of the selected driver mode indicates that the vehicle is in a less aggressive mode (e.g., weather mode, touring mode).

[0045] Additionally or alternatively, module 110 assigns specific ranges or limits to the vehicle dynamics rating 112 for the evaluation of the dynamic operating mode based on the selected driver mode input 203d. For example, module 110 can limit the vehicle dynamics rating 112 in a vehicle with four driver modes (e.g., weather mode, touring mode, sport mode, track mode) and a vehicle dynamics rating scale from 0 to 100 to values ​​in the range of 0 to 25 when the vehicle is in weather mode, 26 to 50 when the vehicle is in touring mode, 51 to 75 when the vehicle is in sport mode, and 76 to 100 when the vehicle is in track mode.Thus, the lowest vehicle dynamics rating 112 calculated by module 110 for evaluating the dynamic operating mode would be independent of the values ​​of the vehicle driving performance parameters 203 76 received by sensor system 200 when the vehicle is in racetrack mode. It should be noted that the given operating modes, scales, and ranges are for illustrative purposes only and that a different nomenclature (e.g., normal operating mode, comfort operating mode) and other values ​​(e.g., 0 to 1000) could be chosen.

[0046] Further based on Fig. 1. The sensor system 200 contains one or more vehicle lateral force sensors 202e for measuring a lateral force associated with the vehicle, which is then provided as a vehicle lateral force input 203e for the power unit control unit 100. The vehicle lateral force input 203e is used by the module 110 for evaluating the dynamic operating mode when determining the calculated vehicle dynamics rating 112. calc For example, the magnitude of the lateral forces associated with such a maneuver is relatively high compared to stationary driving (ie, straight-line driving), and the dynamic mode evaluation module 110 increases the calculated vehicle dynamics assessment 112 calc accordingly, when the vehicle is operating in a direction change maneuver or sliding maneuver (i.e., drift maneuver). In other words, the calculated vehicle dynamics rating 112 calcexceeds the threshold vehicle dynamics rating of 112 thresh more likely (i.e., DM is more likely in a dynamic operating mode) if the vehicle lateral forces are higher.

[0047] Similarly, the sensor system 200 includes one or more vehicle longitudinal force sensors 202f for measuring the longitudinal force associated with the vehicle, which is then provided as a vehicle longitudinal force input 203f for the power unit control unit 100. The vehicle longitudinal force input 203f is used by the module 110 for evaluating the dynamic operating mode when determining the calculated vehicle dynamics rating 112. calc evaluated. For example, the magnitude of the longitudinal forces associated with such a maneuver is relatively high compared to steady-state driving (i.e., no acceleration or braking) and increases the calculated vehicle dynamics rating 112 in module 110 for the evaluation of the dynamic operating mode. calcAccordingly, this applies when the vehicle is undergoing acceleration or braking maneuvers. In other words, when the longitudinal forces on the vehicle are greater, the calculated vehicle dynamics rating will be 112. calc the threshold vehicle dynamics assessment 112 thresh more likely to exceed (i.e., be in a dynamic operating mode DM).

[0048] Further based on Fig. 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 engine, which is then provided as an engine speed input 203g to the engine control unit 100. In use, the vehicle engine speed input 203g is used by the dynamic mode evaluation module 110 in determining the calculated vehicle dynamics score 112 calcevaluated. For example, module 110 for the evaluation of the dynamic operating mode increases the calculated vehicle dynamics rating 112. calc Accordingly, when the engine operates at a relatively high speed. In other words, the calculated vehicle dynamics rating is 112. calc The threshold vehicle dynamics assessment will be 112 thresh more likely to exceed (i.e., be in a dynamic operating mode DM) when the vehicle engine is operating at high speed.

[0049] Furthermore, the sensor system 200 can include a vehicle speed sensor 202h configured to measure the vehicle's speed (e.g., kilometers per hour), which is then provided as a vehicle speed input 203h to the power engine control unit 100. The vehicle speed input 203h can be calculated based on local measurements of the vehicle (e.g., wheel speed, transmission speed) or can be obtained from external speed measurement systems such as a global positioning system of the vehicle. In use, the vehicle speed input 203h is used to determine the calculated vehicle dynamics rating 112. calc evaluated by the dynamic mode evaluation module 110. For example, the dynamic mode evaluation module 110 increases the calculated vehicle dynamics rating 112 calcAccordingly, if the vehicle is moving at a relatively high speed. In other words, the calculated vehicle dynamics rating is 112. calc The threshold vehicle dynamics assessment will be 112 thresh more likely to exceed (i.e., be in a dynamic operating mode DM) if the vehicle is moving at high speed.

[0050] Furthermore, the sensor system 200 can include a transmission gear sensor 202i, which is configured to measure, determine, or obtain the current gear of the vehicle transmission, which is then provided as a transmission gear input 203i for the engine control unit 100. In use, the transmission gear input 203i is used in determining the calculated vehicle dynamics rating 112. calcevaluated by the dynamic mode evaluation module 110. For example, the dynamic mode evaluation module 110 increases the calculated vehicle dynamics rating 112 calc Accordingly, if the vehicle transmission is in a relatively low gear relative to the measured vehicle speed (i.e., the driver has downshifted outside the normal gear range for the corresponding vehicle speed). In other words, the calculated vehicle dynamics rating is 112. calc exceeds the threshold vehicle dynamics rating of 112 thresh more likely (i.e., in a dynamic operating mode DM) is when the vehicle transmission is operating in a low gear relative to the vehicle speed.

[0051] As explained above, the module 110 receives inputs 203, 203a-203i from the sensor system 200 for the evaluation of the dynamic operating mode and determines or calculates the calculated vehicle dynamics rating 112 based on the vehicle driving performance parameter inputs 203, 203a-203i. calc In general, module 110 is configured for the evaluation of the dynamic operating mode to provide a larger calculated vehicle dynamics assessment 112. calc to generate when the vehicle performs functions that are typically associated with a relatively aggressive or dynamic driving condition. Although module 110 is used for evaluating the dynamic operating mode when determining the calculated vehicle dynamics rating 112 calcSince the module can receive and evaluate multiple inputs, any one of the vehicle performance parameter inputs 203, 203a-203i may be sufficient for module 110 to calculate a vehicle dynamics rating 112 for the evaluation of the dynamic operating mode. calc determined, which determines the threshold vehicle dynamics rating 112 thresh exceeds. Thus, the vehicle performance parameter inputs 203, 203a-203i can be evaluated by module 110 for the evaluation of the dynamic operating mode, either as a whole or independently. If a vehicle dynamics evaluation 112 is calculated as a whole calc When used, module 110 can convert any of the vehicle performance parameter inputs 203, 203a-203i into a standardized evaluation value (e.g. min) for the evaluation of the dynamic operating mode. -1 in dynamic assessment; Newton in dynamic assessment) and then the translated assessment value to the calculated vehicle dynamic assessment 112 calcadd or factor. Additionally or alternatively, the dynamic mode evaluation module 110 may independently send the vehicle performance parameter inputs 203 to the dynamic mode selection module 120 to determine whether the vehicle actuator system 300 should transition to the dynamic mode DM.

[0052] Further based on Fig. 1, the dynamic mode selection module 120 receives the calculated vehicle dynamics assessment 112 calc and / or the vehicle performance parameter inputs 203, 203a-203i and determines whether the vehicle is operating in a dynamic state. Initially, the dynamic mode selection module 120 receives the calculated vehicle dynamics rating 112 calc and / or the vehicle performance parameter inputs 203, 203a-203i the corresponding threshold vehicle dynamics assessment 112 threshand / or a threshold vehicle mileage parameter input 203 thresh from a memory 130 for the threshold of the dynamic operating mode. The module 120 then compares the calculated vehicle dynamics rating 112 for the selection of the dynamic operating mode. calc and / or the inputs 203, 203a-203i against the threshold vehicle dynamics assessment 112 thresh and / or the threshold input 203 thresh to determine whether the vehicle is in a dynamic state. If the calculated vehicle dynamic rating 112 calc is used, the dynamic mode selection module 120 compares the calculated vehicle dynamics assessment 112 calc with the threshold vehicle dynamics assessment 112 thresh and determines that the vehicle is in a dynamic state if the calculated vehicle dynamic rating 112 calc the threshold vehicle dynamics assessment 112 thresh exceeds (112 calc > 112thresh Similarly, for the selection of the dynamic operating mode, module 120 compares each of the vehicle driving performance parameter inputs 203 with the corresponding threshold value input 203. thresh and determines that the vehicle is in a dynamic state when the value of any of the vehicle driving parameter inputs 203 equals the corresponding value of the threshold input 203 thresh exceeds (203 > 203 thresh ), when the individual vehicle driving parameter inputs 203 are used.

[0053] If module 120 determines that the vehicle is operating in a dynamic state (i.e., 112) for the selection of the dynamic operating mode, calc > 112 thresh and / or 203 > 203 threshThe module 120 for selecting the dynamic operating mode receives corresponding instructions 142 for the dynamic operating mode from a memory 140 for instructions for the dynamic operating mode. The memory 140 for instructions for the dynamic operating mode contains several different instructions 142 for the dynamic operating mode, each corresponding to a target boost pressure profile 122 for the actuator system 300. For example, based on a specific set of values ​​assigned to the inputs 203, the module 120 for selecting the dynamic operating mode determines a target boost pressure profile 122 to be provided by the vehicle turbocharger and performs a lookup function in the memory 140 for instructions for the dynamic operating mode to identify instructions for the dynamic operating mode corresponding to the target boost pressure profile 122.In other words, the dynamic operating mode selection module 120 selects dynamic operating mode instructions 142 that are most closely related to the current values ​​of the vehicle performance parameter inputs 203 used to determine the target boost pressure profile 122. For example, the dynamic operating mode selection module 120 can generate a target boost pressure profile 122 and select an initial set of dynamic operating mode instructions 142 if the value of the vehicle lateral force input 202e is relatively high and the other vehicle performance parameter inputs 203 are negligible.Alternatively, the dynamic mode selection module 120 may generate a second target boost profile 122 and select a different set of dynamic mode instructions 142 when the value of the vehicle lateral force input 202e is relatively low and the values ​​of one or more of the other vehicle performance parameter inputs 203 are relatively high.

[0054] Additionally or alternatively, the memory 140 for dynamic operating mode instructions can contain different sets of dynamic operating mode instructions 142 corresponding to the selected driver operating mode input 203d. For example, the memory 140 for dynamic operating mode instructions can contain a first set of dynamic operating mode instructions 142 corresponding to a first target boost pressure profile 122 assigned to a low-performance operating mode (e.g., Comfort, Route), and a second set of dynamic operating mode instructions 142 corresponding to a second target boost pressure profile 122 assigned to a high-performance operating mode (e.g., Sport, Performance).Thus, for the selection of the dynamic operating mode, module 120 reads the first set of instructions 142 of the dynamic operating mode if the driver operating mode input 203d indicates that the vehicle is in a low-performance operating mode (e.g., Comfort, Normal), and it reads the second set of instructions 142 of the dynamic operating mode if the selected driver operating mode input 203d indicates that the vehicle is in a high-performance operating mode (e.g., Sport, Performance) if all other vehicle performance parameter inputs 203 are the same.

[0055] The dynamic mode instructions 142 include instructions to control the actuators 302, 302a-302f to achieve the target boost profile 122. For example, the dynamic mode instructions 142 include instructions to control outputs associated with a fuel intake rate 302a and / or an engine spark timing 302b and / or a turbo blowoff valve actuator 302c and / or camshaft phasers 302d and / or a wastegate actuator 302e and / or an air intake valve 302f. Based on the dynamic mode instructions 142 selected by the dynamic mode selection module 120, one or more of the actuators 302 may be adjusted or primed to achieve the desired target boost profile 122.

[0056] Based on Fig. Section 2 provides a first example of the operation of the vehicle control system 10 for transitioning the actuator system 300 into the dynamic operating mode DM. According to this example, the vehicle control system 10 transitions the actuator system 300 into the dynamic operating mode DM based on a rate of change of the accelerator pedal position APP (i.e., a change in the accelerator pedal position over time dAPP / dt), which is determined by the module 110 for the evaluation of the dynamic operating mode based on the accelerator pedal position input 203a. At a first time point T1, the accelerator pedal position APP is in a non-zero state during steady-state operation of the vehicle (i.e., the accelerator pedal is depressed by the driver).At a second time point T2, the driver releases the pressure from the accelerator pedal, and the accelerator pedal position APP, as indicated by the decreasing value of the accelerator pedal position input 203a, represented by the segment between the second time point T2 and the fourth time point T4, transitions to a pedal state of zero. As previously discussed, for the evaluation of the dynamic operating mode, 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 calculate the measured accelerator pedal position change rate dAPP / dt. meas to determine. If the measured accelerator pedal position change rate dApp / dt exceeds a threshold change rate dAPP / dt threshIf the threshold is exceeded, the module 120 for selecting the dynamic operating mode determines at a third point in time T3 during the transition from the non-zero accelerator pedal position (T2) to the accelerator pedal position at zero (T4) that the vehicle is in a dynamic state. As previously discussed, upon determining that the vehicle is in a dynamic state, the module 120 for selecting the dynamic operating mode determines a target boost pressure profile 122 associated with the inputs 203 and requests corresponding instructions 142 of the dynamic operating mode from the memory 140 of the dynamic operating mode. The instructions 142 of the dynamic operating mode are then executed by the engine control unit 100 to configure the actuator system in a dynamic operating mode DM.

[0057] Based on Fig. Section 3 provides another example of the operation of the vehicle control system 10. According to this example, the vehicle control system 10 does not transfer the actuator system 300 based on the measured accelerator pedal position change rate dAPP / dt. meas into dynamic operating mode DM. In other words, the vehicle control system 10 maintains the actuator system based on the measured accelerator pedal position change rate dAPP / dt measin the normal operating mode NM or in the static operating mode SM. At a first time T1, the accelerator pedal position APP is in a non-zero state during stationary operation of the vehicle (i.e., the accelerator pedal is depressed by the driver). As indicated by the decreasing value of the accelerator pedal position input 203a, which is represented by the arcuate segment extending between the second time T2 and the third time T3, at a second time T2, the driver reduces the pressure from the accelerator pedal and the accelerator pedal position APP transitions to the zero pedal state. According to this example, the accelerator pedal position APP moves compared to the Fig. 2. Example shown with a more gradual rate into the coasting position (e.g. pedal zero), which corresponds to a driver gradually reducing the pressure applied to the accelerator pedal.

[0058] As previously discussed, 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 time period (i.e., from T2 to T3) to determine the measured accelerator pedal position change rate dAPP / dt meas If the measured accelerator pedal position change rate dApp / dt exceeds the threshold change rate dAPP / dt threshdoes not exceed , 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 coasting mode position. As shown in the illustrated example, the value of the measured accelerator pedal position change rate dAPP / dt meas therefore not the threshold change rate dAPP / dt thresh to transfer the actuator system to the dynamic operating mode DM.

[0059] Based on Fig. Section 4 provides another example of the operation of the vehicle control system 10 for transitioning the actuator system 300 from the static operating mode SM to the dynamic operating mode DM. This example shows that the vehicle control system 10 evaluates several vehicle performance parameter inputs 203 to determine whether the actuator system 300 should be transitioned to the dynamic operating mode DM. According to this example, the vehicle control system 10 initially determines that the vehicle is in the static operating mode SM, in which the measured accelerator pedal position change rate dAPP / dt meas the threshold change rate dAPP / dt thresh does not exceed, but then determines it on the basis of a measured vehicle acceleration VA measthat the vehicle is in a dynamic operating 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). As indicated by the decreasing value of the accelerator pedal position input 203a represented by the portion extending between the first time T1 and the second time T2, from the first time T1 to the second time T2, the driver gradually reduces pressure on the accelerator pedal, and the accelerator pedal position APP transitions to the zero pedal state.

[0060] As previously discussed, for the evaluation of the dynamic operating mode, 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 time (i.e., from T1 to T2) to calculate the measured accelerator pedal position change rate dAPP / dt meas to determine. If the measured accelerator pedal position rate dAPP / dt is less than the threshold change rate dAPP / dt thresh does not exceed , 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 position SM when the accelerator pedal reaches the zero pedal position. As shown in the illustrated example, the value of the measured accelerator pedal position change rate dAPP / dt meastherefore not the threshold change rate dAPP / dt thresh to transfer the actuator system to the dynamic operating mode DM.

[0061] Simultaneously with the evaluation of the accelerator pedal position input 203a, module 120 evaluates a measured vehicle acceleration VA for the selection of the dynamic operating mode. meas from, which can be based on the shear force input 203e and / or the longitudinal force input 203f. Based on the lower part of the diagram in Fig. 4 is the measured vehicle acceleration VA meas simultaneously with the accelerator pedal position APP. During the period from the first time T1 to a third time T3, the measured vehicle acceleration VA meas In a steady state, it can be zero. From the third time point T3 to a fifth time point T5, the measured vehicle acceleration VA changes. measfrom the stationary state to a second measured vehicle acceleration VA meas and intersects it at a fourth point in time T4, a threshold vehicle acceleration VA thresh Thus, module 120 determines, for the selection of the dynamic operating mode at the fourth time point T4, that the measured vehicle acceleration VA meas the threshold vehicle acceleration VA threshThe condition is met, and it calculates a target boost pressure profile 122. As previously discussed, when the vehicle is in a dynamic state, the module 120 determines a target boost pressure profile 122 associated with the inputs 203 for selecting the dynamic operating mode and requests corresponding instructions 142 from the dynamic operating mode memory 140. The instructions 142 are then executed by the engine control unit 100 to equip the actuator system 300 in a dynamic operating mode DM.

[0062] Based on Fig. Section 5 provides another example of the operation of the vehicle control system 10 for transitioning the actuator system 300 from the dynamic operating mode DM to the static operating mode SM. This example shows that the vehicle control system 10 evaluates several inputs 203 to determine whether the actuator system 300 should be transitioned to the dynamic operating mode DM. According to this example, the vehicle control system 10 initially determines that the vehicle is in the dynamic operating mode DM, in which the measured accelerator pedal position change rate dAPP / dt meas the threshold change rate dAPP / dt thresh , it then transfers the actuator system 300 but, after during a threshold time elapsed time t DMIf no further vehicle performance parameter inputs 203 indicate that the vehicle is in dynamic operating mode DM, it switches to static operating mode SM. In other words, after a certain period of time, if the vehicle is not actually in a dynamic state, the accelerator pedal position change rate dAPP / dt meas assigned dynamic operating mode DM.

[0063] At a first time point T1, the accelerator pedal position APP is in a non-zero state during steady-state operation of the vehicle (i.e., the accelerator pedal is depressed by the driver). At a second time point T2, the driver releases the pressure on the accelerator pedal, and the accelerator pedal position APP transitions to the pedal state zero, as indicated by the decreasing value of the accelerator pedal position input 203a, represented by the segment spanning between the second time point T2 and the fourth time point T4. As previously discussed, for the evaluation of the dynamic operating mode, 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 calculate the measured accelerator pedal position change rate dAPP / dt. meas to determine. If the measured accelerator pedal position rate dAPP / dt measAt a third time point T3 during the transition from the non-zero accelerator pedal position (T2) to the accelerator pedal position zero (T4), a threshold change rate dAPP / dt thresh If the threshold is exceeded, the module 120 for selecting the dynamic operating mode determines that the vehicle is in a dynamic state. As previously discussed, when the module 120 determines that the vehicle is in a dynamic state, it defines a target boost pressure profile 122 associated with the vehicle performance parameter inputs 203 and requests corresponding instructions 142 from the dynamic operating mode memory 140. The instructions 142 are then executed by the engine control unit 100 to configure the actuator system 300 in a dynamic operating mode DM.

[0064] Simultaneously with the evaluation of the accelerator pedal position input 203a, module 120 evaluates a measured vehicle acceleration VA for the selection of the dynamic operating mode. meas , which can be based on the transverse force input 203e and / or the longitudinal force input 203f. Based on the lower part of the diagram in Fig. 5 is the measured vehicle acceleration VA meas simultaneously with the accelerator pedal position APP. During the period from the first time T1 to a third time T3, the measured vehicle acceleration VA meas In a steady state, it can be zero. From the third time point T3 to a fifth time point T5, the measured vehicle acceleration VA changes. meas from the stationary state to a second measured vehicle acceleration VA meas However, the measured vehicle acceleration VA measAccording to this example, up to the sixth point in time T6 there is no threshold vehicle acceleration VA thresh and it remains above the threshold vehicle acceleration VA thresh Thus, module 120 determines, according to this example, that the measured vehicle acceleration VA is used for selecting the dynamic operating mode. meas the threshold vehicle acceleration VA thresh within the time period T DM the dynamic operating mode is never fulfilled, and instructs the actuator system 300 to return to the normal operating mode NM or the static operating mode SM at the sixth time T6.

[0065] Based on Fig. Section 6 provides an example of the operation of actuator system 300 during accelerator pedal tip-in (i.e., the initial depressing of the accelerator pedal during a maneuver). In particular, it states Fig. Figure 6 shows how the actuator system 300 is set up and adjusted in accordance with instructions 142 of the dynamic operating mode to increase the turbine power TP (i.e., the boost pressure) while the accelerator pedal position APP remains constant. The lower part of the diagram graphically represents the accelerator pedal position APP versus the duration during which the actuator system 300 is in dynamic operating mode DM. In other words, the module 120 for selecting the dynamic operating mode has already determined that the vehicle is in a dynamic state and has provided instructions 142 of the dynamic operating mode to the actuator system 300. From the first time point T1 to the second time point T2, the accelerator pedal is in the zero position, which can be associated with vehicle coasting or deceleration into a maneuver.At the second time point T2, the driver initiates an accelerator pedal tip-in, which partially depresses the accelerator pedal at the fourth time point T4 to request an initial torque output from the engine. During the tip-in period from the second time point T2 to the fourth time point T4, the engine control unit 100 executes the instructions 142 of the dynamic operating mode and instructs the actuator system 300 to reconfigure the turbine power TP or boost pressure while the accelerator pedal position, as shown in the upper part of . Fig. 6 is shown, is maintained.

[0066] As shown, after the initial tip-in time, the accelerator pedal position APP remains constant from the fourth time point T4 to the fifth time point T5, which can correspond to a driver undergoing a change of direction. While the accelerator pedal position APP remains constant, the actuator system 300 adjusts the turbine power TP of the turbocharger to increase in order to meet the target boost pressure profile 122. At the fifth time point T5, the accelerator pedal position APP transitions from the tip-in position to a fully depressed position.

[0067] During the transition, the turbine power continues to increase until, at the sixth time point T6, the turbine power TP reaches the turbine power target TP. targ achieved. When the turbine power TP reaches the turbine power target TP targOnce this condition is met, the engine control unit 100 instructs the actuator system 300 to exit the dynamic operating mode DM and operate in the steady state, while the driver (by pressing down the accelerator pedal) has requested sufficient power from the engine to meet the target boost pressure profile 122 with the actuator system 300 in the normal operating mode NM.

[0068] Based on Fig. Figure 7 now provides another example of the operation of the vehicle control system 10 for converting the actuator system 300 from the dynamic operating mode DM to the static operating mode SM. In particular, it states Fig. Figure 7 shows how the actuator system 300 is set up and adjusted during an accelerator pedal tip-in period from the second time point T2 to the fifth time point T5 (T2-T5) in accordance with instructions 142 of the dynamic operating mode to increase the turbine power TP (i.e., the boost pressure). The lower part of the diagram graphically represents the accelerator pedal position APP against a time period t while the actuator system 300 is in dynamic operating mode DM. In other words, the dynamic operating mode selection module 120 has already determined that the vehicle is in a dynamic state and has provided instructions 142 of the dynamic operating mode to the actuator system 300.

[0069] According to this example, the module 110 calculates a summed value of the accelerator pedal position APP for the evaluation of the dynamic operating mode accduring the tip-in time period T2-T5. According to some examples, the value of the summed accelerator pedal position corresponds to APP. acc an integral of the accelerator pedal position APP during the tip-in time duration T2-T5. According to other examples, the summed accelerator pedal position APP acc as a function of the accelerator pedal position APP and the rate of change of the accelerator pedal position dAPP / dt. The dynamic mode evaluation module 110 is configured to transition the actuator system 300 from the dynamic mode DM to either the normal mode NM or the static mode SM when the value of the summed accelerator pedal position APP acc (e.g. at the fifth time point T5) is equal to or greater than the actual accelerator pedal position APP.

[0070] Additionally, module 110 for dynamic mode evaluation can assess the vehicle acceleration VA, as specified by vehicle force inputs 203e and 203f, to determine an accelerator pedal position summation rate. For example, module 110 determines that the vehicle is more likely to be in a dynamic state and reduces the accelerator pedal position summation rate accordingly when the vehicle acceleration VA is relatively high. In other words, if the vehicle acceleration VA is relatively high, the accelerator pedal position summation either does not increase or increases at a reduced rate. Conversely, module 110 for dynamic mode evaluation increases the accelerator pedal position summation rate if the vehicle acceleration VA is relatively low.

[0071] From the first time point T1 to the second time point T2, the accelerator pedal is in the zero position, which can be associated with vehicle coasting or deceleration into a maneuver. At the second time point T2, the driver initiates an accelerator pedal tip-in, causing the accelerator pedal to be partially depressed at a third time point T3. During the initial tip-in period from the second time point T2 to the third time point T3 (T2-T3), the power engine control unit 100 executes the instructions 142 of the dynamic operating mode and assigns them to the actuator system 300, as shown in the diagram above. Fig. Figure 7 shows how to reconfigure the system to increase the turbine power TP or boost pressure. As shown, after the initial tip-in time T2-T3, the accelerator pedal position APP remains constant from time T3 to time T4, which can correspond to a driver changing direction. While the accelerator pedal position APP remains constant, the actuator system 300 adjusts the turbocharger's target turbine power TP to match the target turbine power TP associated with target boost pressure profile 122. targ to fulfill.

[0072] During the period from the fourth time point T4 to the fifth time point T5, the accelerator pedal position APP decreases from the tip-in position at the fourth time point T4 to a stationary position at the fifth time point T5. After the fifth time point T5, the summed accelerator pedal position APP accThe actual accelerator pedal position (APP) determines that the vehicle is operating in a steady state and transitions from dynamic operating mode (DM) to dynamic mode. The engine control module (100) can then adjust the vehicle dynamics rating (112) based on the current calculated vehicle dynamics rating. calc The actuator system 300 is instructed to switch to normal operating mode NM (i.e., normal vehicle operation) or to static operating mode SM. When exiting dynamic operating mode DM, the module 120 for selecting dynamic operating mode generates a boost pressure profile 122, which corresponds to steady-state driving, which, as specified at the fifth time point T5, has a minimized turbine power target TP. targ Thus, the engine control unit 100 requests a reduced turbine power target TP targ on, when the summed accelerator pedal position APP accthe same as the actual accelerator pedal position APP.

[0073] Based on Fig. Figure 8 provides another example of the operation of the vehicle control system 10 for transferring the actuator system 300 between the different setup modes NM, SM, DM. In particular, it shows Fig. 8 shows how the actuator system 300 uses a scalar calculated vehicle dynamics rating 112 calc is being equipped and adjusted. While the in Fig. As the examples given in 2-7 show, the module 120 determines whether the actuator system 300 should switch to dynamic mode DM based on the fulfillment of one or more thresholds, each assigned to one of the vehicle driving parameter inputs 203. Fig. 8 thus configured to determine the strength of the dynamic mode DM based on a comprehensive evaluation of several of the vehicle performance parameter inputs 203 in accordance with the calculated vehicle dynamics assessment 112 calc to modulate. In other words, instead of a binary on / off control of the dynamic mode DM, the dynamic mode is continuously adjusted depending on the vehicle performance parameter inputs. Although in determining the calculated vehicle dynamic rating 112 calc While any number of vehicle performance parameter inputs 203 may be evaluated, the present example is limited to the vehicle acceleration inputs 203e, 203f and the accelerator pedal position input 203a.

[0074] Further based on Fig. 8. Examples will now be given of how the calculated vehicle dynamics assessment 112 calcThe vehicle acceleration inputs 202e and 202f are modified asymmetrically, and the accelerator pedal position input 203a is provided at various times T1-T9. Vertical dashed lines are shown only as a reference to clarify the relationship between one of the inputs 203a, 202e, or 202f and the calculated vehicle dynamics rating 112. calc Given. At an initial time point T1, the accelerator pedal position input 203a yields a relatively high measured accelerator pedal position change rate dAPP / dt. meas As indicated by the stage at the first time point T1, module 110 increases the evaluation of the dynamic operating mode in conjunction with the high measured accelerator pedal position change rate dAPP / dt. meas and with the rapid increase in vehicle acceleration VA, the calculated vehicle dynamics rating of 112 is immediately achieved. calc .

[0075] During a second time period T2, module 110, for the evaluation of the dynamic operating mode, further increases the calculated rating 112 in response to the fact that the accelerator pedal position APP is held in a depressed state. calc the dynamic operating mode, which accordingly leads to a relatively high value for the vehicle's longitudinal acceleration VA. Thus, during the second time period T2, the calculated vehicle dynamics rating of 112 calc The accelerator pedal position (APP) gradually increases. At a third point in time (T3), the accelerator pedal position (APP) decreases rapidly (corresponding to the driver releasing the accelerator pedal) and the vehicle stops accelerating (vehicle acceleration (VA) is zero). Module 110, for evaluating the dynamic operating mode, increases its response to the high measured accelerator pedal position change rate (dAPP / dt). meas, which again corresponds to an aggressive or dynamic driving condition, immediately the calculated vehicle dynamics rating 112 calc .

[0076] During the period from the third time T3 to a fourth time T4, the module 110 for the evaluation of the dynamic operating mode sets the summation (ie increase) of the calculated vehicle dynamics evaluation 112 calcIn response to the fact that both the accelerator pedal position APP and the vehicle acceleration VA are relatively low, the module 110 gradually increases the calculated vehicle dynamics rating 112 during the period from the fourth time point T4 to the fifth time point T5. calc , so that it reflects that the vehicle is being operated in a dynamic state (i.e., aggressive cornering).

[0077] At a sixth point in time, T6, the driver applies initial pressure to the accelerator pedal during an accelerator pedal tip-in phase. After the initial tip-in, the accelerator pedal position value APP remains in an intermediate state, corresponding to the driver maintaining a reduced speed. As previously discussed, module 110 calculates a summed accelerator pedal position value APP for the evaluation of the dynamic operating mode during the tip-in duration T6-T7. acc and does it change the setup mode NM, SM, DM when the value of the summed accelerator pedal position APP acc which is the same as the value of the actual accelerator pedal position APP. While the previous example from Fig. Figure 7 shows that module 110 for the evaluation of the dynamic operating mode leaves the dynamic operating mode DM when the value of the summed accelerator pedal position APP acc The example illustrates how the value of the accelerator pedal position in the app coincides with the value of the accelerator pedal position. Fig. However, section 8 shows that module 110 maintains the dynamic operating mode DM for the evaluation of the dynamic operating mode and the calculated dynamic vehicle rating 112 calc modulated when the value of the summed accelerator pedal position APP acc The seventh time point T7 coincides with the value of the accelerator pedal position APP. Therefore, module 110, for the evaluation of the dynamic operating mode during the period from the seventh time point T7 to an eighth time point T8, reduces the calculated vehicle dynamics rating 112. calc .

[0078] At the eighth time point T8, module 110 determines for the evaluation of the dynamic operating mode that the measured accelerator pedal position change rate dApp / dt is a threshold change rate dAPP / dt thresh exceeds, and takes the summation of the calculated dynamic vehicle rating 112 calcagain. At a ninth time point T9, module 110 reduces the calculated summation rate of the vehicle dynamics assessment 112 for the evaluation of the dynamic operating mode. calc , so that it corresponds to the value of the accelerator pedal position APP, which is held in a constant but elevated position.

[0079] As in Fig. As outlined in section 8, the vehicle control system 10 can be configured to calculate the vehicle dynamics rating 112. calc to continuously modulate based on the vehicle driving performance parameters, with the calculated vehicle dynamics rating being 112 calcin response to more aggressive driving maneuvers associated with a dynamic condition, and is decreased in response to less aggressive driving maneuvers associated with a steady-state condition. The dynamic mode selection module 120 continuously generates target boost pressure profiles 122 and selects, in response to the modulation of the calculated vehicle dynamics assessment 112 calc executes or generates corresponding dynamic mode instructions 142. Thus, the actuator system 300 is continuously modulated to achieve the current calculated vehicle dynamics rating 112 calc to reflect.

[0080] Now based on Fig.In section 9, an exemplary procedure 500 for operating the vehicle control system 10 is created. In operation 502, the procedure 500 includes receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved into a coasting position. In another operation 504, the procedure 500 includes receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter. In another operation 506, the procedure includes calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs. In another operation 508, the procedure includes determining a target boost pressure profile based on the fact that the calculated vehicle dynamics rating exceeds a threshold vehicle dynamics rating.In another operation 510, method 500 includes commanding one or more outputs of the vehicle to transition to a dynamic mode to produce increased turbine power based on the target boost profile when the vehicle is in the dynamic state.

[0081] As discussed above, the engine control unit 100 is configured to execute dynamic mode instructions 142 for rigging the actuators 302 of the actuator system 300 in the dynamic mode DM. Generally, in the dynamic mode DM, the actuators 302 are configured to provide increased power to the turbine side of the turbocharger during a period when the turbine power TP requested by the driver via the accelerator pedal position APP is less than the turbine power TP associated with the target boost profile 122. Thus, the engine control unit 100 instructs the actuator system 300 to configure in a manner to increase the turbine power TP regardless of the accelerator pedal position APP. Increasing the turbine power TP regardless of the accelerator pedal position APP can be accomplished through various combinations of actuator 302 configurations.For example, the dynamic mode instructions 142 may include requested parameters for retarding spark, adjusting camshaft phasing, and / or increasing engine airflow to produce increased turbine power while meeting the torque request associated with the actual accelerator pedal position. In other words, the turbine power TP is increased without a perceptible change in the torque output from the engine. Thus, the increased boost pressure associated with the increased turbine power TP is available to the engine when the driver exits the maneuver and requests increased engine torque (i.e., the vehicle accelerates).

[0082] The foregoing description is given for illustrative and descriptive purposes only. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular configuration are generally not restricted to that particular configuration, but are, where applicable, interchangeable and may be used in a selected configuration, even if it is not specifically shown or described. Furthermore, it may be modified in many ways. Such modifications are not considered a derogation from the disclosure, and all such modifications are intended to be included within the scope of protection of the disclosure.

Claims

[1] A computer-implemented method which, when executed by computing hardware of a motor vehicle including a turbocharger with a turbine, causes the computing hardware to perform operations comprising: Receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to a coasting position; Receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter; Calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs; Determining a target boost pressure profile based on the calculated vehicle dynamics assessment; and Command one or more outputs of the vehicle to enter a dynamic mode to produce increased turbine power based on the target boost profile. [2] The method of claim 1, further comprising: Determining that the vehicle is in a dynamic state if the calculated vehicle dynamic rating exceeds a threshold vehicle dynamic rating; and Commanding the one or more outputs of the vehicle to transition to the dynamic mode to produce the increased turbine power when the vehicle is in the dynamic state. [3] The method of claim 1, wherein the one or more vehicle performance parameter inputs include a vehicle acceleration input and / or an accelerator pedal position. [4] The method of claim 1, wherein determining that the vehicle is in a dynamic state includes determining that the vehicle is in the dynamic state while the accelerator pedal is in the coasting position. [5] The method of 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 of claim 1, wherein the operation of commanding one or more outputs of the vehicle to transition to a dynamic mode occurs while the accelerator pedal is in the coasting mode position. [7] The method of claim 1, wherein the one or more vehicle performance parameter inputs include the accelerator pedal position, the accelerator pedal position rate of change, and the accelerator pedal position summation. [8] The method of 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 operating mode, engine speed, vehicle speed, and transmission gear selection. [9] System that includes: data processing hardware; and Storage hardware in communication with the computing hardware, the storage hardware storing instructions that, when executed in the computing hardware, cause the computing hardware to perform operations that include: Receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to a coasting position; Receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter; Calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs; Determining a target boost pressure profile based on the calculated vehicle dynamics rating exceeding a threshold vehicle dynamics rating; and Command one or more outputs of the vehicle to enter a dynamic mode to produce increased turbine power based on the target boost profile. [10] Motor vehicle comprising: a sensor system containing multiple sensors; an actuator system including a plurality of actuators associated with a turbocharger; a data processing hardware sensor system and the actuator system; and Storage hardware in communication with the computing hardware, the storage hardware storing instructions that, when executed in the computing hardware, cause the computing hardware to perform operations that include: Receiving an accelerator pedal position input indicating that a vehicle accelerator pedal has moved to a coasting position; Receiving one or more vehicle performance parameter inputs, each corresponding to a measured vehicle performance parameter; Calculating a vehicle dynamics rating based on the one or more vehicle performance parameter inputs; Determining a target boost pressure profile based on the calculated vehicle dynamics assessment; and Command one or more outputs of the vehicle to enter a dynamic mode to produce increased turbine power based on the target boost profile.

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