Engine Control System Pumping Loss Reduction
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Traditional engine control systems for internal combustion engines do not accurately control engine output torque and fail to provide rapid responses to control signals, leading to inefficiencies in torque management and increased pumping losses during deceleration fuel cutoff events.
Innovation Solution
An engine control system comprising modules for base air per cylinder, catalyst temperature, and ambient temperature adjustments, which determine and adjust airflow parameters to minimize pumping losses while maintaining sufficient vacuum for the brake booster and preventing catalyst cooling, by controlling engine airflow actuators based on calculated adjustments.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If traditional engine control systems are used, then the system structure is simple, but the torque control accuracy is insufficient and pumping losses are high
Solution Approach 1:
The patent applies parameter changes by dynamically adjusting the air per cylinder (APC) parameter based on multiple factors including catalyst temperature, ambient temperature, and engine operating conditions. The base APC module determines optimal APC values that reduce pumping losses during deceleration fuel cutoff events while maintaining sufficient vacuum for brake booster operation, directly addressing the energy loss problem through quantitative parameter optimization
Solution Approach 2:
The patent implements feedback mechanisms where the catalyst temperature adjustment module and ambient temperature adjustment module continuously monitor their respective parameters and provide adjustments to the base APC. This closed-loop feedback system ensures that the control system adapts to changing conditions in real-time, reducing pumping losses while maintaining system reliability without requiring overly complex architecture
2Loss of energy
If the air per cylinder is increased to reduce pumping losses, then fuel economy improves, but catalyst temperature may drop below operating range
Solution Approach 1:
The patent uses parameter changes by calculating an adjusted base APC that incorporates catalyst temperature adjustments. The catalyst temperature adjustment module modifies the base APC based on the actual catalyst temperature, ensuring that APC increases to improve fuel economy do not cause the catalyst to cool below its operating range. This dynamic parameter adjustment balances fuel economy benefits with catalyst temperature maintenance
Solution Approach 2:
The catalyst temperature adjustment module provides feedback on catalyst temperature conditions to the base APC calculation. This feedback mechanism allows the system to modulate the air per cylinder parameter in a way that improves fuel economy while preventing catalyst temperature from dropping below the required operating threshold, effectively resolving the contradiction between fuel economy and catalyst temperature maintenance
3Loss of energy
If the air per cylinder is increased to reduce pumping losses, then fuel economy improves, but brake booster vacuum may become insufficient
Solution Approach 1:
The patent applies parameter changes by determining a maximum APC based on the maximum MAP (manifold absolute pressure) that maintains sufficient vacuum for the brake booster. The base APC module calculates optimal APC values while constraining them within the range that preserves adequate brake booster vacuum. This parameter optimization approach enables fuel economy improvements without compromising brake booster performance
Solution Approach 2:
The patent implements dynamics by continuously monitoring engine operating conditions and dynamically adjusting the air per cylinder parameter. The system adapts the APC in real-time based on changing engine load, temperature conditions, and vacuum requirements, allowing it to maximize fuel economy when possible while ensuring brake booster vacuum remains sufficient when needed, thus resolving the contradiction between fuel economy and brake booster performance
4Speed
If traditional engine control systems are used, then the system is simple to operate, but the response speed to control signals is slow
Solution Approach 1:
The patent applies preliminary action by pre-calculating and storing optimal APC values and adjustment factors in lookup tables or memory structures. When control signals are received, the system can quickly retrieve pre-computed values and apply adjustments based on current operating conditions, significantly reducing response time. This preliminary preparation of control parameters enables rapid response without requiring complex real-time calculations
Solution Approach 2:
The patent replaces complex mechanical control mechanisms with electronic computation and data processing. Instead of relying on mechanical linkages and physical adjustments that are inherently slow, the system uses electronic modules to calculate and adjust APC parameters rapidly based on sensor inputs. This substitution of mechanical systems with electronic computation enables fast response speeds while keeping the overall system architecture manageable through modular design
Data Source
AI summary
An engine control system comprises a base air per cylinder (APC) module, a catalyst temperature adjustment module, an ambient temperature adjustment module, and an APC adjustment module. The base APC module determines a base APC to reduce first engine pumping losses during a first deceleration fuel cutoff (DFCO) event relative to second engine pumping losses during a second DFCO event. The catalyst temperature adjustment module determines a catalyst temperature adjustment based on a catalyst temperature during the first DFCO event. The ambient temperature adjustment module determines an ambient temperature adjustment based on an ambient air temperature during the first DFCO event. The APC adjustment module selectively adjusts the base APC based on the catalyst temperature adjustment and the ambient temperature adjustment and controls at least one of the engine airflow actuators based on the adjusted base APC during the first DFCO event.