Torque-Based Engine Control with Virtual Temperature Compensation
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Solution Overview
Problem
Existing torque-based control architectures for internal combustion engines inadequately consider temperature behavior, leading to inefficiencies in power output conversion.
Innovation Solution
A method that calculates a desired torque value, converts it using a performance graph, and corrects it with a relative efficiency factor that includes a relative friction moment, calculated from engine speed and virtual temperature, ensuring accurate output torque under varying conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a torque-based control architecture is used to convert desired power output to fuel injection amount, then the control responsiveness and simplicity are improved, but the temperature behavior of the engine is insufficiently considered leading to inaccurate power output conversion
Solution Approach 1:
The patent introduces a virtual temperature parameter as an intermediary that mediates between the desired torque and the actual engine conditions. This virtual temperature, calculated from multiple physical temperature sensors (coolant, charge air, lubricant), serves as a mediator that captures temperature effects without requiring direct measurement of all thermal states, thus maintaining control responsiveness while improving power output conversion accuracy.
Solution Approach 2:
The patent changes the control parameter from direct power output conversion to torque-based conversion with temperature compensation. By introducing the virtual temperature parameter and using performance graphs that map torque to fuel injection amounts under different temperature conditions, the system achieves more accurate power output conversion while maintaining the simplicity of torque-based control architecture.
2Measurement precision
If multiple temperature sensors are used to accurately capture engine temperature behavior, then the temperature-based control accuracy is improved, but the system complexity and cost increase
Solution Approach 1:
The patent makes the virtual temperature parameter multi-functional by using it for multiple purposes: capturing engine thermal state, compensating for temperature effects in torque conversion, and providing a unified temperature metric that works across different engine operating conditions. This multi-functionality reduces the need for separate temperature measurement systems for different control objectives.
Solution Approach 2:
The patent changes the approach from direct temperature measurement to virtual temperature calculation. Instead of requiring multiple physical temperature sensors for each control function, the system calculates a virtual temperature parameter from a limited set of temperature measurements, reducing sensor complexity while maintaining control accuracy.
3Ease of operation
If the control system is designed to work with standard temperature conditions, then the control simplicity is maintained, but the adaptability to different ambient conditions and cooling systems is reduced
Solution Approach 1:
The patent introduces dynamic temperature compensation into the control system. The virtual temperature parameter dynamically adapts to changing ambient conditions and engine thermal states, allowing the control system to maintain simplicity while becoming adaptable to different operating conditions. The performance graphs dynamically adjust fuel injection amounts based on the calculated virtual temperature.
Solution Approach 2:
The patent changes the control parameter from fixed standard-condition values to variable values that incorporate virtual temperature. This allows the same control algorithm to adapt to different ambient conditions and cooling systems by adjusting the virtual temperature parameter, maintaining control simplicity while achieving broad adaptability.
Data Source
AI summary
In a method for a torque-based control of an internal combustion engine wherein from an input value representing a desired engine power output a desired torque value is calculated, then the desired torque value is converted using a performance graph while taking another value into consideration to a first power output determining signal, which is then corrected by way of a relative efficiency and a power determining signal for controlling the drive torque is determined. The additional value corresponds to a relative friction moment, which is calculated from an actual deviation of the state of the engine from a standard state in which the relative friction moment is zero.