Torque-Based Engine Control System for SI and CI Engines
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Solution Overview
Problem
Current engine control systems lack a unified approach to manage torque across different engine types, such as spark ignited (SI) and compression ignited (CI) engines, which limits flexibility and efficiency in controlling air and fuel delivery.
Innovation Solution
A torque-based engine control system that uses a common controller to actuate air and fuel actuators in response to distinct torque signals, allowing for independent control of air and fuel delivery, and optionally spark control, to adapt to various engine architectures.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If separate control systems are used for different engine types (SI and CI), then each engine type can be optimized for its specific AFR control requirements, but the overall system complexity increases and unity of control approach is lost
Solution Approach 1:
The controller is designed with a unified torque-based control architecture that can operate with different engine types (SI and CI) by accepting torque inputs and independently controlling air and fuel actuators. The controller performs multiple functions including receiving torque signals, determining target AFR values, controlling air delivery, and controlling fuel delivery within a single integrated system, eliminating the need for separate control systems for different engine types.
Solution Approach 2:
The control system segments the torque control into two independent control paths: one for air delivery control and one for fuel delivery control. Each path can be independently optimized for different engine types while maintaining a unified overall architecture. The air actuator and fuel actuator are controlled separately based on the same torque input, allowing flexible adaptation to different engine requirements.
2Device complexity
If torque control is unified across engine types, then system complexity is reduced and flexibility improves, but precision in controlling air-fuel ratio for specific engine architectures may be compromised
Solution Approach 1:
The controller applies local quality by allowing different AFR control strategies for different engine types within the unified torque-based architecture. For SI engines, the controller maintains stoichiometric AFR control, while for CI engines, it allows varying AFR from stoichiometric. Each engine type receives customized control parameters and actuator commands tailored to its specific requirements, ensuring precise AFR control for each architecture while maintaining overall system unity.
Solution Approach 2:
The system changes control parameters based on engine type detection or configuration. The controller adjusts target AFR values, actuator response characteristics, and control algorithms according to the specific engine architecture. This allows the unified controller to maintain precise AFR control for different engine types by dynamically adjusting control parameters rather than using a fixed control strategy.
3Adaptability or versatility
If air and fuel control are coupled in traditional systems, then control simplicity is maintained, but flexibility in torque actuation and adaptability to different engine types is reduced
Solution Approach 1:
The control architecture segments air and fuel control into independent pathways that both receive torque inputs. The air actuator is controlled based on torque requirements and AFR considerations, while the fuel actuator is controlled independently based on torque requirements and AFR considerations. This segmentation provides flexibility in torque actuation for different engine types while maintaining a relatively simple unified controller that processes torque inputs and distributes them to appropriate actuators.
Data Source
AI summary
A system comprising an air actuator configured to control air delivered to an engine; a fuel actuator configured to control fuel delivered to an engine; and a controller configured to: actuate the air actuator in response to a first torque signal; and actuate the fuel actuator in response to a second torque signal.