Fuel limiting method in diesel engines having exhaust gas recirculation

Claim 3

The method as set forth in claim 1 wherein the step of delivering fuel to the engine (W f (k)) includes the step of comparing λ e (k) to λ lim (k) and, if λ e (k)≧λ lim (k) then delivering fuel to the engine (W f (k)) at a rate equal to W f ,REQ, else, generating a change in start of fuel injection value (δSOI(k)) resulting in a decreased exhaust gas air/fuel ratio limit (λ lim ,new (k)) and, if λ e (k)≧λ lim ,new (k), then delivering fuel to the engine at a rate equal to W f ,REQ, and modifying SOI(k) by an amount equal to δSOI(k), else, limiting the fuel supplied to the engine according to the following equation: W.sub.f (k)=min[W.sub.f,REQ (k),max(W.sub.f (k-1),B)] wherein W f (k-1) represents the previous fueling rate delivered to the engine and B is defined as: B=((1-F.sub.1 (k))W.sub.1e (k)/λ.sub.lim,new (k))-(F.sub.1 (k))W.sub.1e (k)/(Φ.sub.s +1)) wherein Φ s represents the stoichiometric equivalence ratio.

Claim 4

The method as set forth in claim 2 wherein the step of limiting the fuel supplied to the engine further includes the step of modifying the EGR flow and turbocharger flow to increase the airflow into the intake manifold of said engine.

Claim 5

The method as set forth in claim 2 wherein the step of generating a compressor airflow value (W c1 (k)) includes the step of receiving an intake airflow signal from a mass airflow sensor.

Claim 6

The method as set forth in claim 1 wherein the step of generating a recirculation flow value (W 21 (k)) includes the step of calculating the recirculation flow value as a function of the intake manifold pressure (p 1 ), exhaust manifold pressure (p 2 ), and EGR valve position.

Claim 7

The method as set forth in claim 1 wherein the step of generating a recirculation flow value (W 21 (k)) includes the step of calculating the recirculation flow value in accordance with the following equation: W.sub.21 (k)=z(k)/T.sub.21 (k) wherein z represents the scaled enthalpy flow estimate derived from an adiabatic assumption of the engine system and the first law of thermodynamics, and T 21 (k) represents the EGR system temperature.

Claim 8

The method as set forth in claim 1 wherein the step of generating a recirculation flow value (W 21 (k)) includes the step of calculating the recirculation flow value in accordance with the following equation: W.sub.21 (k)=(1/T.sub.21 (k))((V.sub.1 /(γR))(dp.sub.1 (k)/dt)-f(k)) wherein T 21 (k) represents the EGR system temperature, V 1 represents the volume of the intake manifold, R represents the difference between the pressure specific heat constant and volume specific heat constant, γ represents the ratio of the pressure specific heat constant to volume specific heat constant, dp 1 (k)/dt represents an estimate of the time rate of change of the intake manifold pressure, and f(k) represents the filtered difference between the compressor mass air flow enthalpy and engine intake flow enthalpy.

Claim 9

The method as set forth in claim 1 wherein the step of generating an intake burnt gas fraction value (F 1 ) as a function of W c1 (k) and W 21 (k) includes the step of determining the burnt gas fraction in the exhaust manifold (F 2 ); determining the intake manifold pressure (p 1 ); and calculating F 1 from a differential equation defined as: dF.sub.1 /dt=(RT.sub.1 /(p.sub.1 V.sub.1))[-(W.sub.c1 +W.sub.21)F.sub.1 +W.sub.21 F.sub.2 ] wherein R equals the difference between the pressure specific heat constant and volume specific heat constant and V 1 represents the intake manifold volume.

Claim 10

The method as set forth in claim 8 wherein the step of determining the predicted exhaust gas air/fuel ratio (λ e (k)) includes calculating λ e (k) in accordance with the following equation: ##EQU5## wherein Φ s represents the stoichiometric equivalence ratio.

Claim 11

A compression ignition engine system comprising: an engine block having a plurality of combustion chambers formed therein for combusting an air/fuel mixture; a plurality of fuel injectors corresponding to the plurality of combustion chambers, responsive to a fuel injection signal, for delivering fuel to said combustion chambers; an intake manifold for delivering intake air to the plurality of combustion chambers; an exhaust manifold for transmitting exhaust gas from the plurality of combustion chambers; a turbocharger having a compressor coupled to a turbine, the turbine being in communication with the exhaust gas in the exhaust manifold and the compressor being in communication with the intake manifold such that exhaust gas drives the turbine which causes the compressor to increase the flow of ambient air into the intake manifold; an exhaust gas recirculation (EGR) conduit having an EGR valve connecting the exhaust manifold and intake manifold of the engine for regulating the rate at which exhaust gas is recirculated into the intake manifold; a manifold pressure sensor in the intake manifold for providing an intake manifold pressure signal (p 1 ); a mass airflow sensor located upstream of the compressor for providing a compressor mass airflow signal (W c1 (k)); a temperature sensor in the intake manifold for providing an intake aircharge temperature signal (T c1 ); and an engine control unit for generating said fuel injection signal comprising: a microprocessor programmed to: generate an intake airflow value (W 1e (k)) indicative of the airflow from the intake manifold into the combustion chambers; generate a recirculation flow value (W 21 (k)) indicative of the flow of exhaust gas through the exhaust gas recirculation system; determine a start of fuel injection value (SOI(k)) as a function of engine speed and fueling rate; determine the requested fueling rate (W f ,REQ) as a function of accelerator pedal position and engine speed; generate an intake burnt gas fraction (F 1 ); determine the predicted exhaust gas air/fuel ratio (λ e (k)); generate an exhaust gas air/fuel ratio limit (λ lim (k); generate a fuel injection signal (W f (k)) as a function of SOI(k), λ e (k), λ lim (k), W f ,REQ (k), W 1e (k), and F 1 (k); transmit said fuel injection signal to said plurality of fuel injectors.

Claim 12

A compression ignition engine system comprising: an engine block having a plurality of combustion chambers formed therein for combusting an air/fuel mixture; a plurality of fuel injectors corresponding to the plurality of combustion chambers, responsive to a fuel injection signal, for delivering fuel to said combustion chambers; an intake manifold for delivering intake air to the plurality of combustion chambers; an exhaust manifold for transmitting exhaust gas from the plurality of combustion chambers; a turbocharger having a compressor coupled to a turbine, the turbine being in communication with the exhaust gas in the exhaust manifold and the compressor being in communication with the intake manifold such that exhaust gas drives the turbine which causes the compressor to increase the flow of ambient air into the intake manifold; an exhaust gas recirculation (EGR) conduit having an EGR valve connecting the exhaust manifold and intake manifold of the engine for regulating the rate at which exhaust gas is recirculated into the intake manifold; a manifold pressure sensor in the intake manifold for providing an intake manifold pressure signal (p 1 ); a mass airflow sensor located upstream of the compressor for providing a compressor mass airflow signal (W c1 (k)); a temperature sensor in the intake manifold for providing an intake aircharge temperature signal (T c1 ); and an engine control unit for generating said fuel injection signal comprising: a microprocessor programmed to: generate an intake airflow value (W 1e (k)) indicative of the airflow from the intake manifold into the combustion chambers; generate a recirculation flow value (W 21 (k)) indicative of the flow of exhaust gas through the exhaust gas recirculation system; determine a start of fuel injection value (SOI(k)) as a function of engine speed and fueling rate; determine the requested fueling rate (W f ,REQ) as a function of accelerator pedal position and engine speed; generate an intake burnt gas fraction (F 1 ); determine the predicted exhaust gas air/fuel ratio (λ e (k)); generate an exhaust gas air/fuel ratio limit (λ lim (k); generate a fuel injection signal (W f (k)) as a function of SOI(k), λ e (k), λ lim (k), W f ,REQ (k), W 1e (k), and F 1 (k); transmit said fuel injection signal to said plurality of fuel injectors.

Claim 13

The compression ignition engine system of claim 10 wherein the microprocessor generates a fuel injection signal (W f ) as a function of SOI(k), λ e (k) , and λ lim (k) by comparing λ e (k) to λ lim (k) and, if λ e (k)≧λ lim (k), then setting the fuel injection signal (W f (k)) equal to the requested fueling rate (W f ,REQ) else, generating a change in start of fuel injection value (δSOI(k)) resulting in a decreased exhaust gas air/fuel ratio limit (λ lim ,new (k)) and, if λ e (k)≧λ lim ,new (k), then setting the fuel injection signal (W f (k)) equal to the requested fueling rate W f ,REQ, and modifying SOI(k) by an amount equal to δSOI(k), else, setting the fuel injection signal according to the following equation: W.sub.f (k)=min[W.sub.f,REQ (k),max(W.sub.f (k-1),B)] wherein W f (k-1) represents the previous fueling rate delivered to the engine and B is defined as: B=((1-F.sub.1 (k))W.sub.1e (k)/λ.sub.lim,new (k))-(F.sub.1 (k))W.sub.1e (k)/(Φ.sub.s +1)) wherein Φ s represents the stoichiometric equivalence ratio.

Claim 14

The compression ignition engine system of claim 10 wherein the microprocessor generates a recirculation flow value (W 21 (k)) by calculating the recirculation flow value in accordance with the following equation: W.sub.21 (k)=z(k)/T.sub.21 (k) wherein z represents the scaled enthalpy flow estimate derived from an adiabatic assumption of the engine system and the first law of thermodynamics, and T 21 (k) represents the EGR system temperature.

Claim 15

The compression ignition engine system of claim 10 wherein the microprocessor generates a recirculation flow value (W 21 (k)) by calculating the recirculation flow value in accordance with the following equation: W.sub.21 (k)=(1/T.sub.21 (k))((V.sub.1 /(γR))(dp.sub.1 (k)/dt)-f(k)) wherein T 21 (k) represents the temperature of the exhaust gas flowing from the exhaust manifold to the intake manifold, V 1 represents the volume of the intake manifold, R represents the difference between the pressure specific heat constant and volume specific heat constant, γ represents the ratio of the pressure specific heat constant to volume specific heat constant, dp 1 /dt(k) represents an estimate of the time rate of change of the intake manifold pressure, and f(k) represents the filtered difference between the compressor mass air flow enthalpy and engine intake flow enthalpy.

Claim 16

The compression ignition engine system of claim 10 wherein the microprocessor generates an intake burnt gas fraction value (F 1 ) as a function of W c1 (k) and W 21 (k) by estimating the burnt gas fraction in the exhaust manifold (F 2 ), determining the intake manifold pressure (p 1 ); and calculating F 1 as a differential equation defined as: dF.sub.1 /dt=(RT.sub.1 /(p.sub.1 V.sub.1))[-(W.sub.c1 +W.sub.21)F.sub.1 +W.sub.21 F.sub.2 ] wherein R equals the difference between the pressure specific heat constant and volume specific heat constant and V 1 represents the intake manifold volume.

Claim 17

The compression ignition engine system of claim 14 wherein the microprocessor generates the predicted exhaust gas air/fuel ratio (λ e (k)) by calculating λ e (k) in accordance with the following equation: ##EQU6## wherein Φ s represents the stoichiometric equivalence ratio.