Method of reducing turbo lag in diesel engines having exhaust gas recirculation

Claim 2

In a compression ignition engine including a variable geometry turbocharger having a compressor and turbine, said turbine responsive to a turbocharger signal for regulating the intake manifold pressure (MAP), and an exhaust gas recirculation (EGR) passage having an EGR valve connecting an intake manifold and exhaust manifold of the engine, said EGR valve responsive to an EGR valve control signal for regulating the flow of exhaust gas and resulting mass airflow into said intake manifold (MAF), a method fo reducing turbo lag comprising the steps of: determining an intake manifold pressure and intake manifold mass airflow setpoint, MAP d and MAF d , as a function of the current engine speed and requested fueling rate (W f,REQ ) said setpoints indicative of the desired MAF and MAP for the requested fueling rate; generating modified setpoints, MAF c and MAP c , as a function of MAF d and MAP d , respectively; determining a MAP value indicative of the current intake manifold pressure; determining a MAF value indicative of the current intake manifold mass airflow: generating said turbocharger signal as a function of MAP c and said MAP value; generating said EGR valve control signal as a function of MAF c and said MAF value; and incrementally adjusting the position of said EGR valve and said turbocharger turbine as a function of said turbocharger signal and said EGR valve control signal until said MAF value corresponds to said MAF d and said MAP value corresponds to said MAP d .

Claim 3

The method as set forth in claim 1 wherein the step of generating said turbocharger signal includes generating said turbocharger signal as a function of MAP c , MAP, MAF c , and MAF.

Claim 4

The method as set forth in claim 1 wherein the step of generating said EGR valve control signal includes generating said EGR valve control signal as a function of MAP c , MAP, MAF c , and MAF.

Claim 5

The method as set forth in claim 1 wherein the steps of generating said turbocharger signal and generating said EGR valve control signal includes the steps of generating said turbocharger signal and said EGR valve control signal as a function of MAP c , MAP, MAF c , and MAF.

Claim 6

The method as set forth in claim 1 wherein said modified setpoints MAF c and MAP c are generated as a function of MAF d and MAP d such that MAF c is greater than or equal to MAF d and MAP c is less than or equal to MAP d .

Claim 7

In a compression ignition engine including a variable geometry turbocharger having a compressor and turbine, said turbine responsive to a turbocharger signal for regulating the intake manifold pressure (MAP), and an exhaust gas recirculation (EGR) passage having an EGR valve connecting an intake manifold and exhaust manifold of the engine, said EGR valve responsive to an EGR valve control signal for regulating the flow of exhaust gas and resulting mass airflow into said intake manifold (MAF), a method of reducing turbo lag comprising the steps of: determining a first value indicative of the engine speed; determining the current engine fueling rate (W f ); determining the requested fueling rate (W f,REQ ); determining a MAP value indicative of the current intake manifold pressure; determining a MAF value indicative of the current intake manifold mass airflow; and if W f,REQ >W f , then determining an intake manifold pressure and intake manifold mass airflow setpoint, MAP d and MAF d , as a function of said first value and W f,REQ ; generating modified setpoints, MAF c and MAP c , as a function of MAF d and MAP d , respectively; generating said turbocharger signal as a function of MAP c , MAP, MAF c , and MAF; generating said EGR valve control signal as a function of MAF c and said MAF value; else, generating said turbocharger signal as a function of MAP d and said MAP value; generating said EGR valve control signal as a function of MAF d and said MAF value; and incrementally adjusting the position of said EGR valve and said turbocharger turbine as a function of said turbocharger signal and said EGR valve control signal until said MAF value corresponds to said MAF d and said MAP value corresponds to said MAP d .

Claim 8

In a compression ignition engine including a variable geometry turbocharger having a compressor and turbine, said turbine responsive to a turbocharger signal for regulating the intake manifold pressure (MAP), and an exhaust gas recirculation (EGR) passage having an EGR valve connecting an intake manifold and exhaust manifold of the engine, said EGR valve responsive to an EGR valve control signal for regulating the flow of exhaust gas and resulting mass airflow into said intake manifold (MAF), a method of reducing turbo lag comprising the steps of: determining a first value indicative of the engine speed; determining the current engine fueling rate (W f ); determining the requested fueling rate (W f,REQ ); determining a MAP value indicative of the current intake manifold pressure; determining a MAF value indicative of the current intake manifold mass airflow; and if W f,REQ >W f , then determining an intake manifold pressure and intake manifold mass airflow setpoint, MAP d and MAF d , as a function of said first value and W f,REQ ; generating modified setpoints, MAF c and MAP c , as a function of MAF d and MAP d , respectively; generating said turbocharger signal as a function of MAP c , MAP, MAF c , and MAF; generating said EGR valve control signal as a function of MAF c and said MAF value; else, generating said turbocharger signal as a function of MAP d and said MAP value; generating said EGR valve control signal as a function of MAF d and said MAF value; and incrementally adjusting the position of said EGR valve and said turbocharger turbine as a function of said turbocharger signal and said EGR valve control signal until said MAF value corresponds to said MAF d and said MAP value corresponds to said MAP d .

Claim 9

The method as set forth in claim 6 wherein the step of generating said EGR valve control signal includes generating said EGR valve control signal as a function of MAP c , MAP, MAF c , and MAF.

Claim 10

In a compression ignition engine including a variable geometry turbocharger having a compressor and turbine, said turbine responsive to a turbocharger signal for regulating the intake manifold pressure (MAP), and an exhaust gas recirculation (EGR) passage having an EGR valve connecting an intake manifold and exhaust manifold of the engine, said EGR valve responsive to an EGR valve control signal for regulating the flow of exhaust gas and resulting mass airflow into said intake manifold (MAF), a method of reducing turbo lag comprising the steps of: determining a first value indicative of the engine speed; determining the current engine fueling rate (W f ); determining the requested fueling rate (W f,REQ ); determining a MAP value indicative of the current intake manifold pressure; determining a MAF value indicative of the current intake manifold mass airflow; determining an intake manifold pressure and intake manifold mass airflow setpoint, MAP d and MAF d , as a function of said first value and W f,REQ ; generating said turbocharger signal as a function of MAP c S, MAP, MAF c , and MAF; generating said EGR valve control signal as a function of MAF c and MAF; and incrementally adjusting the position of said EGR valve and said turbocharger turbine as a function of said turbocharger signal and said EGR valve control signal until said MAF value corresponds to said MAF d and said MAP value corresponds to said MAP d .

Claim 11

In a compression ignition engine including a variable geometry turbocharger having a compressor and turbine, said turbine responsive to a turbocharger signal for regulating the intake manifold pressure (MAP), and an exhaust gas recirculation (EGR) passage having an EGR valve connecting an intake manifold and exhaust manifold of the engine, said EGR valve responsive to an EGR valve control signal for regulating the flow of exhaust gas and resulting mass airflow into said intake manifold (MAF), a method of reducing turbo lag comprising the steps of: determining a first value indicative of the engine speed; determining the current engine fueling rate (W f ); determining the requested fueling rate (W f,REQ ); determining a MAP value indicative of the current intake manifold pressure; determining a MAF value indicative of the current intake manifold mass airflow; determining an intake manifold pressure and intake manifold mass airflow setpoint, MAP d and MAF d , as a function of said first value and W f,REQ ; generating said turbocharger signal as a function of MAP c S, MAP, MAF c , and MAF; generating said EGR valve control signal as a function of MAF c and MAF; and incrementally adjusting the position of said EGR valve and said turbocharger turbine as a function of said turbocharger signal and said EGR valve control signal until said MAF value corresponds to said MAF d and said MAP value corresponds to said MAP d .

Claim 12

The method as set forth in claim 8 wherein the step of generating said EGR valve control signal includes generating said EGR valve control signal as a function of MAP c , MAP, MAF c , and MAF.