A method for operating an actuator is disclosed. The actuator may be a linear or non-linear actuator. In one example, a pseudo-inverse piecewise bilinear model is adapted in response to output of a feedback controller to improve feed forward control.

An engine assembly includes an engine and a plurality of actuators. The plurality of actuators includes a first turbine serially connected to a second turbine, the first turbine being a relatively high pressure turbine and the second turbine being a relatively low pressure turbine. A controller is configured to transmit respective command signals to the plurality of actuators. The controller is programmed to obtain respective transfer rates for the plurality of actuators based at least partially on an inversion model. The controller is programmed to control an output of the engine by commanding the plurality of actuators to respective operating parameters via the respective command signals. Prior to obtaining the respective transfer rates, the controller is programmed to determine a respective plurality of desired values and respective correction factors for the plurality of actuators.

A combustion engine with at least one injector for the injection of liquid fuel into at least one combustion chamber is provided. The injector can be regulated by means of a regulating device through an actuator triggering signal, wherein the at least one injector has an outlet opening that can be closed by means of a needle. An algorithm is contained in the regulating device, which receives as an input value at least the actuator trigger signal, and which calculates via an injector model the mass of liquid fuel transferred via the outlet opening of the injector. The regulating device compares by means of the injector model, the calculated mass with a required target value ref of the mass of liquid fuel, to correct the actuator trigger signal.

The present disclosure provides a system for adjusting a fuel injector drive signal during a fuel injection event wherein the system comprises an engine having a fuel injector, a fuel control module configured to generate control signals corresponding to a desired fueling profile of a fuel injection event, and a fueling profile interface module that outputs drive profile signals to the fuel injector in response to the control signals to cause the fuel injector to deliver an actual fueling profile, wherein the fueling profile interface module changes the drive profile signals during the fuel injection event in response to a parameter signal indicating a characteristic of the actual fueling profile.

A method to determine reference actuator positions for a gasoline engine, includes entering a base torque request, a known spark advance, a known CAM position and a known exhaust gas recirculation (EGR) valve position into an inverse torque model to generate a first iteration desired air per cylinder (APC) value. The first iteration desired APC value is passed through a deadband filter to produce a filtered first iteration desired APC signal. A Predicted As Cal (PAC) spark advance is calculated for the filtered first iteration desired APC value. The PAC spark advance and the base torque request are modified, and data from a first lookup table is entered to generate a second iteration desired APC value.

A method for operating an internal combustion engine based on a control of a supplied fresh air quantity, the method comprising the following steps: implementing an adjustment of a throttle valve for the control of the supplied fresh air quantity as a function of a setpoint mass flow via the throttle valve; determining the setpoint mass flow via the throttle valve according to a differential equation, which is a function of a control deviation ascertained as a function of a setpoint intake manifold pressure and an actual intake manifold pressure.

A control apparatus for an engine, the control apparatus includes an ECU. The ECU is configured to: calculate a normalized intake pressure; calculate a pumping loss torque based on the normalized intake pressure; calculate a first value or a value of a linear function as the normalized intake pressure, the first value is obtained by dividing the intake pressure by the atmospheric pressure; calculate the output value based on the normalized intake pressure and a relational data that associate a normalized output value with the normalized intake pressure; the output value is one of a second value obtained by dividing the pumping loss torque by the atmospheric pressure, a normalized pumping loss torque, a third value obtained by dividing an exhaust pressure by the atmospheric pressure, and a normalized exhaust pressure; and calculate one of the pumping loss torque and the exhaust pressure.

A variable geometry turbocharger control method and system for an engine air system with a variable geometry turbocharger having adjustable vanes. The method includes monitoring engine parameters; generating engine state estimates using an engine observer model; generating measured engine states based on the monitored engine parameters; computing observer error based on the differences between the measured and modeled engine states; generating model correction factors; and generating commands for adjusting the vane positions of the variable geometry turbocharger. An inverse engine observer model can generate the desired variable geometry turbocharger vane positions. The method can include generating feedback actuator commands in generating the desired variable geometry turbocharger vane positions. The correction factors can include fresh air, EGR and/or turbine mass flow correction factors.

The inverse engine model or feed forward controller 310 takes the controlled state estimates 324 generated by the engine observer model 304, the model corrections 320 generated by the observer controller 306, desired state inputs 322 and various system parameters 326 and calculates desired engine state commands 330 and feed forward mass flow terms 332 to achieve the desired D/A and F/A values included in the desired state inputs 322.

A fresh air and exhaust gas control method for an engine includes monitoring parameters of an engine in an operational state using a plurality of sensors and generating engine state estimates using an engine observer model. The engine observer model represents an intake manifold volume, an exhaust manifold volume, and a charge air cooler volume. The method also includes generating a turbocharger rotational speed estimate using a turbocharger model and calculating a fresh air flow correction factor. The method further includes determining a desired air throttle position and a desired EGR valve position based on setpoint commands, the monitored engine parameters, the fresh air flow correction factor, the engine state estimates, and the turbocharger rotational speed estimate. The method additionally includes adjusting the air throttle based on the desired air throttle position and adjusting the EGR valve based on the desired EGR valve position.

A discrete time rate-based model predictive controller for air path control for a diesel engine regulates VGT position and EGR valve position to specified set points by coordinated control of intake manifold air pressure and EGR rate. The controller may be configured to measure or estimate at least one of the intake manifold pressure and EGR rate. A non-linear discrete time rate-based predictive model may be used, as developed by the controller.