Method and system of diesel engine setpoint compensation for transient operation of a heavy duty diesel engine

1. A method to improve transient emission control in an electronically controlled heavy duty diesel engine equipped with a fuel system and an air system having an EGR, and a memory within an Engine Control Module (ECM) comprising:

determining a required transient air fuel ratio;

determining a difference in air fuel ratio (setpoint minus actual), AFR;

determining a change in EGR setpoint (ΔEGR) to compensate for air system response;

determining a transient EGR setpoint;

determining a final EGR setpoint;

determining a required transient fuel system pressure setpoint;

determining a difference in fuel system pressure (setpoint minus actual), FDP;

determining a change in beginning of injection (ΔBOI);

determining a transient beginning of injection setpoint;

determining a final beginning of injection setpoint;

implementing the final EGR setpoint to compensate for the air system reaction time during transient engine operation and implementing the final BOI to compensate for the fuel system reaction times during transient engine operation to improve engine operation and reduce emissions.

2. The method of claim 1 , wherein determining said transient air fuel ratio setpoint is made using an air fuel ratio setpoint model derived from engine emission targets and fuel economy targets stored within memory.

3. The method of claim 1 , wherein determining said required air fuel ratio setpoint I made by comparing the required transient air fuel ratio setpoint with an actual air fuel ratio setpoint to compute the difference between the required transient air fuel ratio and the actual air fuel ratio Δ Air Fuel Ratio (ΔAFR).

4. The method of claim 1 , wherein multiplying ΔAFR by Δtarget engine emission/Δ AFR and dividing said sum by Δtarget engine emission/Δ EGR to calculate the change in EGR (ΔEGR) setpoint necessary to compensate for the air system response.

5. The method of claim 1 , wherein determining said transient EGR setpoint is made from an EGR setpoint model using engine emission targets and fuel economy targets.

6. The method of claim 1 , wherein determining said final EGR setpoint is made by adding the ΔEGR and the transient EGR setpoint.

7. The method of claim 1 , wherein determining the transient fuel system pressure setpoint is made by a fuel system pressure setpoint model using engine emission targets and fuel economy targets.

8. The method of claim 1 , wherein determining said ΔBOI is made by calculating a partial derivative of at least one target engine emission with respect to common rail pressure (Δtarget emission/Δ fuel system delivery pressure (ΔFDP)); calculating a partial derivative of at least one target engine emission with respect to beginning of injection (Δtarget engine emission/Δ BOI); and multiplying the ΔP rail by Δtarget emission/Δ FDP and dividing said sum by Δtarget emission/Δ BOI to calculate a required change in beginning of injection (ΔBOI).

9. The method of claim 1 , wherein determining said transient beginning of injection setpoint is made from a model using engine emission targets and fuel economy targets.

10. A method to improve transient emission control in an electronically controlled heavy duty diesel engine equipped with a common rail fuel system and an air system having an EGR system, and a memory within an Engine Control Module (ECM), comprising:

estimating a required transient air-fuel ratio setpoint from an air-fuel ratio setpoint model using engine emission targets and fuel economy targets;

comparing said required transient air-fuel ratio setpoint with an actual air fuel ratio to compute a difference between the required transient air fuel ratio and the actual air fuel ratio as Δ Air Fuel Ratio (ΔAFR);

calculating a partial derivative of at least on target engine emission with respect to Air Fuel Ratio (Δtarget engine emission/Δ AFR);

calculating a partial derivative of at least one target engine emission with respect to EGR (Δtarget engine emission/Δ EGR);

multiplying ΔAFR by Δtarget engine emission/Δ AFR and dividing said product by Δtarget engine emission/Δ EGR to calculate the change in EGR (ΔEGR) setpoint necessary to compensate for the air system response;

estimating a transient EGR setpoint from an EGR setpoint model using engine emission targets and fuel economy targets;

calculating a final EGR setpoint by adding the ΔEGR and the transient EGR setpoint;

estimating a required transient common rail pressure setpoint from a common rail pressure setpoint model using engine emission targets and fuel economy targets;

comparing said transient common rail pressure with an actual common rail pressure and computing a difference between the transient common rail pressure and the actual common rail pressure as ΔP rail ;

calculating a partial derivative of at least one target engine emission with respect to common rail pressure (Δtarget emission/Δ P rail );

calculating a partial derivative of at least one target engine emission with respect to beginning of injection (Δtarget engine emission/Δ BOI);

multiplying the ΔP rail by Δtarget emission/ΔP rail and dividing said product by Δtarget emission/Δ BOI to calculate the change in beginning of injection (ΔBOI);

estimating a transient beginning of injection setpoint from a beginning of injection setpoint model using engine emission targets and fuel economy targets;

calculating a final beginning of injection setpoint (Final BOI) by adding the ΔBOI and the transient beginning of injection setpoint;

implementing the final EGR setpoint to compensate for the air system reaction time during transient engine operation and implementing the final BOI to compensate for the fuel system reaction times during transient engine operation to improve engine operation and reduce emissions.

11. The method of claim 10 , wherein said engine emission targets are NOx, HC, BSFC and CO targets.

12. The method of claim 10 , wherein said engine measured operating conditions are engine RPM and engine Load.

13. The method of claim 10 , wherein said Air Fuel Ratio Setpoint model is neural network based.

14. The method of claim 10 , wherein said Air Fuel Ratio Setpoint is table based within the memory of the ECM.

15. The method of claim 10 , wherein said Pressure rail setpoint model is neural network based.

16. The method of claim 10 , wherein said Pressure Rail Setpoint Model is table based within the memory of the ECM.

17. The method of claim 10 , wherein said EGR setpoint Model is neural network based.

18. The method of claim 10 , wherein said EGR Setpoint Model is table based within the memory of the ECM.

19. The method of claim 10 , wherein said beginning of injection setpoint model is neural network based.

20. The method of claim 11 , wherein said beginning of injection setpoint model is table based within the memory of the ECM.