METHOD AND APPARATUS FOR DETERMINING AIR MASS IN A COMBUSTION CHAMBER OF A TWO-STROKE ENGINE

Abstract: A method and apparatus are described for determining the cylinder mass of air M available for combustion in a crankcase scavenged, two-cycle engine 10, based upon the Ideal Gas Law relationship and indications of pressure P, volume V, and temperature T of air in the crankcase chamber 18, at predetermined points in the engine operating cycle. This is achieved by first determining the mass of air M T trapped and compressed in a crankcase chamber 18, and thereafter, determining the residual air mass M R remaining in the crankcase 18 after the transfer of air to the associated combustion chamber 40. Then, the actual air mass 17 transferred to the combustion chamber is determined as a function of the difference between the trapped and residual air masses. Engine trapping efficiency can be used to correct for air leakage from the combustion chamber 40 prior to cylinder exhaust port closure. The volume of the air within the crankcase chamber 18 is derived as a function of engine cycle position, with crankcase air temperature T being derived as a function of intake air temperature T IN . Air pressure P in the crankcase 18 is monitored with a pressure transducer 46.

Description: This invention relates to a method and apparatus for determining the mass of air in a combustion chamber of a crankcase scavenged two-stroke engine. In a crankcase scavenged two-stroke engine, each individual cylinder has its own separate crankcase chamber. During portions of the engine operating cycle, air is inducted into each crankcase chamber, compressed while the crankcase chamber is decreasing in volume, and then transferred to the associated cylinder combustion chamber, where it is mixed with fuel for ignition. In order to control effectively the emission and performance characteristics of such an engine, it is usually necessary to know the mass of air available at the time of combustion within each cylinder. Once this information is known, the air-fuel ratio can be adjusted accordingly to achieve the desired emission and performance objectives. Conventional hot wire or hot film sensors can be used to measure the total air-flow per cycle, in a two-stroke engine, however, these sensors tend to be relatively expensive, fragile, and easily contaminated by dirt in the air flow. Alternatives have been proposed for eliminating conventional mass air-flow sensors in crankcase scavenged, two-stroke engines, and for estimating the individual mass air-flow per cylinder. These techniques are described in U.S. Patent Nos. 4,920,790 and 4,920,789. In each case, the mass of air trapped within a crankcase chamber is determined as a function of pressure, volume, and temperature of the air during crankcase compression, prior to the transfer of air to a cylinder combustion chamber. In the preferred embodiments of each patent, correction factors are used to account for incomplete transfer of air between crankcase and combustion chambers, and to account for leakage of the transferred air out of the combustion chamber prior to closure of the cylinder exhaust port. US-4,461,260 discloses a control arrangement for a fuel injection system that senses differences in crankcase pressure at predetermined portions of the engine cycle. The arrangement measures the crankcase pressure immediately before opening and immediately after closing of the scavenge port outlet so as to sense only the peak pressure before the scavenge port outlet is opened and the minimum pressure after the scavenge port is closed. The determined pressure difference is used together with a crankshaft angle signal, ambient temperature and engine temperature to calculate the amount of air inducted into the cylinder. The present invention is directed towards determining the mass of air available for combustion in a cylinder of a crankcase scavenged, two-stroke engine, based upon derived indications of the pressure, volume, and temperature of air within the associated crankcase chamber, without requiring a correction for the incomplete transfer of air between the crankcase and combustion chambers. The present invention provides a method of determining the mass of air in a combustion chamber of a crankcase scavenged two-stroke engine as defined in claim 1. In an embodiment, this is accomplished by first determining the mass of air (M T ) trapped while undergoing compression in a crankcase chamber, and then determining the residual air mass (M R ) remaining in the crankcase, just after the transfer of air to the combustion chamber. The mass of air actually transferred to the combustion chamber is then determined directly as a function of the difference (M T - M R ) between the trapped and residual crankcase air masses. Accordingly, a correction to account for incomplete air transfer between crankcase and combustion chambers is not required. Thus, with the present invention, combustion mass air can be accurately determined using only a single correction to account for that amount of air which leaks from the cylinder combustion chamber prior to exhaust port closure. Air mass within a crankcase, both during crankcase compression and after the transfer of air to the associated combustion chamber, is preferably determined according to the Ideal Gas Law, M = PV/RT, where M, P, V, T, and R, are respectively the mass, pressure, volume, temperature, and gas constant for air within the crankcase, determined at the appropriate times during the engine operating cycle. Consequently, crankcase chamber air mass can be computed using a relatively simple algebraic relationship requiring little processing time in a conventional microprocessor-based engine control system. In an embodiment the mass of air transferred to a combustion chamber is determined on the basis of the expression α + β (M T - M R ), a predetermined linear function of the difference between the trapped and residual crankcase air masses. Accordingly, improved accuracy can be achieved when predicting the amount of transferred air mass because values for the constants α and β are selected to correspond to a best-fit line, which relates measured and calculated air flow data obtained under different engine operating conditions. Advantageously, an indication of crankcase air temperature is obtained as a function of the temperature of air inducted into the engine. This is accomplished either by assuming that the crankcase air temperature is equal to the intake temperature, or by using a more accurate functional relationship between the crankcase and intake air temperatures (by assuming that the expansion and compression of crankcase air behaves isentropically). This provides an important advantage because engine temperature sensors typically have long lag times relative to engine cycle time. As a result, intake air temperature, which is generally slowly varying, can be measured more accurately than crankcase air temperature, which varies rapidly over an engine cycle. Additionally, sensors for measuring intake air temperature already exist in most typical engine control systems. Consequently, by deriving crankcase air temperature as a function of air intake temperature, this embodiment generally does not require an additional crankcase temperature sensor. In another embodiment crankcase volume is derived as a predetermined function of the engine cycle position. Preferably, the volume within a crankcase chamber at a given time is determined from the angular rotation of the engine crankshaft as measured by apparatus which forms part of a typical engine control system. In another embodiment, the value for the air mass transferred from a crankcase chamber to its associated cylinder is corrected to account for air leakage out of the cylinder prior to closure of the exhaust port. Thus, an accurate estimate for the air mass available for combustion can be obtained. The present invention also provides apparatus for determining the mass of air in a combustion chamber of a crankcase scavenged two-stroke engine as defined in claim 8. The pressure of air within a crankcase chamber is preferably derived from a conventional pressure sensor, disposed within the crankcase chamber. This requires only the addition of a relatively inexpensive pressure transducer to a conventional computer engine control system to enable the determination of the cylinder mass air flow. The invention is equally applicable to either air or fuel based two-stroke engine control systems, where either fuel delivery or engine intake air is respectively regulated based upon the estimated cylinder mass air available for combustion. An embodiment of the present invention is described below, by way of illustration only, with reference to accompanying drawings, in which: Figure 1 is a schematic diagram of one cylinder of a crankcase scavenged two-stroke engine and a controller which includes an embodiment of system for estimating the mass of air available for combustion; and Figure 2 is a flow diagram representing an embodiment of program instructions executed by the controller of Figure 1 in determining the mass of air available for combustion. Referring to Figure 1, there is shown schematically a crankcase scavenged two-stroke engine, generally designated as 10, with a portion of the engine exterior cut away, exposing cylinder 14. Piston 12 resides within the wall of cylinder 14, with rod 16 connecting piston 12 to a rotatable crankshaft (not shown) disposed within crankcase chamber 18. Connected to engine 10 is an air intake manifold 20 with a throttle 22, and an exhaust manifold 24. Cylinder 14 communicates with exhaust manifold 24 through exhaust port 24 in the wall of cylinder 14. Intake manifold 20 communicates with cylinder 14 and crankcase chamber 18 through a reed valve checking mechanism 28, which opens into a common air transfer passage 30 linking crankcase port 32 with inlet port 34 in the wall of cylinder 14. Cylinder 14 is provided with a spark plug 36 and an electric solenoid driven fuel injector 38 projecting into combustion chamber 40. Associated with engine 10 are various conventional sensors known to the art, which provide typical signals related to engine control. Only the sensors useful in understanding this embodiment are described herein. Located within the air intake manifold 20 are a pressure sensor 42 for measuring intake manifold absolute pressure (MAP), and a temperature sensor 44 for measuring manifold air temperature (MAT). Electromagnetic sensors 48 and 50 provide pulsed signals indicative of crankshaft rotational position (ANGLE) and the top dead centre position for cylinder 14 (TDC), by sensing respectively movement of the teeth on ring gear 52 and disc 54, which are attached to the end of the engine crankshaft. The crankshaft rotational angle from top dead centre in cylinder 14 can be obtained by counting the number of pulses occurring in the ANGLE signal after the TDC pulse, then multiplying that count by the angular spacing of teeth on ring gear 52. The engine speed in revolutions per minute (RPM) may also be obtained by counting the number of TDC pulses which occur in a specified period of time, then multiplying by the appropriate conversion constant. Computer 56 is a conventional digital computer used for engine control, and includes a central processing unit, random access memory (RAM), read only memory (ROM), analog-to-digital converters, input/output circuitry, and clock circuitry. Signals from the previously mentioned sensors flow through the indicated paths and serve as inputs to computer 56. Using these inputs, computer 56 performs the appropriate conventional computations to provide an output FUEL SIGNAL to fuel injector 38 and an output SPARK ADVANCE signal to ignition system 58. Ignition system 58 generates a high voltage SPARK signal, which is applied to spark plug 36 at the appropriate time, as determined by the SPARK ADVANCE signal supplied by computer 56 and the position of the engine crankshaft given by the ANGLE and TDC input signals. Ignition system 58 may include a standard distributor or take any other appropriate form. The operation of engine 10 will now be briefly described based upon a cycle occurring in cylinder 14. During the upstroke, piston 12 moves from its lowest position in cylinder 14 towards top dead centre. During the upward movement of piston 12, air inlet port 34 and exhaust port 26 are closed off from the combustion chamber 40, and thereafter, air is inducted into crankcase chamber 18 through reed valve 28. Air in combustion chamber 40, above piston 12, is mixed with fuel from injector 38 and compressed until spark plug 36 ignites the mixture near the top of the stroke. As combustion is initiated, piston 12 begins the downstroke, reducing the volume of crankcase chamber 18 and of the air inducted therein, due to closure of reed valve 28. Towards the end of the downstroke, piston 12 uncovers exhaust port 26 to release the combusted fuel, followed by the uncovering of inlet port 34, enabling compressed air within the crankcase chamber 18 to flow through the air transfer passage 30 into cylinder 14. The cycle begins again when piston 12 reaches the lowest point in cylinder 14. In order to control two-stroke engine emission and performance characteristics effectively, it is necessary to know the mass of air available in cylinder 14 at the time of combustion. Once this information is known, the air-fuel ratio can be adjusted to achieve the emission and performance objectives. The mathematical equations, upon which this embodiment operates will now be described. Since the pressure of the air in crankcase chamber 18 never exceeds the critical pressure, it can be assumed that the crankcase air mass at any instant in time is given by the Ideal Gas Law: M = PV/RT, where M, P, V, T, and R are respectively, the mass, pressure, volume, temperature, and gas constant of the crankcase air at a specified time during the engine operating cycle. A conventional temperature sensor could be used to measure crankcase air temperature T, however, engine temperature sensors typically have a long response time compared to the engine cycle time, making it difficult to obtain accurate measurements for crankcase temperature. Thus, an alternative to the actual measurement of crankcase air temperature is used. As a first approximation, it can be assumed that the crankcase air temperature is equal to the temperature T IN of the air inducted into the engine from the intake manifold. When this approximation is applied to equation (1), an estimate for crankcase air mass is given by M = PV/RT IN , which does not require knowledge of the crankcase air temperature. A more accurate estimate for crankcase air temperature is obtained by recognizing that the compression process is relatively fast compared to the rate of heat transfer. Consequently, the net heat transfer out of crankcase chamber 18 is negligible, and the compression and expansion of air in the crankcase can be considered substantially isentropic. Accordingly, the temperature of air in the crankcase can be approximated by T = T IN (P/P IN ) γ-1 γ where P IN is the pressure of air in intake manifold 20, and γ represents the ratio of the specific heat of air at constant pressure to the specific heat at constant volume. For air, γ is approximately 1.4. Equation (3) is computationally cumbersome due to presence of the fractional exponent, and can be further simplified, without introducing significant error, by the linear curve T = T IN [ 0.732 + 0.268 (P/P IN )], which represents a best fit of equation (3) for a range in the pressure ratio (P/P IN ) from 0.8 to 1.3. Substituting the expression for T from equation (4) into equation (1) gives M = PV/{R T IN [0.732 + 0.268(P/PIN)]}, for the crankcase air mass at any instant in time during the engine operating cycle. Equation (5) eliminates the need for a crankcase temperature sensor and can be more accurate than equation (2) in estimating the mass M; however, knowledge of both the intake air temperature and pressure is required. The mass of air M T trapped and compressed in crankcase 18 can be determined by evaluating either of equations (2) or (5), at a time during engine rotation when ϑ = ϑ T , which occurs after the closure of reed valve 28, and after piston 12 passes through top dead centre, but prior to the opening of inlet port 34. Likewise, the mass of residual air M R remaining in the crankcase, after the transport of air to cylinder 14 is substantially completed, can be determined by evaluating either of equations (2) or (5), at an engine rotation of ϑ = ϑ R , which occurs near the closing of inlet port 34, but prior to the flow of any substantial amount of new air into the crankcase through reed valve 28. In terms of the trapped and residual air masses described above, an estimate for the air mass M, transferred to combustion chamber 40 from crankcase chamber 18, is given by M = M T - M R . However, it has been found that equation (6) tends to over-predict engine air flow slightly at low flow rates, apparently due to heat transfer from the crankcase, which lowers crankcase air density at the lower flow rates. This discrepancy can be minimized by use of the linear equation M = α + β(M T - M R ) to obtain a best fit between actual measured air flow data and predicted air flow based upon the Ideal Gas Law expression of either equation (2) or (5). Linear regression analysis is used to determine the best fit values for α and β based on measured and predicted air flow data for a number of different engine speed and load conditions. In order to perform the computations required to estimate air mass M according to either of equations (2) or (5), and equation (7), computer 56 is provided with the proper input signals from the appropriate engine sensors, from which the required information can be derived. In the preferred embodiments, an indication of crankcase pressure is provided by a pressure transducer 46, which is disposed within crankcase chamber 18 and develops a signal CCP for input to computer 56. Pressure sensor 46 may be any suitable type of pressure transducer which is capable of sensing the change in air pressure within crankcase chamber 18. Manifold temperature sensor 44 provides a MAT signal indicative of air intake temperature, from which computer 56 can derive a value for T IN as required by equation (2) or by equation (5), if a more accurate estimate for crankcase air temperature is desired. Likewise, manifold pressure sensor 42 provides a MAP signal, which indicates the manifold air pressure, from which computer 56 can derive a value for P IN as required by equation (5). Values for the crankcase volume V are required at engine rotational angles ϑ T and ϑ R , for computing the masses M T and M R respectively, according to either equation (2) or equation (5). The volumes corresponding to the rotations ϑ T and ϑ R are known based upon the physical design of engine 10, and are stored as a look-up table in memory as a function of ϑ T and ϑ R . As described previously, computer 56 derives the angular rotation ϑ of the engine crankshaft from the ANGLE and TDC signals provided by sensors 48 and 50, and continuously updates a stored value for ϑ in computer 56. The mass M found by using the Ideal Gas Law as modified by either equation (2) or (5), and equation (6), represents the mass of air, per cylinder, per cycle flowing into the engine. In order to convert M accurately into the mass of air per cylinder available for combustion, the engine trapping efficiency must be known. The mass of air M′ available for cylinder combustion is given by the expression M′ = M η T , where η T represents the engine trapping efficiency, which is the percentage of the mass of air flowing into a cylinder that is actually captured in the combustion chamber, after closure of the cylinder inlet and exhausts ports. The engine trapping efficiency is known to vary with engine speed and load. Conventionally, an engine dynamometer is used to measure trapping efficiency as a function of estimated air flow M, which is related to engine loading, and engine speed in RPM. The measured trapping efficiency values are normally stored as a look-up table in memory as a function of M and RPM. The described embodiment was tested on a 3 cylinder 1.2 litre, two-stroke engine. The cylinder intake port of this engine opened at ϑ = 120° after top dead centre (ATDC), and closed at ϑ = 240° ATDC. For this particular engine, the best correlation between measured and estimated air flow occurred when the masses M T and M R were computed at the engine rotational angles of ϑ T = 65° ATDC and ϑ R = 255° ATDC, respectively. In another embodiment, crankcase temperature was assumed to be equal to the intake air temperature T IN , and the crankcase air masses M T and M R were computed according to the Ideal Gas Law as modified in equation (2). For this embodiment, the best fit of measured and estimated air flow data was obtained by setting α = -0.291 and β = 0.840 in equation (7) for M in grams/cylinder/cycle. In another embodiment, crankcase temperature was estimated by equation (4), and the crankcase air masses M T and M R were computed according to the Ideal Gas Law as modified in equation (5). For this embodiment, the best fit of equation (7) to measured and estimated air flow data was obtained using the values of α = 0.0571 and β = 1.117. It should be recognized that the optimum values for the above-mentioned parameters are specific to each engine configuration, and different designs will require individual calibration on a dynamometer to determine the optimum angles ϑT and ϑ R , and correlation coefficients α and β. Referring now to Figure 2, there is shown a simplified flow diagram illustrating an embodiment of routine executed by computer 56 in estimating the cylinder air mass available for combustion. After engine startup, all counters, flags, registers, and timers within computer 56 are initialized, and system initial values stored in ROM are entered into ROM designated memory locations in the RAM. After this preliminary initialization, computer 56 continuously executes a looped main engine control program. The routine illustrated in Figure 2 is included as part of the main control program and is executed as computer 56 performs its control functions. The routine is entered at point 60, and proceeds to decision step 62, where the currently stored value for crankshaft rotational angle ϑ is compared to 0°, to determine if the the engine is at top dead centre. If the engine is at the TDC position, the routine executes step 64, otherwise the routine proceeds to decision step 66. At step 64, computer 56 reads and stores values for the intake air temperature T IN and pressure P IN , by sampling input signals MAT and MAP from the respective manifold temperature and pressure sensors 44 and 42. As an alternative to the manifold pressure sensor 44, the pressure P IN can be estimated by sampling signal CCP from crankcase pressure sensor 46. When the engine is at TDC, the crankcase pressure signal CCP approximately represents the pressure in the intake manifold 20, because reed valve 28 has not yet closed and piston 12 is not yet compressing air in crankcase 18. After completing step 64, the routine proceeds to decision step 66. At step 66, the current value for the crankshaft rotational angle ϑ is compared to ϑ T , to determine whether the crankshaft has reached the proper rotation for the calculation of the trapped crankcase air mass M T . If ϑ = ϑ T , the routine executes steps 68 to 74, otherwise, the routine proceeds to decision step 76. If step 68 is executed, computer 56 reads and stores the crankcase air pressure associated with the rotational angle ϑ T , by sampling the signal CCP provided by crankcase pressure sensor 46. Next at step 70, the value for the crankcase volume V(ϑ T ), associated with the rotational angle ϑ T , is looked up in a table stored in memory. The routine then proceeds to step 72. At step 72, a value for crankcase temperature is computed. Where crankcase temperature is assumed to be equal to the intake air temperature, T is merely set equal to T IN . On the other hand, where crankcase temperature is not assumed to equal T IN , the temperature T is computed according to equation (4) using values of T IN , P IN , and P obtained at steps 64 and 68. After completing step 72, the routine proceeds to step 74 where an estimate for the crankcase trapped air mass M T is computed by substituting the values of P, V, and T, found at steps 68 to 72, into the Ideal Gas Law equation (2). Although the Ideal Gas Law is preferably used for determining M T , other laws or relationships may be used. For example, more accuracy may be obtained by using equation (2) to compute the trapped crankcase air mass at several rotational positions during crankcase compression, and then averaging these values to obtain a final estimate for M T . Alternatively, the trapped crankcase air mass can also be determined by integrating crankcase pressure with respect to the decreasing volume during crankcase compression, as set forth in the previously mentioned U.S. Patents 4,920,790 and 4,920,789. After computing and storing the value for M T , the routine proceeds to decision step 76. At decision step 76, the current value for the crankshaft rotational angle ϑ is compared to ϑ R , to determine whether the crankshaft has reached the proper rotation for the calculation of the residual crankcase air mass M R . If ϑ = ϑ R , the routine proceeds to step 78, otherwise, the routine exits at step 94, and returns to the looped main engine control program. If step 78 is executed, computer 56 reads and stores the crankcase air pressure associated with the rotational angle ϑ R , by sampling the signal CCP provided by crankcase pressure sensor 46. Next at step 80, the value for the crankcase volume V(ϑ R ), associated with the rotational angle ϑ R , is looked up in a table stored in memory. The routine then proceeds to step 82. At step 72, a value for crankcase temperature is computed. In the embodiment of the invention where crankcase temperature is assumed to equal the intake air temperature, T is merely set equal to T IN . For the embodiment where crankcase temperature is not assumed to equal T IN , the temperature T is computed according to equation (4), using values of T IN , P IN , and P obtained at steps 64 and 78. After completing step 82, the routine proceeds to step 84 where an estimate for the residual crankcase air mass M R is computed by substituting the values of P, V, and T, found at steps 78 to 82, into the Ideal Gas Law equation (2). As previously stated, other functions based on crankcase pressure, volume, and temperature may be used; for example, a more accurate estimate for M R may be obtained by averaging the results obtained from successive application of the Ideal Gas Law at a number of rotational angles occurring near closure of intake port 34, but prior to the flow of any substantial amount of new air into crankcase crankcase 18 through reed valve 28. After computing and storing the value for M R , the routine proceeds to step decision step 86. At step 86, values for α and β, which are to be used in the following step, are retrieved from memory. In the above-described test, it was found that α = -0.291 and β = 0.840, for the embodiment where crankcase air temperature was assumed to equal T IN . For the embodiment where crankcase temperature was assumed to vary as in equation (4), it was found that α = 0.0571 and β = 1.117. Next at step 88, the mass of air M transferred from crankcase 18 to combustion chamber is computed on the basis of equation (7), as a function of the difference between the air masses M T , found at step 74, and M R , found in the previous step 84. Following step 88, the trapping efficiency of the engine is looked up in a table stored in memory, as a function of the engine speed in RPM and the value of M found in step 88. At step 92, the final cylinder air mass M′, which is available for combustion, is computed using equation (8) with the values of M and T found at steps 88 and 90. This value for M′ is stored in memory and updated each engine cycle, for use in adjusting engine control parameters during the execution of the looped main control program. After step 92 is executed, the routine is exited at step 94.

Claims: A method of determining the mass of air in a combustion chamber (40) of a crankcase scavenged two-stroke engine (10) having an operating cycle which includes a portion during which air is inducted into a crankcase chamber (18), a portion during which the inducted air is trapped within the crankcase chamber and compressed as the crankcase chamber is reduced in volume, and a portion during which the air is then transferred to the combustion chamber (40); the method comprising the steps of obtaining values indicative of the pressure (P), volume (V), and temperature (T), of the air within the crankcase chamber during the portion of the operating cycle when air is trapped and compressed within the crankcase chamber, and determining the mass of air (M T ) trapped in the crankcase chamber from the obtained values of pressure (P), volume (V), and temperature (T); obtaining values indicative of the pressure (P), volume (V) and temperature (T) of the air remaining in the crankcase chamber after the transfer of air to the combustion chamber is substantially completed, and determining the residual mass of air (M R ) remaining in the crankcase chamber from the obtained values of pressure (P), volume (V), and temperature (T); determining a trapping efficiency value representative of the amount of the transferred mass of air (M) which is trapped in the combustion chamber (40); estimating the mass of air (M) transferred to the combustion chamber as a function of the difference between the mass of air (M T ) trapped within the crankcase chamber and the mass of air (M R ) remaining within the crankcase chamber and adjusting the estimated mass of air (M) on the basis of the determined trapping efficiency value. A method according to claim 1, wherein the mass of air (M T ) trapped in the crankcase chamber (18) is determined on the basis of the Ideal Gas Law. A method according to claim 1 or 2, wherein the mass of air (M R ) remaining in the crankcase chamber (18) is determined on the basis of the Ideal Gas Law. A method according to any one of claims 1 to 3, wherein the mass of air (M) transferred to the combustion chamber (40) is determined on the basis of the expression M = α + β (M T - M R ), the terms of which are as herein defined. A method according to any preceding claim, wherein the crankcase air temperature (T) is derived as a function of the temperature of air inducted into the engine. A method according to any preceding claim, wherein the crankcase volume (V) is derived as a function of the engine cycle position. A method according to any preceding claim, wherein the crankcase pressure (P) is derived from a pressure sensor (46) located within the crankcase chamber (18) of the engine. Apparatus for determining the mass of air in a combustion chamber (40) of a crankcase scavenged two-stroke engine (10) having an operating cycle which includes a portion during which air is inducted into a crankcase chamber (18), a portion during which the inducted air is trapped within the crankcase chamber and compressed as the crankcase chamber is reduced in volume, and a portion during which the compressed air is then transferred to the combustion chamber (40); the apparatus comprising a pressure sensor (46), a volume sensor (48,50) and a temperature sensor (44) for sensing respectively the pressure, volume and temperature of the air within the crankcase chamber (18); and processing means (56) adapted to determine the mass of air (M T ) trapped in the crankcase chamber from measures of pressure, volume and temperature obtained from the sensors during the portion of the operating cycle when air is trapped and compressed within the crankcase chamber to determine the residual mass of air (M R ) remaining in the crankcase chamber from measures of pressure obtained after the transfer of air to the combustion chamber (40) is substantially complete, to estimate the mass of air (M) transferred to the combustion chamber as a function of the difference between the mass of air (M T ) trapped within the crankcase chamber and the mass of air (M R ) remaining within the crankcase chamber, and to adjust the estimated mass of air (M) on the vasis of a trapping efficiency value representative of the amount of the transferred mass of air (M) trapped in the combustion chamber.

Inventors: FRANK, RICHARD MILTON
Applicants: GENERAL MOTORS CORPORATION
Application year: 1991
Main classification: F02D41
IPC codes: G01F1, F02D45, F02B75, F02D41