DE102010018849A1 - Control module, particularly vehicle control system for controlling machine functions, comprises determination module for determining momentary crankshaft acceleration, and machine parameter adjusting module, which stops machine parameter - Google Patents

Abstract

The control module comprises a determination module for determining the momentary crankshaft acceleration, and a machine parameter adjusting module, which stops a machine parameter corresponding to the momentary crankshaft acceleration. The machine parameter adjusting module adjusts the machine ignition spark point of time corresponding to the leading crankshaft acceleration location.

Description

TERRITORY

The present disclosure relates to vehicle control systems, and more particularly to controlling engine function based on crankshaft acceleration.

BACKGROUND

The statements in this section merely provide background information related to the present disclosure and do not require prior art.

Machine control systems monitor the crankshaft position (machine position). The engine speed and the engine acceleration may be determined based on the machine position. For example only, fuel, ignition, and throttle position may be adjusted based on engine position, engine speed, and / or engine acceleration of the vehicle.

A crankshaft position monitoring system typically includes a control module, a crankshaft sensor, and a target wheel connected to or part of the crankshaft. The target wheel may have teeth that are monitored by the crankshaft sensor. The crankshaft sensor generates a crankshaft position signal indicative of an angular position of the target wheel (machine position).

The control module may detect a position of the target wheel via a crankshaft sensor at various intervals (time stamp). As an example, the control module may detect the machine position at intervals greater than or equal to 90 °. At intervals of 90 °, the resolution of the machine position is equal to four position samples per revolution of the crankshaft.

SUMMARY

The present disclosure provides a method and system for controlling engine operating parameters using instantaneous crankshaft acceleration. This allows the elimination of cylinder pressure sensors and reduces the cost of the vehicle.

In one embodiment, a method of operating an engine includes determining a current crankshaft acceleration and adjusting an engine parameter in response to the instantaneous crankshaft acceleration.

In another embodiment, a control system for controlling an engine includes a module for determining instantaneous crankshaft acceleration that determines instantaneous crankshaft acceleration. A machine parameter setting module sets an engine parameter in response to the instantaneous crankshaft acceleration.

Further fields of application of the present disclosure will be apparent from the detailed description given hereinafter. Of course, the detailed description and specific examples are intended for purposes of illustration only and are not intended to limit the scope of the disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The present disclosure will become more fully understood from the detailed description and the accompanying drawings, wherein:

1 Fig. 10 is a functional block diagram of a control system according to an embodiment of the present disclosure;

2 Fig. 10 is a functional block diagram of a control system according to an embodiment of the present disclosure;

3 FIG. 10 is a functional block diagram of a Kalman-based filter according to an embodiment of the present disclosure; FIG.

4 Fig. 10 is a velocity graph illustrating filtering according to an embodiment of the present disclosure;

5 Fig. 10 is an acceleration graph illustrating filtering according to an embodiment of the present disclosure;

6 Fig. 10 is an acceleration graph illustrating the tooth variation according to an embodiment of the present disclosure;

7 FIG. 10 illustrates a method of tooth spacing learning according to an embodiment of the present disclosure; FIG.

8th FIG. 10 illustrates a method for determining instantaneous engine speed and acceleration in accordance with an embodiment of the present disclosure; FIG.

9 FIG. 4 is a functional block diagram of a hybrid powertrain system with automatic start and stop control according to an embodiment of the present disclosure; FIG.

10 Figure 4 is a functional block diagram of another hybrid powertrain system according to an embodiment of the present disclosure;

11 10 is a block diagram view of a control module for carrying out the method according to the present disclosure;

12 is a high level flowchart of a method for adjusting an engine parameter in response to the instantaneous crankshaft acceleration;

13 Fig. 12 is a flow chart of a method of adjusting the phasing of a machine in accordance with the present disclosure;

14 Fig. 10 is a flowchart of a method of changing an amount of dilution; and

15 is a graph of instantaneous crankshaft acceleration as a function of combustion phasing.

DETAILED DESCRIPTION

A control module may detect the position of a crankshaft target wheel (engine position) via a crankshaft sensor at various intervals. As an example, the control module may detect the machine position at intervals greater than, equal to or less than 90 °. Intervals greater than or equal to 90 ° may be referred to as low resolution intervals. Intervals smaller than 90 ° may be referred to as high resolution intervals.

For example, a crankshaft target wheel may have 58 teeth; wherein each tooth is associated with approximately 6 ° of one turn. Fine resolution of the machine position can be provided by monitoring every increment of 6 °. By providing the fine resolution, improved position, velocity, acceleration, and jerk information relative to the machine can be generated.

The distances between the teeth (or the width of the teeth) of a Kurbelwellenzielrades are generally not identical. Variations of distances may exist. These variations may be due to manufacturing tolerances, part-to-part variation, target wheel sensor and target wheel sensor system variations, and so on. If calculations over small intervals were based on a nominal tooth spacing of, for example, 6 °, the results would include errors. The errors can render the results useless.

The embodiments disclosed herein provide methods for accurately learning the tooth spacing of a target wheel. This allows a system to accurately calculate position information over small intervals. The embodiments enable the specific tooth spacing on a target wheel of a machine to be accurately learned during and / or after the production of a vehicle.

The following description is merely exemplary in nature and is not intended to limit the disclosure, its application, or uses in any way. For the purposes of clarity, the same reference numbers will be used in the drawings to identify similar elements. As used herein, the phrase at least one of A, B and C should be construed to mean a logical (A or B or C) using a non-exclusive logical-oder. Of course, the steps within a method may be performed in a different order without changing the principles of the present disclosure.

As used herein, the term module may refer to an application specific integrated circuit (ASIC), an electronic circuit, a processor (shared, dedicated or group) and / or a memory (shared, dedicated or group) that includes one or more Execute software or firmware programs, a combinational logic circuit and / or other suitable components that provide, include, be a part of or include the described functionality.

As used herein, the term combustion cycle also refers to the repetitive stages of an engine combustion process. For example, in a 4-cycle engine, a single combustion cycle may refer to and include an intake stroke, a compression stroke, a power stroke, and an exhaust stroke. The four strokes are repeated during operation of the machine.

Although the following embodiments will be described primarily with reference to example internal combustion engines, the embodiments of the present disclosure may also apply to other internal combustion engines. For example, the present invention may apply to compression ignition, spark ignition, homogeneous spark ignition, homogeneous charge compression ignition, spark ignited, and spark assisted compression ignition engines.

In addition, various variable designations will be disclosed in the following description. The variable names are provided as examples only. The variable names are provided arbitrarily and may be used to identify or refer to different elements. For example, the variable name N may be used to refer to a number of teeth on a target wheel or the number of elements in a matrix.

Approximations of finite differences for speed (Δx / Δt) and acceleration (Δv / Δt) can be made on the basis of discretely sampled position and time information from a crankshaft target wheel sensor, such as engine speed sensor. As an angular position θ, are determined. An exemplary backward difference for the speed is shown by Expression 1 and for Time Samples 6 and 7. (Δx / Δt) ₇ = (x ₇ -x ₆ ) / (t ₇ -t ₆ ) (1)

Actual or actual derivatives (dx / dt and d ² x / dt ² ) equal to a mean derivative over an interval are more accurate.

Successive data points can be used to calculate an approximation of finite differences for mean speed. An approximation of the instantaneous speed improves as the size of the time intervals decreases. The approximation becomes more sensitive to measurement errors as the size of the time intervals decreases. See expression 2.

Each calculation of the finite difference, regardless of the interval size, gives the mean derivative over the corresponding interval when using differences from current sizes (not average sizes). For example, when the position is measured, the (actual) average speed can be calculated. When the instantaneous velocity is measured, the (actual) mean acceleration can be determined. The actual mean acceleration can not be determined on the basis of the measured position. See sample expressions 3-5 for samples 6 and 7.

The embodiments described below provide tooth learning and filtering techniques that provide accurate estimates of current position, velocity, and acceleration.

Although the following embodiments are described primarily with respect to the use of Kalman-based filters, the embodiments may apply to other applications involving non-Kalman-based filters. In 1 is now a tax system 10 shown. The tax system 10 includes a system control module 12 such as B. an electronic control module (ECM), which is a signal 14 a measured position from a position sensor 16 receives. The position sensor 16 may be a crankshaft position sensor, a gear position sensor or an electric motor position sensor. The position sensor 16 detects the teeth on a target wheel 18 , The signal 14 the measured position can be the position of the target wheel 18 such as B. a Kurbelwellenzielrades, a transmission target wheel or an electric motor target wheel. The system control module 12 can adjust the fuel and the ignition as well as the throttle and phaser position based on the signal 14 control the measured position.

The system control module 12 includes a filter 20 Kalman-based, the estimates of signals 22 - 26 the current position, speed and acceleration that are delivered to different modules. The modules can be a fuel control module 28 , an ignition control module 30 , a throttle control module 32 , a phaser control module 34 , an engine combustion module 36 , a misfire module 38 , other diagnostic modules 40 etc. include.

The machine combustion module 36 can provide information regarding combustion events of the cylinders of a machine based on the signals 22 - 26 determine the current position, speed and / or acceleration. The combustion information may be used to adjust fuel control, ignition control, throttle position, and phaser control. The combustion information may include fuel timing and fueling, spark timing, air intake, torque estimates, and the like. For example, the current acceleration information is directly related to the current output torque of a machine. The instantaneous torque is directly related to characteristics of the combustion events within the cylinders of a machine. This combustion event information may then be used to provide the aforementioned settings and / or control.

The misfire module 38 can misfire on the basis of the signals 22 - 26 detecting the current position, speed and / or acceleration. A misfire may refer to when a fuel mixture in a cylinder of a machine does not ignite and / or does not ignite at a correct time. The misfire module 38 may set the fuel timing and the fuel supply, the ignition timing, the throttle position and the phaser control based on the misfire information. The fuel control module 28 Sets the timing of the fuel injectors, the amount of time that the fuel injectors are in an open state, and / or the size of the openings of each of the fuel injectors.

The ignition control module 30 adjusts the timing of, for example, spark plugs. The ignition control module 30 may not be included when the disclosed embodiment is applied to a diesel engine. The throttle control module 32 For example, it can adjust the position of a throttle valve, controlling the flow of air into a machine. The phaser control module 34 can adjust phaser and camshaft positioning relative to a crankshaft of the engine. If more than one camshaft is included, the phaser control module may 34 adjust the relative positioning of the camshafts.

In 2 is now another tax system 50 shown. The tax system 50 includes a system control module 12 ' such as An ECM and a memory 54 , The system control module 12 ' includes a time recording module 56 , a filter 20 ' Kalman-based, a speed adjustment module 60 and a position history module 62 , The position module 62 includes a module 64 for constant acceleration, a module 66 for constant jerk and a module 68 for exponential waste. The memory 54 includes timestamp matrices 70 , Dental position matrices 72 and a unified tooth position matrix 74 ,

The time recording module 56 For example, it records timestamps during a slowdown. The timestamps may be recorded during a time learning procedure. The timestamps can be assigned to each tooth on a target wheel. The time stamps can be assigned, for example, to the falling edges of the teeth. The position, velocity and / or acceleration information may be obtained based on the stored timestamps. The timestamps can be found in the timestamp matrices 70 get saved. A different timestamp matrix can be set for each tooth. A timestamp matrix may include timestamps for a particular tooth corresponding to each revolution of a target wheel. For example, N timestamp matrices may be included, with each timestamp matrix comprising M elements. N and M can be integer values. Each of the M elements may be associated with a particular revolution of a target wheel. For example, see steps 204 - 234 from 7 below.

The filter 20 ' Kalman based on information from the time recording module 56 , from the speed setting module 60 , from the position history module 62 and from the store 54 work. The modules 28 - 40 from 1 can also be based on information from the time recording module 56 , from the speed setting module 60 , from the position history module 62 and from the store 54 work.

The speed adjustment module 60 can be used to increase or adjust the speed of a machine before performing a timing learning procedure. See, for example, the following step 202 from 7 ,

The position history module 62 can be used to get position information based on the timestamps in the timestamp matrices 70 are stored to determine. The position information may be in the tooth position matrices 72 be saved. For example, and continuing from the above example, since N time stamp matrices may be present, there may also be N tooth position matrices associated with each tooth of the target wheel. The N tooth position matrices may have X elements, where X is an integer that may be equal to M.

The position information can be accessed via a module 64 for constant acceleration, a module 66 for constant jerk and / or a module 68 be determined for exponential waste. The module 64 for constant acceleration can determine position information, such as in the steps 210 - 214 from 7 described. The module 66 Constant jerk can determine position information, such as in the steps 220 - 224 from 7 described. The module 68 for exponential decay can determine position information, such as in the steps 230 - 234 from 7 described.

The position history module 62 Can the elements of each of the dental position matrices 72 convey. The resulting averages can be in the unified tooth position matrix 74 which comprises an averaged positional element for each of the teeth of the target wheel. An example of this is in the steps 214 . 224 and 234 from 7 described.

In 3 is now a functional block diagram of a filter 20 '' shown on Kalman basis. The filter 20 '' Kalman based can be a position filter module 100 , a speed filter module 102 and an acceleration filter module 104 include. The modules 100 - 104 each include position, velocity and acceleration calculator 106 - 110 and position, velocity and acceleration estimators 112 - 116 , The output signals of the estimators 112 - 116 can be used as output signals of the filter 20 '' be provided on a Kalman basis. The modules 100 - 104 can be based on information from the modules 56 . 60 and 62 and from the store 54 from 2 work.

The position calculator 106 receives a signal 120 a measured position. The signal 120 The measured position may be generated by a crankshaft position sensor, a gear position sensor or an electric motor position sensor. The output signals of the position calculator 106 and the position estimator 112 become a first comparator 122 delivered, which is a position error signal 124 generated, the position estimation device 112 is returned.

The output signal of the position module 100 and / or the position estimator 112 can to the speed calculator 108 to be delivered. The output signals of the speed calculator 108 and the speed estimator 114 become a second comparator 124 delivered a speed error signal 126 generated, the position estimation device 114 is returned.

The output signal of the speed module 102 and / or the speed estimator 114 can go to the acceleration calculator 110 to be delivered. The output signals of the acceleration calculator 110 and the acceleration estimator 116 become a third comparator 130 delivered, which is an acceleration error signal 132 generated to the acceleration estimator 116 is returned.

The filter 20 '' Kalman-based is a state estimator. The Kalman-based filters disclosed herein are used to determine and / or estimate the current position, instantaneous velocity, and / or instantaneous acceleration of a target wheel. As part of a Kalman filter, equations describing the dynamics of the system (eg machine) are defined. These equations are used to generate an estimate of the state variables (eg, machine position, machine speed, and machine acceleration). These estimates are compared to measured values to produce error signals that are fed back to correct the estimates. For example, a discrepancy between the estimated and measured engine speeds is fed back to correct the engine speed estimate.

The filter 20 '' on Kalman basis, a filter may be 2nd order or 3rd order. In the implementation of the 2nd order filter, a state vector is used which contains two entries for velocity and acceleration. The second-order Kalman-based filter provides an estimate of, for example, engine speed compared to a measured engine speed. The measured engine speed may be based on a crankshaft position signal from a crankshaft sensor. The discrepancy between the estimated and measured values is reduced to improve the estimates of machine speed and machine acceleration.

The Kalman-based 3rd order filter is generally more accurate than the Kalman-based 2nd order filter and will thus be described in more detail below. The Kalman-based 3 rd order filter comprises a state vector x → with three entries of the position x., The velocity x. And the acceleration x .... The Kalman-based 3rd order filter provides an estimate of the position x ^, which is compared with a measured position x. The measured position x may be based on a position signal from, for example, a crankshaft sensor. The discrepancy between the estimated and measured values is used as feedback to improve the estimates of position, velocity, and acceleration.

definiert sein können. Der Ausdruck 7 umfasst Matrizes D und E, die als [1 0 0] bzw. [0] definiert sein können. Die Matrizes B und E können modifiziert werden, wenn ein Steuereingang eingeführt wird.Equations of state describing the system (eg, machine) are set up and used by the Kalman-based 3rd order filter. Example state equations are shown in expressions 6 and 7, u, w, and v are each a control input, processor noise, and measurement noise. The term 6 includes the matrices A, B and C, referred to as

can be defined. Expression 7 includes matrices D and E, which may be defined as [1 0 0] and [0], respectively. Matrices B and E can be modified when a control input is introduced.

When the Kalman-based 3rd order filter is used, the feedback is based on the position that is actually measured. This is unlike a second-order Kalman-based filter, which is based on the velocity that is estimated and not actually measured. The Kalman-based 3rd order filter provides estimates of actual derivatives. In other words, the Kalman-based 3rd order filter provides instantaneous velocity and acceleration rather than finite difference approximations.

In 4 Now a speed graph showing the filtering is shown. The speed graph shows a graph of three different speed signals 140 . 142 . 144 ready. Although the second and the third speed signal 142 . 144 as having a mean speed that is less than the average speed of the first speed signal 140 , are the second and third speed signals 142 . 144 Moved down in the graph to distinguish between the charts The speed signals 140 . 142 . 144 in reality represent the same speeds relative to time.

The first speed signal 140 FIG. 4 is an example plot of velocities (Δx / Δt) based on finite difference approximations using a nominal tooth spacing, such as. B. 6 ° for each finite position difference. The nominal tooth spacing is used for each Δx corresponding to each tooth of a target wheel. The diagram of the second speed signal 142 Figure 1 illustrates speeds based on determinations of finite differences using actual tooth spacings determined during a tooth-learning procedure. Example dentistry procedures are described herein. For the second speed signal 142 a specific position difference is determined or obtained for each tooth (eg Δx _1-58 ). The specific position differences associated with each tooth can be stored in memory. The third speed signal 144 is an example of a 3rd order Kalman-based filtering of the second speed signal 142 ,

In 5 Now, an acceleration graph showing the filtering is shown. The acceleration graph shows a graph of three different acceleration signals 150 . 152 . 154 ready. Although the second and the third acceleration signal 152 . 154 as having mean accelerations that are less than the mean acceleration of the first acceleration signal 150 , are the second and third acceleration signals 152 . 154 moved down the graph to distinguish between the graphs. The acceleration signals 150 . 152 . 154 in fact represent the same accelerations relative to time.

The first acceleration signal 150 FIG. 10 is an example diagram of accelerations (Δv / Δt) using approximations of finite differences of accelerations. FIG. The approximations of finite differences of accelerations are calculated on the basis of the finite difference approximations of velocities using a nominal pitch such as. B. 6 ° for each finite position difference determined. As shown, it is difficult to detect any changes in acceleration with respect to cylinder events based on the first acceleration signal 150 to detect.

The second acceleration signal 152 FIG. 10 is an example diagram of accelerations using determinations of finite differences of accelerations. FIG. The determinations of finite differences in accelerations are determined based on determinations of finite differences in velocities using actual tooth spaces determined during a tooth-learning procedure. For determinations of finite differences in velocities, a specific position difference for each tooth is determined or obtained (eg Δx _1-58 ). The specific position differences associated with each tooth can be stored in memory. With the distance information obtained from tooth learning, some changes and / or patterns in acceleration may be based on Cylinder events from the second acceleration signal 152 be detected. The third acceleration signal 154 is an example of a 3rd order Kalman-based filtering of the second acceleration signal 152 , From the third acceleration signal 154 changes in acceleration are clear and can be easily detected.

In 6 Now, an acceleration graph representing a tooth variation is shown. The acceleration graph is a close-up view of a portion of the third speed signal 154 from 5 , Four sinus cycles 160 - 166 are shown. The cycles 160 - 166 correspond to 4 consecutive cylinder events of a four-cylinder engine. The four cylinder events are from different cylinders. The acceleration graph is provided as an example to show changes in the acceleration of a crankshaft over various cylinder events. The use of the Kalman-based tooth learning procedures and filtering described herein enables the detection of such differences and the adjustment of the machine control based thereon.

In 7 Now a method for learning the tooth spacing (or tooth width) is shown. Although the following steps are mainly related to the embodiments of 1 - 3 The steps may be applied to other embodiments of the present disclosure.

The tooth spacing learning can take place when certain conditions exist, such as when the engine speed is approximately stationary or changes in an approximately uniform (non-oscillatory) manner. The conditions can be created if the machine does not burn. This avoids monitoring the individual accelerations and decelerations of the crankshaft due to cylinder combustion events. The procedure may be in step 200 kick off.

In step 202 For example, the engine speed may be increased or set to a predetermined speed (eg, 6000 N / min). This may be done during the production of a vehicle when a vehicle is being serviced or during operation of the vehicle.

In step 204 The machine will slow down and the combustion of the machine will be deactivated. The associated gearbox of the machine may be in park or idle position or may alternatively be in gear position. In gear position, the machine is driven by the load on the machine, for example, the gearbox, the drive shaft, the axle, the wheels, etc. backwards.

In step 204A the spark of the machine can be deactivated. In step 204B The fuel of the machine can be deactivated. In park or idle position, the engine speed decreases as the fuel is deactivated. In step 204C the air flow to the machine can be reduced. Closing the throttle reduces accelerations / decelerations of the crankshaft due to trapped mass of air and debris of the cylinders of the engine. This minimizes the amount of trapped gas during the compression and expansion strokes and reduces the amounts of crankshaft acceleration / deceleration with each cylinder event. Some crankshaft acceleration / deceleration may remain due to forces from reciprocating masses of, for example, connecting rods and pistons of the engine.

After the above mentioned conditions of step 202 - 204 have been obtained, a time history of the crankshaft position, crankshaft speed and / or crankshaft acceleration during the course of a tooth learning procedure can be determined. The accelerations and decelerations of the crankshaft due to individual cylinder events can be ignored as the timing is generated. The time course may be determined using one or more of a constant acceleration / deceleration method (steps 210 - 214 ), a constant jerk procedure (steps 220 - 224 ) and an exponential decay method (steps 230 - 234 ).

In step 210 The controller initiates a time-lapse learning assuming that the crankshaft is experiencing a constant acceleration / deceleration over time in which the tooth-learning procedure is being performed. Timestamp information is collected and stored in respective matrices for each tooth of a target wheel. For example, an input pulse may be received for each falling edge of the teeth of the target wheel and the time associated with that falling edge is recorded.

During a toothing procedure, a target wheel may undergo N revolutions, where N is an integer. Each revolution provides samples that can be stored for each tooth. If, for example a target wheel has 58 teeth, a matrix of timestamp data can be stored for each tooth. The timestamp matrices may be referred to as a first set of matrices A _1-M , each of the matrices A _1-M having M elements, where M is an integer such as M ₂ . B. 58 is. Timing learning may be maintained for a predetermined or dental training period.

In step 212 At the end of the training period, the M timestamps stored in each of the matrices A _1-M are used to determine position information for each tooth. The position information such. Angular position in degrees or pitch and / or tooth width values associated with each tooth may be stored in a second set of matrices B _1-M . The distance and / or width information can be determined from the angular positions. Each of the second set of matrices B _1-M has M elements of position data.

The crankshaft speed can be described by a constant deceleration movement. In other words, the crankshaft speed decreases linearly with time. An equation of the crankshaft position as a function of time can be created by integrating an equation of the crankshaft acceleration twice. An example equation of the crankshaft position x as a function of time is provided by the expression 8. v ₀ is the velocity and x ₀ is the position at the beginning of a revolution. t is the time and a ₀ is the acceleration corresponding to a difference between the speeds at the end and the beginning of a revolution of a target wheel. x (t) = 1 / 2a ₀ t ² + v ₀ t + x ₀ (8)

The position information stored in a second set of matrices B _1-M may be determined using Expression 8.

In step 214 For example, the M elements of position data stored in each of the second set of matrices B _1-M are averaged to provide an average estimate of the tooth spacing (or mean tooth width) associated with each tooth.

In step 220 The controller initiates a time course learning assuming that the crankshaft experiences a constant jerk over the time that the tooth learning procedure is being performed. In other words, the crankshaft acceleration changes linearly with time. Timestamp information is collected and stored in respective matrices for each tooth of a target wheel. The timestamp matrices may be referred to as a first set of matrices C _1-M , each of the matrices C _1-M having M elements. Timing learning may be maintained for a predetermined or dental training period.

In step 222 At the end of the training period, the N timestamps stored in each of the matrices C _1-M are used to determine position information for each tooth. The position information such. For example, the angular position in degrees or pitch and / or tooth width values associated with each tooth may be stored in a second set of matrices D _1-M . Each of the second set of matrices D _1-M has M elements of position data.

By integrating a jerk equation three times, an equation for the crankshaft position as a function of time is created. An example of this is provided by the expression 9, wherein j is _0, the jerk at the start of a rotation of a target wheel. x (t) = 1 / 6j ₀ t ³ + 1 / 2a ₀ t ² + v ₀ t + x ₀ (9)

The position information stored in a second set of matrices D _1-M may be determined using Expression 9.

In step 224 For example, the N elements of position data stored in each of the second set of matrices D _1-M are averaged to provide an average estimate of the tooth pitch (or mean tooth width) associated with each tooth.

In step 230 The controller initiates timing learning on an assumption that the crankshaft is experiencing an exponential decay in rotational speed over the time that the tooth learning procedure is being performed. Timestamp information is collected and stored in respective matrices for each tooth of a target wheel. The timestamp matrices may be referred to as the first set of matrices E _1-M , where each of the matrices E _1-M M has elements. Timing learning may be maintained for a predetermined or dental training period.

In step 232 At the end of the training period, the N time stamps stored in each of the matrices E _1-M are used to determine position information for each tooth. The position information such. Angular position in degrees or pitch and / or tooth width values associated with each tooth may be stored in a second set of matrices F _1-M . Each of the second set of matrices F _1-M has M elements of position data.

The velocity may be determined, for example, as provided by expression 10 and using expression 11. Variable A refers to an initial velocity at which a time course is determined minus a terminal velocity. For example, an engine speed may be 6000 revolutions per minute (N / min) when the controller initiates timing learning and is at 1600 N / min at the end of timing learning. The variable A is equal to the initial speed (eg 6000 N / min) at time t equals zero (0) (start of tooth learning time) minus the final speed (eg 1600 N / min) (end of tooth learning time duration), which is represented by the variable C. C is a constant and can be equal to the final speed (eg, 1600 N / min). k is a decay time constant that can be determined based on an exponential decay compensation curve that matches the decay of the velocity as a function of the time of the target wheel. Expression 11 may be integrated to provide expression 12. v (t) = Ae ^(-kt) + C (10) A = v (t) -C (11)

The position information stored in a second set of matrices D _1-M may be determined using Expression 12.

In step 234 For example, the M elements of position data stored in each of the second set of matrices F _1-M are averaged to provide an average estimate of the tooth spacing (or mean tooth width) associated with each tooth.

The above-described steps are intended to be illustrative examples; The steps may be performed sequentially, synchronously, simultaneously, continuously, during overlapping time periods, or in a different order, depending on the application. The tooth learning methods described above may allow a tooth spacing accuracy of about 0.01 ° or better. The middle position information from the steps 214 . 224 and 234 may be averaged or combined for each tooth to provide a combined estimate of the position information corresponding to each tooth of the target wheel.

In 8th Now, a method for determining the current engine speed and acceleration is shown. Although the following steps are mainly related to the embodiments of 1 - 3 The steps may be applied to other embodiments of the present disclosure. The procedure may be in step 300 kick off.

In step 302 For example, the actual position, velocity, and acceleration will be determined based on a signal of a measured position and on the basis of the tooth spacing learning, such as a distance measurement. B. of in 7 performed, determined. The actual machine position and speed are estimates of the current position and speed. The actual speed is determined based on a predetermined distance information of each tooth. For example, if a nominal target wheel spacing is 6 °, the actual distance associated with each tooth of the target wheel is used, such as, for example, The actual speed can be determined by dividing finite differences in the actual distance by the time associated with each tooth for one revolution of the target wheel .DELTA.t. The actual acceleration can be determined using approximations of finite differences. For example, the actual acceleration for each tooth may be based on specific actual Speeds at the beginning and at the end of a period associated with this tooth, divided by At, are determined.

In step 304 An estimate of machine position, velocity and acceleration is determined. The estimated machine position is generated based on a position error signal. The estimated engine speed is generated based on a speed error signal. The estimated engine acceleration is generated based on an acceleration error signal.

In step 306 For example, the actual machine position, velocity, and acceleration are compared, respectively, with the estimated machine position, velocity, and acceleration to produce the position, velocity, and acceleration error signals.

In step 308 For example, the estimated position, velocity, and acceleration signals are corrected based on the position, velocity, and acceleration error signals. This may include adjusting the position, velocity and acceleration components of a state vector, such as a state vector. The A vector of expression 6 above.

In step 310 The signals of the estimated position, velocity and acceleration can be output. The output signals of the estimated position, velocity and acceleration may be used to control various aspects of a machine, as described above.

The above-described steps are intended to be illustrative examples; The steps may be performed sequentially, synchronously, simultaneously, continuously, during overlapping time periods, or in a different order, depending on the application. The method described above provides estimates of the instantaneous engine speed and acceleration with minimal noise.

The embodiments disclosed herein provide for tooth learning, including tooth pitch learning, that is used to minimize noise caused by inconsistent tooth spacing. The use of a Kalman filter as described herein minimizes noise from various sources. The use of the Kalman filter allows for the minimization of noise from multiple noise sources, but does not significantly alter a primary signal.

Examples of noise from various sources are: the variation from tooth to tooth, variations after the tooth pitch is "learned", noise generated by vibration of a machine block, variation due to electrical noise imparted to the wires (electromagnetic Disturbance), a variation of the sensor response time to the passage of a tooth flank, the bending of components between a piston and a tooth target wheel, etc.

The Kalman filter may include a model of the dynamic operation of a machine system. Based on a history of measurements, the Kalman filter estimates which should be a next sample (eg, machine position, velocity, and / or acceleration). The Kalman filter uses a history of errors between estimates and measurements to characterize the noise in the machine system. Based on what the Kalman filter learns about the noise, the Kalman filter provides improved estimation (eg, position, velocity, and / or acceleration). This is done iteratively to gradually improve the estimation and provide a signal with minimal noise.

The noise may include static noise and random noise. The static and random noise may be due to a variation in sensor response time to a trailing tooth flank, a tooth to tooth variation, and a variation in magnetic properties in one area of one target wheel over another. Uneven heating and features embedded in a target wheel may distort the electrical edges (detected tooth flanks) associated with each tooth of a target wheel. As such, there are electrical and mechanical variations associated with the teeth of a target wheel. Some of the electrical and mechanical variations are static (reproducible) and some are not reproducible (jitter).

The tooth learning described above enables the removal of the static noise. The Kalman filter removes the unreproducible noise that is not learned by the system. The jitter can Introduce noise in a crankshaft position measurement and thus deteriorates the quality of this measurement.

The Kalman filter operates as a state estimator and may include data associated with the limitations of a machine or position detection system. If the frequency of the detected jitter is unrealistically high, the Kalman filter effectively ignores or ignores the jitter. When the Kalman filter successively receives a few low-frequency jitter signals, the Kalman filter allows this jitter to pass through. Low frequency jitter is allowed to pass if two small increases in noise match the model of dynamic behavior of a machine. This is unlikely to be the reception of a high frequency jitter that provides a large "mark" that is an unrealistic behavior of the machine or position detection system. The Kalman filter passes signals that closely resemble the expected behavior of a system.

The embodiments disclosed herein may be applied to various time intervals associated with a crankshaft target wheel. At high resolution intervals, the embodiments provide accurate estimates of instantaneous engine speed and acceleration. The embodiments may be used with target wheels having any number of teeth; for example, 360x. The embodiments are not limited to signal processing of the crankshaft position, but may be applied to the signal processing of a gear position and / or electric motor position. The embodiments may be used to estimate the instantaneous position, velocity and acceleration of a transmission and / or an electric motor.

The instantaneous engine speed and acceleration provided by the embodiments of the present disclosure may be used to improve control and diagnostic strategies. For example, the information may be used for a misfire diagnostic to infer and monitor engine combustion performance in real time and to improve engine performance.

In 9 is now an exemplary hybrid powertrain system 410 shown with tooth learning, filtering and positioning methods described above. Although the machine / powertrain system 410 As a rear-wheel drive (RWD) machine / powertrain, it will be appreciated that the embodiments of the present disclosure may be implemented with any other powertrain configuration. The engine / powertrain system 410 includes a drive system 412 and a powertrain system 414 , The drive system 412 includes an internal combustion engine (ICE) 416 and an electric motor or motor generator unit (MGU) 418 , The drive system 412 may also include auxiliary components, including an A / C compressor 420 and a steering pump 422 but is not limited to this. The MGU 18 and the auxiliary components are with the ICE 416 using a belt and pulley system 424 coupled. The belt and pulley system 424 can with a crankshaft 426 the ICE 416 be coupled and allow a torque between the crankshaft 426 and the MGU 418 and / or the auxiliary components is transmitted. This configuration is referred to as a belt alternator (BAS) starter system.

The crankshaft 426 drives the powertrain system 414 at. The powertrain system 414 includes a flexplate or flywheel (not shown), a torque converter or other coupling device 430 , a gearbox 432 , a cardan shaft 434 , a differential 436 , Axle shafts 438 , Brakes 440 and powered wheels 442 , A drive torque (T _PROP ) attached to the crankshaft 46 the ICE 416 is transmitted via the powertrain system components to an axle _torque (T _AXLE ) at the axle shafts 438 provide to the wheels 442 drive. The axle _torque T _AXLE may be referred to as engine / powertrain output torque. In particular, T _{PROP is used} with multiple gear ratios provided by the coupling device 430 , The gear 432 and the differential 436 be created multiplied to T _AXLE on the axle shafts 438 provide. In essence, T _{PROP is} multiplied by an effective gear ratio, which is a function of one through the coupling device 430 ratio established, a transmission ratio determined by transmission input / output shaft speeds, a differential ratio, and any other component that is a relationship in the powertrain system 414 such as a transfer case in a 4WD or 4WD (AWD) powertrain. For torque control purposes, the T _AXLE area includes the ICE 416 and the MGU 418 ,

The engine / powertrain 410 also includes a tax system 450 , which is the output torque of the MGU 418 during automatic start of the machine 416 regulates. The tax system 450 includes a System Control Module 451 Having a Transmission Control Module (TCM) 452 , a machine control module (ECM) 454 and a hybrid control module (HCM) 456 may include. The tax system 450 can the output torque of the MGU 418 based on the speed of the MGU 418 govern by a speed sensor 451 can be detected. The information from the speed sensor 451 can go directly to HCM 456 to be delivered. This allows a quick detection of the speed of the MGU 418 and the setting of the output torque of the MGU 418 , The output torque can be applied to a crankshaft of the machine 416 be applied.

The system control module 451 controls the engine / powertrain output torque via the TCM 452 , the ECM 454 and the HCM 456 is produced. The system control module 451 may be the engine / powertrain output torque based on a Zahnlernens associated with target wheels of the machine 416 , the MGU 418 and / or the transmission 432 is performed, control. The HCM 456 can have one or more sub-modules, including a BAS control processor (BCP) 458 , include, but are not limited to. The TCM 452 , the ECM 454 and the HCM 456 communicate via a controller area network bus (CAN bus) 460 together. A driver's entrance 462 communicates with the ECM. The driver's entrance 462 may include, but is not limited to, an accelerator pedal and / or a cruise control system. A driver interface 464 communicates with the TCM 452 , The driver interface 464 includes, but is not limited to, a transmission range selector (eg, a PRNDL lever). The system control module 451 can with the memory 465 communicate.

The tax system 450 may operate on the basis of coordinated torque control, which may include an axle torque range and a drive torque range. T _PROP is the crankshaft output torque that may include the EM torque contribution. The coordinated torque control according to the present disclosure implements axle torque allocation (T _AXLE allocation) in the ECM to provide allocated axle _torque (T _AXLEARB ) and distributes the drive torque control responsibility to the ECM and the HCM. This split split torque control facilitates component protection, engine overspeed prevention, and system remediation among other torque requirements in the ECM. The hybrid propulsion torque control may continue in the HCM as the ECM stops and implements the transmission torque control, regenerative braking, and engine overspeed prevention among other torque requests.

The coordinated torque control may monitor accelerator pedal position (α _PED ) and vehicle _speed (V _VEH ). A driver intended or desired axle _torque (T _AXLEDES ) is determined based on α _PED and V _VEH . For example, α _PED and V _VEH may be used as inputs to a pre-calibrated, pre-stored look-up _table providing a corresponding T _AXLEDES . The ECM 454 T _{allocates AXLEDES} and other torque _{requirements to} provide T _AXLEARB . The other torque requests include one or more torque requests provided in an axle torque request set. The torque requests are generated by a torque feature and include, but are not limited to, an absolute torque value, a minimum torque limit, a maximum torque limit, or a delta torque value request. The torque characteristics associated with the axle torque request set include, but are not limited to, a traction control system (TCS), a vehicle stability enhancement system (VSES), and a vehicle overspeed protection system (VOS). In determining T _AXLEARB , T _{AXLEARB becomes} a drive torque (T _PROPECM ) in the ECM using the effective gear ratio 454 implemented. After T _{PROPECM has been} determined, the ECM shares 454 T _PROPECM and other drive torque _requirements for which the ECM 454 is responsible, to, for a final T _PROPECM to the HCM 456 to deliver.

The HCM 456 may issue a torque request to set the engine combustion output torque to zero by deactivating the engine cylinders (eg, by shutting off the fuel to the cylinders). This may occur during vehicle coasting situations when the accelerator pedal position is zero. The fuel is shut off, for example, and the regenerative braking of the vehicle begins to convert the kinetic energy of the vehicle into electrical power via the MGU 418 to convict. To facilitate this, a torque converter lock-up clutch connecting the wheel torque to the crankshaft is engaged. This will cause the MGU 418 driven. As a result, a torque request resulting in the drive torque allocation of the ECM 454 goes, from the HCM 456 Supplied so that two torque requirements in the drive torque allocation of the ECM 454 enter: the driver / drive propulsion torque request (allocated axle torque) and a zero fuel torque request of the HCM 456 ,

The TCM 452 provides an assigned drive torque _value (T _PROPTCM ). In particular, the TCM shares 452 Torque requirements of torque characteristics too. An exemplary TCM torque feature is a transmission protection algorithm that generates a maximum torque limit to limit the torque on the transmission input shaft. The maximum torque limit indicates the maximum allowable torque through the transmission input shaft to protect transmission components.

Both T _PROPECM from the ECM 454 as well as T _PROPTCM from TCM 452 become the HCM 456 sent what completes the T _PROP allocation. In particular, the HCM shares 456 T _PROPECM , T _PROPECM and other torque _{requirements to} provide T _PROPFINAL . The other torque requests include one or more torque requests provided in a propulsion torque request set. The torque requests are each generated by a torque feature and include, but are not limited to, an absolute torque value, a minimum torque limit, a maximum torque limit, or a delta torque value request. The torque characteristics associated with the propulsion torque request set include, but are not limited to, regenerative braking, engine overspeed protection, and EM boost.

The HCM 456 determines T _ICE and T _EM on the basis of T _PROPFINAL . In particular, the HCM includes 456 an optimization algorithm, the T _PROPFINAL, based on the available output _torque from each of the ICEs 416 and the MGU 418 divides. T _ICE becomes ECM 454 sent the control signals to reach T _ICE using the ICE 416 generated. The HCM 456 generates control signals based on T _EM to reach T _EM using the MGU 418 ,

In 10 is now a functional block diagram of a machine system 500 showing the tooth learning, filtering and positioning methods described above. The machine system 500 can be configured for a hybrid electric vehicle. The machine system 500 includes a machine 502 that burns an air / fuel mixture to produce a drive torque for a vehicle, and an MGU 503 that with a power source 505 can be connected or communicate with it. The power source may include one or more batteries. Air is through a throttle valve 512 in an intake manifold 510 sucked. A system control module 514 can the machine system 500 and the corresponding modules and devices of the machine system 500 on the basis of a dental learning, in connection with target wheels of the machine 502 , the MGU 503 and / or an electric motor transmission system 602 is performed, control.

A system control module 514 commands a throttle actuator module 516 , the opening of the throttle valve 512 to regulate the amount of in the intake manifold 510 to control the sucked air. Air from the intake manifold 510 gets into cylinder of the machine 502 sucked. The machine 502 may include any number of cylinders. The system control module 514 can be a cylinder actuator module 520 instruct to selectively deactivate some of the cylinders to improve fuel economy.

Air from the intake manifold 510 is through an inlet valve 522 in the cylinder 518 sucked. The ECM 514 controls the amount of fuel through a fuel injection system 524 injected fuel. The fuel injection system 524 can fuel in the intake manifold 510 inject at a central location or may fuel into the intake manifold 510 inject in several places, such. Near the intake valve of each of the cylinders. Alternatively, the fuel injection system 524 Inject fuel directly into the cylinders.

The injected fuel mixes with the air and generates the air / fuel mixture in the cylinder 518 , A piston (not shown) within the cylinder 518 compresses the air / fuel mixture. Based on a signal from the system control module 514 energizes a spark actuator module 526 a spark plug 528 in the cylinder 518 that ignites the air / fuel mixture. The timing of the spark may be specified relative to the time when the piston is in its uppermost position, referred to as top dead center (TDC), the point at which the air / fuel mixture is most highly compressed.

The combustion of the air / fuel mixture drives the piston down, thereby driving a rotating crankshaft (not shown). The piston then begins to move up again, pushing the combustion by-products through an exhaust valve 530 out. The combustion byproducts are removed from the vehicle via an exhaust system 534 omitted. Exhaust gas flows through a catalytic converter 535 therethrough.

The inlet valve 522 can through an intake camshaft 540 be controlled while the exhaust valve 530 through an exhaust camshaft 542 can be controlled. In various implementations, multiple intake camshafts may control multiple intake valves per cylinder and / or may control the intake valves of multiple groups of cylinders. Likewise, multiple exhaust camshafts may control multiple exhaust valves per cylinder and / or may control exhaust valves for multiple groups of cylinders. The cylinder actuator module 520 may deactivate the cylinders by stopping the supply of fuel and spark and / or disabling their exhaust and / or intake valves.

The timing at which the inlet valve 522 can be opened with respect to the piston TDC by an intake cam phaser 548 to be changed. The timing at which the exhaust valve 530 can be opened with respect to the piston TDC by an exhaust cam phaser 550 to be changed. A phaser actuator module 558 controls the intake cam phaser 548 and the exhaust cam phaser 550 based on signals from the ECM 514 ,

The machine system 500 may include a loader, the compressed air to the intake manifold 510 supplies. 2 puts for example a turbocharger 560 dar. The turbocharger 560 is due to exhaust gases passing through the exhaust system 534 flow, drive and supply a compressed air charge to the intake manifold 510 , The turbocharger 560 can compress the air before the air enters the intake manifold 510 reached.

A charge pressure limiter 564 can allow the exhaust gas the turbocharger 560 bypasses, whereby the output (or the boost pressure) of the turbocharger is reduced. The system control module 514 controls the turbocharger 560 via a boost pressure actuator module 562 , The boost pressure actuator module 562 can reduce the boost pressure of the turbocharger 560 by controlling the position of the wastegate 564 modulate. The compressed air charge is through the turbocharger 560 to the intake manifold 510 delivered. An intercooler (not shown) can dissipate some of the heat of the compressed air charge generated when the air is compressed and also by proximity to the exhaust system 534 can be increased. Alternative engine systems may include a loader that supplies compressed air to the intake manifold 510 supplies and is driven by the crankshaft.

The machine system 500 can an exhaust gas recirculation valve (EGR valve) 570 that selectively exhaust to the intake manifold 510 redirects. In various implementations, the EGR valve may 570 after the turbocharger 560 be arranged. The machine system 500 The speed of the crankshaft can be measured in revolutions per minute (N / min) using a speed sensor 580 measure up. The temperature of the engine coolant may be determined using an engine coolant temperature (ECT) sensor. 582 be measured. The ECT sensor 582 can be inside the machine 502 or in other places where the coolant is circulated, such. B. on a radiator (not shown) may be arranged.

The pressure inside the intake manifold 510 can be measured using a manifold absolute pressure (MAP) sensor 584 be measured. In various implementations, the engine vacuum may be measured, wherein the engine vacuum is the difference between the ambient air pressure and the pressure within the intake manifold 510 is. The air mass entering the intake manifold 510 can flow using an air mass sensor (MAF sensor) 586 be measured. In various implementations, the MAF sensor may 586 in a housing with the throttle valve 512 are located.

The throttle actuator module 516 can the position of the throttle valve 512 using one or more throttle position sensors (TPS) 590 monitor. The ambient temperature of the air entering the machine system 500 can be aspirated using an inlet air temperature sensor (IAT sensor) 592 be measured. The ECM 514 can use signals from the sensors to make control decisions for the machine system 500 hold true.

The system control module 514 can with a transmission control module 594 communicate to coordinate the shifting of gears in a transmission (not shown). The system control module 514 For example, reduce torque during a gear change. The system control module 514 can with a hybrid control module 196 communicate to the operation of the machine 502 and the MGU 503 to coordinate. The MGU 503 can be used to generate electrical energy for use by vehicle electrical systems and / or for storage in a battery. In various implementations, the system control module may 514 , the transmission control module 594 and the hybrid control module 596 be integrated into one or more modules.

To look at the various control mechanisms of the machine 502 In abstract terms, any system that alters a machine parameter may be referred to as an actuator. The Throttle actuator module 516 For example, the wing position and therefore the opening area of the throttle valve 512 to change. The throttle actuator module 516 may therefore be referred to as an actuator and the throttle opening area may be referred to as actuator position.

Likewise, the Zündfunkenaktuatormodul 526 as the actuator, while the corresponding actuator position is the amount of pre-ignition. Other actuators include the boost pressure actuator module 562 , the EGR valve 570 , the phaser actuator module 558 , the fuel injection system 524 and the cylinder actuator module 520 , The term actuator position with respect to these actuators may correspond to the boost pressure, the EGR valve opening, the intake and exhaust cam phaser angles, the air / fuel ratio, and the number of cylinders activated, respectively.

Although the MGU 503 an electric motor torque in series and / or in parallel with the output torque of the machine 502 It should be appreciated that other configurations are also considered within the scope of this specification. The MGU 503 For example, it can be implemented as one or more electric motors that provide torque directly to the wheels 600 deliver, rather than through the electric motor transmission system 602 to lead.

The combined torque of the machine 502 and the MGU 503 is connected to an input of the gearbox 602 created. The electric motor transmission system 602 may include an automatic transmission that controls the gears in accordance with a gear shift command from the system control module 514 on. The electric motor transmission system 602 may include one or more electric motors for ratio selection, rotation assist, engine braking, regeneration, etc. An output shaft of the electric motor transmission system 602 is with an input of a differential gear 604 coupled. The differential gear 604 drives axles and wheels 600 at. wheel speed sensors 606 generate signals that are a speed of their respective wheels 600 Show.

The machine system 500 may further include a barometric pressure sensor 608 include. The barometric pressure sensor 608 may be used to determine environmental conditions that may also be used to determine a desired throttle area. The desired throttle area may correspond to a specific throttle position.

In 11 is now a block diagram view of a control module 700 shown. The control module 700 may be a standalone control module or may be one of the various control modules set forth above, including the system control module 12 from 1 . 12 ' from 2 . 451 from 9 or 514 from 10 , The control module 700 is used to represent a control module for adjusting a machine parameter based on crankshaft acceleration, which may be a stand-alone or part of one or more other modules. Different functions can take place in different modules.

In the following description, machine performance is monitored in real time based on instantaneous crankshaft acceleration and adjusts various engine control parameters to optimize engine combustion phasing. Assuming that a relatively noise free estimate of instantaneous crankshaft acceleration is available, as in FIG 1 - 10 As discussed, the following method and system enable near-perfect combustion phase control in real time.

The control module 700 has a module 710 for determining the instantaneous crankshaft acceleration. The module 710 for determining the instantaneous crankshaft acceleration determines the instantaneous crankshaft acceleration for each of the cylinders of a machine. As mentioned above, the instantaneous crankshaft acceleration may be derived from a gear and a crankshaft position sensor. The instantaneous crankshaft acceleration may occur over a portion of the crankshaft rotation. The instantaneous acceleration may, for example, take place via an angular rotation of approximately one tooth of a wheel. In many applications this is less than 10 degrees, and for special embodiments with 60 tooth wheels about 6 degrees. It should be noted that each gear may vary slightly depending on the manufacturing tolerances of the system.

The control module 700 can also be a module 712 for determining a peak crankshaft acceleration location. The peak crankshaft acceleration location determining module determines the relative location with respect to the peak crankshaft acceleration combustion process. As described below, the machine parameters can be adjusted to Crankshaft acceleration location relative to top dead center of a piston to move within a cylinder of the machine.

The control module 700 can also be an averaging module 714 include. The mean determination module 714 may determine the average of the instantaneous crankshaft acceleration over a predetermined number of engine cycles. For example, the last 50 cycles can be used in the determination. The top crankshaft acceleration location of the module 712 for determining the peak crankshaft acceleration location may also be used to generate an average corresponding to the mean of the location. Of course, determining the mean is an optional component within the system. The mean determination module 714 can determine a separate average for each of the cylinders within the machine. That is, an independent determination for the crankshaft acceleration and the peak crankshaft acceleration location may be generated for each cylinder. This allows each cylinder to be individually controlled.

A coefficient of variation determination module (COV determination module) 716 may provide a coefficient of variation for the crankshaft acceleration location and the instantaneous crankshaft acceleration. The coefficient of variation is defined as the standard deviation divided by the mean. The mean value is in the block described above 714 certainly. Thus, the coefficient of variation determination module may determine the standard deviation and provide the division of the standard deviation divided by the mean. The coefficient of variation is a dimensionless number with a threshold in the comparison module 718 can be compared. On the basis of the comparison, a machine setting may be made on a machine parameter in a machine parameter setting module 720 be performed. The machine parameter set can be of a value that is within a table 721 is stored. The comparison module 718 can compare the coefficient of variation with a predetermined threshold. For example, if the comparison is equal to or greater than the threshold, the machine setting may be in the machine parameter adjustment module 720 be performed.

The machine parameter setting module 720 may be used to adjust the combustion phasing using a combustion phase control module 722 can be used to control the dilution of an EGR into the system using a dilution module 724 be used. The combustion phase control module may be used for various types of engines, including a spark ignition engine and a compression engine, such as a spark ignition engine. As a diesel engine or a HCCI machine. For a spark ignition engine, the combustion phasing may be changed by adjusting the pre-ignition. For internal combustion engines, the combustion phasing can be changed by adjusting the injection timing.

The dilution module 724 can be used to determine the lean / dilution operating limit of the machine and thus would allow the machine to operate at its dilution limit. Dilution is accomplished by transferring exhaust gases from the exhaust system to the inlet of the cylinders.

A module 726 for setting other parameters may also be within the machine parameter setting module 720 are located. Other engine parameters that may be set alone or in conjunction with the combustion phasing and dilution module may include adjustments to the amount of fuel or to the fuel timing and to the amount of air or to the air timing.

In 12 Now, a high level flowchart of the system using instantaneous crankshaft acceleration is set forth. In step 810 an instantaneous crankshaft acceleration is determined. In step 810 the instantaneous crankshaft acceleration is determined using the process described above. The instantaneous crankshaft acceleration may replace pressure sensors that determine a pressure. Pressure sensors are additional components and thus increase the cost of the system. A crankshaft position sensor is typically included in a vehicle. Consequently, the use of a crankshaft position sensor to determine the acceleration does not increase the cost of the vehicle.

In step 812. a machine parameter is set in response to the instantaneous crankshaft acceleration. The details of this process are set out below.

In 13 Now, a method for setting a machine parameter such. B. a phase position. In step 830 For example, the instantaneous crankshaft acceleration for a cylinder can be determined. The instantaneous crankshaft acceleration can be determined for each cylinder. As mentioned above, the instantaneous crankshaft acceleration may also be an average acceleration determined over a predetermined number of engine cycles. For example, a mean instantaneous crankshaft acceleration may be determined over about 50 engine cycles. In step 832 The location of the peak acceleration can also be determined. This refers to the crankshaft angle and consequently to the combustion process. Again, the location of each of the peaks of the instantaneous crankshaft acceleration for each cylinder may be determined using a mean value determined over a predetermined number of engine cycles.

In step 832 For example, the phasing of the combustion process can be adjusted for each individual cylinder. The phasing of the combustion process may be aligned with the location of the peak of the instantaneous crankshaft acceleration. The tip can be adjusted to between about 20 degrees and about 30 degrees after top dead center. In another example, the tip may be adjusted to about 24 degrees after top dead center.

In 14 Now, another example of engine operating adjustment using instantaneous crankshaft acceleration is set forth. In step 910 the instantaneous crankshaft acceleration is provided for each of the cylinders. In step 912 For example, a coefficient of variation (COV) for the instantaneous crankshaft acceleration may be determined for each of the cylinders. This step may include determining the average of the crankshaft acceleration and the location of a peak crankshaft acceleration location. The coefficient of variation in statistical terms is the standard deviation divided by the mean. In step 914 a dilution amount is set. For example, the dilution amount may be increased while monitoring the coefficient of variation. In step 916 a coefficient of variation is compared to a threshold. Depending on the particular example, the coefficient of variation may be monitored as to whether it exceeds or is equal to a threshold. If the coefficient of variation in step 916 may exceed or be equal to a threshold, step 914 be performed again by adjusting the amount of dilution. The dilution amount can be increased until the coefficient of variation in step 916 exceeds or reaches a threshold. If the coefficient of variation in step 916 exceeds or is equal to a threshold stop step 918 or maintains a dilution setting.

In 15 Now a diagram of the acceleration as a function of the combustion phase position is set forth. In this embodiment, an optimal combustion phasing is 950 shown about 24 degrees after top dead center for peak crankshaft acceleration. An earlier combustion phasing is at the arrow 952 , which points to the left in the direction increasingly below the top dead center (BTDC), while a subsequent combustion phasing as an arrow 954 is shown, which points to the right in the direction of top dead center (ATDC).

The present disclosure enables the elimination of cylinder pressure sensors. However, using the teachings outlined above, other sensors, such as those shown in FIGS. As an air mass sensor, a knock sensor, a humidity sensor, a manifold pressure sensor and a barometric Ducksensor are also eliminated.

Those skilled in the art can now appreciate from the foregoing description that the broad teachings of the disclosure can be implemented in a variety of forms. Therefore, while this disclosure includes particular examples, the true scope of the disclosure should not be so limited since other modifications will become apparent to those skilled in the art upon a study of the drawings, the specification, and the following claims.

Claims (7)

Control module comprising: a module for determining the instantaneous crankshaft acceleration that determines an instantaneous crankshaft acceleration; and a machine parameter setting module that adjusts a machine parameter in response to the instantaneous crankshaft acceleration. The control module of claim 1, further comprising a peak crankshaft acceleration location determining module that determines a peak crankshaft acceleration location, and wherein the engine parameter adjustment module adjusts the engine spark timing based on the peak crankshaft acceleration location. The control module of claim 1, further comprising a peak crankshaft acceleration location determining module that determines a peak crankshaft acceleration location, and wherein the engine parameter adjustment module adjusts the fuel injection timing based on the peak crankshaft acceleration location. The control module of claim 1, further comprising a peak crankshaft acceleration location determining module that determines a peak crankshaft acceleration location, and wherein the engine parameter adjustment module adjusts the combustion phasing. The control module of claim 1, further comprising a peak crankshaft acceleration location determining module that determines a peak crankshaft acceleration location, and wherein the engine parameter adjustment module sets the combustion phasing to between about twenty and about thirty degrees after top dead center. The control module of claim 1, further comprising a peak crankshaft acceleration location determining module that determines a peak crankshaft acceleration location, and wherein the engine parameter adjustment module adjusts the dilution based on the peak crankshaft acceleration location. The control module of claim 6, wherein the engine parameter adjustment module adjusts the dilution in response to a coefficient of variation.

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