GB2498518A - Method of operating an internal combustion engine - Google Patents

Method of operating an internal combustion engine Download PDF

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Publication number
GB2498518A
GB2498518A GB1200387.7A GB201200387A GB2498518A GB 2498518 A GB2498518 A GB 2498518A GB 201200387 A GB201200387 A GB 201200387A GB 2498518 A GB2498518 A GB 2498518A
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GB
United Kingdom
Prior art keywords
engine
combustion
cylinder
cylinders
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
GB1200387.7A
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GB201200387D0 (en
Inventor
Emiliano Santillo
Francesco Di Gennaro
Luca Scavone
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
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Priority to GB1200387.7A priority Critical patent/GB2498518A/en
Publication of GB201200387D0 publication Critical patent/GB201200387D0/en
Publication of GB2498518A publication Critical patent/GB2498518A/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0414—Air temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
    • F02D2200/703—Atmospheric pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

Disclosed is a method for operating an internal combustion engine 110. The internal combustion engine 110 comprises an engine block 120 defining cylinders 125-128, each of which accommodates a reciprocating piston 140 to rotate a crankshaft 145. The method provides for every engine cy­linder 125-128 the steps of performing a fuel injection in the engine cylinder, determin­ing a value of a combustion parameter indicative of a crankshaft angular position at which a predetermined quantity of the injected fuel has burnt in a current engine cycle, such as the point at which 50% of the mass of fuel has been burnt. An error is calculated between a target value of the combustion parameter for a next engine cycle and the determined value. A correction term is calculated and the method adjusts a value of a parameter of the fuel injection for the next engine cycle on the basis of the error. The combustion parameter value for one or more of the engine cylinders is measured by an in cylinder pressure sensor 360. located in each of them. The combustion parameter value for at least one of the remaining engine cylinders, which does not have a pressure sensor, is estimated as a function of a target value of the combustion parameter for the current engine cycle, and of the last errors calculated for the engine cylinders provided with the in cylinder pressure sensor 360.

Description

METHOD FOR OPERATING AN INTERNAL COMBUSTION ENGINE
TECHNICAL FIELD
The present invention relates to a method for operating an internal combustion engine, in particular an internal combustion engine of a motor vehicle.
BACKGROUND
It is known that an internal combustion engine conventionally comprises an engine block defining a plurality of cylinders, each of which accommodates a reciprocating piston coupled to rotate a crankshaft. Once per engine cycle, each of the engine cylinders is supplied with a mixture of air and fuel, which burns inside the engine cylinder thereby producing hot expanding gas that causes the movement of the piston.
The fuel is injected inside the engine cylinder by means of a fuel injector, which is usually operated by an engine control unit (ECU) to perform a plurality of fuel injections per en- gine cycle, according to a multi-injection pattern. The multi-injection pattern typically in-cludes a so called main fuel injection, which is provided for supplying the most of the fuel that actually burns inside the engine cylinder. The ECU operates the main fuel injection by setting a start of injection (SQl), namely a crankshaft angular position at which the fuel injector is commanded to open, and an energizing time (El), namely a time interval dur-ing which the fuel injector is commanded to remain open.
In order to stabilize the fuel combustion and reduce the polluting emissions, the ECU may be configured to adjust the start of injection of the main fuel injection in every single engine cylinder using a closed-loop control of a combustion parameter, wherein the combustion parameter is indicative of the development of the fuel combustion inside the engine cylinder. In greater detail, the ECU is configured to perform once per engine cycle the steps of: measuring a value of the combustion parameter due to the main fuel injec-tion, calculating an error between the measured value of the combustion parameter and a target value thereof, and adjusting the start of injection of the main fuel injection to be performed in the next engine cycle so as to minimize the calculated error.
One of the mostly used combustion parameter is the so called MFB50 (Mass Fraction Burnt 50%), which is the crankshaft angular position at which the 50% of the fuel injected in the engine cylinder during the engine cycle has been burnt. The measurement of such a combustion parameter requires an in-cylinder pressure sensor, which is located inside the engine cylinder to sample the pressure within the engine cylinder during the engine cycle. The pressure sampling is then acquired by the ECU, which elaborates an in-cylinder pressure curve and extract from it the value of the MFB5O.
In view of the above, it follows that the best control accuracy of the MFBSO can be achieved only if every single engine cylinder is equipped with a dedicated in-cylinder pressure sensor. F-lowever, a serious side effect of this solution is represented by the high cost of the in-cylinder pressure sensors themselves, which generally leads many car-maker to allow not more than two in-cylinder pressure sensors per internal combus-tion engine.
An object of an embodiment of the present invention is therefore to provide a method for operating an internal combustion engine which allows a reliable and effective control of the fuel combustion, even if one or more engine cylinders are not euipped with a dedi-cated in-cylinder pressure sensor.
Another object is to attain this goal with a simple, rational and rather inexpensive solu-tion.
SUMMARY
These andlor other objects are attained by the characteristics of the embodiments of the invention as reported in the independent claims. The dependent claims recite preferred andlor especially advantageous features of the embodiments of the invention.
More particularly, an embodiment of the invention provides a method for operating an in-ternal combustion engine, wherein the internal combustion engine comprises an engine block defining a plurality of cylinders, each of which accommodates a reciprocating pis- ton coupled to rotate a crankshaft, and wherein the method provides for every engine cy-linder the steps of: -initiating a fuel injection in the engine cylinder, -determining an actual value of a combustion parameter indicative of a crankshaft angu-lar position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, for example the MFB5O, -calculating an error between a target vakie of the combustion parameter that is re- quested for a next engine cycle and the determined actual value of the combustion pa-rameter, and -adjusting a value of a controllable parameter of the fuel injection for the next engine cycle on the basis of the calculated error, wherein the determination of the actual value of the combustion parameter for one or more of the engine cylinders is performed by measuring the actual value of the combus-tion parameter through an in-cylinder pressure sensor located therein, and wherein the determination of the actual value of the combustion parameter for at least a remaining of the engine cylinders is performed by estimating the actual value of the combustion pa- rameter as a function of a target value of the combustion parameter that has been re- quested for the current engine cycle, and of the last errors calculated for the engine cy-linders provided with the in-cylinder pressure sensor.
The last errors are the errors between the determined value of the combustion parameter and the target value thereof, which had been calculated for the engine cylinders provided with the in-cylinder pressure sensor during the very last engine cycle previously per-formed in each of them.
Thanks to this solution, it is advantageously possible to estimate a reliable value of the combustion parameter also for those engine cylinders which are not equipped with a dedicated in-cylinder pressure sensor, thereby allowing the closed-loop control strategy of the fuel injection to provide a stable and effective fuel combustion, which may increase the engine performance and reduce the polluting emissions.
According to an aspect of the invention, the estimation of the actual value of the combus-tion parameter comprises the steps of: -correcting the last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor by multiplying each of them for a corresponding (numeridal) coefficient, and -estimating the actual value of the combustion parameter as a function of the target val-ue of the combustion parameter that has been requested for the current engine cycle, and of the corrected last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor.
This aspect has the advantage of improving the reliability of the estimation.
According to an aspect of the invention, the (numerical) coefficients involved in the esti-mation are empirically determined calibration values.
That means that the (numerical) coefficients used to perform the estimation are deter- mined by means of an experimental activity carried out on a real internal combustion en-gine of the same kind of the one under control, so that the estimation of the combustion parameter for the engine cylinders lacking the in-cylinder pressure sensor may advanta-geously be of the utmost reliability.
The method may perform the estimation using the same empirically determined values of the (numerical) coefficients under every operating conditions.
Alternatively, the method may perform the estimation using different empirically deter-mined values of the (numerical) coefficients for different values of the engine operating parameters.
Accordingly, an aspect of the invention provides for the method to comprise the steps of: -determining a value of a plurality of engine operating parameters, -selecting the coefficients (w125, w128) from a predetemiined set of empirically determined calibration values! on the basis of the determined values of the engine operating paranie-ters.
In spite of a greater calibration effort, this solution has the advantage of providing a more reliable estimation of the combustion parameter for the engine cylinders lacking the in-cylinder pressure sensor According to an aspect of the invention, the above mentioned engine operating parame-ters may be chosen among: engine speed, engine toad, exhaust gas recirculation rate, engine temperature, environmental temperature, environmental pressure.
This solution is advantageous because the cited parameters are generally those that mostly affect the fuel combustion inside the engine cylinders.
According to another aspect of the invention, the adjustment of the value of the controll-able parameter of the fuel injection is achieved by adding a predetermined teed-forward contribution and a feed-back contribution, wherein the feed-back contribution is deter- mined on the basis of the calculated error between the determined value of the combus-tion parameter and the target value thereof, This aspect of the invention has the advantage of improving the stability of the control strategy.
The methods according to the invention can be carried out with the help of a computer program comprising a program-code for carrying out all the steps of the method de-scribed above, and in the form of a computer program product on which the computer program is stored.
The computer program product can be embodied as an internal combustion engine com-prising an engine block defining a plurality of cylinders, each of which accommodates a reciprocating piston coupled to rotate a crankshaft and a fuel injector to inject fuel in the engine cylinder, one or more in-cylinder pressure sensors, each of which is located in-side a respective of the engine cylinders, an engine control unit (ECU), a memory system associated to the engine control unit, and the computer program stored in the memory system, so that, when the ECU executes the computer program, all the steps of the me-thod described above are carried out.
The method can be also embodied as an electromagnetic signal, said signal being mod-ulated to carry a sequence of data bits which represent a computer program to carry out all steps of the method, Another embodiment of the present invention provides an apparatus for operating an in-ternal combustion engine, wherein the internal combustion engine comprises an engine block defining a plurality of cylinders, each of which accommodates a reciprocating pis-ton coupled to rotate a crankshaft, and wherein the apparatus provides for every engine cylinder: -means for initiating a fuel injection in the engine cylinder, -means for determining an actual value of a combustion parameter indicative of a crank-shaft angular position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, -means for calculating an error between a target value of the combustion parameter that is requested for a next engine cycle and the determined actual value of the combustion parameter, and -means for adjusting a value of a controllable parameter of the fuel injection for a next engine cycle on the basis of the calculated error, wherein the means for determining the actual value of the combustion parameter for one or more of the engine cylinders is configured to measure the actual value of the combus-tion parameter through an in-cylinder pressure sensor located therein, and wherein the means for determining the actual value of the combustion parameter for at least a re-maining of the engine cylinders is configured to estimate the actual value as a function of a target value of the combustion parameter that has been requested for the current en- gine cycle, and of the last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor This embodiment of the invention has the same advantage of the method disclosed above, namely that of providing a reliable strategy to control the operation of the internal combustion engine, even if one or more engine cylinders are not equipped with an in-cylinder pressure sensor.
An embodiment of the apparatus has means for estimating the actual value of the com-bustion parameter which are configured: -to correct the last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor by multiplying each of them for a corresponding coefficient, and -to estimate the actual value of the combustion parameter as a function of the target value of the combustion parameter that has been requested for the current engine cycle, and of the corrected last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor.
In a further embodiment of the apparatus the means for estimating the actual value of the combustion parameter are configured to use coefficients which are empirically deter-mined calibration values.
Still a further embodiment of the apparatus has means for determining a value of a plu-S rality of engine operating parameters, and means for selecting the coefficients from a predetermined set of empirically determined calibration values, on the basis of the de-termined values of the engine operating parameters.
In an embodiment the means for determining a value of a plurality of engine operating parameters choose the engine operating parameters aamong engine speed, engine load, exhaust gas recirculation rate, engine temperature, environmental temperature and environmental pressure.
The apparatus furthermore can be configured to have means for determining an actual value of a combustion parameter indicative of a crankshaft angular position at which 50% of the injected fuel has been burnt inside the engine cylinder.
In another embodiment1 the means for adjusting the value of a controllable parameter of the fuel injection for the next engine cycle can be chosen to use the start of injection as a controllable parameter of the fuel injection.
The means for adjusting the value of the controllable parameter of the fuel injection can be configured to add a predetermined feed-forward contribution and a feed-back contri-bution, wherein the feed-back contribution is determined on the basis of the calculated error between the determined value of the combustion parameter and the target value thereof.
Still another embodiment of the invention provides an automotive system comprising: an internal combustion engine comprising an engine block defining a plurality of cylinders, each of which accommodates a reciprocating piston coupled to rotate a crank- shaft and a fuel injector to inject fuel in the engine cylinder, one or more in-cylinder pres-sure sensors, each of which is located inside a respective of the engine cylinders, and an electronic control unit in communication with the fuel injectors and with the in-cylinder pressure sensors, wherein the electronic control unit is configured to perform for each of the engine cylinders the steps of: -activating the fuel injector to perform a fuel injection in the engine cylinder, -determining an actual value of a combustion paraméier indicative of a crankshaft angu-lar position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, -calculating an error between a target value of the combustion parameter that is re- quested for a next engine cycle and the determined actual value of the combustion pa-rameter, and -adjusting a value of a controllable parameter of the fuel injection to be performed by the fuel injector in the next engine cycle on the basis of the calculated error, wherein the electronic control unit is further configured to determine the actual value of the combustion parameter for each of the engine cylinders provided with the in-cylinder pressure sensor by measuring the actual value of the combustion parameter using the in-cylinder pressure sensor, and wherein the electronic control unit is further configured to determine the actual value of the combustion parameter for at least a remaining of the engine cylinders by estimating the actual value of the combustion parameter as a func- tion of a target value of the combustion parameter that has been requested for the cur-rent engine cycle, and of the last errors calculated for the engine cylinders provided with the in-cylinder pressure sensor.
Also this embodiment of the invention has the same advantage of the method disclosed above1 namely that of providing a reliable strategy to control the operation of the internal combustion engine, even if one or more engine cylinder are not equipped with an in-cylinder pressure sensor
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will now be described, by way of example, with reference to the accompanying drawings.
Figure 1 shows an automotive system.
Figure 2 is the section A-A of an internal combustion engine belonging to the automotive system of figure 1.
Figure 3 is a flowchart of a method for operating the internal combustion engine belong-i ng to the automotive system of figure 1.
Figure 4 is a flowchart of a procedure included in the operating method of figure 3.
DETAILED DESCRIPTION
Some embodiments may include an automotive system 100, as shown in figures 1 and 2, that includes an internal combustion engine (ICE) 110) in this example a Diesel en-gine, having an engine block 120 defining a plurality of cylinders. In particular, the engine block 120 of the present example defines four cylinders, which are respectively indicated as 125, 126, 127 and 128. Each of the engine cylinders 125-128 accommodates a reci-procatirig piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 closes the top of each engine cylinders 125-128, and cooperates with the respective piston 140 to define a combustion chamber 150.
A fuel and air mixture (not shown) is disposed once per engine cycle in the combustion chamber 150 of each engine cylinder 125-128 and ignited, resulting in hot expanding ex- haust gasses causing reciprocal movement of the respective piston 140. The fuel com-bustion phase does not occurs at the same time in all the engine cyflnders 125-128, but according to a predetermined order, conventionally referred as firing order, which is re-peated identically every two complete rotations of the crankshaft 145. In this example, the firing order may be such that the combustion phase occurs firstly in the engine cy-linder 125, then in the engine cylinder 127, then in the engine cylinder 126, and finally in the engine cylinder 126.
In each of the engine cylinder 125-128, the fuel is provided by at least one fuel injector and the air through at east one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increases the pressure of the fuel received from a fuel source 190.
Each of the engine cylinders 125-1 28 has at least two valves 215, actuated by a cam- shaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air in-to the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through at least one exhaust port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.
The air may be distributed to the air intake port(s) 210 through an intake manifold 200.
An air intake pipe 205 may provide air from the ambient environment to the intake mani-fold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a tur-bocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the intake pipe 205 and manifold 200. An intercooler 260 disposed in the intake pipe 205 may reduce the temperature of the air. The turbine 250 rotates by receiving ex-haust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. This example shows a variable geometry turbine (VOT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.
The exhaust gases exit the turbine 250 and are directed into an exhaust system 270.
The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatment devices 280. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NO traps, hydrocarbon adsorbers, selective catalytic reduction (8CR) systems, and particulate filters. Other embodiments may include an exhaust gas recircu- lation (EGR) system 300 coupled between the exhaust manifold 225 and the intake ma- nifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the tempera-ture of the exhaust gases in the EGR system 300. An EGR valve 320 regulates a flow of exhaust gases in the EGR system 300.
The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the iCE 110.
The ECU 450 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a camshaft position sensor 410, a crank- shaft position sensor 420, exhaust pressure and temperature sensors 430, an EGR tem-perature sensor 440, and an accelerator pedal position sensor 445. In this example, the sensors include also two in-cylinder pressure sensors 360, one of which is located in the engine cylinder 125 and the other one in located in the engine cylinder 128. Each of the in-cylinder pressure sensors 360 is provided for measuring the pressure within the com-bustion chamber 150 defined by the corresponding engine cylinder.
Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.
Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system 460 and an interface bus. The memory system 460 may include various storage types including optical storage, magnetic sto- rage, solid state storage, and other non-volatile memory. The interface bus may be con-figured to send, receive, and modulate analog andlor digital signals to/from the various sensors and control devices. The CPU is configured to execute instructions stored as a Ørogram in the memory system 460, and send and receive signals to/from the interface bus. The program may embody the operating methods disclosed hereinafter, allowing the CPU to carryout out the steps of such methods and control the ICE 110.
As already mentioned, the operation of the ICE 110 basically requires to inject in each of the engine cylinder 125-128 a metered quantity of fuel once per engine cycle. This quan- tity of fuel may be injected by the fuel injector 160 through several separated fuel injec-tions, also named as injection pulses, which are performed during the same engine cycle and which globally defines a so called multi-injection pattern. The multi-injection pattern may include a main fuel injection, which provides the most of the fuel quantity that actual- ly burns inside the combustion chamber 150. The ECU 450 operates the main fuel injec-tion by determining a start of injection, namely a crankshaft angular position at which the fuel injector 160 must open, and an energizing time (ET), namely a time interval during which the fuel injector 160 must remain open, and then by commanding the fuel injector accordingly.
For each of the engine cylinders 125-128, the ECU 450 determines the start of injection of the main fuel injection using the control strategy illustrated in figure 3. The control strategy provides that, for each engine cycle, the start of injection SOl of the main fuel injection is determined through an adder 500, which calculates a sum of two contribu-tions, including a feed-forward contribution SOl-FF and a feed-back contribution SOl-F3.
However, in other embodiments, the start of injection SQl may be equal to the feed-back contribution SOl-FB only, without the addition of any feed-forward contribution SOl-FF.
The feed-forward contribution SOl-FF may be determined through a map, which corre-lates the feed-forward contribution SOl-FF to a plurality of engine operating parameters.
This map may be empirically calibrated and then stored in the memory module 260. The control strategy may provide for the ECU 450 to determine an actual value of each of the engine operating parameters involved, and for applying these values to the map, in order to obtain a corresponding value of the feed-forward contribution SOl-EF. The engine op- erating parameters may include, but are not limited to, one or more of the following: en- gine speed, engine load, exhaust gas recirculation rate, engine temperature, environ-mental temperature, and environmental pressure. Alternatively, the above mentioned map may be replaced by a more complex feed-forward control loop, which involves the same or other engine operating parameters.
The feed-back contribution SOl-FB may be initialized to zero and then cyclically adjusted with a feed-back control loop. The feed-back control loop essentially requires that the start of injection 501 determined by the adder 500 is actually used for commanding the fuel injector 160 to perform the main fuel injection in a current ith engine cycle. Then, the feed-back control loop provides for determining the crankshaft angular position MFBSO(j), at which the 50% of the fuel injected in the current ith engine cycle has actually burnt, The determined angle MFB50 is then fed back to an adder 505, which calculates an error ERR (namely a difference) between the angle MFB5OQ) and a predetermined target angle MFB5OSp(E+l), which indicates the crankshaft angular position at which the 50% of the fuel to be injected in the same engine cylinder during the next (Hi)th engine cycle is required to be burnt.
The target angle MFB5OSp(j+l) may be a constant stored in the memory system 460. Al-ternatively, the target angle MFB5O$p0+l) may depend on the engine operating conditions.
In this case, the target value MFB5OSPO.l) may be determined through a map, which cor-relates the angle MFB5O$p0+I) to a plurality of engine operating parameters. This map may be empirically calibrated and stored in the memory system 460. Accordingly, the control strategy may provide for the ECU 450 to determine an actual value of each of the engine operating parameters involved, and then for applying these measured values to the map, in order to obtain a corresponding value of the target angle MFB5OSPQ,l). The engine operating parameters may include, but are not limited to, one or more of the fol-lowing: engine speed, engine load, exhaust gas recirculation rate, engine temperature, environmental temperature, and environmental pressure.
According to the feed-back control loop, the error ERR is finally applied to a controller 510, which uses the error ERR for adjusting the feed-back contribution SOl-FB, which will be used to calculate the start of injection SQl of the main fuel injection for the next (i+l)th engine cycle, and the control strategy is repeated.
The controller 510 may be any kind of controller configured to minimize the error ERR, such as for example a proportional-integrative controller (P1). The error ERR is not only used in the feed-back control loop as explained above, but it is also memorized in the memory system 460 at least until the next engine cycle, for the reasons that will be ap-parent hereinafter.
Tuming now to the determination of the angle MFB5O0), the control strategy provides a different approach, depending on whether the engine cylinder under control is equipped with the in-cylinder pressure sensor 360 or not.
In greater detail, when the engine cylinder under control is one of those provided with the in-cylinder pressure sensor 360, in this example the engine cylinder 125 or the engine cylinder 128, the control strategy provides that the angle MFBSOØ) is measured through the in-cylinder pressure sensor 360 itself, for example with the conventional steps of sampling the in-cylinder pressure within the engine cylinder during the engine cycle, in order to acquire an in-cylinder pressure curve, and of extracting the angle MFB5O from that in-cylinder pressure curve. As a consequence, the control strategy globally provides that the error ERR is calculated according to the following equation: ERR = MFB505+ -lWFBSOjjj(fl wherein MFB50meas0 is the angle MFB5O measured for the last ith engine cycle previously performed in the same engine cylinder.
When the engine cylinder under control is one of those unprovided with the in-cylinder pressure sensor 360, in this example the engine cylinder 126 or the engine cylinder 127, the control strategy provides that the angle MFB5O() is estimated. As a consequence, the control strategy globally provides that the error ERR is calculated according to the follow-ing equation: ERR = frfPB«=Osp(3j) -MFB«=08() wherein MFB5OeSIO) is the angle MFB5O estimated for the last engine cycle previously performed in the same engine cylinder.
More particularly, the angle MFB5OeSIO} may be estimated according to the procedure illu- strated in figure 4. The procedure uses as inputs: the error ERR125 calculated for the en-gine cylinder 125 during the last engine cycle previously performed therein; the error ERR126 calculated for the engine cylinder 126 during the Last engine cycle previously per-formed therein; the error ERR127 calculated for the engine cylinder 127 during the last engine cycle previously performed therein; and the error ERR128 calculated for the engine cylinder 128 during the last engine cycle previously performed therein.
The error ERR125 is applied to a multiplier 530, which multiplies the error ERR125 to a predetermined numerical coefficient w125; the error ERR126 is applied to a multiplier 535, which multiplies the error ERR123 to a predetermined numerical coefficient w128; the error ERR127 is applied to a multiplier 540, which multiplies the error ERR127 to a predeter-mined numerical coefficient W127 and the error ERR128 is applied to a multiplier 545, which multiplies the error ERR128 to a predetermined numeric coefficient w123. The results of the multipliers 530, 535, 540 and 545 are sent to an adder 550, which calculates a term ERR as the sum thereof.
As a matter of fact, the combined effect of the multipliers 530-545 and the adder 550, re-turns that the term ERR is calculated according to the following equation: ERW = 12s X ERR12; + "126. X ERR126 ± 14/12, X ERR127 ± W12 X ERR128 The term ERR is finally applied to an adder 555, which estimates the angle MFB5Oe(i) according to the following equation: MPH = l4FBSOp() -ERW wherein MFB5OSPQ) is the target MFB5O angle which was used to control the injection in the same engine cylinder but during the last engine cycle previously performed therein.
Turning now to the coefficients w125, w126, w127 and w123, the described procedure pro-vides that the coefficients related to the engine cylinders unprovided with the in-cylinder pressure sensors 360 (in this example w125 and w127) are set to zero, whereas the coeffi- cients related to the engine cylinders actually provided with the in-cylinder pressure sen- sors 360 (in this example the coefficients W125 and w126) are empirically determined cali-bration values.
The fact of being empirically determined calibration values means that these coefficients (in this example w125 and w128) are determined through an experimental activity, which is performed on a real internal combustion engine of the same kind of the ICE 110 of the automotive system 100, and which is finalized to the determination of coefficients that re-to liably represent the relation between the angle MFB5O in the engine cylinders equipped with the in-cylinder pressure sensor 360, and the angle MFB5O in each of the remaining engine cylinders. In this way, these coefficients take advantageously into account most of the factors that actually affect the above mentioned relation, such as for example the firing order and the physical disposition of the engine cylinders.
Besides, the coefficients related to the engine cylinders actually provided with the in-cylinder pressure sensors 360 (in this example the coefficients (w125 and w128) may be empirically determined calibration values to be used in the present operating method un-der every engine operating condition. Alternatively, a set of different calibration values may be empirically determined, during the experimental activity, for different values of a plurality of engine operating parameters, and then stored in the memory system 460. The engine operating parameters may include, but are not limited to, one or more of the fol-lowing: engine speed, engine load, exhaust gas recirculation rate, engine temperature, environmental temperature, and environmental pressure. In this case, the operating me- thod may comprise the steps of determining an actual value of each of the engine oper- ating parameters involved, and then of selecting the coefficients related to the engine cy-linders actually provided with the in-cylinder pressure sensors 360 (in this example the coefficients (w125 and wl2B) from the above mentioned set of empirically determined cali- bration values, on the basis of the determined actual values of the engine operating pa-rameters.
Even if the control strategy has been illustrated with reference to an internal combustion having two cylinders equipped with the in-cylinder pressure sensors 360, it is clear that the same strategy can be used also for an internal combustion engine having just one cylinder equipped with an in-cylinder pressure sensors 360, or more generally for an internal combustion engine having any number of cylinders equipped with an in-cylinder pressure sensors 360, provided that at least one engine cylinder is unprovided with the in-cylinder pressure sensors 360.
While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the forgoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and in their legal equivalents.
REFERENCES
automotive system 110 internal combustion engine engine block cylinder 126 cylinder 127 cylinder 128 cylinder cylinderhead camshaft piston crankshaft 150 combustion chamber cam phaser fuel injector fuel rail fuelpump 190 fuelsource intake manifold 205 air intake pipe 210 intake port 215 valves 220 exhaust part 225 exhaust manifold 230 turbocharger 240 compressor 250 turbine 260 intercooler 270 exhaust system 275 exhaust pipe 280 aftertreatment devices 290 VGT actuator 300 exhaust gas recirculation system 310 EGR cooler 320 EGR valve 330 throttle body 340 mass airflow and temperature sensor 350 manifold pressure and temperature sensor 360 in-cylinderpressure sensor 380 coolant and oil temperature and level sensors 400 fuel rail pressure sensor 410 camshaft position sensor 420 crankshaft position sensor 430 exhaust pressure and temperature sensors 440 EGR temperature sensor 445 accelerator pedal position sensor 450 ECU 460 memory system 500 adder 505 adder 510 controller 530 multiplier 535 multiplier 540 multiplier 545 multiplier 550 adder 555 adder MFB5O0) MFBSO angle for the last engine cycle MFBSOesto) estimated MFB5O angle for the last engine cycle MFB5Omeas(I) measured MFB angle for the last engine cycle MFBSOSFO) target MFB5O angle for the last engine cycle MFB5OSPO+l) target MFB5O angle for the next engine cycle SOl start of injection angle SOl-FF feed-forward contribution SOl-FB feed-back contribution ERR error ERR125 error for the engine cylinder 125 ERR126 error for the engine cylinder 126 ERR127 error for the engine cylinder 127 ERRI2B error for the engine cylinder 128 ERR* tern, Wi25 coefficient Wi26 coefficient W127 coefficient W128 coefficient

Claims (1)

  1. <claim-text>CLAIMS1. A method for operating an internal combustion engine (110), wherein the internal combustion engine (110) comprises an engine block (120) defining a plurality of cylinders (125-1 28), each of which accommodates a reciprocating piston (140) coupled to rotate a crankshaft (145), and wherein the method provides for every engine cylinder (125-128) the steps of: -performing a fuel injection in the engine cylinder, -determining an actual value (MF6500)) of a combustion parameter indicative of a crank-shaft angular position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, -calculating an error (ERR) between a target value (MF8505p0+) of the combustion pa-rameter that is requested for a next engine cycle and the determined actual value (MFB5O(I)) of the combustion parameter, and -adjusting a value (301) of a controllable parameter of the fuel injection for the next en-gine cycle on the basis of the calculated error (ERR), wherein the determination of the actual value (MFB5O0)) of the combustion parameter for one or more (125, 128) of the engine cylinders is performed by measuring the actual val-ue (MFB50)) of the combustion parameter through an in-cylinder pressure sensor (360) located therein, and wherein the determination of the actual value (MFBSO0) of the corn- bustion parameter for at least a remaining (126, 127) of the engine cylinders is per-formed by estimating the actual value (MFB50estj)) of the combustion parameter as a function of a target value (MFB5O3p0)) of the combustion parameter that has been re-quested for the current engine cycle, and of the last errors (ERR125, ERR125) calculated for the engine cylinders (125, 128) provided with the in-cylinder pressure sensor (360).</claim-text> <claim-text>2. A method according to claim 1, wherein the estimation of the actual value (MFB5O65gI)) of the combustion parameter comprises the steps of: -correcting the last errors (ERR125, ERR125) calculated for the engine cylinders (125, 128) provided with the in-cylinder pressure sensor (360) by multiplying each of them for a corresponding coefficient (w125, w125), and -estimating the actual value (MFB5Oes0)) of the combustion parameter as a function of the target value (MFSSOSp(D) of the combustion parameter that has been requested for the current engine cycle, and of the corrected last errors (ERR125 ERR123) calculated for the engine cylinders (125, 128) provided with the in-cylinder pressure sensor (360).</claim-text> <claim-text>3. A method according to claim 2, wherein the coefficients (w425, w125) are empirically determined calibration values.</claim-text> <claim-text>4. A method according to claim 3, comprising the steps of: -determining a value of a plurality of engine operating parameters, -selecting the coefficients (w125, w128) from a predetermined set of empirically determined calibration values, on the basis of the determined values of the engine operating parame-ters.</claim-text> <claim-text>5. A method according to claim 4, wherein the engine operating parameters are cho- sen among: engine speed, engine load, exhaust gas recirculation rate, engine tempera-ture, environmental temperature, environmental pressure.</claim-text> <claim-text>6. A method according to any of the preceding claims, wherein the combustion para-meter is indicative of the crankshaft angular position at which the 50% of the injected fuel has been burnt inside the engine cylinder.</claim-text> <claim-text>7. A method according to any of the preceding claims, wherein the controllable para-meter of the fuel injection is a start of injection.</claim-text> <claim-text>8. A method according to any of the preceding claims, wherein the adjustment of the value (SOl) of the controllable parameter of the fuel injection is achieved by adding a predetermined feed-forward contribution (SOl-FF) and a feed-back contribution (SOt- FB), wherein the feed-back contribution (SOl-FB) is determined on the basis of the calcu-lated error (ERR) between the determined value (MFB5O) of the combustion parameter and the target value (MFB5O3) thereof 9. A computer program comprising a computer code suitable for performing the me-thod according to any of the preceding claims.10. A computer program product on which the computer program of claim 9 is stored.11. An intemal combustion engine (110) comprising an engine block (120) defining a plurality of cylinders (125-128), each of which accommodates a reciprocating piston (140) coupled to rotate a crankshaft (145) and a fuel injector (160) to inject fuel in the engine cylinder, one or more in-cylinder pressure sensors (360), each of which is located inside a respective (125, 128) of the engine cylinders, an engine control unit (450), a memory system (460) associated to the engine control unit (450), and a computer pro-gram according to claim 10 stored in the memory system (460).12. An apparatus for operating an internal combustion engine (110), wherein the inter- nat combustion engine (110) comprises an engine block (120) defining a plurality of cy-linders (125-126), each of which accommodates a reciprocating piston (140) coupled to rotate a crankshaft (145), and wherein the apparatus provides, preferably for every en-gine cylinder: -means (160) for performing a fuel injection in the engine cylinder, -means for determining an actual value (MFB5O()) of a combustion parameter indicative of a crankshaft angular position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, -means (450) for calculating on error (ERR) between a target value (MFB505p0+) of the combustion parameter that is requested for a next engine cycle and the determined ac-tual value (MF850®) of the combustion parameter, and -means (450) for adjusting a value (SQl) of a controllable parameter of the fuel injection for a next engine cycle on the basis of the calculated error (ERR), wherein the means for determining the actual value (MF6500) of the combustion para- meter for one or more (125, 128) of the engine cylinders comprise an in-cylinder pres- sure sensor (360) located therein, and wherein the means for determining the actual val- ue (MFB5O(q) of the combustion parameter for at least a remaining (126, 127) of the en- gine cylinders comprise means for estimating the actual value (MFB50es) of the com- bustion parameter as a function of a target value (MFB5OSP1)) of the combustion parame-ter that has been requested for the current engine cycle, and of the last errors (ERR125, ERR128) calculated for the engine cylinders (125, 128) provided with the in-cylinder pres-sure sensor (360).13. An automotive system (100) comprising: an internal combustion engine (110) comprising an engine block (120) defining a plurality of cylinders (125-128), each of which accommodates a reciprocating piston (140) coupled to rotate a crankshaft (145) and a fuel injector (160) to inject fuel in the engine cylinder, one or more in-cylinder pressure sensors (360). each of which is located inside a respective (125, 128) of the engine cylinders, and an electronic control unit (450) in communication with the fuel injectors (160) and with the in-cylinder pressure sensors (360), wherein the electronic control unit (450) is configured to perform for each of the engine cylinders the steps of: -activating the fuel injector (160) to perform a fuel injection in the engine cylinder, -determining an actual value (MFB5Oç)) of a combustion parameter indicative of a crank-shaft angular position at which a predetermined quantity of the injected fuel has been burnt inside the engine cylinder in a current engine cycle, -calculating an error (ERR) between a target value (MFB50504) of the combustion pa-rameter that is requested for a next engine cycle and the determined actual value (MFB500) of the combustion parameter, and -adjusting a value (801) of a controllable parameter of the fuel injection to be performed by the fuel injector (160) in the next engine cycle on the basis of the calculated error (ERR), wherein the electronic control unit (450) is further configured to determine the actual val-ue (MFBSOØ)) of the combustion parameter for each of the engine cylinders (125, 128) provided with the in-cylinder pressure sensor (360) by measuring the actual value (MFB5OQ)) of the combustion parameter using the in-cylinder pressure sensor (360), and wherein the electronic control unit (450) is further configured to determine the actual val- ue (MFB5O(j)) of the combustion parameter for at least a remaining (126, 127) of the en-gina cylinders by estimating the actual value (MFB5O0)) of the combustion parameter as a function of a target value (MFB50SPI)) of the combustion parameter that has been re-quested for the current engine cycle, and of the last errors (ERR125, ERR128) calculated for the engine cylinders (125, 128) provided with the in-cylinder pressure sensor (360).</claim-text>
GB1200387.7A 2012-01-10 2012-01-10 Method of operating an internal combustion engine Withdrawn GB2498518A (en)

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WO2005108763A2 (en) * 2004-05-06 2005-11-17 Ricardo Uk Limited Method and apparatus for measuring and correcting an in-cylinder pressure measurement
EP1643105A1 (en) * 2003-07-08 2006-04-05 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for internal combustion engine
EP2053227A1 (en) * 2007-10-24 2009-04-29 Denso Corporation Control device and control system of internal combustion engine
US20100012089A1 (en) * 2007-08-13 2010-01-21 Toyota Jidosha Kabushiki Kaisha Fuel property detector for internal combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5038737A (en) * 1989-11-21 1991-08-13 Mitsubishi Denki Kabushiki Kaisha Control apparatus for an internal combustion engine
EP1643105A1 (en) * 2003-07-08 2006-04-05 Toyota Jidosha Kabushiki Kaisha Control apparatus and control method for internal combustion engine
WO2005108763A2 (en) * 2004-05-06 2005-11-17 Ricardo Uk Limited Method and apparatus for measuring and correcting an in-cylinder pressure measurement
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EP2053227A1 (en) * 2007-10-24 2009-04-29 Denso Corporation Control device and control system of internal combustion engine

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