ENGINE ERROR DETECTION SYSTEM

• US 20160109330A1
• Filed: 10/12/2015
• Published: 04/21/2016
• Est. Priority Date: 10/16/2014
• Status: Active Grant

• Current Assignee: Tula Technology, Incorporated
• Original Assignee: Tula Technology, Incorporated
• Inventors: CHEN, Shikui Kevin, NAGASHIMA, Masaki, CHIEN, Li-Chun
• Granted Patent: US 9,784,644 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: F02D 2200/1012 Engine speed gradient
• CPC Class Codes: F02D 2200/1015 Engines misfires
• CPC Class Codes: F02D 35/024 using an estimation
• CPC Class Codes: F02D 41/0087 Selective cylinder activation, i.e. partial cylinder operation deceleration cut-off F02D41/123
• CPC Class Codes: F02D 41/0097 using means for generating speed signals
• CPC Class Codes: F02D 41/22 Safety or indicating devices for abnormal conditions in air/fuel ratio feedback systems F02D41/1495, in electric control linkage F02D11/107, in purge control systems F02M25/0809
• CPC Class Codes: G01M 15/11 by detecting misfire

Abstract

A variety of methods and arrangements for detecting misfire and other engine-related errors are described. In one aspect, a window is assigned to a target firing opportunity for a target working chamber. There is an attempt to fire a target working chamber during the target firing opportunity. A change in an engine parameter (e.g., crankshaft angular acceleration) is measured during the window. A model (e.g., a pressure model) is used to help determine an expected change in the engine parameter during the target firing opportunity. Based on a comparison of the expected change and the measured change in the engine parameter, a determination is made as to whether an engine error (e.g., misfire) has occurred.

Claims

1. A method for detecting misfire in an engine, the engine having a plurality of working chambers and being operated in a skip fire manner, the method comprising:

assigning a window to a target firing opportunity;

attempting to fire a target working chamber during the target firing opportunity;

measuring a change in an engine parameter during the target firing opportunity;

using a multi-cylinder pressure model to help determine an expected change in the engine parameter during the target firing opportunity wherein the pressure model involves estimating pressure in a skipped working chamber; and

based on a comparison between the expected change and the measured change, determining whether the target working chamber misfired.

2. A method as recited in claim 1 wherein the engine parameter is crankshaft acceleration.

3. A method as recited in claim 1 wherein the multi-cylinder pressure model involves modeling pressure within each working chamber during a time period between intake valve closure and exhaust valve opening of the target firing opportunity.

4. A method as recited in claim 1 wherein the pressure model takes into account at least one selected from the group consisting of a rise of temperature in a working chamber due to combustion, fuel mass used to fuel combustion, energy conversion efficiency, ignition timing, residual fraction, leakage rate, fuel properties such as heating value, and total mass of mixture in a working chamber.

5. A method as recited in claim 1 further comprising using the pressure model to determine an expected torque generated by the working chambers of the engine during the target firing opportunity.

6. A method as recited in claim 5 wherein the determination of the expected torque is based on at least one selected from the group consisting of crankcase pressure, crank radius, pin offset, connecting rod length and piston face cross-sectional area.

7. A method as recited in claim 5 wherein:

the expected torque, which is determined based on the pressure model, is used to determine an expected crankshaft acceleration; and

the determination of the expected crankshaft acceleration is based on at least one selected from the group consisting of engine speed, intake manifold absolute pressure, intake manifold air temperature, air per cylinder, cam phasing, connecting rod length, compression ratio, valve opening window, pin offset, injection timing, spark timing, the moment of inertia of a crankshaft, the moment of inertia of a flywheel, the moment of inertia of a rotating component, a mass of a piston, a mass of a ring and a mass of a linear motion component.

8. A method as recited in claim 1 wherein the determination of the misfire is based at least in part on A, B and A′

wherein A is the expected change in the engine parameter based on the model, A′

is one of an expected change in the engine parameter based on mass air charge and a low-pass filtered mean of A and B is the measured change in the engine parameter.

9. A method as recited in claim 8 wherein the determination of the misfire is based at least in part on

10. A method as recited in claim 8 wherein the determination of the misfire further includes:

calculating a value Y that is based on A, B and A′

; and

calculating a value X that is based on an exponentiation of Y;

determining whether a misfire has occurred in the target working chamber based at least in part on the value X.

11. A method as recited in claim 1 further comprising:

detecting a first offset between the estimated expected change and the measured change in the engine parameter;

adjusting the pressure model based on the first offset; and

repeating the pressure model usage and measurement operations, thereby providing a second expected change and a second measured change in the engine parameter wherein a second offset between the second expected change and the second measured change is reduced relative to the first offset as a result of the model adjustment.

12. A misfire detection system for determining whether a particular working chamber in an engine has misfired, the engine being operated in a skip fire manner, the misfire detection system comprising:

an engine parameter measurement module that is arranged to;

assign a window to a target firing opportunity; and

measure a change in an engine parameter during the target firing opportunity; and

a misfire detection module that is arranged to;

use a pressure model to help determine an expected change in the engine parameter during the target firing opportunity wherein the pressure model involves estimating pressure in a skipped working chamber; and

determine whether the target working chamber misfired based on a comparison between the expected change and the measured change.

13. A misfire detection system as recited in claim 12 wherein the engine parameter is crankshaft acceleration.

14. A misfire detection system as recited in claim 12 wherein the pressure model involves modeling pressure within a working chamber during a time period between intake valve closure and exhaust valve opening.

15. A misfire detection system as recited in claim 12 wherein the multi-cylinder pressure model takes into account at least one selected from the group consisting of a rise of temperature in a working chamber due to combustion, fuel mass used to fuel combustion, energy conversion efficiency, ignition timing, residual fraction, leakage rate, fuel properties such as heating value, and total mass of mixture in a working chamber.

16. A misfire detection system as recited in claim 12 wherein the misfire detection module is further arranged to determine an expected torque generated by the working chambers of the engine during the firing opportunity.

17. A misfire detection system as recited in claim 16 wherein the determination of the expected torque using the pressure model is based on at least one selected from the group consisting of crankcase pressure, crank radius, pin offset, connection rod length and piston face cross-sectional area.

18. A misfire detection system as recited in claim 16 wherein:

the expected torque, which is determined based on the pressure model, is used to determine an expected crankshaft acceleration; and

the determination of the expected crankshaft acceleration is based on at least one selected from the group consisting of engine speed, intake manifold absolute pressure, intake manifold air temperature, air per cylinder, cam phasing, connecting rod length, compression ratio, valve opening window, pin offset, injection timing, spark timing, the moment of inertia of a crankshaft, the moment of inertia of a flywheel, the moment of inertia of a rotating component, a mass of a piston, a mass of a ring and a mass of a linear motion component.

19. A misfire detection system as recited in claim 12 wherein the misfire determination is based at least in part on A, B and A′

wherein A is the expected change in the engine parameter based on the model, A′

is one of a low-pass filtered mean of A and an expected change in the engine parameter based on mass air charge, and B is the measured change in the engine parameter.

20. A misfire detection system as recited in claim 19 wherein the determination of the misfire is based at least in part on

21. A misfire detection system as recited in claim 19 wherein the misfire detection module is further arranged to:

calculate a value Y that is based on A, B and A′

; and

calculate a value X that is based on an exponentiation of Y;

determine whether a misfire has occurred in the target working chamber based on the value X.

22. A misfire detection system as recited in claim 12 wherein the misfire detection module is further arranged to:

detect a first offset between the estimated expected change and the measured change in the engine parameter;

adjust the pressure model based on the first offset; and

repeat the pressure model usage and measurement operations, thereby providing a second expected change and a second measured change in the engine parameter wherein a second offset between the second expected change and the second measured change is reduced relative to the first offset as a result of the model adjustment.

23. A method for using an adaptive model to estimate a change in an engine parameter, the method comprising:

assigning a window to a first target firing opportunity;

attempting to fire a target working chamber during the first target firing opportunity;

measuring a first change in an engine parameter during the first target firing opportunity;

using a model to help estimate a first expected change in the engine parameter during the first target firing opportunity wherein there is an offset between the first expected change and the first measured change; and

based on the measured first change in the engine parameter, adjusting the model to help reduce the offset.

24. A method as recited in claim 23 wherein the model involves modeling an engine characteristic for a skipped working chamber.

25. A method as recited in claim 23 wherein the engine parameter is crankshaft acceleration.

26. A method as recited in claim 23 wherein the model is one or more selected from the group consisting of a pressure model and a torque model.

27. A method as recited in claim 23 wherein the adjustment of the model further comprises:

determining a multiplier based on the first expected change and the first measured change in the engine parameter; and

applying the multiplier to one or more input parameters to the model that estimates a second expected change in the engine parameter.

28. A method as recited in claim 23 further comprising:

assigning a window to a second target firing opportunity;

attempting to fire a target working chamber during the second target firing opportunity;

measuring a second change in an engine parameter during the second target firing opportunity;

using the model to help estimate a second expected change in the engine parameter during the second target firing opportunity wherein there is a second offset between the second expected change and the second measured change that is lower than the first offset as a result of the model adjustment.

29. A method as recited in claim 23 further comprising:

using the adjusted model to estimate a second expected change in the engine parameter during a second target firing opportunity; and

measuring a second change in the engine parameter during the second target firing opportunity;

based on a comparison of the second expected change and the second measured change in the engine parameter, determining whether a misfire has occurred in the target working chamber.