DETERMINATION OF ENGINE PARAMETER BASED ON DETERMINING A METRIC OVER THREE OR MORE CYLINDER COMBUSTION CYCLES

• US 20180135544A1
• Filed: 11/16/2016
• Published: 05/17/2018
• Est. Priority Date: 11/16/2016
• Status: Active Grant

• Current Assignee: GM Global Technology Operations LLC (General Motors Company)
• Original Assignee: GM Global Technology Operations LLC (General Motors Company)
• Inventors: Kalweit, Nicholas J., Verdejo, Julian R., Mathews, David S.
• Granted Patent: US 10,731,582 B2
• Time in Patent Office: Days
• CPC Class Codes: F02D 2200/1015 Engines misfires
• CPC Class Codes: F02D 2250/14 Timing of measurement, e.g. synchronisation of measurements to the engine cycle
• CPC Class Codes: F02D 35/024 using an estimation
• CPC Class Codes: F02D 41/0097 using means for generating speed signals
• CPC Class Codes: F02D 41/1497 With detection of the mechanical response of the engine
• CPC Class Codes: F02D 41/2451 characterised by what is learned or calibrated
• CPC Class Codes: F02P 11/06 Indicating unsafe conditions
• CPC Class Codes: F02P 5/1502 using one central computing unit
• CPC Class Codes: F02P 9/002 Control of spark intensity, intensifying, lengthening, suppression by means of current control in the storage devices F02P3/05, F02P3/09, during starting F02P15/12
• CPC Class Codes: G01M 15/11 by detecting misfire

Abstract

A method, system, and engine are configured to determine a parameter based on rotational speeds of a crankshaft, over at least three cylinder combustion cycles. The method, system, and engine determine two or more estimated crankshaft rotational speeds at two or more positions in a leading cylinder combustion cycle, two or more estimated crankshaft rotational speeds at two or more positions in a middle cylinder combustion cycle, and two or more estimated crankshaft rotational speeds at two or more positions in a following cylinder combustion cycle. The method, system, and engine are configured to determine a calculated metric based on each of the determined leading estimated crankshaft rotational speeds, the determined middle estimated crankshaft rotational speeds, and the determined following estimated crankshaft rotational speeds. An engine parameter, such as misfire, is then determined based on the calculated metric.

Claims

1. A method for determining an engine parameter of an engine of a motor vehicle based a plurality of rotational speeds of a crankshaft, the method comprising:

determining a first leading estimated crankshaft rotational speed at a first leading crankshaft position in a leading cylinder combustion cycle;

determining a second leading estimated crankshaft rotational speed at a second leading crankshaft position in the leading cylinder combustion cycle;

determining a first middle estimated crankshaft rotational speed at a first middle crankshaft position in a middle cylinder combustion cycle;

determining a second middle estimated crankshaft rotational speed at a second middle crankshaft position in the middle cylinder combustion cycle;

determining a first following estimated crankshaft rotational speed at a first following crankshaft position in a following cylinder combustion cycle;

determining a second following estimated crankshaft rotational speed at a second following crankshaft position in the following cylinder combustion cycle;

determining an calculated metric based on at least the first and second leading estimated crankshaft rotational speeds, the first and second middle estimated crankshaft rotational speeds, and the first and second following estimated crankshaft rotational speeds; and

determining the engine parameter based on the calculated metric.

2. The method of claim 1, wherein the calculated metric includes at least one of the following:

crankshaft rotational acceleration, crankshaft rotational jerk, and estimated indicated mean effective pressure (IMEP).

3. The method of claim 2, further comprising:

determining a third leading estimated crankshaft rotational speed at a third leading crankshaft position in the leading cylinder combustion cycle;

determining a fourth leading estimated crankshaft rotational speed at a fourth leading crankshaft position in the leading cylinder combustion cycle;

determining a third middle estimated crankshaft rotational speed at a third middle crankshaft position in the middle cylinder combustion cycle;

determining a fourth middle estimated crankshaft rotational speed at a fourth middle crankshaft position in the middle cylinder combustion cycle;

determining a third following estimated crankshaft rotational speed at a third following crankshaft position in the following cylinder combustion cycle; and

determining a fourth following estimated crankshaft rotational speed at a fourth following crankshaft position in the following cylinder combustion cycle,

wherein the metric is estimated IMEP, and the estimated IMEP is determined based on at least the first, second, third, and fourth leading estimated crankshaft rotational speeds, the first, second, third, and fourth middle estimated crankshaft rotational speeds, and the first, second, third, and fourth following estimated crankshaft rotational speeds.

4. The method of claim 3, wherein the first and second leading crankshaft positions are positions of the crankshaft during a compression stroke of the leading cylinder combustion cycle, the third and fourth leading crankshaft positions are positions of the crankshaft during an expansion stroke of the leading cylinder combustion cycle, the first and second middle crankshaft positions are positions of the crankshaft during a compression stroke of the middle cylinder combustion cycle, the third and fourth middle crankshaft positions are positions of the crankshaft during an expansion stroke of the middle cylinder combustion cycle, the first and second following crankshaft positions are positions of the crankshaft during a compression stroke of the following cylinder combustion cycle, and the third and fourth following crankshaft positions are positions of the crankshaft during an expansion stroke of the following cylinder combustion cycle.

5. The method of claim 4, wherein the step of determining the estimated IMEP includes determining the estimated IMEP with the following equation:

6. The method of claim 5, further comprising determining each of the crankshaft rotational speeds based on positions of teeth of a toothed wheel that is configured to rotate with the crankshaft and a crankshaft position signal generated by a crankshaft position sensor, the crankshaft position sensor being configured to generate the crankshaft position signal based on rotation of the toothed wheel.

7. The method of claim 6, wherein the engine parameter is misfire during the middle cylinder combustion cycle.

8. The method of claim 7, further comprising selectively adjusting fueling of a future cylinder combustion cycle based on the estimated IMEP.

9. The method of claim 2, further comprising at least one of:

selectively adjusting fueling of a future cylinder combustion cycle based on the calculated metric;

selectively adjusting spark timing of the future cylinder combustion cycle based on the calculated metric;

selectively adjusting throttle opening based on the calculated metric; and

selectively adjusting opening of at least one of an intake valve and an exhaust valve based on the calculated metric.

10. A system for determining an engine parameter of an engine of a motor vehicle based a plurality of rotational speeds of a crankshaft, the system comprising:

a crankshaft speed determination module configured to determine a first leading estimated crankshaft rotational speed at a first leading crankshaft position in a leading cylinder combustion cycle, a second leading estimated crankshaft rotational speed at a second leading crankshaft position in the leading cylinder combustion cycle, a first middle estimated crankshaft rotational speed at a first middle crankshaft position in a middle cylinder combustion cycle, a second middle estimated crankshaft rotational speed at a second middle crankshaft position in the middle cylinder combustion cycle, a first following estimated crankshaft rotational speed at a first following crankshaft position in a following cylinder combustion cycle, and a second following estimated crankshaft rotational speed at a second following crankshaft position in the following cylinder combustion cycle;

a metric module configured to calculate a metric based on at least the first leading estimated crankshaft rotational speed, the second leading estimated crankshaft rotational speed, the first middle estimated crankshaft rotational speed, the second middle estimated crankshaft rotational speed, the first following estimated crankshaft rotational speed, and the second following estimated crankshaft rotational speed; and

an engine parameter determination module configured to determine the engine parameter based on the calculated metric.

11. The system of claim 10, wherein the calculated metric includes at least one of the following:

crankshaft rotational acceleration, crankshaft rotational jerk, and estimated indicated mean effective pressure (IMEP).

12. The system of claim 11, wherein the crankshaft speed determination module is further configured to determine a third leading estimated crankshaft rotational speed at a third leading crankshaft position in the leading cylinder combustion cycle, a fourth leading estimated crankshaft rotational speed at a fourth leading crankshaft position in the leading cylinder combustion cycle, a third middle estimated crankshaft rotational speed at a third middle crankshaft position in the middle cylinder combustion cycle, a fourth middle estimated crankshaft rotational speed at a fourth middle crankshaft position in the middle cylinder combustion cycle, a third following estimated crankshaft rotational speed at a third following crankshaft position in the following cylinder combustion cycle, and a fourth following estimated crankshaft rotational speed at a fourth following crankshaft position in the following cylinder combustion cycle, the calculated metric being estimated IMEP, the metric module being configured to calculate the estimated IMEP of the middle cylinder combustion cycle based on at least the first, second, third, and fourth leading estimated crankshaft rotational speeds, the first, second, third, and fourth middle estimated crankshaft rotational speeds, and the first, second, third, and fourth following estimated crankshaft rotational speeds.

13. The system of claim 12, wherein the first and second leading crankshaft positions are positions of the crankshaft during a compression stroke of the leading cylinder combustion cycle, the third and fourth leading crankshaft positions are positions of the crankshaft during an expansion stroke of the leading cylinder combustion cycle, the first and second middle crankshaft positions are positions of the crankshaft during a compression stroke of the middle cylinder combustion cycle, the third and fourth middle crankshaft positions are positions of the crankshaft during an expansion stroke of the middle cylinder combustion cycle, the first and second following crankshaft positions are positions of the crankshaft during a compression stroke of the following cylinder combustion cycle, and the third and fourth following crankshaft positions are positions of the crankshaft during an expansion stroke of the following cylinder combustion cycle,

wherein the metric module is configured to determine the estimated IMEP with the following equation:

14. The system of claim 13, wherein the crankshaft speed determination module is configured to determine each of the crankshaft rotational speeds based on positions of teeth of a toothed wheel that is configured to rotate with the crankshaft and a crankshaft position signal generated by a crankshaft position sensor, wherein the crankshaft position sensor is configured to generate the crankshaft position signal based on rotation of the toothed wheel.

15. The system of claim 14, wherein the engine parameter is misfire during the middle cylinder combustion cycle.

16. The system of claim 11, further comprising at least one of:

a fuel control module configured to selectively adjust fueling of a future cylinder combustion cycle based on the calculated metric;

an ignition control module configured to selectively adjust spark timing of the future cylinder combustion cycle based on the calculated metric;

a throttle control module configured to selectively adjust throttle opening based on the calculated metric; and

a phaser control module configured to selectively adjust opening of at least one of an intake valve and an exhaust valve based on the calculated metric.

17. An internal combustion engine for powering a motor vehicle, the internal combustion engine comprising:

a first cylinder defining a first bore;

a first piston moveable within the first bore;

a second cylinder defining a second bore;

a second piston moveable within the second bore;

a third cylinder defining a third bore;

a third piston moveable within the third bore;

a crankshaft configured to move the first piston within the first bore of the first cylinder in a leading cylinder combustion cycle, the crankshaft being configured to move the second piston within the second bore of the second cylinder in a middle cylinder combustion cycle, and the crankshaft being configured to move the third piston within the third bore of the third cylinder in a following cylinder combustion cycle;

an engine control system configured to rotate the crankshaft to move the first piston within the first bore through the leading cylinder combustion cycle, the leading cylinder combustion cycle comprising a leading cylinder intake stroke, a compression stroke of the first piston, an expansion stroke of the first piston, and a leading cylinder exhaust stroke, the engine control system being configured to move the second piston within the second bore through the middle cylinder combustion cycle, the middle cylinder combustion cycle comprising a middle cylinder intake stroke, a compression stroke of the second piston, an expansion stroke of the second piston, and a middle cylinder exhaust stroke, the engine control system being configured to move the third piston within the third bore through the following cylinder combustion cycle, the following cylinder combustion cycle comprising a following cylinder intake stroke, a compression stroke of the third piston, an expansion stroke of the third piston, and a following cylinder exhaust stroke,

wherein the engine control system is configured to determine;

a first leading crankshaft rotational speed at a first leading crankshaft position in the leading cylinder combustion cycle;

a second leading crankshaft rotational speed at a second leading crankshaft position in the leading cylinder combustion cycle;

a first middle crankshaft rotational speed at a first middle crankshaft position in the middle cylinder combustion cycle;

a second middle crankshaft rotational speed at a second middle crankshaft position in the middle cylinder combustion cycle;

a first following crankshaft rotational speed at a first following crankshaft position in the following cylinder combustion cycle;

a second following crankshaft rotational speed at a second following crankshaft position in the following cylinder combustion cycle; and

a calculated metric based on at least the first and second leading estimated crankshaft rotational speeds, the first and second middle estimated crankshaft rotational speeds, and the first and second following estimated crankshaft rotational speeds, the engine control system being configured to determine the engine parameter based on the calculated metric.

18. The internal combustion engine of claim 17, the engine control system being further configured to determine:

a third leading crankshaft rotational speed at a third leading crankshaft position in the leading cylinder combustion cycle;

a fourth leading crankshaft rotational speed at a fourth leading crankshaft position in the leading cylinder combustion cycle;

a third middle crankshaft rotational speed at a third middle crankshaft position in the middle cylinder combustion cycle;

a fourth middle crankshaft rotational speed at a fourth middle crankshaft position in the middle cylinder combustion cycle;

a third following crankshaft rotational speed at a third following crankshaft position in the following cylinder combustion cycle; and

a fourth following crankshaft rotational speed at a fourth following crankshaft position in the following cylinder combustion cycle,

wherein the calculated metric is estimated indicated mean effective pressure (IMEP),

wherein the first and second leading crankshaft positions are positions of the crankshaft during the compression stroke of the leading cylinder combustion cycle, the third and fourth leading crankshaft positions are positions of the crankshaft during an expansion stroke of the leading cylinder combustion cycle, the first and second middle crankshaft positions are positions of the crankshaft during a compression stroke of the middle cylinder combustion cycle, the third and fourth middle crankshaft positions are positions of the crankshaft during an expansion stroke of the middle cylinder combustion cycle, the first and second following crankshaft positions are positions of the crankshaft during a compression stroke of the following cylinder combustion cycle, and the third and fourth following crankshaft positions are positions of the crankshaft during an expansion stroke of the following cylinder combustion cycle, and

wherein the engine control system is configured to determine the estimated IMEP with the following equation;

19. The internal combustion engine of claim 18, further comprising a crankshaft position sensor, wherein the crankshaft comprises a toothed wheel bearing a plurality of teeth, the toothed wheel and the plurality of teeth being configured to rotate with the crankshaft, the crankshaft position sensor being configured to generate a crankshaft position signal based on rotations of the plurality of teeth, the engine control system being configured to determine each of the crankshaft rotational speeds based on positions of the plurality of teeth of the toothed wheel, and

wherein the engine parameter is misfire during the middle cylinder combustion cycle.

20. The internal combustion engine of claim 17, the engine control system being further configured to execute instructions to perform at least one of the following:

adjust fueling of a future cylinder combustion cycle based on the calculated metric;

adjust spark timing of the future cylinder combustion cycle based one the calculated metric;

adjust throttle opening based on the calculated metric; and

adjust opening of at least one of an intake valve and an exhaust valve based on the calculated metric.