Engine control system and method

• US 5,738,074 A
• Filed: 10/02/1996
• Issued: 04/14/1998
• Est. Priority Date: 10/02/1995
• Status: Expired due to Fees

• Current Assignee: Yamaha Hatsudoki Kabushiki Kaisha (Yamaha Corporation)
• Original Assignee: Yamaha Hatsudoki Kabushiki Kaisha (Yamaha Corporation)
• Inventors: Nakamura, Michihisa, Matsuo, Noritaka
• Primary Examiner(s): Nelli, Raymond A.
• Application Number:
  US08/725,065
• Time in Patent Office: 559 Days
• Field of Search: 123/425, 123/435, 123/432, 123/90.27, 73/116, 73/117.3, 73/115, 73/47, 364/431.03
• US Class Current: 123/305
• CPC Class Codes: F02D 2041/286 comprising means for signal processing
• CPC Class Codes: F02D 35/023 by determining the cylinder pressure
• CPC Class Codes: F02D 35/025 by determining temperatures inside the cylinder, e.g. combustion temperatures
• CPC Class Codes: F02D 35/028 by determining the combustion timing or phasing
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F02D 41/0007 for control of turbo-charged or super-charged engines control of the pumps per se F02B37/12
• CPC Class Codes: F02D 41/0047 Controlling exhaust gas recirculation [EGR] temperature control with cooler in recirculation circuit F02M26/33
• CPC Class Codes: F02D 41/005 according to engine operating conditions
• CPC Class Codes: F02D 41/10 for acceleration
• CPC Class Codes: F02D 41/14 Introducing closed-loop corrections
• CPC Class Codes: F02D 41/345 Controlling injection timing F02D41/365 takes precedence
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

A number of embodiments of engine controls and engine control methods that employ instantaneous rate of combustion is the combustion chamber at a sensed parameter. Rate of combustion is determined by a linear equation based upon data arrived from combustion chamber pressures. The system is adapted to operate under different control modes so as to provide specific control for normal running, lean burn, maximum torque, cold starting, transient conditions, and/or knock control.

Claims

1. A method for controlling an internal combustion engine having at least one variable volume chamber in which combustion occurs, an induction system for delivering an air charge to said chamber, a fuel charging system for delivering a fuel charge to said chamber for combustion therein, an exhaust system for discharging combustion products from said chamber, said method comprising the steps of sensing the rate of combustion in said chamber at at least one relative volume of said chamber, comparing the measured rate of combustion with a target value, and adjusting at least one of said systems in a direction to establish the target value of rate of combustion.

2. A method for controlling an internal combustion engine as set forth in claim 1, wherein the rate of combustion is calculated from measurement of the pressure in the combustion chamber at at least two different relative volumes of the combustion chamber.

3. A method for controlling an internal combustion engine as set forth in claim 2, wherein the rate of combustion is determined by utilizing the pressures measured at the volumes and applying a linear approximation equation to them.

4. A method for controlling an internal combustion engine as set forth in claim 3, wherein the linear equation is:

space="preserve" listing-type="equation">qx=(Q1+Q2+ . . . +Qx)/(Q1+Q2+ . . . +Qn)×

100.

5. A method for controlling an internal combustion engine as set forth in claim 1, wherein the rate of combustion is determined from calculating the amount of fuel burned from a linear approximation equation.

6. A method for controlling an internal combustion engine as set forth in claim 5, wherein the linear approximation equation is:

space="preserve" listing-type="equation">qx=b+b1(P1-P0)+b2(P2-P0)+ . . . bn(Pn-P0).

7. A method for controlling an internal combustion engine as set forth in claim 1, wherein the beginning of fuel charging is adjusted to establish the target value of rate of combustion.

8. A method for controlling an internal combustion engine as set forth in claim 1, wherein the amount of fuel delivered by the fuel charging system is varied to establish the target rate of combustion.

9. A method for controlling an internal combustion engine as set forth in claim 1, further including an ignition system for effecting ignition of the combustion in the chamber.

10. A method for controlling an internal combustion engine as set forth in claim 9, wherein the ignition system comprises a spark plug for firing a charge in the chamber.

11. A method for controlling an internal combustion engine as set forth in claim 10, wherein the time of firing of the spark plug is adjusted to achieve the target value of rate of combustion.

12. A method for controlling an internal combustion engine as set forth in claim 9, wherein the ignition system comprises direct fuel injection into the combustion chamber by the fuel charging system, and the engine operates on a diesel cycle.

13. A method for controlling an internal combustion engine as set forth in claim 10, wherein the amount of fuel delivered by the fuel charging system is also varied to establish the target rate of combustion.

14. A method for controlling an internal combustion engine as set forth in claim 10, wherein the beginning of fuel charging is also adjusted to establish the target value of rate of combustion.

15. A method for controlling an internal combustion engine as set forth in claim 1, wherein the target value of rate of combustion is determined from a map based upon engine speed.

16. A method for controlling an internal combustion engine as set forth in claim 15, wherein the map is a three-dimensional map based upon engine speed and load.

17. A method for controlling an internal combustion engine as set forth in claim 1, wherein the target value of rate of combustion is derived from a map based on engine load.

18. A method for controlling an internal combustion engine as set forth in claim 17, wherein engine load is measured by operator demand.

19. A method for controlling an internal combustion engine as set forth in claim 18, wherein operator demand is measured by throttle valve position.

20. A method for controlling an internal combustion engine as set forth in claim 1, wherein a target value of rate of combustion is applied for one running condition, and a different target value of rate of combustion is applied for a different running condition.

21. A method for controlling an internal combustion engine as set forth in claim 20, wherein the one running condition is normal engine running.

22. A method for controlling an internal combustion engine as set forth in claim 20, wherein the other running condition is maximum torque.

23. A method for controlling an internal combustion engine as set forth in claim 20, wherein the other running condition is cold starting.

24. A method for controlling an internal combustion engine as set forth in claim 20, wherein the other engine running condition is lean burn.

25. A method for controlling an internal combustion engine as set forth in claim 20, wherein the other running condition is incipient knocking.

26. A method for controlling an internal combustion engine as set forth in claim 20, wherein the other running condition is a transient condition.

27. A method for controlling an internal combustion engine as set forth in claim 1, wherein the engine is comprised of a reciprocating engine and the chamber is formed at least in part by a cylinder bore and a piston reciprocating in the cylinder bore, said piston being operative to drive an engine output shaft, the rate of combustion being determined at at least one output shaft angle.

28. A method for controlling an internal combustion engine as set forth in claim 27, wherein the rate of combustion is calculated from measuring the pressure in the combustion chamber at at least two different output shaft angles.

29. A method for controlling an internal combustion engine as set forth in claim 27, wherein the output shaft angle is measured at which the target pressure is reached, and the system is adjusted so as to obtain the target rate of combustion at the desired output shaft angle.

30. An internal combustion engine having at least one variable volume chamber in which combustion occurs, an induction system for delivering an air charge to said chamber, a fuel charging system for delivering a fuel charge to said chamber for combustion therein, an exhaust system for discharging combustion products from said chamber, means for sensing the rate of combustion in said chamber at at least one relative volume of said chamber, means for comparing the measured rate of combustion with a target value, and means for adjusting at least one of said systems in a direction to establish the target value of rate of combustion.

31. An internal combustion engine as set forth in claim 30, wherein the rate of combustion is calculated from measurement of the pressure in the combustion chamber at at least two different relative volumes of the combustion chamber.

32. An internal combustion engine as set forth in claim 31, wherein the rate of combustion is determined by utilizing the pressures measured at the volumes and applying a linear approximation equation to them.

33. An internal combustion engine as set forth in claim 32, wherein the linear equation is:

space="preserve" listing-type="equation">qx=(Q1+Q2+ . . . +Qx)/(Q1+Q2+ . . . +Qn)×

100.

34. An internal combustion engine as set forth in claim 30, wherein the rate of combustion is determined from calculating the amount of fuel burned from a linear approximation equation.

35. An internal combustion engine as set forth in claim 34, wherein the linear approximation equation is:

space="preserve" listing-type="equation">qx=b+b1(P1-P0)+ . . . b2(P2-P0)+ . . . bn(Pn-P0).

36. An internal combustion engine as set forth in claim 30, wherein the beginning of fuel charging is adjusted to establish the target value of rate of combustion.

37. An internal combustion engine as set forth in claim 30, wherein the amount of fuel delivered by the fuel charging system is varied to establish the target rate of combustion.

38. An internal combustion engine as set forth in claim 30, further including an ignition system for effecting ignition of the combustion in the chamber.

39. An internal combustion engine as set forth in claim 38, wherein the ignition system comprises a spark plug for firing a charge in the chamber.

40. An internal combustion engine as set forth in claim 39, wherein the time of firing of the spark plug is adjusted to achieve the target value of rate of combustion.

41. An internal combustion engine as set forth in claim 38, wherein the ignition system comprises direct fuel injection into the combustion chamber by the fuel charging system, and the engine operates on a diesel cycle.

42. An internal combustion engine as set forth in claim 39, wherein the amount of fuel delivered by the fuel charging system is also varied to establish the target rate of combustion.

43. An internal combustion engine as set forth in claim 39, wherein the beginning of fuel charging is also adjusted to establish the target value of rate of combustion.

44. An internal combustion engine as set forth in claim 30, wherein the target value of rate of combustion is determined from a map based upon engine speed.

45. An internal combustion engine as set forth in claim 44, wherein the map is a three-dimensional map based upon engine speed and load.

46. An internal combustion engine as set forth in claim 30, wherein the target value of rate of combustion is derived from a map based on engine load.

47. An internal combustion engine as set forth in claim 46, wherein engine load is measured by operator demand.

48. An internal combustion engine as set forth in claim 47, wherein operator demand is measured by throttle valve position.

49. An internal combustion engine as set forth in claim 30, wherein a target value of rate of combustion is applied for one running condition, and a different target value of rate of combustion is applied for a different running condition.

50. An internal combustion engine as set forth in claim 49, wherein the one running condition is normal engine running.

51. An internal combustion engine as set forth in claim 49, wherein the other running condition is maximum torque.

52. An internal combustion engine as set forth in claim 49, wherein the other running condition is cold starting.

53. An internal combustion engine as set forth in claim 49, wherein the other engine running condition is lean burn.

54. An internal combustion engine as set forth in claim 49, wherein the other running condition is incipient knocking.

55. An internal combustion engine as set forth in claim 49, wherein the other running condition is a transient condition.

56. An internal combustion engine as set forth in claim 30, wherein the engine is comprised of a reciprocating engine and the chamber is formed at least in part by a cylinder bore and a piston reciprocating in the cylinder bore, said piston being operative to drive an engine output shaft, the rate of combustion being determined at at least one output shaft angle.

57. An internal combustion engine as set forth in claim 56, wherein the rate of combustion is calculated from measuring the pressure in the combustion chamber at at least two different output shaft angles.

58. An internal combustion engine as set forth in claim 56, wherein the output shaft angle is measured at which the target pressure is reached, and the system is adjusted so as to obtain the target rate of combustion at the desired output shaft angle.