Auto-ignition timing control and calibration method

• US 7,076,360 B1
• Filed: 03/15/2005
• Issued: 07/11/2006
• Est. Priority Date: 03/15/2005
• Status: Expired due to Fees

• Current Assignee: Thomas Tsoi Hei Ma
• Original Assignee: Thomas Tsoi Hei Ma
• Inventors: Ma, Thomas Tsoi Hei
• Primary Examiner(s): Vo, Hieu T.
• Application Number:
  US11/080,302
• Time in Patent Office: 483 Days
• Field of Search: 701/103, 701/102, 701/115, 123/480, 123/48.A, 123/179.21, 123/295
• US Class Current: 701/103
• CPC Class Codes: F02B 1/12 with compression ignition with fuel-air charge ignited by compression ignition of an additional fuel F02B7/00
• CPC Class Codes: F02B 21/00 Engines characterised by air-storage chambers
• CPC Class Codes: F02D 13/0276 Actuation of an additional valve for a special application, e.g. for decompression, exhaust gas recirculation or cylinder scavenging
• CPC Class Codes: F02D 15/04 by alteration of volume of compression space without changing piston stroke
• CPC Class Codes: F02D 35/025 by determining temperatures inside the cylinder, e.g. combustion temperatures
• CPC Class Codes: F02D 35/026 using an estimation
• CPC Class Codes: F02D 35/028 by determining the combustion timing or phasing
• CPC Class Codes: F02D 41/3035 a mode being the premixed charge compression-ignition mode
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An auto-ignition timing control and calibration method for use in an internal combustion engine having more than one ignition modes including the mode of compression ignition of a premixed fuel/air mixture (CAI/HCCI), wherein when the engine is operating in the CAI/HCCI mode, in order to determine a prescribed setting or combination of settings of engine operating parameters necessary to achieve a target auto-ignition timing according to a predetermined auto-ignition timing map, the associated compression temperature trajectory of the cylinder charge with time, calculated in dependence on the initial and boundary conditions of the said charge subjected to the said prescribed setting or combination of settings of the said engine operating parameters, and further in dependence on the interim heat exchange processes affecting the said charge, is used for testing and verifying that the said trajectory reaches a target temperature at a target reference timing relative to TDC of the engine, and wherein the said target temperature and timing are predetermined by calibration.

Claims

1. A method of controlling an internal combustion engine when operating in a controlled auto-ignition mode, the method comprising the steps of:

before the commencement of an engine compression phase determining a target crank angle from a predetermined data table and from current engine operating conditions, the data table providing a plurality of auto-ignition timing crank angle data relating to a plurality of engine operating conditions;

determining a plurality of engine operating parameters;

iteratively performing the steps of

(i) utilizing the plurality of engine operating parameters, computing a predicted compression temperature which would be reached by the combustible charge at the target crank angle during the compression phase of the engine cycle;

(ii) comparing the predicted compression temperature with a target temperature;

(iii) modifying a computational value of at least one settable engine operating parameter;

(iv) returning to step (i) until a combination of parameters is found which would result in the predicted compression temperature matching the target temperature at the target crank angle; and

setting at least one of the actual engine operating parameters for the engine cycle in accordance with the final values ascertained by the iterative calculation process.

2. A method of controlling an internal combustion engine as claimed in claim 1, wherein the engine operating conditions are engine speed and load.

3. A method of controlling an internal combustion engine as claimed in claim 1, wherein the target temperature equals or approximates the auto-ignition temperature of the fuel used.

4. A method of controlling an internal combustion engine as claimed in claim 1, wherein the step of computing comprises considering the cooling effects on the charge caused by injection of fuel and the boundary conditions at the walls of the combustion chamber.

5. A method of controlling an internal combustion engine as claimed in claim 1, wherein the target crank angle for the target temperature equals or approximates the target auto-ignition crank angle adjusted for ignition delay.

6. A method of controlling an internal combustion engine as claimed in claim 1, wherein the at least one settable operating parameter is the effective compression ratio of the engine.

7. A method of controlling an internal combustion engine as claimed in claim 1, wherein the step of computing comprises the step of calculating the compression temperature trajectory of the cylinder charge, in relation to time or crank angle.

8. A method of controlling an internal combustion engine as claimed in claim 7, wherein the trajectory is calculated in dependence on initial and boundary conditions of the charge subjected to the settable engine operating parameter.

9. A method of controlling an internal combustion engine as claimed in claim 7, wherein the trajectory is further calculated in dependence on an interim heat exchange processes affecting the charge.

10. A method of controlling an internal combustion engine as claimed in claim 1, wherein the table comprises data regarding a desired target timing (θ

4) at which auto-ignition initiates, and an associated delay duration from the target crank angle (θ

3) at which the target temperature is reached to the target auto-ignition timing (θ

4) at which the cylinder charge begins to show rapid heat release as a result of auto-ignition.

11. A method of controlling an internal combustion engine as claimed in claim 10, wherein the engine comprises a sensor for measuring the start of combustion for validating and if necessary adjusting the calibrated value of the said delay duration, thereby adaptively improving the control accuracy of the auto-ignition timing in future engine cycles.

12. A method of controlling an internal combustion engine as claimed in claim 1, wherein said method is applied separately for each cylinder of a multi-cylinder engine.

13. A method of controlling an internal combustion engine as claimed in claim 1, wherein the engine operating parameters are selected from a list consisting of:

engine effective compression ratio, fuel composition, fuel/air mixture ratio, fuel injection and evaporation, intake charge quantity and temperature, coolant temperature, EGR quantity and temperature, residual charge quantity and temperature, and a combination thereof.

14. A method of controlling an internal combustion engine as claimed in claim 1, wherein the settable parameters are selected from a list consisting of:

intake charge quantity, fuel/air mixture, fuel injection timing, amount of fuel injected, EGR quantity, residual charge, and a combination thereof.

15. A method of controlling an internal combustion engine as claimed in claim 1, further comprising the steps of:

Performing the iterative steps at least twice, obtaining a first and compression temperature test values; and

,

Interpolating or extrapolating the at least one settable engine parameter utilizing the first and second compression temperature test values to obtain a setting for the settable engine parameters which will result in closer proximity to the target compression temperature.

16. A method of controlling an internal combustion engine when operating in a controlled auto-ignition mode, the method comprising the steps of:

before the commencement of an engine compression phase determining a target crank angle from a predetermined data table and from current engine operating conditions, the data table providing a plurality of auto-ignition timing crank angle data relating to a plurality of engine operating conditions;

determining a plurality of engine operating parameters;

iteratively performing the steps of

(i) utilizing the plurality of engine operating parameters, computing the crank angle during the compression phase of the engine cycle at which a target compression temperature would be reached by the combustible charge;

(ii) comparing the predicted crank angle with the target crank angle;

(iii) modifying the computational value of at least one of the settable engine operating parameters;

(iv) returning to step (i), until a combination of parameters is found which would result in the target compression temperature being reached at a predicted crank angle matching the target crank angle; and

setting at least one of the actual engine operating parameters for the engine cycle in accordance with the final values ascertained by the iterative calculation process.

17. A method of controlling an internal combustion engine as claimed in claim 16, wherein the engine operating conditions are engine speed and load.

18. A method of controlling an internal combustion engine as claimed in claim 16, wherein the target temperature equals or approximates the auto-ignition temperature of the fuel used.

19. A method of controlling an internal combustion engine as claimed in claim 16, wherein the step of computing comprises considering the cooling effects on the charge by injection of fuel and the boundary conditions at the walls of the combustion chamber.

20. A method of controlling an internal combustion engine as claimed in claim 16, wherein the target crank angle for the target temperature equals or approximates the target auto-ignition crank angle adjusted for ignition delay.

21. A method of controlling an internal combustion engine as claimed in claim 16, wherein the at least one settable operating parameter is the effective compression ratio of the engine.

22. A method of controlling an internal combustion engine as claimed in claim 16, wherein the step of computing comprises the step of calculating the compression temperature trajectory of the cylinder charge, in relation to time or crank angle.

23. A method of controlling an internal combustion engine as claimed in claim 22, wherein the trajectory is calculated in dependence on initial and boundary conditions of the charge subjected to the settable engine operating parameter.

24. A method of controlling an internal combustion engine as claimed in claim 23, wherein the trajectory is further calculated in dependence on an interim heat exchange processes affecting the charge.

25. A method of controlling an internal combustion engine as claimed in claim 16, wherein the table comprises data regarding a desired target timing (θ

4) at which auto-ignition initiates, and an associated delay duration from the target crank angle (θ

3) at which the target temperature is reached to the target auto-ignition timing (θ

4) at which the cylinder charge begins to show rapid heat release as a result of auto-ignition.

26. A method of controlling an internal combustion engine as claimed in claim 25, wherein the engine comprises a sensor for measuring the start of combustion for validating and if necessary adjusting the calibrated value of the said delay duration, thereby adaptively improving the control accuracy of the auto-ignition timing in future engine cycles.

27. A method of controlling an internal combustion engine as claimed in claim 16, wherein said method is performed separately for each cylinder of a multi-cylinder engine.

28. A method of controlling an internal combustion engine as claimed in claim 16, wherein the engine operating parameters are selected from a list consisting of:

engine effective compression ratio, fuel composition, fuel/air mixture ratio, fuel injection and evaporation, intake charge quantity and temperature, coolant temperature, EGR quantity and temperature, residual charge quantity and temperature, and a combination thereof.

29. A method of controlling an internal combustion engine as claimed in claim 16, wherein the settable parameters are selected from a list consisting of:

intake charge quantity, fuel/air mixture, fuel injection timing, amount of fuel injected, EGR quantity, residual charge, and a combination thereof.

30. A method of controlling an internal combustion engine as claimed in claim 16, further comprising the steps of:

Performing the iterative steps at least twice, obtaining a first and second crank angle test values; and

,

Interpolating or extrapolating the at least one settable engine parameter utilizing the first and second crank angle test values to obtain a setting for the settable engine parameters which will result in closer proximity to the target crank angle.

31. A method of controlling a spark ignition internal combustion engine having variable compression ratio, the method comprising the steps of:

determining a plurality of engine operating parameters;

iteratively performing the steps of

(i) utilizing the plurality of engine operating parameters, computing a predicted compression temperature which would be reached by the combustible charge at a target crank angle during the compression phase of the engine;

(ii) comparing the predicted compression temperature with a threshold temperature, the threshold temperature being lower than the auto-ignition temperature of the charge;

(iii) modifying the value of at least one of the operating parameters;

(iv) returning to step (i), until a combination of parameters is found which would result in the predicted compression temperature not exceeding the threshold temperature; and

,

setting at least one of the actual engine operating parameters for the engine cycle in accordance with the final values ascertained by the iterative calculation process such as to prevent engine knock.

32. A method of controlling a spark ignition internal combustion engine as claimed in claim 31, wherein the settable parameter is the effective compression ratio of the engine.

33. A method of controlling a spark ignition internal combustion engine as claimed in claim 31, wherein the engine operating parameters are selected from a list consisting of:

engine effective compression ratio, fuel composition, fuel/air mixture ratio, fuel injection and evaporation, intake charge quantity and temperature, coolant temperature, EGR quantity and temperature, residual charge quantity and temperature, and a combination thereof.