Method of controlling the combustion of a diesel engine

• US 8,560,207 B2
• Filed: 04/03/2008
• Issued: 10/15/2013
• Est. Priority Date: 04/23/2007
• Status: Active Grant

• Current Assignee: IFP Energies Nouvelles
• Original Assignee: IFP Energies Nouvelles
• Inventors: Hillion, Mathieu, Chauvin, Jonathan
• Primary Examiner(s): Cronin, Stephen K
• Assistant Examiner(s): Castro, Arnold
• Application Number:
  US12/596,988
• Publication Number:
  US 20100185378A1
• Time in Patent Office: 2,021 Days
• Field of Search: 123/478, 123/780, 701/101, 701/105
• US Class Current: 701/103
• CPC Class Codes: F02D 2041/1418 Several control loops, either as alternatives or simultaneous
• CPC Class Codes: F02D 41/1402 Adaptive control
• CPC Class Codes: F02D 41/40 with means for controlling injection timing or duration
• CPC Class Codes: Y02T 10/40 Engine management systems

Abstract

The invention is a method of controlling the combustion of a diesel engine comprising determining setpoint values for physical parameters linked with the intake of gaseous oxidizer in the combustion chamber, and a setpoint value θ_inj^ref for the crank angle at which fuel has to be injected into the combustion chamber. While the engine control system controls actuators in such a way that the values of the physical parameters are equal to the setpoint values, setpoint value θ_inj^ref is corrected before the physical parameters reach their setpoint values, by accounting for the differences between the real values of the physical parameters and the setpoint values of these parameters. Finally, the engine control system controls fuel injection into the combustion chamber when the crank angle is equal to this corrected setpoint value θ_inj^ref in order to keep combustion optimal.

Claims

1. A method of controlling combustion of a diesel engine including a combustion chamber and an engine control system for controlling actuators so that physical parameters are equal to setpoint values of the physical parameters, comprising:

determining the setpoint values for physical parameters linked with intake of a gaseous oxidizer into the combustion chamber and a setpoint value for a crank angle at which fuel is to be injected into the combustion chamber, the setpoint values being used for optimizing combustion; and

controlling the actuators with the engine control system so that the values of the physical parameters are equal to the setpoint values, including correcting the setpoint value for the crank angle before the physical parameters reach their setpoint values by accounting for differences between real values of the physical parameters and the setpoint values of the physical parameters, and controlling fuel injection into the combustion chamber with the engine control system when the crank angle is equal to the corrected setpoint value of the crank angle for optimizing combustion.

2. A method of control as claimed in claim 1, wherein a correction dθ

_inj is determined by estimating the real values of the physical parameters, calculating differences dP, dT and dX between the real values and the setpoint values, calculating linearization coefficients α

_P, α

_T, α

_X defined by linearization of the Knock integral to be first order, and calculating the correction dθ

_inj to be;

dθ

_inj=α

_P·

dP+α

_T·

dT+α

_X·

dX.

3. A method of control as claimed in claim 1, wherein the physical parameters are selected from parameters upon valve closing as follows:

pressure in the combustion chamber, temperature in the combustion chamber, and a ratio between a burnt gas mass and a total gas mass in the combustion chamber.

4. A method of control as claimed in claim 2, wherein the physical parameters are selected from parameters upon valve closing as follows:

pressure in the combustion chamber, temperature in the combustion chamber, and a ratio between a burnt gas mass and a total gas mass in the combustion chamber.

5. A method of control as in claim 1, wherein the setpoint values are determined by a setpoint map obtained from engine testing.

6. A method of control as in claim 2, wherein the setpoint values are determined by a setpoint map obtained from engine testing.

7. A method of control as in claim 3, wherein the setpoint values are determined by a setpoint map obtained from engine testing.

8. A method of control as in claim 4, wherein the setpoint values are determined by a setpoint map obtained from engine testing.

9. A diesel engine comprising:

at least one combustion chamber, an injection system for injecting fuel into the combustion chamber, at least one intake providing intake of a gaseous oxidizer, into the combustion chamber, an engine control system for controlling actuators, means for determining setpoint values to be applied to physical parameters linked with the intake of the gaseous oxidizer into the combustion chamber and for determining a setpoint value of a crank angle at which a fuel is to be injected into the combustion chamber, and means for correcting the setpoint value of the crank angle before the physical parameters reach their setpoint values, by accounting for a difference between real values of the physical parameters and the setpoint values of the physical parameters, and wherein the engine control system controls the injection system to inject fuel into the combustion chamber when the crank angle is equal to the corrected setpoint value of the crank angle to optimize combustion.