Predictive modeling and mitigation of misfires in spark ignition engines

Patent metadata

Field	Value
Publication number	US-10422293-B2
Application number	US-201615573388-A
Country	US
Kind code	B2
Filing date	May 13, 2016
Priority date	May 14, 2015
Publication date	Sep 24, 2019
Grant date	Sep 24, 2019

Abstract

A method and apparatus to predict and enable control of misfire that influences combustion cyclic variation and COV of IMEP in spark-ignited (SI) engine. The method includes obtaining engine data and determining temperature and pressure within a cylinder in response to engine data; determining crank angle resolved flame velocity evolution based on the engine data; comparing the crank angle resolved flame velocity to predetermined turbulent combustion regime data to determine a misfire occurrence; and updating a misfire occurrence indicator and outputting a control signal when the misfire occurrence indicator is greater than a predetermined limit, the control signal being capable of adjusting any engine actuators, such as external ignition source, of the spark-ignited engine on a cycle to cycle basis. The method and apparatus further includes correlating the crank angle resolved flame velocity to combustion phasing when the misfire occurrence indicator is less than the predetermined limit.

First claim

What is claimed is:

1. A method of predicting misfire that influences combustion cyclic variation and convariance of indicated mean effective pressure (COV of IMEP) in spark-ignited (SI) engine, the spark-ignited engine having at least one cylinder, the method comprising:
obtaining engine data and determining temperature and pressure within the cylinder in response to the engine data;
determining crank angle resolved flame velocity evolution based on the engine data;
comparing the crank angle resolved flame velocity to predetermined turbulent combustion regime data to determine a misfire occurrence; and
updating a misfire occurrence indicator and outputting a control signal when the misfire occurrence indicator is greater than a predetermined limit, the control signal being capable of adjusting an engine actuator of the spark-ignited engine on a cycle to cycle basis,
wherein the determining crank angle resolved flame velocity comprises determining crank angle resolved flame velocity based on a flame model module, the flame model module is executed on a crank angle basis and comprises a flame kernel initiation model, a laminar flame burning velocity model, a variable volume flame model, and a turbulent combustion regime model.

2. The method according to claim 1 wherein the determining temperature and pressure within the cylinder comprising estimating temperature and pressure within the cylinder in response to the engine data.

3. The method according to claim 2 wherein the engine data is obtained from one or more engine sensors operably coupled to the engine.

4. The method according to claim 3 wherein the one or more engine sensors comprises at least one of an intake manifold thermocouple, an exhaust gas recirculation runner thermocouple, an exhaust runner thermocouple, and a pressure sensor.

5. The method according to claim 1 wherein the crank angle resolved flame velocity is cyclic binomially distributed in response to cycle to cycle variation in ignition power and variation in local air to fuel equivalence ratio.

6. The method according to claim 1 , further comprising:
correlating the crank angle resolved flame velocity to combustion phasing when the misfire occurrence indicator is less than the predetermined limit.

7. A method of predicting misfire that influences combustion cyclic variation and convariance of indicated mean effective pressure (COV of IMEP) in spark-ignited (SI) engine, the spark-ignited engine having at least one cylinder, the method comprising:
obtaining engine data and determining temperature and pressure within the cylinder in response to the engine data;
determining crank angle resolved flame velocity evolution based on the engine data;
comparing the crank angle resolved flame velocity to predetermined turbulent combustion regime data to determine a misfire occurrence; and
updating a misfire occurrence indicator and outputting a control signal when the misfire occurrence indicator is greater than a predetermined limit, the control signal being capable of adjusting an engine actuator of the spark-ignited engine on a cycle to cycle basis,
wherein the determining crank angle resolved flame velocity comprises determining crank angle resolved flame velocity based on a flame model module, the flame model module is executed on a crank angle basis and comprises at least one of a flame kernel initiation model, a laminar flame burning velocity model, a variable volume flame model, and a turbulent combustion regime model,
wherein the flame kernel initiation model determines a spherical flame trajectory having a normalized flame burning velocity and a normalized flame radius.

8. A method of predicting misfire that influences combustion cyclic variation and convariance of indicated mean effective pressure (COV of IMEP) in spark-ignited (SI) engine, the spark-ignited engine having at least one cylinder, the method comprising:
obtaining engine data and determining temperature and pressure within the cylinder in response to the engine data;
determining crank angle resolved flame velocity evolution based on the engine data;
comparing the crank angle resolved flame velocity to predetermined turbulent combustion regime data to determine a misfire occurrence; and
updating a misfire occurrence indicator and outputting a control signal when the misfire occurrence indicator is greater than a predetermined limit, the control signal being capable of adjusting an engine actuator of the spark-ignited engine on a cycle to cycle basis,
wherein the determining crank angle resolved flame velocity comprises determining crank angle resolved flame velocity based on a flame model module, the flame model module is executed on a crank angle basis and comprises at least one of a flame kernel initiation model, a laminar flame burning velocity model, a variable volume flame model, and a turbulent combustion regime model,
wherein the laminar flame burning velocity model determines a laminar flame burning velocity with respect to unburned and burned gases and further determines the laminar flame thickness.

9. A spark-ignited engine having a system for predicting misfire, the spark-ignited engine comprising:
at least one cylinder;
one or more engine sensors operable to obtain engine data;
a control system adapted to determine temperature and pressure within the cylinder in response to the engine data, the control system adapted to determine crank angle resolved flame velocity evolution based on the engine data and compare the crank angle resolved flame velocity to predetermined turbulent combustion regime data to determine a misfire occurrence, the control system adapted to update a misfire occurrence indicator and output a control signal when the misfire occurrence indicator is greater than a predetermined limit, the control signal being usable for adjusting an engine actuator of the spark-ignited engine on a cycle by cycle basis,
wherein the control system determines the crank angle resolved flame velocity based on a flame model module, the flame model module is adapted to be executed on a crank angle basis and comprises a flame kernel initiation model, a laminar flame burning velocity model, a variable volume flame model, and a turbulent combustion regime model.

10. The spark-ignited engine according to claim 9 wherein the control system estimates temperature and pressure within the cylinder in response to the engine data.

11. The spark-ignited engine according to claim 9 wherein the one or more engine sensors comprises at least one of an intake manifold thermocouple, an exhaust gas recirculation runner thermocouple, an exhaust runner thermocouple, and a pressure sensor.

12. The spark-ignited engine according to claim 9 wherein the crank angle resolved flame velocity is cyclic binomially distributed in response to cycle to cycle variation in ignition power and variation in local air to fuel equivalence ratio.

13. The spark-ignited engine according to claim 9 wherein the control system is adapted to correlate the crank angle resolved flame velocity to combustion phasing when the misfire occurrence indicator is less than the predetermined limit.

14. A spark-ignited engine having a system for predicting misfire, the spark-ignited engine comprising:
at least one cylinder;
one or more engine sensors operable to obtain engine data;
a control system adapted to determine temperature and pressure within the cylinder in response to the engine data, the control system adapted to determine crank angle resolved flame velocity evolution based on the engine data and compare the crank angle resolved flame velocity to predetermined turbulent

Assignees

• Univ Michigan Regents

Inventors

• Stefanopoulou Anna G
• Lian Huan
• Martz Jason Brian

Classifications

• F02D35/02

  on interior conditions · CPC title

• G01M15/11

  by detecting misfire · CPC title

• F02D35/024

  using an estimation · CPC title

• F02D35/028

  by determining the combustion timing or phasing · CPC title

• F02D2041/1433

  using a model or simulation of the system · CPC title