Method to control the combustion of an internal combustion engine

Patent metadata

Field	Value
Publication number	US-10989150-B2
Application number	US-202016835534-A
Country	US
Kind code	B2
Filing date	Mar 31, 2020
Priority date	Apr 1, 2019
Publication date	Apr 27, 2021
Grant date	Apr 27, 2021

Abstract

A method to control the combustion of an internal combustion engine comprising determining a combustion model providing a spark advance value depending on an objective value of a quantity representing the incidence of a low-pressure EGR circuit, of the rotation speed, of the intake efficiency and of an open-loop contribution of a combustion index; calculating a first closed-loop contribution of the spark advance depending on the combustion index; calculating a second closed-loop contribution of the spark advance depending on a quantity indicating the knocking energy; and calculating the objective value of the spark advance angle to be operated through the sum of the spark advance value provided by the combustion model and of the first closed-loop contribution or, alternatively, of the second closed-loop contribution.

First claim

The invention claimed is:

1. A method to control the combustion of an internal combustion engine ( 1 ) comprising a number of cylinders ( 3 ) and a low-pressure EGR circuit (EGR LP ); the method comprises the steps of:
acquiring the rotation speed (n) and the intake efficiency (η ASP ) of the internal combustion engine ( 1 );
determining a first open-loop quantity (R EGR-OL ) representing the incidence of the low-pressure EGR circuit (EGR LP ) on the gas mixture flowing in an intake duct ( 6 ) depending on the rotation speed (n) and the intake efficiency (η ASP );
determining a first closed-loop quantity (ΔR EGR-KNOCK ) representing the incidence of the low-pressure EGR circuit (EGR LP ) on the gas mixture flowing in the intake duct ( 6 ) depending on a quantity (E det , MAPO) indicating a knocking energy;
calculating the objective value (R EGR-obj ) of said quantity representing the incidence of the low-pressure EGR circuit (EGR LP ) on the gas mixture flowing in the intake duct ( 6 ) through the sum of the first open-loop quantity (R EGR-OL ) and the first closed-loop quantity (ΔR EGR-KNOCK );
determining a quantity (R EGR ) representing the incidence of the low-pressure EGR circuit (EGR LP ) on the gas mixture flowing in an intake duct ( 6 ) depending on the objective value (R EGR-obj ) of said quantity;
determining an open-loop combustion index (MFB 50 ) representing the engine angle where, inside the cylinder, 50% of the fuel mass was burnt depending on the rotation speed (n) and the intake efficiency (η ASP );
determining, in a designing phase, a combustion model providing a spark advance value (SA model ) depending on said quantity (R EGR ), rotation speed (n), intake efficiency (η ASP ) and open-loop combustion index (MFB 50 );
calculating a first closed-loop spark advance (ΔSA MFB50 ), which is suited to optimize the efficiency of the internal combustion engine ( 1 ), depending on the open-loop combustion index (MFB 50 );
calculating a second closed-loop spark advance (ΔSA KNOCK ), which is suited to avoid the occurrence of knocking phenomena, depending on a quantity (E det , MAPO) indicating the knocking energy; and
calculating the objective value (SA obj ) of the spark advance angle to be operated through the sum of the spark advance value (SA model ) provided by the combustion model, of the first closed-loop spark advance (ΔSA MFB50 ) and of the second closed-loop spark advance (ΔSA KNOCK ).

2. The method according to claim 1 , wherein the second closed-loop spark advance (ΔSA KNOCK ) reduces the spark advance value (SA model ) provided by the combustion model, and the first closed-loop spark advance (ΔSA MFB50 ) increases or reduces the spark advance value (SA model ) provided by the combustion model; the method further including the step of zeroing to the current value the first closed-loop spark advance (ΔSA MFB50 ) when the second closed-loop spark advance (ΔSA KNOCK ) starts reducing the spark advance value (SA model ) provided by the combustion model.

3. The method according to claim 1 and comprising the further steps of:
determining a second open-loop quantity (R EGR-ADT ) depending on the rotation speed (n) and the intake efficiency (η ASP ) of the integral part of a PID/PI controller used in the first closed-loop quantity (ΔR EGR-KNOCK ) in stationary conditions; and
calculating the objective value (R EGR-obj ) of said quantity through the sum of the first open-loop quantity (R EGR-OL ), of the second open-loop quantity (R EGR-ADT ) and of the first closed-loop quantity (ΔR EGR-KNOCK ).

4. The method according to claim 1 , wherein the quantity (E det , MAPO) indicating the knocking energy used to determine the second closed-loop spark advance (ΔSA KNOCK ) is the knocking energy (E det ) defined by the difference between the combustion noise and a limit value of the combustion noise.

5. The method according to claim 1 , wherein the quantity (E det , MAPO) indicating the knocking energy used to determine the second closed-loop spark advance (ΔSA KNOCK ) is the maximum amplitude (MAPO) of the intensity of the pressure waves generated by the combustion in the cylinders ( 3 ).

6. The method according to claim 1 and comprising the further steps of:
calculating the difference between the quantity (E det , MAPO) indicating the knocking energy of the combustion cycle that just took place and a respective limit value of the knocking energy; and
determining the first closed-loop quantity (ΔR EGR-KNOCK ) in case said difference or said contribution is smaller than a first threshold value (S 3 );
determining the second closed-loop spark advance (ΔSA KNOCK ) in case said difference or said contribution is greater than or equal to the first threshold value (S 3 ).

7. The method according to claim 6 , wherein said difference is multiplied by intervention constants of a PID regulator, which are variable depending on the difference.

8. The method according to claim 6 and comprising the further step of rounding down the second closed-loop spark advance (ΔSA KNOCK ) to a minimum value in case knocking events are detected.

9. The method according to claim 1 , wherein the combustion model is expressed by means of a parabola formulated as follows:
SA model =a 2 *MFB 50 2 +a 1 *MFB 50 +a 0
MFB 50 combustion index;
SA model spark advance value provided by the combustion model.

10. The method according to claim 9 and wherein the a i coefficients are expressed as follows:
a i =f i (η ASP ,n )* k i ( R EGR ,η ASP ) [ i =0,1,2]

R EGR quantity representing the incidence of the low-pressure EGR circuit (EGR LP );
n rotation speed,
η ASP intake efficiency.

11. The method according to claim 1 , wherein the combustion model is expressed by means of a parabola formulated as follows:
SA model =a 5 *MFB 50 2 +a 4 *MFB 50 +a 3 +f EGR ( R EGR ,η ASP )

MFB 50 combustion index;
R EGR quantity representing the incidence of the low-pressure EGR circuit (EGR LP );
η ASP intake efficiency; and
SA model spark advance value provided by the combustion model.

12. The method according to claim 11 and wherein the a l coefficients are expressed as follows:
a i =f i (η ASP ,n ) [ i =3,4,5]

n rotation speed; and
η ASP intake efficiency.

13. The method according to claim 1 , wherein the combustion model is expressed as follows:
SA model =MFB 50 +f 6 (η ASP ,n )+ f 7 ( R EGR ,η ASP )* f 9 (η ASP ,n )

MFB 50 combustion index;
R EGR quantity representing the incidence of the low-pressure EGR circuit (EGR LP );
η ASP intake efficiency;
n rotation speed; and

SA model spark advance value provided by the combustion model.

14. The method according to claim 1 , wherein the second closed-loop spark advance (ΔSA KNOCK ) reduces the spark advance value (SA model ) provided by the combustion model, and the first closed-loop spark advance (ΔSA MFB50 ) increases or reduces the spark advance value (SA model ) provided by the combustion model; the method further including the step of freezing to the current value the first closed-loop spark advance (ΔSA MFB50 ) when the second closed-loop spark advance (ΔSA KNOCK ) starts reducing the spark advance value (SA model ) provided by the combustion model.

15. The method according to claim 1 , wherein the second closed-loop spark advance (ΔSA KNOCK ) reduces the spark advance value (SA model ) provided by the combustion model, and the first closed-loop spark advance (ΔSA MFB50 ) increases or reduces the spark advance value (SA model ) provided by the

Assignees

• Marelli Europe Spa

Inventors

• Panciroli Marco
• De Cesare Matteo
• Lanzoni Riccardo
• Zito Antonio

Classifications

• Y02T10/12

  Improving ICE efficiencies · CPC title

• F02P5/06

  dependent on engine speed · CPC title

• F02D35/028

  by determining the combustion timing or phasing · CPC title

• F02P5/1528

  for turbocompressed engine · CPC title

• F02D41/2438

  Active learning methods · CPC title