Pre-chamber jet ignition torque control with two ignition sources

Patent metadata

Field	Value
Publication number	US-11512677-B1
Application number	US-202217689369-A
Country	US
Kind code	B1
Filing date	Mar 8, 2022
Priority date	Mar 8, 2022
Publication date	Nov 29, 2022
Grant date	Nov 29, 2022

Abstract

A combustion control system and method for a turbulent jet ignition engine is presented. A controller is configured to receive a torque request, determine a target spark stagger based on a first spark from a first ignition device and a second spark from a second ignition device, determine an adjusted maximum brake torque (MBT) based on the spark stagger, determine a delta spark based on a difference between the adjusted MBT and an actual leading spark from the first and second ignition devices, determine a torque efficiency based on the delta spark, estimate an actual torque, and command a first and a second spark timing from the first and second ignition devices to satisfy the torque request.

First claim

What is claimed is:

1. A combustion control system for a turbulent jet ignition (TJI) engine having a first ignition device disposed in a pre-chamber of a cylinder head and a second ignition device disposed for communication with a main combustion chamber, the system comprising:
a controller configured to:
receive a torque request;
determine a target spark stagger based on a first spark from the first ignition device and a second spark from the second ignition device;
determine an adjusted maximum brake torque (MBT) based on the target spark stagger;
determine a delta spark based on a difference between the adjusted MBT and an actual leading spark from the first and second ignition devices;
determine a torque efficiency based on the delta spark;
estimate an actual torque; and
command a first and second spark timing from the first and second ignition devices to satisfy the torque request.

2. The system of claim 1 wherein the actual leading spark comprises a maximum actual spark realized based on an actual first spark from the first ignition device and an actual second spark from the second ignition device.

3. The system of claim 1 wherein estimating an actual torque comprises:
determining an optimal torque; and
calculating the actual torque as a product of the optimal torque and the determined torque efficiency.

4. The system of claim 3 wherein the optimal torque is based on a revolutions per minute (RPM) of the TJI engine and an air charge entering the TJI engine.

5. The system of claim 3 wherein the adjusted MBT is determined by an efficiency model.

6. The system of claim 5 wherein the efficiency model is based on a nominal spark stagger and nominal MBT spark.

7. The system of claim 6 wherein the nominal spark stagger is positive for a spark event that initiates from the first ignition device.

8. The system of claim 7 wherein the nominal spark stagger is negative for a spark event that initiates from the second ignition device.

9. The system of claim 1 wherein the TJI engine is a four-cylinder engine.

10. A combustion control method for a turbulent jet ignition (TJI) engine of a vehicle, the engine having a first ignition device disposed in a pre-chamber of a cylinder head and a second ignition device disposed for communication with a main combustion chamber, the method comprising:
receiving, by a controller of the vehicle, a torque request;
determining, by the controller, a target spark stagger based on a first spark from the first ignition device and a second spark from the second ignition device;
determining, by the controller, an adjusted maximum brake torque (MBT) based on the target spark stagger;
determining, by the controller, a delta spark based on a difference between the adjusted MBT and an actual leading spark from the first and second ignition devices;
determining, by the controller, a torque efficiency based on the delta spark;
estimating, by the controller, an actual torque; and
commanding, by the controller, a first and second spark timing from the first and second ignition devices to satisfy the torque request.

11. The method of claim 10 wherein the actual leading spark comprises a maximum actual spark realized based on an actual first spark from the first ignition device and an actual second spark from the second ignition device.

12. The method of claim 10 wherein estimating an actual torque comprises:
determining an optimal torque; and
calculating the actual torque as a product of the optimal torque and the determined torque efficiency.

13. The method of claim 12 wherein the optimal torque is based on a revolutions per minute (RPM) of the TJI engine and an air charge entering the TJI engine.

14. The method of claim 12 wherein the adjusted MBT is determined by an efficiency model.

15. The method of claim 14 wherein the efficiency model is based on a nominal spark stagger and nominal MBT spark.

16. The method of claim 15 wherein the nominal spark stagger is positive for a spark event that initiates from the first ignition device.

17. The method of claim 15 wherein the nominal spark stagger is negative for a spark event that initiates from the second ignition device.

18. The method of claim 10 wherein the TJI engine is a four-cylinder engine.

Assignees

• Wei Qun
• Attard William P
• Chaudhury Shawali
• Fca Us Llc

Inventors

• Wei Qun
• Attard William P
• Chaudhury Shawali

Classifications

• Y02T10/40

  Engine management systems · CPC title

• Y02T10/12

  Improving ICE efficiencies · CPC title

• F02P15/02 Primary

  Arrangements having two or more sparking plugs · CPC title

• F02D2200/1004

  Estimation of the output torque · CPC title

• F02P15/08

  having multiple-spark ignition, i.e. ignition occurring simultaneously at different places in one engine cylinder or in two or more separate engine cylinders · CPC title