IPC분류정보
국가/구분 |
United States(US) Patent
등록
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국제특허분류(IPC7판) |
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출원번호 |
US-0223573
(2002-08-19)
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발명자
/ 주소 |
- Linna, Jan-Roger
- Bowyer, Robert
- Challen, Bernard J.
- Mello, John Paul
- Palmer, Peter
- Stobart, Richard
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출원인 / 주소 |
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대리인 / 주소 |
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인용정보 |
피인용 횟수 :
31 인용 특허 :
20 |
초록
▼
A method of controlling combustion in an homogenous charge compression ignition engine through indirect mechanisms. The method utilizes a predictive model so that combustion can be controlled over a wide range of operating conditions while maintaining optimum operation with respect to efficiency and
A method of controlling combustion in an homogenous charge compression ignition engine through indirect mechanisms. The method utilizes a predictive model so that combustion can be controlled over a wide range of operating conditions while maintaining optimum operation with respect to efficiency and emissions. The methods include an adaptive aspect, which allows the predictive model to be updated if deemed necessary. Furthermore, the methods include a model with a plurality of control modes. A control mode can be chosen to optimize the engine for one of a plurality of output characteristics, including response time, efficiency, or emissions characteristics.
대표청구항
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1. A method of controlling combustion in a compression ignition distributed reaction engine to a desired behavior, the method comprising:sensing at least one engine operating condition; predicting, based at least in part on the at least one sensed engine operating condition, a dynamic engine behavio
1. A method of controlling combustion in a compression ignition distributed reaction engine to a desired behavior, the method comprising:sensing at least one engine operating condition; predicting, based at least in part on the at least one sensed engine operating condition, a dynamic engine behavior; and setting at least one actuator to a desired set point based, at least in part, on the at least one of the predicted dynamic behavior and the chemical kinetics to obtain the desired engine behavior, sensing a resulting engine behavior and further predicting, based at least in part on the at least one sensed engine operating condition and the resulting engine behavior, at least one of the dynamic behavior of the at least one engine component or process, and chemical kinetics of an air/fuel charge; and determining whether a short response time or engine efficiency is a desired engine behavior to be achieved and wherein setting the at least one actuator comprises identifying at least one actuator that, when actuated, will yield the determined desired engine behavior. 2. The method according to claim 1, wherein the dynamic behavior is one of an air transport time and a charge transport time.3. The method according to claim 1, wherein the chemical kinetics is NOx formation.4. The method according to claim 1, wherein the chemical kinetics is ignition delay.5. The method according to claim 1, wherein sensing the at least one engine operating condition comprises sensing an engine load.6. The method according to claim 1, wherein setting the at least one actuator comprises setting the at least one actuator to the desired set point within a time that is based on a number of engine rotations.7. The method according to claim 1, wherein setting the at least one actuator comprises setting the at least one actuator within 100 milliseconds of sensing the at least one engine operating condition.8. The method according to claim 1, wherein setting the at least one actuator comprises identifying a plurality of actuators to set and identifying a subset of the plurality of actuators to set that will produce the desired engine behavior within a desired response time.9. The method according to claim 1 wherein setting the at least one actuator comprises identifying a plurality of actuators to set and identifying a subset of the plurality of actuators to set that will produce the desired engine behavior with a least impact on engine efficiency.10. The method according to claim 1, wherein sensing at least one engine operating condition comprises sensing an engine throttle position.11. The method according to claim 1, wherein sensing a resulting engine behavior comprises sensing engine vibration.12. The method according to claim 1, wherein sensing a resulting engine behavior comprises sensing a start of combustion.13. The method according to claim 1, wherein sensing a resulting engine behavior comprises sensing an angular acceleration of a crankshaft of the engine.14. A method of controlling combustion in a compression ignition distributed reaction engine, the method comprising:providing an engine controller that includes: a plurality of control modes, including: an engine response control mode with an engine response time minimizing cost function and an engine efficiency control mode with an efficiency maximizing cost function; a model of engine operation, the model adapted to receive a plurality of sets of simulated actuator control parameters and engine operating parameters and to provide predicted engine output for each set of simulated actuator control parameters; operating the engine in the engine efficiency control mode; providing a desired engine response requirement and engine operating parameters to the controller; changing from the engine efficiency control mode to the engine response control mode when the engine efficiency control mode cannot meet the desired engine response requirement; evaluating a plurality of sets of actuator control parameters by applying a corresponding plurality of sets simulated control parameters and the engine operating parameters to the model, which in turn employs the response time minimizing cost function to provide corresponding sets of predicted engine output; comparing the plurality the sets of predicted engine output with the desired engine response requirement; and controlling the engine by implementing a set of the plurality of actuator control parameters that best satisfies the engine response time minimizing cost function. 15. The method of claim 14, wherein the desired engine response requirement is an engine speed.16. The method of claim 14, wherein the desired engine response requirement is an engine load.17. The method of claim 14, further comprising:measuring actual engine output and updating the model based on a difference between the predicted engine output and the actual engine output. 18. The method of claim 17, wherein the actual engine output includes an actual start of combustion time and the predicted engine output includes a predicted start of combustion time.19. The method of claim 14, wherein controlling comprises controlling the engine with the one of the plurality of actuator control parameters such that the desired engine response requirement is met within 100 milliseconds of implementing the one of the plurality of actuator control parameters.20. The method of claim 14, wherein the plurality of engine operating parameters are chosen from the group consisting of: air mass flow signal, cam signal, crank angle signal, engine coolant temperature, load demand, intake air temperature, intake air pressure, engine speed, engine load, exhaust gas temperature, exhaust gas recirculation valve position, amount of exhaust gas recirculation, equivalence ratio, exhaust air/fuel ratio, throttle position, valve timing, turbocharger turbine speed, NOx emission level, variable nozzle turbine setting, variable geometry turbine setting, and wastegate position.21. The method of claim 14, wherein the actuator control parameters are selected from a group consisting of: equivalence ratio, intake to exhaust heat-exchanger bypass valve position, variable valve timing, amount of exhaust gas recirculation, variable nozzle turbine setting, variable geometry turbine setting, wastegate setting, water injection, fuel injection timing, fuel injection amount, exhaust restriction, and electrically assisted turbocharger setting.22. The method of claim 14, wherein the controller further comprises at least one additional control mode selected from the group consisting of: a control mode to optimize load control range, a control mode to optimize effects on combustion phasing of start of combustion, and a control mode to optimize engine emissions.23. The method of claim 14, wherein the engine efficiency control mode is an engine fuel consumption control mode.
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