초록

A method of operating a compression-ignition engine includes adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure within a combustion chamber varies relative to a selected pressure and if fuel injection timing is greater than a preselected timing.

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1. A method of operating a compression-ignition engine, comprising: adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure associated with a top dead center within a combustion chamber varies relative to a preselected pressure and if a fuel injection timing is grea

1. A method of operating a compression-ignition engine, comprising: adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure associated with a top dead center within a combustion chamber varies relative to a preselected pressure and if a fuel injection timing is greater than a preselected timing; wherein the maximum pressure associated with the top dead center within the combustion chamber is controlled by adjusting timing of fuel injection. 2. The method of claim 1, further comprising calculating an expected value indicative of the maximum pressure associated with the top dead center within the combustion chamber. 3. The method of claim 2, further comprising obtaining an actual value of the sensed parameter indicative of the maximum pressure associated with the top dead center within the combustion chamber during operation of the compression-ignition engine. 4. The method of claim 1, further comprising calculating an expected value indicative of a timing of fuel injection within the combustion chamber. 5. The method of claim 4, further comprising obtaining an actual value indicative of the timing of fuel injection within the combustion chamber during operation of the compression-ignition engine. 6. The method of claim 5, further comprising retarding timing of fuel injection if the actual value of the sensed parameter indicative of the maximum pressure associated with the top dead center within the combustion chamber exceeds the expected value indicative of the maximum pressure and if the actual value indicative of timing of fuel injection exceeds the expected value indicative of timing of fuel injection. 7. The method of claim 6, further comprising subsequently advancing the timing of fuel injection if the actual value indicative of the maximum pressure associated with the top dead center is less than the expected value indicative of the maximum pressure within the combustion chamber. 8. The method of claim 1, wherein the compression-ignition engine is operated at a high altitude greater than about 3000 meters. 9. The method of claim 1, further comprising derating engine power, or controlling speed of a turbine coupled to the compression-ignition engine, or controlling intake air pressure within an intake manifold coupled to the compression-ignition engine, if an actual value indicative of the speed of the turbine exceeds an expected value indicative of the speed of the turbine or if an actual value indicative of temperature of exhaust gas fed to the turbine exceeds an expected value indicative of temperature of exhaust gas fed to the turbine. 10. The method of claim 1, wherein the maximum pressure associated with the top dead center within the combustion chamber is controlled in response to change in altitude. 11. A method of operating a compression-ignition engine, comprising: retarding timing, in a high altitude environment, of fuel injection into the compression-ignition engine if an actual peak pressure exceeds a predetermined peak pressure within a combusion chamber and if an actual fuel injection timing exceeds a predetermined fuel injection timing, wherein the actual peak pressure within the combustion chamber is controlled by retarding timing of fuel injection. 12. The method of claim 11, further comprising derating engine power, or releasing air from an air intake manifold coupled to the compression-ignition engine, or decreasing speed of a turbocharger coupled to the compression-ignition engine, or a combination thereof, if the actual peak pressure exceeds the predetermined peak pressure and if the actual fuel injection timing is less than the predetermined fuel injection timing. 13. The method of claim 11, wherein the actual peak pressure within the combustion chamber is controlled in response to change in altitude. 14. A method of manufacturing a compression-ignition engine, comprising: providing a controller configured to control a maximum pressure associated with a top dead center within a combustion chamber of the compression-ignition engine by retarding fuel injection timing if the maximum pressure associated with the top dead center within the combustion chamber of the compression-ignition engine exceeds a predetermined pressure and if fuel injection timing exceeds a predetermined timing. 15. The method of claim 14, comprising providing the compression-ignition engine having the controller. 16. The method of claim 14, comprising providing a vehicle having the compression-ignition engine and the controller coupled to the compression-ignition engine. 17. The method of claim 14, wherein the controller is configured to control maximum pressure associated with the top dead center within the combustion chamber in response to change in altitude. 18. A method of operating a turbocharged compression-ignition engine, comprising: adjusting one or more parameters of the compression-ignition engine if a sensed parameter indicates an undesirable peak pressure within a combustion chamber of the compression-ignition engine, comprising:retarding fuel injection timing to control the peak pressure within the combustion chamber of the compression-ignition engine if another sensed parameter indicates that fuel injection timing is greater than a preselected value; oradjusting power output of the compression-ignition engine, or adjusting speed of a turbine coupled to the compression-ignition engine, or adjusting intake manifold air pressure, or combinations thereof, if the other sensed parameter indicates that fuel injection timing is less than the preselected value. 19. The method of claim 18, further comprising powering a locomotive. 20. The method of claim 18, further comprising powering an automobile. 21. A method of operating a compression-ignition engine, comprising: adjusting timing of fuel injection if a sensed parameter indicative of a maximum pressure within a combustion chamber varies relative to a preselected pressure and if an actual fuel injection timing is greater than a preselected timing; wherein the maximum pressure within the combustion chamber is controlled by adjusting timing of fuel injection;derating engine power, or releasing air from an air intake manifold coupled to the compression-ignition engine, or decreasing speed of a turbocharger coupled to the compression-ignition engine, or a combination thereof, if the maximum pressure within the combustion chamber exceeds the preselected pressure and if the actual fuel injection timing is less than the preselected timing. 22. A computer-readable medium storing a program to enable a controller to perform control of a compression-ignition engine, the computer program comprising: programming instructions stored in a computer-readable medium that enable the controller to control a peak pressure within a combustion chamber of the compression-ignition engine by retarding fuel injection timing if the peak pressure within the combustion chamber of the compression-ignition engine exceeds a predetermined pressure and if fuel injection timing exceeds a predetermined timing. 23. A system, comprising: a controller configured to retard fuel injection timing if a maximum pressure associated with a top dead center within a combustion chamber of the compression-ignition engine exceeds a predetermined pressure and if fuel injection timing exceeds a predetermined timing, wherein the controller is configured to control the maximum pressure associated with the top dead center within the combustion chamber by retarding fuel injection timing. 24. The system of claim 23, further comprising an intake air temperature sensor, an intake air pressure sensor, and a fuel injection timing sensor. 25. The system of claim 24, wherein the controller is configured to determine the maximum pressure associated with the top dead center in the combustion chamber based on signals from the intake air temperature sensor, or the intake air pressure sensor, or the fuel injection timing sensor, or a combination thereof. 26. The system of claim 23, further comprising a turbocharger speed sensor and an exhaust temperature sensor. 27. The system of claim 26, wherein the controller is configured to derate engine power, or control speed of a turbine, or control pressure within an air intake manifold coupled to the compression-ignition engine, if a value indicative of a speed of a turbine exceeds an expected speed value or if a value indicative of a temperature of exhaust gas exceeds an expected temperature value. 28. The system of claim 23, comprising a diesel engine having the controller. 29. The system of claim 23, comprising a vehicle having the compression-ignition engine and the controller coupled to the compression-ignition engine. 30. The system of claim 23, wherein the controller is configured to control maximum pressure associated with the top dead center within the combustion chamber in response to change in altitude. 31. A system, comprising: a controller configured to retard fuel injection timing if a maximum pressure within a combustion chamber of the compression-ignition engine exceeds a predetermined pressure and if fuel injection timing exceeds a predetermined timing;wherein the controller is configured to derate engine power, or control speed of a turbine, or control pressure within an air intake manifold coupled to the compression-ignition engine, if a value indicative of a speed of a turbine exceeds an expected speed value or if a value indicative of a temperature of exhaust gas exceeds an expected temperature value.