Anti-hysteresis control ignition system

Abstract

Provided is an anti-hysteresis control ignition system. An anti-hysteresis control ignition system includes an engine system including a turbocharger and an exhaust manifold fluidly coupled to the turbocharger. An electronic control unit (ECU) is communicatively coupled with the engine system and configured to receive engine data from the engine system. A virtual optimization system is communicatively coupled with the ECU, and the virtual optimization system is configured to generate a calibration table in response to engine data from the ECU. The ECU is configured to receive the generated calibration tables and to reduce turbocharger hysteresis via enthalpy calibration of the exhaust manifold using one or more of the calibration tables.

Description

[0001] introduction

[0002] The information provided in this section is for the purpose of generally presenting the context of the present disclosure. To the extent it is described in this section, the work of the presently named inventors, and aspects that may not otherwise qualify as prior art at the time of filing, are neither explicitly nor implicitly admitted to be prior art against the present disclosure.

[0003] The present disclosure generally relates to an anti-hysteresis controlled ignition system.

[0004] Anti-lag systems are often used with turbocharged engines to minimize turbo lag. Typically, anti-lag systems utilize scavenge to recover energy from the exhaust to maximize responsiveness at low engine speeds. In conventional anti-lag systems, scavenging and subsequent combustion occurs in the cylinders of the engine, increasing the temperature of other parts of the engine, such as the exhaust manifold. Typically, anti-lag systems will scavenge the exhaust from the cylinders to provide more enthalpy in each cycle. Summary of the invention

[0005] In some aspects, an anti-lag controlled ignition system for a vehicle includes an exhaust having a certain flow rate, a cylinder coupled to the exhaust fluid, and an exhaust manifold operably coupled to the cylinder and coupled to the exhaust fluid. A turbocharger fluid is coupled to the exhaust and the exhaust manifold. The anti-lag controlled ignition system also includes an electronic control unit (ECU) that includes data processing hardware and is communicatively coupled to an engine system including the cylinder and the exhaust manifold. The engine system is configured to provide engine data to the ECU. The virtual optimization system is communicatively coupled to the ECU and includes an exhaust system model that is configured to generate a calibration table in response to and based on the engine data from the engine system. The ECU is configured to receive the generated calibration table and is configured to use one or more of the calibration tables to reduce turbocharger lag via enthalpy calibration of the exhaust manifold.

[0006] In some examples, the engine data received by the exhaust system model may include one or more of an equivalence ratio of the exhaust, temperature data, oxidation data of the exhaust, and a flow rate of the exhaust. The temperature data may include a wall temperature of the exhaust manifold and a gas temperature of the exhaust. Alternatively, the exhaust system model may be configured to model the oxidation data, and may be configured to use the modeled oxidation data to reduce turbocharger lag. In some configurations, the exhaust system model may be configured to use the modeled oxidation data to increase the combustion efficiency of the anti-lag control ignition system. In other examples, the ECU may be configured to execute one or more of the calibration tables, and one or more calibration tables may include a spark-fuel-injectionstrategy. In some instances, the ECU may be configured to use the exhaust manifold as an ignition source.

[0007] In other aspects, an anti-lag controlled ignition system includes an engine system including a cylinder, a turbocharger, and an exhaust manifold operably coupled to the cylinder and the turbocharger and arranged between the cylinder and the turbocharger. An electronic control unit (ECU) is communicatively coupled to the engine system and includes data processing hardware. The ECU is configured to receive oxidation data and temperature data from the engine system, and a virtual optimization system is communicatively coupled to the ECU. The virtual optimization system includes an exhaust system model configured to generate a calibration table in response to the oxidation data and temperature data from the ECU. The ECU is configured to receive the generated calibration table and is configured to use one or more of the calibration tables to change the speed of the turbocharger at the exhaust manifold via enthalpy calibration.

[0008] In some examples, the ECU may be configured to use enthalpy calibration to change the speed of the turbocharger using the wall temperature of the exhaust manifold. In some instances, the exhaust system model may be configured to receive engine data from the ECU, which may include oxidation data, temperature data, equivalence ratio, and flow rate. The temperature data may include the wall temperature of the exhaust manifold and the gas temperature of the exhaust of the engine system. Optionally, the exhaust system model may be configured to model the oxidation data, and the ECU may be configured to use the modeled oxidation data to reduce turbocharger lag. The exhaust system model may be configured to use the modeled oxidation data to increase the combustion efficiency of the engine system. In some configurations, the ECU may be configured to execute one or more of the calibration tables, and one or more calibration tables may include spark fuel injection strategies.

[0009] In yet other aspects, an anti-lag controlled ignition system includes an engine system including a turbocharger and an exhaust manifold fluidically coupled to the turbocharger. An electronic control unit (ECU) is communicatively coupled to the engine system and configured to receive engine data from the engine system. A virtual optimization system is communicatively coupled to the ECU, and the virtual optimization system is configured to generate a calibration table in response to the engine data from the ECU. The ECU is configured to receive the generated calibration table and is configured to reduce turbocharger lag via enthalpy calibration of the exhaust manifold using one or more of the calibration tables.

[0010] In some examples, the engine data may include temperature data and oxidation data, and the virtual optimization system may be configured to generate a calibration table to identify a limited target temperature of the exhaust manifold. Optionally, the virtual optimization system may include an exhaust system model that is configured to model the oxidation data and may include the modeled oxidation data in the generated calibration table. The ECU may be configured to use the modeled oxidation data to reduce turbocharger lag, and may be configured to use the modeled oxidation data to increase the combustion efficiency of the engine system. In some instances, the ECU may be configured to execute one or more of the calibration tables, the one or more calibration tables including a spark fuel injection strategy. Optionally, the ECU may be configured to use the wall temperature of the exhaust manifold to change the speed of the turbocharger using enthalpy calibration.

[0011] This application provides the following technical solutions:

[0012] 1. An anti-lag control ignition system for a vehicle, comprising exhaust gas having a certain flow rate, the anti-lag control ignition system comprising:

[0013] an engine system including a cylinder fluidly coupled to an exhaust, an exhaust manifold operably coupled to the cylinder and fluidly coupled to the exhaust, and a turbocharger fluidly coupled to the exhaust and the exhaust manifold;

[0014] an electronic control unit (ECU) including data processing hardware and communicatively coupled to an engine system, the engine system being configured to provide engine data to the ECU; and

[0015] A virtual optimization system communicatively coupled to the ECU, the virtual optimization system comprising an exhaust system model configured to generate calibration tables in response to and based on engine data from the engine system, the ECU configured to receive the generated calibration tables and configured to reduce turbocharger lag via enthalpy calibration of the exhaust manifold using one or more of the calibration tables.

[0016] 2. An anti-lag controlled ignition system according to technical solution 1, wherein the engine data received by the exhaust system model includes one or more of the exhaust equivalence ratio, temperature data, exhaust oxidation data and exhaust flow rate.

[0017] 3. An anti-lag controlled ignition system according to Technical Solution 2, wherein the temperature data includes the wall temperature of the exhaust manifold and the gas temperature of the exhaust gas.

[0018] 4. An anti-lag controlled ignition system according to Technical Solution 2, wherein the exhaust system model is configured to model oxidation data and is configured to use the modeled oxidation data to reduce turbocharger lag.

[0019] 5. An anti-lag controlled ignition system according to technical solution 4, wherein the exhaust system model is configured to use modeled oxidation data to increase the combustion efficiency of the anti-lag controlled ignition system.

[0020] 6. An anti-lag controlled ignition system according to technical solution 1, wherein the ECU is configured to execute one or more of the calibration tables, and one or more calibration tables include spark fuel injection strategies.

[0021] 7. According to the anti-lag control ignition system of technical solution 1, the ECU is configured to use the exhaust manifold as an ignition source.

[0022] 8. An anti-hysteresis control ignition system, comprising:

[0023] an engine system including a cylinder, a turbocharger, and an exhaust manifold operatively coupled to and disposed between the cylinder and the turbocharger;

[0024] an electronic control unit (ECU) communicatively coupled to the engine system and comprising data processing hardware, the ECU configured to receive oxidation data and temperature data from the engine system; and

[0025] A virtual optimization system communicatively coupled to the ECU, the virtual optimization system comprising an exhaust system model configured to generate calibration tables in response to oxidation data and temperature data from the ECU, the ECU configured to receive the generated calibration tables and configured to change a speed of a turbocharger at the exhaust manifold via enthalpy calibration using one or more of the calibration tables.

[0026] 9. An anti-lag controlled ignition system according to technical solution 8, wherein the ECU is configured to use enthalpy calibration using the wall temperature of the exhaust manifold to change the speed of the turbocharger.

[0027] 10. An anti-lag controlled ignition system according to technical solution 8, wherein the exhaust system model is configured to receive engine data from the ECU, including oxidation data, temperature data, equivalence ratio and flow rate.

[0028] 11. An anti-lag controlled ignition system according to technical solution 10, wherein the temperature data includes the wall temperature of the exhaust manifold and the gas temperature of the exhaust gas of the engine system.

[0029] 12. An anti-lag controlled ignition system according to technical solution 10, wherein the exhaust system model is configured to model oxidation data, and the ECU is configured to use the modeled oxidation data to reduce turbocharger lag.

[0030] 13. An anti-lag controlled ignition system according to technical solution 12, wherein the exhaust system model is configured to use modeled oxidation data to increase the combustion efficiency of the engine system.

[0031] 14. An anti-lag controlled ignition system according to Technical Solution 8, wherein the ECU is configured to execute one or more of the calibration tables, and one or more of the calibration tables include a spark fuel injection strategy.

[0032] 15. An anti-hysteresis control ignition system, comprising:

[0033] an engine system including a turbocharger and an exhaust manifold fluidly coupled to the turbocharger;

[0034] an electronic control unit (ECU) communicatively coupled to the engine system, the ECU configured to receive engine data from the engine system; and

[0035] A virtual optimization system is communicatively coupled to the ECU, the virtual optimization system being configured to generate calibration tables in response to engine data from the ECU, the ECU being configured to receive the generated calibration tables, and being configured to reduce turbocharger lag via enthalpy calibration of the exhaust manifold using one or more of the calibration tables.

[0036] 16. An anti-lag controlled ignition system according to technical solution 15, wherein the engine data includes temperature data and oxidation data, and the virtual optimization system is configured to generate a calibration table to identify a limiting target temperature of the exhaust manifold.

[0037] 17. An anti-lag controlled ignition system according to technical solution 16, wherein the virtual optimization system includes an exhaust system model, which is configured to model oxidation data and include the modeled oxidation data in the generated calibration table.

[0038] 18. An anti-lag controlled ignition system according to technical solution 17, wherein the ECU is configured to use modeled oxidation data to reduce turbocharger lag, and is configured to use modeled oxidation data to increase the combustion efficiency of the engine system.

[0039] 19. An anti-lag controlled ignition system according to Technical Solution 15, wherein the ECU is configured to execute one or more of the calibration tables, and one or more calibration tables include spark fuel injection strategies.

[0040] 20. An anti-lag controlled ignition system according to technical solution 15, wherein the ECU is configured to utilize the wall temperature of the exhaust manifold to change the speed of the turbocharger using enthalpy calibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The drawings described herein are for illustrative purposes only of selected configurations and are not intended to limit the scope of the present disclosure.

[0042] Figure 1 is a perspective view of an example vehicle including an anti-hysteresis controlled ignition system according to the present disclosure;

[0043] Figure 2 is a schematic diagram of an engine system according to the present disclosure;

[0044] Figure 3 is a block diagram of an anti-hysteresis controlled ignition system according to the present disclosure;

[0045] Figure 4 is a schematic block diagram of an anti-lag controlled ignition system according to the present disclosure, wherein an exhaust system receives an input; and

[0046] Figure 5 is an example flow chart of an anti-hysteresis controlled ignition system according to the present disclosure.

[0047] Corresponding reference numerals indicate corresponding parts throughout the drawings. DETAILED DESCRIPTION

[0048] Example configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that the present disclosure will be thorough and will fully convey the scope of the present disclosure to those of ordinary skill in the art. Specific details, such as examples of specific components, devices, and methods, are set forth to provide a thorough understanding of the configurations of the present disclosure. It will be clear to those of ordinary skill in the art that specific details need not be employed, that example configurations may be implemented in many different forms, and that the specific details and example configurations should not be construed as limiting the scope of the present disclosure.

[0049] The terms used herein are only for the purpose of describing a specific exemplary configuration and are not intended to be limiting. As used herein, the singular articles "one", "an" and "the" may also be intended to include plural forms unless the context clearly indicates otherwise. The terms "comprise", "comprising", "including" and "having" are inclusive, and therefore specify the presence of features, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components and / or their groups. The method steps, processes and operations described herein are not to be interpreted as necessarily requiring them to be performed in the particular order discussed or illustrated, unless specifically identified as the order of execution. Additional or alternative steps may be adopted.

[0050] When an element or layer is referred to as being "located on," "engaged to," "connected to," "attached to," or "coupled to" another element or layer, it may be directly located on, engaged, connected, attached to, or coupled to the other element or layer, or there may be intervening elements or layers. In contrast, when an element is referred to as being "directly located on," "directly engaged to," "directly connected to," "directly attached to," or "directly coupled to" another element or layer, there may be no intervening elements or layers. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0051] The terms "first", "second", "third" etc. may be used in this article to describe various elements, components, regions, layers and / or parts. These elements, components, regions, layers and / or parts should not be limited by these terms. These terms may only be used to distinguish an element, component, region, layer or part from another region, layer or part. Terms such as "first", "second" and other numerical terms do not imply a sequence or order unless clearly indicated by the context. Therefore, without departing from the teaching of the example configuration, the first element, component, region, layer or part discussed below may be referred to as a second element, component, region, layer or part.

[0052] In this application (including the following definitions), the term "module" may be replaced with the term "circuit". The term "module" may refer to, be part of, or include: an application specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; a memory (shared, dedicated, or group) that stores code executed by the processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system on a chip.

[0053] The term "code" as used above may include software, firmware and / or microcode, and may refer to a program, a routine, a function, a class and / or an object. The term "shared processor" covers a single processor that executes some or all of the code from multiple modules. The term "group processor" covers a processor that, in combination with an additional processor, executes some or all of the code from one or more modules. The term "shared memory" covers a single memory that stores some or all of the code from multiple modules. The term "group memory" covers a memory that, in combination with an additional memory, stores some or all of the code from one or more modules. The term "memory" may be a subset of the term "computer-readable medium". The term "computer-readable medium" does not cover temporary electrical signals and electromagnetic signals propagated through the medium, and therefore can be considered to be tangible and non-temporary memory. Non-limiting examples of non-temporary memory include tangible computer-readable media, including non-volatile memory, magnetic storage devices, and optical storage devices.

[0054] The apparatus and methods described in this application may be implemented in part or in whole by one or more computer programs executed by one or more processors. The computer program includes processor executable instructions stored on at least one non-transitory, tangible computer-readable medium. The computer program may also include or rely on stored data.

[0055] A software application (i.e., software resource) may refer to computer software that enables a computing device to perform tasks. In some examples, a software application may be referred to as an "application," "app," or "program." Example applications include, but are not limited to, system diagnostic applications, system management applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, media streaming applications, social networking applications, and gaming applications.

[0056] Non-transitory memory can be a physical device used to temporarily or permanently store programs (e.g., sequences of instructions) or data (e.g., program state information) for use by a computing device. Non-transitory memory can be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read-only memory (ROM) / programmable read-only memory (PROM) / erasable programmable read-only memory (EPROM) / electrically erasable programmable read-only memory (EEPROM) (e.g., commonly used for firmware, such as bootloaders). Examples of volatile memory include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and disk or tape.

[0057] These computer programs (also referred to as programs, software, software applications, or code) include machine instructions for a programmable processor and may be implemented in high-level procedural and / or object-oriented programming languages ​​and / or in assembly / machine language. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, non-transitory computer-readable medium, apparatus, and / or device (e.g., disk, optical disk, memory, programmable logic device (PLD)) for providing machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal for providing machine instructions and / or data to a programmable processor.

[0058] Various implementations of the systems and techniques described herein can be implemented in digital electronic and / or optical circuits, integrated circuits, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include implementations in one or more computer programs executable and / or interpretable on a programmable system including at least one programmable processor, which may be special purpose or general purpose, coupled to receive data and instructions from a storage system, at least one input device, and at least one output device, and to transmit data and instructions to the storage system, at least one input device, and at least one output device.

[0059] The processes and logic flows described in this specification can be performed by one or more programmable processors (also referred to as data processing hardware), which execute one or more computer programs to perform functions by performing operations on input data and generating outputs. Processing and logic flows can also be performed by dedicated logic circuits, such as FPGAs (field programmable gate arrays) or ASICs (application-specific integrated circuits). As an example, processors suitable for executing computer programs include both general-purpose and special-purpose microprocessors, and any one or more processors of any kind of digital computer. Typically, the processor will receive instructions and data from a read-only memory or a random access memory or both. The basic elements of a computer are a processor for executing instructions and one or more memory devices for storing instructions and data. Typically, a computer will also include or be operably coupled to receive data from or transfer data to or both of one or more mass storage devices (such as magnetic disks, magneto-optical disks, or optical disks) for storing data. However, a computer does not need to have such a device. Computer-readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media, and memory devices, including, for example, semiconductor memory devices, such as EPROMs, EEPROMs, and flash memory devices; magnetic disks, such as internal hard disks or removable disks; magneto-optical disks; and CDROM and DVD-ROM disks. The processor and the memory can be supplemented by, or incorporated in, special purpose logic circuitry.

[0060] To provide interaction with a user, one or more aspects of the present disclosure may be implemented on a computer having a display device (e.g., a CRT (cathode ray tube), LCD (liquid crystal display) monitor, or touch screen) for displaying information to the user and an optional keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other kinds of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback, such as visual feedback, auditory feedback, or tactile feedback; and the input from the user may be received in any form, including sound, voice, or tactile input. In addition, the computer may interact with the user by sending documents to and receiving documents from a device used by the user; for example, by sending a web page to a web browser on a user's client device in response to a request received from the web browser.

[0061] refer to Figure 1-4, the vehicle 100 includes an engine system 102 controlled by an anti-lag control ignition system 10, which is configured to model oxidation within the engine system 102 to utilize heat within the engine system 102 and increase the speed of the vehicle 100, as described in more detail below. The engine system 102 includes a turbocharger 104 fluidly coupled to cylinders 106 and an exhaust manifold 108. The engine system 102 circulates a fuel mixture 110a that is primarily combusted in the cylinders 106 to produce exhaust gas 110. The fuel mixture 110a includes a combination of fuel and air. The exhaust gas 110 may include a residual fuel mixture 110a that includes residual fuel and air that are transferred from the cylinders 106 to the exhaust manifold 108. Ultimately, the exhaust gas 110 is directed to a turbine 112 of the turbocharger 104, which is configured to extract energy or enthalpy to power a compressor 114 of the turbocharger 104.

[0062] As described herein, a residual fuel mixture 110a including residual fuel and air of the exhaust gas 110 may be utilized by the engine system 102 to generate additional free energy for the turbine 112 by combusting oxidizable components of the exhaust gas 110 in the exhaust manifold 108. This process results in increased energy available to the turbine 112 of the turbocharger 104, and thus provides maximized energy capture to the turbine 112 to power the compressor 114. The combustion of the exhaust gas 110 within the exhaust manifold 108, described in more detail below, is determined by the anti-lag controlled ignition system 10 through modeling of oxidation within the exhaust manifold 108. The utilization of the exhaust gas 110 within the exhaust manifold 108 may provide additional advantages of improving the overall combustion efficiency of the engine system 102 by maximizing the combustion potential of the exhaust gas within the engine system 102.

[0063] Further references Figure 1-3 , the engine system 102 may be calibrated with the aid of an electronic control unit (ECU) 12 of the vehicle 100, which functions as part of the anti-lag controlled ignition system 10. The ECU 12 includes data processing hardware 14 and memory hardware 16 that cooperate with sensors 116 of the engine system 102 to collect engine data 18. For example, the ECU 12 monitors the mass of fuel utilized within the engine system 102 and determines the volume of exhaust gas 110 within the engine system 102 after combustion within the cylinders. The volume of the exhaust gas 110 may include an exhaust gas equivalence ratio 120 described below, which may reflect a residual fuel mixture 110a (i.e., residual fuel and air) of the exhaust gas 110.

[0064] The ECU 12 also monitors the flow rate 122 and the gas temperature 124 of the exhaust gas 110 via the engine data 18. The sensor 116 also detects the wall temperature 126 of the exhaust manifold 108. Each of the heat release 118, the equivalence ratio 120, the flow rate 122, the gas temperature 124, and the wall temperature 126 may be categorized as engine data 18 captured by the sensor 116 and stored in the memory hardware 16 of the ECU 12. The gas temperature 124 and the wall temperature 126 may be stored together in the memory hardware 16 as temperature data 128. During operation of the engine system 102, the memory hardware 16 may be periodically updated with the engine data 18 via the data processing hardware 14.

[0065] Still refer to Figure 1-3 , the fuel mixture 110a is initially combusted within the cylinder 106, which results in a heat release 118 from the combustion within the cylinder. The heat release 118 may depend on the chemical composition of the exhaust gas 110 in the cylinder 106 and subsequently the exhaust manifold 108. Although most of the fuel mixture 110a is combusted or burned within the cylinder 106, the exhaust gas 110 discharged from the cylinder 106 may contain some residual fuel mixture 110a, as mentioned above. After combustion within the cylinder 106, the residual fuel mixture 110a is calculated via the ECU 12 to determine an equivalence ratio 120. The equivalence ratio 120 reflects the stoichiometric conditions of the exhaust gas 110 and is used by the anti-lag controlled ignition system 10 to model oxidation within the exhaust manifold 108, which is described in more detail below. In addition to the equivalence ratio 120, the anti-lag controlled ignition system 10 may also receive oxidation data 130 from the ECU 12. The oxidation data 130 is related to residual air contained in the exhaust gas 110 and may be used by the anti-lag controlled ignition system 10 when modeling oxidation within the exhaust manifold 108 .

[0066] The exhaust manifold 108 has a high temperature associated with the metal composition of the walls of the exhaust manifold 108. The high temperature of the exhaust manifold 108 is captured as the wall temperature 126, as mentioned above, and can be monitored for peak temperature. Due to the high temperature, the exhaust gas 110 can undergo additional combustion reactions within the exhaust manifold 108, which is determined by the anti-lag control ignition system 10 and executed by the ECU 12. The anti-lag control ignition system 10 utilizes the exhaust manifold 108 to achieve complete combustion of the residual fuel mixture 110a of the exhaust gas 110 by reacting with the residual air (i.e., oxygen) and utilizing the wall temperature 126 of the exhaust manifold 108 to obtain activation energy.

[0067] The engine system model 42 utilizes the kinetic reaction mechanism 20 to evaluate the performance of the engine system 102 while solving for oxidation of the exhaust gas 110 at a level of fidelity related to the engine data 18 based on the wall temperature 126, the gas temperature 124, the residual fuel and oxygen 110a, and the equivalence ratio 120 of the exhaust gas 110. The calibration table 22 can be generated by various physics-based prediction models that can relate the gas temperature 124 and the wall temperature 126 to the unseen data. In addition, the anti-lag controlled ignition system 10 utilizes the flow rate 122 of the exhaust gas 110 to determine the airflow 24 within the exhaust manifold 108 to achieve optimized complete combustion. The exhaust gas 110 including the residual fuel mixture 110a (i.e., residual fuel and air) is combusted within the exhaust manifold 108 based on the calibration table 22 generated as part of the anti-lag controlled ignition system 10, as described below, to achieve complete combustion.

[0068] refer to Figure 2-4 The anti-lag controlled ignition system 10 further includes a virtual optimization system 40 configured to generate a calibration table 22 for the ECU 12 and the engine system 102. The virtual optimization system 40 includes an exhaust system model 42 that can be used to generate the calibration table 22 based on the engine data 18 received from the ECU 12. In other examples, the exhaust system model 42 can receive the engine data 18 from an engine performance model that is physically based and predictive. Figure 4 , the exhaust system model 42 receives the equivalence ratio 120, the gas temperature 124, and the flow rate 122 of the exhaust gas 110. The exhaust system model 42 is configured to determine an optimized combustion of the exhaust gas 110 within the exhaust manifold 108 based on the engine data 18. In addition, the exhaust system model 42 utilizes the oxidation data 130, the wall temperature 126 of the exhaust manifold 108, and the desired speed output of the turbocharger 104.

[0069] The exhaust system model 42 can be developed by the virtual optimization system 40 as a three-dimensional model, which can be divided into one dimension to capture the interface between the exhaust 110 and the exhaust manifold 108. For example, the virtual optimization system 40 can utilize a three-dimensional or one-dimensional computational fluid dynamics code with a conjugate heat transfer model to solve the target exhaust flow rate, thermodynamic properties, and structural temperature. The virtual optimization system 40 is configured to ultimately provide a one-dimensional exhaust system model 42, which is designed to mimic the detailed chemical kinetic mechanisms of the engine system 102 to provide time-feasible control design and feedback via the calibration table 22. Therefore, the one-dimensional exhaust system model 42 mimics more detailed mechanisms by using smaller, even single-step mechanisms to obtain an acceptable approximation of detailed results. When developing the calibration table 22, the exhaust system model 42 determines the combustion duration of the exhaust gas 110 relative to a defined temperature.

[0070] In some examples, the defined temperature may correspond to a wall temperature 126 of the exhaust manifold 108. The combustion duration of the exhaust gas 110 may be modeled relative to the wall temperature 126 on a logarithmic scale relative to the inverse of the wall temperature 126 to define a linear trend. Thus, the exhaust system model 42 may have a correlation of the autoignition time based on the modeled combustion duration. The correlation and the modeled combustion duration may be incorporated as part of one or more of the calibration tables 22 for use with the engine system 102 via the ECU 12, as described below. The modeled combustion duration incorporated in the calibration tables 22 may help reduce the real-time reaction mechanisms of the engine system 102, which may help maximize the speed of the engine system 102 as a whole.

[0071] The exhaust system model 42 may further utilize the temperature data 128 to control the conditions of the heat release 118, for example, by comparing the equivalence ratio 120 to the temperature data 128 and the flow rate 122 of the exhaust gas 110. For example, the exhaust system model 42 may identify feasible temperatures for post-cylinder oxidation from the temperature data 128 of the exhaust manifold 108, which may be used in generating the calibration table 22 including the combustion control parameters 44. The calibration table 22 may also include an exhaust manifold temperature estimate based at least in part on a wall temperature of the exhaust manifold 108 received from the ECU 12. The calibration table 22 is provided from the virtual optimization system 40 to the ECU 12 for execution by the engine system 102 within the exhaust manifold 108, the pre-turbine 112.

[0072] Therefore, the engine system 102 can perform additional heat release 118 in the exhaust manifold 108 before the exhaust gas 110 reaches the turbine 112 of the turbocharger 104. The increased heat release 118 advantageously increases the energy available to the turbocharger 104. Therefore, the turbine 112 has increased available energy, which leads to anti-hysteresis and increased efficiency of the engine system 102. The engine system 102 uses the additional energy generated by the combustion of the exhaust gas 110 in the exhaust manifold 108 to maintain the reaction in the engine system 102 and control the instantaneous manifold energy to the limited target temperature 126a of the exhaust manifold 108. For example, the temperature 126 of the exhaust manifold 108 decreases over time, so the engine system 102 is calibrated via the calibration table 22 to operate to the minimum limited target temperature 126a of the exhaust manifold 108. When the exhaust manifold 108 cools after combustion in the cylinder 106, the limited target temperature 126a generally corresponds to the wall temperature 126 of the exhaust manifold 108.

[0073] Further references Figure 2-4The engine system 102 is repeatedly calibrated by the ECU 12 based on the calibration table 22 generated by the exhaust system model 42 in the virtual optimization system 40 of the anti-lag controlled ignition system 10. The calibration table 22 may include calibrations for various aspects of the engine system 102, including but not limited to injector calibration, cam calibration, and spark calibration. The calibration table 22 is used for combustion control in the exhaust manifold 108 by predicting heat release from the engine system 102 for excess or stoichiometric fuel conditions. For example, the injector and cam calibrations may be used to control the kinetically limited open flow reaction in the exhaust manifold 108 and the cylinder 106 by targeting a range of the gas temperature 124 of the exhaust gas 110 and the wall temperature 126 of the exhaust manifold 108. The spark calibration may be used to control the gas temperature 124 of the exhaust gas 110 after combustion in the cylinder and entering the exhaust manifold 108. By calibrating the spark, the pumping and mixing of the engine system 102 may be maintained while achieving the anti-lag function through the combustion of the exhaust gas 110 in the exhaust manifold 108.

[0074] Integration of the calibration table 22 with the ECU 12 and the engine system improves the performance of the turbocharger 104 by increasing the overall speed of the turbocharger 104. For example, the turbocharger 104 may recover the boost effect faster based on the wall temperature 126 of the exhaust manifold 108. The exhaust system model 42 may be used to estimate various conditions of the engine system 102 to identify an optimized combustion duration for the exhaust gas 110 and heat release 118 from one or both of the in-cylinder combustion and the exhaust manifold 108. In some examples, the exhaust gas 110 releases a cumulative amount of enthalpy when the exhaust gas 110 is in a single environment for a period of time.

[0075] In execution, a one-dimensional application of the exhaust system model 42 will utilize a dithered spark and reverse dithered commanded airflow ratio of one or more cylinders 106 relative to another cylinder 106. In some three-dimensional examples, with respect to multiphase injection, a stratified charge can change the combustion reaction by controlling the equivalence ratio 120 in the cylinder 106. Thus, through the exhaust stroke, based on the wall temperature 126 and the flow rate 122, the stratified charge can promote the mixing of the unburned charge for oxidation in the exhaust manifold 108. The one-dimensional exhaust system model 42 will help maintain the global stoichiometry of the engine system 102. The difference between the cylinders 106 using the commanded airflow ratio and the global stoichiometry together helps define the target mixture composition 46 of the exhaust gas 110 and the increased air flow within the engine system 102. The target mixture composition 46 is designed by the exhaust system model 42 to promote additional heat release 118 within the exhaust manifold 108 to maximize the energy available to the turbine 112 of the turbocharger 104. For example, the additional heat release 118 helps maintain the energy available to the turbine 112.

[0076] Still refer to Figure 2-4, the engine system 102 is designed and calibrated by the ECU 12 based on the wall temperature 126 of the exhaust manifold 108. The wall temperature 126 should be high enough to perform auto-ignition and chemically based oxidation of the residual fuel mixture 110a within the exhaust manifold 108. The exhaust system model 42 is configured to model oxidation data 130 associated with the oxidation of the residual fuel mixture 110a. The calibration table 22 including the modeled oxidation data 130 is configured to reduce the lag of the turbocharger 104 by using the modeled oxidation data 130 to maximize the amount of exhaust gas 110 combusted in the exhaust manifold 108. The calibration table 22 generated from the exhaust system model 42 provides the engine system 102 with the ability to continuously and nominally increase the turbine speed generated by the turbocharger 104. Therefore, the increased turbine speed is achieved through oxidation within the exhaust manifold 108, during which the residual oxygen in the fuel mixture 110a is combusted.

[0077] The calibration table 22 is loaded onto the ECU 12 from the virtual optimization system 40 as part of the anti-lag controlled ignition system 10. The calibration table 22 provides the ECU 12 with instructions and strategies to be executed using the engine system 102. The calibration table 22 may be stored in the memory hardware 16 of the ECU 12 and may be utilized by the data processing hardware 14 to be implemented into the engine system 102. For example, the calibration table 22 may provide a spark fuel injection strategy 48 that may be executed by the engine system 102. The calibration table 22 is configured to provide the engine system 102 with a method of increasing fuel combustion by utilizing the wall temperature 126 of the exhaust manifold 108 to combust the exhaust gas 110 within the exhaust manifold 108 using one or more strategies 48, such as the spark fuel injection strategy 48.

[0078] Thus, by executing one or more of the calibration tables 22, the ECU 12 is configured to utilize the exhaust manifold 108 as an ignition source. As generally described above, the cylinders 106 are used as the primary ignition source for the engine system 102, and the exhaust manifold 108 can supplement the cylinders 106 by combusting a residual fuel mixture 110a (i.e., residual fuel and air). For example, the ECU 12 can perform an enthalpy calibration using one or more of the calibration tables 22 to specify combustion of the exhaust gas 110 within the exhaust manifold 108 until a defined limiting target temperature 126a is reached. During operation of the engine system 102, the wall temperature 126 of the exhaust manifold 108 reaches such a high temperature that the engine system 102 is able to achieve near complete combustion of the residual fuel mixture 110a of the exhaust gas 110.

[0079] Reference again Figure 1-5, illustrates an example flow chart of the anti-lag controlled ignition system 10. At 400, the exhaust system model 42 collects engine data 18 from the engine system 102 via the ECU 12. The virtual optimization system 40 receives the engine data 18 and executes the exhaust system model 42 for the anti-lag controlled ignition system 10 at 402. At 404, the exhaust system model 42 generates a calibration table 22 for the engine system 102, and at 406, the ECU 12 enables the calibration table 22 to be used with the engine system 102. At 408, the ECU 12 may select the calibration table 22 that will maximize the turbine speed based on the engine data 18. Therefore, at 410, the anti-lag controlled ignition system 10 provides excess enthalpy to the turbocharger 104, resulting in a maximized turbine speed.

[0080] The anti-lag control ignition system 10 is advantageously designed to minimize the lag associated with the turbocharger 104, and thus may also increase the overall efficiency of the engine system 102. Minimizing lag of the turbocharger 104 is achieved by executing the exhaust system model 42 through the virtual optimization system 40. Specifically, modeling of oxidation data 130 about the exhaust gas 110 from the exhaust manifold 108 is used to generate the calibration table 22. The generated calibration table 22 is incorporated into the ECU 12 and may be stored in the memory hardware 16. Therefore, the calibration table 22 is a static table incorporated into the ECU 12. When the calibration table 22 is pre-executed by the exhaust system model 42, if there is a physical temperature measurement as feedback, the closed-loop control routine can be used to understand potential excursions that may be unique to the engine system 102 (i.e., unique injector performance or component aging, such as spark plug carbon deposition (spark plug fowling) or electrode gap growth).

[0081] A variety of implementations have been described. However, it will be appreciated that various modifications may be made without departing from the spirit and scope of the present disclosure. Therefore, other implementations are within the scope of the following claims.

[0082] The foregoing description has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the present disclosure. Individual elements or features of a particular configuration are generally not limited to that particular configuration, but are interchangeable where applicable and may be used in a selected configuration, even if not specifically shown or described. The same may also be varied in a variety of ways. Such variations are not to be considered as departing from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

Claims

1. An anti-hysteresis control ignition system, comprising: an engine system including a cylinder, a turbocharger, and an exhaust manifold operatively coupled to and disposed between the cylinder and the turbocharger; an electronic control unit (ECU) communicatively coupled to the engine system and including data processing hardware, the ECU configured to receive oxidation data and temperature data from the engine system; as well as A virtual optimization system communicatively coupled to the ECU, the virtual optimization system comprising an exhaust system model configured to generate calibration tables in response to oxidation data and temperature data from the ECU, the ECU configured to receive the generated calibration tables and configured to change a speed of a turbocharger at the exhaust manifold via enthalpy calibration using one or more of the calibration tables.

2. The anti-lag controlled ignition system of claim 1, wherein the ECU is configured to utilize the wall temperature of the exhaust manifold to vary the speed of the turbocharger using enthalpy calibration.

3. The anti-lag controlled ignition system of claim 1 , wherein the exhaust system model is configured to receive engine data from the ECU, including oxidation data, temperature data, equivalence ratio, and flow rate.

4. The anti-lag controlled ignition system of claim 3, wherein the temperature data includes a wall temperature of the exhaust manifold and a gas temperature of the exhaust gas of the engine system.

5. The anti-lag controlled ignition system of claim 3, wherein the exhaust system model is configured to model oxidation data, and the ECU is configured to use the modeled oxidation data to reduce turbocharger lag. 6 . The anti-lag controlled ignition system of claim 5 , wherein the exhaust system model is configured to use the modeled oxidation data to increase combustion efficiency of the engine system. 7 . The anti-lag controlled ignition system of claim 1 , wherein the ECU is configured to execute one or more of the calibration tables, and the one or more calibration tables include a spark fuel injection strategy.

8. The anti-lag controlled ignition system of claim 1, wherein the engine data received by the exhaust system model includes one or more of an equivalence ratio of the exhaust gas, temperature data, oxidation data of the exhaust gas, and a flow rate of the exhaust gas.

9. The anti-lag controlled ignition system of claim 1, wherein the ECU is configured to utilize an exhaust manifold as an ignition source.

Images