Control system for internal combustion engine, internal combustion engine system and method for controlling internal combustion engine

Abstract

The invention relates to a control system for an internal combustion engine, an internal combustion engine system and a method for controlling an internal combustion engine. A control system for an internal combustion engine includes at least one sensor configured to measure a combustion signal within at least one of a plurality of cylinders within the internal combustion engine. The combustion signal corresponds to a first combustion cycle. The control system also includes a controller operably connected to the at least one sensor. The controller is configured to receive the combustion signal from the at least one sensor and determine whether the measured combustion signal satisfies at least one condition associated with the internal combustion engine. The at least one condition corresponds to at least one of engine misfire or delayed combustion. The controller is further configured to reduce an amount of fuel supplied to the at least one cylinder in a predetermined number of combustion cycles following the first combustion cycle based on the determination.

Description

Technical Field

[0001] The present disclosure generally relates to a system for controlling an internal combustion engine and a method for controlling an internal combustion engine system. Background

[0002] In an internal combustion engine system that includes a multi-cylinder engine (e.g., a compression ignition or spark ignition internal combustion engine, etc.), combustion in each cylinder of the multi-cylinder engine is an important aspect of engine performance. Abnormal combustion, which may be caused by fluctuations in one or more boundary conditions and / or malfunctions of one or more components in the internal combustion engine system, may lead to engine damage. Therefore, efforts to prevent or predict engine pre-ignition, knocking, and / or other conditions related to engine misfire can reduce the risk of engine damage and / or shutdown.

[0003] Summary

[0004] One aspect of the present disclosure relates to a control system for an internal combustion engine. The control system includes at least one sensor and a controller. The at least one sensor is configured to measure a combustion signal in at least one of a plurality of cylinders in the internal combustion engine, the combustion signal corresponding to a first combustion cycle. The controller is operably connected to the at least one sensor. The controller is configured to receive the combustion signal from the at least one sensor, determine whether the measured combustion signal meets at least one condition associated with the internal combustion engine, where the at least one condition corresponds to at least one of engine misfire or delayed combustion, and based on the determination, reduce a fuel supply amount to the at least one cylinder within a predetermined number of combustion cycles after the first combustion cycle.

[0005] In various embodiments, at least one sensor is a pressure sensor. In some embodiments, the combustion signal includes a pressure ratio between a first pressure and a second pressure. In other embodiments, the first pressure corresponds to the pressure within a first cylinder of a plurality of cylinders, and the second pressure corresponds to the pressure within a second cylinder of the plurality of cylinders. In still other embodiments, the first pressure corresponds to a first crank angle within a first interval of a first combustion cycle, and the second pressure corresponds to a second crank angle within a second interval of the first combustion cycle. In various embodiments, the first interval is a compression interval, and the second interval is an expansion interval. In some embodiments, the first pressure corresponds to the maximum pressure of at least one cylinder, and the second pressure corresponds to the pressure at an intake manifold of an internal combustion engine. In other embodiments, the controller is further configured to adjust a second fuel supply to another cylinder of the plurality of cylinders. In various embodiments, the controller is further configured to adjust the timing of ignition corresponding to at least one combustion cycle based on the measured combustion signal. In some embodiments, the controller is further configured to adjust the flow rate of exhaust gas recirculation within the internal combustion engine based on the measured combustion signal.

[0006] Another aspect of the present disclosure relates to an internal combustion engine system. The internal combustion engine system includes an internal combustion engine having a plurality of cylinders, at least one manifold, an output shaft, and at least one sensor, the at least one manifold being configured to facilitate the flow of intake charge into and out of the plurality of cylinders, wherein the output shaft is driven by the combustion of fuel supplied to each of the plurality of cylinders, the at least one sensor being in communication with each of the plurality of cylinders, the at least one manifold, and the output shaft. The internal combustion engine system further includes a control system configured to control the internal combustion engine. The control system includes at least one controller configured to receive at least one combustion signal from the at least one sensor, the at least one combustion signal being associated with at least one of the plurality of cylinders, the output shaft, or the at least one manifold, and wherein the at least one combustion signal corresponds to at least one combustion cycle of the internal combustion engine. The at least one controller is further configured to determine at least one condition associated with the internal combustion engine, wherein determining the at least one condition is based on the at least one combustion signal. The combustion signal includes at least one of the following: at least one pressure within at least one of the plurality of cylinders, at least one pressure within the at least one manifold, or the rotational speed of the output shaft. The at least one controller is further configured to reduce the fuel supply to at least one of the plurality of cylinders within a predetermined number of combustion cycles after the at least one combustion cycle based on the determination.

[0007] In various embodiments, at least one combustion signal includes the rotational speed of an output shaft, and wherein at least one controller is further configured to: determine an amount of fluctuation of the rotational speed of the output shaft, and compare the amount of fluctuation of the rotational speed with a nominal speed fluctuation amount, and wherein determining at least one condition is further based on a comparison between the amount of fluctuation of the speed and the nominal speed fluctuation amount. In some embodiments, at least one combustion signal includes at least one pressure within at least one manifold, and wherein at least one controller is configured to: determine a rate of change of at least one pressure within at least one manifold, the at least one manifold including at least one of an intake manifold or an exhaust manifold, and wherein determining at least one condition is further based on the rate of change of at least one pressure within at least one manifold. In other embodiments, at least one combustion signal includes a first pressure within at least one of a plurality of cylinders and a second pressure within at least one of the plurality of cylinders. In still other embodiments, the first pressure corresponds to a first angle of a crankshaft within an internal combustion engine, and the second pressure corresponds to a second angle of the crankshaft within the internal combustion engine. In various embodiments, at least one combustion cycle includes a first combustion cycle and a second combustion cycle following the first combustion cycle, and wherein at least one combustion signal includes a first combustion signal corresponding to the first combustion cycle and a second combustion signal corresponding to the second combustion cycle.

[0008] Another aspect of the present disclosure relates to a method for controlling an internal combustion engine. The method includes measuring, by sensors of at least one cylinder within the internal combustion engine, a first combustion signal and a second combustion signal respectively corresponding to at least one first combustion cycle and at least one second combustion cycle. The method further includes determining, by a controller in communication with the sensors, at least one first condition associated with at least one cylinder based at least on the first combustion signal, and at least one second condition associated with at least one cylinder based at least on the second combustion signal. The method further includes performing, in response to determining one or more of at least one first condition or at least one second condition, at least one mitigating action on the internal combustion engine, wherein the at least one mitigating action includes adjusting fuel delivery after one or more of at least one first combustion cycle or at least one second combustion cycle.

[0009] In various implementations, performing at least one mitigation action includes at least one of the following: adjusting the fuel delivery to at least one cylinder, adjusting the ignition event within at least one combustion cycle, adjusting the air handling within the internal combustion engine, adjusting at least one valve parameter corresponding to at least one of the intake valve or the exhaust valve within the internal combustion engine, adjusting the water injection within the internal combustion engine, adjusting the cooling within the internal combustion engine, or adjusting the compression ratio associated with at least one cylinder. In some implementations, measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal includes at least one pressure within at least one cylinder. In other implementations, measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal includes a pressure ratio between a first pressure and a second pressure, and wherein at least one cylinder includes a first cylinder and a second cylinder, the first pressure corresponding to the first cylinder and the second pressure corresponding to the second cylinder. In still other implementations, determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure includes determining that the at least one pressure includes a third pressure corresponding to the pressure during a first interval within a first combustion cycle and a fourth pressure corresponding to the pressure during a second interval within the first combustion cycle. Brief Description of the Drawings

[0010] The present disclosure will become more fully understood from the following detailed description in conjunction with the accompanying drawings, in which like reference numerals refer to like elements, and in which:

[0011] Figure 1 is a schematic representation of an engine system according to an embodiment.

[0012] Figure 2 is a block diagram showing an example method of operating Figure 1 the engine system.

[0013] Figure 3 is a block diagram showing another example method of operating Figure 1 the engine system.

[0014] Figure 4 is a block diagram showing another example method of operating Figure 1 the engine system.

[0015] Figure 5 is a block diagram showing another example method of operating Figure 1 the engine system. Detailed Description

[0016] In the following detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, like reference numerals generally identify like components unless the context dictates otherwise. The illustrative embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized and other changes may be made without departing from the spirit or scope of the subject matter presented herein. It will be readily understood that the various aspects of the present disclosure, as generally described herein and illustrated in the figures, can be arranged, substituted, combined, and designed in a wide variety of different configurations, all of which are contemplated and form a part of the present disclosure.

[0017] The present disclosure relates at least in part to systems and methods for providing prediction and / or prevention of abnormal combustion. Abnormal combustion can include, but is not limited to, pre-ignition (i.e., when fuel burns prematurely) or knocking (i.e., when fuel burns too rapidly). Thus, preventing abnormal combustion during an engine cycle can prevent possible detrimental effects in subsequent engine cycles. Preventing pre-ignition, knocking, and / or misfire can reduce the risk of engine damage or shutdown.

[0018] In various embodiments, such systems and methods allow for the detection of pre-ignition events to prevent subsequent detrimental pre-ignition events (i.e., detrimental pre-ignition events in subsequent operating cycles) by implementing cylinder-specific control in order to mitigate damage. In various embodiments, a pre-ignition event can be caused by a misfire in a previous engine cycle and can include slow combustion (i.e., delayed combustion or combustion that is slower than typical combustion of a nominal combustion cycle) and / or partial combustion. Thus, the detection of a misfire in a first cycle can be an indication of a possible pre-ignition event or knocking in a subsequent second cycle. For example, if a misfire occurs in a first cycle, the subsequent cycle will have more fresh charge compared to a nominal or average fresh charge. The increased fresh charge can increase the likelihood of knocking. In another example, if slow combustion is detected, the temperature of the combustion products will increase because less cooling occurs during expansion. This increased temperature can be due to a reduced expansion of the combustion products (i.e., compared to the expansion of the combustion products during nominal combustion). An increase in the temperature of the combustion products in the first cycle can indicate an increased likelihood of a pre-ignition event and / or knocking in a subsequent second cycle. Similarly, in yet another example, in the case of a partial combustion event, there is a higher proportion of fresh charge compared to the nominal or average amount of fresh charge, and / or a higher temperature of the combustion products compared to the nominal or average temperature of the combustion products.

[0019] Accordingly, the present disclosure outlines systems and methods for measuring cylinder pressure that, alone or in conjunction with engine speed fluctuations, determine whether engine misfire or late combustion has occurred or is likely to occur, and enable one or more mitigating actions to be performed within the engine to prevent damage or shutdown.

[0020] In various embodiments, a control system 30 for an internal combustion engine 20 includes at least one sensor 55 and a controller 36 operatively connected to the at least one sensor 55. The at least one sensor 55 is configured to measure a combustion signal within at least one of a plurality of cylinders 50 within the internal combustion engine 20, the combustion signal corresponding to a first combustion cycle. The controller 36 is configured to: receive the combustion signal from the at least one sensor 55, determine whether the measured combustion signal meets at least one condition associated with the internal combustion engine 20, the at least one condition corresponding to at least one of engine misfire or late combustion, and based on the determination, reduce the fuel supply to the at least one cylinder 50 within a predetermined number of combustion cycles after the first combustion cycle.

[0021] Reference Figure 1 FIG. shows a block diagram of an internal combustion engine system 10. The internal combustion engine system 10 includes an internal combustion engine 20 having a plurality of cylinders 50, each of the plurality of cylinders 50 including at least one sensor 55. The internal combustion engine system 10 further includes a control system 30 configured to control the plurality of cylinders 50. The control system 30 includes at least one controller 36. The at least one controller is configured to receive at least one combustion signal from the at least one sensor 55, wherein the at least one combustion signal corresponds to at least one combustion cycle. The at least one controller is further configured to determine at least one condition associated with the at least one cylinder 50, wherein the at least one condition corresponds to at least one of cylinder misfire or late combustion, and wherein the determination of the at least one condition is based on the at least one combustion signal. The at least one controller 36 is further configured to, based on the determination, reduce the fuel supply to the at least one cylinder 50 within a predetermined number of combustion cycles after the at least one combustion cycle.

[0022] As Figure 1As shown, the internal combustion engine system 10 includes an internal combustion engine 20, which is operatively coupled to a control system 30 and at least one actuator 87. As shown, the internal combustion engine 20 is coupled to the control system 30 via at least one controller 36. In various embodiments, the internal combustion engine system 10 may be configured for various fuel types, including but not limited to natural gas, petroleum products, ethanol, hydrogen, etc. In various embodiments, the internal combustion engine 20 may be a spark ignition engine, a dual fuel engine, a micro-pilot ignited engine, or any other engine known in the art. In some embodiments, the internal combustion engine 20 is a hydrogen fuel spark ignition engine. In other embodiments, the internal combustion engine 20 is a dual fuel engine, which is configured to operate using a first fuel and a second fuel. In still other embodiments, the first fuel has a low cetane value (e.g., natural gas), and the second fuel has a relatively high cetane value (e.g., diesel). In some embodiments, the internal combustion engine 20 is a spark ignition engine, which is configured to operate using a low cetane value fuel (e.g., natural gas).

[0023] In various embodiments, the internal combustion engine 20 is configured to operate using a high cetane value fuel. In some embodiments, the high cetane value fuel may include but not limited to diesel, gas-to-liquid (GTL) diesel, heavy fuel oil (HFO), low sulfur fuel oil (LFSO), hydrotreated vegetable oil (HVO), marine gas oil (MGO), renewable diesel, biodiesel, paraffinic diesel, dimethyl ether (DME), F-76 fuel, F-34 fuel, Jet A fuel, JP-4 fuel, JP-8 fuel, and oxymethylene ether (OME). In other embodiments, the internal combustion engine 20 is configured to additionally or alternatively operate using a low cetane value fuel. In some embodiments, the low cetane value fuel (i.e., high octane value, high methane value) may include but not limited to natural gas, hydrogen, ethane, propane, butane, syngas, ammonia, methanol, ethanol, and gasoline.

[0024] The control system 30 is configured to send one or more inputs to a controller 36, which then controls the internal combustion engine 20. In various embodiments, the controller 36 is configured to include a processor and a non-transitory computer-readable medium (e.g., a memory device) storing computer-readable instructions thereon, the computer-readable instructions causing the at least one controller 36 to perform one or more operations when executed by the processor. In various embodiments, the controller 36 is a computing device (e.g., a microcomputer, a microcontroller, or a microprocessor). In other embodiments, the at least one controller 36 is configured to be part of a data cloud computing system configured to receive commands from a user control device and / or a remote computing device.

[0025] As Figure 1 shown, the controller 36 is operably coupled to a machine control (OEM) system 25, at least one sensor 32, at least one fuel control system 85, and at least one actuator 87. In other embodiments, the controller 36 may be coupled to fewer or more components. In some embodiments, the actuator 87 is operably coupled to the internal combustion engine 20. In various embodiments, the fuel control system 85 is operably coupled to the internal combustion engine 20. In some embodiments, the fuel control system 85 is configured to control or facilitate the flow of fuel into the internal combustion engine 20. The actuator 87 may include one or more fuel-type actuators (e.g., a throttle pedal, a diesel-type actuator, etc.), an air handling actuator, a post-treatment actuator, or any other type of actuator within the internal combustion engine system 10. Thus, during operation, the controller 36 may send and / or receive one or more inputs to / from one or more components within the internal combustion engine 20, the fuel control system 85, at least one sensor 32, the OEM system 25, and the actuator 87.

[0026] As shown, the internal combustion engine 20 includes a cylinder head 40 and an engine block 45. As shown, the engine block 45 may include a plurality of cylinders 50, each of the plurality of cylinders 50 including at least one sensor 55. The at least one sensor 55 may be configured to sense one or more conditions associated with each corresponding cylinder 50. In various embodiments, the at least one sensor 55 may be a pressure sensor. For example, in various embodiments, the at least one sensor 55 is an in-cylinder pressure sensor (ICPS). In other embodiments, the at least one sensor 55 may be a temperature sensor. In some embodiments, the at least one sensor 55 is an ionization sensor. In other embodiments, the at least one sensor 55 is an optical sensor. In still other embodiments, the sensor 55 may be any other type of sensor known in the art.

[0027] In various embodiments, one or more sensors 32 within the control system 30 can be operatively connected to the cylinders 50 and / or sensors 55, where one or more sensors 32 can be configured to sense one or more conditions of one or more corresponding cylinders 50. In various embodiments, in addition to or instead of one or more sensors 55, one or more sensors 32 are configured to sense conditions associated with one or more cylinders 50. In various embodiments, one or more sensors 32 can be pressure sensors. In other embodiments, one or more sensors can be temperature sensors. In still other embodiments, one or more sensors 32 can be any other sensor type known in the art.

[0028] The internal combustion engine 20 also includes one or more valves 60 (e.g., intake and exhaust valves). One or more valves 60 are configured to permit or restrict the flow of air and / or fuel between the cylinder head 40 and / or the cylinders 50 during operation of the internal combustion engine 20. For example, the intake valve can control the flow of intake charge into the cylinder 50. In embodiments where the internal combustion engine 20 has exhaust gas recirculation (EGR), an exhaust stream can be added to the air or air-fuel mixture upstream of the intake valve. In various embodiments, the intake charge can include an air-fuel mixture, air, air and recirculated exhaust gas, or an air-fuel mixture with recirculated exhaust gas. In another example, the exhaust valve can control the flow of combustion products out of the cylinder 50. In various embodiments, the internal combustion engine 20 can include fuel injectors to add fuel directly into the cylinders 50. In some embodiments, the internal combustion engine system 10 is configured such that fuel can be added to the engine intake before the intake charge enters the cylinder. In various embodiments, port injectors can be used to add fuel.

[0029] In various embodiments, an internal combustion engine system 10 includes an internal combustion engine 20. The internal combustion engine 20 includes a plurality of cylinders 50, at least one manifold 70, an output shaft 80, and at least one sensor 55. The at least one manifold 70 is configured to facilitate the inflow and outflow of intake charge into and out of the plurality of cylinders 50. The output shaft 80 is driven by the combustion of fuel supplied to each of the plurality of cylinders 50. The at least one sensor 55 communicates with each of the plurality of cylinders 50, the at least one manifold 70, and the output shaft 80. And a control system 30 is configured to control the internal combustion engine 20. The control system 30 includes at least one controller configured to: receive at least one combustion signal from the at least one sensor 55, the at least one combustion signal being associated with at least one of the plurality of cylinders 50, the output shaft 80, or the at least one manifold 70, wherein the at least one combustion signal corresponds to at least one combustion cycle of the internal combustion engine 20; determine at least one condition associated with the internal combustion engine 20, wherein determining the at least one condition is based on the at least one combustion signal, the combustion signal including at least one of the following: at least one pressure within at least one of the plurality of cylinders 50, at least one pressure within the at least one manifold 70, or the rotational speed of the output shaft 80; and based on the determination, reduce the fuel supply amount to at least one of the plurality of cylinders 50 in a predetermined number of combustion cycles after the at least one combustion cycle.

[0030] In various embodiments, the internal combustion engine 20 further includes a valvetrain 65. The valvetrain 65 is operatively coupled to the valves 60. The valvetrain 65 controls the operation of the valves 60. The internal combustion engine 20 also includes at least one manifold 70 (e.g., an intake manifold, an exhaust manifold, etc.). The at least one manifold 70 can facilitate the exchange of air-fuel mixture between the cylinders 50. In some embodiments, the at least one manifold 70 is configured to facilitate the inflow and outflow of intake charge into and out of the plurality of cylinders 50. For example, in various embodiments, the at least one manifold 70 includes an intake manifold and an exhaust manifold. In such embodiments, the intake manifold can supply intake charge to the cylinders 50, and the exhaust manifold can receive or collect exhaust gas or combustion products from the cylinders 50.

[0031] Additionally, the internal combustion engine 20 can include an ignition system 75 coupled to or included within the cylinder head 40. The ignition system 75 can facilitate the ignition of the intake charge (i.e., the ignitable mixture) supplied to the cylinder 50 and cause combustion within the internal combustion engine 20. The ignition system 75 is configured to initiate combustion by igniting the ignitable mixture (i.e., the ignitable mixture flowing through the engine block 45 and the cylinder head 40). Then, the energy from the combustion of the fuel supplied to the cylinder 50 can drive the output shaft 80 within the internal combustion engine 20 to power the internal combustion engine system 10. The internal combustion engine 20 operates during one or more consecutive combustion cycles. During one or more consecutive combustion cycles, a piston coupled to the crankshaft 77 within the internal engine passes through multiple strokes (or intervals) within the combustion cycle. In various embodiments, the crankshaft 77 is mounted within the engine block 45 and is configured to convert the linear motion of the piston (coupled to the cylinder 50) into rotational motion (i.e., the rotational motion of the output shaft 80).

[0032] In various embodiments, the internal combustion engine 20 is a two-stroke engine, where each combustion cycle thus includes two intervals. In other embodiments, the internal combustion engine 20 is a four-stroke engine, where each combustion cycle includes four intervals. In embodiments where the internal combustion engine 20 is a four-stroke engine, each combustion cycle includes four intervals corresponding to four piston strokes: an intake interval, a compression interval, a power interval, and an exhaust interval. In other embodiments, the internal combustion engine 20 can be configured to operate using more than four strokes.

[0033] In various embodiments, the controller 36 is configured to receive combustion signals corresponding to at least one of the plurality of cylinders 50 within the internal combustion engine 20. The controller 36 can receive combustion signals from one or more sensors 32 and / or one or more sensors 55, which are configured to measure one or more parameters within the cylinder 50. In various embodiments, the internal combustion engine system 10 includes the same number of sensors 32 and / or sensors 55 as the number of cylinders 50. In such embodiments, each of the plurality of cylinders 50 corresponds to at least one sensor 32 and / or at least one sensor 55. In various embodiments, the controller 36 is configured to receive at least one combustion signal from at least one of the plurality of cylinders 50 during each combustion cycle. In other embodiments, the controller 36 is configured to receive at least one combustion signal from at least one of the plurality of cylinders 50 for each interval (i.e., stroke) within each combustion cycle.

[0034] In various embodiments, at least one combustion signal includes at least one pressure measured within at least one cylinder 50. In some embodiments, the combustion signal includes a comparison between a first measured pressure and a second measured pressure. In some embodiments, the comparison is a ratio or difference between the first measured pressure and the second measured pressure. In other embodiments, any other method may be used to determine the comparison between the first measured pressure and the second measured pressure. In various embodiments, the controller 36 is configured to receive a combustion signal from a first cylinder 50 and a second combustion signal from a second cylinder 50. In other embodiments, the controller 36 may receive a combustion signal corresponding to a measurement parameter corresponding to the first cylinder 50 and another measurement parameter corresponding to the second cylinder 50. For example, in some embodiments, the controller 36 is configured to receive at least one combustion signal that corresponds to a first pressure (e.g., in-cylinder pressure) corresponding to the first cylinder 50. In such an embodiment, the at least one combustion signal may also correspond to a second pressure (e.g., internal pressure) corresponding to the second cylinder 50. In other embodiments, the controller 36 is configured to receive at least one combustion signal that corresponds to a first pressure from the first cylinder. The first pressure corresponds to a crank angle in a first interval (or stroke) of a first combustion cycle. The combustion signal also corresponds to a second pressure from the first cylinder. The second pressure corresponds to a crank angle in a second interval (or stroke) of the first combustion cycle.

[0035] In some embodiments, the controller 36 is configured to receive at least one combustion signal. When the crankshaft 77 is at a first angle, the at least one combustion signal corresponds to a first pressure within at least one cylinder 50, and when the crankshaft 77 is at a second angle, the at least one combustion signal corresponds to a second pressure within at least one cylinder 50. For example, in some embodiments, the controller 36 may receive one or more combustion signals that include a comparison (e.g., a ratio) between a first pressure within at least one cylinder 50 when the crankshaft 77 is at the first angle and a second pressure within at least one cylinder 50 when the crankshaft 77 is at the second angle. In various embodiments, the first angle is approximately -120 degrees. In other embodiments, the second angle is approximately 120 degrees. In still other embodiments, the controller 36 may receive one or more combustion signals that include a comparison (e.g., a ratio) between a first pressure within a first cylinder 50 when the crankshaft 77 is at the first angle and a second pressure within a second cylinder 50 when the crankshaft 77 is at the second angle. In still other embodiments, the comparison may be based on at least one average pressure within the first cylinder 50 and / or the second cylinder 50, which has been averaged over an angular range of the crankshaft 77. For example, in various embodiments, the controller 36 is configured to obtain pressure measurements (i.e., in-cylinder pressures corresponding to at least one cylinder 50 measured by the sensor 32 and / or the sensor 55) between the first angle and the second angle, and calculate the arithmetic mean (i.e., the average value) of the pressure measurements. Using the average value instead of individual pressure measurements can suppress noise. In various embodiments, the angular range may be from 120 degrees to 125 degrees. In some embodiments, the first angle may be selected to correspond to the crank angle that occurs immediately after the intake valve (i.e., among one or more valves 60) has closed, and the second angle may be selected to correspond to the crank angle that occurs immediately before the exhaust valve (i.e., among one or more valves 60) will open. In other embodiments, the first angle and the second angle may correspond to angles that are equidistant from the top dead center (TDC) compression position, where TDC compression occurs when the piston coupled to the crankshaft 77 is at the highest point on the compression stroke. For example, in some embodiments, TDC may be defined as zero degrees, and the first angle may be -120 degrees and the second angle may be 120 degrees. It should be noted that the listed crank angle values provided here are for illustrative purposes, and other crank angles may be used in various embodiments.

[0036] In various embodiments, the pressure within each cylinder 50 is a function of the crank angle. Thus, in some embodiments, the controller 36 is configured to receive at least one combustion signal that corresponds to a first pressure from a first cylinder. The first pressure corresponds to a crank angle within a first interval (or stroke) of a first combustion cycle. Additionally, in addition to the first pressure, the combustion signal may also correspond to a second pressure from the first cylinder. The second pressure corresponds to a crank angle within a first interval (or stroke) of a second combustion cycle. In various embodiments, the first interval may precede the second interval. For example, in some embodiments, the first interval is a compression interval and the second interval is an expansion interval. In some embodiments, the first combustion cycle may precede the second combustion cycle.

[0037] In some embodiments, in addition to or instead of the plurality of cylinders 50, one or more sensors 32 and / or sensors 55 may also be coupled to or communicate with one or more components in the internal combustion engine 20. Thus, one or more sensors 32 and / or sensors 55 may be configured to measure at least one combustion signal associated with one or more components in the internal combustion engine 20. In some embodiments, measuring at least one combustion signal includes measuring a first combustion signal and a second combustion signal that respectively correspond to a first combustion cycle and a second combustion cycle. In various embodiments, measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure within at least one of the plurality of cylinders 50. In other embodiments, measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal includes a pressure ratio between a first pressure and a second pressure. In some embodiments, at least one of the plurality of cylinders 50 includes a first cylinder 50 and a second cylinder 50. In various embodiments, the first pressure corresponds to the first cylinder and the second pressure corresponds to the second cylinder. In other embodiments, determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure includes determining that the at least one pressure includes a third pressure corresponding to a pressure during a first interval within the first combustion cycle and a fourth pressure corresponding to a pressure during a second interval within the first combustion cycle.

[0038] In at least one embodiment, at least one combustion signal may be received by a controller 36 to determine at least one condition associated with an internal combustion engine 20, where the at least one condition corresponds to at least one of engine misfire, retarded combustion, or partial combustion. For example, in some embodiments, sensor 32 and / or sensor 55 may be coupled to at least one of valve 60, cylinder head 40, valvetrain 65, manifold 70, ignition system 75, or output shaft 80. In some embodiments, sensor 32 and / or sensor 55 may be configured to measure at least one pressure within manifold 70 (e.g., maximum pressure or average pressure). For example, in some embodiments, sensor 32 and / or sensor 55 may measure at least one pressure within an intake manifold and / or at least one pressure within an exhaust manifold. In other embodiments, sensor 32 and / or sensor 55 may measure the speed of internal combustion engine 20. For example, sensor 32 and / or sensor 55 may measure the speed of internal combustion engine 20 based on the speed of output shaft 80. Thus, in various embodiments, the at least one combustion signal may include a first pressure corresponding to the maximum pressure within at least one cylinder 50 and a second pressure corresponding to the pressure at the intake manifold (i.e., within at least one manifold 70). For example, in some embodiments, the at least one combustion signal may include a ratio between the maximum pressure of at least one cylinder 50 and the pressure at the intake manifold.

[0039] In various embodiments, controller 36 is configured to perform one or more operations based on the at least one combustion signal. As previously described, the at least one combustion signal may correspond to the pressure within at least one cylinder 50. For example, in some embodiments, sensor 32 and / or sensor 55 may be included in or operably coupled to an in-cylinder pressure sensor or sensing system (ICPS), and thus controller 36 may receive the at least one combustion signal from the ICPS of at least one of the plurality of cylinders 50.

[0040] In some embodiments, at least one combustion signal may include the relationship of the rate of pressure decay within at least one cylinder 50 relative to the angle of the crankshaft 77. For example, at least one combustion signal may include the relationship of the rate of pressure decay to the angle of the crankshaft 77 (i.e., crank angle) at a first time point before the exhaust valve (within one or more valves 60) opens and at a second time point after the exhaust valve has opened. In still other embodiments, at least one combustion signal may include an estimate of the heat release rate. For example, the controller 36 may receive one or more heat release estimates from the OEM system 25. In other embodiments, the controller 36 may receive temperature and / or pressure information from one or more components within the internal combustion engine 20 (such as the ignition system 75, the engine block 45, at least one manifold 70, etc.) and thereby determine a heat release estimate. For example, in some embodiments, the controller 36 may estimate or calculate the heat release based on the measured in-cylinder pressure signal. In some embodiments, the in-cylinder pressure signal may be determined as a function of the crank angle (i.e., using one or more calculations).

[0041] In various embodiments, at least one combustion signal may include the pressure measured within at least one manifold 70. For example, at least one combustion signal may include at least one of the intake manifold pressure or the exhaust manifold pressure. In some embodiments, at least one combustion signal may include the rate of change of the intake manifold pressure and / or the rate of change of the exhaust manifold pressure. In various embodiments, at least one combustion signal may include the engine speed measured within the internal combustion engine 20. For example, at least one combustion signal may include the speed of the output shaft 80. In some embodiments, at least one combustion signal may include the rate of change or the volatility of the engine speed. In various embodiments, the rate of change may be determined based on a predetermined time interval. In other embodiments, the rate of change may additionally or alternatively be determined based on the change between adjacent combustion cycles. In some embodiments, the rate of change may additionally or alternatively be determined based on the change between intervals within a combustion cycle. In still other embodiments, the rate of change may additionally or alternatively be determined based on the change between when the crankshaft 77 is at a first angle and when the crankshaft 77 is at a second angle. For example, in some embodiments, at least one combustion signal received by the controller 36 may include an engine speed excursion (e.g., a change in engine speed) measured during the compression interval of at least one combustion cycle (i.e., when at least one cylinder 50 is in the compression state) and as measured during the expansion interval of at least one combustion cycle.

[0042] In other embodiments, the controller 36 can receive a combustion signal that includes an amount of engine speed fluctuation during at least one combustion cycle. The engine speed fluctuation can be measured at the output shaft of the internal combustion engine 20. In some embodiments, the controller 36 can compare the amount of speed fluctuation within at least one cylinder 50 during at least one interval of at least one combustion cycle to at least one of a nominal engine speed fluctuation or pressure. The controller 36 can determine, based on the comparison, whether the combustion signal is associated with a condition of engine misfire or retarded combustion. Retarded combustion is a slow combustion that is slower than combustion that occurs at nominal or average timing. In particular, retarded combustion can be combustion that occurs a predetermined time or more (delay time or lag) later than the nominal or average timing of combustion. In various embodiments, retarded combustion can be characterized by a pressure ratio within at least one cylinder 50 determined at different angles of the crankshaft. In various embodiments, at least one interval pressure can correspond to at least one of a compression interval or an expansion interval within the combustion cycle. In various embodiments, the heat release rate (HRR) within the internal combustion engine 20 can indicate retarded or slow combustion. For example, retarded combustion can be determined (e.g., by the controller 36) based on the crank angle at which 50% of the total heat release has been completed (i.e., CA50). In another example, slow combustion can be determined based on the value of the maximum heat release rate.

[0043] As described above, the controller 36 is configured to perform one or more operations based on at least one combustion signal. For example, if the at least one combustion signal meets one or more thresholds corresponding to conditions associated with the internal combustion engine 20, the controller 36 can continue to perform one or more mitigation actions. In some embodiments, the controller 36 is configured to control or adjust the fuel supply amount to at least one cylinder 50 based on at least one combustion signal. In some embodiments, the controller 36 is configured to reduce the fuel supply amount to at least one cylinder 50 corresponding to the at least one combustion signal. In other embodiments, the controller 36 is configured to additionally or alternatively adjust the fuel supply amount to at least one other cylinder 50 that does not correspond to the at least one combustion signal. For example, in some embodiments, the controller 36 can be configured to additionally or alternatively increase or decrease the fuel supply amount to at least one other cylinder 50 that does not correspond to the at least one combustion signal. In various embodiments, the controller 36 can be configured to remove all fuel supply from at least one cylinder 50 corresponding to the at least one combustion signal. In still other embodiments, the controller 36 can be configured to retard the spark timing or fuel injection timing to reduce the likelihood of knock in subsequent cycles.

[0044] In an embodiment where the internal combustion engine 20 is a dual - fuel engine, the internal combustion engine 20 can be configured to operate using a first fuel and a second fuel. Thus, in these embodiments, the controller 36 can be configured to adjust the fuel supply amounts corresponding to the first fuel and / or the second fuel. For example, in various embodiments, the controller 36 can be configured to reduce the first fuel supply amount corresponding to the first fuel and increase the second fuel supply amount corresponding to the second fuel to keep the total fuel energy within the internal combustion engine system 10 substantially constant. In some embodiments, the first fuel is hydrogen and the second fuel is diesel.

[0045] The control system 30 can be configured to measure one or more parameters within the internal combustion engine 20 during a first combustion cycle (i.e., measure via the sensor 32 and / or the sensor 55), and based on this measurement, take one or more mitigation actions in one or more subsequent combustion cycles. For example, the controller 36 can be configured to receive one or more combustion signals from one or more cylinders 50 (or from one or more other components within the internal combustion engine) during the first combustion cycle. In such an embodiment, the controller 36 can perform one or more mitigation actions in at least one subsequent combustion cycle based on the one or more combustion signals.

[0046] The control system 30 can be configured to perform multiple mitigation actions within the internal combustion engine. The control system 30 can be configured to perform one or more mitigation actions in response to the controller 36 determining that the received combustion signals (i.e., one or more measured parameters within the internal combustion engine 20) correspond to at least one condition associated with the internal combustion engine system 10. For example, in various embodiments, at least one condition can correspond to engine misfire. In other embodiments, at least one condition can correspond to delayed combustion. In various embodiments, engine misfire and delayed combustion can be defined based on one or more threshold combustion metrics. For example, the threshold combustion metric can be the ratio of the cylinder pressure at a first angle of the crankshaft 77 to the cylinder pressure at a second angle of the crankshaft 77 (i.e., of at least one cylinder 50). For example, if the ratio of the cylinder pressure at a first angle of the crankshaft 77 to the cylinder pressure at a second angle of the crankshaft 77 is less than 1.0, the control system 30 (i.e., via the controller 36) can determine that at least one condition is engine misfire. If the ratio of the cylinder pressure at a first angle of the crankshaft 77 to the cylinder pressure at a second angle of the crankshaft 77 is less than 2.0, the control system 30 can determine that at least one condition is delayed combustion.

[0047] In various embodiments, a threshold combustion metric that determines engine misfire and / or retarded combustion, such as a pressure ratio threshold, can be determined from a data repository (e.g., a database, a look-up table, etc.) within the control system 30. In other embodiments, the threshold combustion metric can be determined from experimental data. In still other embodiments, the threshold combustion metric can be determined or set by the OEM system 25. In other embodiments, the threshold combustion metric can be determined or set by the manufacturer of the internal combustion engine system 10. In various embodiments, the threshold combustion metric is a function of multiple operating parameters of the internal combustion engine 20. For example, the threshold combustion metric can be a function of at least one of the angle of the crankshaft 77, the speed of the internal combustion engine 20, the spark timing within the ignition system 75, the excess air ratio (i.e., λ), or the engine load (e.g., load).

[0048] In various embodiments, one or more mitigation actions can include adjusting the fuel delivery to at least one of the multiple cylinders 50. Additionally or alternatively, the controller 36 can be configured to adjust the timing of the fuel delivery to at least one of the multiple cylinders 50. In other embodiments, one or more mitigation actions can include adjusting the ignition event within the ignition system 75. For example, the controller 36 can be configured to change the timing or energy level associated with the ignition event within the ignition system 75. In other embodiments, the controller 36 can adjust the timing or number of ignition events within the ignition system 75. For example, if the internal combustion engine 20 is a dual-fuel system or a pilot fuel system, the controller 36 can be configured to adjust the ignition timing and / or the number of ignition events. In still other embodiments, the controller 36 can be configured to cause the ignition system 75 to add or increase the number of ignition events and / or pilot fuel injections.

[0049] In some embodiments, one or more mitigation actions can include adjusting the air handling within the internal combustion engine 20. For example, the controller 36 can be configured to change the position of at least one of the wastegate, compressor bypass, exhaust gas recirculation valve, intake throttle valve, exhaust throttle valve, or variable geometry turbocharger within the internal combustion engine 20. In other embodiments, one or more mitigation actions can include adjusting at least one valve parameter of at least one of the one or more valves 60 within the internal combustion engine. A valve parameter is a parameter related to an aspect of valve performance, such as the timing or physical properties of a component that affects the nature or behavior of the valve. In some embodiments, a valve parameter is an event that affects the nature or behavior of the valve. For example, in some embodiments, the controller 36 can change at least one valve parameter that is at least one of the following: the variable valve actuation timing or camshaft phase angle associated with one or more valves 60, or the valve lift within the internal combustion engine system 10.

[0050] In other embodiments, one or more mitigation actions can include adjusting the water injection amount within the internal combustion engine 20. For example, in some embodiments, the controller 36 can be configured to vary at least one of the amount or timing of water injection into at least one manifold 70. In other embodiments, the controller 36 can adjust the amount or timing of water injection to one or more ports and / or to one of the plurality of cylinders 50.

[0051] In various embodiments, one or more mitigation actions can include adjusting the amount of cooling (e.g., via one or more heat exchangers within the internal combustion engine 20). In some embodiments, adjusting the amount of cooling includes increasing the flow rate of coolant through the internal combustion engine 20. In other embodiments, adjusting the amount of cooling includes increasing the degree of cooling (i.e., increasing to a threshold above a default threshold). In some embodiments, one or more mitigation actions can include adjusting the compression ratio associated with at least one cylinder 50. In various embodiments, adjusting the amount of cooling includes regulating the temperature of the charge entering the intake port of at least one of the plurality of cylinders 50.

[0052] As described above, the control system 30 can perform one or more mitigation actions for a predetermined number of combustion cycles after the first combustion cycle. In various embodiments, the controller 36 is configured to adjust the fuel supply amount to one or more of the plurality of cylinders 50 (i.e., one or more cylinders corresponding to one or more respective combustion signals and / or one or more other cylinders not corresponding to one or more combustion signals) for one or more combustion cycles.

[0053] During operation of the internal combustion engine system 10, the control system 30 can be configured to measure one or more engine parameters to determine engine misfire and accordingly perform one or more mitigation actions. In various embodiments, the control system 30 includes at least one sensor 32 (and / or at least one sensor 55) configured to measure a combustion signal within at least one of the plurality of cylinders 50 within the internal combustion engine 20. In such embodiments, the combustion signal corresponds to the first combustion cycle. The controller 36 is operably connected to at least one sensor 32 (and / or at least one sensor 55). The controller can be configured to receive the combustion signal from at least one sensor 32 (and / or at least one sensor 55). The controller 36 can also be configured to determine whether the measured combustion signal meets at least one condition associated with the internal combustion engine 20. The at least one condition corresponds to at least one of cylinder 50 misfire or combustion delay. Additionally, the controller 36 can also be configured to reduce the fuel supply amount to at least one cylinder 50 during a predetermined number of combustion cycles after the first combustion cycle.

[0054] In various implementations, the internal combustion engine system 10 may be configured to perform one or more methods for managing and / or mitigating the potential effects of engine misfires. In some implementations, a method for controlling an internal combustion engine 20 includes: measuring a first combustion signal and a second combustion signal corresponding to at least one first combustion cycle and at least one second combustion cycle, respectively, via a sensor 55 in at least one cylinder 50 within the internal combustion engine 20; determining, by a controller 36 in communication with the sensor 55, at least one first condition associated with at least one cylinder 50 based at least on the first combustion signal, and at least one second condition associated with at least one cylinder 50 based at least on the second combustion signal; performing, in response to determining one or more of the at least one first condition or the at least one second condition, at least one mitigation action for the internal combustion engine 20; wherein the at least one mitigation action includes adjusting fuel delivery after one or more of the at least one first combustion cycle or the at least one second combustion cycle.

[0055] Thus, as Figure 2 shown, the internal combustion engine system 10 may be configured to perform a method 100 for mitigating the potential effects of engine misfires (e.g., pre-ignition or knock). As shown, in operation 105, at least one combustion signal may be received and analyzed by the controller 36 during at least one combustion cycle of the internal combustion engine 20. As described above, the at least one combustion signal may include at least one measured pressure within at least one cylinder 50. In operation 110, the controller 36 may determine, based on the at least one combustion signal, whether engine misfire, partial combustion, and / or delayed combustion has occurred during the at least one combustion cycle. For example, the controller 36 may compare the at least one combustion signal to one or more thresholds. If the controller 36 determines that the at least one combustion signal is not associated with the conditions of engine (or cylinder) misfire, partial combustion, or delayed combustion, the controller 36 may perform operation 105 again and analyze a second combustion signal.

[0056] If the controller 36 determines that the at least one combustion signal is associated with the conditions of engine (or cylinder) misfire, slow combustion, partial combustion, or delayed combustion, the controller 36 may proceed to operation 115. Then, in operation 115, the controller 36 may determine, based on the at least one combustion signal, whether pre-ignition or knock may occur in a subsequent combustion cycle. In operation 120, the controller 36 may perform one or more mitigation actions based on the determination that pre-ignition or knock may occur. For example, as Figure 2As shown, the controller 36 can reduce the fuel supply to at least one cylinder 50 within a predetermined number of combustion cycles (e.g., 0, 1, 2, 3, 5, 9, etc.). The at least one cylinder 50 corresponds to at least one combustion signal. In various implementations, the controller 36 can reduce the fuel supply to at least one cylinder 50 by reducing the amount of fuel supplied to the at least one cylinder 50. In other embodiments, the controller 36 can reduce the fuel supply to at least one cylinder 50 by delaying the timing of the fuel supply. As Figure 2 shown, after reducing the fuel supply to at least one cylinder 50, the controller 36 can return to operation 105 and analyze subsequent combustion signals again. In various implementations, the control system 30 is configured to iteratively perform operation 100 throughout the operation of the internal combustion engine system 10.

[0057] In some embodiments, as Figure 3 shown, the control system 30 is configured to analyze multiple combustion signals before performing a mitigation action. As Figure 3 shown, the method 200 of operating the internal combustion engine system 10 includes analyzing, in operation 205, a first combustion signal associated with a first combustion cycle by the controller 36. In operation 210, the controller 36 can determine whether the first combustion signal is associated with a condition of engine misfire or delayed combustion. As shown, if the first combustion signal is not associated with a condition of engine misfire or delayed combustion, the controller 36 can perform operation 205 again and analyze subsequent combustion signals. If the first combustion signal is associated with a condition of engine misfire or delayed combustion, the controller 36 can analyze, in operation 215, a second combustion signal associated with a second combustion cycle. If the controller 36 determines, in operation 220, that the second combustion signal is associated with a condition of engine misfire or delayed combustion, the controller 36 can continue to perform one or more mitigation actions in operation 225. For example, the controller 36 can reduce the fuel supply to one or more cylinders 50.

[0058] In various embodiments, the control system 30 may be configured to perform a plurality of mitigation actions or a plurality of escalating mitigation actions. For example, the control system 30 may be configured to perform a method that includes measuring, by a sensor 32 (and / or sensor 55) of at least one cylinder 50 within the internal combustion engine 20, a first combustion signal corresponding to at least one first combustion cycle. The method may further include determining, based on the first combustion signal, by a controller 36 in communication with the sensor 32 (and / or sensor 55), at least one first condition associated with at least one cylinder 50. The at least one first condition corresponds to a cylinder misfire. Then, the method may include performing, in response to determining the at least one first condition, at least one mitigation action within the internal combustion engine 20. After the mitigation action, the method may include measuring, by the sensor 32 (and / or sensor 55), at least one second combustion signal corresponding to at least one second combustion cycle. The method may then include determining, based on the second combustion signal, by the controller 36, at least one second condition associated with at least one cylinder 50, where the at least one second condition corresponds to at least one of a cylinder misfire or a cylinder late combustion. Finally, in response to determining the at least one second condition, the method may include reducing a fuel supply amount to at least one cylinder 50 for a predetermined number of combustion cycles after the at least one second combustion cycle.

[0059] Thus, as Figure 4 shown, the control system 30 may be configured to perform method 300, where the controller 36 analyzes the first combustion signal during the first combustion cycle in operation 305. In operation 310, the controller 36 may then determine whether the combustion signal is associated with a condition of engine misfire or late combustion. In operation 310, if the controller 36 determines that the first combustion signal corresponds to or is associated with a condition of engine misfire or late combustion, the controller 36 may perform at least one first mitigation action in operation 315. In various embodiments, the at least one first mitigation action may include reducing the fuel supply to at least one cylinder 50.

[0060] After the controller 36 has performed the at least one mitigation action, in operation 320, the controller 36 may receive and analyze the second combustion signal again during the second combustion cycle after the first combustion cycle. If the controller 36 determines in operation 325 that the second combustion signal is associated with a condition of pre-ignition or knock, the controller 36 may perform a second mitigation action in operation 330. In various embodiments, the second mitigation action performed by the controller 36 may be escalated compared to the first mitigation action. For example, as Figure 4As shown, the second mitigation action may include removing fuel supply from at least one cylinder. After the controller 36 has performed operation 330, the controller 36 may then return to operation 305 and analyze another combustion signal again.

[0061] In various embodiments, the control system 30 may be configured to evaluate the frequency or rate of change of the frequency of conditions associated with engine misfire or delayed combustion, and in response perform one or more mitigation actions. Figure 5 A method 400 performed by the control system 30 is shown. As Figure 5 shown, the controller 36 may be configured to analyze at least one combustion signal in operation 405. In various embodiments, the at least one combustion signal may include a plurality of consecutive combustion signals corresponding to a plurality of consecutive combustion cycles. In various embodiments, the controller 36 may determine whether one or more of the at least one combustion signal is associated with a condition of engine misfire or delayed combustion.

[0062] Thus, in operation 410, the controller 30 may be configured to determine a first frequency of the combustion signal associated with the condition of engine misfire or delayed combustion based on the analysis performed in operation 405. In various embodiments, the controller 36 may determine a change (e.g., an increase) in the frequency of engine misfire or delayed combustion in operation 410. Based on determining the first frequency in operation 410, the controller 36 may perform at least one first mitigation action in operation 415. In various implementations, the at least one first mitigation action may include one or more control operations specific to at least one cylinder 50 (or specific to a combination of cylinders). For example, the controller 36 may adjust at least one of the fuel supply or the compression ratio associated with at least one cylinder 50 or a combination of cylinders 50.

[0063] In operation 420, the controller 36 may analyze the combustion signal associated with the plurality of consecutive combustion cycles again and determine a second frequency of the combustion signal associated with the condition of engine misfire or delayed combustion. Then, the controller 36 may compare the first frequency with the second frequency, and based on the comparison, perform at least one second mitigation action in operation 425. In various embodiments, the at least one second mitigation action may include increasing the ignition or pilot fuel energy. In other embodiments, the at least one second mitigation action may include using a multi-strike ignition feature within the ignition system 75. In still other embodiments, the at least one second mitigation action may include changing the dual fuel substitution rate within the internal combustion engine 20. In some embodiments, the at least one second mitigation action may include issuing an alarm within the internal combustion engine system 10 and / or triggering the shutdown of the internal combustion engine system 10.

[0064] Although the embodiments are described above with reference to Figures 1-5 the embodiments, various modifications and incorporations of those embodiments are envisioned and contemplated within the scope of the present disclosure.

[0065] The present technology may also include, but is not limited to, the features and combinations of features recited in the following paragraphs with letters, and it should be understood that the following paragraphs should not be construed as limiting the scope of the appended claims or requiring all of these features to be included in those claims:

[0066] A. A control system for an internal combustion engine, the control system comprising:

[0067] at least one sensor configured to measure a combustion signal in at least one of a plurality of cylinders in the internal combustion engine, the combustion signal corresponding to a first combustion cycle; and

[0068] a controller operatively connected to the at least one sensor, the controller being configured to:

[0069] receive the combustion signal from the at least one sensor;

[0070] determine whether the measured combustion signal satisfies at least one condition associated with the internal combustion engine, the at least one condition corresponding to at least one of engine misfire or delayed combustion; and

[0071] based on the determination, reduce the fuel supply amount to at least one cylinder in a predetermined number of combustion cycles after the first combustion cycle.

[0072] B. The control system according to paragraph A, wherein the at least one sensor is a pressure sensor.

[0073] C. The control system according to paragraph A, wherein the combustion signal includes a pressure ratio between a first pressure and a second pressure.

[0074] D. The control system according to paragraph C, wherein the first pressure corresponds to the pressure in a first cylinder of the plurality of cylinders, and the second pressure corresponds to the pressure in a second cylinder of the plurality of cylinders.

[0075] E. The control system according to paragraph C, wherein the first pressure corresponds to a first crank angle in a first interval within the first combustion cycle, and the second pressure corresponds to a second crank angle in a second interval within the first combustion cycle; and

[0076] wherein the first interval is a compression interval, and the second interval is an expansion interval.

[0077] F. The control system according to paragraph C, wherein the first pressure corresponds to the maximum pressure of at least one cylinder, and the second pressure corresponds to the pressure in the intake manifold of the internal combustion engine.

[0078] G. The control system according to paragraph A, wherein the controller is further configured to adjust a second fuel supply amount to another cylinder among the plurality of cylinders.

[0079] H. The control system according to paragraph A, wherein the controller is further configured to adjust an ignition timing corresponding to at least one combustion cycle based on the measured combustion signal.

[0080] I. The control system according to paragraph A, wherein the controller is further configured to adjust a flow rate of exhaust gas recirculation in the internal combustion engine based on the measured combustion signal.

[0081] J. An internal combustion engine system, the internal combustion engine system comprising:

[0082] An internal combustion engine, the internal combustion engine comprising:

[0083] A plurality of cylinders;

[0084] At least one manifold configured to facilitate the inflow and outflow of intake charge to and from the plurality of cylinders;

[0085] An output shaft driven by the combustion of fuel supplied to each of the plurality of cylinders; and

[0086] At least one sensor in communication with each of the plurality of cylinders, the at least one manifold, and the output shaft; and

[0087] A control system configured to control the internal combustion engine, the control system including at least one controller configured to:

[0088] Receive at least one combustion signal from at least one sensor, the at least one combustion signal being associated with at least one of the plurality of cylinders, the output shaft, or the at least one manifold, wherein the at least one combustion signal corresponds to at least one combustion cycle of the internal combustion engine;

[0089] Determine at least one condition associated with the internal combustion engine;

[0090] Wherein determining the at least one condition is based on the at least one combustion signal, the combustion signal including at least one of the following: at least one pressure in at least one of the plurality of cylinders, at least one pressure in the at least one manifold, or the rotational speed of the output shaft; and

[0091] Based on this determination, reduce the fuel supply amount to at least one of the plurality of cylinders within a predetermined number of combustion cycles after at least one combustion cycle.

[0092] K. The internal combustion engine system according to paragraph J, wherein the at least one combustion signal includes the rotational speed of the output shaft, and wherein the at least one controller is further configured to:

[0093] Determine the amount of fluctuation of the rotational speed of the output shaft; and

[0094] Compare the amount of fluctuation of the rotational speed with a nominal speed fluctuation amount; and

[0095] Wherein determining the at least one condition is further based on the comparison between the amount of fluctuation of the speed and the nominal speed fluctuation amount.

[0096] L. The internal combustion engine system according to paragraph J, wherein the at least one combustion signal includes at least one pressure in at least one of the manifolds, and wherein the at least one controller is configured to:

[0097] Determine the rate of change of at least one pressure in at least one of the manifolds, the at least one manifold including at least one of an intake manifold or an exhaust manifold; and

[0098] Wherein determining the at least one condition is further based on the rate of change of at least one pressure in at least one of the manifolds.

[0099] M. The internal combustion engine system according to paragraph J, wherein the at least one combustion signal includes a first pressure in at least one of the plurality of cylinders and a second pressure in at least one of the plurality of cylinders.

[0100] N. The internal combustion engine system according to paragraph M, wherein the first pressure corresponds to a first angle of the crankshaft in the internal combustion engine, and the second pressure corresponds to a second angle of the crankshaft in the internal combustion engine.

[0101] O. The internal combustion engine system according to paragraph J, wherein the at least one combustion cycle includes a first combustion cycle and a second combustion cycle after the first combustion cycle, and wherein the at least one combustion signal includes a first combustion signal corresponding to the first combustion cycle and a second combustion signal corresponding to the second combustion cycle.

[0102] P. A method for controlling an internal combustion engine, the method comprising:

[0103] Measuring a first combustion signal and a second combustion signal respectively corresponding to at least one first combustion cycle and at least one second combustion cycle by sensors of at least one cylinder in the internal combustion engine;

[0104] A controller that communicates with a sensor determines at least one first condition associated with at least one cylinder based at least on a first combustion signal and determines at least one second condition associated with at least one cylinder based at least on a second combustion signal;

[0105] In response to determining one or more of at least one first condition or at least one second condition, perform at least one mitigation action on the internal combustion engine;

[0106] Wherein, the at least one mitigation action includes adjusting fuel delivery after one or more of at least one first combustion cycle or at least one second combustion cycle.

[0107] Q. The method according to paragraph P, wherein performing at least one mitigation action includes at least one of the following items:

[0108] Adjust the amount of fuel delivered to at least one cylinder;

[0109] Adjust the ignition event within at least one cycle after at least one combustion cycle;

[0110] Adjust the amount of air handling within the internal combustion engine;

[0111] Adjust at least one valve parameter corresponding to at least one valve within the internal combustion engine;

[0112] Adjust the amount of water injection within the internal combustion engine;

[0113] Adjust the amount of cooling within the internal combustion engine; or

[0114] Adjust the compression ratio associated with at least one cylinder.

[0115] R. The method according to paragraph P, wherein measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure within at least one cylinder.

[0116] S. The method according to paragraph P, wherein measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal includes a pressure ratio between a first pressure and a second pressure, and wherein at least one cylinder includes a first cylinder and a second cylinder, the first pressure corresponding to the first cylinder and the second pressure corresponding to the second cylinder.

[0117] T. The method according to paragraph R, wherein determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure includes determining that at least one pressure includes a third pressure and a fourth pressure, the third pressure corresponding to the pressure during a first interval within a first combustion cycle, and the fourth pressure corresponding to the pressure during a second interval within the first combustion cycle.

[0118] As used herein with respect to numerical ranges, unless otherwise indicated, the terms "about," "approximately," "substantially," and similar terms generally mean + / - 10% of the disclosed value. As used herein with respect to structural features (e.g., describing shape, size, orientation, direction, relative position, etc.), the terms "about," "approximately," "substantially," and similar terms are intended to cover minor variations in the structure that may be caused, for example, by manufacturing or assembly processes, and are intended to have a broad meaning consistent with the common and accepted usage of those of ordinary skill in the art to which the subject matter of the present disclosure pertains. Accordingly, these terms should be construed to indicate that non-substantive or immaterial modifications or variations to the described and claimed subject matter are considered to be within the scope of the disclosure as set forth in the appended claims.

[0119] It should be noted that, as used herein, the terms "exemplary," "example," and variations thereof, used to describe various embodiments, are intended to indicate that these embodiments are possible examples, representations, or illustrations of possible embodiments (and these terms are not intended to imply that these embodiments are necessarily particular or top-level examples).

[0120] As used herein, the term "coupled" and variations thereof refer to two components being directly or indirectly joined to each other. Such a joining can be stationary (e.g., permanent or fixed) or movable (e.g., removable or releasable). Such a joining can be accomplished using two components directly coupled to each other, where the two components are coupled together using a separate intervening component and any additional intermediate components therebetween, or where the two components are coupled to each other using an intervening component that is integrally formed as a single unit with one of the two components. If "coupled" or its variant is modified by an additional term (e.g., directly coupled), the general definition of "coupled" provided above is modified by the plain language meaning of the additional term (e.g., "directly coupled" means a joining of two components without any separate intervening component), resulting in a narrower definition than the general definition of "coupled" provided above. Such coupling can be mechanical, electrical, or fluidic.

[0121] References herein to the position of elements (e.g., "top," "bottom," "above," "below") are only for describing the orientation of various elements in the drawings. It should be noted that, according to other example embodiments, the orientation of various elements can be different, and such variations are intended to be included in the present disclosure.

[0122] Although the drawings and the specification may show a particular order of method steps, the order of these steps may be different from the order depicted and described, unless otherwise stated above. In addition, two or more steps may be performed simultaneously or partially simultaneously, unless otherwise specified above.

[0123] It is important to note that any element disclosed in one embodiment can be combined with or utilized in any other embodiment disclosed herein. Although only one example of an element from one embodiment that can be combined with or utilized in another embodiment has been described above, it should be understood that other elements of the various embodiments can be combined with or used together with any other embodiment disclosed herein.

Claims

1. A control system for an internal combustion engine, the control system comprising: at least one sensor configured to measure a combustion signal within at least one cylinder of a plurality of cylinders within the internal combustion engine, the combustion signal corresponding to a first combustion cycle; and a controller operably connected to the at least one sensor, the controller being configured to: receiving the combustion signal from the at least one sensor; determining whether the measured combustion signal satisfies at least one condition associated with the internal combustion engine, the at least one condition corresponding to at least one of engine misfire or retarded combustion; and Based on the determination, the amount of fuel supplied to the at least one cylinder is reduced for a predetermined number of combustion cycles after the first combustion cycle.

2. The control system according to claim 1, wherein: The at least one sensor is a pressure sensor.

3. The control system according to claim 1, wherein: The combustion signal includes a pressure ratio between a first pressure and a second pressure.

4. The control system according to claim 3, wherein: The first pressure corresponds to a pressure within a first cylinder of the plurality of cylinders, and the second pressure corresponds to a pressure within a second cylinder of the plurality of cylinders.

5. The control system according to claim 3, wherein: The first pressure corresponds to a first crank angle in a first interval within the first combustion cycle, and the second pressure corresponds to a second crank angle in a second interval within the first combustion cycle; and The first interval is a compression interval, and the second interval is an expansion interval.

6. The control system according to claim 3, wherein: The first pressure corresponds to a maximum pressure of the at least one cylinder and the second pressure corresponds to a pressure in an intake manifold of the internal combustion engine.

7. The control system according to claim 1, wherein: The controller is further configured to adjust a second fuel supply amount to another cylinder of the plurality of cylinders.

8. The control system according to claim 1, wherein: The controller is also configured to adjust spark timing corresponding to at least one combustion cycle based on the measured combustion signal.

9. The control system according to claim 1, wherein: The controller is further configured to adjust a flow rate of exhaust gas recirculation within the internal combustion engine based on the measured combustion signal.

10. An internal combustion engine system, comprising: An internal combustion engine, comprising: Multiple cylinders; at least one manifold configured to facilitate flow of intake charge into and out of the plurality of cylinders; an output shaft driven by combustion of fuel supplied to each of the plurality of cylinders; and at least one sensor in communication with each of the plurality of cylinders, the at least one manifold, and the output shaft; and A control system, the control system being configured to control the internal combustion engine, the control system comprising at least one controller, the at least one controller being configured to: receiving at least one combustion signal from the at least one sensor, the at least one combustion signal associated with at least one cylinder of the plurality of cylinders, the output shaft, or the at least one manifold, wherein the at least one combustion signal corresponds to at least one combustion cycle of the internal combustion engine; determining at least one condition associated with the internal combustion engine; wherein determining the at least one condition is based on the at least one combustion signal, the at least one combustion signal comprising at least one of: at least one pressure within at least one cylinder of the plurality of cylinders, at least one pressure within the at least one manifold, or a rotational speed of the output shaft; and Based on the determination, a fuel delivery amount to the at least one cylinder of the plurality of cylinders is reduced for a predetermined number of combustion cycles after the at least one combustion cycle.

11. The internal combustion engine system according to claim 10, wherein: The at least one combustion signal comprises a rotational speed of the output shaft, and wherein the at least one controller is further configured to: determining an amount of fluctuation in the rotational speed of the output shaft; and comparing the amount of fluctuation in the rotational speed with an amount of fluctuation in the nominal speed; and Wherein, determining the at least one condition is further based on a comparison between the fluctuation amount of the rotation speed and the nominal speed fluctuation amount.

12. The internal combustion engine system according to claim 10, wherein: The at least one combustion signal comprises at least one pressure within the at least one manifold, and wherein the at least one controller is configured to: determining a rate of change of at least one pressure within the at least one manifold, the at least one manifold comprising at least one of an intake manifold or an exhaust manifold; and Wherein determining the at least one condition is further based on a rate of change of at least one pressure within the at least one manifold.

13. The internal combustion engine system according to claim 10, wherein: The at least one combustion signal includes a first pressure within the at least one cylinder of the plurality of cylinders and a second pressure within the at least one cylinder of the plurality of cylinders.

14. The internal combustion engine system according to claim 13, wherein: The first pressure corresponds to a first angle of a crankshaft within the internal combustion engine, and the second pressure corresponds to a second angle of the crankshaft within the internal combustion engine.

15. The internal combustion engine system according to claim 10, wherein: The at least one combustion cycle includes a first combustion cycle and a second combustion cycle subsequent to the first combustion cycle, and wherein the at least one combustion signal includes a first combustion signal corresponding to the first combustion cycle and a second combustion signal corresponding to the second combustion cycle.

16. A method for controlling an internal combustion engine, the method comprising: measuring, by a sensor of at least one cylinder in the internal combustion engine, a first combustion signal and a second combustion signal corresponding to at least one first combustion cycle and at least one second combustion cycle, respectively; determining, by a controller in communication with the sensor, at least one first condition associated with the at least one cylinder based on at least the first combustion signal, and determining at least one second condition associated with the at least one cylinder based on at least the second combustion signal; performing at least one mitigating action on the internal combustion engine in response to determining one or more of the at least one first condition or the at least one second condition; Wherein the at least one mitigating action comprises adjusting fuel delivery after one or more of the at least one first combustion cycle or the at least one second combustion cycle.

17. The method according to claim 16, wherein: Performing the at least one mitigation action includes at least one of: adjusting a fuel delivery amount to the at least one cylinder; adjusting an ignition event within at least one cycle after the at least one first combustion cycle or the at least one second combustion cycle; adjusting the air handling capacity within the internal combustion engine; adjusting at least one valve parameter corresponding to at least one valve in the internal combustion engine; adjusting the amount of water injection in the internal combustion engine; adjusting the amount of cooling within the internal combustion engine; or A compression ratio associated with the at least one cylinder is adjusted.

18. The method according to claim 16, wherein: Measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure within the at least one cylinder.

19. The method according to claim 16, wherein: Measuring the first combustion signal and the second combustion signal includes determining that at least one of the first combustion signal or the second combustion signal includes a pressure ratio between a first pressure and a second pressure, and wherein the at least one cylinder includes a first cylinder and a second cylinder, the first pressure corresponds to the first cylinder and the second pressure corresponds to the second cylinder.

20. The method according to claim 18, wherein: Determining that at least one of the first combustion signal or the second combustion signal corresponds to at least one pressure includes determining that the at least one pressure includes a third pressure and a fourth pressure, wherein the third pressure corresponds to a pressure during a first interval within the at least one first combustion cycle, and the fourth pressure corresponds to a pressure during a second interval within the at least one first combustion cycle.

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