System and method for detecting pre-ignition in a hydrogen combustion engine

Abstract

Pre-ignition detection for a spark-ignited combustion engine burning hydrogen fuel is disclosed. Pressure measurements related to combustion in an engine cylinder are made within a crank angle domain of the engine using a high data rate sensor. A pre-ignition condition is detected in response to a crank angle-based pressure condition exceeding a threshold pressure during a combustion cycle. Knock detection is also disclosed independent of pre-ignition detection so that only a pre-ignition condition, only a knock condition, or a combined pre-ignition and knock condition can be detected.

Description

Technical Field

[0001] This application relates to equipment, methods, systems, and techniques for detecting premature ignition in spark-ignition combustion engines that burn hydrogen fuel. Background Technology

[0002] Internal combustion engines can experience pre-ignition events, where the combustion air-fuel mixture ignites earlier than expected, such as during the compression stroke at a point earlier than the spark or ignition timing. Various attempts have been made to detect pre-ignition. Existing methods have many drawbacks and limitations, including unsuitability for detecting hydrogen pre-ignition and issues with accuracy, complexity, cost, efficiency, reliability, and robustness. There remains a significant need for the unique apparatus, methods, systems, and techniques disclosed herein.

[0003] Disclosure of exemplary implementations

[0004] To clearly, concisely, and accurately describe the exemplary embodiments of this disclosure, the manner and process of making and using this disclosure, and to enable the practice, making, and use of this disclosure, reference will now be made to certain exemplary embodiments, including those shown in the figures, and specific language will be used to describe this disclosure. However, it should be understood that this does not constitute a limitation on the scope of the invention, and that the invention includes and protects such changes, modifications, and further applications of the exemplary embodiments that will occur to those skilled in the art. Summary of the Invention

[0005] Some embodiments include unique equipment for detecting advance ignition in hydrogen combustion engines. Some embodiments include unique methods for detecting advance ignition in hydrogen combustion engines. Some embodiments include unique systems for detecting advance ignition in hydrogen combustion engines. Some embodiments include unique techniques for detecting advance ignition in hydrogen combustion engines. Further embodiments, forms, purposes, features, advantages, aspects, and benefits will become apparent from the following description and figures. Attached Figure Description

[0006] Figure 1 This is a schematic diagram illustrating certain aspects of an exemplary prime mover system including a spark-ignition combustion engine.

[0007] Figures 2A to 2D This further demonstrates Figure 1 A schematic diagram of certain aspects of the cylinder of a spark-ignition combustion engine for hydrogen fuel combustion in a prime mover system.

[0008] Figures 3A to 3C This includes demonstrations of the effects of knock-only, advance-only, and a combination of knock and advance-ignition conditions. Figures 2A to 2DA graphical illustration of an exemplary pressure condition in a cylinder.

[0009] Figure 4 It is shown that it is used for Figure 1 A flowchart of some aspects of the method for detecting premature ignition in a prime mover system.

[0010] Figure 5 It is shown Figure 1 A diagram showing certain aspects of the control process for advance ignition and knock detection in the prime mover system.

[0011] Figure 6 It is shown Figure 1 Graphical illustrations of pre-ignition detection and knock detection in multiple combustion cycles of a spark-ignition combustion engine in a prime mover system. Detailed Implementation

[0012] refer to Figure 1 An exemplary powertrain system 10 (also referred to herein as system 10) is illustrated, comprising a prime mover 12 (such as a spark-ignition combustion engine burning hydrogen fuel) and a fuel supply system 14. The fuel supply system 14 is adapted and configured to supply gaseous hydrogen to the prime mover 12 for combustion in one or more combustion chambers. In some embodiments, the fuel supply system 14 may be additionally adapted and configured to supply one or more other fuels in combination with gaseous hydrogen to the prime mover 12 for combustion. For example, the prime mover 12 may operate on hydrogen alone, on diesel and hydrogen, on natural gas and hydrogen, on propane and hydrogen, ammonia and hydrogen, etc.

[0013] In one embodiment, system 10 includes an electronic control system (ECS) 80 having at least one electronic control unit (ECU) 82 configured to operate prime mover 12 using one or more operating parameters. During operation of engine 12, ECU 82 monitors the fuel supply system 14 of prime mover 12 for pre-ignition and knock conditions. In one embodiment, the monitoring can determine pre-ignition conditions during the combustion cycle independently of determining knock conditions, and can determine pre-ignition and knock conditions occurring during the same combustion cycle independently of determining pre-ignition conditions, and can determine both pre-ignition and knock conditions occurring during the same combustion cycle. Reference will be made below. Figures 2A to 2D Further discussion on the combustion cycle.

[0014] ECU 82 determines that the prime mover 12 has a pre-ignition condition in response to an exhaust manifold pressure condition associated with crankshaft angle exceeding a threshold pressure. In one embodiment, ECU 82 further determines that a speed change exceeds a threshold speed change to determine that a pre-ignition condition exists. In one embodiment, ECU 82 alternatively or additionally determines that the prime mover 12 has a knock condition in response to a knock value exceeding a threshold knock value and a spark timing delay requirement greater than a spark timing delay threshold. In one embodiment, ECU 82 may adjust one or more operating parameters controlling the operation of the prime mover 12 in response to a pre-ignition condition and / or a knock condition to protect the prime mover 12 from overpressure conditions caused by pre-ignition and / or knock.

[0015] In the illustrated embodiment, the prime mover 12 is a spark-ignition combustion engine comprising a plurality of cylinders 16 (also referred to as combustion chambers) in an in-cylinder reciprocating piston configuration. These cylinders are configured to generate mechanical power from the combustion of gaseous fuel supplied by fuel injectors 18a, 18b, 18c, 18d, 18e, and 18f. Fuel injectors 18a, 18b, 18c, 18d, 18e, and 18f are collectively referred to herein as fuel injectors 18 and may be provided in any suitable number based on the number of cylinders 16. Although Figure 1 Six cylinders 16 are shown, but this document envisions any number of cylinders 16, each with a fuel injector 18. System 10 can be provided in various forms, including as a prime mover system (or a component of a prime mover system) of a vehicle, a generator set, or other power load systems.

[0016] Fuel injector 18 is in fluid communication with the corresponding combustion chamber of cylinder 16 of prime mover 12 and is configured to inject gaseous fuel. In the illustrated embodiment, fuel injector 18 is configured as a direct fuel injector, which is configured to inject fuel directly into the corresponding combustion chamber of cylinder 16. Other embodiments envision injector 18 as a port injector that injects fuel directly into the intake passage of intake manifold 20 leading to the corresponding combustion chamber of cylinder 16, or injector 18 that injects fuel into the manifold or other fuel distribution device. Each cylinder 16 may also include a spark plug 58 for spark ignition of the air-fuel mixture in the combustion chamber of cylinder 16. It should be understood that engine 12 may include fewer or more fuel injectors 18 and cylinders 16 arranged and configured in various ways than illustrated. In one embodiment, the fuel injector 18 and / or spark plug 58 are controlled to alter the combustion process and / or temperature to reduce pre-ignition and / or knocking conditions in the cylinder 16, as further discussed below.

[0017] In the illustrated embodiment, the prime mover 12 of system 10 also includes an exhaust manifold 22, which is connected to receive output from cylinder 16 and provide the output to exhaust system 24. The exhaust manifold 22 includes at least one exhaust manifold pressure sensor 57, operable to measure pressure in the exhaust manifold 22 and provide a signal indicating the measured exhaust manifold pressure to ECU 82. As discussed further below, the pressure sensor output of exhaust manifold pressure sensor 57 is correlated with crank angle output, which can be used to determine the advance ignition condition associated with hydrogen fuel combustion in cylinder 16. Exhaust manifold pressure sensor 57 may be a high data rate (HDR) sensor, capable of determining exhaust manifold pressure using HDR measurements within the crank angle domain of prime mover 12.

[0018] The exhaust system 24 may include an exhaust pipe 26, at least one turbocharger 28a, 28b, and an aftertreatment system 30 located downstream of at least one turbocharger 28a, 28b. Each turbocharger 28a, 28b may include a compressor 31a, 31b and a turbine 32a, 32b, the turbine having a wastegate or a variable intake port to control the exhaust flow therethrough, such as a variable geometry turbine (VGT). In another embodiment, at least one turbocharger 28a, 28b is omitted, and / or an exhaust throttle 35 is provided. In one embodiment, the exhaust throttle 35, the VGT turbines 32a, 32b, and / or one or more wastegates are controlled to alter the combustion process, temperature, and / or increase airflow to mitigate pre-ignition and / or knocking conditions of the prime mover 12, as further discussed below.

[0019] The fuel supply system 14 includes at least one fuel rail 40 connected to the fuel injector 18. The fuel rail 40 receives fuel from a hydrogen fuel source 84. A shut-off valve 86 may be configured to control the flow of hydrogen fuel to the fuel rail 40. In another embodiment, the prime mover 12 may include multiple shared fuel rails 40 dedicated to different portions of the fuel injector 18. Any fuel system configuration is contemplated, including those that may be provided for prime movers 12 and / or V6, V8, V10, V12, V16, etc., engines with multiple cylinder banks. In some embodiments, the fuel supply system 14 may include additional elements such as a compressor configured to compress gaseous fuel received from the fuel source 84 and supply compressed gaseous fuel to one or more rails, an accumulator, and / or a pressure regulator configured to control the supply of gaseous fuel to the accumulator and / or one or more rails.

[0020] The prime mover 12 of system 10 also includes an intake system 90. In one embodiment, each turbocharger 28a, 28b includes a corresponding compressor 31a, 31b in the intake system 90 to receive intake airflow for compression. In a multi-stage turbocharger embodiment, an intercooler 37 may be provided between the compressors 31a, 31b. In one embodiment, the intake system 90 may include one or more of a boost air cooler (CAC) 92, an intake throttle valve 94, and an intake duct 96 connecting these components to the intake manifold 20. The CAC 92 may include a CAC bypass 93 and a CAC valve 95 to control the amount of intake air flowing through the CAC 92. Other embodiments may contemplate additional intake system components and / or omit one or more of the disclosed components. The CAC bypass 93, CAC valve 95 and / or intake throttle valve 94 can be controlled to alter the combustion process, temperature and / or increase airflow to reduce pre-ignition and / or knock conditions, as further discussed below.

[0021] Other embodiments may envision an exhaust gas recirculation (EGR) system 98 supplying exhaust gas generated from one or more of the cylinders 16 to the intake system 90. The EGR system 98 may include an EGR cooler, an EGR cooler bypass, and / or an EGR valve 99 to control the temperature and / or amount of EGR flow through the EGR system. The EGR flow through the EGR cooler and / or EGR bypass may be controlled to alter the combustion process, temperature, and / or increase airflow.

[0022] In one embodiment, system 10 includes a variable valve timing / actuation (VVT or VVA) system operatively engaged with cylinder 16. As described herein, a VVT / VVA system refers to any mechanism that can change the lift, opening / closing duration, and / or timing of the intake and / or exhaust valves of cylinder 16 during operation of the prime mover 12. The VVT / VVA system can be provided as any suitable mechanical device (camless or otherwise), an electro-hydraulic device, or a combination thereof. In one embodiment, the VVT ​​system can be controlled to selectively isolate one or more of cylinders 16 to prevent them from providing flow output to exhaust system 24.

[0023] Further reference Figures 2A to 2DThe diagram shows a cross-sectional elevation view of an embodiment of a cylinder 16 of a prime mover 12 undergoing a combustion cycle. The cylinder 16 includes at least one intake port 102 with an intake valve 104 and at least one exhaust port 106 with an exhaust valve 108. Multiple intake and exhaust ports, along with associated intake and exhaust valves, are also conceivable. The cylinder 16 includes a combustion chamber 110 that receives intake airflow through the intake port 102 and provides exhaust airflow through the exhaust port 106. The air-fuel mixture within the combustion chamber 110 is ignited by a spark plug 58 at a predetermined spark timing.

[0024] Cylinder 16 includes piston 112, which reciprocates between top dead center and bottom dead center positions in cylinder 16 via combustion in combustion chamber 110. Piston 112 is connected to crankshaft 114, which is rotatably driven by combustion in each cylinder 16. Cylinder 16 may also include crank angle sensor 55 to sense the speed and / or position of crankshaft 114 in crankcase 118 and knock sensor 52 to sense knock values ​​in combustion chamber 110.

[0025] In the illustrated embodiment, cylinder 16 is part of prime mover 12, which is a four-stroke spark-ignition combustion engine in which crankshaft 114 rotates 720 degrees in one combustion cycle. Figure 2A In this configuration, piston 112 is located at bottom dead center of the intake stroke, where intake air is supplied to combustion chamber 110 through intake port 102. Figure 2B The diagram illustrates the combustion stroke, during which piston 112 moves toward top dead center and fuel is injected for combustion via a spark event from spark plug 58 at a predetermined spark timing associated with the angular position (crank angle) of crankshaft 114. An advance ignition event or condition 120 occurs during the combustion stroke before the spark event from spark plug 58 and / or before top dead center of piston 112 during the combustion stroke. As further discussed below, advance ignition condition 120 can be sensed separately from knock events, thereby allowing advance ignition detection with or without knock detection.

[0026] exist Figure 2C The diagram illustrates the working stroke or power stroke, in which the combustion-driven piston 112 moves from top dead center (TDC) towards bottom dead center (BDC), simultaneously providing power to rotate the crankshaft 114. A knock sensor 52 can sense a knock value indicating a knock event or condition 122 occurring after a spark event and / or after TDC of the combustion stroke. Figure 2D In the middle, the piston 112 returns towards top dead center during the exhaust stroke, thereby discharging the combustion products through the exhaust port 106.

[0027] System 10 may also include one or more sensors 52, 55, 57, or other sensors configured to sense or detect one or more characteristics associated with the operation of system 10, prime mover 12, and / or cylinder 16. Sensors may include any suitable means to monitor operating parameters and functions of system 10. For example, sensors may include one or more knock sensors 52 in communication with one or more combustion chambers 110 of one or more cylinders 16. Sensors may include one or more engine sensors, such as crankshaft angle sensors 55, to determine the crankshaft angle position and / or speed of prime mover 12. In one embodiment, crankshaft angle sensor 55 detects and provides an output indicating the crankshaft angle position and speed of prime mover 12. Sensors may also include the exhaust manifold pressure sensor 57 discussed above to provide an output of pressure measurements in exhaust manifold 22.

[0028] Figures 3A to 3C This illustrates the relationship between exemplary peak cylinder pressure (PCP) and crank angle (CA°) that may occur during a combustion cycle. Figures 3A to 3C In the combustion stroke, before the power stroke begins, the top dead center is located at 0 degrees along the x-axis. Figure 3A In the diagram 300, the normal cylinder pressure 302 and the knock pressure 304 are shown, illustrating knock condition 122. Figure 3A In this configuration, the peak knock pressure 304' occurs at or just after the 0-degree top dead center and is greater than the normal cylinder pressure. The knock sensor 52 can measure one or more knock values, which can be compared to a knock threshold to determine if a knock condition exists.

[0029] exist Figure 3B In the diagram 310, the normal cylinder pressure 312 and the pre-ignition pressure 314 in cylinder 16 are shown, illustrating the pre-ignition condition 120. Figure 3B In the test, the peak advance ignition pressure 314' occurs at or just before 0 degrees top dead center and is greater than the peak normal cylinder pressure. The peak advance ignition pressure 314' is detected by measuring the pressure value within the crank angle region of the crankshaft 114 using a high data rate exhaust manifold pressure sensor 57. Figure 3C In the figure 320, the normal cylinder pressure 322, knock pressure 324 and pre-ignition pressure 326 show the events where the peak cylinder pressure 326' of pre-ignition occurs before top dead center and the peak cylinder pressure 324' of knock occurs after top dead center.

[0030] System 10 also includes an ECS 80, which communicates with and is configured to control one or more aspects of the prime mover 12, including controlling fuel injection into the prime mover 12 via fuel injectors 18 and controlling spark timing using spark plugs 58. Thus, the ECS 80 can communicate with the fuel injectors 18 and is configured to command each fuel injector 18 to open and close at predetermined times to inject fuel into the prime mover 12 as needed for ignition using spark plugs 58 at a desired spark timing. The ECS 80 includes at least one ECU 82 configured to perform the operation of the ECS 80 as further described herein, and in some embodiments, the ECS 80 may include additional ECUs configured to perform the operation of the ECS 80 as further described herein.

[0031] ECS 80 can also be structured to control other operating parameters of the prime mover 12, which may include aspects of the prime mover 12 that can be controlled by actuators activated by ECS 80. For example, ECS 80 may communicate with actuators and sensors to receive and process sensor inputs and transmit actuator output signals. Actuators controlling the operating parameters of the prime mover 12 may include, but are not limited to, fuel injectors 18, spark plugs 58, VVT / VVA systems, intake throttle valve 94, exhaust throttle valve 35, VGT turbines 32a, 32b or wastegate, CAC valve 95 and CAC bypass 93, EGR valve 99 and / or the rotational speed of the prime mover 12.

[0032] In at least one embodiment, system 10 may include one or more sensors that communicate with ECS 80 and are configured to determine characteristics of prime mover 12 and cylinder 16, and in response to said characteristics to detect pre-ignition conditions and / or knock conditions. In at least one embodiment of system 10, one or more sensors 52, 55, 57 communicating with ECS 80 represent virtual sensors that determine values ​​based on algorithms used to predict or determine said values ​​based on one or more other sensor inputs and / or operating conditions.

[0033] As will be understood from the following description, the techniques described herein related to the control of advance ignition detection, knock detection, and / or operating parameters of the prime mover 12 can be implemented in an ECS 80, which may include one or more controllers for different aspects of the control system 10. In one form, the ECS 80 includes one or more ECUs 82, such as engine control units or engine control modules. The ECS 80 may consist of digital circuitry, analog circuitry, or a hybrid combination of both. Alternatively, the ECS 80 may be a programmable, integrated state machine, or a hybrid combination thereof. The ECS 80 may include one or more arithmetic logic units (ALUs), central processing units (CPUs), memories, limiters, regulators, filters, format converters, etc., not shown for clarity. In one form, the ECS 80 is a programmable variant that executes algorithms and processes data according to operating logic defined by program instructions (such as software or firmware). Alternatively or additionally, the operating logic for the ECS 80 may be at least partially defined by hardwired logic or other hardware.

[0034] In addition to the sensor types described herein, any other suitable sensors and their associated parameters may also be covered by the disclosed systems, processes, and methods. Therefore, a sensor may include any suitable means for sensing any relevant physical parameters, including the electrical, mechanical, and chemical parameters of system 10. As used herein, the term sensor may include any suitable hardware and / or software for directly or indirectly sensing or estimating any prime mover system parameters and / or various combinations of these parameters.

[0035] refer to Figure 4 A flowchart is shown for a process or method 400 for detecting and / or responding to a pre-ignition condition of a prime mover 12, wherein an electronic control system (e.g., ECS 80 or another electronic control system) is operatively in communication with a fuel supply system (e.g., fuel supply system 14 or another fuel supply system). Method 400 may be implemented in and executed by one or more components of the electronic control system (such as one or more electronic control units (e.g., ECU 82 and / or other electronic control units)) and / or other electronic control system components.

[0036] Method 400 begins at operation 402, which operates the prime mover 12 by combustion of hydrogen fuel from the fuel supply system 14. In one embodiment, the prime mover 12 is a spark-ignition combustion engine, and the fuel supply system 14 includes a fuel rail 40 connected to a plurality of fuel injectors 18 that inject gaseous hydrogen fuel into the combustion chamber 110 for ignition at a predetermined ignition timing using spark plugs 58.

[0037] Method 400 continues at operation 404 to measure the pressure conditions of the prime mover 12 at exhaust manifold 22 within the crank angle domain during operation of the spark-ignition combustion engine. The pressure reading at exhaust manifold 22 can be correlated with the crank angle domain of the prime mover 12 using the HDR pressure sensor 57.

[0038] Then, method 400 continues at condition 406 to determine whether the pressure reading at operation 404 indicates a pressure condition greater than the pre-ignition threshold. If condition 406 is "No", process 400 returns to operation 402 (or operation 404). If condition 406 is "Yes", operation 408 detects the presence of a pre-ignition condition. Method 400 continues at operation 410 to perform one or more engine protection operations in response to the pre-ignition condition.

[0039] In one implementation, operation 410 of method 400 includes adjusting the operation of the spark-ignition combustion engine in response to a pre-ignition condition. For example, the rated power of the prime mover 12 may be reduced to limit or prevent potential damage caused by pre-ignition. In another example, an actuator controlling the operating parameters of the prime mover 12 may be manipulated in response to a pre-ignition condition.

[0040] In one implementation, once a pre-ignition condition is determined, one or more further actions can be taken. For example, a warning light may illuminate and / or a fault code may be generated by ECU 82. Other implementations envision one or more actuators of the control system 10 to reduce the demand for hydrogen fuel in order to control, reduce, or prevent the pre-ignition condition from persisting. For example, actuators controlling the speed of fuel injectors 18, spark plugs 58, VVT / VVA system, intake throttle valve 94, exhaust throttle valve 35, VGT turbines 32a, 32b or wastegate, CAC valve 95 and CAC bypass 93, EGR valve and / or prime mover 12 may be manipulated to minimize or prevent pre-ignition.

[0041] Pressure conditions during operation of the prime mover 12 can be measured using a pressure sensor 57, which is a high data rate pressure sensor connected to the exhaust manifold 22, within the crank angle region. In one embodiment, the pressure conditions measured during method 400 include the pressure of each cylinder 16 connected to the exhaust manifold 22. In one embodiment of method 400, the speed of the prime mover 12 is also measured within the crank angle region, and the determination of the advance ignition condition includes determining whether the change in the measured speed relative to the expected speed exceeds a threshold change indicating an advance ignition condition.

[0042] refer to Figure 5An embodiment of a process 500 for detecting pre-ignition condition 120 and / or knock condition 122 is shown. Process 500 includes a first path 502 for pre-ignition detection during prime mover operation and a second path 530 for knock detection. The first path 502 includes a first summing block 504 that adds a first input 506, serving as a speed-based reference for the prime mover 12, and a second input 508, serving as the instantaneous speed of the prime mover 12. A first adjustable input parameter 510 includes a reference crank angle / load window, from which the speed-based reference of the first input 506 is derived. The first summing block 504 evaluates the first input 506 and the second input 508 and outputs the difference or speed derivative between the instantaneous speed and the reference speed to a first condition block 512.

[0043] The first path 502 of process 500 also includes a second summing block 514, which adds a third input 516, a reference based on exhaust manifold pressure of prime mover 12, to a fourth input 518, the instantaneous exhaust manifold pressure of prime mover 12 measured by pressure sensor 57 (e.g., using a high data rate exhaust manifold pressure sensor). A second adjustable input parameter 520 includes a reference crank angle / load window, from which the exhaust manifold pressure reference of the third input 516 is derived. The second summing block 514 evaluates the third input 516 and the fourth input 518 and outputs the difference between the measured exhaust manifold pressure and the exhaust manifold pressure reference (also referred to as exhaust manifold pressure differential or pressure condition) to a second condition block 522.

[0044] First condition box 512 compares the speed difference output from summation box 504 to determine if it is greater than or equal to a threshold speed difference derived from speed / pressure difference threshold graph 524. Speed / pressure difference threshold graph 524 may, for example, plot the speed difference and exhaust manifold pressure difference or pressure condition associated with ignition advance and non-ignition advance conditions. Second condition box 522 compares the exhaust manifold pressure difference or pressure condition output from summation box 514 to determine if it is greater than or equal to a threshold pressure difference derived from speed / pressure difference threshold graph 524. The outputs of first condition 512 and second condition 522 are provided to AND operator 524. If first condition 512 and second condition 522 are evaluated as true, the output from AND operator 524 or provided to OR operator 548 indicates the presence of ignition advance condition 120.

[0045] Process 500 includes a second path 530 for detecting knock condition 122. The second path 530 includes a knock signal input 532 and a spark timing delay requirement input 534. The knock signal input 532 includes a reference crank angle / load window at which knock signal evaluation can be enabled. The knock signal input 532 is evaluated at a third condition 538 to determine if it is greater than or equal to a threshold knock signal 542 determined according to an adjustable threshold graph. The spark timing delay requirement input 534 is evaluated at a fourth condition 540 to determine if it is greater than or equal to a spark timing delay threshold 544 determined according to an adjustable graph indicating an allowable spark timing delay based on engine speed, load, crank angle, and / or other conditions.

[0046] The third condition 538 and the fourth condition 540 are evaluated, and the outputs of condition boxes 538 and 540 are provided to the AND operator 546. If both the third condition 538 and the fourth condition are evaluated as "true" at the AND operator 546, the output from the AND operator 546 to the OR operator 548 indicates the presence of knock condition 122. The outputs of the AND operators 524 and 546 are evaluated at the OR operator 548. If the AND operator 524 indicates pre-ignition condition 120 or the AND operator 546 indicates knock condition 122 at the OR operator 548, operation 550 initiates one or more engine protection operations. Engine protection operations may include, for example, torque reduction and / or other actions to mitigate or prevent the adverse effects of pre-ignition condition and / or knock condition on the prime mover 12.

[0047] Using the processes and systems disclosed herein, the advance ignition condition 120 can be detected independently of the detection of knock condition 122 using speed-based signals and exhaust manifold pressure signals. The advance ignition condition 120 can be detected much faster than a process and system that only uses knock detection. High data rate, crank-angle-based exhaust manifold pressure data collection allows for monitoring of combustion in cylinder 16 and enables early indication and control of the advance ignition condition during the combustion cycle.

[0048] refer to Figure 6An exemplary graph 600 is shown, in which measurements of the knock index (PKI) 602 and exhaust manifold pressure (PMAX) 604 are shown along the left vertical axis, and measurements of the prime mover or engine speed 606 are shown along the right vertical axis. A series of combustion cycles are shown along the bottom x-axis. The exhaust manifold pressure signal and engine speed signal indicate that pre-ignition is active in a defined region designated as pre-ignition event 120. The knock signal indicates the presence of knock in a defined region marked as knock event 122. The systems, methods, and processes of this disclosure enable the detection of only pre-ignition condition 120, only knock condition 122, and a combination of pre-ignition condition 120 and knock condition 122.

[0049] As can be seen from the detailed description, this disclosure is contemplated with multiple and various embodiments, including but not limited to the following exemplary embodiments. In one embodiment, a method for detecting pre-ignition in a spark-ignition engine burning hydrogen fuel is provided. The method includes: operating the spark-ignition engine using hydrogen fuel supplied to the combustion chamber of the spark-ignition engine by a hydrogen fuel supply system; measuring a pressure condition occurring during a combustion cycle, the pressure condition being measured in a crank angle domain using a high data rate sensor during operation of the spark-ignition engine; and determining the pre-ignition condition in response to the pressure condition exceeding a threshold pressure indicating a pre-ignition condition of the hydrogen fuel in the combustion chamber during the combustion cycle.

[0050] In one embodiment, the method includes adjusting the operation of the spark-ignition combustion engine by reducing the rated power of the spark-ignition combustion engine in response to the pre-ignition condition.

[0051] In one embodiment, the pressure condition is determined by exhaust manifold pressure measured during the combustion cycle before the spark event and / or before the piston reaches top dead center in the combustion chamber.

[0052] In one implementation, the threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

[0053] In one embodiment, the method includes determining that the speed difference between a reference speed and an instantaneous speed of the spark-ignition combustion engine is greater than a speed difference threshold in order to determine that the pre-ignition condition exists.

[0054] In one implementation, the speed difference threshold varies based on the crank angle and the load of the spark-ignition combustion engine.

[0055] In one embodiment, the method includes determining the knock condition of the spark-ignition combustion engine in response to a knock value from a knock sensor being greater than a threshold knock value.

[0056] In one implementation, determining the knock condition includes determining that the spark timing delay requirement is greater than a spark timing delay threshold.

[0057] According to another aspect of this disclosure, a system for detecting pre-ignition of hydrogen fuel is provided. The system includes a spark-ignition combustion engine comprising at least one combustion chamber and at least one fuel injector connected to the at least one combustion chamber to supply hydrogen fuel to the at least one combustion chamber. The spark-ignition combustion engine also includes a high data rate sensor and an electronic control unit (ECU) in communication with the high data rate sensor. The ECU is configured to perform operations to: operate the spark-ignition combustion engine using hydrogen fuel burned in the combustion chamber from the at least one fuel injector; determine, using the high data rate sensor, a pressure condition occurring during a combustion cycle of the spark-ignition combustion engine in which the hydrogen fuel is burned in the combustion chamber within a crank angle domain; and determine the pre-ignition condition in response to the pressure condition exceeding a threshold pressure indicating a pre-ignition condition of the hydrogen fuel in the combustion chamber during the combustion cycle.

[0058] In one embodiment, the spark-ignition combustion engine includes a spark plug configured to ignite hydrogen fuel in the combustion chamber. The pressure condition is measured and determined to exceed the threshold pressure before the spark event and / or before the piston reaches top dead center in the combustion chamber.

[0059] In one embodiment, the spark-ignition combustion engine includes an exhaust manifold and an exhaust manifold pressure sensor. The pressure condition is an exhaust manifold pressure that is measured and determined to exceed the threshold pressure during the combustion cycle prior to the spark event from the spark plug.

[0060] In one implementation, the threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

[0061] In one implementation, the ECU is configured to perform an operation to determine that the speed difference between a reference speed and an instantaneous speed of the spark-ignition combustion engine is greater than a speed difference threshold, in order to determine that the pre-ignition condition exists.

[0062] In one implementation, the speed difference threshold varies based on the crank angle and the load of the spark-ignition combustion engine.

[0063] In one embodiment, the ECU is configured to determine the knock condition of the spark-ignition combustion engine in response to a knock value from a knock sensor that is greater than a threshold knock value.

[0064] In one implementation, the ECU is further configured to determine that the spark timing delay requirement is greater than a spark timing delay threshold in order to determine that the knocking condition exists.

[0065] In one embodiment, the ECU is also configured to reduce the rated power of the spark-ignition combustion engine in response to the pre-ignition condition.

[0066] According to another aspect of this disclosure, an apparatus is provided for detecting premature ignition of hydrogen fuel during operation of a spark-ignition combustion engine. The apparatus includes a non-transitory storage medium configured to store instructions executable by a processor to perform the following actions: operating the spark-ignition combustion engine with hydrogen fuel burning in a combustion chamber; determining a pressure condition occurring during the combustion cycle in a crank angle domain using a high data rate sensor in response to the combustion of hydrogen fuel in the combustion chamber; and determining the premature ignition condition in response to the pressure condition exceeding a threshold pressure indicating a premature ignition condition in the combustion chamber.

[0067] In one embodiment, the pressure condition is the exhaust manifold pressure during the combustion cycle, measured before the spark event and / or the piston's top dead center in the combustion chamber. The threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

[0068] In one embodiment, the non-transitory storage medium stores instructions that can be executed by the processor to perform the following actions: determining the knock condition of the spark-ignition combustion engine in response to a knock value from a knock sensor being greater than a threshold knock value and a spark timing delay requirement being greater than a spark timing delay threshold.

[0069] It should be understood that terms such as “non-transitory memory,” “non-transitory storage medium,” and “non-transitory storage device” refer to various types of devices and storage media that can be configured to store information, such as data or instructions, that can be read or executed by a processor or other component of a computer system, and such terms include and cover a single or single device or medium for storing such information, multiple devices or media across or in which corresponding portions of such information are stored, and multiple devices or media across or in which multiple copies of such information are stored.

[0070] It should be understood that when used in conjunction with control methods or processes, electronic control systems or controllers, electronic controls, or the aforementioned components or operations, terms such as “determined,” “determined,” “determining,” etc., inclusively refer to multiple actions, configurations, devices, operations, and techniques, including but not limited to the calculation or operation of parameters or values, obtaining parameters or values ​​from lookup tables or using lookup operations, receiving parameters or values ​​from data links or network communications, receiving electronic signals indicating parameters or values ​​(e.g., voltage, frequency, current, or pulse width modulation (PWM) signals), receiving sensor outputs indicating parameters or values, receiving other outputs or inputs indicating parameters or values, reading parameters or values ​​from memory locations on computer-readable media, receiving parameters or values ​​as runtime parameters, and / or by receiving parameters or values ​​that can be used to calculate and interpret parameters, and / or by referring to default values ​​interpreted as parameter values.

[0071] Although exemplary embodiments of the present disclosure have been shown and described in detail in the accompanying drawings and the foregoing description, this is to be considered illustrative rather than restrictive in nature. It should be understood that only certain exemplary embodiments have been shown and described, and all changes and modifications falling within the spirit of the claimed invention are protected. It should be understood that while the use of terms such as preferred, preferred, preferred, or more preferred as used in the above description may indicate that features as described are more desirable, they may not be necessary and embodiments without such terms are contemplated to be within the scope of the invention, defined by the appended claims. When reading the claims, it is not intended that the claims be limited to only one item when terms such as “a,” “an,” “at least one,” or “at least a portion” are used, unless expressly stated otherwise. When the language “at least a portion” and / or “a portion” is used, the item may include a portion and / or the entire item, unless expressly stated otherwise.

Claims

1. A method for detecting premature ignition in a spark-ignition engine that burns hydrogen fuel, the method comprising: The spark-ignition combustion engine is operated by supplying hydrogen fuel to the combustion chamber of the spark-ignition combustion engine using a hydrogen fuel supply system. The pressure conditions occurring during the combustion cycle are measured using a high data rate sensor in the crank angle domain during operation of the spark-ignition combustion engine; and The advance ignition condition is determined in response to the pressure condition exceeding a threshold pressure indicating the advance ignition condition of the hydrogen fuel in the combustion chamber during the combustion cycle.

2. The method of claim 1, further comprising adjusting the operation of the spark-ignition combustion engine by reducing the rated power of the spark-ignition combustion engine in response to the pre-ignition condition.

3. The method of claim 1, wherein the pressure condition is determined by exhaust manifold pressure measured during the combustion cycle before the spark event and / or before the piston reaches top dead center in the combustion chamber.

4. The method of claim 1, wherein the threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

5. The method according to claim 1, further comprising determining that the speed difference between the reference speed and the instantaneous speed of the spark ignition combustion engine is greater than a speed difference threshold, so as to determine that the pre-ignition condition exists.

6. The method of claim 5, wherein the speed difference threshold varies based on the crank angle and the load of the spark-ignition combustion engine.

7. The method of claim 1, further comprising determining the knock condition of the spark-ignition combustion engine in response to a knock value from a knock sensor being greater than a threshold knock value.

8. The method of claim 7, wherein determining the detonation condition includes determining that the spark timing delay requirement is greater than the spark timing delay threshold.

9. A system for detecting premature ignition of hydrogen fuel, the system comprising: A spark-ignition combustion engine, comprising at least one combustion chamber and at least one fuel injector connected to the at least one combustion chamber to supply hydrogen fuel to the at least one combustion chamber, the spark-ignition combustion engine further comprising a high data rate sensor and an electronic control unit (ECU) communicating with the high data rate sensor, the ECU being configured to perform operations to: A spark-ignition combustion engine is operated using hydrogen fuel burned in the combustion chamber from at least one fuel injector. The pressure conditions occurring during the combustion cycle of the spark-ignition combustion engine, in which hydrogen fuel is burned in the combustion chamber, are determined within the crank angle domain using a high data rate sensor; and The advance ignition condition is determined in response to the pressure condition exceeding a threshold pressure indicating the advance ignition condition of the hydrogen fuel in the combustion chamber during the combustion cycle.

10. The system of claim 9, wherein the spark-ignition combustion engine includes a spark plug configured to ignite hydrogen fuel in the combustion chamber, and the pressure condition is measured and determined to exceed the threshold pressure before the spark event and / or before the top dead center of the piston in the combustion chamber.

11. The system of claim 10, wherein the spark-ignition combustion engine includes an exhaust manifold and an exhaust manifold pressure sensor, and the pressure condition is an exhaust manifold pressure that is measured and determined to exceed the threshold pressure during the combustion cycle prior to the spark event from the spark plug.

12. The system of claim 9, wherein the threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

13. The system of claim 9, wherein the ECU is configured to perform operations to: The speed difference between the reference speed and the instantaneous speed of the spark ignition combustion engine is determined to be greater than a speed difference threshold in order to determine that the pre-ignition condition exists.

14. The system of claim 13, wherein the speed difference threshold varies based on the crank angle and the load of the spark-ignition combustion engine.

15. The system of claim 14, wherein the ECU is configured to determine the knock condition of the spark-ignition combustion engine in response to a knock value from a knock sensor being greater than a threshold knock value.

16. The system of claim 15, wherein the ECU is further configured to determine that the spark timing delay requirement is greater than the spark timing delay threshold in order to determine that the knocking condition exists.

17. The system of claim 9, wherein the ECU is further configured to reduce the rated power of the spark-ignition combustion engine in response to the pre-ignition condition.

18. An apparatus for detecting premature ignition of hydrogen fuel during operation of a spark-ignition combustion engine, the apparatus comprising: A non-transitory storage medium configured to store instructions, which can be executed by a processor to perform the following actions: The spark-ignition combustion engine is operated using hydrogen fuel burned in the combustion chamber. In response to the combustion of hydrogen fuel in the combustion chamber, a high data rate sensor is used to determine the pressure conditions occurring during the combustion cycle within the crank angle domain; and The advance ignition condition is determined in response to the pressure condition exceeding a threshold pressure indicating the advance ignition condition in the combustion chamber.

19. The apparatus according to claim 18, wherein: The pressure condition is the exhaust manifold pressure during the combustion cycle, measured before the spark event and / or before the piston reaches top dead center in the combustion chamber; and The threshold pressure varies based on the crank angle and the load of the spark-ignition combustion engine.

20. The apparatus of claim 18, wherein the non-transitory storage medium stores instructions, the instructions being executable by the processor to perform the following actions: In response to a knock value from a knock sensor exceeding a threshold knock value and a spark timing delay requirement exceeding a spark timing delay threshold, the knock condition of the spark-ignition combustion engine is determined.

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