IGNITION SYSTEM WITH DELAY REDUCTION CONTROL

Abstract

Ignition system (10) with delay reduction control, comprising: an engine system (102) including cylinders (106), a turbocharger (104), and an exhaust manifold (108) operatively coupled to and disposed between the cylinders (106) and the turbocharger (104); an electronic control unit (ECU) (12) communicatively coupled to the engine system (102) and including data processing hardware (14), the ECU (12) configured to receive oxidation data (130) and temperature data (128) from the engine system (102); and a virtual optimization system (40) communicatively coupled to the ECU (12), wherein the virtual optimization system (40) includes an exhaust system model (42) configured to generate calibration tables (22) in response to the oxidation data (130) and the temperature data (128) of the ECU (12), wherein the ECU (12) is configured to receive the generated calibration tables (22) and is configured to change a turbocharger speed at the exhaust manifold (108) via enthalpy calibrations using one or more of the calibration tables (22).

Description

INITIATIONThe present disclosure generally relates to an ignition system with deceleration reduction control.JP 2017-180 195 A discloses a control device for an engine having a turbocharger and a variable valve timing mechanism for changing the opening and closing timing of the exhaust valve.US 2016 / 0 003 180 A1 discloses an apparatus for estimating the exhaust gas temperature of an internal combustion engine having an exhaust system, an intake system and an exhaust gas recirculation system.The document WO 2009 / 112 056 A1 discloses an internal combustion engine having an exhaust gas purification system and an exhaust gas aftertreatment system having a control system for regenerating the exhaust gas purification system.Deceleration reduction systems are typically used with turbo-charged engines to minimize turbocharger deceleration. Typically, deceleration reduction systems use scavenging to recover energy from the exhaust gases to maximize responsiveness at low engine speeds. In a conventional deceleration reduction system, the scavenging and subsequent combustions occur in the cylinder of the engine, increasing the temperatures of other portions of the engine, such as that of the exhaust manifold. Often, the deceleration reduction system will purge the exhaust gases from the cylinder to provide more enthalpy per cycle.SUMMARYIn some aspects, a deceleration reduction control ignition system for a vehicle includes exhaust gas having a flow rate, cylinders fluidly coupled to the exhaust gas, and an exhaust manifold operably coupled to the cylinders and fluidly coupled to the exhaust gas. A turbocharger is fluidly coupled to the exhaust gas and the exhaust manifold. The deceleration reduction control ignition system also includes an electronic control unit (ECU) including data processing hardware and communicatively coupled to an engine system including the cylinders and the exhaust manifold. The engine system is configured to provide engine data to the ECU. A virtual optimization system is communicatively coupled to the ECU and includes an exhaust system model configured to generate calibration tables in response to and based on the engine data of the engine system. The ECU is configured to receive the generated calibration tables and is configured to reduce turbocharger delay via enthalpy calibrations for the exhaust manifold using one or more of the calibration tables.In some examples, the engine data that the exhaust system model receives may include an equivalence ratio of the exhaust gas and / or temperature data and / or oxidation data of the exhaust gas and / or the flow rate of the exhaust gas. The temperature data may include a wall temperature of the exhaust manifold and a gas temperature of the exhaust gas. The exhaust system model may optionally be configured to model the oxidation data and may be configured to reduce turbocharger lag using the modeled oxidation data. In some configurations, the exhaust system model may be configured to increase the combustion efficiency of the deceleration reduction control ignition system using the modeled oxidation data. In further examples, the ECU may be configured to execute one or more of the calibration tables, and the one or more calibration tables may include a fuel injection ignition strategy. In some cases, the ECU may be configured to employ the exhaust manifold as an ignition source.In further aspects, a deceleration reduction control ignition system includes an engine system including cylinders, a turbocharger, and an exhaust manifold operatively coupled to and disposed between the cylinders and the turbocharger. An electronic control unit (ECU) is communicatively coupled to the engine system and includes data processing hardware. The ECU is configured to receive oxidation data and temperature data from the engine system, and a virtual optimization system is communicatively coupled to the ECU. The virtual optimization system includes an exhaust system model configured to generate calibration tables in response to the oxidation data and the temperature data of the ECU. The ECU is configured to receive the generated calibration tables and is configured to change a turbocharger speed at the exhaust manifold via enthalpy calibrations using one or more of the calibration tables.In some examples, the ECU may be configured to utilize a wall temperature of the exhaust manifold to change turbocharger speed using enthalpy calibrations. In some cases, the exhaust system model may be configured to receive engine data from the ECU, which may include the oxidation data, the temperature data, an equivalence ratio, and a flow rate. The temperature data may include a wall temperature of the exhaust manifold and a gas temperature of the exhaust gas of the engine system. The exhaust system model may optionally be configured to model the oxidation data, and the ECU may be configured to reduce turbocharger lag using the modeled oxidation data. The exhaust system model may be configured to increase combustion efficiency of the engine system using the modeled oxidation data. In some configurations, the ECU may be configured to execute one or more of the calibration tables, and the one or more calibration tables may include a fuel injection ignition strategy.In still further aspects, a deceleration reduction control ignition system includes an engine system including a turbocharger and an exhaust manifold fluidly coupled to the turbocharger. An electronic control unit (ECU) is communicatively coupled to the engine system and is configured to receive engine data from the engine system. A virtual optimization system is communicatively coupled to the ECU, and the virtual optimization system is configured to generate calibration tables in response to the engine data of the ECU. The ECU is configured to receive the generated calibration tables and is configured to reduce turbocharger delay via enthalpy calibrations for the exhaust manifold using one or more of the calibration tables.In some examples, the engine data may include temperature data and oxidation data, and the virtual optimization system may be configured to generate the calibration tables to identify a limited desired exhaust manifold temperature. The virtual optimization system may optionally include an exhaust system model configured to model the oxidation data and may include the modeled oxidation data in the generated calibration tables. The ECU may be configured to reduce turbocharger lag using the modeled oxidation data and may be configured to increase combustion efficiency of the engine system using the modeled oxidation data. In some cases, the ECU may be configured to execute one or more of the calibration tables, wherein the one or more calibration tables include a fuel injection ignition strategy. The ECU may optionally be configured to utilize a wall temperature of the exhaust manifold to change a turbocharger speed using enthalpy calibrations.BRIEF DESCRIPTION OF THE DRAWINGSThe drawings described herein are for illustrative purposes only of selected configurations; it shows: FIG. 1 is a perspective view of an example vehicle including a deceleration reduction control ignition system according to the present disclosure; FIG. 2 is a schematic illustration of an engine system in accordance with the present disclosure; FIG. 3 is a block diagram of a deceleration reduction control ignition system according to the present disclosure; FIG. 4 is a schematic block diagram of a deceleration reduction control ignition system according to the present disclosure having an exhaust system receiving inputs; and FIG. 5 is an exemplary flowchart of an ignition system with deceleration reduction control according to the present disclosure.In all drawings, corresponding reference numerals indicate corresponding portions.DETAILED DESCRIPTIONExemplary configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that this disclosure will be thorough and will fully convey the scope of the disclosure to those skilled in the art. Specific details such as examples of specific components, apparatus, and methods are set forth in order to provide a thorough understanding of configurations of the present disclosure. It will be apparent to those skilled in the art that specific details need not be employed, that example configurations may be embodied in many different forms.The terminology used herein is for describing particular exemplary configurations only and is not intended to be limiting. As used herein, the singular articles "a", "an", and "the" may be intended to include the plural forms as well, unless the context clearly indicates otherwise. The terms "comprises", "comprises", "including" and "having" are inclusive and therefore specify the presence of features, steps, operations, elements and / or components, but do not exclude the presence or addition of one or more further features, steps, operations, elements, components and / or groups thereof. The method steps, processes, and operations described herein are not to be construed as necessarily requiring their execution in the particular order discussed or illustrated, unless specifically identified as an order of execution. Additional or alternative steps may be employed.When an element or layer is referred to as being "on," "engaging with," "connected to," "attached to," or "coupled to" another element or layer, it may be directly on, engaging with, connected to, attached to, or coupled to the other element or layer, or intervening elements or layers may be present. In contrast, when an element is referred to as being "directly on," "directly engaging with," "directly connected to," "directly attached to," or "directly coupled to" another element or layer, there need be no intervening elements or layers present. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.The terms "first," "second," "third," etc., may be used herein to describe various elements, components, regions, layers, and / or portions. These elements, components, regions, layers, and / or portions are not intended to be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or portion from another region, layer, or portion. Terms such as "first," "second," and other numerical terms do not imply a sequence or order unless clearly indicated by the context. Thus, a first element, component, region, layer, or portion discussed below may be referred to as a second element, component, region, layer, or portion without departing from the teaching of the example configurations.In this application, including the definitions below, the term "module" may be replaced by the term "circuit". The term "module" may refer to, be part of, or include an application specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; a memory (shared, dedicated, or group) that stores code executed by a processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as those described above, as pertaining to a system on a chip.The term "code" as used above may include software, firmware, and / or microcode, and may refer to programs, routines, functions, classes, and / or objects. The term "shared processor" includes a single processor that executes some or all of the code from multiple modules. The term "group processor" includes a processor that, in combination with additional processors, executes some or all of the code from multiple modules. The term "shared memory" includes a single memory that stores a portion or all of the code from multiple modules. The term "group memory" includes a memory that, in combination with additional memories, stores a portion or all of the code from one or more modules. The term "memory" may be a subset of the term "computer readable medium.". The term "computer readable medium" includes non-transitory, electrical, and electromagnetic signals propagating through a medium and may therefore be considered tangible and non-transitory memory. Non-limiting examples of non-transitory memory include a tangible computer-readable medium including non-transitory memory, magnetic memory, and optical memory.The apparatuses and methods described in this application may be partially or fully implemented by one or more computer programs executed by one or more processors. The computer programs include processor-executable instructions stored on at least one non-transitory tangible computer-readable medium. The computer programs may also contain and / or rely on stored data.A software application (i.e., a software resource) may refer to computer software that causes a computing device to perform a task. In certain examples, a software application may be referred to as an "application," an "app," or a "program.". Example applications include, but are not limited to, system diagnostic applications, system management applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, media streaming applications, social networking applications, and gaming applications.The non-transitory memory may be physical devices used to store programs (e.g., sequences of instructions) or data (e.g., program state information) on a transitory or persistent basis for use by a computing device. The non-transitory memory may be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read only memory (ROM) / programmable read only memory (PROM) / erasable programmable read only memory (EPROM) / electronically erasable programmable read only memory (EEPROM) (e.g., typically used for firmware such as boot programs). Examples of volatile memory include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and disks or tapes.These computer programs (also known as programs, software, software applications, or code) contain machine instructions for a programmable processor and may be implemented in a high level procedural and / or object oriented programming language and / or in assembly / machine language. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to a computer program product, a non-transitory computer-readable medium, apparatus, and / or apparatus (e.g., magnetic disks, optical disks, memories, programmable logic devices (PLDs)) used to provide machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine readable signal" refers to a signal used to provide machine instructions and / or data to a programmable processor.Various implementations of the systems and techniques described herein may be implemented in digital electronics and / or optical circuitry, integrated circuitry, dedicated ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations may include an implementation in one or more computer programs executable and / or interpretable in a programmable system including at least one programmable processor, which may be special or general purpose and is coupled to receive data and instructions from and send data and instructions to a storage system, at least one input device, and at least one output device.The processes and logic flows described in this application text may be performed by one or more programmable processors, also referred to as data processing hardware, that execute one or more computer programs to perform functions by operating on input data and generating outputs. The processes and logic flows may also be performed by special purpose logic circuitry, e.g., an FPGA (field programmable gate array) or an ASIC (application specific integrated circuit). Processors suitable for executing a computer program include, by way of example, both general purpose microprocessors and special purpose microprocessors and one or more processors of any type of digital computer. Generally, a processor will receive instructions and data from a read-only memory and / or a read / write memory. The essential elements of a computer are a processor for performing instructions and one or more memory devices for storing instructions and data. Generally, a computer also includes, or is operatively coupled to, receive data from and / or transmit data to one or more mass storage devices for storing data, e.g., magnetic disks, magneto-optical disks, or optical disks. However, a computer does not need to have such devices. Computer readable media suitable for storing computer program instructions and data include all forms of non-volatile memory, media and memory devices, including by way of example semiconductor memory devices, e.g., EPROM, EEPROM, and flash memory devices; magnetic media, e.g., internal hard disks or removable media; magneto-optical media; and CD-ROM and DVD-ROM media. The processor and memory may be supplemented by or incorporated into special purpose logic circuitry.To provide interaction with a user, one or more aspects of the disclosure may be implemented in a computer having a display device, e.g., a CRT (cathode ray tube), an LCD (liquid crystal display device) monitor, or a touch screen for displaying information to the user, and optionally a keyboard and a pointing device, e.g., a mouse or trackball, whereby the user may provide input to the computer. Other types of devices may also be used to provide interaction with a user; e.g., feedback provided to the user may be any form of sensory feedback, e.g., visual feedback, audible feedback, or haptic feedback; and input may be received from the user in any form including audible, verbal, or tactile input. Additionally, a computer may interact with a user by sending documents to and receiving documents from a device used by the user; e.g., by sending webpages to an Internet browser in a user's client device in response to requests received from the Internet browser.As shown in FIGS. 1-4, a vehicle 100 includes an engine system 102 controlled by a deceleration reduction control ignition system 10 configured to model oxidation within the engine system 102 to utilize heat within the engine system 102 and, as described in more detail below, improve the speed of the vehicle 100. Engine system 102 includes a turbocharger 104 fluidly coupled to cylinders 106 and an exhaust manifold 108. The engine system 102 strokes a fuel mixture 110 ato be primarily combusted in the cylinders 106 to generate exhaust 110. The fuel mixture 110 aincludes a combination of fuel and air. The exhaust gas 110 may include the residual fuel mixture 110 aincluding residual fuel and air directed from the cylinders 106 to the exhaust manifold 108. Finally, the exhaust gas 110 is directed to a turbine 112 of the turbocharger 104 configured to extract energy or enthalpy to power a compressor 114 of the turbocharger 104.The residual fuel mixture 110 aincluding residual fuel and air of the exhaust gas 110 may be utilized by the engine system 102 to generate additional free energy for the turbine 112 by combusting the oxidisable component of the exhaust gas 110 within the exhaust manifold 108, as described herein. This process results in increased energy available to turbine 112 of turbocharger 104, and thus provides maximum energy consumption to turbine 112 to power compressor 114. The combustion of the exhaust gas 110 within the exhaust manifold 108, described in more detail below, is determined by modeling the oxidation within the exhaust manifold 108 by the deceleration reduction control ignition system 10. Utilizing the exhaust gas 110 within the exhaust manifold 108 may provide an additional advantage for improving the overall combustion efficiency of the engine system 102 by maximizing the combustion potential of the exhaust gas within the engine system 102.As further shown in FIGS. 1-3, the engine system 102 may be calibrated with an electronic control unit (ECU) 12 of the vehicle 100 used as part of the deceleration reduction control ignition system 10. The ECU 12 includes data processing hardware 14 and memory hardware 16 that cooperate with sensors 116 of the engine system 102 to collect motor data 18. For example, the ECU 12 monitors a mass of fuel used within the engine system 102 and determines a volume of the exhaust gas 110 within the engine system 102 after in-cylinder combustion. The volume of the exhaust gas 110 may include an exhaust equivalence ratio 120, as described below, that may indicate the residual fuel mixture 110 a(i.e., residual fuel and air) of the exhaust gas 110.The ECU 12 also monitors a flow rate 122 and a gas temperature 124 of the exhaust gas 110 via the engine data 18. The sensors 116 also detect a wall temperature 126 of the exhaust manifold 108. The heat output 118, equivalence ratio 120, flow rate 122, gas temperature 124, and wall temperature 126 may each be categorized as the engine data 18 collected by the sensors 116 and stored in the storage hardware 16 of the ECU 12. The gas temperature 124 and the wall temperature 126 may be stored together as temperature data 128 in the storage hardware 16. The storage hardware 16 may be regularly updated with the motor data 18 during operation of the engine system 102 by the data processing hardware 14.As shown in FIGS. 1-3, the fuel mixture 110 ais initially burned within the cylinders 106, resulting in the heat release 118 from in-cylinder combustion. The heat release 118 may be dependent on the chemical composition of the exhaust gas 110 in the cylinders 106 and subsequently from the exhaust manifold 108. As mentioned above, although a majority of the fuel mixture 110 ais burned within the cylinders 106, the exhaust gas 110 discharged from the cylinders 106 may include a residual fuel mixture 110 a. The remaining fuel mixture 110 ais calculated via the ECU 12 after combustion in the cylinders 106 to determine the equivalence ratio 120. The equivalence ratio 120 indicates the stoichiometric conditions of the exhaust gas 110 and is used by the deceleration reduction control ignition system 10 to model the oxidation within the exhaust manifold 108, as described in more detail below. In addition to the equivalence ratio 120, the deceleration reduction control ignition system 10 may also receive oxidation data 130 from the ECU 12. The oxidation data 130 relates to the residual air contained in the exhaust gas 110 and may be used by the deceleration reduction control ignition system 10 when modeling the oxidation within the exhaust manifold 108.The exhaust manifold 108 has a high temperature that is related to the metallic composition of the walls of the exhaust manifold 108. The high temperature of the exhaust manifold 108 is detected as the wall temperature 126 mentioned above and may be monitored for a peak temperature. Due to the high temperature, the exhaust gas 110 may experience additional combustion reactions within the exhaust manifold 108 that are determined by the deceleration reduction control ignition system 10 and executed by the ECU 12. The deceleration reduction control ignition system 10 uses the exhaust manifold 108 to achieve complete combustion of the residual fuel mixture 110 aof the exhaust gas 110 by reacting with the residual air (i.e., oxygen) and using the wall temperature 126 of the exhaust manifold 108 as activation energy.An engine system model 42 uses a kinetic reaction mechanism 20 to evaluate performance of the engine system 102 while being resolved for oxidation of the exhaust gas 110 based on the wall temperature 126, the gas temperature 124, the residual fuel and oxygen 110 a, and the equivalence ratio 120 of the exhaust gas 110 with a corresponding degree of accuracy with the motor data 18. The calibration tables 22 may be generated by various physics-based prediction models that may correlate the gas temperature 124 and the wall temperature 126, as well as by unseen data. Additionally, the deceleration reduction control ignition system 10 uses the flow rate 122 of the exhaust gas 110 to determine an air flow 24 within the exhaust manifold 108 for optimized, full combustion. The exhaust gas 110 containing the residual fuel mixture 110 a(i.e., residual fuel and air) is burned within the exhaust manifold 108 based on calibration tables 22 generated as part of the deceleration reduction control ignition system 10 to achieve complete combustion.As shown in FIGS. 2-4, the deceleration reduction control ignition system 10 further includes a virtual optimization system 40 configured to generate the calibration tables 22 for the ECU 12 and for the engine system 102. The virtual optimization system 40 includes the exhaust system model 42 that can be used to generate the calibration tables 22 based on the engine data 18 received from the ECU 12. In other examples, the exhaust system model 42 may receive the engine data 18 from an engine performance model that is physics-based and predictive. In an example shown in FIG. 4, the exhaust system model 42 receives the equivalence ratio 120, the gas temperature 124, and the flow rate 122 of the exhaust gas 110. The exhaust system model 42 is configured to determine optimized combustion of the exhaust gas 110 within the exhaust manifold 108 based on the engine data 18. Additionally, the exhaust system model 42 uses the oxidation data 130, the wall temperature 126 of the exhaust manifold 108, and a desired speed output of the turbocharger 104.The exhaust system model 42 may be developed by the virtual optimization system 40 as a three-dimensional model that may be locked to one dimension to capture the interface between the exhaust gas 110 and the exhaust manifold 108. For example, the virtual optimization system 40 may use a three-dimensional or one-dimensional computational fluid dynamics code with a conjugate heat transfer model to determine a desired exhaust flow rate, thermodynamic performance, and structural temperatures. The virtual optimization system 40 is finally configured to provide a one-dimensional exhaust system model 42 that is configured to mimic a detailed chemical kinetic mechanism of the engine system 102 to provide time-executable control designs and feedback via the calibration tables 22. Thus, by using a smaller, even single stage mechanism, the one-dimensional exhaust system model 42 simulates a more accurate mechanism to an acceptable approximation to the detailed results. As calibration tables 22 are developed, exhaust system model 42 determines a combustion duration of exhaust gas 110 relative to a defined temperature.The defined temperature may correspond to the wall temperature 126 of the exhaust manifold 108, in some examples. The combustion duration of the exhaust gas 110 may be modeled relative to the wall temperature 126 on a logarithmic scale versus the inverse of the wall temperature 126 to define a linear plot. Therefore, the exhaust system model 42 may have a correlation of auto-ignition time based on the modeled combustion duration. The correlation and modeled firing duration may be recorded as part of one or more of the calibration tables 22 for use with the engine system 102 via the ECU 12, as described below. The modeled firing duration recorded in the calibration tables 22 may assist in reducing the real-time response mechanism of the engine system 102, which may assist in maximizing the overall speed of the engine system 102.The exhaust system model 42 may further use the temperature data 128 to control the conditions of heat release 118 by comparing the equivalence ratio 120 to the temperature data 128 and the flow rate 122 of the exhaust gas 110, for example. For example, the exhaust system model 42 may identify from the temperature data 128 of the exhaust manifold 108 a possible post-cylinder oxidation temperature that may be used to generate a calibration table 22 that includes combustion control parameters 44. Calibration table 22 may also include exhaust manifold temperature estimates based at least in part on the wall temperature of exhaust manifold 108 received from ECU 12. The calibration tables 22 are provided to the ECU 12 from the virtual optimization system 40 for execution by the engine system 102 within the exhaust manifold 108, the pre-turbine 112.Therefore, engine system 102 may perform additional heat release 118 within exhaust manifold 108 before exhaust gas 110 reaches turbine 112 of turbocharger 104. The additional heat release 118 advantageously increases the energy available to the turbocharger 104. Therefore, the turbine 112 has an increased available energy, resulting in a deceleration reduction effect and increased efficiency of the engine system 102. The engine system 102 uses the additional energy resulting from combustion of the exhaust gas 110 within the exhaust manifold 108 to maintain the reactions within the engine system 102 and control immediate manifold energy of the exhaust manifold 108 to a limiting target temperature 126 a. For example, the temperature 126 of the exhaust manifold 108 decreases over time such that the engine system 102 is calibrated via the calibration tables 22 to operate at a minimum limited target temperature 126 aof the exhaust manifold 108. The limited target temperature 126 asubstantially corresponds to the wall temperature 126 of the exhaust manifold 108 as the exhaust manifold 108 cools after combustion in the cylinder 106.As further shown in FIGS. 2-4, the engine system 102 is repeatedly calibrated by the ECU 12 based on the calibration tables 22 generated by the exhaust system model 42 in the virtual optimization system 40 of the deceleration reduction control ignition system 10. Calibration tables 22 may include calibrations for various aspects of engine system 102, including, but not limited to, injector calibrations, cam calibrations, and spark calibrations. The calibration tables 22 are used for combustion control within the exhaust manifold 108 by predicting exotherm from the excess or stoichiometric refueling conditions of the engine system 102. For example, injector and cam calibration may be used to control kinetically limited open flow reactions within exhaust manifold 108 and cylinders 106 by achieving a range of gas temperatures 124 of exhaust gas 110 and wall temperatures 126 of exhaust manifold 108. The spark calibrations may be used to control the gas temperature 124 of the exhaust gas 110 after combustion in the cylinder and entry into the exhaust manifold 108. By calibrating the spark, pumping and mixing of the engine system 102 may be maintained while the deceleration reduction function is achieved by burning the exhaust gas 110 within the exhaust manifold 108.The integration of the calibration tables 22 into the ECU 12 and the engine system improves the performance of the turbocharger 104 by increasing the overall speed of the turbocharger 104. For example, the turbocharger 104 may more quickly resume boosting effect based on the wall temperature 126 of the exhaust manifold 108. The exhaust system model 42 may be used to estimate various conditions of the engine system 102 to identify an optimized combustion duration of the exhaust gas 110 and the heat release 118 from the internal combustion engine and / or the exhaust manifold 108. In some examples, when the exhaust gas 110 is in a single environment for a period of time, the exhaust gas 110 releases a cumulative amount of enthalpy.During execution, the one-dimensional application of the exhaust system model 42 would use a rough spark and, conversely, use a rough commanded air flow ratio for one or more cylinders 106 versus another cylinder 106. In some three-dimensional examples, a stratified charge related to multi-phase injection may shift the combustion response by controlling the equivalence ratio 120 in the cylinder 106. Therefore, stratified charge through an exhaust stroke may promote mixing of unburned charge for oxidation in exhaust manifold 108 based on wall temperature 126 and flow rates 122. This one-dimensional exhaust system model 42 would assist in maintaining global stoichiometry for the engine system 102. The deviations between the cylinders 106 that use the commanded air flow ratio and global stoichiometry together assist in defining a desired mixture composition 46 of the exhaust gas 110 and additional air flow within the engine system 102. The desired mixture composition 46 is configured by the exhaust system model 42 to promote additional heat release 118 within the exhaust manifold 108 to maximize the energy available to the turbine 112 of the turbocharger 104. For example, the additional heat release 118 helps maintain the energy available to the turbine 112.As shown in FIGS. 2-4, the engine system 102 is configured and calibrated by the ECU 12 based on the wall temperature 126 of the exhaust manifold 108. The wall temperature 126 should be sufficiently high to perform auto-ignition and have chemical-based oxidation of the residual fuel mixture 110 awithin the exhaust manifold 108. The exhaust system model 42 is configured to model the oxidation data 130 associated with the oxidation of the residual fuel mixture 110 a. The calibration table 22 containing the modeled oxidation data 130 is configured to reduce the delay of the turbocharger 104 by using the modeled oxidation data 130 to maximize the amount of exhaust gas 110 burned in the exhaust manifold 108. The generated calibration tables 22 from the exhaust system model 42 provide the engine system 102 with the ability to continually and nominally increase the turbo speed generated by the turbocharger 104. Therefore, the increased turbo speed is achieved by oxidation within the exhaust manifold 108 while the residual oxygen within the fuel mixture 110 ais burned.The calibration tables 22 are loaded to the ECU 12 from the virtual optimization system 40 as part of the deceleration reduction control ignition system 10. The calibration tables 22 provide instructions and strategies to the ECU 12 to be executed using the engine system 102. The calibration tables 22 may be stored in the memory hardware 16 of the ECU 12 and may be utilized by the data processing hardware 14 for implementation into the engine system 102. For example, the calibration tables 22 may provide a fuel injection ignition strategy 48 that may be executed by the engine system 102. The calibration tables 22 are configured to provide a method for increased fuel combustion to the engine system 102 by utilizing the wall temperature 126 of the exhaust manifold 108 to combust the exhaust gas 110 within the exhaust manifold 108 using one or more strategies 48, such as the fuel injection ignition strategy 48.Therefore, by executing one or more of the calibration tables 22, the ECU 12 is configured to utilize the exhaust manifold 108 as a source of ignition. Cylinders 106, as generally described above, are used as the primary ignition source of engine system 102, and exhaust manifold 108 may supplement cylinders 106 by combusting residual fuel mixture 110 a(i.e., residual fuel and air). For example, the ECU 12 may perform enthalpy calibrations using one or more of the calibration tables 22 to determine the combustion of the exhaust gas 110 within the exhaust manifold 108 until the defined limited target temperature 126 ais reached. During operation of the engine system 102, the wall temperature 126 of the exhaust manifold 108 reaches temperatures high enough that the engine system 102 is able to achieve near complete combustion of the residual fuel mixture 110 aof the exhaust gas 110.Further, an exemplary flowchart of the deceleration reduction control ignition system 10 is shown in FIGS. 1-5. At 400, the exhaust system model 42 collects the engine data 18 from the engine system 102 via the ECU 12. The virtual optimization system 40 receives the engine data 18 and executes the exhaust system model 42 for the deceleration reduction control ignition system 10 at 402. The exhaust system model 42 generates calibration tables 22 for the engine system 102 at 404, and the ECU 12 enables the use of the calibration tables 22 with the engine system 102 at 406. The ECU 12 may select the calibration table 22 that maximizes turbo speed based on the engine data 18 at 408. Thus, the deceleration reduction control ignition system 10 provides an excess enthalpy to the turbocharger 104 resulting in the maximized turbo speed at 410.The deceleration-reduction control ignition system 10 is advantageously configured to minimize the deceleration associated with the turbocharger 104, and thereby may also increase the overall efficiency of the engine system 102. The minimized delay of the turbocharger 104 is achieved by the virtual optimization system 40 executing the exhaust system model 42. Specifically, modeling the oxidation data 130 from the exhaust manifold 108 with respect to the exhaust gas 110 is used to generate the calibration tables 22. The generated calibration tables 22 are incorporated into the ECU 12 and may be stored in the memory hardware 16. Therefore, the calibration tables 22 are static tables that are incorporated into the ECU 12. Although the calibration tables 22 are pre-executed by the exhaust system model 42, if a physical temperature measurement is made as feedback, a control routine may be used to learn potential displacements that may be unique to the engine system 102 (i.e., unique injection performance or component aging such as fouling of the spark plugs or growth of the electrode gap).Several implementations have been described. Nevertheless, it is to be understood that various modifications may be made without departing from the spirit and scope of the disclosure.

Claims

A deceleration reduction control ignition system (10) comprising: an engine system (102) including cylinders (106), a turbocharger (104), and an exhaust manifold (108) operatively coupled to and disposed between the cylinders (106) and the turbocharger (104); an electronic control unit (ECU) (12) communicatively coupled to the engine system (102) and including data processing hardware (14), the ECU (12) configured to receive oxidation data (130) and temperature data (128) from the engine system (102); and a virtual optimization system (40) communicatively coupled to the ECU (12), the virtual optimization system (40) including an exhaust system model (42) configured to generate calibration tables (22) in response to the oxidation data (130) and the temperature data (128) of the ECU (12), the ECU (12) configured to receive the generated calibration tables (22), and configured to change a turbocharger speed at the exhaust manifold (108) via enthalpy calibrations using one or more of the calibration tables (22).The deceleration reduction control ignition system (10) of claim 1, wherein the ECU (12) is configured to utilize a wall temperature (126) of the exhaust manifold (108) to change the turbocharger speed using the enthalpy calibrations.The deceleration reduction control ignition system (10) of claim 1, wherein the exhaust system model (42) is configured to receive engine data (18) from the ECU (12) including the oxidation data (103), the temperature data (128), an equivalence ratio (120), and a flow rate (122).The deceleration reduction control ignition system (10) of claim 3, wherein the temperature data (128) comprises a wall temperature (126) of the exhaust manifold (108) and a gas temperature (124) of the exhaust gas of the engine system (102).The deceleration reduction control ignition system (10) of claim 3, wherein the exhaust system model (42) is configured to model the oxidation data (130), and the ECU (12) is configured to reduce the turbocharger deceleration using the modeled oxidation data (130).The deceleration reduction control ignition system (10) of claim 5, wherein the exhaust system model (42) is configured to increase the combustion efficiency of the engine system (102) using the modeled oxidation data (130).The deceleration reduction control ignition system (10) of claim 1, wherein the ECU (12) is configured to execute one or more of the calibration tables (22), the one or more calibration tables (22) including a fuel injection ignition strategy (48).The deceleration reduction control ignition system (10) of claim 1, wherein the engine data (18) received from the exhaust system model (42) includes equivalence ratios (120) of the exhaust gas and / or temperature data (128) and / or oxidation data (130) of the exhaust gas and / or a flow rate (122) of the exhaust gas.The deceleration reduction control ignition system (10) according to claim 1, wherein the ECU (12) is configured to use the exhaust manifold (108) as an ignition source.

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