Claims
- 1. An ignition diagnostics and feedback control system, comprising:
an ignition diagnostics subsystem; and an ignition feedback control subsystem operably connected to said ignition diagnostics subsystem.
- 2. The ignition diagnostics and feedback control system according to claim 1 wherein said ignition diagnostics subsystem comprises:
an ignition systems diagnostics detector having an input operably connected to an ionization signal; a misfire detector having an input operably connected to said ionization signal; a knock detector having an input operably connected to said ionization signal; and a multi-criteria MBT timing estimator having an input operably connected to said ionization signal.
- 3. The ignition diagnostics and feedback control system according to claim 1 wherein said ignition feedback control subsystem comprises:
a closed loop cold start retard spark controller using ionization feedback having an input operably connected to said ionization signal; a closed loop MBT timing controller using ionization feedback having a misfire input operably connected to said misfire detector output, a knock input operably connected to said knock detector output and an output; an individual cylinder air to fuel ratio control system having an input operably to an output of said multi-criteria MBT timing estimator; an optimal wide open throttle air to fuel ratio controller having an input operably connected to said ionization signal; and an exhaust gas re-circulation controller having an input operably connected to said output of said closed loop MBT timing controller.
- 4. The ignition diagnostics and feedback control system according to claim 2 wherein said ignition feedback control subsystem comprises:
a closed loop cold start retard spark controller using ionization feedback having an input operably connected to said ionization signal; a closed loop MBT timing controller using ionization feedback having a misfire input operably connected to said misfire detector output, a knock input operably connected to said knock detector output and an output; an individual cylinder air to fuel ratio balancing control system having an input operably to an output of said multi-criteria MBT timing estimator; an optimal wide open throttle air to fuel ratio controller having an input operably connected to said ionization signal; and an exhaust gas re-circulation controller having an input operably connected to an output of said closed loop MBT timing controller.
- 5. The ignition diagnostics and feedback control system according to claim 2 wherein said multi-criteria MBT timing estimator comprises:
a controller; memory operably connected to said controller; software stored in said memory; and an ionization detection unit operably connected to said controller, wherein said software comprises instructions to determine what case an ionization signal waveform fits; and instructions to calculate MBT timing.
- 6. The ignition diagnostics and feedback control system according to claim 3 wherein said a closed loop cold start retard spark controller using ionization feedback comprises:
an error and gain generator having a plurality of inputs and outputs; an integration controller having a plurality of inputs operably connected to said plurality of outputs of said error and gain generator; a summer having a first input operably connected to an output of said integration controller; and a feedback controller having an output operably connected to a second input of said summer and a first input operably connected to an output of said summer.
- 7. The ignition diagnostics and feedback control system according to claim 3 wherein said closed loop MBT timing controller using ionization feedback, comprises:
a proportional and integral controller; a knock limit manager operably connected to said proportional and integral controller; a misfire limit manager operably connected to said proportional and integral controller; and a saturation manager operably connected to said proportional and integral controller.
- 8. The ignition diagnostics and feedback control system according to claim 3 wherein said individual cylinder air to fuel ratio balancing control system, comprises:
an ionization detection circuit; a controller operably connected to said ionization detection circuit; memory; and software stored in said memory, wherein said software comprises instructions which control a cylinder's air to fuel ratio using timing criterion, wherein said instructions which control a cylinder's air to fuel ratio using timing criterion comprise:
calculating a mean timing coefficient; calculating a timing coefficient error; integrating said timing coefficient error; calculating a raw fuel trim coefficient; resealing said raw fuel trim coefficient; updating a feedforward look-up table based upon the current engine operating conditions; and calculating a final fueling coefficient.
- 9. The ignition diagnostics and feedback control system according to claim 3 wherein said optimal wide open throttle air to fuel ratio controller comprises:
an ionization detection circuit; a controller operably connected to said ionization detection circuit; memory; and software stored in said memory, wherein said software comprises instructions which use an ionization signal to optimize an air to fuel ratio of a combustion mixture, wherein said software further comprises instructions to calculate a valley value and a second peak value from said ionization signal.
- 10. The ignition diagnostics and feedback control system according to claim 3 wherein said exhaust gas recirculation controller comprises a closed loop, whereby exhaust gas re-circulation is controlled by said closed loop.
- 11. A method of improving fuel economy and decreasing emissions in an engine, comprising the steps of:
calculating ignition diagnostics; and controlling an engine air to fuel ratio, exhaust gas recirculation and spark timing.
- 12. The method of improving fuel economy and decreasing emissions in an engine according to claim 11 wherein said step of calculating ignition diagnostics comprises:
diagnosing an ignition system using an ionization signal; detecting a misfire using said ionization signal; detecting a knock using said ionization signal; and estimating MBT timing using said ionization signal.
- 13. The method of improving fuel economy and decreasing emissions in an engine according to claim 11 wherein said step of controlling an engine air to fuel ratio, exhaust gas recirculation and spark timing comprises:
reducing hydrocarbon emission during a cold start; using estimated MBT timing criterion and ignition diagnostics to control the engine ignition timing; balancing individual cylinder air to fuel ratios; optimizing an air to fuel ratio of a combustion mixture; and using MBT criterion to control the exhaust gas recirculation.
- 14. The method of improving fuel economy and decreasing emissions in an engine according to claim 12 wherein said step of controlling an engine air to fuel ratio, exhaust gas recirculation and spark timing comprises:
reducing hydrocarbon emission during a cold start; using estimated MBT timing criterion and ignition diagnostics to control the engine ignition timing; balancing individual cylinder air to fuel ratios; optimizing an air to fuel ratio of a combustion mixture; and using MBT criteria to control the exhaust gas recirculation.
- 15. The method of improving fuel economy and decreasing emissions in an engine according to claim 12 wherein said step of estimating MBT timing comprises combining one or more of a maximum flame acceleration point, a maximum heat release location and a second peak location.
- 16. The method of improving fuel economy and decreasing emissions in an engine according to claim 13 wherein said step of reducing hydrocarbon emission during a cold start comprises heating up a catalyst quickly by retarding a spark time to raise an exhaust temperature.
- 17. The method of improving fuel economy and decreasing emissions in an engine according to claim 13 wherein said step of using estimated MBT timing criterion and ignition diagnostics to control engine ignition timing, comprises the following steps:
calculating said MBT timing criterion, and said ignition diagnostics, wherein said ignition diagnostics comprises knock information and misfire information; generating an error signal by comparing said MBT criterion with a reference signal; outputting said error signal to a controller; producing a proportional error signal by multiplying said error signal by a proportional gain; producing an integrated error signal by integrating said error signal with an integral gain; resetting said integrated error signal if an engine is knock or misfire limited; outputting a feedforward signal; and outputting a timing signal by summing said proportional error signal, said integrated error signal and said feedforward signal.
- 18. The method of improving fuel economy and decreasing emissions in an engine according to claim 13 wherein said step of balancing individual cylinder air to fuel ratios comprises inputting at least one timing coefficient.
- 19. The method of improving fuel economy and decreasing emissions in an engine according to claim 13 wherein said step of optimizing an air to fuel ratio of a combustion mixture, comprises the step of maximizing a second peak and a valley of an ionization signal.
- 20. The method of improving fuel economy and decreasing emissions in an engine according to claim 13 wherein said step of using MBT criteria to control exhaust gas recirculation comprises:
running an engine at an exhaust gas recirculation minimum best time for best torque spark timing when said engine is not knock limited; and running an engine at an offset from exhaust gas recirculation minimum best time for best torque spark timing when said engine is knock limited.
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims benefit of U.S. Provisional Application Serial Nos. 60/423,163, filed Nov. 1, 2002, and 60/467,660, filed May 2, 2003, the entire disclosure of these applications being considered part of the disclosure of this application and hereby incorporated by reference.
Provisional Applications (2)
|
Number |
Date |
Country |
|
60423163 |
Nov 2002 |
US |
|
60467660 |
May 2003 |
US |