The present disclosure relates to a system and method for estimating ring-related parameters, and more particularly, to a system and method for estimating ring-related parameters during operation of an internal combustion engine.
Internal combustion engines combust fuel and air to produce power. For example, in a reciprocating-piston internal combustion engine, the internal combustion engine may include a block defining one or more cylinder bores in each of which a piston may reciprocate during operation of the internal combustion engine. The piston and a cylinder head may define a combustion chamber into which air and fuel may be supplied, combusted, and exhausted following combustion. The piston is coupled to a crankshaft, and combustion may force the piston down the cylinder bore resulting in torque being supplied to the crankshaft, which may be used to supply power for performing work. During repetition of this process, the piston may reciprocate within the cylinder bore. In order to improve the efficiency and reduce undesired emissions, one or more piston rings may be coupled to the piston to improve a sliding seal between the piston and a surface of the cylinder bore. When evaluating operation of an internal combustion engine, it may be desirable to evaluate the performance of the one or more piston rings, for example, during simulated operation of the internal combustion engine. However, some evaluations of operation of the internal combustion may lack sophistication sufficient to provide accurate results with respect to the one or more piston rings, reducing the value of the evaluation.
An attempt to provide a method for determining a blow-by gas species concentration is described in U.S. Pat. No. 8,433,495 B2 to Shieh et al. (“the '495 patent”), issued Apr. 30, 2013. Specifically, the '495 patent describes a method for determining a blow-by gas species concentration including calculating one-dimensional engine performance data with a one-dimensional engine performance model. According to the '495 patent, the one-dimensional engine performance data may be based at least in part upon an engine operating condition, and the one-dimensional engine performance data may be transformed, automatically with a processor executing a two-dimensional ring dynamics model, into piston ring motion data. According to the '495 patent, the two-dimensional ring dynamics model simulates geometrical changes to a piston-ring pack flow path. The blow-by gas species concentration may be determined with a network model including the one-dimensional engine performance model and a two-dimensional ring pack model. According to the '495 patent, the two-dimensional ring pack model simulates species concentration change in the piston-ring pack flow path, and the '495 patent purports to determine the blow-by gas species concentration using the engine operating condition and the piston ring motion data.
Although the '495 patent purports to describe a two-dimensional ring dynamics model that simulates geometrical changes to a piston-ring pack flow path, the '495 patent may suffer from inaccuracies due to a failure to accurately account for cylinder bore distortion. The systems and methods described herein may be directed to addressing one or more of the possible concerns set forth above.
A first aspect may include a computer-implemented method for estimating at least one ring-related parameter related to at least one piston ring during operation of an internal combustion engine. The internal combustion engine may include a cylinder block defining at least one cylinder bore having a cross-sectional shape and a cross-sectional size in a direction substantially perpendicular to a longitudinal axis of the cylinder bore. The method may include estimating a bore distortion indicative of differences between the cross-sectional shape and the cross-sectional size of the cylinder bore and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine. The bore distortion may include a plurality of bore distortions corresponding to a plurality of respective piston locations within the cylinder bore during operation of the internal combustion engine. The method may also include receiving the bore distortion in a ring performance model configured to dynamically estimate a plurality of ring-related parameters associated with combustion in the cylinder bore during operation of the internal combustion engine. The ring performance model may be configured to receive a bore distortion signal indicative of the bore distortion, receive a static data signal indicative of static parameters related to the internal combustion engine, and receive a dynamic data signal indicative of dynamic parameters related to operation of the internal combustion engine. The ring performance model may also be configured to estimate at least one ring-related parameter related to at least one piston ring during operation of the internal combustion engine based at least in part on at least one of the bore distortion, the static parameters, or the dynamic parameters.
A further aspect is directed to a computer-readable storage medium having computer-executable instructions stored thereupon which, when executed by a computer, cause the computer to estimate a bore distortion indicative of differences between a cross-sectional shape and a cross-sectional size of a cylinder bore of an internal combustion engine and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine. The computer may be further caused to receive a bore distortion signal indicative of the bore distortion, receive a static data signal indicative of static parameters related to the internal combustion engine, and receive a dynamic data signal indicative of dynamic parameters related to operation of the internal combustion engine. The computer may be further caused to estimate at least one ring-related parameter associated with combustion in the cylinder bore during operation of the internal combustion engine based at least in part on at least one of the bore distortion, the static parameters, or the dynamic parameters.
According to another aspect, a system for estimating at least one ring-related parameter related to at least one piston ring during operation of an internal combustion engine may include at least one processor configured to cause execution of a ring performance model configured to dynamically estimate at least one ring-related parameter related to at least one piston ring during operation of an internal combustion engine. The ring performance model may be configured to receive a bore distortion signal indicative of bore distortion and estimate a bore distortion indicative of differences between a cross-sectional shape and a cross-sectional size of a cylinder bore of an internal combustion engine and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine. The bore distortion may include a plurality of bore distortions corresponding to a plurality of respective piston locations within the cylinder bore during operation of the internal combustion engine. The ring performance model may be further configured to receive a static data signal indicative of static parameters related to the internal combustion engine, receive a dynamic data signal indicative of dynamic parameters related to operation of the internal combustion engine, and estimate at least one ring-related parameter related to at least one piston ring during operation of the internal combustion engine based at least in part on at least one of the bore distortion, the static parameters, or the dynamic parameters.
The detailed description is described with reference to the accompanying figures. In the figures, the left-most digit of a reference number identifies the figure in which the reference number first appears. The same reference numbers in different figures indicate similar or identical items.
The present disclosure is generally directed to systems and methods for estimating one or more ring-related parameters related to one or more piston rings during operation of an internal combustion engine. Ring-related parameters may include, but are not limited to, ring friction, ring wear, blowby, oil consumption, and/or forces to which the rings are subjected during operation of the internal combustion engine. In some examples, the ring-related parameters may be estimated using a computer-based model. The internal combustion engine, simulated or actual, may include a cylinder block defining one or more cylinder bores having a cross-sectional shape and a cross-sectional size in a direction substantially perpendicular to a longitudinal axis of the cylinder bore. In some examples, the cross-sectional size and the cross-sectional shape of the cylinder bore may define in the longitudinal direction, in a substantially undistorted condition, a substantially cylindrical inward-facing surface. During operation of an internal combustion engine, the one or more cylinder bores may distort, resulting in differences between the cross-sectional shape and the cross-sectional size of the cylinder bore (e.g. in a substantially undistorted condition) and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine, for example, as modeled by a computer-based model. Such distortion of the cylinder bore may affect one or more of the ring-related parameters estimated according to at least some examples of the systems and methods described herein. In some examples, the systems and methods may be used to estimate a bore distortion indicative of differences between the cross-sectional shape and the cross-sectional size of the cylinder bore (e.g., in a substantially undistorted condition) and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine. In some examples, the bore distortion estimation may include a plurality of bore distortions corresponding to a plurality of respective piston locations within the cylinder bore during operation of the internal combustion engine. Estimating the bore distortion according to at least some examples described herein may result in improved accuracy of the estimation of the one or more ring-related parameters.
The example internal combustion engine 100 shown
During operation of some examples of the internal combustion engine 100, a fuel, such as, for example, diesel fuel, may be injected according to a firing order into the cylinder bore(s) 110 and combusted when a piston 116 disposed within the cylinder bore 110 is at or near a top-dead-center position in the cylinder bore 110. Exhaust gas generated during combustion is permitted to flow (e.g., via opening of an exhaust valve) from a respective cylinder bore 110 to the associated exhaust manifold 114. Exhaust gas within the exhaust manifold 114, in some examples, is permitted to flow to and rotatably drive a turbine wheel of a turbine of a turbocharger system. The turbine, in turn, may rotatably drive compressor of the turbocharger system via a shaft. Thereafter, the exhaust gas may be discharged from the turbine to, in some examples, an exhaust after treatment system configured to reduce particulates and/or undesirable byproducts of the combustion process.
The example internal combustion engine 100 shown in
The example internal combustion engine 100 also includes an intake valve 130 configured to open and provide flow communication with the combustion chamber 128 and permit air for combustion to enter the combustion chamber 128 via the intake manifold 112, and to close to substantially seal combustion chamber 128 during the power stroke and/or the compression stroke. The example internal combustion engine 100 may also include an exhaust valve 132 configured to open and provide flow communication between the combustion chamber 128 and the exhaust manifold 114 and to permit combusted air and fuel following combustion to enter the exhaust manifold 114, and to close to substantially seal combustion chamber 128 during the power stroke and/or the compression stroke. The example internal combustion engine 100 also includes a fuel injector 134 configured to selectively supply fuel to the combustion chamber 128, for example, in a substantially atomized form to promote even and/or efficient combustion.
In some examples, the piston 116 may be provided with the one or more piston rings 106 received in respective circumferential grooves 138 on the outer surface of the piston 116, for example, forming a ring pack 136. For example, the internal combustion engine 100 shown in
During operation, according to some examples, the piston 116 may travel down cylinder bore 110 (e.g., away from the intake valve 130) during an intake stroke, while the intake valve 130 is at least partially open and the exhaust valve 132 is substantially closed (e.g., but not necessarily completely closed), drawing air into the combustion chamber 128 while the crankshaft 118 rotates. When the piston 116 reaches its lowest point of travel down the cylinder bore 110 (e.g., bottom-dead-center), the intake valve 130 may close, and a compression stroke may begin as the piston 116 reverses direction and travels within the cylinder bore 110 back toward the intake valve 130, increasing the pressure in the combustion chamber 128. In some examples, the fuel injector 134 may activate and supply fuel to the combustion chamber 128 as the piston 116 approaches or reaches the top end of its stroke (e.g., top-dead-center) and/or shortly thereafter. In some examples (e.g., when the internal combustion engine 100 is part of a compression-ignition engine), the temperature and/or pressure in the combustion chamber 128 may cause a mixture of fuel and air supplied to the combustion chamber 128 to ignite and combust, with the intake valve 130 and the exhaust valve 132 closed (or substantially closed), substantially commencing a power stroke, during which the piston 116 is forced under pressure in the combustion chamber 128 away from the intake valve 130 and the exhaust valve 132, thereby driving the crankshaft 118 to rotate via its connection to the crankpin 120 of the crankshaft 118. After the piston 116 reaches the end of its downward stroke, the exhaust valve 132 may open, providing flow communication between the combustion chamber 128 and the exhaust manifold 114. As the piston 116 travels toward the exhaust valve 132 during an exhaust stroke, byproducts of combusting the air and fuel are pushed to the exhaust manifold 114. This example cycle may be repeated, thereby generating torque and power.
As schematically shown in
As explained herein, the bore distortion 148 may be indicative of differences between the cross-sectional shape and the cross-sectional size of the cylinder bore 110 and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore 110 during operation of the internal combustion engine 100 (e.g., simulated and/or actual operation). In some examples, the bore distortion 148 may include a plurality of bore distortions corresponding to a plurality of respective piston locations within the cylinder bore 110 during operation of the internal combustion engine 100 (e.g., simulated and/or actual operation), for example, as explained herein. The bore distortion 148 may be indicative of differences in the surface of the cylinder bore 110, differences in the surface of a surface coating and/or treatment of the surface at least partially defining the cylinder bore 110, and/or in the surface of a cylinder liner at least partially defining the surface of the cylinder bore 110.
In some examples, the static data 150 may include static parameters, which may include, for example, dimensions of at least one component of the internal combustion engine 100, material-related properties of at least one component of the internal combustion engine 100, and/or lubricant-related properties. For example, the static parameters may include engine geometry (e.g., cylinder bore size (e.g., diameter), stroke (e.g., length of travel of the piston 116), a crankshaft axis-to-cylinder head distance, a length of the connecting rod 124), part numbers, material properties of the piston 116 and/or the cylinder bore 110 surface (e.g., modulus of elasticity and/or density), material properties of one or more of the rings 106 (e.g., modulus of elasticity, density, coefficient of thermal expansion, and/or hardness), lubricant properties (e.g., type and/or viscosity), piston distortion, a mass of one or more of the rings 106, and/or measured end gaps. Other static parameters are contemplated.
In some examples, the dynamic data 152 may include dynamic parameters, which may include, for example, operating conditions associated with operation of the internal combustion engine 100 and/or at least one of pressure or temperature associated with operation of the internal combustion engine 100. For example, the dynamic parameters may include engine operating conditions (e.g., rotational speed, rating, application, and/or load), cylinder pressure trace, and/or piston temperature. Other dynamic parameters are contemplated. Such dynamic parameters may be measured and/or calculated in real-time, may be accessed from a database, and/or may be simulated via computer modeling.
The example processor(s) 204 may include any appropriate type of general purpose microprocessor, digital signal processor, or microcontroller. The memory module 206, in some examples, may include one or more memory devices including, but not limited to, a read-only memory (ROM), a flash memory, a dynamic random-access memory (RAM), and/or a static RAM. The memory module 206, in some examples, may be configured to store information, which may be used by the processor(s) 204. In some examples, the database 208 may include any type of appropriate database including information related to, for example, characteristics of measured parameters, sensing parameters, mathematical models and/or thermodynamic models, and/or any other information related to control and/or analysis of operation of internal combustion engine 100.
In addition, the input/output interface 210 may be configured to receive data from various sensors (e.g., physical sensors and/or virtual sensors associated with a virtual sensor network), and/or to transmit data to such components. The network interface 212, in some examples, may include any appropriate type of network device capable of communicating with other computer systems, for example, based on one or more wired or wireless communication protocols. In some examples, the storage 214 may include any appropriate type of mass storage configured to store any type of information that the processor(s) 204 may access for operation. For example, the storage 214 may include one or more hard disk devices, optical disk devices, and/or other storage devices to provide storage space. Any or all of the components of example computer system 202 may be implemented and/or integrated into an application-specific-integrated-circuit (ASIC) and/or field-programmable-gate-array (FPGA) device.
As shown in
For example, as shown in
In some examples, confidence levels may be associated with the estimated bore distortion 148, and the confidence levels may provide an indication of the relative confidence of the accuracy of the estimated bore distortion 148. In some examples, the confidence levels may be communicated to an output device (e.g., output device(s) 216 in
As shown in
For example, the bore distortion model 302, in at least some examples, may be configured to combine the plurality of operational cross-sectional shape segments and the plurality of operational cross-sectional size segments to define a bore distortion surface indicative of the bore distortion at least partially through at least one stroke of the piston 116 within the cylinder bore 110 (e.g., between bottom-dead-center and top-dead-center). For example, estimating the bore distortion 148 may include estimating a plurality of operational cross-sectional shapes and a plurality of operational cross-sectional sizes of the cylinder bore 110 at each of a plurality of crankshaft angles at least partially through at least one stroke of the piston 116 during operation of the internal combustion engine, and combining the plurality of operational cross-sectional shapes and the plurality of operational cross-sectional sizes to define a bore distortion surface for each of the plurality of crankshaft angles indicative of the bore distortion 148 at least partially through the at least one stroke.
For example, for a four-stroke internal combustion engine, the bore distortion 148 may be estimated through seven hundred-twenty degrees of crankshaft rotation and corresponding piston movement, for example, to account for differences in bore distortion through each of the intake stroke, the compression stroke, the expansion (or power) stroke, and the exhaust stroke. Due to differences in one or more of engine load, temperature, pressure, piston side load, etc., the bore distortion 148 may differ depending on the stroke of the internal combustion engine 100 and the position D of the piston 116 within the cylinder bore 110 during the respective strokes. In some examples, the bore distortion model 302 may be configured to account for at least some of such differences in order to provide a relatively more accurate bore distortion estimation. For a two-stroke internal combustion engine, the bore distortion 148 may be estimated through three hundred-sixty degrees of crankshaft rotation. Internal combustion engines operating according to different cycles are contemplated, and thus, in some examples, the bore distortion model 302 may be configured to account for at least some resulting differences of the cycles. In some examples, estimating the one or more ring-related parameters 104 may include estimating the one or more ring-related parameters 104 based at least in part on at least some of the bore distortion surfaces.
As shown in
For example, the first estimated bore distortion 148A and the second estimated bore distortion 148B may be determined using different estimation techniques. For example, the first estimated bore distortion 148A may be determined by using a finite element analysis technique that estimates the bore distortion 148A based at least in part on distortion of the cylinder bore 110 caused by (1) the average temperature during operation of the internal combustion engine 100 of a portion of the cylinder block 108 defining the cylinder bore 110 and (2) a compressive force on the cylinder block 108 caused by fasteners that secure the cylinder head to the cylinder block 108, but not based on, for example, any changes in the combustion chamber 128 resulting from operation, simulated or actual, of the internal combustion engine 100. For example, the first estimation of bore distortion 148A does not account for distortion caused by changing conditions during the intake stroke, changing conditions during the compression stroke, changing conditions during the expansion or power stroke, and/or changing conditions during the exhaust stroke. Such changing conditions may include, for example, change in pressure in the combustion chamber 128, change in thermal loads in the combustion chamber 128, change in temperature in the combustion chamber 128, and/or changing piston side loads during one or more of the piston strokes. In contrast, in some examples, the second estimated bore distortion 148B may be determined via a bore distortion model 302 that estimates the second bore distortion 148B based at least in part on one or more of the following: distortion of the cylinder bore 110 caused by the temperature during operation of the internal combustion engine 100 of a portion of the cylinder block 108 defining the cylinder bore 110, a compressive force on the cylinder block 108 caused by fasteners that secure the cylinder head to the cylinder block 108, any of one or more changes in the combustion chamber 128 resulting from operation, simulated or actual, of the internal combustion engine 100, such as, for example, changing conditions during the intake stroke, changing conditions during the compression stroke, changing conditions during the expansion or power stroke, and/or changing conditions during the exhaust stroke. Such changing conditions may include, for example, change in pressure in the combustion chamber 128, change in thermal loads in the combustion chamber 128, change in temperature in the combustion chamber 128, and/or changing piston side loads during one or more of the piston strokes. In some examples, the bore distortion model 302 may estimate the bore distortion (e.g., the incremental bore distortion) at each of a plurality of longitudinal positions D along the length of at least a portion of the cylinder bore 110, for example, for one or more of the strokes of the piston 116 within the cylinder bore 110. In some examples, the bore distortions for each of the plurality of estimations may be combined to estimate the second bore distortion 148B, and in some examples, the resulting second estimated bore distortion 148B may be different for one or more of the strokes of the piston 116 within the cylinder bore 110. In at least some examples, the second estimated bore distortion 148B may be relatively more accurate than the first estimated bore distortion 148B.
As shown in
In some examples, estimating at least one ring-related parameter related to at least one piston ring during operation of the internal combustion engine may include estimating the operational cross-sectional shape and the operational cross-sectional size of the cylinder bore for each of a plurality of crankshaft angles at least partially through at least one stroke of a piston to determine a plurality of operational cross-sectional shape segments and a plurality of operational cross-sectional size segments. For example, estimating the bore distortion may include additionally include combining the plurality of operational cross-sectional shape segments and the plurality of operational cross-sectional size segments to define a bore distortion surface indicative of the bore distortion at least partially through the at least one stroke. In some examples, estimating the bore distortion may also include combining the plurality of operational cross-sectional shapes and the plurality of operational cross-sectional sizes to define a bore distortion surface for each of the plurality of crankshaft angles indicative of the bore distortion at least partially through the at least one stroke. In some examples, estimating the bore distortion may include estimating the operational cross-sectional shape and the operational cross-sectional size of the cylinder bore for each of a plurality of crankshaft angles through at least two strokes of the piston (e.g., through at least four strokes of the piston).
The example process 900, at 904, may include receiving a bore distortion signal indicative of the bore distortion. For example, a system for estimating ring-related parameters may include a ring performance model configured to estimate one or more ring-related parameters associated with operation of the internal combustion engine. In some examples, the ring performance model may be in communication with the bore distortion model and may receive the bore distortion signal, for example, from the bore distortion model, either directly or indirectly via a network.
At 906, the example process 900 may include receiving a static data signal indicative of static parameters related to the internal combustion engine. For example, the static parameters may include, for example, dimensions of at least one component of the internal combustion engine, material-related properties of at least one component of the internal combustion engine, and/or lubricant-related properties. In some examples, the ring performance model may receive the static data signal, for example, from a user input device and/or from the bore distortion model.
The example process 900, at 908, may also include receiving a dynamic data signal indicative of dynamic parameters related to operation of the internal combustion engine. For example, the dynamic parameters may include, for example, operating conditions associated with operation of the internal combustion engine and/or a pressure and/or a temperature associated with operation of the internal combustion engine. In some examples, the ring performance model may receive the static data signal, for example, from a user input device and/or from the bore distortion model.
At 910, the example process 900 may include estimating the at least one ring-related parameter related to the at least one piston ring during operation of the internal combustion engine. For example, the ring performance model may be configured to estimate ring friction, ring wear, blowby, oil consumption, and/or at least one ring force, for example, based at least in part on the bore distortion, the static parameters, and/or the dynamic parameters. In some examples, the ring performance parameters may be estimated throughout a range of crankshaft angles and/or longitudinal piston positions with the cylinder bore. For example, the ring performance parameters may be estimated through a single piston stroke, a double piston stroke, or through four piston strokes or more.
The systems and methods described herein may be used for estimating ring-related parameters related to piston rings during either actual or simulated operation of an internal combustion engine. Ring-related parameters may include, but are not limited to, ring friction, ring wear, blowby, oil consumption, and/or forces to which the rings are subjected during operation of the internal combustion engine. In some examples, the ring-related parameters may be estimated using a computer-based model configured to simulate operation of at least a portion of an internal combustion engine. Estimating ring-related parameters may be useful for designing components and/or controlling aspects associated with operation of an internal combustion engine, for example, to improve performance, improve efficiency, and/or reduce emissions.
In some examples, the systems and methods may be used to estimate a bore distortion associated with cylinder bores of the internal combustion engine. Estimating the bore distortion, in at least some examples, may improve the accuracy of estimating the ring-related parameters, for example, because the bore distortion may affect clearance between the respective piston rings and the cylinder bore, which, in turn, may affect, for example, compression, ring friction, ring wear, blowby, oil consumption, etc., during operation of the internal combustion engine.
In some examples, the internal combustion engine, simulated or actual, may include a cylinder block defining cylinder bores having a cross-sectional shape (e.g., a substantially constant circular shape) and a cross-sectional size (e.g., a substantially constant cross-sectional size) in a direction substantially perpendicular to a longitudinal axis of the respective cylinder bores. In some examples, the cross-sectional size and the cross-sectional shape of the cylinder bore may define in the longitudinal direction, in a substantially undistorted condition, a substantially cylindrical inward-facing surface. During operation of an internal combustion engine, the cylinder bores may distort, resulting in differences between the cross-sectional shape and the cross-sectional size of the cylinder bore (e.g., in a substantially undistorted condition) and an operational cross-sectional shape and an operational cross-sectional size of the cylinder bore during operation of the internal combustion engine, for example, as modeled by a computer-based model. Such distortion of the cylinder bores may affect the ring-related parameters estimated according to at least some examples of the systems and methods described herein. In some examples, the systems and methods may be used to estimate the bore distortion, and the bore distortion estimation may include a combination of a plurality of bore distortions corresponding to a plurality of respective piston locations within the cylinder bore during operation of the internal combustion engine. Estimating the bore distortion according to at least some examples described herein may result in improved accuracy of the estimation of the ring-related parameters.
While aspects of the present disclosure have been particularly shown and described with reference to the examples above, it will be understood by those skilled in the art that various additional embodiments may be contemplated by the modification of the disclosed devices, systems, and methods without departing from the spirit and scope of what is disclosed. Such embodiments should be understood to fall within the scope of the present disclosure as determined based upon the claims and any equivalents thereof.
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Number | Date | Country | |
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20210181061 A1 | Jun 2021 | US |