Patent Grant
9080509
The present description relates to a system for monitoring operation of an ignition system of a spark ignited engine. The system may be particularly useful for determining when to activate a spark plug soot removal mode.
Cold starting an engine at lower ambient temperatures may be improved by enriching an air-fuel mixture supplied to an engine cylinder. Increasing the amount of fuel injected to a cylinder can increase an amount of fuel that vaporizes in the cylinder so that the air-fuel mixture in the cylinder may be ignited. However, the additional fuel may also cause soot or conductive deposits including liquid fuel to form on the ceramic of the center electrode at a spark plug in the cylinder, thereby shunting the spark gap and reducing the possibility of creating a spark within the cylinder. Therefore, it may be desirable to determine whether or not soot is forming on a spark plug.
One way to ascertain whether or not soot is forming on a spark plug is to monitor engine operation for misfires. Engine misfires may be determined from changes in engine speed. However, engine emissions can degrade in the presence of engine misfires. For example, engine hydrocarbon emissions can increase due to engine misfires. Consequently, determining whether or not spark plugs are laden with soot via detected engine misfires is not as desirable as detecting spark plug soot without the engine having to misfire.
The inventors herein have recognized the above-mentioned disadvantages and have developed a system for monitoring a spark plug, comprising: an ignition coil including primary and secondary coils; a spark plug in electrical communication with the secondary coil; a sense resistor electrically coupled in series with the secondary coil and spark plug; and a controller including instructions stored in non-transitory memory to adjust operation of an engine responsive to an electrical characteristic of the sense resistor during an ignition dwell period.
By monitoring voltage or current of a sense resistor during an ignition dwell period, it may be possible to determine an amount of carbonaceous soot or other conductive deposits that may be present on the center electrode ceramic of a spark plug. Further, soot accumulation may be determined before engine misfire occurs because the voltage across the sense resistor is indicative of even small amounts of accumulated soot. Therefore, soot accumulation may be determined before an engine misfire occurs. In one example, a voltage across a sense resistor is driven more negative during an ignition dwell period as an amount of carbonaceous soot deposited to a spark plug center electrode ceramic increases. The system attempts to remove the carbonaceous soot from the spark plug electrode by increasing temperature and pressure in the cylinder in which the spark plug supplies spark.
The present description may provide several advantages. In particular, the approach detects carbonaceous soot deposits in a way that does not require an engine misfire to occur. Thus, the approach may improve engine emissions by taking actions to remove carbonaceous soot from a spark plug before engine misfire is detected. In addition, provides an indication of spark duration so that engine misfires may be determined. Further, by removing soot before a misfire caused by soot occurs, engine emissions may be reduced.
The above advantages and other advantages, and features of the present description will be readily apparent from the following Detailed Description when taken alone or in connection with the accompanying drawings.
It should be understood that the summary above is provided to introduce in simplified form a selection of concepts that are further described in the detailed description. It is not meant to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
The advantages described herein will be more fully understood by reading an example of an embodiment, referred to herein as the Detailed Description, when taken alone or with reference to the drawings, where:
The present description is related to detecting and removing carbonaceous soot from a spark plug of a spark ignited engine. In one non-limiting example, the engine may be configured as illustrated in
Referring to
Fuel injector 66 is shown positioned to inject fuel directly into cylinder 30, which is known to those skilled in the art as direct injection. Alternatively, fuel may be injected to an intake port, which is known to those skilled in the art as port injection. Fuel injector 66 delivers liquid fuel in proportion to the pulse width of signal FPW from controller 12. Fuel is delivered to fuel injector 66 by a fuel system (not shown) including a fuel tank, fuel pump, and fuel rail (not shown). Fuel injector 66 is supplied operating current from driver 68 which responds to controller 12. In addition, intake manifold 44 is shown communicating with optional electronic throttle 62 which adjusts a position of throttle plate 64 to control air flow from air intake 42 to intake manifold 44.
Distributorless ignition system 88 provides an ignition spark to combustion chamber 30 via spark plug 92 in response to controller 12. Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled to exhaust manifold 48 upstream of catalytic converter 70. Alternatively, a two-state exhaust gas oxygen sensor may be substituted for UEGO sensor 126.
Converter 70 can include multiple catalyst bricks, in one example. In another example, multiple emission control devices, each with multiple bricks, can be used. Converter 70 can be a three-way type catalyst in one example.
Controller 12 is shown in
In some embodiments, the engine may be coupled to an electric motor/battery system in a hybrid vehicle. The hybrid vehicle may have a parallel configuration, series configuration, or variation or combinations thereof. Further, in some embodiments, other engine configurations may be employed, for example a diesel engine.
During operation, each cylinder within engine 10 typically undergoes a four stroke cycle: the cycle includes the intake stroke, compression stroke, expansion stroke, and exhaust stroke. During the intake stroke, generally, the exhaust valve 54 closes and intake valve 52 opens. Air is introduced into combustion chamber 30 via intake manifold 44, and piston 36 moves to the bottom of the cylinder so as to increase the volume within combustion chamber 30. The position at which piston 36 is near the bottom of the cylinder and at the end of its stroke (e.g. when combustion chamber 30 is at its largest volume) is typically referred to by those of skill in the art as bottom dead center (BDC). During the compression stroke, intake valve 52 and exhaust valve 54 are closed. Piston 36 moves toward the cylinder head so as to compress the air within combustion chamber 30. The point at which piston 36 is at the end of its stroke and closest to the cylinder head (e.g. when combustion chamber 30 is at its smallest volume) is typically referred to by those of skill in the art as top dead center (TDC). In a process hereinafter referred to as injection, fuel is introduced into the combustion chamber. In a process hereinafter referred to as ignition, the injected fuel is ignited by known ignition means such as spark plug 92, resulting in combustion. During the expansion stroke, the expanding gases push piston 36 back to BDC. Crankshaft 40 converts piston movement into a rotational torque of the rotary shaft. Finally, during the exhaust stroke, the exhaust valve 54 opens to release the combusted air-fuel mixture to exhaust manifold 48 and the piston returns to TDC. Note that the above is shown merely as an example, and that intake and exhaust valve opening and/or closing timings may vary, such as to provide positive or negative valve overlap, late intake valve closing, or various other examples.
Load may be applied to the engine 10 by alternator 210, electric motor/generator 202, and transmission 208. Each of the alternator 210, electric motor 202, and transmission 208, may be adjusted via adjusting control variables of the respective devices. For example, field current of electric motor/generator 202 may be increased or decreased to increase or decrease a load electric motor/generator 202 applies to engine 10. Similarly, a field current of alternator 210 may be adjusted to increase a load applied to engine 10. Additionally, gears 230-232 of transmission 208 may be shifted to increase or decrease a load applied to engine 10.
Referring now to
Battery 304 supplies electrical power to ignition system 88 and controller 12. Controller 12 operates switch 302 to charge and discharge ignition coil 306. Ignition coil 306 includes primary coil 320 and secondary coil 322. Ignition coil 306 charges when switch 302 closes to allow current to flow from battery 304 to ignition coil 306. Ignition coil 306 discharges when switch 302 opens after current has been flowing to ignition coil 306.
Secondary coil 322 supplies energy to spark plug 92. Spark plug 92 generates a spark when voltage across electrode gap 350 is sufficient to cause current to flow across electrode gap 350. Spark plug includes center electrode 360 and a side electrode 362. Voltage is supplied to center electrode 360 via secondary coil 322. Side electrode 362 is electrically coupled to ground 390. Sense resistor 310 is electrically coupled in series with spark plug 92 through secondary coil 322. Zener diode 308 is electrically coupled in parallel with sense resistor 310. Zener diode 308 is reverse biased when ignition coil 306 charges and is forward biased to ground 390 during the spark.
A voltage develops across sense resistor 310 when current flows into primary coil and a field develops within ignition coil 306. The voltage that develops is dependent on an amount of carbonaceous soot deposited on the center electrode ceramic of spark plug 92. In particular, as the amount of soot increases, the absolute value of the amplitude of the voltage increases relative to ground.
Voltage across sense resistor 310 may be provided to optional amplifier 330 which inverts sense resistor voltages shown in
Thus, the system of
The system also includes where the adjusting operation of the engine includes adjusting an air-fuel mixture of the engine, and where the ignition coil is a positively or negatively firing ignition coil. The system further includes where the adjusting operation of the engine includes increasing a load applied to the engine, where the electrical characteristic of the sense resistor is a voltage across the sense resistor, and where the voltage of the sense resistor is inverted. The system further comprises a diode arranged electrically in parallel with the sense resistor and in electrical communication with the sense resistor and the secondary coil. The system also includes where the diode is a zener diode, and where operation of the engine is adjusted in response to a voltage across the sense resistor less than a threshold voltage. In some examples, the system includes where the electrical characteristic is a voltage. The system further comprises additional instructions stored in the non-transitory memory to charge the primary coil, and where the ignition dwell period is during charging of the primary coil.
The system of
The system also includes where the adjusting operation of the engine in response to the spark duration includes adjusting a cylinder air-fuel ratio. The system includes where the electrical characteristic is a voltage across the sense resistor, and further comprising a diode coupled electrically in parallel with the sense resistor. The system includes where the sense resistor and the diode are electrically coupled to a ground reference, and where the diode is forward biased in a direction of the ground reference during spark. The system also includes where the spark plug and the sense resistor are electrically coupled to opposite ends of the secondary coil. The system also includes where the spark duration is a time from when current flow to the primary coil ceases to a time when the electrical characteristic of the sense resistor after the ignition dwell period switches from a positive value to a negative value.
Referring now to
The first plot from the top of
The second plot from the top of
The third plot from the top of
At time T0, the coil control signal as well as the sense resistor voltage and the ignition coil current are static. The coil control signal is at a lower level indicating that current flow into the ignition coil primary coil is inhibited as indicated by the ignition coil current being shown at substantially zero. The voltage across the sense resistor is also at a low level.
At time T1, the coil control signal is asserted as indicated by the coil control signal transitioning to a higher level. Current begins to flow into the primary coil of the ignition coil as indicated in the third plot. The voltage across the sense resistor briefly goes negative and then rings a small amount before returning to ground level. The voltage stays near ground as time extends from time T1.
At time T2, the coil control signal transitions back to a lower level indicating that current flow to the primary coil ceases. The ignition coil current transitions back to substantially zero after having ramped up to an elevated level. The sense resistor voltage is also shown increasing as a magnetic field within the ignition coil collapses, thereby inducing a higher voltage in the secondary coil of the ignition coil and causing a spark to jump across an air gap of a spark plug. The sense resistor voltage remains higher until time T3, where the secondary coil no longer has enough energy to sustain spark current and the spark extinguishes.
The time between time T1 and time T2 is the dwell time 404 or time to charge the ignition coil. The dwell time may be measured from the time when the coil control signal is asserted and current begins to flow into the primary side of the ignition coil to the time when the coil control signal is not asserted and when current flow into the primary coil ceases.
The time between time T2 and time T3 is the spark duration. The spark duration 406 may be determined via measuring an amount of time from when current flow to the primary coil ceases until the time when the voltage across the sense resistor changes from positive to negative after current flow to the primary coil ceases.
Thus, when there is little soot deposited on the spark plug center electrode ceramic, the voltage across the sense resistor is relatively low with respect to ground throughout most of the dwell period. In one example, the voltage across the sense resistor may be sampled at evenly spaced time intervals and the voltages measured at each of the intervals may be summed and divided by the number of samples to provide an average voltage across the sense resistor during the ignition dwell period. For example, the voltage across the sense resistor may be sampled 100 times in the dwell time interval. The voltages measured at each sample are added and the sum is divided by 100 to provide an average voltage across the sense resistor. In other examples, the voltage across the sense resistor may be sampled at a predetermined time beginning from the time when the primary ignition coil begins to charge to determine the voltage across the sense resistor. For example, as shown in
Referring now to
At time T1, the ignition coil control signal transitions to a higher level indicating that current begins to flow to the primary coil of the ignition coil. The ignition coil current begins to increase above the zero current level 560 as shown in the third plot from the top of
At time T2, current flow through the primary coil ceases and the ignition coil generates a spark at the spark plug electrodes. The spark duration may be measured as time 506 between the time when current ceases to flow into the primary coil and when the voltage across the sense resistor switches from positive to negative. Thus, voltage across sense resistor 310 in
Referring now to
At 602, engine operating conditions are determined. Engine operating conditions may include but are not limited engine speed, engine load, engine temperature, ambient temperature, and battery voltage. Method 600 proceeds to 604 after engine operating conditions are determined.
At 604, method 600 judges whether or not it is desirable to monitor one or more engine spark plugs for conductive deposits and/or spark duration. In one example, conductive deposits may be monitored at lower engine speeds and loads. Conductive deposits may include but are not limited to fuel and carbonaceous soot. If method 600 judges that it is desirable to monitor soot and/or spark duration the answer is yes and method 600 proceeds to 606. Otherwise, the answer is no and method 600 exits.
At 606, method 600 closes a switch and allows current to flow from a battery or alternator to the primary coil of an ignition coil. The switch is closed during a crankshaft interval determined from a table of empirically determined spark timings. In one example, engine speed and engine load index and the table outputs a spark timing referenced to engine crankshaft position. In particular, the spark timing is referenced to top dead center compression stroke of the engine cylinder receiving the spark. Similarly, the duration that the switch is closed, the dwell time, may be based on output from a table that holds spark dwell times as a function of engine speed and load. Additionally, one or more sparks may be initiated by a spark plug during a cylinder cycle. Method 600 proceeds to 608 after the switch is closed and current begins to flow into the ignition coil.
At 608, method 600 waits a threshold amount of time and then samples the voltage across a sense resistor in a circuit as shown in
At 610, the voltage across the sense resistor is sampled. The voltage across the sense resistor may be sampled a predetermined number of times as described with regard to
At 612, method 600 judges whether the sense voltage is greater than a threshold voltage. In one example, the absolute value of the sense voltage may be compared to a predetermined voltage. If the absolute value of the sense voltage is greater than the threshold voltage the answer is yes and it may be determined that more than a threshold amount of soot has accumulated at the spark plug electrodes. Therefore, method 600 proceeds to 614. For example, if the voltage across the sense resistor is determined to be −4 volts, having an absolute value of 4 volts, it may be determined that more than a threshold amount of soot has accumulated at the spark plug electrodes when the threshold voltage is 2 volts. Consequently, method 600 proceeds to 614. If the absolute value of the voltage across the sense resistor is less than the threshold value the answer is no and method 600 proceeds to 616. The soot accumulation flag for the cylinder is cleared when the answer is no.
In other examples where the voltage across the sense resistor is negative, a soot amount accumulated at the spark plug greater than a threshold amount may be determined when voltage across the sense resistor is less than a threshold amount. For example, if voltage across the sense resistor is determined to be −6 volts and the threshold voltage is −5 volts, it may be determined that an amount of soot accumulated at the spark plug is greater than a threshold amount. Therefore, the answer is yes and method 600 proceeds to 614. If the voltage across the sense resistor is greater than the threshold amount (e.g., −4 volts) the answer is no and method 600 proceeds to 616.
At 614, method 600 sets a spark plug soot determination flag and initiates engine control actions to reduce the soot accumulated at the spark plug electrodes. In one example, an air-fuel ratio supplied to the cylinder where soot is detected on the spark plug may be set to a leaner value. Further, temperature in the cylinder may be increased as well as cylinder load so that the accumulated soot may be oxidized. In one example, cylinder load may be increased by applying a load to the engine via an alternator or an electric motor. The engine throttle is opened and additional fuel is injected as the engine load increases, thereby increasing temperature and pressure in the cylinder via increasing the cylinder charge. In other examples, engine load may be increased via up shifting a transmission gear and adjusting the throttle and fuel injection amount. In these ways, temperatures and pressures within the cylinder with soot accumulated at a spark plug can be increased so as to oxidize the soot accumulated at the spark plug. Method 600 proceeds to 616 after the spark plug soot determination flag is set.
At 616, method 600 determines spark duration. The spark duration may be an indication of cylinder misfire. For example, if a short period of time occurs between when current flow to the primary ignition coil ceases and when voltage across the sense resistor transitions from positive to negative, it may be determined that a misfire occurred. The misfire may be related to soot accumulation at the spark plug. In one example, the spark duration is measured from a time when current flow to the primary coil ceases to a time when voltage across the sense resistor changes from positive to negative. Method 600 proceeds to 618 after the spark duration is determined.
At 618, method 600 judges whether or not the spark duration is less than a threshold amount of time. If the spark duration is less than a threshold amount of time, method 600 proceeds to 620. In other examples, method 600 may also proceed to 620 if the spark duration is determined to be greater than a threshold amount of time. A spark duration that is greater than a threshold duration may be indicative of a no spark condition. Thus, if spark duration is within a predetermined range the answer is no and method 600 clears a misfire flag and proceeds to exit. Otherwise, the answer is yes and method 600 proceeds to 620.
At 620, method 600 sets a misfire flag and adjusts engine operation to mitigate the possibility of misfire. In one example, method 600 may increase the dwell time to increases spark energy. In other examples, method 600 may lean a cylinder air-fuel ratio if the cylinder is receiving a rich air-fuel mixture. Alternatively, method 600 may richen a cylinder air-fuel ratio if the cylinder is receiving a lean air-fuel mixture. In these ways, method 600 attempts to mitigate the possibility of engine misfire. Method 600 proceeds to exit after the misfire flag is set and after engine operation is adjusted to mitigate misfire.
As will be appreciated by one of ordinary skill in the art, routines described in
Thus, the method of
The method also includes where the sense resistor is electrically in series with the ignition coil secondary and the spark plug. The method further comprises determining a spark duration via a voltage of the sense resistor after the ignition dwell period. Additionally, the method further comprises determining an engine misfire in response to the spark duration less than a threshold amount of time. The method also includes where adjusting engine operation includes leaning an air-fuel ratio supplied to the engine. The method further includes where adjusting engine operation includes increasing a load applied to the engine.
This concludes the description. The reading of it by those skilled in the art would bring to mind many alterations and modifications without departing from the spirit and the scope of the description. For example, I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas, gasoline, or alternative fuel configurations could use the present description to advantage.
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