DE-102018124539-B4 - METHOD AND SYSTEM FOR OPERATING INTERNAL COMBUSTION ENGINES

DE102018124539B4DE 102018124539 B4DE102018124539 B4DE 102018124539B4DE-102018124539-B4

Abstract

Internal combustion engine operating procedures, including: Receiving a signal to a controller (12); Setting coefficients (b 0 , b 1 , ... b N ) of a finite impulse response filter in response to an internal combustion engine intake ratio (i r ); Filtering the signal through the finite impulse response filter; Filtering the output of the finite impulse response filter via a low-pass filter in response to a change in the combustion engine intake ratio (i r ); Non-filtering of the output of the finite impulse response filter via the low-pass filter in response to a lack of change in the combustion engine intake ratio; and Setting one or more actuators in response to the filtered signal.

Inventors

John Erik Mikael Hellstrom
Amey Yogesh Karnik
Adam Nathan Banker

Assignees

FORD GLOBAL TECHNOLOGIES, LLC

Dates

Publication Date: 20260513
Application Date: 20181004
Priority Date: 20171006

Claims (14)

Internal combustion engine operating procedure, comprising: receiving a signal to a controller (12); adjusting coefficients (b 0 , b 1 , ... b N ) of a finite impulse response filter in response to an internal combustion engine intake ratio (i r ); filtering the signal through the finite impulse response filter; filtering the output of the finite impulse response filter through a low-pass filter in response to a change in the internal combustion engine intake ratio (i r ); not filtering the output of the finite impulse response filter through the low-pass filter in response to a lack of change in the internal combustion engine intake ratio; and adjusting one or more actuators in response to the filtered signal.
Procedure according to Claim 1 , wherein the coefficients (b 0 , b 1 , ... b N ) are determined by reference to a matrix or a table of predetermined coefficients (b 0 , b 1 , ... b N ) in response to the combustion engine intake ratio and an order of the filter with finite impulse response.
Procedure according to Claim 2 , furthermore, comprehensive interpolation between entries in the matrix.
Procedure according to Claim 1 , wherein one actuator of the one or more actuators is a fuel injection device (66).
Procedure according to Claim 1 , wherein one actuator of the one or more actuators is a camshaft (254) of the internal combustion engine.
Procedure according to Claim 1 , wherein an actuator of one or more actuators is an internal combustion engine throttle (62) and wherein the signal is provided via a manifold absolute pressure sensor (122), an air mass sensor (120), an internal combustion engine speed sensor (118), a cam position sensor (57, 59), an exhaust manifold pressure sensor (156) or a wastegate position sensor (156).
Procedure according to Claim 1 , where the internal combustion engine intake ratio is the actual total number of cylinders (1 - 8) that burn air and fuel in a cylinder cycle, divided by the actual total number of internal combustion engine cylinders.
Internal combustion engine operating procedure, comprising: receiving a signal to a controller; retrieving coefficients ( b0 , b1 , ... bN ) of a finite impulse response filter from a table or matrix in the controller's memory by referencing the table or matrix via an internal combustion engine intake ratio ( ir ); applying the coefficients ( b0 , b1 , ... bN ) to the finite impulse response filter; filtering the signal through the finite impulse response filter; filtering the output of the finite impulse response filter through a low-pass filter in response to a change in the internal combustion engine intake ratio ( ir ); not filtering the output of the finite impulse response filter through the low-pass filter in response to the absence of a change in the internal combustion engine intake ratio ( ir ); and adjusting the at least one actuator in response to the filtered signal.
Internal combustion engine system comprising: an internal combustion engine incorporating one or more cylinder valve deactivation mechanisms; a sensor coupled to the internal combustion engine; an actuator coupled to the internal combustion engine; a controller comprising executable instructions stored in non-volatile memory to selectively deactivate one or more internal combustion engine cylinders and to set coefficients ( b0 , b1 , ... bN ) of a finite impulse response filter applied to a signal generated via the sensor; instructions to apply a second filter to the output of the finite impulse response filter in response to a change in the internal combustion engine intake ratio ( ir ); and instructions to set the actuator in response to the output of the finite impulse response filter and the output of the second filter.
internal combustion engine system after Claim 9 , furthermore, including additional executable instructions to set the coefficients (b 0 , b 1 , ... b N ) via values stored in a table or matrix in the memory of the controller and not to apply the second filter to the output of the finite impulse response filter in response to a lack of change in the internal combustion engine intake ratio (i r ).
internal combustion engine system after Claim 9 , where the actuator is a fuel injection device.
internal combustion engine system after Claim 9 , where the actuator is an internal combustion engine throttle.
internal combustion engine system after Claim 9 , where the second filter is a low-pass filter.
internal combustion engine system after Claim 9 , where the second filter consists of instructions stored in the control memory.

Description

Area This description relates to an internal combustion engine operating method and an internal combustion engine system, in particular for improving the operation of an internal combustion engine that includes cylinders which can be selectively switched on and off to save fuel while meeting an internal combustion engine torque demand. The system and the methods can be applied to an internal combustion engine that deactivates internal combustion engine cylinders by shutting off the intake and exhaust valves of the deactivated cylinders. Background and brief description An internal combustion engine control system can sense the intake manifold pressure of the internal combustion engine to determine engine operating parameters, which form the basis for adjusting internal combustion engine actuators. For example, the intake manifold pressure can be sensed to determine the intake manifold absolute pressure (MAP). The intake manifold pressure, along with the engine speed, can be converted into the amount of air flowing through the engine using the ideal gas law. Once the airflow is known, the desired amount of fuel, providing a desired air-fuel ratio, can be determined by dividing the airflow rate by the desired air-fuel ratio. However, the intake manifold pressure can include frequencies that may cause it to exhibit a standard deviation larger than desired. If the amount of fuel in the internal combustion engine is set in response to the pure (e.g., unfiltered) intake manifold pressure of the internal combustion engine, queried at a slow rate and at fixed crankshaft intervals, the air-fuel ratio of the internal combustion engine can vary more than desired. For example, the writing shows DE 32 00 547 A1 An injection system for an internal combustion engine in which the injected fuel quantity is regulated depending on the intake manifold pressure, whereby a low-pass filter suppresses pulsating signal components of the intake manifold pressure and another low-pass filter is intended to compensate for response delays. Furthermore, the document shows WO 2018 / 039 078 A1 A combustion engine in which the torque curve is smoothed by intervening in the combustion conditions. Individual cylinders are deactivated using a cylinder deactivation control system, and a torque signal is filtered, with the filter coefficients depending on the combustion engine's intake ratio. One way to reduce the air-fuel variation of the internal combustion engine is to apply a first-order low-pass filter to a MAP signal and query the MAP signal at a rate that is an integer multiple of the internal combustion engine's ignition frequency. The filtered MAP can then be used to determine the amount of fuel to inject into the internal combustion engine. However, if the internal combustion engine is capable of switching individual cylinders off and on again, so that the actual total number of active cylinders changes from one combustion cycle to the next, processing the MAP sensor signal through a first-order low-pass filter and a constant query frequency cannot provide a filtered MAP sensor signal suitable for controlling the internal combustion engine's fuel injection, because frequencies within the MAP sensor signal change dynamically while the poles of the first-order filter remain constant. The inventors of the present invention recognized the aforementioned problems and developed an internal combustion engine operating method according to claim 1 and claim 8, as well as an internal combustion engine system according to claim 9. Preferred embodiments of the invention are the subject of the dependent claims. The proposed internal combustion engine operating procedure thus comprises: receiving a signal to a controller; adjusting coefficients of a finite impulse response filter in response to an internal combustion engine intake ratio (e.g., the actual total number of active cylinders in a cylinder cycle (cylinders burning air and fuel) divided by the actual total number of internal combustion engine cylinders); filtering the signal through the finite impulse response filter; and adjusting one or more actuators in response to the filtered signal. By adjusting the coefficients of a finite impulse response filter or an infinite impulse response filter in response to the combustion engine intake ratio, it may be possible to achieve the technical result of providing a filtered combustion engine signal that exhibits a desired value of dynamic response. to provide a desired standard deviation, even when an internal combustion engine is operated with an intake ratio of less than one. When an internal combustion engine signal is filtered according to the present description, the filtered signal can exhibit a desired standard deviation, enabling tight control of the engine's air-fuel ratio. Furthermore, other internal combustion engine actuators, such as camshafts and intake manifolds, can be controlled more accurately when the intake ratio changes or is