Computer program for operating an internal combustion engine

Abstract

A method and apparatus for operating an internal combustion engine is disclosed. A signal generated by the oxygen concentration sensor is converted into a first signal indicative of an air/fuel ratio in the engine cylinder. A second signal indicative of an expected air/fuel ratio in the engine cylinder due to a fuel injection is generated and filtered to obtain a filtered signal and used to operate the engine. The filtered signal is obtained by sampling values of the first and second signals. A time constant is calculated based on the sampled values of the first and second signals and a value of the first signal sampled during a preceding control cycle. A value of the filtered signal is calculated based on the calculated time constant, the sampled value of the second signal and a value of the filtered signal calculated during the preceding control cycle.

Claims

1. A non-transitory computer readable medium comprising computer program having program code, which when executed on a computer is configured to: convert a signal generated by an oxygen concentration sensor into a first signal indicative of an air/fuel ratio in an engine cylinder; operate a fuel injector to perform a fuel injection into the engine cylinder; generate a second signal indicative of an expected air/fuel ratio in the engine cylinder due to the fuel injection; filter the second signal to obtain a filtered signal; and use the filtered signal to operate the engine; wherein the filtered signal is obtained by periodically performing a control cycle including: sampling a value of the first signal; sampling a value of the second signal; calculating a time constant as a function of the sampled value of the first signal, the sampled value of the second signal, and a value of the first signal sampled during a preceding control cycle; and calculating a value of the filtered signal as a function of the calculated time constant, the sampled value of the second signal and a value of the filtered signal calculated during the preceding control cycle, including calculating the value of the filtered signal according to: $x_{2\mathrm{if}}=e^{-\frac{T}{}}.Math.x_{2\left(i-1\right)f}+\left(1-e^{-\frac{T}{}}\right).Math.x_{2i}$ wherein is the time constant, x.sub.2if is the value of the filtered signal, x.sub.2(i1)f is the value of the filtered signal calculated during the preceding control cycle, x.sub.2i is the sampled value of the second signal, and T is a time period between two consecutive control cycles.

2. The non-transitory computer readable medium according to claim 1, wherein the time constant is calculated with the following equation: $=\frac{T}{\log \frac{x_{1i}-x_{2i}}{x_{1\left(i-1\right)}-x_{2i}}}$ wherein is the time constant, x.sub.1i is the sampled value of first signal, x.sub.1(i1) is the sampled value of the first signal during the preceding control cycle, x.sub.2i is the sampled value of the second signal, T is a time period between two consecutive control cycles.

3. The non-transitory computer readable medium according to claim 1, further comprising computer program having program code, which when executed on a computer is configured to start a closed-loop control strategy of a fuel injected quantity, as the value of filtered signal exceeds a predetermined threshold value thereof.

4. The non-transitory computer readable medium according to claim 1, further comprising computer program having program code, which when executed on a computer is configured to start a learning procedure of a fuel injected quantity, as the value of the filtered signal exceeds a predetermined threshold value thereof.

5. The non-transitory computer readable medium according to claim 1 further comprising computer program having program code, which when executed on a computer is configured to start a diagnostic strategy of an aftertreatment device located in an exhaust pipe upstream of the oxygen concentration sensor, as the value of the filtered signal exceeds a predetermined threshold value thereof.

6. An internal combustion engine comprising a fuel injector for injecting fuel into an engine cylinder, an exhaust pipe for discharging exhaust gas from the engine cylinder, an oxygen concentration sensor disposed in the exhaust pipe for generating the first signal indicative of an air/fuel ratio in the engine cylinder, and an electronic control unit configured to execute the computer program according claim 1.

7. A method for operating an internal combustion engine comprising: converting a signal generated by an oxygen concentration sensor into a first signal indicative of an air/fuel ratio in an engine cylinder; operating a fuel injector to perform a fuel injection into the engine cylinder; generating a second signal indicative of an expected air/fuel ratio in the engine cylinder due to the fuel injection; filtering the second signal to obtain a filtered signal; and using the filtered signal to operate the engine; wherein the filtered signal is obtained by periodically performing a control cycle including: sampling a value of the first signal; sampling a value of the second signal; calculating a time constant as a function of the sampled value of the first signal, the sampled value of the second signal, and a value of the first signal sampled during a preceding control cycle; and calculating a value of the filtered signal as a function of the calculated time constant, the sampled value of the second signal and a value of the filtered signal calculated during the preceding control cycle, including calculating the value of the filtered signal according to: $x_{2\mathrm{if}}=e^{-\frac{T}{}}.Math.x_{2\left(i-1\right)f}+\left(1-e^{-\frac{T}{}}\right).Math.x_{2i}$ wherein is the time constant, x.sub.2if is the value of the filtered signal, x.sub.2(i1)f is the value of the filtered signal calculated during the preceding control cycle, x.sub.2i is the sampled value of the second signal, T is a time period between two consecutive control cycles.

8. The method according to claim 7, wherein the time constant is calculated with the following equation: $=\frac{T}{\log \frac{x_{1i}-x_{2i}}{x_{1\left(i-1\right)}-x_{2i}}}$ wherein is the time constant, x.sub.1i is the sampled value of first signal, x.sub.1(i1) is the sampled value of the first signal during the preceding control cycle, x.sub.2i is the sampled value of the second signal, T is a time period between two consecutive control cycles.

9. The method according to claim 7, further comprising starting a closed-loop control strategy of a fuel injected quantity, as the value of filtered signal exceeds a predetermined threshold value thereof.

10. The method according to claim 7, further comprising starting a learning procedure of a fuel injected quantity, as the value of the filtered signal exceeds a predetermined threshold value thereof.

11. The method according to claim 7, further comprising starting a diagnostic strategy of an aftertreatment device located in an exhaust pipe upstream of the oxygen concentration sensor, as the value of the filtered signal exceeds a predetermined threshold value thereof.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The present disclosure will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements.

(2) FIG. 1 is a schematic representation of an automotive system according to an embodiment of the present solution;

(3) FIG. 2 is the section A-A of the internal combustion engine belonging to the automotive system of FIG. 1;

(4) FIG. 3 is a flowchart representing a strategy implemented by an electronic control unit of the automotive system for generating a signal indicative of an air/fuel ratio that fits the signal coming from an oxygen concentration sensor;

(5) FIG. 4 is a flowchart representing a recursive control cycle involved in the strategy of FIG. 3; and

(6) FIG. 5 is a diagram showing the variation over the time of the accelerator pedal position, of a raw signal of the air/fuel ratio generated by the electronic control unit, of a signal generated by the oxygen concentration sensor and of a filtered signal obtained from the raw signal.

DETAILED DESCRIPTION

(7) The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background of the invention or the following detailed description.

(8) Some embodiments may include an automotive system 100, as shown in FIGS. 1 and 2, that includes an internal combustion engine (ICE) 110 having an engine block 120 defining at least one cylinder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150. A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increase the pressure of the fuel received from a fuel source 190. Each of the cylinders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through a port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.

(9) The air may be distributed to the air intake port(s) 210 through an intake manifold 200. An air intake duct 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the duct 205 and manifold 200. An intercooler 260 disposed in the duct 205 may reduce the temperature of the air. The turbine 250 rotates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.

(10) The exhaust gases exit the turbine 250 and are directed into an exhaust system 270. The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatment devices. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices include, but are not limited to, catalytic converters (two and three way), oxidation catalysts (DOC), lean NOx traps (LNT), hydrocarbon adsorbers, selective catalytic reduction (SCR) systems, and particulate filters (DPF). In the present example, the aftertreatment devices may particularly include a LNT 280 coupled to an oxidation catalyst and a DPF 285 located downstream of the LNT 280. Other embodiments may include an exhaust gas recirculation (EGR) system 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGR system 300. An EGR valve 320 regulates a flow of exhaust gases in the EGR system 300.

(11) The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the ICE 110. The ECU 450 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a cam position sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an oxygen concentration sensor 435 (e.g. a lambda sensor or a NO.sub.x sensor), an EGR temperature sensor 440, and an accelerator pedal position sensor 445. The oxygen concentration sensor 435 is located in the exhaust pipe 275, for example downstream of the LNT 280, and is configured to generate a signal (e.g. electric signal) indicative of the oxygen concentration in the exhaust gas. Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.

(12) Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system and an interface bus. The CPU is configured to execute instructions stored as a program in the memory system 460, and send and receive signals to/from the interface bus. The memory system 460 may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interface bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to carryout out the steps of such methods and control the ICE 110.

(13) The program stored in the memory system 460 is transmitted from outside via a cable or in a wireless fashion. Outside the automotive system 100 it is normally visible as a computer program product, which is also called computer readable medium or machine readable medium in the art, and which should be understood to be a computer program code residing on a carrier, the carrier being transitory or non-transitory in nature with the consequence that the computer program product can be regarded to be transitory or non-transitory in nature.

(14) An example of a transitory computer program product is a signal, e.g. an electromagnetic signal such as an optical signal, which is a transitory carrier for the computer program code. Carrying such computer program code can be achieved by modulating the signal by a conventional modulation technique such as QPSK for digital data, such that binary data representing the computer program code is impressed on the transitory electromagnetic signal. Such signals are e.g. made use of when transmitting computer program code in a wireless fashion via a WiFi connection to a laptop.

(15) In case of a non-transitory computer program product the computer program code is embodied in a tangible storage medium. The storage medium is then the non-transitory carrier mentioned above, such that the computer program code is permanently or non-permanently stored in a retrievable way in or on this storage medium. The storage medium can be of conventional type known in computer technology such as a flash memory, an Asic, a CD or the like.

(16) Instead of an ECU 450, the automotive system 100 may have a different type of processor to provide the electronic logic, e.g. an embedded controller, an onboard computer, or any processing module that might be deployed in the vehicle.

(17) As schematically represented in the flowchart of FIG. 3, the ECU 450 may be generally configured to continuously receive the signal generated by the oxygen concentration sensor 435 and to convert it (block 100) into a first signal EqR.sub.sensor representative of an air-to-fuel ratio (A/F) of the mixture ignited within the combustion chambers 150 of the ICE 110. In particular, the values of the first signal EqR.sub.sensor generated by ECU 450 with the aid of the oxygen concentration sensor 435 may be values of an equivalent ratio EqR, which is expressed according to the following formula:

(18) $\mathrm{EqR}=\frac{1}{}$

(19) wherein is the lambda parameter defined as:

(20) $=\frac{A/F}{{}_{\mathrm{stoich}}}$

(21) wherein A/F is the air-to-fuel ratio and .sub.stoich is the air-to-fuel stoichiometric ratio.

(22) While generating the first signal EqR.sub.sensor, the ECU 450 may be also generally configured to operate a fuel injector 160 to perform a fuel injection into the corresponding combustion chamber 150 (block S105). In particular, the ECU 450 may be configured to determine a value of a fuel quantity to be injected in the combustion chamber 150 on the basis of a number of engine operating parameters, including for example the position of the accelerator pedal sensed by the sensor 445, and then to operate the fuel injector 160 accordingly.

(23) Based on the value of the fuel injected quantity, the ECU 450 may be further configured to generate a second signal EqR.sub.ECU representative of an expected air/fuel equivalent ratio inside the combustion chamber 150 due to the fuel injection (block S110). In order to generate the second signal EqR.sub.ECU, the ECU 450 may be configured to determine the value of the fuel injected quantity (in terms of a mass) as explained above, to determine a value of an air quantity (in terms of a mass) entering the combustion chamber 150 during the engine cycle in which the fuel injection is performed, and to calculate a value of the air/fuel ratio as the ratio between the determined value of the air quantity and the determined value of the fuel injected quantity.

(24) The value of the air quantity may be determined by the ECU 450 (e.g. calculated or estimated) on the basis of the measurement made by the mass airflow and temperature sensor 340. In this way, supposing to have an abrupt variation of the accelerator pedal position AP as shown in FIG. 5, which corresponds to an abrupt increment of the fuel injected quantity, the ECU 450 will generate a second signal EqR.sub.ECU having a corresponding abrupt variation over the time. However, the second signal EqR.sub.ECU will not generally correspond to the first signal EqR.sub.sensor generated with the aid of the oxygen concentration sensor 435, because the first signal EqR.sub.sensor is affected by the delay with which the exhaust gas, produced by the injected fuel quantity, reaches the oxygen concentration sensor 435 and by the dynamics with which the oxygen concentration sensor 435 responds to the variation of the oxygen concentration in the exhaust gas.

(25) For this reason, the ECU 450 may be configured to filter in real time the second signal EqR.sub.ECU (block S115) by means of an exponential filter whose time constant changes on the basis of the first signal EqR.sub.sensor of the oxygen concentration sensor 435, in order to yield a filtered signal EqR.sub.ECU-filtered that is automatically phased and shaped as the first signal EqR.sub.sensor. This filtering process may be performed by periodically repeating the control cycle represented in FIG. 4. This control cycle may be repeated at high frequency, for example with a predetermined time period T between two consecutive cycles that may be smaller than 30 ms (milliseconds) or even smaller than 10 ms.

(26) The control cycle (i) provides for the ECU 450 to sample a current value of the first signal EqR.sub.sensor generated with the aid of the oxygen concentration sensor 435 (block S200) and a current value x.sub.2i of the second signal EqR.sub.ECU estimated by the ECU 450 (block S205). The current value x.sub.2i of the second signal EqR.sub.ECU may then be used (block S210) to calculate a current value x.sub.2if of the filtered signal EqR.sub.ECU-filtered according to the following equation of the exponential filter:

(27) $x_{2\mathrm{if}}=e^{-\frac{T}{}}.Math.x_{2\left(i-1\right)f}+\left(1-e^{-\frac{T}{}}\right).Math.x_{2i}$

(28) wherein: x.sub.2(i1)f is the value of the filtered signal EqR.sub.ECU-filtered as calculated during the last preceding control cycle (i1), T is the time period between two consecutive control cycles, and is the time constant of the filter.

(29) The value x.sub.2(i1)f of the filtered signal EqR.sub.ECU-filtered may be retrieved (block S215) by the ECU 450 from a memory system and updated, at the end of each control cycle, with the last calculated value x.sub.2if of the filtered signal EqR.sub.ECU-filtered.

(30) The time constant of the filter may be calculated (block S220) with an equation which is derived from the equation of the exponential filter, but inverting the unknown parameters:

(31) 0$=\frac{T}{\log \frac{x_{1i}-x_{2i}}{x_{1\left(i-1\right)}-x_{2i}}}$

(32) Wherein: x.sub.1i is the current value of first signal EqR.sub.sensor, x.sub.1(i1) is the value of the first signal EqR.sub.sensor during the last preceding control cycle, x.sub.2i is the current value of the second signal EqR.sub.ECU, and T is the time period between two consecutive control cycles.

(33) The value x.sub.1(i1) of the first signal EqR.sub.sensor may be retrieved (block S225) by the ECU 450 from a memory system and updated, at the end of each control cycle, with the last sampled value x.sub.1i of the first signal EqR.sub.sensor.

(34) The macroscopic effect of this recursive control cycle can be appreciated by looking at FIG. 5. As long as the second signal EqR.sub.ECU changes but the first signal EqR.sub.sensor remains constant, the calculated time constant will be extremely high, thereby keeping the filtered signal EqR.sub.ECU-filtered constant. When the first signal EqR.sub.sensor starts varying, the time constant becomes lower allowing the filtered signal EqR.sub.ECU-filtered to follow the sensor response. During the transient phase of the first signal EqR.sub.sensor, time constant is continuously adjusted and applied to the second signal EqR.sub.ECU, thereby generating a filtered signal EqR.sub.ECU-filtered that automatically reaches the same steady state value of the second signal EqR.sub.ECU with the same dynamics of the first signal EqR.sub.sensor, including the delay in the response. The filtered signal EqR.sub.ECU-filtered may be involved in many different engine control strategies that use the oxygen concentration sensor 435.

(35) By way of example, during the normal operation of the ICE 110, when the value x.sub.2if of the filtered signal EqR.sub.ECU-filtered exceeds a predetermined threshold value thereof, the ECU 450 may be configured to start a closed-loop control strategy of the fuel quantity injected by the fuel injector 160. This closed-loop control strategy may generally include the steps of sampling a value of the first signal EqR.sub.sensor generated with the aid of the oxygen concentration sensor 435, calculating a difference between the sampled value of the first signal EqR.sub.sensor and a target value thereof, using the calculated difference (error) as an input of a controller, for example a proportional-integrative (PI) or a proportional-integrative-derivative (PID) controller, and using the output of the controller to adjust the fuel quantity injected by the fuel injection, in such away to minimize the calculated error.

(36) In addition or as an alternative, the filtered signal EqR.sub.ECU-filtered may be used while the ICE 110 is operating under a cut-off condition, in order to evaluate the efficiency of a fuel injector 160 that has been commanded to perform a small injection, namely an injection of a small quantity of fuel. In this case, when the value x.sub.2if of the filtered signal EqR.sub.ECU-filtered exceeds a predetermined threshold value thereof, the ECU 450 may be configured to start a learning procedure of the fuel injected quantity, which generally provides for sampling a value of the first signal EqR.sub.sensor generated with the aid of the oxygen concentration sensor 435 and for using the sampled value to estimate the fuel quantity that has been injected.

(37) The difference between the estimated value of the fuel injected quantity and an expected value thereof may be used to correct the actuation of the fuel injector 160 during the operation of the ICE 110.

(38) In addition or as an alternative, the filtered signal EqR.sub.ECU-filtered may be used to diagnose the efficiency of one of the aftertreatment devices located in the exhaust pipe 275 upstream of the oxygen concentration sensor 435, for example the efficiency of the LNT 280. In this case, after that the ECU 450 has commanded a predetermined fuel injection, when the value x.sub.2if of the filtered signal EqR.sub.ECU-filtered exceeds a predetermined threshold value thereof, the ECU 450 may be configured to start a diagnostic procedure which generally includes the steps of sampling a value of the first signal EqR.sub.sensor generated with the aid of the oxygen concentration sensor 435, calculating a difference between the sampled value of the first signal EqR.sub.sensor and a set-point value thereof, and identify a fault of the aftertreatment device if the calculated difference exceeds a predetermined threshold value thereof. Any fault of the aftertreatment system may be signaled by the ECU 450 to a driver of the automotive system 100, for example by turning on a warning light in a dashboard of the automotive system 100.

(39) While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing an exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims and their legal equivalents.