阅读说明：本技术 发动机熄火缓解 (Engine stall mitigation ) 是由 S·沙博内尔 于 2019-08-19 设计创作，主要内容包括：公开了一种发动机熄火缓解系统。该发动机熄火缓解系统可以包括传感器系统；向发动机提供燃料的燃料系统；以及发动机控制模块,用于：基于来自传感器系统的测量来估计发动机的燃烧室的空气压力,基于燃烧室的空气压力而确定阈值量的碳氢化合物存在于发动机的排气系统中的概率,基于阈值量的碳氢化合物存在于发动机的排气系统中的概率和燃烧室的空气压力来确定要调节燃料喷射压力,并使燃料系统降低燃料喷射压力。(An engine misfire mitigation system is disclosed. The engine misfire mitigation system may include a sensor system; a fuel system for supplying fuel to the engine; and an engine control module to: the method includes estimating an air pressure of a combustion chamber of the engine based on measurements from the sensor system, determining a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on the air pressure of the combustion chamber, determining to adjust a fuel injection pressure based on the probability that the threshold amount of hydrocarbons are present in the exhaust system of the engine and the air pressure of the combustion chamber, and causing the fuel system to reduce the fuel injection pressure.)

1. An engine control module associated with a system including a fuel system and an engine, the engine control module comprising:

means for identifying an operating condition of the engine;

means for determining a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on the operating conditions,

wherein the threshold amount of hydrocarbons corresponds to a likelihood that the engine may stall;

means for determining an amount of injected fuel pressure based on a probability that the threshold amount of hydrocarbons is present in the exhaust system; and

means for pressurizing fuel to the amount of injected fuel pressure to substantially prevent stalling of the engine,

wherein the fuel is in a fuel system that provides fuel to the engine.

2. The engine control module of claim 1, wherein the operating condition comprises air pressure in a combustion chamber of the engine.

3. An engine control module as defined in any of claims 1 or 2, wherein the operating condition includes at least one of ambient temperature, current injection fuel pressure, or intake air pressure.

4. The engine control module of any of claims 1-3, further comprising:

means for calculating an amount of air pressure in a combustion chamber of the engine based on the operating conditions,

wherein the amount of injected fuel pressure is less than or equal to the amount of air pressure in the combustion chamber.

5. The engine control module of any of claims 1-4, wherein the means for determining the probability that the threshold amount of hydrocarbons is present in the exhaust system comprises:

means for referencing the operating condition to a map of a probability that the threshold amount of hydrocarbons is present in the exhaust system; and

means for determining a probability that the threshold amount of hydrocarbons is present in the exhaust system based on the map.

6. An engine control module as defined in any one of claims 1-5 wherein said means for determining said amount of injected fuel pressure comprises:

means for determining to reduce the amount of injected fuel pressure based on the operating condition,

wherein the operating condition indicates that an amount of air pressure in a combustion chamber of the engine is less than or equal to the amount of injected fuel pressure.

7. An engine control module as defined in any one of claims 1-6 wherein said means for causing said fuel to be pressurized to said injected fuel pressure amount comprises:

means for controlling a fuel pump of the fuel system to reduce a pressure of the fuel within the fuel system before the fuel is released into a combustion chamber of the engine.

8. The engine control module of any of claims 1-7, further comprising:

means for advancing a timing of injecting the fuel into the combustion chamber of the engine based on the probability of the threshold amount of hydrocarbons being present in the exhaust system.

9. The system of any one of claims 1-8, wherein the system comprises:

the engine;

the fuel system; and

the engine control module.

10. A method, comprising:

determining an operating condition of an engine based on an ambient temperature associated with the engine and an intake pressure of the engine;

determining that a threshold amount of hydrocarbons is present in an exhaust system of the engine based on the operating condition,

wherein the threshold amount of hydrocarbons indicates that the engine is at risk of stalling;

determining to decrease injection fuel pressure based on a determination that the threshold amount of hydrocarbons is present in the exhaust system; and

reducing the injected fuel pressure to less than or equal to an air pressure of a combustion chamber of the engine.

Technical Field

The present invention relates generally to internal combustion engines and more particularly to engine misfire mitigation.

Background

Internal combustion engines (which may be referred to herein individually or collectively as "engines") may be used to convert chemical energy stored in a fuel supply into mechanical energy (e.g., via a drive shaft of the engine). The fuel-oxidant mixture is contained in a variable volume of an engine combustion chamber, the variable volume being defined by a piston that translates within an engine cylinder. In operation, expansion of the combustion products within the variable volume causes the piston to move, which in turn is transmitted to the output shaft of the engine.

Engine misfire may occur under certain operating conditions (or due to certain operating conditions) and may involve one or more processes of the engine skipping a combustion cycle. Engine stalls typically result in rough, jerky, or jerky engine operation. In addition, engine misfire may also result in inefficient engine operation. There are several types of engine stalls. Some common occurrences of engine misfire include lean blowout and spark ignition blowout. Lean blowout refers to engine stalling because the air-fuel ratio is not properly balanced. Misfire occurs when the spark plug, cord, distributor or ignition coil fails. A byproduct of engine misfire may be white smoke in the engine exhaust. White smoke in the exhaust gas is caused by unburned hydrocarbons included in the exhaust gas. Thus, mitigating white smoke may reduce the occurrence of engine stalls.

One attempted invention to alleviate white smoke is disclosed in japanese patent No. JP2001041082A (the' 082 patent). According to the' 082 patent, a target injection amount (e.g., fuel) may be determined based on operating conditions and an injector energization time corresponding to the target injection amount may be set. In the' 082 patent, fuel injection is performed in an amount equal to the target injection amount. Further, in the' 082 patent, the common rail pressure is feedback controlled toward a predetermined target value based on an operating state of the engine.

Although the fuel injection schedule of the' 082 patent may utilize a target injection amount and control the rail pressure, the rail pressure of the combustion chambers of the engine may be controlled to a minimum amount of rail pressure, which may still result in white smoke and/or engine misfire.

The engine misfire mitigation system of the present disclosure solves one or more of the problems set forth above and/or other problems in the art.

Disclosure of Invention

According to some implementations, a method may include identifying an operating condition of an engine; determining a probability of a threshold amount of hydrocarbons being present in an exhaust system of the engine based on the operating conditions, wherein the threshold amount of hydrocarbons corresponds to a likelihood that the engine may stall; determining an amount of fuel injection pressure based on a probability that a threshold amount of hydrocarbons are present in the exhaust system; and/or pressurizing fuel to a fuel injection pressure amount to substantially prevent engine misfire, wherein the fuel is in a fuel system that provides fuel to the engine.

According to some implementations, a system may include a sensor system; a fuel system for supplying fuel to the engine; and/or an engine control module to: the method may include estimating an air pressure of a combustion chamber of the engine based on measurements from the sensor system, determining a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on the air pressure of the combustion chamber, determining to adjust a fuel injection pressure based on the probability that the threshold amount of hydrocarbons are present in the exhaust system of the engine and the air pressure of the combustion chamber, and/or causing the fuel system to decrease the fuel injection pressure.

According to some implementations, an apparatus may include a memory; and one or more processors configured to: determining an operating condition of the engine based on an ambient temperature associated with the engine and an intake pressure of the engine; determining that a threshold amount of hydrocarbons is present in an exhaust system of the engine based on the operating condition, wherein the threshold amount of hydrocarbons indicates that the engine is at risk of stalling; determining to decrease the fuel injection pressure based on a determination that a threshold amount of hydrocarbons are present in the exhaust system; and reducing the fuel injection pressure to an air pressure based on a combustion chamber of the engine.

Drawings

FIG. 1 is a diagram of an exemplary power system described herein.

FIG. 2 is a diagram of an exemplary engine misfire mitigation system described herein.

FIG. 3 is a flow chart of an exemplary process associated with engine misfire mitigation.

Detailed Description

The invention relates to engine misfire mitigation using an Engine Control Module (ECM) engine misfire mitigation system. The engine misfire mitigation system has general applicability to any machine that uses such an engine misfire mitigation system. The term "machine" may refer to any machine that performs an operation associated with an industry, such as mining, construction, farming, transportation, or any other industry that uses machines having internal combustion engines (e.g., gasoline-based engines, diesel-based engines, and/or the like). As some examples, the machine may be a vehicle, backhoe loader, cold planer, wheel loader, compactor, feller stacker, forestry machine, conveyor, harvester, excavator, industrial loader, tong loader, material handler, motor grader, pipelayer, roadway reclaimer, skid steer loader, skidder, telescopic boom forklift, tractor, bulldozer, tractor scraper, or other paving or underground mining equipment. Further, one or more implements may be connected to the machine and driven by an engine misfire mitigation system, as described herein.

FIG. 1 is a diagram of an exemplary power system 10 described herein. The power system 10 may be described herein as a compression-ignition internal combustion engine. However, power system 10 may include any other type of internal combustion engine, such as a spark, laser, or plasma ignition engine. Power system 10 may be fueled by distillate diesel fuel, biodiesel, dimethyl ether, gaseous fuels, such as hydrogen, natural gas, propane, alcohols, ethanol, and/or any combination thereof.

The powertrain 10 of FIG. 1 includes an engine 12 having a plurality of cylinders 14 (the engine 12 of FIG. 1 is shown having six cylinders 14, but may include more or fewer cylinders 16). A piston assembly may be included within each cylinder 14, forming a combustion chamber within each cylinder 14. Power system 10 may include any number of combustion chambers, and the combustion chambers may be arranged in a sequentially connected configuration, a "V" configuration, or any other suitable configuration.

Power system 10 may include a plurality of systems. For example, as shown in the example of FIG. 1, power system 10 may include an intake or intake system 16, an exhaust system 18, and an Exhaust Gas Recirculation (EGR) system 20. Air induction system 16 may be configured to direct air or an air and fuel mixture (e.g., a mixture of air and another gas, such as a gaseous form of fuel and/or exhaust gas) into power system 10 for subsequent combustion. Exhaust system 18 may exhaust or release the byproducts of combustion to the atmosphere external to power system 10. The recirculation loop of exhaust gas recirculation system 20 may be configured to direct a portion of the exhaust gas from exhaust system 18 back into intake system 16 for subsequent combustion.

Intake system 16 may include a plurality of components that cooperate to condition and introduce compressed air into cylinders 14. For example, air induction system 16 may include a mixer 22 or intake manifold located downstream of one or more compressors 24. The intake system 16 supplies a variable valve actuator 26 associated with each cylinder 14. In some implementations, air induction system 16 may include a throttle, an air cooler, a filtering component, a compressor bypass component, and/or the like. As described herein, characteristics of intake system 16 may be used to determine a pressure amount of air supplied into the combustion chambers of cylinders 14. For example, the ambient temperature of the air received by intake system 16 (which may correspond to the ambient temperature of air surrounding a machine using power system 10, for example), the temperature of the air in mixer 22, the temperature of mixer 22 (or any other component of intake system 16), the boost pressure (intake pressure), and/or the like may be used to determine or estimate the air pressure in the combustion chamber of cylinder 14.

Exhaust system 18 may include a plurality of components that cooperate to regulate exhaust gas from cylinders 14 and direct exhaust gas from cylinders 14 to the atmosphere. For example, exhaust system 18 may include an exhaust passage 28, one or more turbines 30 driven by exhaust flowing through exhaust passage 28, a particulate collection device 32 (e.g., a Diesel Particulate Filter (DPF) located downstream of turbines 30), and an exhaust aftertreatment device 34 fluidly connected downstream of particulate collection device 32. In some implementations, the exhaust system 18 may include one or more bypass components, exhaust compression or restriction brakes, attenuation devices, additional exhaust treatment devices, and/or the like.

According to some implementations, the amount of hydrocarbons that may be present in the exhaust system 18 and/or in the exhaust gas from the exhaust system 18 may be estimated and/or monitored. These hydrocarbons may cause white smoke to be released from exhaust system 18 into the atmosphere. For example, as described herein, certain parameters of power system 10 may be used to determine the likelihood of hydrocarbons being present in the exhaust. According to some implementations, power system 10 may be controlled to adjust the rail pressure of fuel injected into engine 12 when hydrocarbons are present in exhaust system 18.

Turbine 30 may be positioned to receive exhaust gas exiting power system 10 and may be connected to one or more compressors 24 of air induction system 16 by a common shaft 36 to form a turbocharger. As the exhaust gas exiting power system 10 flows through turbine 30 and expands against its blades, turbine 30 may rotate and drive one or more compressors 24 to pressurize the intake air.

Particulate collection device 32 may be a diesel-specific filter located downstream of turbine 30 that removes particulate matter from the exhaust flow of power system 10. In some embodiments, particulate collection device 32 may include a conductive or non-conductive coarse mesh metal or porous ceramic honeycomb media. As the exhaust gas flows through the media, the particulates may be blocked by the media and trapped in the media. Over time, particulates may accumulate within the media and, if not taken into account, may affect engine performance by increasing exhaust back pressure. To minimize the effect of back pressure on engine performance, collected particulates may be passively and/or actively removed by a regeneration process. When passively regenerated, the particulates deposited on the filter media may chemically react with the catalyst (e.g., base metal oxides, molten salts, and/or precious metals coated on the particulate collection device 32 or otherwise included within the particulate collection device 32) to lower the ignition temperature of the particulates. Because particulate collection device 32 may be located immediately downstream of engine 12 (e.g., immediately downstream of turbine 30 in one example), the temperature of the exhaust flow entering particulate collection device 32 in combination with the catalyst may be controlled to be sufficiently high to burn off the trapped particulates. When actively regenerating, heat is applied to the particulates deposited on the filter media to raise their temperature to the ignition threshold. According to other implementations described herein, an active regeneration device (not shown), such as a fuel-fired burner or an electric heater, may be located near (e.g., upstream of) the particulate collection device 32 to help control regeneration of the particulate collection device 32. A combination of passive and active regeneration may be used if desired.

The exhaust aftertreatment device 34 may receive exhaust from the turbine 30 and capture or convert certain constituents in the airflow. In one example, the exhaust aftertreatment device 34 may embody a Selective Catalytic Reduction (SCR) device having a catalyst substrate located downstream of the reductant injector. A gaseous or liquid reductant, most commonly urea or a water/urea mixture, may be injected or otherwise propelled into the exhaust gas upstream of the catalyst substrate by a reductant injector.

Exhaust gas recirculation system 20 may redirect gases from exhaust system 18 back into intake system 16 for subsequent combustion via exhaust gas recirculation conduit 38. Exhaust gas recirculation is the process of recirculating exhaust gas from the engine back into the intake system 16 for subsequent combustion. The recirculated exhaust gas may reduce the oxygen concentration within the combustion chamber while reducing the maximum combustion temperature within the combustion chamber. The reduced oxygen content may provide less opportunity for chemical reactions with the nitrogen present, and lower temperatures may slow down the formation of Nitrous Oxide (NO)_x) The chemical process of (1). As described above, a cooler may be included to cool the exhaust gas prior to combustion.

The power system 10 of FIG. 1 includes a fuel system 40. Fuel system 40 may include any type of fuel system configured to provide or inject fuel into the combustion chambers of cylinders 14 of engine 12. For example, fuel system 40 may include a fuel pump configured to deliver fuel to engine 12 from a fuel tank of a machine or vehicle associated with power system 10. In some implementations, the fuel pump may be powered by an electric motor (e.g., a hydraulic motor, an electric motor, and/or the like) that receives power from the engine 12. An Electronic Control Module (ECM)42 may be configured to control the transfer of fuel through the fuel system 40, as described herein. For example, electronic control module 42 may control the timing of opening and closing valves or actuators of fuel system 40, the amount of power provided to a fuel pump of fuel system 40 (which may affect the speed of a motor of the fuel pump and/or the speed at which fuel is delivered into fuel system 40 and/or through fuel system 40), and so forth. In some embodiments, fuel system 40 may be used to pressurize fuel to a particular amount of pressure. For example, fuel system 40 may receive fuel in a rail (or common rail) that supplies fuel to the combustion chambers of cylinders 14 via one or more valves and/or actuators. Fuel system 40 may be configured to pressurize fuel in the rail based on the amount of fuel compressed into the rail. Thus, the amount of pressure of the fuel in the rail may be referred to as the rail pressure.

The fuel system 40 may be configured to inject fuel into the cylinders 14 of the engine 12. In some implementations, the electronic control module 42 may configure the fuel system 40 to inject fuel at a particular pressure and/or according to a particular timing. As described herein, the fuel system 40 may be configured to inject fuel into the cylinders 14 in a first manner (e.g., at a first timing and/or at a first fuel injection pressure) when a threshold amount of hydrocarbons (e.g., an amount of white smoke causing hydrocarbons) is estimated or determined to be in the exhaust of the exhaust system 18 (e.g., during a start-up of the engine 12, when the engine 12 is warming up, etc.). Additionally or alternatively, the electronic control module 42 may configure the fuel system 40 to inject fuel into the cylinder 14 in a second manner (e.g., at a second timing and/or at a second fuel injection pressure) when a threshold amount of hydrocarbons is not estimated or determined to be in the exhaust of the exhaust system 18 (e.g., after start-up, after engine 12 warmup, etc.).

As described herein, electronic control module 42 provides control of power system 10 to mitigate a misfire of engine 12 based on engine operating conditions indicated by sensor system 44 and/or characteristics of power system 10. Electronic control module 42 is implemented as a processor, such as a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), an Accelerated Processing Unit (APU), a microprocessor, a microcontroller, a Digital Signal Processor (DSP), a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), or another type of processing component. A processor is implemented in hardware, firmware, or a combination of hardware and software. In some implementations, the electronic control module 42 includes one or more processors that can be programmed to perform functions. In some implementations, one or more memories including a Random Access Memory (RAM), a Read Only Memory (ROM), and/or another type of dynamic or static storage device (e.g., flash memory, magnetic memory, and/or optical memory) may store information and/or instructions for use by electronic control module 42. In some implementations, electronic control module 42 may include a memory (e.g., a non-transitory computer-readable medium) capable of storing instructions that, when executed, cause a processor to perform one or more of the processes and/or methods described herein. A computer-readable medium is defined herein as a non-transitory memory device. The memory device includes memory space within a single physical memory device or memory space distributed across multiple physical memory devices.

Electronic control module 42 may execute instructions to perform various control functions and processes to control power system 10 and to automatically control fuel system 40 (e.g., injection timing, amount of fuel injection pressure, etc.). The electronic control module 42 may include any suitable type of engine control system configured to perform engine control functions such that the powertrain 10 may operate properly. In addition, the electronic control module 42 may also control other systems of the vehicle or machine, such as a transmission system, a hydraulic system, and/or the like.

Sensor system 44 may provide measurements associated with various parameters used by electronic control module 42 to control power system 10 and/or mitigate engine stall in engine 12, as described herein. Sensor system 44 may include physical sensors and/or any suitable type of control system that generates a sensed parameter value based on a computational model and/or a plurality of measured parameters. As used herein, sensing parameters may refer to those measured parameters that are directly measured and/or estimated by one or more sensors (e.g., physical sensors, virtual sensors, and/or the like). Exemplary sensors may include temperature sensors, speed sensors, chemical composition sensors (e.g., NO)_xA discharge sensor), a pressure sensor, etc. Sensing the parameter may also include indirect measurement by a physical sensorAnd/or any output parameter calculated based on readings of the physical sensor. As used herein, a measured value from a sensed parameter may refer to any value that is related to the sensed parameter and that is indicative of a state of power system 10. For example, the measurements may include machine and environmental parameters such as compression ratio, turbocharger efficiency, after cooler characteristics, temperature values, pressure values, ambient conditions, fuel rates, engine speeds, and the like. The measurements may be included in inputs to be provided to one or more virtual sensors.

Sensor system 44 may be configured to coincide with electronic control module 42, may be configured as a separate control system, and/or may be configured as part of other control systems. Further, the electronic control module 42 may implement the sensor system 44 using computer software, hardware, or a combination of software and hardware. For example, electronic control module 42 may execute instructions to cause sensors of sensor system 44 to sense and/or generate sensing parameter values based on the computational model and other parameters.

In operation, the computer software instructions may be stored in the electronic control module 42 or loaded into the electronic control module 42. Electronic control module 42 may execute computer software instructions to perform various control functions and processes to control power system 10 and automatically adjust engine operating parameters, such as fuel injection timing and pressure, one or more operating temperatures, etc. Additionally or alternatively, electronic control module 42 may execute computer software instructions to generate and/or operate sensor system 44 to provide engine temperature values, engine pressure values, engine emissions values, engine speed values, actuator or valve position values, and/or other parameter values for monitoring and/or controlling power system 10.

Electronic control module 42 may also identify, obtain, and/or determine parameters associated with operating conditions (e.g., sensed by sensor system 44) or settings corresponding to power system 10, such as engine speed, fuel ratio or quantity, injection timing, intake manifold temperature (IMAT), intake manifold pressure (IMAP), end of Intake Valve Actuation (IVA) current, intake valve actuation timing, intake throttle position, air injection pressure, fuel injection pressure, torque delivered by the engine, total fuel injection quantity, exhaust pressure, number of cylinders 14 fired, oxygen/fuel mole ratio, ambient temperature, ambient pressure (e.g., atmospheric pressure), mass flow through particulate collection device 32, exhaust back pressure valve position, emission mode, coolant temperature, total mass flow introduced in multiple emission mode, intermittent in multiple emission mode (e.g., the length of time between transmissions), etc. Certain parameters may be measured by certain physical sensors (e.g., high precision laboratory-grade physical sensors), or they may be generated by other control systems.

As described above, fig. 1 is provided as an example. Other examples are possible and may differ from the example described in connection with fig. 1.

FIG. 2 is a diagram of an exemplary engine misfire mitigation system 200 (referred to herein as "system 200") in which systems and/or methods described herein may be implemented. As shown in FIG. 2, the system 200 may include one or more sensors 210 (individually referred to as "sensors 210," collectively referred to as "individual sensors 210"), a fuel system 40, and an electronic control module 42. As further shown in FIG. 2, the electronic control module 42 may include a misfire mitigation module 220 and a hydrocarbon mapping module 230. The devices of system 200 may be interconnected via wired connections, wireless connections, or a combination of wired and wireless connections.

Sensors 210 may include any type of sensor configured to measure an operating condition of power system 10. The sensors 210 may be individual sensors of the sensor system 44, as described herein. For example, sensors 210 may include temperature sensors (e.g., to detect temperatures of air, exhaust gases, components, coolant, etc.), position sensors (e.g., to detect positions of valves, actuators, engine components (e.g., pistons), etc.), speed sensors (e.g., to detect engine speed, machine speed, etc.), pressure sensors (e.g., to detect measurements of compression of air or fuel in power system 10), emission sensors (e.g., to detect emission levels of power system 10), and/or the like.

The sensors 210 may be associated with sensed parameters that may be used to determine the probability of hydrocarbons being present within the exhaust of the exhaust system 18, as described herein. For example, the sensed parameter value of sensor 210 may be indicative or indicative of a measurement of sensor 210, such as a measured temperature of a temperature sensor (e.g., an ambient temperature), a timing of valve opening and/or closing measured by a position sensor, an engine speed measured by a speed sensor, an actuator position measured by a position sensor, emissions measured by an emissions sensor (e.g., for detecting hydrocarbons in exhaust of exhaust system 18), a pressure measured by a pressure sensor, and/or the like.

As described herein, misfire mitigation module 220 may include one or more devices configured to perform engine misfire mitigation. As shown, misfire mitigation module 220 may be included within electronic control module 42 and/or implemented by electronic control module 42. The misfire mitigation module 220 may be configured to identify a likelihood of engine 12 misfire via a user interface and/or default settings and control the fuel system 40 to mitigate the likelihood of engine 12 misfire. For example, the misfire mitigation module 220 may determine a likelihood of hydrocarbons in the exhaust system 18 and adjust fuel injection pressure and/or timing of fuel injection to prevent (or mitigate) misfire in the engine 12.

According to some implementations described herein, the misfire mitigation module 220 is configured to identify an operating condition of the engine 12. For example, the operating conditions may include engine speed of engine 12, ambient temperature of power system 10, intake air pressure in intake system 16, fuel injection pressure of fuel system 40, and the like. The misfire mitigation module 220 may receive and/or obtain measurements from the sensors 210 to determine and/or estimate operating conditions of the engine 12.

In some implementations, the operating conditions of the misfire mitigation module 220 may include air pressure in a combustion chamber of the engine 12. In this case, the air pressure in the combustion chamber may be measured via one or more sensors 210, may be calculated using measurements from the sensors, and/or estimated from a mapping of measurements from the sensors to the air pressure in the combustion chamber. Accordingly, the misfire mitigation module 220 may calculate the air pressure in the combustion chamber of the engine 12.

According to some implementations, the misfire mitigation module 220 may be configured to determine the amount of hydrocarbons and/or a probability that the amount of hydrocarbons is in the exhaust of the exhaust system 18. The hydrocarbons may contribute to or be associated with white smoke emitted into the atmosphere from exhaust system 18. The hydrocarbons may be unburned hydrocarbons from combustion in the cylinders 14 of the engine 12. Thus, the presence of hydrocarbons may indicate a misfire occurring in the cylinders 14 of the engine 12.

According to some implementations, the misfire mitigation module 220 may determine whether the amount of hydrocarbons estimated to be in the exhaust system 18 meets a threshold (e.g., is greater than or equal to a threshold amount). In this case, if the amount of hydrocarbons satisfies the threshold, the misfire mitigation module 220 may determine that a misfire may occur in the engine 12. Thus, a particular threshold amount of hydrocarbons may correspond to or indicate a likelihood that the engine 12 may stall.

In some implementations, the misfire mitigation module 220 may determine a probability that hydrocarbons are present in an exhaust system of the engine based on the operating conditions. For example, certain operating conditions (e.g., relatively cold ambient temperature, relatively low intake pressure, relatively high fuel injection pressure, and/or the like) may indicate a potential misfire in the engine 12. Such information may be mapped, maintained (e.g., using the hydrocarbon mapping module 230), and/or calculated (e.g., based on one or more measured or parameter values). In this case, the misfire mitigation module 220 may reference a map of current operating conditions of the engine 12 and a probability that hydrocarbons are present in the exhaust system 18. Based on the map, misfire mitigation module 220 may determine whether a misfire occurred and/or whether to control or adjust fuel system 40 to prevent and/or mitigate the misfire.

As described above, the threshold amount of hydrocarbons that may be in exhaust system 18 may correspond to an amount of hydrocarbons that cause an engine stall at an engine speed of engine 12. Thus, the threshold amount may be a variable that depends on one or more other operating conditions (e.g., ambient temperature, engine speed, etc.). Accordingly, the threshold amount of hydrocarbons may be calculated, stored, and/or maintained by the hydrocarbon mapping module 230. In some implementations, the misfire mitigation module 220 may determine an engine speed of the engine 12, estimate an amount of hydrocarbons present in the exhaust system based on the engine speed, and determine whether the amount of hydrocarbons present in the exhaust system 18 is greater than a threshold amount of hydrocarbons indicative of the misfire engine 12 at the engine speed.

Accordingly, the misfire mitigation module 220 may determine a probability that a quantity (e.g., a threshold quantity) of hydrocarbons is present in the exhaust system based on a mapping of operating conditions (e.g., air pressure of the combustion chamber, ambient temperature, intake pressure, fuel injection pressure, engine speed, and/or the like) and a probability that a threshold quantity of hydrocarbons is present in the exhaust system 18.

According to some implementations, the misfire mitigation module 220 may be configured to determine the amount of fuel injection pressure based on a probability that a hydrocarbon (or a specified amount of a hydrocarbon) is present in the exhaust system 18. For example, the misfire mitigation module 220 may use a map of the probabilities of hydrocarbons present in the exhaust system 18 and the fuel injection pressures for the respective probabilities (e.g., a map maintained by the hydrocarbon mapping module 230). In some implementations, the maps may be based on particular operating conditions of engine 12 (e.g., engine speed, ambient temperature, and/or the like).

In some implementations, the misfire mitigation module 220 may determine to adjust the fuel injection pressure based on a probability that hydrocarbons are present in the exhaust system 18 of the engine 12 and/or an air pressure of a combustion chamber of the engine 12. For example, the misfire mitigation module 220 may determine to decrease the current fuel injection pressure based on an operating condition of the engine 12. In this case, the misfire mitigation module 220 may determine to decrease the fuel injection pressure at a particular engine speed and/or when the fuel system 40 injects fuel at a particular fuel injection pressure. The misfire mitigation module 220 may then determine that the current fuel injection pressure is greater than the fuel injection pressure that should be used under the corresponding operating condition (e.g., as indicated by the map). Accordingly, the misfire mitigation module 220 may determine to reduce the fuel injection pressure to mitigate engine misfire.

In some implementations, the misfire mitigation module 220 may determine to reduce the fuel injection pressure to match and/or be similar to the air pressure in the combustion chamber of the engine 21. For example, the operating condition indicates that the air pressure in the combustion chamber of the engine is less than or equal to the current fuel injection pressure. As such, the misfire mitigation module 220 may determine that the air pressure of the combustion chamber is less than a threshold amount corresponding to the current fuel injection pressure and decrease the fuel injection pressure based on the air pressure of the combustion chamber.

According to some implementations, the misfire mitigation module 220 may be configured to pressurize fuel in the fuel system 40 to a particular fuel injection pressure to substantially prevent engine misfire. For example, the misfire mitigation module 220 may instruct the fuel system 40 to decrease fuel injection pressure within the fuel system 40 by controlling a fuel pump of the fuel system to decrease fuel pressure within the fuel system 40 before fuel is released into a combustion chamber of the engine 12. In some implementations, the misfire mitigation module 220 may be configured to be less than or equal to an air pressure of a combustion chamber of the cylinder 14 of the engine 12. In some implementations, the air pressure of the combustion chamber may be used as a parameter to determine the maximum fuel injection pressure of the fuel. Additionally or alternatively, the misfire mitigation module 220 may be configured to advance a timing of fuel injection into a combustion chamber of the engine 12.

In some implementations, misfire may be substantially prevented such that misfire is prevented 100% of the time, and in such cases, may be used interchangeably with the terms preventing and/or mitigating. In some implementations, substantially preventing may refer to preventing 95% or more, 90% or more, and/or the like of misfire depending on the configuration and/or specifications of engine misfire mitigation system 200.

In some implementations, after the misfire mitigation module 220 decreases the fuel injection pressure (e.g., determines the fuel injection pressure using air pressure in a combustion chamber of the engine 12 as a parameter (e.g., according to a map)), the misfire mitigation module 220 may determine that hydrocarbons are no longer present in the exhaust system 18. For example, the operating conditions (e.g., engine speed, intake air temperature, intake air pressure, etc.) may indicate a likelihood that the engine 12 is warmed up and/or that no more hydrocarbons are present in the exhaust system 18. In this case, the misfire mitigation module 220 may determine that the fuel injection pressure is to be increased and cause the fuel injection pressure to increase to be greater than the air pressure of the combustion chamber of the engine. For example, the misfire mitigation module 220 may instruct the fuel system 40 to increase the injection fuel pressure of the engine 12.

The hydrocarbon mapping module 230 may be any suitable data structure (e.g., a database, table, index, chart, etc.) that may store parameter values associated with the sensors 210 that are mapped to a probability of hydrocarbons in the exhaust system 18 and/or an amount of hydrocarbons in the exhaust system 18. The hydrocarbon mapping module 230 may be updated and/or populated with empirical data found in association with measuring the amount of hydrocarbons in the exhaust system 18 at particular operating conditions of the engine 12. For example, the map may indicate that there is a likelihood of hydrocarbons and/or an amount of hydrocarbons when the engine 12 is operating at a particular speed, injecting fuel at a particular timing, and/or injecting fuel at a particular fuel pressure. In some implementations, the misfire mitigation module 220 may obtain and/or use the map maintained by the hydrocarbon mapping module 230 to perform engine misfire mitigation as described herein. For example, the map in the hydrocarbon mapping module 230 may be used as an input value to determine whether the engine 12 is likely to experience a misfire and/or whether the engine 12 has hydrocarbons in the exhaust system 18 to determine whether the fuel injection pressure should be adjusted (e.g., decreased or increased) based on the map.

Thus, hydrocarbon mapping module 230 may maintain and/or include a plurality of tables, maps, etc. corresponding to various measurements associated with sensors 210 and/or settings associated with power system 10 and/or fuel system 40. Thus, depending on the environmental characteristics of power system 10, different maps may be used to perform engine stall mitigation.

The number and arrangement of the devices shown in fig. 2 are provided as examples. In practice, there may be more devices, fewer devices, different devices, or a different arrangement of devices than those shown in FIG. 2. Further, two or more of the devices shown in FIG. 2 may be implemented within a single device or a single device shown in FIG. 2 may be implemented as multiple distributed devices. Additionally or alternatively, a group of devices (e.g., one or more devices) of system 200 may perform one or more functions described as being performed by another group of devices of system 200.

FIG. 3 is a flow chart of an exemplary process 300 associated with engine misfire mitigation. In some implementations, one or more of the process blocks of fig. 3 may be performed by an engine control module (e.g., electronic control module 42 using misfire mitigation module 220 and/or hydrocarbon mapping module 230). In some implementations, one or more of the process blocks of fig. 3 may be performed by another device or group of devices separate from or including the engine control module, such as a fuel system (e.g., fuel system 40), a sensor (e.g., sensor 210), and/or the like.

As shown in FIG. 3, the process 300 may include identifying an operating condition of the engine (block 310). For example, an engine control module (e.g., using misfire mitigation module 220) may identify an operating condition of the engine, as described above.

As further shown in FIG. 3, the process 300 may include determining a probability that a threshold amount of hydrocarbons is present in an exhaust system of the engine based on the operating conditions, where the threshold amount of hydrocarbons corresponds to a likelihood that the engine may stall (block 320). For example, the engine control module (e.g., using misfire mitigation module 220) may determine a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on the operating conditions, as described above. In some implementations, the threshold amount of hydrocarbons corresponds to a likelihood that the engine may stall.

As further shown in FIG. 3, the process 300 may include determining an amount of fuel injection pressure based on a probability that a threshold amount of hydrocarbons are present in the exhaust system (block 330). For example, the engine control module (e.g., using the misfire mitigation module 220 and the hydrocarbon mapping module 230) may determine the amount of fuel injection pressure based on a probability that a threshold amount of hydrocarbons are present in the exhaust system, as described above.

As further shown in FIG. 3, the process 300 may include pressurizing fuel to a fuel injection pressure amount to substantially prevent engine misfire, wherein the fuel is in a fuel system that provides fuel to the engine (block 340). For example, the engine control module (e.g., using misfire mitigation module 220) may cause fuel to be pressurized to a fuel injection pressure amount to substantially prevent engine misfire, as described above. In some implementations, the fuel is in a fuel system that provides fuel to the engine.

Process 300 may include additional implementations such as any single implementation or any combination of implementations described below and/or in conjunction with one or more other processes described elsewhere herein.

In some implementations, the operating condition includes air pressure in a combustion chamber of the engine. In some implementations, the operating condition includes at least one of an ambient temperature, a current fuel injection pressure, or an intake air pressure.

In some implementations, the engine control module may calculate an air pressure in a combustion chamber of the engine based on the operating conditions. In some implementations, the amount of fuel injection pressure is based on air pressure in the combustion chamber.

In some implementations, when determining the probability of the threshold amount of hydrocarbons being present in the exhaust system, the engine control module may reference a map of the operating conditions and the probability of the threshold amount of hydrocarbons being present in the exhaust system and determine the probability of the threshold amount of hydrocarbons being present in the exhaust system based on the map.

In some implementations, the engine control module may determine the amount of fuel injection pressure to decrease based on operating conditions when determining the amount of fuel injection pressure. In some implementations, the operating condition may indicate air pressure in a combustion chamber of the engine based on the amount of fuel injection pressure.

In some implementations, when causing the fuel to be pressurized to the fuel injection pressure amount, the engine control module may control a fuel pump of the fuel system to reduce the fuel pressure within the fuel system before the fuel is released into a combustion chamber of the engine.

Additionally or alternatively, a process as described herein may include estimating an air pressure of a combustion chamber of the engine based on measurements from the sensor system. For example, the engine control module (e.g., using misfire mitigation module 220) may estimate air pressure of a combustion chamber of the engine based on measurements from the sensor system, as described above.

Such a process may include determining a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on air pressure of the combustion chamber. For example, the engine control module (e.g., using the misfire mitigation module 220 and the hydrocarbon mapping module 230) may determine a probability that a threshold amount of hydrocarbons are present in the exhaust system of the engine based on the air pressure of the combustion chamber, as described above.

Such a process may include determining to adjust fuel injection pressure based on a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine and an air pressure of a combustion chamber. For example, the engine control module (e.g., using misfire mitigation module 220) may determine to adjust the fuel injection pressure based on a probability that a threshold amount of hydrocarbons are present in an exhaust system of the engine and an air pressure of a combustion chamber, as described above.

Such a process may include causing the fuel system to reduce fuel injection pressure. For example, the engine control module (e.g., using misfire mitigation module 220) may cause the fuel system to reduce fuel injection pressure, as described above.

Such processes may include additional implementations, such as any single implementation or any combination of implementations described below and/or in conjunction with one or more other processes described herein.

In some implementations, the engine control module may instruct the fuel system to reduce the fuel injection pressure to less than or equal to the air pressure of the combustion chamber when causing the fuel system to reduce the fuel injection pressure. In some implementations, the air pressure is estimated based on at least one of an ambient temperature or an intake air pressure measured by the sensor system.

In some implementations, the engine control module may determine that the air pressure of the combustion chamber is less than a threshold amount when it is determined to adjust the fuel injection pressure. In some implementations, the fuel injection pressure is adjusted based on the air pressure of the combustion chamber and/or based on determining that the air pressure of the combustion chamber is less than a threshold amount.

In some implementations, the engine control module may advance the timing of fuel injection into a combustion chamber of the engine based on a probability that a threshold amount of hydrocarbons are present in the exhaust system. In some implementations, the engine control module may determine the probability of the threshold amount of hydrocarbons being present in the exhaust system based on a mapping of air pressure to the probability of the threshold amount of hydrocarbons being present in the exhaust system. In some implementations, the threshold amount of hydrocarbons corresponds to an amount of hydrocarbons that cause the engine to stall at an engine speed of the engine.

Additionally or alternatively, a process as described herein may include determining an operating condition of the engine based on an ambient temperature associated with the engine and an intake air pressure of the engine. For example, an engine control module (e.g., using misfire mitigation module 220) may determine an operating condition of the engine based on an ambient temperature associated with the engine and an intake pressure of the engine, as described above.

Such a process may include determining, based on the operating conditions, that a threshold amount of hydrocarbons is present in an exhaust system of the engine, where the threshold amount of hydrocarbons indicates that the engine is at risk of stalling. For example, the engine control module (e.g., using misfire mitigation module 220) may determine that a threshold amount of hydrocarbons are present in an exhaust system of the engine based on the operating conditions, as described above. In some implementations, the threshold amount of hydrocarbons indicates that the engine is at risk of stalling.

Such a process may include determining to lower the fuel injection pressure based on a determination that a threshold amount of hydrocarbons are present in the exhaust system. For example, the engine control module (e.g., using misfire mitigation module 220) may determine to reduce the fuel injection pressure based on determining that a threshold amount of hydrocarbons are present in the exhaust system, as described above.

Such a process may include reducing the fuel injection pressure to an air pressure based on the engine combustion chamber. For example, the engine control module (e.g., using misfire mitigation module 220) may cause the fuel injection pressure to be reduced to an air pressure based on a combustion chamber of the engine, as described above.

Such processes may include additional implementations, such as any single implementation or any combination of implementations described below and/or in conjunction with one or more other processes described herein.

In some implementations, the engine control module may determine the air pressure of the combustion chamber based on operating conditions of the engine. In some implementations, when it is determined that a threshold amount of hydrocarbons is present in the exhaust system, the engine control module may determine an engine speed of the engine and estimate the amount of hydrocarbons present in the exhaust system based on the speed of the engine and a map of the amount of hydrocarbons in the exhaust system with ambient temperature and intake pressure at a particular engine speed of the engine.

In some implementations, the engine control module may decrease the fuel injection pressure by causing the fuel system to decrease a fuel pressure in the fuel system when fuel is injected into the combustion chamber. In some implementations, the operating conditions are determined by obtaining measurements from one or more sensors that measure the operating conditions of the engine.

In some implementations, after reducing the fuel injection pressure to less than or equal to the air pressure, the engine control module may determine that a threshold amount of hydrocarbons are not present in an exhaust system of the engine based on the operating conditions, determine to increase the fuel injection pressure based on determining that the threshold amount of hydrocarbons are not present in the exhaust system, and increase the fuel injection pressure to greater than the air pressure of a combustion chamber of the engine.

Although fig. 3 shows exemplary blocks of the process 300, in some implementations, the process 300 may include more blocks, fewer blocks, different blocks, or a different arrangement of blocks than those shown in fig. 3. Additionally or alternatively, two or more blocks of the process 300 may be performed in parallel.

Industrial applicability

In an internal combustion engine (e.g., a diesel engine), misfire may occur under certain conditions (e.g., relatively cold ambient temperatures). In this case, the engine may generate white smoke (e.g., which includes unburned hydrocarbons) in the exhaust of the engine. White smoke may be harmful to the environment and/or affect one or more components of the engine power system (e.g., an aftertreatment system and/or an exhaust system). While adjusting the timing of when fuel is injected within a combustion chamber of an engine may be used to mitigate white smoke, in some implementations, engine misfire may still occur and white smoke may still be present in the exhaust of the engine.

In some implementations, certain operating conditions may cause the pressure of air within a combustion chamber of the engine to be greater than the pressure of fuel when fuel is injected into the combustion chamber. As such, the injected fuel, by virtue of having a lower pressure, may be forced to the periphery of the combustion chamber where it may not combust completely during combustion. As a result, unburned hydrocarbons from the fuel may be emitted in the exhaust gas, resulting in white smoke in the exhaust gas. Thus, some implementations described herein use maximum fuel injection pressure to ensure that most or all of the injected fuel is combusted in the combustion chamber during combustion. The maximum fuel injection pressure may be based on or correspond to an estimated or measured air pressure in the combustion chamber.

As described herein, the air pressure in the combustion chamber may be based on the operating conditions of the engine (e.g., ambient temperature, intake air pressure, etc.). As such, some implementations as described herein estimate air pressure within a combustion chamber based on operating conditions of the engine. In some implementations, the estimated air pressure may correspond to a maximum fuel injection pressure of the fuel when the fuel is to be injected into the combustion chamber.

Accordingly, some implementations described herein may save costs associated with engine operation by reducing the likelihood of engine stall and/or the release of white smoke through the exhaust of the engine. For example, by ensuring that the injected fuel has the same or lower pressure than air in the combustion chamber of the engine, engine stall may be prevented by allowing most or all of the fuel to combust within the combustion chamber. As such, avoiding an engine stall may avoid wasting resources associated with engine operation. For example, fuel resources may be saved relative to previous techniques because the engine may burn fuel more efficiently; financial resources may be saved because the cost of engine operation may be reduced due to improved efficiency; hardware resources may be saved by reducing the harmful effects of white smoke on engine components; environmental and/or natural resources can be conserved by reducing pollution associated with white smoke; and so on.

As used herein, the articles "a" and "an" are intended to include one or more items and may be used interchangeably with "one or more". Further, as used herein, the terms "having," "with," and the like are intended to be open-ended terms. Further, the phrase "based on" is intended to mean "based, at least in part, on".

The foregoing invention provides illustration and description, but is not intended to be exhaustive or to limit the implementations to the precise form disclosed. Modifications and variations are possible in light of the above teachings or may be acquired from practice of the implementations. It is intended that the specification be considered as exemplary only, with a true scope of the disclosure being indicated by the following claims and their equivalents. Although particular combinations of features are recited in the claims and/or disclosed in the specification, these combinations are not intended to limit the disclosure of possible implementations. Although each dependent claim listed below may be directly dependent on only one claim, the disclosure of possible implementations includes a combination of each dependent claim with every other claim in the set of claims.