Engine combustion control with ignition timing by pressure ratio management

Claim 2

An ignition timing control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chamber comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion and at a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; and means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one, whereby combustion timing is controlled in closed loop to an MBT value.

Claim 3

The ignition timing control of claim 1 in which the second predetermined crankshaft rotational angle is 90 degrees after tdc.

Claim 4

The ignition timing control of claim 1 in which the signals of combustion pressure are derived directly from the sensed combustion chamber pressures at the first and second crankshaft rotational angles and the motored pressures are derived from combustion chamber pressure at a third crankshaft rotational angle prior to combustion in which combustion chamber volume is equal to the combustion chamber volume at one of the first and second predetermined crankshaft rotational angles.

Claim 5

The ignition timing control of claim 3 in which the second predetermined crankshaft rotational angle is 90 degrees after tdc.

Claim 6

The ignition timing control of claim 4 in which the third predetermined crankshaft rotational angle is 90 degrees before tdc.

Claim 7

The ignition timing control of claim 5 in which the motored pressure at 90 degrees after tdc is derived directly from the sensed combustion chamber pressure at 90 degrees before tdc and the motored pressure at the first predetermined crankshaft rotational angle is derived from the combustion chamber pressure at 90 degrees before tdc as the inverse ratio of the volumes of the combustion chamber at the two predetermined crankshaft angles raised to the power of the polytropic index.

Claim 8

An ignition timing control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chamber comprising, in combination: a pressure sensor responsive to combustion chamber pressure to generate an output voltage, the pressure sensor being linear with a gain and bias which do not significantly vary during a single engine cycle; means effective to sample the output voltage of the pressure sensor at first and second predetermined crankshaft rotational angles in the compression stroke prior to combustion, at a third predetermined crankshaft rotational angle during combustion and at a fourth predetermined crankshaft rotational angle at substantially complete combustion, the first and fourth predetermined crankshaft angles having identical combustion chamber volumes; means effective to derive, from the sensor voltage outputs at the first, second, third and fourth predetermined crankshaft rotational angles, the ratio of first and second pressure ratios, the first and second pressure ratios being the ratios of combustion pressure indicated by the pressure sensor to motored pressure at the third and fourth predetermined crankshaft rotational angles, respective1y; and means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one, whereby combustion timing is controlled in closed loop to an MBT value.

Claim 9

An ignition timing control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chamber comprising, in combination: a pressure sensor responsive to combustion chamber pressure to generate an output voltage, the pressure sensor being linear with a gain and bias which do not significantly vary during a single engine cycle; means effective to sample the output voltage of the pressure sensor at first and second predetermined crankshaft rotational angles in the compression stroke prior to combustion, at a third predetermined crankshaft rotational angle during combustion and at a fourth predetermined crankshaft rotational angle at substantially complete combustion, the first and fourth predetermined crankshaft angles having identical combustion chamber volumes; means effective to derive, from the sensor voltage outputs at the first, second, third and fourth predetermined crankshaft rotational angles, the ratio of first and second pressure ratios, the first and second pressure ratios being the ratios of combustion pressure indicated by the pressure sensor to motored pressure at the third and fourth predetermined crankshaft rotational angles, respective1y; and means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one, whereby combustion timing is controlled in closed loop to an MBT value.

Claim 10

The ignition timing control of claim 7 in which the ratio of the first and second pressure ratios is derived according to the following equations: B=K1[(E3-Ebias)-(E1-Ebias)/K1/(E4-E1) wherein Ebias=(E1-K2E2)/(1-K2), K1=(V3/V4) n , K2=(V2/V1) n , n is the polytropic index and E1, E2, E3, E4 and V1, V2, V3, V4 are sensor output voltages and combustion chamber volumes, respectively, at the first, second, third and fourth predetermined crankshaft rotational angles.

Claim 11

The ignition timing control of claim 7 in which the fourth predetermined crankshaft rotational angle is 90 degrees after tdc and the first predetermined crankshaft rotational angle is 90 degrees before tdc.

Claim 12

The ignition timing control of claim 8 in which the first and second predetermined crankshaft rotational angles are, respectively, 90 degrees and 60 degrees before tdc and the third and fourth predetermined crankshaft rotational angles are, respectively, 10 degrees and 90 degrees after tdc.

Claim 13

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas f1ow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion and at a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to adjust the diluent gas flow to maintain the second pressure ratio at a predetermined value, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 14

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas f1ow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion and at a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to adjust the diluent gas flow to maintain the second pressure ratio at a predetermined value, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 15

An ignition timing control according to claim 11 in which the means responsive to combustion chamber pressure is effective to generate an output signal voltage in a linear manner, with a gain and bias which do not significantly vary during a single engine cycle, in response to combustion chamber pressure at the first and second predetermined crankshaft angles and is further effective to generate such output signal voltages at third and fourth predetermined crankshaft rotational angles during the compression stroke prior to combustion, the third predetermined crankshaft rotational angle having a combustion chamber volume substantially equal to the second.

Claim 16

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas flow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion, a second predetermined crankshaft rotational ang1e at substantially complete combustion and a third predetermined crankshaft rotational angle during combustion; means effective to compute, from the signals, first, second and third pressure ratios of combustion pressure to motored pressure at the first, second and third crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to adjust diluent gas flow to maintain a predetermined ratio between the second and third pressure ratios each decreased by one, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 17

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas flow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion, a second predetermined crankshaft rotational ang1e at substantially complete combustion and a third predetermined crankshaft rotational angle during combustion; means effective to compute, from the signals, first, second and third pressure ratios of combustion pressure to motored pressure at the first, second and third crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to adjust diluent gas flow to maintain a predetermined ratio between the second and third pressure ratios each decreased by one, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 18

An ignition timing control according to claim 13 in which the means responsive to combustion chamber pressure is effective to generate an output signal voltage in a linear manner, with a gain and bias which do not significantly vary during a single engine cycle, in response to combustion chamber pressure at the first, second and third predetermined crankshaft rotational angles and is further effective to generate such output signal voltages at fourth and fifth predetermined crankshaft rotational angles during the compression stroke prior to combustion, the fourth and fifth predetermined crankshaft rotational angle having combustion chamber volumes substantially equal to the second and third, respectively.

Claim 19

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas flow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion and a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and

Claim 20

A combustion control for an internal combustion engine of the type having a combustion chamber, a rotating crankshaft, ignition apparatus for the combustion chamber and diluent gas flow control apparatus comprising, in combination: means responsive to combustion chamber pressure to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotational angle during combustion and a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means responsive to the last means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and

Claim 21

means effective to maintain an average of consecutive ratios of the first and second pressure ratios each decreased by one and adjust diluent gas flow in response to the degree of variation of individual ones of the consecutive ratios from the average, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 22

means effective to maintain an average of consecutive ratios of the first and second pressure ratios each decreased by one and adjust diluent gas flow in response to the degree of variation of individual ones of the consecutive ratios from the average, whereby combustion timing and diluent flow are controlled optimally in closed loop.

Claim 23

An ignition timing control according to claim 15 in which the means responsive to combustion chamber pressure is effective to generate an output signal voltage in a linear manner, with a gain and bias which do not significantly vary during a single engine cycle, in response to combustion chamber pressure at the first and second predetermined crankshaft rotational angles and is further effective to generate such output signal voltages at third and fourth predetermined crankshaft rotational angles during the compression stroke prior to combustion, the third predetermined crankshaft rotational angle having a combustion chamber volume substantially equal to the second.

Claim 24

A combustion control according to claim 15 in which the diluent gas flow is decreased when a predetermined fraction of a number of the consecutive ratios are smaller by a predetermined amount than the average of the consecutive ratios and otherwise to increase the diluent gas flow.

Claim 25

A combustion control for an internal combustion engine of the type having a plurality of combustion chambers, air supply apparatus for the combustion chambers, fuel supply apparatus having individual control for each combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chambers comprising, in combination: means responsive to the pressure in each combustion chamber to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotationa1 angle during combustion and a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to derive from values of the second pressure ratio an average second pressure ratio for all combustion chambers and adjust the fuel supplied to each combustion chamber in accordance with the average second pressure ratio divided by the second pressure ratio for that combustion chamber to even fuel distribution among the combustion chambers, whereby the ignition timing is controlled to MBT and the fuel flow is optimized for lean burn operation.

Claim 26

A combustion control for an internal combustion engine of the type having a plurality of combustion chambers, air supply apparatus for the combustion chambers, fuel supply apparatus having individual control for each combustion chamber, a rotating crankshaft and ignition apparatus for the combustion chambers comprising, in combination: means responsive to the pressure in each combustion chamber to generate signals for a combustion event indicating combustion pressure and motored pressure at a first predetermined crankshaft rotationa1 angle during combustion and a second predetermined crankshaft rotational angle at substantially complete combustion; means effective to compute, from the signals, first and second pressure ratios of combustion pressure to motored pressure at the first and second crankshaft rotational angles, respectively; means to adjust the ignition timing to maintain a predetermined ratio between the first and second pressure ratios each decreased by one; and means effective to derive from values of the second pressure ratio an average second pressure ratio for all combustion chambers and adjust the fuel supplied to each combustion chamber in accordance with the average second pressure ratio divided by the second pressure ratio for that combustion chamber to even fuel distribution among the combustion chambers, whereby the ignition timing is controlled to MBT and the fuel flow is optimized for lean burn operation.

Claim 27

An ignition timing control according to claim 18 in which the means responsive to combustion chamber pressure is effective to generate an output signal voltage in a linear manner, with a gain and bias which do not significantly vary during a single engine cycle, in response to combustion chamber pressure at the first and second predetermined crankshaft rotational angles and is further effective to generate such output signal voltages at third and fourth predetermined crankshaft rotational angles during the compression stroke prior to combustion, the third predetermined crankshaft rotational angle having a combustion chamber volume substantially equal to the second.