1. A distributed management system, comprising:
a backplane; and
a plurality of drive assemblies communicatively coupled to the backplane via a communication channel,
wherein each of the plurality of drive assemblies includes a computing device, and
wherein each of the computing devices is to provide drive environmental data and control a light source.
2. The system of claim 1, wherein each of the computing devices is located on a substrate affixed to a drive carrier of each of the plurality of drive assemblies.
3. The system of claim 1, wherein each of the computing devices does not include the same feature set.
4. The system of claim 1, wherein, if the computing device of one of the plurality of drive assemblies fails, the computing device of the other of the plurality of drive assemblies continues to operate.
5. The system of claim 1, wherein, if one of the plurality of drive assemblies is removed, the backplane and the other of the plurality of drive assemblies continue to operate.
6. The system of claim 1, wherein each of the computing devices is further to provide drive assembly location information.
7. The system of claim 1, wherein each of the computing devices is further to provide bay presence information.
8. The system of claim 1, wherein the environmental data comprises measured temperature information, measured airflow information, or measured vibration information.
9. A distributed management system, comprising:
a backplane; and
a plurality of drive assemblies communicatively coupled to the backplane via a communication channel,
wherein each of the plurality of drive assemblies includes a computing device,
wherein, if the computing device of one of the plurality of drive assemblies fails, the computing device of the other of the plurality of drive assemblies continues to operate, and
wherein, if one of the plurality of drive assemblies is removed, the backplane and the other of the plurality of drive assemblies continue to operate.
10. The system of claim 9, wherein each of the computing devices does not include the same feature set.
11. The system of claim 9, wherein each of the computing devices is to provide drive environmental data and control a light source
12. A drive carrier for use in distributed management system, the drive carrier comprising:
a substrate;
a light source located on the substrate; and
a computing device located on the substrate and communicatively coupled to the light source,
wherein the computing device is to provide drive environmental data and control the light source.
13. The drive carrier of claim 12, wherein the environmental data comprises measured temperature information, measured airflow information, or measured vibration information.
14. The drive carrier of claim 12, wherein computing device is further to provide assembly location information.
15. The drive carrier of claim 12, wherein the computing device is further to provide bay presence information.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A method of controlling engine ignition timing, comprising using estimated MBT timing criterion and ignition diagnostics to control the engine ignition timing, wherein said ignition diagnostics comprises knock and misfire information, wherein said step of using estimated MET timing criterion and ignition diagnostics to control engine ignition timing, comprises the following steps:
calculating said MBT timing criterion, said knock information and said misfire information;
generating an error signal by comparing said MBT criterion with a reference signal;
outputting said error signal to a controller;
producing a proportional error signal by multiplying said error signal by a proportional gain;
producing an integrated error signal by integrating said error signal with an integral gain;
resetting said integrated error signal if an engine is knock or misfire limited;
outputting a feedforward signal; and
outputting a timing signal by summing said proportional error signal, said integrated error signal and said feedforward signal.
2. The method of controlling engine ignition timing according to claim 1 further comprising the steps of:
modifying open loop MBT timing over an engine operation map; and
compensating said engine for engine-to-engine variations.
3. The method of controlling engine ignition timing according to claim 1 wherein said integrated error signal is reset by a knock limit manager if said engine is knock limited.
4. The method of controlling engine ignition timing according to claim 1 wherein said integrated error signal is reset by a misfire limit manager if said engine is misfire limited.
5. The method of controlling engine ignition timing according to claim 1 wherein each cylinder is controlled individually and wherein said MBT timing criteria, said knock information and said misfire information is calculated for each cylinder.
6. The method of controlling engine ignition timing according to claim 1 wherein the engine ignition timing is controlled using an averaged approach, comprising the step of:
controlling all cylinders globally by using a single MBT timing control parameter, worst case knock information and worst case misfire information.
7. The method of controlling engine ignition timing according to claim 1 wherein the engine ignition timing is controlled using a mixed approach, comprising the steps of:
using one MBT timing control parameter for all cylinders;
using individual cylinder knock information; and
using individual cylinder misfire information.
8. The method of controlling engine ignition timing according to claim 1 wherein said integrated error signal is reset by a knock limit manager if said engine is knock limited and wherein said integrated error signal is reset by a misfire limit manager if said engine is misfire limited.
9. The method of controlling engine ignition timing according to claim 3 further comprising the steps of:
moving an advance limit signal in an advance direction when there is no knock;
leaving said advance limit signal unchanged when there is a inaudible knock; and
moving said advance limit signal in the retard direction when said engine is knocking.
10. The method of controlling engine ignition timing according to claim 4 further comprising the steps of:
moving a retard limit signal in a retard direction when said engine is not at partial burn;
moving said retard limit signal in an advance direction when said engine is at partial burn; and
moving said retard limit signal in an advance direction by adding a correction when said engine misfires.
11. The method of controlling engine ignition timing according to claim 8 further comprising the steps of:
moving an advance limit signal in an advance direction when there is no knock;
leaving said advance limit signal unchanged when there is a inaudible knock;
moving said advance limit signal in the retard direction when said engine is knocking;
moving a retard limit signal in a retard direction when said engine is not at partial burn;
moving said retard limit signal in an advance direction when said engine is at partial burn; and
moving said retard limit signal in an advance direction by adding a correction when said engine misfires.
12. A closed loop MBT timing controller, comprising:
a proportional and integral controller,
a knock limit manager operably connected to said proportional and integral controller,
a misfire limit manager operably connected to said proportional and integral controller, and
a saturation manager operably connected to said proportional and integral controller, wherein said proportional and integral controller comprises:
a proportional controller;
an integral controller operably connected to said proportional controller;
a feedforward controller operably connected to said proportional controller; and
a reset manager operably connected to said integral controller.
13. The closed loop MBT timing controller according to claim 12 wherein said proportional and integral controller further comprises an adaptive learning controller operably connected to said feedforward controller.
14. A closed loop MBT timing controller, comprising:
a plurality of knock limit managers, wherein each of said plurality of knock limit managers corresponds to one of a plurality of cylinders;
a plurality of misfire limit managers, wherein each of said plurality of knock limit managers corresponds to one of said plurality of cylinders;
a plurality of proportional and integral controllers, wherein each of said proportional and integral controllers corresponds to one of said plurality of cylinders, and
a saturation manager operably connected to said plurality of proportional and integral controllers.
15. A closed loop MBT timing controller, comprising:
a proportional and integral controller;
a saturation manager operably connected to said proportional and integral controller;
a plurality of knock limit managers operably connected to said proportional and integral controller, wherein each of said plurality of knock limit managers corresponds to one of a plurality of cylinders;
a plurality of misfire limit managers operably connected to said proportional and integral controller, wherein each of said plurality of misfire limit managers corresponds to one of said plurality of cylinders; and
wherein said proportional and integral controller controls all of said plurality of cylinders.
16. A closed loop MBT timing controller, comprising:
a single proportional and integral controller,
a single knock limit manager operably connected to said proportional and integral controller, and
a single misfire limit manager operably connected to said proportional and integral controller, and
a saturation manager operably connected to said proportional and integral controller, wherein said single proportional and integral controller uses a single MBT timing control parameter, said knock limit manager uses worst case knock information and said misfire limit manager uses worst case misfire information, whereby all cylinders are controlled globally.
17. A closed loop MBT timing controller, comprising:
a plurality of proportional and integral controllers, wherein each of said proportional and integral controllers corresponds to one of a plurality of cylinders, wherein each of said plurality of proportional and integral controllers comprises:
(i) a proportional controller,
(ii) an integral controller operably connected to said proportional controller,
(ii) a feedforward controller operably connected to said proportional controller, and
(iv) a reset manager operably connected to said integral controller;
a plurality of knock limit managers operably connected to said plurality of proportional and integral controllers, wherein each of said plurality of knock limit managers corresponds to one of said plurality of cylinders;
a plurality of misfire limit managers operably connected to said plurality of proportional and integral controller, wherein each of said plurality of misfire limit managers corresponds to one of said plurality of cylinders; and
a saturation manager operably connected to said plurality of proportional and integral controllers.