EP0474711B1 - Procede de determination du volume d'air de combustion dans les cylindres d'un moteur a combustion interne - Google Patents

Procede de determination du volume d'air de combustion dans les cylindres d'un moteur a combustion interne Download PDF

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Publication number
EP0474711B1
EP0474711B1 EP90908491A EP90908491A EP0474711B1 EP 0474711 B1 EP0474711 B1 EP 0474711B1 EP 90908491 A EP90908491 A EP 90908491A EP 90908491 A EP90908491 A EP 90908491A EP 0474711 B1 EP0474711 B1 EP 0474711B1
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EP
European Patent Office
Prior art keywords
air mass
combustion
cylinder
determined
combustion air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP90908491A
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German (de)
English (en)
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EP0474711A1 (fr
Inventor
Siegfried Ellmann
Manfred Wier
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Siemens AG
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Siemens AG
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Publication of EP0474711B1 publication Critical patent/EP0474711B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor

Definitions

  • the invention relates to a method for determining the combustion air mass that is available in the cylinders of an internal combustion engine for a specific combustion, according to the preamble of claim 1.
  • the combustion air mass available for this must be known exactly.
  • the air mass flowing through the intake manifold is measured using an air mass measurement, e.g. via the opening angle of the throttle valve, the negative pressure or via hot wire air mass meter.
  • this measured air mass does not yet correspond to the combustion air mass.
  • Different gas running times at different speeds, dead times under transient operating conditions, different environmental conditions etc. cause a temporal and a quantitative difference in the measured air mass with respect to the combustion air mass available for a specific combustion cycle.
  • the measured air mass is corrected using correction factors so that it corresponds to the combustion air mass.
  • the correction factors are determined on the engine test bench and in driving tests and are usually stored in a map.
  • the present invention is therefore based on the object of specifying a method in which the correction factors can be optimally adapted again and again during operation of the internal combustion engine.
  • the invention is based on the consideration that the combustion air mass can be determined precisely by measuring the compression pressure curve in the cylinders. This compression pressure is therefore continuously measured by a combustion chamber pressure sensor during each compression stroke in each cylinder. Since the pressure increase during the compression stroke is a polytropic change in state, the combustion air mass can be calculated from the crank mechanism kinematics and the thermodynamic state equations. This combustion air mass is then compared with the combustion air mass determined via the air mass measurement. If there is a deviation, the usual correction is adjusted in the further determination of the air mass so that the deviation disappears.
  • the correction is only changed if deviations have occurred several times in succession. Interference that occurs for a short time is thereby filtered out.
  • An ignition plug 7 in each cylinder is controlled by an ignition system 6.
  • a microcomputer 5 with corresponding input and output interfaces controls the fuel injection and ignition. For this purpose, as input variables it receives a position signal corresponding to the position of the throttle valve 2 and the combustion chamber pressure p via a combustion chamber pressure sensor 4 for each cylinder. Further input variables are the values derived from the corresponding sensors for the speed n, the intake air temperature TAL and the crankshaft position KW.
  • the microcomputer 5 executes the method shown in FIG. 2 before each fuel injection into one of the cylinders.
  • step S1 the position ⁇ of the throttle valve and the speed n of the internal combustion engine are read.
  • An air mass ⁇ L is then determined in step S2 from a map stored in the microcomputer 5.
  • step S4 the air mass correction factor LK is then subtracted from the air mass ⁇ L and the combustion air mass ⁇ LV is thus obtained.
  • step S5 the microcomputer 5 then determines an injection time ti from this combustion air mass ⁇ LV and the speed n and opens the fuel injector 3 assigned to the corresponding cylinder for this injection time ti. As a result, the amount of fuel corresponding to the combustion air mass ⁇ LV enters the cylinder via the fuel injection valve 3 supplied with constant pressure, so that an arbitrarily adjustable, e.g. B. stoichiometric, mixture is present.
  • an arbitrarily adjustable e.g. B. stoichiometric
  • steps S6 to S10 check the combustion air mass ⁇ LV determined by means of the air mass measurement using the combustion chamber pressure p measured by the combustion chamber pressure sensor 4.
  • step S6 the pressure curve during the compression stroke of the cylinder is recorded by means of ongoing individual measurements of the combustion chamber pressure p1 to pm.
  • the crankshaft position KW determines the beginning and end of the compression stroke.
  • the combustion air mass ⁇ LVp resulting from the pressure measurement is then calculated from the crank mechanism kinematics and the thermodynamic gas equations in step S9.
  • step S10 the combustion air masses determined via the air mass measurement (steps S1 to S4) and the combustion air masses determined via the pressure measurement (steps S6 to S9) now follow. If there is no discrepancy in the comparison, the program run is ended.
  • step S11 If, on the other hand, there is a deviation, it is checked in step S11 whether this exceeds a limit value G. If this is not the case, the program run is ended again, since only slight deviations in the combustion air masses determined are irrelevant. Step S12 follows for larger deviations. To rule out temporary, short-term deviations, a check is made to determine whether there have been ten deviations.
  • step S13 one or both characteristic fields of steps S2 and S3 are adapted in step S13.
  • individual map points or entire map areas are modified so that the combustion air mass determined via the air mass measurement becomes the same as that determined via the pressure measurement.
  • Corresponding methods for map adaptation are described, for example, in SAE PAPER 865080.
  • the determination of the polytropic exponent ⁇ in step S8 also offers a simple diagnostic option for the state of the cylinder in question.
  • air loss (blowby) occurs in the cylinders, which is caused by the wear of the piston rings and the resulting deterioration of the seal. Without this loss of air - i.e. with the cylinder intact - the polytropic exponent ⁇ has a certain constant value.
  • the change in the polytropic exponent is therefore used for diagnosis.
  • the amount of the change is then a measure of the air loss and thus of the condition of the cylinder.
  • the changes that occur are therefore saved and can be queried by an appropriate diagnostic device during the next engine diagnosis.
  • the changes can also be evaluated by a diagnostic system in the vehicle, which means e.g. the driver can be warned in time of impending defects.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

On détermine le volume d'air de combustion en mesurant le volume d'air et la pression dans la chambre de combustion. Le volume d'air de combustion obtenu en mesurant la pression dans la chambre de combustion est comparé au volume d'air de combustion obtenu en mesurant le volume d'air et sert à corriger les résultats de la mesure.

Claims (6)

  1. Procédé pour déterminer la masse d'air de combustion qui est disponible pour une combustion déterminée,
    dans un ou plusieurs cylindres d'un moteur à combustion interne,
    selon lequel la masse d'air aspirée est mesurée en permanence au moyen d'un système de mesure de la masse d'air, dans la tubulure d'admission, et
    selon lequel cette masse d'air mesurée est soumise à une correction pour qu'elle corresponde à la masse d'air de combustion,
    caractérisé par le fait
    que la pression est mesurée dans chaque cylindre au moyen d'une unité de mesure de pression dans la chambre de combustion,
    que la masse d'air de combustion est déterminée pour chaque cylindre à partir de l'allure de la pression pendant un cycle de compression, et
    que la différence entre la masse d'air de combustion déterminée au moyen du système de mesure de la masse d'air et la masse d'air de combustion déterminée au moyen du système de mesure de la pression dans la chambre de combustion est compensée au moyen d'une adaptation de la correction.
  2. Procédé suivant la revendication 1, caractérisé par le fait que l'adaptation est réalisée uniquement lorsque des différences entre les masses d'air de combustion déterminées sont apparues à plusieurs reprises.
  3. Procédé suivant la revendication 1, caractérisé par le fait que la correction est réalisée au moyen d'un calcul en temps réel.
  4. Procédé suivant l'une des revendications 1 à 3, caractérisé par le fait que la correction est réalisée par l'intermédiaire d'au moins un champ de caractéristiques.
  5. Procédé suivant la revendication 1, caractérisé par le fait que la perte d'air ("blowby") est déterminée à partir de l'allure de pression pendant un cycle de compression, au moyen de l'équation polytropique, à partir des écarts de la constante polytropique déterminée χ par rapport à la constante polytropique χ pour un cylindre intact.
  6. Procédé suivant la revendication 5, caractérisé par le fait qu'une information, qui donne une indication concernant l'effet de vieillissement ou un défaut du moteur à combustion interne, est tirée de la valeur de la perte d'air et que cette information est utilisée dans un système de diagnostic.
EP90908491A 1989-06-01 1990-06-01 Procede de determination du volume d'air de combustion dans les cylindres d'un moteur a combustion interne Expired - Lifetime EP0474711B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE3917908A DE3917908A1 (de) 1989-06-01 1989-06-01 Verfahren zum bestimmen der luftfuellung des arbeitsvolumen einer fremdgezuendeten kolbenbrennkraftmaschine und zum bestimmen der kraftstoffeinleitmasse
DE3917908 1989-06-01
PCT/DE1990/000422 WO1990015236A1 (fr) 1989-06-01 1990-06-01 Procede de determination du volume d'air de combustion dans les cylindres d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0474711A1 EP0474711A1 (fr) 1992-03-18
EP0474711B1 true EP0474711B1 (fr) 1994-10-26

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90908491A Expired - Lifetime EP0474711B1 (fr) 1989-06-01 1990-06-01 Procede de determination du volume d'air de combustion dans les cylindres d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US5140850A (fr)
EP (1) EP0474711B1 (fr)
JP (1) JPH04506100A (fr)
DE (2) DE3917908A1 (fr)
ES (1) ES2063357T3 (fr)
WO (1) WO1990015236A1 (fr)

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FR2678684B1 (fr) * 1991-07-02 1995-01-06 Renault Procede et systeme de calcul de la masse d'air frais dans un cylindre de moteur a combustion interne.
DE4336174C2 (de) * 1993-10-22 2003-09-18 Ruhrgas Ag Verfahren zur verbrennungslosen Messung und/oder Regelung der Wärmemengenzufuhr zu Gasverbrauchseinrichtungen
DE4422184C2 (de) * 1994-06-24 2003-01-30 Bayerische Motoren Werke Ag Steuergerät für Kraftfahrzeuge mit einer Recheneinheit zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse
US5585553A (en) * 1995-07-28 1996-12-17 Caterpillar Inc. Apparatus and method for diagnosing an engine using a boost pressure model
DE19844085C1 (de) * 1998-09-25 2000-03-16 Siemens Ag Verfahren zum Steuern einer Brennkraftmaschine abhängig von einem Abgasdruck
DE19908401C2 (de) * 1999-02-26 2001-12-06 Bosch Gmbh Robert Verfahren und Vorrichtung zum Betrieb einer Brennkraftmaschine insbesondere eines Kraftfahrzeugs bei magerem Kraftstoff/Luft-Gemisch
DE10063752A1 (de) * 2000-12-21 2002-06-27 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Durchsatzes eines strömenden Mediums
CN100343499C (zh) * 2001-10-15 2007-10-17 丰田自动车株式会社 内燃机的进气量估算装置
US6935313B2 (en) * 2002-05-15 2005-08-30 Caterpillar Inc System and method for diagnosing and calibrating internal combustion engines
FR2875268B1 (fr) * 2004-09-13 2006-12-08 Peugeot Citroen Automobiles Sa Procede d'estimation de la masse de gaz dans le cylindre d'un moteur a combustion interne
DE102004058185A1 (de) * 2004-12-02 2006-06-08 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
EP2275946A1 (fr) * 2005-03-04 2011-01-19 STMicroelectronics S.r.l. Réseau neural probabilistique et procède d'apprentissage associé
US7299123B2 (en) * 2005-03-04 2007-11-20 Stmicroelectronics S.R.L. Method and device for estimating the inlet air flow in a combustion chamber of a cylinder of an internal combustion engine
JP4618009B2 (ja) * 2005-06-03 2011-01-26 トヨタ自動車株式会社 内燃機関の制御装置
DE102005039757A1 (de) * 2005-08-23 2007-03-01 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102005054737A1 (de) * 2005-11-17 2007-05-24 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
JP4465665B2 (ja) * 2005-11-29 2010-05-19 トヨタ自動車株式会社 内燃機関の制御装置および制御方法
GB0601727D0 (en) * 2006-01-27 2006-03-08 Ricardo Uk Ltd A Method Of Identifying Engine Gas Composition
FR2897653B1 (fr) * 2006-02-20 2011-07-15 Renault Sas Procede de commande d'un moteur de vehicule visant a determiner la masse de gaz enfermee dans une chambre de combustion
KR20090077760A (ko) * 2006-10-13 2009-07-15 보르그워너 인코퍼레이티드 엔진 실린더 압력을 근거로 한 엔진 시스템 매개변수 추정
ES2446191B2 (es) * 2013-12-05 2014-06-27 Universitat Polit�Cnica De Val�Ncia Método de detección de la masa atrapada en un cilindro de combustión
FR3054603A1 (fr) * 2016-07-29 2018-02-02 Continental Automotive France Procede de correction de la mesure d'un debitmetre dans un moteur a combustion interne
CN106870189A (zh) * 2017-03-24 2017-06-20 中国北方发动机研究所(天津) 一种集成化气缸体结构

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DE3210810C2 (de) * 1982-03-24 1984-11-08 Mataro Co. Ltd., Georgetown, Grand Cayman Islands Regelsystem zur Beeinflussung der Zusammensetzung der in einer fremdgezündeten Brennkraftmaschine zu verbrennenden Ladungen
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Also Published As

Publication number Publication date
WO1990015236A1 (fr) 1990-12-13
EP0474711A1 (fr) 1992-03-18
DE3917908A1 (de) 1990-12-06
JPH04506100A (ja) 1992-10-22
DE59007576D1 (de) 1994-12-01
ES2063357T3 (es) 1995-01-01
US5140850A (en) 1992-08-25

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