EP0632864B1 - Dispositif pour la determination de parametres d'un moteur a combustion interne - Google Patents

Dispositif pour la determination de parametres d'un moteur a combustion interne Download PDF

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Publication number
EP0632864B1
EP0632864B1 EP94900001A EP94900001A EP0632864B1 EP 0632864 B1 EP0632864 B1 EP 0632864B1 EP 94900001 A EP94900001 A EP 94900001A EP 94900001 A EP94900001 A EP 94900001A EP 0632864 B1 EP0632864 B1 EP 0632864B1
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Prior art keywords
engine
combustion
sensor
light
sensing
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EP94900001A
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German (de)
English (en)
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EP0632864A1 (fr
Inventor
Ingobert Adolf
Günther HERDIN
Michael HÖTGER
Walter Picker
Franz Pockstaller
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Jenbacher Energiesysteme AG
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Jenbacher Energiesysteme AG
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    • 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
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine

Definitions

  • the invention relates to a device for controlling engine parameters, in particular the ignition timing or the fuel-air ratio of an internal combustion engine, in particular a gasoline engine operated with gaseous fuels, with at least one optical sensor for observing the light emission caused by the combustion in a combustion chamber of the internal combustion engine and with at least one photodetector for converting the light emission into electrical signals, which are processed in an evaluation device.
  • engine parameters in particular the ignition timing or the fuel-air ratio of an internal combustion engine, in particular a gasoline engine operated with gaseous fuels
  • at least one optical sensor for observing the light emission caused by the combustion in a combustion chamber of the internal combustion engine and with at least one photodetector for converting the light emission into electrical signals, which are processed in an evaluation device.
  • the light emission caused by the combustion in a combustion chamber in order to regulate engine parameters.
  • the light is led out of the engine via an optical pickup, which is attached to the engine and generally a light-guiding element leading into the combustion chamber (in the simplest case a so-called combustion chamber window), without disturbing the other combustion processes.
  • the optical pickup can also be integrated in the spark plug.
  • a control signal for controlling the ignition timing has mainly been obtained from the position of the light emission over time.
  • a control device for a motor is known from DE-OS 35 05 063, in which the difference between the maximum value of the light intensity and an average value formed from a plurality of maximum values represents the controlled variable. When this difference is formed, the information about the absolute value of the maximum value is lost.
  • the known control device ultimately serves to control the uneven running of the engine. With which engine parameters, in particular with which fuel-air ratio (lambda) the desired smoothness is achieved, is irrelevant there. There is therefore no regulation of a specific fuel-air ratio.
  • the object of the invention is to provide a device of the type mentioned at the beginning with which it is possible to precisely control at least one engine parameter.
  • the evaluation device comprises a device for determining the absolute value of the maximum of the light emission of each combustion cycle in the corresponding electrical signal and provides an output signal reflecting the absolute value of the maximum and in that the evaluation device furthermore contains a control unit comprises, which controls at least one motor parameter as a function of the output signal reflecting the absolute value of the maximum.
  • the device for determining the intensity maximum is followed by an averager which emits a signal corresponding to the mean value from the intensity maxima of a predeterminable number of combustion cycles, and that the output of the averager with the Actual value input of the control unit is connected.
  • the maximum intensity can be averaged over 20 to 100 cycles, for example.
  • a further preferred embodiment is characterized in that the evaluation device has a device for detecting misfires, which on the one hand receives signals related to the light emission and on the other hand signals which are dependent on a sensor from the crankshaft angle or the piston position of the engine and which in the case of an electrical signal is below Threshold value delivers an output signal at its output at a point in time or time window in which ignition is normally dependent on the crankshaft angle or on the piston position.
  • the signals emitted by the device for detecting misfires can, for example, be counted and, in the case of a certain number or frequency of misfires, can cause an emergency shutdown of the engine.
  • the radicals formed during the ignition emit light in a certain frequency range, especially in the ultraviolet range (approx. 200 nm to 350 nm).
  • an optical bandpass filter which is preferably connected upstream of the photodetector, one can now specifically evaluate a specific spectral range, a so-called spectral window, and use the maximum light emission occurring in this spectral window to regulate engine parameters.
  • the intensity of the radiation in the UV region is strongly dependent on the combustion gas / air ratio, a higher intensity occurring with smaller lambda values. This can be used to achieve lambda control based on the light intensity of the UV emission.
  • a bandpass filter preferably a colored glass filter
  • the optical pickup it being possible, for example, by using specially doped types of glass, that the light from the combustion chamber, which leads to the outside, itself has bandpass filtering properties, and thus can form a bandpass filter per combustion chamber if desired.
  • Another advantageous embodiment of the invention is that in a multi-cylinder internal combustion engine for cylinder-selective control of the engine parameters, an optical pickup is arranged on the combustion chamber of each cylinder, each with its own photodetector and its own evaluation device belongs to a control unit which controls the engine parameters of the respective cylinder as a function of the electrical signals corresponding to the light emission of the respective cylinder and adjustable setpoints.
  • the cylinder-selective control of engine parameters for example the fuel-air ratio for each cylinder individually, allows more precise control and operation of the engine.
  • the optical transducer (probe), designated overall by 1, is inserted in the cylinder head 7 of a cylinder of an internal combustion engine and held by means of a union nut 3.
  • the optical pickup 1 comprises a light-conducting glass rod 2, which extends into the combustion chamber 9 above the piston 8.
  • the optical pickup comprises an optical waveguide plug adapter 4, which makes it possible to detachably connect an optical waveguide to the outer end of the glass rod 2, in particular in the form of a flexible optical fiber 6, via an optical waveguide plug 5. All that is required is to plug the optical fiber connector 5 in the direction of arrow 10 into the optical fiber connector adapter 4. It is thus possible for the light which is produced in the combustion chamber 9 during combustion to be fed first to the evaluation device via the glass rod 2 and then via the flexible optical fiber 6.
  • the flexible optical fiber allows the electronic evaluation device to be installed remotely and can be easily replaced in the event of damage.
  • the light detected by an optical pickup 1 from a combustion chamber is fed to the electronic evaluation device 11 via an optical fiber 6 (for example, which is particularly transparent to the UV range).
  • the optical fiber 6 can also be detachably connected to the evaluation device.
  • a photodetector 12 for example a UV photodiode with a spectral sensitivity range from 185 to 1150 nm
  • the electrical signals corresponding to the light emission are then passed by a device 15 for determining the intensity maximum of the light emission of each combustion cycle.
  • the output signal present on line 16 thus reflects the intensity maximum of the light emission every combustion cycle again, for example a high-pass filter or a band-pass filter can be integrated in the optical pickup in order to observe only a spectral window.
  • the filter can be formed by the glass rod 2, which consists of special glass. However, it is also possible to use a separate filter element. Measurements have shown, among other things, that the radicals formed during the ignition emit light in the ultraviolet range (approx. 200 nm to 350 nm). The intensity of this radiation is very much dependent on the lambda (high intensity with a small lambda). A relatively precise lambda control can thus be implemented on the basis of the light intensity of the UV emission. Knocking can also be detected by means of UV emission.
  • the signal present on line 16 could be fed to the control unit 17, which then controls an engine parameter (for example the fuel / air ratio) via an output amplifier 18 and an engine parameter adjustment device (for example a mixture adjustment device 19).
  • an engine parameter for example the fuel / air ratio
  • an engine parameter adjustment device for example a mixture adjustment device 19
  • the output signals on line 16 are averaged over a number of, for example, 10 to 100 cycles, for example 30 cycles, that is to say the average of the intensity maxima is determined over a predeterminable number of combustion cycles. This takes place in the mean value generator 18, the output 19 of which is connected to the actual value input 20 of the control unit 17.
  • the probe drift (e.g. due to contamination of the combustion chamber probe) can be compensated for by a self-calibration device which, for example, acts on an additional input 36 of the amplifier 14 for drift correction.
  • a self-calibration device which, for example, acts on an additional input 36 of the amplifier 14 for drift correction.
  • the contamination can be determined during engine operation and a respective correction signal can be generated (FIG. 4).
  • a light pulse is fed into the optical waveguide by the self-calibration device 37 under angle mark control. This light pulse continues via the optical waveguide 6 and the combustion chamber window 6 into the combustion chamber, from where it is reflected. The reflected pulse then returns to the self-calibration device 37. The intensity of the reflected pulse is a measure of the contamination of the combustion chamber window. With this size can then For example, the evaluation device can be tracked (input 36).
  • the self-calibration process is started by the self-calibration trigger device 38 whenever no combustion is taking place (e.g. change TDC or during compression). This is the same combustion chamber window and the same optical waveguide as in the evaluation unit described above.
  • the evaluation device and the self-calibration device are decoupled via optics.
  • a device 21 for detecting misfires is provided in FIG. 2, which receives signals related to the light emission on the one hand via line 16 and signals dependent on the crankshaft angle or the piston bearing of the engine on the other hand via a sensor 22.
  • Sensors for detecting the crankshaft angle or the piston bearings of the engine are well known to the person skilled in the art and do not need to be described here in more detail. They generally emit a certain trigger signal at a certain motor position.
  • the device 21 for detecting misfires now checks whether light emission occurs in a certain time window, which is determined by the trigger signal from the sensor 22. This should normally be the case if the ignition is successful. If this is not the case, it outputs a corresponding signal at its output 23, which indicates a misfire.
  • This signal can be supplied to a logic block "inhibit" in the averager 18, which causes those combustion cycles in which combustion misfires occur to be disregarded when averaging. This means that there is no falsification of the mean value for individual misfires.
  • Misfires can also be communicated via line 34 to the emergency shutdown device 35, which, however, switches off the engine at a certain frequency of misfires.
  • the part of the evaluation device essentially comprising parts 1, 6, 12, 13, 14, 15 (and possibly 18) represents an "optical lambda probe" which, depending on the absolute value of the fuel-air ratio, has a corresponding analog signal at the output 19 supplies.
  • a lambda probe can also be marketed and used independently of the following control unit. However, it is of course also possible to implement the electrical components of the lambda probe and the control unit 17 together.
  • the control unit 17 comprises a setpoint generator 25, via which the desired setpoint of the motor parameter can be set.
  • a control difference xd results from the comparison of the set value w with the actual value x (intensity maximum averaged over several cycles in a spectral window). This is fed to stage 26, which then emits an actuating signal for regulating an engine parameter at its output. The control loop is thus closed.
  • control differences xd of several optical pickups 1 can be connected. This level then takes, for example, the largest value of all connected control differences for the calculation of the manipulated variable y.
  • the combustion gas / air ratio can be regulated as a function of the light emission in all cylinders.
  • FIG. 3 A five-cylinder internal combustion engine 29 is shown there as an example.
  • the optical pickups 1 extend into the combustion chamber of each cylinder and are each connected to the electronic evaluation device 11 'via flexible optical fibers 6.
  • This electronic evaluation device 11 ' essentially comprises five evaluation devices 11, as shown in FIG. 2.
  • Each of these evaluation devices 11 receives, via a line 30, a signal determined by a sensor 31, which indicates the crankshaft angle.
  • a cylinder-selective control of engine parameters takes place via the evaluation devices 11, in the embodiment of the combustion gas-air ratio of each individual cylinder shown in FIG. 3.
  • a control line 32 leads from each evaluation device 11 to the individual adjusting devices 33 for the combustion gas / air ratio. With this device it is therefore possible to regulate certain engine parameters in a cylinder-selective manner as a function of the light emission of each combustion cycle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Investigating Or Analysing Materials By Optical Means (AREA)

Abstract

Dispositif pour la détermination de paramètres de moteurs à combustion interne, en particulier d'un moteur à essence fonctionnant avec des carburants gazeux, comportant un moins un détecteur optique pour observer l'émission de lumière due à la combustion dans la chambre de combustion du moteur et au moins un photodécteur transformant l'émission de lumière en signaux électriques pouvant être traités dans le système d'évaluation. Pour obtenir un réglage rapide et précis, il est proposé que le système d'évaluation (11) comporte un dispositif (15) permettant de déterminer le maximum ou la valeur moyenne de l'intensité de l'émission de lumière se produisant durant chaque cycle de combustion sur la base du signal électrique correspondant et que le système d'évaluation (11) comporte en outre une unité de régulation (17) régulant, en fonction des intensités maximales, au moins un paramètre du moteur.

Claims (20)

  1. Dispositif pour le réglage de paramètres d'un moteur, en particulier le moment de l'allumage ou le rapport du mélange air-combustible d'un moteur à combustion, en particulier un moteur à allumage commandé alimenté par un combustible gazeux, comprenant au moins un capteur optique (1), destiné à observer l'émission de lumière produite lors de la combustion dans une chambre de combustion du moteur à combustion, et comprenant au moins un détecteur photoélectrique (12), destiné à convertir l'émission de lumière en signaux électriques, qui seront traités dans un dispositif d'analyse (11), caractérisé en ce que le dispositif d'analyse (11) comprend un dispositif (15), destiné à déterminer dans le signal électrique correspondant la valeur absolue du maximum de l'émission de lumière de chaque cycle de combustion, et émet un signal de sortie qui correspond à la valeur absolue du maximum, et que le dispositif d'analyse (11) comprend également une unité de réglage qui régule au moins un paramètre du moteur en fonction du signal de sortie qui correspond à la valeur absolue du maximum.
  2. Dispositif selon la revendication 1, caractérisé en ce qu'en aval du dispositif (15) destiné à déterminer le maximum est montée une unité de calcul de valeur moyenne (18) qui émet, à partir des maxima d'intensité d'un nombre prédéterminé de cycles de combustion, un signal correspondant à la valeur moyenne, la sortie (19) de l'unité de calcul de valeur moyenne (18) communiquant avec l'entrée pour valeur instantanée (20) de l'unité de réglage (17).
  3. Dispositif selon la revendication 1 ou 2, caractérisé en ce que le dispositif d'analyse présente un dispositif (21) destiné à enregistrer des ratés du moteur, lequel dispositif reçoit, d'une part, des signaux liés à l'émission de lumière et, d'autre part, des signaux correspondant à l'angle de vilebrequin ou à la position du piston du moteur, et émet à sa sortie (23), un signal de sortie pour chaque signal électrique inférieur à une valeur seuil dans une fenêtre de temps ou à un moment, auquel se produit normalement l'allumage et qui dépend de l'angle de vilebrequin ou de la position du piston.
  4. Dispositif selon les revendications 2 et 3, caractérisé en ce que la sortie (23) du dispositif (21) destiné à enregistrer des ratés du moteur communique avec l'unité de calcul de valeur moyenne (18), et l'unité de calcul de valeur moyenne (18) est conçue de manière à déterminer la valeur moyenne sans tenir compte des cycles de combustion présentant des ratés.
  5. Dispositif selon la revendication 3 ou 4, caractérisé en ce que la sortie (23) du dispositif (21) destiné à enregistrer des ratés du moteur communique avec un dispositif pour arrêt d'urgence (35) qui, à partir d'un nombre déterminé ou d'une fréquence déterminée de ratés du moteur, commande l'arrêt du moteur à combustion.
  6. Dispositif selon l'une des revendications 1 à 5, caractérisé en ce qu'un filtre optique (2), de préférence un filtre passe-haut est monté en amont du détecteur photoélectrique (1).
  7. Dispositif selon la revendication 6, caractérisé en ce que la caractéristique de filtrage du filtre et le domaine de sensibilité du détecteur photoélectrique sont choisis de manière à obtenir une fenêtre d'observation de longueurs d'ondes qui se situe également dans le domaine de l'ultraviolet.
  8. Dispositif selon la revendication 6 ou 7, caractérisé en ce que le domaine de longueurs d'ondes enregistré se situe entre 150 et 650 nm.
  9. Dispositif selon l'une quelconque des revendications 1 à 8, caractérisé en ce qu'au moins une fibre optique (6) flexible est montée entre le capteur optique (1) sur le moteur (29) et le dispositif d'analyse (11).
  10. Dispositif selon l'une quelconque des revendications 6 à 9, caractérisé en ce qu'un filtre optique, de préférence un filtre en verre teinté (2), est monté dans ou sur le capteur optique (1).
  11. Dispositif selon la revendication 10, caractérisé en ce que le matériau (2), de préférence du verre, par lequel passe la lumière depuis la chambre de combustion vers l'extérieur, possède, lui-même, des propriétés de filtre passe-bande et constitue de préférence le seul filtre passe-bande optique par chambre de combustion.
  12. Dispositif selon l'une des revendications 1 à 11, caractérisé en ce que, dans un moteur à combustion (29) multicylindres, un capteur optique (1) est disposé sur la chambre de combustion de chaque cylindre afin de réguler les paramètres du moteur de manière sélective pour chaque cylindre, chaque capteur optique comprenant son propre détecteur photoélectrique et son propre dispositif d'analyse (11) muni d'une unité de réglage, qui régule les paramètres de moteur de chaque cylindre en fonction des signaux électriques correspondant à l'émission de lumière de chaque cylindre, et de valeurs de consigne ajustables.
  13. Dispositif selon la revendication 12, caractérisé en ce qu'il est prévu pour tous les dispositifs d'analyse (11) un dispositif commun (31) destiné à enregistrer l'angle de vilebrequin ou la position du piston.
  14. Dispositif selon l'une des revendications 1 à 13, caractérisé en ce qu'il est prévu un dispositif de réglage du mélange (19, 33), par l'intermédiaire duquel il est possible de régler la composition du mélange air-combustible à admettre dans le moteur à combustion en fonction de l'émission de lumière.
  15. Dispositif selon l'une des revendications 1 à 14, caractérisé en ce que, pour l'étalonnage du capteur optique, il est prévu une source lumineuse, qui émet la lumière vers le capteur et, par ailleurs, un dispositif d'enregistrement, destiné à enregistrer la quantité de lumière renvoyée par le capteur.
  16. Dispositif selon la revendication 15, caractérisé en ce que la lumière est émise vers le capteur, lorsque ce dernier ne reçoit pas de lumière de mesure produite, par exemple, par une combustion dans la chambre de combustion.
  17. Dispositif selon la revendication 15 ou 16, caractérisé en ce que la source lumineuse (37) est disposée à l'extérieur de la chambre de combustion (9).
  18. Dispositif selon la revendication 17, caractérisé en ce que la source lumineuse (37) est reliée au capteur optique (1) par l'intermédiaire d'une fibre optique (6).
  19. Dispositif selon l'une des revendications 15 à 18, caractérisé en ce que le dispositif d'enregistrement qui enregistre la lumière réfléchie de la source lumineuse envoie un signal de correction au dispositif d'analyse (11) en fonction de l'intensité lumineuse réfléchie enregistrée.
  20. Dispositif selon l'une des revendications 1 à 19, caractérisé en ce que le capteur optique (1) se prolonge jusque dans la chambre de combustion principale (9) du moteur à combustion, située directement au-dessus du piston (8).
EP94900001A 1993-01-28 1993-10-27 Dispositif pour la determination de parametres d'un moteur a combustion interne Expired - Lifetime EP0632864B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT141/93 1993-01-28
AT14193 1993-01-28
PCT/AT1993/000164 WO1994017297A1 (fr) 1993-01-28 1993-10-27 Dispositif pour la determination de parametres d'un moteur a combustion interne

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EP0632864A1 EP0632864A1 (fr) 1995-01-11
EP0632864B1 true EP0632864B1 (fr) 1997-07-23

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US (2) US5505177A (fr)
EP (1) EP0632864B1 (fr)
JP (1) JPH07505694A (fr)
AT (2) ATE155850T1 (fr)
DE (1) DE59306980D1 (fr)
DK (1) DK0632864T3 (fr)
ES (1) ES2105595T3 (fr)
WO (1) WO1994017297A1 (fr)

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ES2105595T3 (es) 1997-10-16
US5560338A (en) 1996-10-01
DK0632864T3 (da) 1998-02-16
EP0632864A1 (fr) 1995-01-11
AT301U1 (de) 1995-07-25
JPH07505694A (ja) 1995-06-22
US5505177A (en) 1996-04-09
WO1994017297A1 (fr) 1994-08-04
DE59306980D1 (de) 1997-09-04
ATE155850T1 (de) 1997-08-15

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