EP0898065B1 - Méthode pour déterminer un paramètre de fonctionnement d'un moteur à combustion interne - Google Patents

Méthode pour déterminer un paramètre de fonctionnement d'un moteur à combustion interne Download PDF

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Publication number
EP0898065B1
EP0898065B1 EP98114352A EP98114352A EP0898065B1 EP 0898065 B1 EP0898065 B1 EP 0898065B1 EP 98114352 A EP98114352 A EP 98114352A EP 98114352 A EP98114352 A EP 98114352A EP 0898065 B1 EP0898065 B1 EP 0898065B1
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EP
European Patent Office
Prior art keywords
maximum
internal combustion
combustion engine
ion current
fuel
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
EP98114352A
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German (de)
English (en)
Other versions
EP0898065A3 (fr
EP0898065A2 (fr
Inventor
Peter Hohner
Jürgen Schenk
Hartung Wilstermann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
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Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP0898065A2 publication Critical patent/EP0898065A2/fr
Publication of EP0898065A3 publication Critical patent/EP0898065A3/fr
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Publication of EP0898065B1 publication Critical patent/EP0898065B1/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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow

Definitions

  • the present invention relates to methods for determining a Operating size of an internal combustion engine.
  • the Fuel-air ratio in the exhaust gas measured via lambda probes.
  • Ion current measurements on spark plugs of an internal combustion engine are known. Traditionally, such measurements are for detection used by misfires and knocking engine operation.
  • From DE 35 06 114 A1 discloses a method for controlling a Internal combustion engine with detection of ion currents known. In this case, a function of the determined ion current Calculated spectrum and with a reference spectrum on a Computing unit compared, depending on the determined Deviation controlled a manipulated variable of the internal combustion engine becomes.
  • a knock detector for a Internal combustion engine which the ion current via a Ignition coil detected at the time of combustion, and judges whether or not the ion current above a predetermined level after a predetermined time or a crank angle since the ignition is located.
  • This device is exclusively for Detecting a knock used.
  • Post-published WO 98/37322 A1 discloses a control system for an air-fuel ratio of one Internal combustion engine known, which is the reduction of emissions and increasing the efficiency of the internal combustion engine serves.
  • the control system includes an ionization detector for measuring an ion signal in a cylinder of the internal combustion engine. A determined by the control system Control signal is based on the measured ion signal, in particular at its first maximum.
  • WO 96/22458 A1 discloses a method and a system for Control of an internal combustion engine known, wherein from a in a cylinder of the internal combustion engine measured ionization current air-fuel ratio is determined. Therefor becomes a voltage signal indicating the measured ionization represents with respect to characteristic parameters, in particular a fundamental frequency and a first derivative, evaluated.
  • the object of the invention is therefore to provide a method for determining an operating variable of an internal combustion engine, with which they are reliably determined in a simple manner can.
  • a Operating variable namely the exhaust gas recirculation rate
  • a measurement a number of cycles of the ion current signal in dependence performed by the time. By averaging these measurements can cause interference, in particular secondary maxima in the ion current signal, eliminated and the actual main maximum and / or the time of occurrence of the main maximum are determined.
  • the operating size in determine easily.
  • the method according to the invention is a cycle-resolved determination of said operating quantity possible.
  • a determination of said Operating size also possible in lean operation of the engine.
  • the time to reach the first Maximum Ilmax of the ion current not from the Ionisability of the fuel, i. the type of fuel, but depends only on the turbulent burning speed.
  • the turbulent burning speed is in turn dependent on laminar burning rate and turbulence intensity.
  • the laminar burning rate is determined by the Fuel-air ratio ⁇ , the residual gas content, and temperature and pressure of the mixture in the cylinder. Because of suction pressure and Ignition point the temperature and pressure are known therefore, with known fuel-air ratio, the exhaust gas recirculation rate be determined.
  • the measurements according to the invention be carried out on different Cylinders or spark plugs perform. This is a cylinder-selective lambda detection in multi-cylinder engines in a simple manner feasible.
  • the first maximum I1max is created in the Flame nucleation phase, in which the flame is still in the range of Spark plug is. Ideally, the flame spreads spherically in the combustion chamber. Currents at the spark plug and above all However, turbulence influences on the flame core lead to a Crackling of the flame.
  • the first maximum I1max of the ion current signal is therefore not smooth, but has several secondary maxima. For an evaluation of the first maximum in the ion current signal Thus, it is necessary to average over several cycles or over a number of ignitions. traditionally, was calculated for each ion current signal, i. at each ignition, the absolute maximum determined. Of the so the mean values were calculated. Because of the large fluctuation range of the absolute maxima must be the Averaging of the ion current maxima over a very large number of Cycles are performed to the required accuracy of the Lambda measurement to achieve.
  • the course of the ion current signal in Dependence on time over the entire area of the first Maximums determined.
  • the so determined for several ignitions Waveforms are then averaged, resulting in a smoothed, the secondary maxima eliminating waveform results, from which an average maximum amplitude or the Time of the average maximum amplitude in a simple manner is readable.
  • This procedure can be sufficient for a sufficient Accuracy necessary number of cycles compared to the conventional ones Procedures are greatly reduced. It is assumed, that sufficient accuracies of lambda detection already reach an averaging over 5 to 20 cycles.
  • the propagation speed depends the flame, and thus the time between ignition and reaching of the first maximum t1max from the turbulent burning speed from. It is, as explained, from t1max at a known exhaust gas recirculation rate a determination of the air-fuel ratio, or, if the air-fuel ratio is known, a determination the exhaust gas recirculation rate possible.
  • the time t1max until reaching the first maximum in the ion current is on the other hand of the ionizability of the fuel, which is influenced by the fuel quality or fuel additives will, independent.
  • the amplitude of the first maximum I1max of the ionic current depends not only on the fuel / air ratio, but due to different ionizabilities different fuels also from the fuel quality and fuel additives.
  • the further inventive method is for a Number of ignitions each time the maximum value of the Ion current signal determined. Subsequently, an averaging takes place the time points determined for the respective maxima for receipt an average time. On the basis of this averaged Time, it is possible, as explained above, the company sizes in question with sufficient accuracy determine. Also by this method can be sufficient Achieve accuracy of the company sizes.
  • the ion current signal shown in FIG occurring second maximum I2max by a pressure increase in Cylinder due to combustion arises.
  • the flame has changed in this case detached from the spark plug, and the electrical conductivity is formed by the residual ionization of the burned mixture.
  • the second maximum in the ionic current signal is smooth, since the influence of flame development no longer on the spark plug is effective.
  • the second maximum I2max plays in the present Context for determining the air-fuel ratio or the other mentioned company sizes none Role.
  • the cache is preferably a dynamic buffer with shift register function for the respective ion current signals In-In-k.
  • the cache consists of a total of k rows with firstin-first-out function (FIFO), in which ion current signals are stored are. Before the nth ion current signal is read is, are the previously read ion current signals to one Line has been moved. After reading the current ion current signal is an average ion current signal in columns calculated over k lines. This gives the averaged ion current signal the last k cycles. From this averaged ion current signal the calculation of the maximum I1max or of the time takes place this maximum, t1max.
  • FIFO firstin-first-out function

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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)
  • Ignition Installations For Internal Combustion Engines (AREA)

Claims (2)

  1. Procédé pour déterminer un paramètre de fonctionnement d'un moteur à combustion interne, comprenant les étapes suivantes:
    mesure de la variation d'un signal de courant ionique au niveau d'une bougie d'allumage du moteur à combustion interne pour un certain nombre d'allumages respectivement en fonction du temps,
    formation de la moyenne des variations respectivement mesurées du signal pour l'obtention d'une variation moyenne du signal,
    détermination du maximum et/ou de l'instant du maximum de la variation moyenne du signal,
    calcul d'un paramètre de fonctionnement sur la base du maximum et/ou de l'instant du maximum de la variation moyenne du signal,
    caractérisé en ce que le paramètre de fonctionnement déterminé est le taux de recirculation des gaz d'échappement du moteur à combustion interne.
  2. Procédé selon la revendication 1, caractérisé en ce que les mesures sont exécutées au niveau de différentes bougies d'allumage ou au niveau de différents cylindres.
EP98114352A 1997-08-16 1998-07-30 Méthode pour déterminer un paramètre de fonctionnement d'un moteur à combustion interne Expired - Lifetime EP0898065B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19735454 1997-08-16
DE19735454A DE19735454A1 (de) 1997-08-16 1997-08-16 Verfahren zur Bestimmung einer Betriebsgröße eines Verbrennungsmotors

Publications (3)

Publication Number Publication Date
EP0898065A2 EP0898065A2 (fr) 1999-02-24
EP0898065A3 EP0898065A3 (fr) 2000-11-22
EP0898065B1 true EP0898065B1 (fr) 2003-09-03

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EP98114352A Expired - Lifetime EP0898065B1 (fr) 1997-08-16 1998-07-30 Méthode pour déterminer un paramètre de fonctionnement d'un moteur à combustion interne

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US (1) US6125691A (fr)
EP (1) EP0898065B1 (fr)
DE (2) DE19735454A1 (fr)

Families Citing this family (14)

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DE19849115C2 (de) * 1998-10-24 2000-10-12 Daimler Chrysler Ag Verfahren zur Erkennung der Qualität von Kraftstoff für Brennkraftmaschinen
DE19911019C2 (de) 1999-03-12 2001-02-08 Daimler Chrysler Ag Verfahren zur Bestimmung des Luft/Kraftstoff-Verhältnisses in einem Brennraum einer Brennkraftmaschine
DE19924500C1 (de) * 1999-05-28 2000-08-24 Daimler Chrysler Ag Verfahren zum Betrieb einer gasgespeisten Brennkraftmaschine
DE10011614A1 (de) * 2000-03-10 2001-09-13 Delphi Tech Inc Verfahren zum Bestimmen des Beginns einer Verbrennung im Zylinder eines Verbrennungsmotors
JP3579404B2 (ja) * 2002-05-27 2004-10-20 三菱電機株式会社 内燃機関の失火検出装置
US6840237B2 (en) * 2002-12-30 2005-01-11 Ford Global Technologies, Llc Method for auto-ignition operation and computer readable storage device
EP1435445A1 (fr) * 2002-12-30 2004-07-07 Ford Global Technologies, Inc., A subsidiary of Ford Motor Company Moteur à combustion interne, méthode de fonctionnement en auto-allumage et support d'enregistrement lisible par ordinateur
DE102004041230A1 (de) * 2004-08-26 2006-03-02 Volkswagen Ag Zylindergleichstellung mittels Ionenstrommessung
DE102007021283A1 (de) 2007-05-07 2008-11-13 Continental Automotive Gmbh Verfahren und Vorrichtung zur Ermittlung des Verbrennungs-Lambdawerts einer Brennkraftmaschine
JP4462315B2 (ja) * 2007-09-24 2010-05-12 株式会社デンソー 内燃機関制御装置
EP2668388A4 (fr) * 2011-01-28 2016-10-05 Univ Wayne State Marche autonome de moteurs à combustion interne à gestion électronique utilisant divers carburants et/ou d'autres éléments de variabilité faisant intervenir un courant d'ions et/ou d'autres détecteurs de combustion
CA2879328A1 (fr) * 2011-07-20 2013-01-24 Cmte Development Limited Appareil d'essai a l'etincelle
ITRE20110060A1 (it) 2011-08-02 2013-02-03 Emak Spa "sistema di controllo della carburazione"
JP5753142B2 (ja) 2012-09-19 2015-07-22 本田技研工業株式会社 内燃機関の燃焼制御装置及び均質希薄混合気の燃焼方法

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DE3506114A1 (de) * 1985-02-22 1986-09-04 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zur steuerung oder regelung einer brennkraftmaschine
DE4037943C2 (de) 1990-11-29 2000-12-07 Bayerische Motoren Werke Ag Betriebsverfahren für eine fremdgezündete mehrzylindrige Brennkraftmaschine mit zylinderindividueller Kraftstoffzufuhr
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Also Published As

Publication number Publication date
EP0898065A3 (fr) 2000-11-22
EP0898065A2 (fr) 1999-02-24
US6125691A (en) 2000-10-03
DE59809469D1 (de) 2003-10-09
DE19735454A1 (de) 1999-02-18

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