Classifications

• • 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
  • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B77/00—Component parts, details or accessories, not otherwise provided for
  • F02B77/08—Safety, indicating, or supervising devices
• • 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
  • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
  • F02D2041/0092—Synchronisation of the cylinders at engine start

Definitions

• the invention relates more precisely to a method capable of generating a synchronization signal making it possible to follow the progress of the operating cycle (succession of the different engine times) in each of the engine cylinders, this synchronization signal allowing the location of a predetermined instant. in the course of the cycle, such as the transition to Neutral High Admission or to Neutral Low Admission.
• such injection systems in particular need to have very precise means of locating the progress of the engine cycle in each of the cylinders, to enable the electronic engine control unit to calculate and control the flow rate of each injector at a suitable predetermined time, outside the opening period of the corresponding valve.
• the disc has locating elements arranged along its periphery, such as teeth of different length, and which when passing in front of a fixed receiving member, generate electrical pulses making it possible to produce a signal locating the transition to the top dead center position. of a specific piston.
• the camshaft (or even the camshaft drive pulley) is equipped with a target bearing a mark which cooperates with a fixed sensor to deliver a frequency signal worth "1" during the first half of the cycle and "0" during the second half. It is the combination of signals from the crankshaft sensor and the camshaft sensor that allows the electronic control system to have a synchronization signal allowing, thanks to the identification of a predetermined instant of the operating cycle in each. cylinders, to operate a sequential phased injection.
• the object of the present invention is to remedy the drawbacks of the known tracking systems used to operate the electronic control systems of the motors operating a sequential phased injection, by proposing a method of synchronization of the electronic control system which is simple and effective and which does not require any specific position sensor apart from the one used to identify the angular position of the crankshaft.
• the method for synchronizing the electronic control system of a multicylinder internal combustion engine consists in producing a synchronization signal, intended in particular for the phasing of the injection, which allows the identification of a predetermined instant in the course of the operating cycle of each of the cylinders, such as the change to Neutral High Admission (or change to Neutral Low Admission, etc.).
• This synchronization signal according to the invention is deduced from two distinct signals produced by suitable processing means exploiting in particular the information provided by an angular position sensor cooperating with a ring gear carried by the crankshaft of the engine.
• the first signal provides an estimate of the level of successive combustions occurring in the engine cylinders and the second signal follows the displacement of the pistons and in particular their passage into a predetermined position such as Top Dead Center.
• the method for synchronizing the electronic control system comprises the following steps: a) generation of a phase synchronization signal with the second signal identifying the passage of the pistons in a predetermined position such that at Top Dead Center, this synchronization signal being arbitrarily initialized so that the identification of a predetermined instant in the course of the cycle of each of the cylinders is effected with an indeterminacy of two times in the course of the engine cycle; b) monitoring the operation of the engine and when predetermined conditions are met; c) modifications to the engine control parameters relating to at least two given cylinders whose operating cycles are offset by two engine times, • this modification to the control parameters causing suitable and opposite variations in the level of combustion in these cylinders; d) calculation for the cylinders concerned by the modifications of step c) of an algebraic quantity representative of the variations in the combustion levels, the assignment to each of the cylinders of the corresponding values of the combustion levels deduced from the first signal being operated by exploiting said synchronization signal
• the method of developing a synchronization signal is based on the principle of action and reaction.
• the action consists in making suitable modifications to the engine control parameters so as to generate opposite direction variations in the combustion level in two cylinders whose cycles are offset by 360 ° crankshaft (or two engine times).
• the engine's reaction to these changes in the control parameters results in corresponding changes in the level of combustion which can be identified, for example, by falls and increases in the gas torque (or even variations in instantaneous speed or intake pressure). depending on the engine operating mode.
• the calculation provided for in step d) consists in positively counting the combustion levels corresponding to the cylinders for which the modifications of the control parameters must lead to an increase in the combustion levels and negatively the combustion levels corresponding to the cylinders for which the modifications of the parameters of control must result in a decrease in combustion levels.
• step d) of the quantity representative of the variations in the combustion levels for the cylinders concerned is carried out by taking into account a given number of engine cycles.
• the distribution of the action over several engine cycles consequently limits the amplitude of the variations in the combustion level and therefore makes the progress of the synchronization process undetectable by the driver (absence of jerks in the operation of the engine ).
• This number of cycles which can be constant or even depend on the engine operating point, is determined so as to limit variations in combustion levels while allowing rapid implementation of the process.
• the predetermined conditions required in step b) for operating the modification of the control parameters are adapted so that variations in combustion levels cannot be felt by the driver. , these conditions being for example the value of the transmission ratio and / or the maintenance of the engine rotation speed or of the intake pressure within predetermined value ranges.
• the predetermined conditions required in step b) to effect the modification of the combustion parameters include stability conditions for all or part of the parameters acting on the combustion level of the engine, such as the engine rotation speed, or the ignition advance, or the intake pressure, or even the stable state of the auxiliary members driven by the engine.
• the modifications to the control parameters provided for in step c) consist of modifications to the quantities of fuel injected into the cylinders concerned.
• Changes in the quantities of fuel injected into the cylinders can be carried out by applying, in the formulas for calculating the injection times, a multiplicative correction coefficient mapped according to the engine operating conditions, said coefficient preferably being between 0.7 and 0.99 for one cylinder and between 1.01 and 1.3 for the other.
• the calculation provided for in step d) consists in counting the combustion levels after a delay period adapted according to the modifications of the control parameters operated in step c) .
• the modifications to the engine control parameters provided for in step c) are adapted to generate at least one cyclic variation in the combustion levels in each of the cylinders concerned, each cycle. consisting of a first period during which the combustion level is improved for one cylinder and degraded for the other, and a second period of the same duration as the first period and during which these variations are reversed while keeping substantially the same amplitudes.
• Step d) then consists of a: calculation for the cylinders concerned by the modifications of step c) of a quantity algebraic representative of the variations in combustion levels for all of the two periods, the assignment to each of the cylinders of the corresponding values of the combustion levels deduced from the first signal being operated by exploiting the synchronization signal as defined in step a ).
• the modifications to the control parameters provided for in step c) are carried out in a similar manner on several groups of two cylinders (n ° l, n ° 4; n ° 2 , n ° 3) shifted by two engine times.
• Figure 1 is a schematic view of the engine control device incorporating the method of the present invention
• FIG. 2 shows the different timing diagrams characterizing the process which is the subject of the present invention.
• the internal combustion engine which is marked 1 is more particularly intended to equip a motor or road vehicle.
• This four-stroke in-line four-cylinder engine is equipped with an electronically controlled multipoint type fuel injection device by means of which each cylinder is supplied with fuel from a specific electro-injector 5.
• the opening of each electro-injector 5 is controlled by the electronic control system 7 also called an injection computer.
• the injection computer 7 determines the quantity of fuel injected and the instant of injection in the cycle according to the operating conditions of the engine on the basis of suitable strategies known moreover such as for example the control of the richness of the fuel air mixture. - fuel admitted into the cylinders at a predetermined set value.
• the injection computer 7 conventionally comprises a microprocessor (CPU), random access memories (RAM), read-only memories (ROM), as well as analog-digital converters (A / D), and various interfaces of inputs and outputs .
• CPU central processing unit
• RAM random access memories
• ROM read-only memories
• a / D analog-digital converters
• the injection computer 7 is more particularly adapted to operate an indirect injection of fuel of the sequential phased type which consists in triggering each injector 5 in isolation so that the injection of fuel is completed before the opening of the corresponding intake valve (s).
• microprocessor input signals include in particular those sent by a crankshaft sensor 22.
• This sensor 22 for example with variable reluctance, is fixedly mounted on the engine frame to be positioned in front of a measuring crown 12 secured to the flywheel. inertia attached to one end of the crankshaft.
• This crown 12 is provided at its periphery with a succession of identical teeth and hollows with the exception of a tooth which has been removed so as to define an absolute reference point making it possible to deduce the instant of passage at the Top Dead Center of the piston of a given cylinder of reference, in this case cylinder n ° l.
• the sensor 22 therefore delivers a signal Dn corresponding to the movement of the teeth of the crown 12.
• This signal Dn makes it possible, after processing by suitable calculation means, to generate a TDC signal identifying at each crankshaft half-turn the simultaneous passages in Neutral Top of the pistons of cylinders n ° l and n ° 4 then alternatively the simultaneous passages in Neutral Top of the pistons of cylinders n ° 2 and n ° 3 (The cylinder n ° l being for example the cylinder ie closest to the crown 12 And so on) .
• the processing of the signal Dn emitted by the sensor 22 also makes it possible to measure the speed of travel of the teeth of the crown 12, and thus to obtain the instantaneous engine rotation speed.
• This signal Dn is further processed by calculation means described below to produce a signal Cg for measuring the gas torque generated by each of the combustions.
• the first step of the method which is the subject of the invention consists in creating a NOCYL synchronization signal.
• This NOCYL signal is more particularly adapted to locate a predetermined instant in the course of the engine cycle used for the phasing of the injection of each of the cylinders, which in the example illustrated is the shift to Neutral High Admission but which could be the shift at the Neutral Low Admission point, or any other time that can be used for the phasing of the injection.
• This synchronization signal NOCYL is phase with the TDC signal and it is arbitrarily initialized at 1 (or 0), at the first detection of the passage to Top Dead Center of a reference cylinder, such as cylinder n ° l, which is therefore arbitrarily considered as a Top Dead Center Admission, then it is incremented (modulo four) at each passage to Top Dead Center of a cylinder in the order of succession of combustions in the cylinders.
• the modification made which consists in enriching certain cylinders and impoverishing the others is adapted to cause variations in the level of torque in opposite directions between the cylinders shifted in the cycle, by two engine times. It is sufficient to assign the torque values to the corresponding cylinders using the predefined NOCYL signal and to sum them up to deduce from the sign the value thus obtained if the NOCYL signal is indeed phase or not.
• the second step of the method therefore consists in determining whether the engine operating conditions allow the richness modifications necessary for the implementation of the invention.
• the operating conditions required to limit the impact on engine operation of variations in richness relate more particularly to the transmission ratio, which must preferably be above a predetermined value, as well as the operating parameters. of the engine and in particular the pressure and the speed which must be within predetermined value ranges.
• the longer the transmission ratio the less the impact of a change in wealth is felt, the inertia of the vehicle filtering for the driver 1 'jerk produced by the sudden change in wealth on the cylinders.
• the shorter the gear the lower the inertia seen from the engine.
• the operating conditions required must also allow a reliable and indisputable identification of the torque changes resulting from the changes in wealth made. It is therefore appropriate that the alterations detected by means of the gas torque signal Cg result from changes in the richness generated according to the process which is the subject of the present invention and not from the noise affecting the gas torque measurement signal Cg.
• the stability criterion retained can be defined by maintaining the values of the parameters selected within a range of values for a given duration.
• the ranges of values can then be fixed or else given by function tables of the values taken by these parameters.
• the amplitude of the modifications of richness carried out on the various cylinders is also adjusted according to the operating conditions of the engine to limit the impact of these modifications on the operation of the engine and to avoid any phenomenon of jerk of the vehicle which can be felt by the driver, while allowing a sure and indisputable location through the analysis of the signal Cg of the resulting torque changes.
• the PARTINJ correction coefficient is chosen so that the alteration of the corresponding gas torque is between predetermined threshold values Smin and Smax, Smin corresponding to the minimum value below which the reduction in torque is not discernible of the noise affecting the signal Cg, this threshold Smin therefore has a predetermined value as a function of the noise level observed and of an adjustable margin, and Smax corresponding to the maximum value above which the decrease in torque causes a jerk.
• the values of the correction coefficient are chosen to produce a comparable effect over the entire pressure range, which is obtained by choosing values of the PARTINJ coefficient according to a function of the intake pressure.
• N is predetermined. Its value results from a compromise between the speed of implementation of the synchronization process and the amplitude of the torque variations (ie again the amplitude of the PARTINJ coefficient).
• the method which is the subject of the invention operates in a fourth step the summations of the gas torque measurements provided by the signal Cg corresponding to each of the cylinders.
• the assignment of the torque values supplied by the signal Cg to the corresponding cylinders is effected by using the predefined NOCYL signal.
• SI the sum for the first period of the gas couples corresponding to the different cylinders.
• the sum SI is operated by positively accounting for the torque values corresponding to the rich cylinders and negatively for the torque values corresponding to the poor cylinders.
• N (I) SI ⁇ Cg "4, i + 0 ⁇ * 3.1 -Cg" l, i -Cg'2, ii ⁇ n with Cg 'j, i value of the torque generated by combustion in the identified cylinder as being
• the sum S2 of the gas couples corresponding to the different cylinders is produced in parallel for the second period, the sum S2 being operated by positively accounting for the torque values corresponding to rich cylinders and negatively the torque values corresponding to poor cylinders.
• This second summation begins with the same timing of n-1 cycles (at least one cycle) so that, on the one hand, the recorded torque measurements effectively take into account the new wealth modifications and, on the other hand, that the sums SI and S2 have the same number (Nn) of terms.
• Cg4, i Cg4 - ⁇ Cg; with Cgj mean value of the torque at the operating point considered for cylinder n ° j.
• the sum S is independent of the mean torque values of the different cylinders. It only depends on the change in torque resulting from the correction coefficient applied 1 +/- PARTINJ and the number of engine cycles taken into account. Torque dispersions between the cylinders are not involved in the implementation of the method according to one • invention.
• This method has many advantages.
• the calculation of the sum S being calculated with a large number of torque values, the influence of noise on the torque measurement decreases, the errors compensating each other. Furthermore, since the calculation is based on a large number of torque values, it is possible to operate with a small torque deviation ⁇ Cg and in particular less than the noise affecting the signal Cg, which further limits the impact of the strategy on the engine behavior.
• the strategy implemented is freed from the error made in the calculation of the gas torque Cgj, i. Indeed, the rich-poor permutation partially compensates for the error made on the estimation of the torque, we add the error when the cylinder is rich, we subtract the error when the cylinder is poor.
• This strategy overcomes instabilities on the couple that may exist. The impact of poor combustion is diluted by the large number of torque values taken into account.
• the symmetry between the depletion and the enrichment of the cylinders makes it possible to maintain a substantially constant overall richness and therefore not to affect the depollution of exhaust gases by catalytic conversion.
• the device for measuring the gas torque resulting from combustion can be produced in various forms: either with analog electronic components for which the summers, comparators and other filters are made using operational amplifiers; - either with digital electronic components that would perform the function in wired logic; or by a signal processing algorithm implemented in the form of a software module component of an engine control software system operating the microprocessor of an electronic computer. or again, by a specific (custom) chip, the hardware and software resources of which have been optimized to carry out the functions which are the subject of the invention: microprogrammable chip or not, encapsulated separately or else all or part of a coprocessor installed in a microcontroller or microprocessor etc.
• the invention includes all the technical equivalents applied to an internal combustion engine whatever its type of injection, the fuel used diesel or petrol or even, the number of its cylinders.

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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)
• Control Of Electric Motors In General (AREA)

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• 1996
  • 1996-10-18 FR FR9612685A patent/FR2754852B1/fr not_active Expired - Lifetime
• 1997
  • 1997-10-17 WO PCT/FR1997/001857 patent/WO1998017904A1/fr active IP Right Grant
  • 1997-10-17 EP EP97911282A patent/EP0932751B1/de not_active Expired - Lifetime
  • 1997-10-17 AU AU48716/97A patent/AU4871697A/en not_active Abandoned
  • 1997-10-17 DE DE69712771T patent/DE69712771T2/de not_active Expired - Lifetime
  • 1997-10-17 ES ES97911282T patent/ES2174232T3/es not_active Expired - Lifetime

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