EP1034416B2 - Verfahren zur auswertung des brennraumdruckverlaufs - Google Patents

Verfahren zur auswertung des brennraumdruckverlaufs Download PDF

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Publication number
EP1034416B2
EP1034416B2 EP98958153A EP98958153A EP1034416B2 EP 1034416 B2 EP1034416 B2 EP 1034416B2 EP 98958153 A EP98958153 A EP 98958153A EP 98958153 A EP98958153 A EP 98958153A EP 1034416 B2 EP1034416 B2 EP 1034416B2
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EP
European Patent Office
Prior art keywords
pressure
crankshaft
combustion chamber
chamber pressure
combustion
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
EP98958153A
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German (de)
English (en)
French (fr)
Other versions
EP1034416B1 (de
EP1034416A2 (de
Inventor
Klaus Walter
Holger Bellmann
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1034416A2 publication Critical patent/EP1034416A2/de
Application granted granted Critical
Publication of EP1034416B1 publication Critical patent/EP1034416B1/de
Publication of EP1034416B2 publication Critical patent/EP1034416B2/de
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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
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • 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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation

Definitions

  • the invention relates to a method for evaluating the combustion chamber pressure in an internal combustion engine.
  • each cylinder of the internal combustion engine is assigned a combustion chamber pressure sensor.
  • a crankshaft sensor is used which provides an output signal representative of the crankshaft position. Both signals are evaluated together in the control unit of the internal combustion engine.
  • a camshaft sensor is no longer needed, since the synchronization of crankshaft and camshaft position, in particular after the start of the combination of the combustion chamber pressure curve and the crankshaft sensor signal is possible.
  • a method in which the combustion chamber pressure curve is evaluated as a function of the crankshaft position, for cylinder detection and for generating required for the ignition signals is known.
  • the cylinder recognition and the detection in which crankshaft revolution of a combustion cycle is the internal combustion engine is carried out in the known method, for example by the pressure increase in a particular cylinder is evaluated and distinguished between pressure increase in the compression stroke and pressure increase when combustion. Since these values are different, it is possible to determine in which crankshaft revolution the internal combustion engine is located. Based on this knowledge, control signals for the internal combustion engine can be generated.
  • the inventive method with the features of the main claim has the advantage that an accurate analysis of the combustion chamber pressure curve is performed so that the valve timing can be determined with respect to the crankshaft position. For this purpose, characteristic events are evaluated from which clearly defined valve timing can be recognized. For the valve timing outlet opens, outlet closes, inlet opens, inlet closes, there are characteristic pressure curves, which are extracted from the combustion chamber pressure curve. According to the invention, the volume or the crankshaft angle is detected to determine the valve timing "intake closes", in which the compression pressure is equal to the ambient pressure.
  • FIG. 1 shows a per se known device for detecting the pressure curve in the cylinders of an internal combustion engine.
  • FIG. 1 a shows relevant parts of the internal combustion engine.
  • FIG. 2 shows a characteristic combustion chamber pressure profile over the crankshaft angle.
  • FIG. 3 shows a flow chart of an evaluation method according to the invention, and FIGS. 4, 5 and 6 show different relationships between combustion chamber pressure, combustion chamber volume and crankshaft angle.
  • FIG. 1 the most essential components of a device for detecting the combustion chamber pressure in each cylinder of an internal combustion engine are shown.
  • cylinder pressure sensors 14, 15, 16 and 17 are arranged in the cylinders 10, 11, 12 and 13 of a four-cylinder internal combustion engine, which determine the pressure profiles P1, P2, P3 and P4.
  • a crankshaft sensor 18 is present, which emits a characteristic of the crankshaft position ⁇ output signal S1.
  • Both the output signals of the cylinder pressure sensors 14, 15, 16 and 17 and the output signal of the crankshaft sensor 18 are supplied to the control unit 19 of the internal combustion engine, which processes these signals.
  • Inputs 20 can be used to supply the control unit with further signals (for example a temperature T, a load L, etc.) which can also be further processed in the control unit.
  • the control unit 19 comprises a multiplexer 21, via which either the output signal of the cylinder pressure sensors are fed to an analog / digital converter 22.
  • the switching of the multiplexer 21 takes place crankshaft angle-dependent and is triggered by appropriate controls by the control unit 19.
  • the actual evaluation of the signals takes place in a microprocessor 23 of the control unit 19, which can output control signals S2 and S3 to various components of the internal combustion engine, for example ignition or injection signals, via an output unit 23a as a function of the determined variables.
  • the signal processing takes place, on the basis of which the valve timing can be concluded, or by means of which the valve timing can be determined.
  • FIG. 3 shows an evaluation scheme in which the pressure from the sensor signal is calculated in each case in step SCH1.
  • step SCH2 the crankshaft angle ⁇ is read in, so that the reference P ( ⁇ ) is present in step SCH3.
  • step SCH4 the pressure profile is evaluated, possibly taking into account stored data and in step SCH5 is closed to the relevant valve control unit.
  • the cylinder of an internal combustion engine for example the cylinder 10 (FIG. 1 a), is supplied with the air mixture by opening the inlet valve 24.
  • the fuel is injected from the injection valve 25 in front of the inlet valve 24 into the intake manifold 26 and ignited via the spark plug 27.
  • the gas generated in the cylinder can be omitted.
  • the control of the intake valve and the exhaust valve takes place in a known manner by means of the camshaft or the camshaft, not shown.
  • the camshaft or the camshafts are driven by the crankshaft in a known manner.
  • the position of the camshaft or of the camshafts with respect to the crankshaft can be varied by the control unit 19 as a function of the rotational speed by means of corresponding activation signals S3.
  • the control unit 19 By the inventive detection of the valve timing in dependence on the crankshaft angle, the assignment between the camshaft position and crankshaft position can be determined.
  • the curve of the combustion chamber pressure P1 of the cylinder 10 is plotted against the crankshaft angle ⁇ .
  • the cylinder pressure reaches two maximum values which are one working cycle or 720 ° CA apart.
  • the maximum of the combustion chamber pressure is higher in the region in which combustion takes place than in the region in which only compression occurs.
  • a combustion takes place in the example of Figure 2 in the phase Ve. In phase Ko, only compression occurs.
  • the combustion chamber pressure curve shown schematically in FIG. 2 is evaluated according to the invention according to various criteria in order to conclude from it events which are characteristic for the camshaft position with respect to the crankshaft position and thus for the valve seat control times. Such an event may be, for example, the crankshaft position at which the intake valve closes.
  • Other valve timing is the timing of the outlet opens. Inlet opens, outlet closes. For each valve timing there are characteristic or characteristic features in the pressure curve, the evaluation of which will be described in more detail below.
  • the expansion line of the combustion chamber pressure curve can be evaluated.
  • the operations in the cylinder are a thermodynamically closed system, so that the processes can be calculated according to thermodynamic laws.
  • a pressure drop occurs that is similar to polytropic expansion. Characteristic of this is that the amount of the pressure gradient decreases with increasing volume.
  • the evaluation of the pressure gradient can thus be used for the completed outlet opening. If the pressure gradient has a behavior which is characterized by a decreasing decrease and a sudden increase in the magnitude of the pressure gradient, it can be concluded that the outlet has been opened.
  • the evaluation can be done by, for example, a change of sign in the second derivative of the pressure is checked by volume. If such a sign change occurs in the second derivative of the pressure after the crank angle, it can be concluded that an outlet has taken place.
  • Fig. 4 which shows the relationship between pressure P and volume V between the top dead center OT and the bottom dead center UT, the point A1 would designate the exhaust port made.
  • the second derivative of the pressure is by volume d 2 P dv has a sign change. This also applies to the context d 2 P d.alpha 2 ,
  • the volume or crank angle is detected at which the compression line passes through a known, fixed level. In the simplest case, this will Comparison level gained from the pressure curve during the pushing out.
  • the position of the point of intersection A2 between the compression pressure curve and the pressure curve during the pushing out in the crank angle pattern or in the course of the volume can be seen in FIG.
  • a target value for the position of the point A2 depending on the load and speed can be applied depending on the engine.
  • the deviation of the actual value of the point A2 from the setpoint is used.
  • the recording of the engine-specific data can be done before commissioning, for example, in a test bed.
  • the data thus obtained are stored in memories, for example, of the control unit, which can access this data at any time.
  • combustion chamber pressure curve is not limited to the pressure-volume relationship, but it is also an evaluation based on the pressure-crank angle relationship possible.
  • evaluating the position of the points A3 and A4 of Figure 6 can draw appropriate conclusions.
  • the combustion chamber pressure P is plotted against the crankshaft angle ⁇ .
  • the load change OT points LWOT, an ignition TDC point ZOT, bottom dead centers UT and angles .alpha.3, .beta.3 and .alpha.4, .beta.4 are entered, the angles .alpha.3 or .alpha.4 respectively being the distance between the bottom dead center UT and the point A3 or A4 defined, the angle ⁇ 3 the distance between A3 and ZOT and the angle ⁇ 4 defines the distance between A4 and LWOT.
  • the evaluation of the combustion chamber pressure curve during the expulsion of the combustion gases located in the cylinder can also be carried out by comparison with the ambient pressure.
  • the volume or the crankshaft angle is detected, in which the compression pressure is equal to the ambient pressure.
  • the point A3 is defined as the intersection of the compression pressure curve with the ambient pressure.
  • an evaluation of the combustion chamber pressure curve can also be based on a fixed pressure value. In this case, however, special diagnostic strategies are required, which prevents a misdiagnosis due to a strong change in the ambient pressure, for example in a high-altitude drive. If such high-altitude travel is detected by the control unit, for example in conjunction with other evaluations for regulating the internal combustion engine, detection of valve control times can be prevented at least temporarily.
  • valve timing changed for example, by corresponding change in the camshaft positions
  • this also leads to a change in the combustion chamber pressure profile during the compression phase, during the combustion phase and during the expansion phase.
  • the valve timing changed so that the residual gas content of the cylinder charge changes in a characteristic manner.
  • a higher residual gas content which may be caused for example by late closing of the exhaust valve or early opening of the intake valve, in each case based on the crankshaft angle, increases both the absolute pressure and the pressure gradient during the compression phase assuming the same fresh air mass supply. If the same ignition point is assumed, combustion will start late, with the corresponding effects on combustion and expansion characteristics.
  • engine-specific characteristic values or characteristic maps are stored in memories of the control unit, these characteristics or characteristic diagrams can be used at any time.
  • a comparison with the measured cylinder pressure curve results in knowledge of the engine-specific relationships, for example, with determined mathematical relationships, a inferring, which are the valve timing.
  • characteristic values can be adapted. From the adapted characteristics can also be inferred to the current valve timing.
  • the scattering of the variables characterizing the combustion increases from cycle to cycle in spark-ignited engines with increasing residual gas content, can be a further evaluation option for the combustion pressure curve. This makes it possible to draw conclusions about the valve timing from the scattering of the characteristic values via engine-specifically determined characteristic maps or characteristic curves, engine-specific mathematical relationships or characteristic values adapted during engine operation.
  • a combination of the above-mentioned evaluation options is possible at any time. Furthermore, it is possible, both in the evaluation of the pressure gradients and in the evaluation of the maximum pressure, the position of the maximum pressure and generally in the evaluation of individual pressure gradients, first an averaging, for example over several Carry out engine cycles and to investigate the average values of the combustion chamber pressure curve to variables characterizing certain valve timing. In each case engine specific determined and stored as a map or characteristic relationships or mathematical relationships are again considered.
  • valve timing integral In order to detect at least one of the valve timing "outlet opens”, “outlet closes”, “inlet closes” or “inlet opens”, a defined combustion chamber pressure integral or a differential combustion chamber pressure integral can also first be formed, the integration limits being suitable and in particular being set as follows, that valve timing typical phases are summarized.
  • valve timing Another possibility for detecting the valve timing is to derive characteristic quantities for certain valve timing from the occurrence of oscillations in the combustion chamber pressure curve as a result of knocking combustion or from the necessity of countermeasures for avoiding knocking combustion, which in turn are taken due to pressure oscillations in the combustion chamber pressure curve. Again, an additional averaging can be performed.
  • the invention can be used in internal combustion engines with any number of cylinders, the number of cylinder pressure sensors, for example, the number of cylinders or half the number corresponds. In a simplified version, at least one sensor can be used. Knock sensors can also be used as sensors or any combustion sequence sensors from whose output signal characteristics can be obtained for valve timing.
EP98958153A 1997-09-23 1998-09-22 Verfahren zur auswertung des brennraumdruckverlaufs Expired - Lifetime EP1034416B2 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19741820 1997-09-23
DE19741820A DE19741820B4 (de) 1997-09-23 1997-09-23 Verfahren zur Auswertung des Brennraumdruckverlaufs
PCT/DE1998/002809 WO1999015872A2 (de) 1997-09-23 1998-09-22 Verfahren zur auswertung des brennraumdruckverlaufs

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EP1034416A2 EP1034416A2 (de) 2000-09-13
EP1034416B1 EP1034416B1 (de) 2002-02-27
EP1034416B2 true EP1034416B2 (de) 2007-03-14

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EP98958153A Expired - Lifetime EP1034416B2 (de) 1997-09-23 1998-09-22 Verfahren zur auswertung des brennraumdruckverlaufs

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US (1) US6276319B2 (es)
EP (1) EP1034416B2 (es)
JP (1) JP4392987B2 (es)
DE (2) DE19741820B4 (es)
WO (1) WO1999015872A2 (es)

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Also Published As

Publication number Publication date
US6276319B2 (en) 2001-08-21
EP1034416B1 (de) 2002-02-27
EP1034416A2 (de) 2000-09-13
DE59803230D1 (de) 2002-04-04
JP4392987B2 (ja) 2010-01-06
US20010002587A1 (en) 2001-06-07
JP2001517786A (ja) 2001-10-09
WO1999015872A3 (de) 1999-06-03
DE19741820A1 (de) 1999-03-25
WO1999015872A2 (de) 1999-04-01
DE19741820B4 (de) 2009-02-12

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