EP1062416B1 - Verfahren für die berechnung des angezeigten mitteldrucks einer brennkraftmaschine - Google Patents

Verfahren für die berechnung des angezeigten mitteldrucks einer brennkraftmaschine Download PDF

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Publication number
EP1062416B1
EP1062416B1 EP99907695A EP99907695A EP1062416B1 EP 1062416 B1 EP1062416 B1 EP 1062416B1 EP 99907695 A EP99907695 A EP 99907695A EP 99907695 A EP99907695 A EP 99907695A EP 1062416 B1 EP1062416 B1 EP 1062416B1
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EP
European Patent Office
Prior art keywords
pmi
advance
richness
engine
equal
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
EP99907695A
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English (en)
French (fr)
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EP1062416A1 (de
Inventor
Thierry Prunier
Vincent Rauch
Luis Rodrigues
Jean-Marie Taupin
Edouard Valenciennes
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Renault SAS
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Renault SAS
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Publication date
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Publication of EP1062416A1 publication Critical patent/EP1062416A1/de
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Publication of EP1062416B1 publication Critical patent/EP1062416B1/de
Anticipated expiration legal-status Critical
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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
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • 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
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque

Definitions

  • the present invention relates to the field of motors with internal combustion in which the increase in quality requirements of operation associated with the development of control means and regulation requires increasingly precise control of operation overall of these motors (see for example FR-A-2 688 546 and EP-A-742359).
  • the engine control and regulation means can include richness sensors, a motorized intake throttle, a full electronic ignition, etc.
  • knowledge of gross engine torque as a function of operating parameters applied such as richness, speed, air charge and ignition advance, can be used to anticipate the command (s) to use in order to correctly regulate engine operation taking into account accessories with which the vehicle is fitted and which must be supplied with energy, directly or indirectly, from the engine such as air conditioning, power steering, automatic transmission, anti-skid system and trajectory control, etc.
  • the effective engine torque at optimal advance is defined as a mapping depending on the speed and pressure of the manifold. This torque is then increased by the friction couple thanks to a speed-dependent table to obtain the indicated gas torque and which will then be corrected by a single advance yield. This couple gas is again reduced by friction losses for finally obtain the effective torque corresponding to the advance setting adopted.
  • the object of the present invention is to remedy the drawbacks of the methods proposed above using an advance yield particularly precisely defined.
  • the method for estimating the torque of a spark-ignition engine according to the invention is carried out by calculating the average pressure indicated by the positive loop of the pressure cycle in the cylinder as a function of the volume of said cylinder, the positive loop being the part of the curve representative of the operation of the engine when the valves of said engine are closed. This estimate is made as a function of the air flow entering the engine, the pressure in the engine manifold, the operating speed N, the ignition advance AV, and the apparent richness of combustion Ri.
  • the richness coefficient ⁇ Ri is equal to 1 if the richness Ri is equal to 1, the richness coefficient ⁇ Ri being a variable dependent on the richness Ri.
  • the evolution of PMI + as a function of the advance is modeled by a second degree curve approaching the points actually measured.
  • the points actually measured are weighted, a greater weight A being accorded to the measurement points closest to the value of the optimal advance, according to the following equation:
  • a (i) A min + ( PMI + (i) - PMI + min ) x (A max - A min ) / (PMI + max - PMI + min ),
  • a min being the minimum weight associated with the minimum measured value of the indicated average pressure PMI +
  • a max being the maximum weight associated with the maximum measured value of the average pressure indicated PMI +, using a minimization criterion: Min [ ⁇ i A (i) 2 x (PMI + (i) mes - PMI + (i) calc) 2 ];
  • i being the number of measurements for a curve
  • PMI + (i) mes being the average pressure indicated PMI + measured at point i
  • PMI + (i) calc being the average pressure indicated PMI + calculated at point i according to the modeling curve.
  • the work that can be recovered in the form of energy mechanical is therefore equal to the indicated average pressure of the loop positive PMI + from which the indicated average pressure of the negative loop PMI- and the average pressure of PMF friction.
  • the richness coefficient ⁇ Ri 1 when the richness Ri is equal to 1.
  • the coefficient K is a representative map of the combustion efficiency of the engine at unit richness.
  • the advance yield ⁇ AV characterizes the change in the indicated average pressure of the positive PMI + loop as a function of the ignition advance.
  • the formulation used to estimate the indicated average pressure of the loop positive PMI + involves the optimal AVopt advances of the various engine operating points. It should be possible to characterize precisely all of these optimal advances. Their determination takes place mainly in the flattest part of the curve called hat in advance due to its shape.
  • the overall minimization criterion adopted involves sub-criteria applying to deviations in curvature, optimal advance and value of the indicated average pressure of the positive PMI + loop.
  • CRIT (curve) min [b x ⁇ abs (1 - curvature (k) calc / curvature (k) mes)]; k being the number of bending caps.
  • CRIT (curve) min [b x ⁇ abs (1 - curvature (k) calc / curvature (k) mes)]; k being the number of bending caps.
  • the torque value is developed from the average pressure exerted PME in the engine; the value of the average pressure exerted being obtained from the exhaust pressure and the outputs of a gearbox whose operation is illustrated in Figure 5, and of the engine speed N.
  • the exhaust pressure is calculated from the amount of air entering the engine Q r expressed in kilograms / second.
  • the torque box provides the values of the manifold pressure P col , the indicated average pressure of the positive loop PMI +, the advance efficiency ⁇ AV , the richness coefficient ⁇ Ri and the mean PMF operating pressure of the engine.
  • the value of the PMI + is obtained as explained above by a weighting taking into account the values of the quantity of air entering the engine Q r in grams per revolution, of a mapping of the coefficient K as a function of the manifold pressure P col and of the operating regime N with unit richness, of the advance efficiency ⁇ AV and of the richness coefficient ⁇ Ri
  • the obtaining of the value of the advance efficiency ⁇ AV is illustrated in FIG. 6.
  • the representative curve of richness coefficient ⁇ Ri is obtained from the value of the wealth Ri.
  • the average operating pressure PMF is calculated from the operating speed N.
  • the quantity of air Q r in grams per revolution is calculated from the quantity of air in kg / s and the operating speed N.
  • the yield of advance ⁇ AV is worked out starting from the influence of the richness on the curvatures of the caps modeled h (Ri), of the advance AV, of the table of curvatures hats modeled f (AVopt) and optimal advances AVopt (Ri).
  • the function h (Ri) is developed from the value of the richness Ri.
  • the calculation of the table of curvatures of the caps modeled f (AVopt) and of the optimal advances AVopt (Ri) is carried out from the maps established for a unit richness and for a richness less than 1, for example equal to 0.68, in function of the operating regime N and of the manifold pressure P col , and of the variable P depending on the richness Ri.

Landscapes

  • 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)

Claims (5)

  1. Verfahren zur Bestimmung des Drehmomentes eines Motors mit gesteuerter Zündung.durch Berechnung des durch die positive Schleife des Druckzyklus im Zylinder dargestellten mittleren Drucks als Funktion des Zylindervolumens, wobei die positive Schleife der Abschnitt der dem Betrieb des Motors bei geschlossenen Ventilen entsprechenden Kurve ist, als Funktion der in den Motor eintretenden Luftmenge, des Drucks im Ansaugraum des Motors, der Betriebsdrehzahl N, der Vorzündung und der Anreicherung im Betrieb, wobei der durch die positive Schleife PMI+ dargestellte mittlere Druck gleich ist dem Produkt aus dem durch die positive Schleife dargestellten mittleren Druck für eine Anreicherung gleich 1 und bei optimaler Vorzündung PMI+opt,Ri=1, aus dem Koeffizienten der Anreicherung πRi und aus dem Grad der Vorzündung πAV und wobei der durch die positive Schleife dargestellte mittlere Druck für eine Anreicherung gleich 1 und bei optimaler Vorzündung gleich ist dem Produkt aus der in den Motor eintretenden Luftmenge und aus einem Koeffizienten K, der vom Ansaugdruck und von der Betriebsdrehzahl N abhängt.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass der Koeffizient der Anreicherung πRi gleich 1 ist wenn die Anreicherung Ri gleich 1 ist, wobei der Koeffizient der Anreicherung πRi eine von der Anreicherung Ri abhängige Variable ist.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Grad der Vorzündung πAV von einer Variablen P abhängt, die einem Regressionspolynom zweiten Grades folgt als Funktion des Unterschiedes zwischen der optimalen Vorzündung im Betriebspunkt und der gegebenen Vorzündung und deren Krümmung eine Funktion ist des Wertes der optimalen Vorzündung und der Anreicherung Ri, mit πAV=1-P*(AV-AVopt)2.
  4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass die Entwicklung der optimalen Vorzündung der positiven Schleife als Funktion der Vorzündung als Modell erfasst wird in Form einer Kurve zweiten Grades, die an die tatsächlich gemessenen Punkte angenähert ist.
  5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass eine Wichtung der tatsächlich gemessenen Punkte durchgeführt wird, wobei ein grösseres Gewicht A den Punkten zugemessen wird, die der experimentellen optimalen Vorzündung am nächsten liegen, gemäss der folgenden Gleichung:
    A(i) =Amin +( PMI+(i) - PMI+min ) * ( Amax-Amin )/( PMI+max - PMI+min), wobei Amin das Minimalgewicht ist, das dem gemessenen Minimalwert des dargestellten mittleren Drucks der PMI+ zugeordnet wird, während Amax das Maximalgewicht ist, das dem gemessenen Maximalwert des dargestellten mittleren Drucks der PMI+ zugeordnet wird unter Verwendung eines Kriteriums der Minimierung:
    Min[Σi A(i)2 * (PMI+(i)mes - PMI+(i)calc)2] ; dabei ist i die Anzahl der Messungen für eine Kurve, PMI+(i)mes der PMI+ gemessen am Punkt i und PMI+(i)calc der PMI+ berechnet am Punkt i gemäss der Kurve des Modells.
EP99907695A 1998-03-12 1999-03-12 Verfahren für die berechnung des angezeigten mitteldrucks einer brennkraftmaschine Expired - Lifetime EP1062416B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9803068A FR2776066B1 (fr) 1998-03-12 1998-03-12 Procede de calcul de la pression moyenne indiquee d'un moteur a combustion interne
FR9803068 1998-03-12
PCT/FR1999/000554 WO1999046497A1 (fr) 1998-03-12 1999-03-12 Procede de calcul de la pression moyenne indiquee d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1062416A1 EP1062416A1 (de) 2000-12-27
EP1062416B1 true EP1062416B1 (de) 2002-05-22

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EP99907695A Expired - Lifetime EP1062416B1 (de) 1998-03-12 1999-03-12 Verfahren für die berechnung des angezeigten mitteldrucks einer brennkraftmaschine

Country Status (5)

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EP (1) EP1062416B1 (de)
JP (1) JP4299460B2 (de)
DE (1) DE69901547T2 (de)
FR (1) FR2776066B1 (de)
WO (1) WO1999046497A1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2837528B1 (fr) * 2002-03-21 2004-06-04 Renault Procede d'estimation du couple de pompage d'un moteur thermique pour vehicule automobile
US7127346B1 (en) * 2005-06-23 2006-10-24 Gm Global Technology Operations, Inc. Dynamic engine pumping work estimation algorithm
DE102013005655B9 (de) * 2013-04-04 2014-07-31 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Bestimmung des indizierten Mitteldruckes in der Hochdruckphase beim Betrieb einer Brennkraftmaschine
FR3053118B1 (fr) * 2016-06-23 2018-06-22 Renault S.A.S Procede de determination de l'avance a l'allumage d'un moteur a combustion interne et procede de controle d'un moteur utilisant un tel procede

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR930000007B1 (ko) * 1988-06-08 1993-01-06 미쯔비시 덴끼 가부시끼가이샤 내연기관의 제어 장치
FR2681908A1 (fr) * 1991-09-27 1993-04-02 Peugeot Procede de correction des parametres de controle d'un moteur a combustion interne et dispositif de mise en óoeuvre du procede.
FR2688546B1 (fr) * 1992-03-10 1996-03-01 Siemens Automotive Sa Procede et dispositif de commande d'un moteur a combustion interne.
FR2711185B1 (fr) * 1993-10-12 1996-01-05 Inst Francais Du Petrole Système d'acquisition et de traitement instantané de données pour le contrôle d'un moteur à combustion interne.
DE69620670T2 (de) * 1995-05-12 2002-08-14 Yamaha Motor Co Ltd Verfahren und Vorrichtung zur Steuerung des Betriebs einer Brennkraftmaschine
DE19517673A1 (de) * 1995-05-13 1996-11-14 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung des Drehmoments einer Brennkraftmaschine

Also Published As

Publication number Publication date
JP4299460B2 (ja) 2009-07-22
FR2776066B1 (fr) 2000-06-30
JP2002506169A (ja) 2002-02-26
DE69901547D1 (de) 2002-06-27
DE69901547T2 (de) 2002-11-28
WO1999046497A1 (fr) 1999-09-16
EP1062416A1 (de) 2000-12-27
FR2776066A1 (fr) 1999-09-17

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