EP1203875A1 - Procédé pour la protection d'un moteur à combustion interne contre surpression - Google Patents

Procédé pour la protection d'un moteur à combustion interne contre surpression Download PDF

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Publication number
EP1203875A1
EP1203875A1 EP00123808A EP00123808A EP1203875A1 EP 1203875 A1 EP1203875 A1 EP 1203875A1 EP 00123808 A EP00123808 A EP 00123808A EP 00123808 A EP00123808 A EP 00123808A EP 1203875 A1 EP1203875 A1 EP 1203875A1
Authority
EP
European Patent Office
Prior art keywords
fuel
pressure
cylinder
peak
engine
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.)
Granted
Application number
EP00123808A
Other languages
German (de)
English (en)
Other versions
EP1203875B1 (fr
Inventor
Hether Lee
Alain Marie Roger Chevalier
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.)
Ford Global Technologies LLC
Original Assignee
Ford Global Technologies LLC
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP20000123808 priority Critical patent/EP1203875B1/fr
Priority to DE50013237T priority patent/DE50013237D1/de
Priority to JP2001329636A priority patent/JP2002180879A/ja
Publication of EP1203875A1 publication Critical patent/EP1203875A1/fr
Application granted granted Critical
Publication of EP1203875B1 publication Critical patent/EP1203875B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D35/023—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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/281—Interface circuits between sensors and control unit

Definitions

  • the invention relates to a method for protecting a Internal combustion engine before overpressure, the pressure in at least a cylinder of the internal combustion engine is measured. Furthermore, the invention relates to a device for performing of such a process.
  • the method serves to protect an internal combustion engine from Overpressure, the pressure in at least one cylinder of the Internal combustion engine is measured.
  • Procedures in which the Pressure measured in a cylinder are different Known purposes.
  • the measured pressure is at U.S. 4,397,285; U.S. 4,549,513; U.S. 4,846,128; US 4 063 238 and US 5 676 113 used the ignition timing to control the performance of the engine to increase.
  • US 5 284 114 US 4 706 628 and US 4,732,126 also discloses the location of the peak pressure to determine within the cylinder, and depending the ignition timing and fuel parameters regulate.
  • US 4,516,401 and US US 4,483,146 known, via a feedback of the cylinder pressure to control the compressor of turbocharger engines.
  • the method according to the invention is characterized in that that the fuel introduction and / or the fuel combustion deviating from those specified by the engine control Values is modified when the peak pressure in one Cylinder of the internal combustion engine a predetermined Threshold value is exceeded, the modification taking place in such a way that the peak pressure mentioned below is below a maximum value remains. Under the peak pressure, the during of the greatest internal cylinder pressure occurring during an engine cycle.
  • the procedure ensures that one for the Combustion engine maximum value to be regarded as load limit of the cylinder pressure is not exceeded by the Peak pressure continuously monitored in at least one cylinder and if the specified threshold value is exceeded by the peak pressure is the one specified by the engine control Suitable fuel introduction and / or fuel combustion Way is modified.
  • the threshold from which the The method being active is typically 5 to 20%, preferably approx. 10% below the maximum value of the Cylinder pressure.
  • the fuel introduction and / or the fuel combustion can be modified in particular by the fact that the Amount of fuel supplied to the internal combustion engine, the ignition point of the air-fuel mixture and / or the fuel injection time be modified.
  • About the above Control variables can specifically influence pressure development be taken in the cylinder space. For example, occurs with a decrease in the amount of fuel supplied a corresponding reduction in peak pressure in the corresponding Cylinder.
  • the fuel quantity is preferably only modified from a reduction in the calculated by the engine control, amount of fuel to be supplied. That means that the invention Proceed the "normally” from the engine control amount of fuel intended for supply decrease at best, but never increase. Such Reducing the amount of fuel is sufficient Purpose to limit the excess pressure in the cylinder space.
  • the pressure in only one cylinder of a multi-cylinder internal combustion engine measured and as representative of all cylinders of the engine accepted.
  • the pressure in several cylinders especially in each cylinder bank of the internal combustion engine and / or in each Cylinder of the internal combustion engine can be measured. hereby the accuracy and security of the protection increase further before overpressure.
  • the method can also be modified fuel introduction and / or fuel combustion differentiate between the cylinders.
  • sizes for each cylinder bank and / or for each cylinder of the internal combustion engine modified separately. To this In this way, critical pressures can be limited to certain cylinders can be targeted in these cylinders without the Performance of the cylinders not affected unnecessarily would be affected.
  • the Modified fuel introduction and / or fuel combustion so that the peak pressure in the cylinder is as close as possible to The maximum value is as long as it is not lower by the engine control Pressure values can be controlled.
  • the procedure only intervenes when the engine control system fuel introduction and / or fuel combustion is specified, which in the engine to a pressure leads that exceeds a predetermined threshold. With The threshold value according to the invention is exceeded The process is active and influences the introduction of fuel and / or fuel combustion in the sense of a reduction the pressure values. In order to do so from the engine control to come as close as possible to the desired conditions advantageously tried the peak pressure in the cylinder as close as possible to the maximum permissible limit of the maximum value to keep. However, as soon as the engine control is one Specifies fuel introduction and / or fuel combustion, which would lead to lower pressure values are immediately implemented these new guidelines.
  • the invention also relates to a device for carrying it out a method of the type discussed above, which a peak pressure regulator contains the input side with at least one arranged in a cylinder of the internal combustion engine Pressure sensor and on the output side with a control device for fuel introduction and / or fuel combustion connected is.
  • the peak pressure regulator is still like this set up that he fuel injection and / or Fuel combustion modified when the peak pressure in the Cylinder exceeds a predetermined threshold, where the modification is done so that the peak pressure in the cylinder remains below a maximum pressure.
  • the control system according to the invention is shown schematically in FIG shown for an internal combustion engine in which it both a gasoline engine and a diesel engine can act.
  • Diesel engines in particular benefit from this Method according to the invention, since they have larger pressure variations exposed within the cylinder and the maximum Peak pressures are far higher than with gasoline engines.
  • Figure 1 shows four arranged in a known manner one behind the other Cylinder 1 of an internal combustion engine.
  • a pressure sensor 3 is arranged, via which the in the cylinder prevailing pressure measured and to a peak pressure regulator C is reported.
  • Such peak pressure regulators C, C ', C '', C '' ' are provided separately for all cylinders of the engine.
  • the output of the controller C acts on actuators of the fuel injection system. This includes the injectors 2 and possibly also the fuel pump.
  • the main regulated variable is the amount of fuel F q injected for each cylinder. This variable can be controlled individually for each cylinder or for several or all cylinders together. Alternatively, the timing of the injection (F tim for a diesel engine) or the ignition timing advance control (for a gasoline engine) can be controlled instead of or together with the amount of fuel F q injected.
  • the sensors used by the control device can be any type of sensor which can give an indication of the pressure P cyl within some or all of the cylinders. These sensors are therefore referred to below as in-cylinder pressure sensors.
  • Typical sensors include direct in-cylinder pressure sensors such as piezoelectric or optical sensors that are mounted directly in the combustion chamber, or indirect in-cylinder pressure sensors such as piezoelectric sensors that are installed in a spark or glow plug, or accelerometers that are mounted outside the combustion chamber.
  • the output signals of the sensors can be converted into pressure signals in a known manner after appropriate preprocessing and calibration. The greater the accuracy of these pressure signals, the better the control according to the invention can be carried out, and the greater the benefit of the invention.
  • Table 1 shows which production tolerances can be compensated for depending on the sensor configuration selected. 1 sensor per ... Dead-spot Head gasket interspaces Injectors-characteristic Combustion chamber related casting / machining tolerances cylinder X X X X cylinder bank X X engine X
  • FIG. 3 shows a flow diagram of a possible control algorithm.
  • the engine control calculates a customary fuel supply strategy based on the accelerator pedal position 11 specified by the driver and other sensor signals 10. The result of this calculation is the quantity of fuel F q d to be injected into the cylinder.
  • the peak pressure P peak is detected by a peak pressure detector 13, which receives the data 12 of the internal cylinder pressure P cyl .
  • This peak pressure P peak is defined as the maximum pressure during an engine cycle. The determination takes place once per engine cycle.
  • the value P peak is temporarily stored in a buffer 14 until a new value overwrites it. This can be done once per cycle, once per cycle or with any other suitable sequence of steps depending on the configuration of the pressure sensors and the number of peak pressure regulators.
  • the peak pressure P peak is then passed to a summer, in which it is subtracted from the value of the maximum permissible pressure P max in the cylinder stored in block 15. The difference thus formed is fed to a P max follow-up controller 16.
  • the purpose of this regulator is to calculate the amount of fuel to be injected in such a way that the peak pressure P peak is regulated to the maximum permissible pressure P max .
  • this regulator is a proportional / integral (PI) or proportional / integral / differential (PID) regulator with an "anti-windup" characteristic, for a smooth transition from or to the original fuel supply strategy (blocks 18 and 19 ) to ensure.
  • the regulator should be calibrated to avoid any excess pressure.
  • the output of the regulator 16 consists of a value F q c for the introduction of fuel.
  • the peak pressure P peak is compared with a predetermined threshold pressure P th , which is selected a few bar below the maximum pressure P max . If the peak pressure remains below the threshold pressure, the original engine control strategy is not changed. This means that, according to block 20, the fuel quantity F is set equal to the fuel quantity F q d specified by the engine control. The motor works safely well below the maximum pressure P max , so that the pressure limiter can remain deactivated.
  • the branch condition could be with everyone other available and torque related Size can be evaluated instead of the amount of fuel.
  • the control strategy for peak pressure in the cylinder interior shown in FIG. 3 was tested on a conventional four-cylinder 2.0-liter diesel engine.
  • the maximum pressure P max was set in the controller to 120 bar and the threshold pressure P th to 10 bar below the maximum pressure (that is to say 110 bar).
  • the engine was initially operated with the peak pressure regulator switched off.
  • FIG. 4 shows the results of this comparison, the peak pressure P peak exceeding the limit value P max of 120 bar several times by more than 10 bar.
  • the top diagram of FIG. 4 shows the peak pressure in the interior of the cylinder on the vertical axis and the duration of the test on the horizontal axis. In comparison, the amount of fuel that is delivered to the cylinders is entered in the lower diagram on the same time axis.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP20000123808 2000-11-02 2000-11-02 Procédé pour la protection d'un moteur à combustion interne contre surpression Expired - Lifetime EP1203875B1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP20000123808 EP1203875B1 (fr) 2000-11-02 2000-11-02 Procédé pour la protection d'un moteur à combustion interne contre surpression
DE50013237T DE50013237D1 (de) 2000-11-02 2000-11-02 Verfahren zum Schutz eines Verbrennungsmotors vor Überdruck
JP2001329636A JP2002180879A (ja) 2000-11-02 2001-10-26 過大圧力からの内燃機関の保護方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20000123808 EP1203875B1 (fr) 2000-11-02 2000-11-02 Procédé pour la protection d'un moteur à combustion interne contre surpression

Publications (2)

Publication Number Publication Date
EP1203875A1 true EP1203875A1 (fr) 2002-05-08
EP1203875B1 EP1203875B1 (fr) 2006-07-26

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EP20000123808 Expired - Lifetime EP1203875B1 (fr) 2000-11-02 2000-11-02 Procédé pour la protection d'un moteur à combustion interne contre surpression

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EP (1) EP1203875B1 (fr)
JP (1) JP2002180879A (fr)
DE (1) DE50013237D1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10220320B3 (de) * 2002-05-07 2004-01-22 Daimlerchrysler Ag Verfahren zum Betreiben eines Verbrennungsmotors
EP1826378A2 (fr) * 2006-02-28 2007-08-29 Robert Bosch Gmbh Procédé de fonctionnement pour moteur thermique, en particulier d'automobile
GB2468872A (en) * 2009-03-25 2010-09-29 Bamford Excavators Ltd Method of Operating a Compression Ignition Engine by Altering the Fuel Injection Timing Based on Sensed Engine Parameters.
DE102004052703B4 (de) * 2003-10-31 2015-10-01 Denso Corporation Kraftstoffeinspritzsteuerungssystem einer Brennkraftmaschine
US10323598B2 (en) 2014-12-19 2019-06-18 Innio Jenbacher Gmbh & Co Og Method for operating a spark ignited engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5006947B2 (ja) 2010-01-14 2012-08-22 本田技研工業株式会社 プラントの制御装置
JP5514635B2 (ja) * 2010-06-04 2014-06-04 本田技研工業株式会社 内燃機関の制御装置
AT516320B1 (de) * 2014-10-06 2016-07-15 Ge Jenbacher Gmbh & Co Og Verfahren zum Betreiben einer Selbstzündungs-Brennkraftmaschine

Citations (16)

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Publication number Priority date Publication date Assignee Title
US4063238A (en) 1976-05-14 1977-12-13 Motorola, Inc. Range tracking apparatus in a doppler radar
JPS56135750A (en) * 1980-03-27 1981-10-23 Hitachi Zosen Corp Economical operating system for large low-speed engine for ship
US4397285A (en) 1981-07-15 1983-08-09 Physics International Company Closed loop diesel engine control
JPS59201943A (ja) * 1983-04-30 1984-11-15 Hino Motors Ltd エンジンの燃料噴射装置
US4483146A (en) 1982-06-09 1984-11-20 Fuji Jukogyo Kabushiki Kaisha System for controlling the supercharging pressure of a turbocharged internal combustion engine having means for sensing cylinder pressure
US4516401A (en) 1983-11-04 1985-05-14 General Motors Corporation Supercharged engine charge control
US4549513A (en) 1978-07-26 1985-10-29 Institut Francais Du Petrole Method for the automatic adjustment of the ignition initiation control time in an internal combustion engine
US4706628A (en) 1986-12-29 1987-11-17 General Motors Corporation Engine combustion control responsive to location and magnitude of peak combustion pressure
US4732126A (en) 1986-05-10 1988-03-22 Hitachi, Ltd. Fuel control system for internal combustion engines
US4846128A (en) 1985-05-30 1989-07-11 Honda Giken Kogyo Kabushiki Kaisha Ignition timing control system for internal combustion engine
US4984546A (en) * 1988-06-08 1991-01-15 Mitsubishi Denki Kabushiki Kaisha Engine control apparatus
US5284114A (en) 1991-12-10 1994-02-08 Mitsubishi Denki Kabushiki Kaisha Apparatus and method for controlling an internal combustion engine
JPH08158926A (ja) * 1994-12-05 1996-06-18 Osamu Yoshida ディーゼルエンジン用圧力方式燃料噴射時期制御装置
US5676113A (en) 1994-08-11 1997-10-14 Mecel Ab Method for ignition timing control in combustion engines
DE19705463A1 (de) * 1997-02-13 1998-08-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19736131C1 (de) * 1997-08-20 1998-10-08 Daimler Benz Ag Verfahren zur Regelung eines Kompressionsdruckes in einer Hubkolben-Brennkraftmaschine

Patent Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4063238A (en) 1976-05-14 1977-12-13 Motorola, Inc. Range tracking apparatus in a doppler radar
US4549513A (en) 1978-07-26 1985-10-29 Institut Francais Du Petrole Method for the automatic adjustment of the ignition initiation control time in an internal combustion engine
JPS56135750A (en) * 1980-03-27 1981-10-23 Hitachi Zosen Corp Economical operating system for large low-speed engine for ship
US4397285A (en) 1981-07-15 1983-08-09 Physics International Company Closed loop diesel engine control
US4483146A (en) 1982-06-09 1984-11-20 Fuji Jukogyo Kabushiki Kaisha System for controlling the supercharging pressure of a turbocharged internal combustion engine having means for sensing cylinder pressure
JPS59201943A (ja) * 1983-04-30 1984-11-15 Hino Motors Ltd エンジンの燃料噴射装置
US4516401A (en) 1983-11-04 1985-05-14 General Motors Corporation Supercharged engine charge control
US4846128A (en) 1985-05-30 1989-07-11 Honda Giken Kogyo Kabushiki Kaisha Ignition timing control system for internal combustion engine
US4732126A (en) 1986-05-10 1988-03-22 Hitachi, Ltd. Fuel control system for internal combustion engines
US4706628A (en) 1986-12-29 1987-11-17 General Motors Corporation Engine combustion control responsive to location and magnitude of peak combustion pressure
US4984546A (en) * 1988-06-08 1991-01-15 Mitsubishi Denki Kabushiki Kaisha Engine control apparatus
US5284114A (en) 1991-12-10 1994-02-08 Mitsubishi Denki Kabushiki Kaisha Apparatus and method for controlling an internal combustion engine
US5676113A (en) 1994-08-11 1997-10-14 Mecel Ab Method for ignition timing control in combustion engines
JPH08158926A (ja) * 1994-12-05 1996-06-18 Osamu Yoshida ディーゼルエンジン用圧力方式燃料噴射時期制御装置
DE19705463A1 (de) * 1997-02-13 1998-08-20 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19736131C1 (de) * 1997-08-20 1998-10-08 Daimler Benz Ag Verfahren zur Regelung eines Kompressionsdruckes in einer Hubkolben-Brennkraftmaschine

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* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 006, no. 017 (M - 109) 30 January 1982 (1982-01-30) *
PATENT ABSTRACTS OF JAPAN vol. 009, no. 070 (M - 367) 30 March 1985 (1985-03-30) *
PATENT ABSTRACTS OF JAPAN vol. 1996, no. 10 31 October 1996 (1996-10-31) *

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10220320B3 (de) * 2002-05-07 2004-01-22 Daimlerchrysler Ag Verfahren zum Betreiben eines Verbrennungsmotors
DE102004052703B4 (de) * 2003-10-31 2015-10-01 Denso Corporation Kraftstoffeinspritzsteuerungssystem einer Brennkraftmaschine
EP1826378A2 (fr) * 2006-02-28 2007-08-29 Robert Bosch Gmbh Procédé de fonctionnement pour moteur thermique, en particulier d'automobile
EP1826378A3 (fr) * 2006-02-28 2014-01-01 Robert Bosch Gmbh Procédé de fonctionnement pour moteur thermique, en particulier d'automobile
GB2468872A (en) * 2009-03-25 2010-09-29 Bamford Excavators Ltd Method of Operating a Compression Ignition Engine by Altering the Fuel Injection Timing Based on Sensed Engine Parameters.
GB2468872B (en) * 2009-03-25 2013-07-17 Bamford Excavators Ltd A method of operating a compression ignition engine by altering the fuel injection timing based on sensed engine parameters
US8706380B2 (en) 2009-03-25 2014-04-22 J.C. Bamford Excavators Limited Method of operating a compression ignition engine
US10323598B2 (en) 2014-12-19 2019-06-18 Innio Jenbacher Gmbh & Co Og Method for operating a spark ignited engine

Also Published As

Publication number Publication date
JP2002180879A (ja) 2002-06-26
DE50013237D1 (de) 2006-09-07
EP1203875B1 (fr) 2006-07-26

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