EP1525382A1 - Reglage du mode de fonctionnement d'un moteur a combustion interne - Google Patents

Reglage du mode de fonctionnement d'un moteur a combustion interne

Info

Publication number
EP1525382A1
EP1525382A1 EP03787594A EP03787594A EP1525382A1 EP 1525382 A1 EP1525382 A1 EP 1525382A1 EP 03787594 A EP03787594 A EP 03787594A EP 03787594 A EP03787594 A EP 03787594A EP 1525382 A1 EP1525382 A1 EP 1525382A1
Authority
EP
European Patent Office
Prior art keywords
engine
internal combustion
combustion engine
cylinder
speed
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
EP03787594A
Other languages
German (de)
English (en)
Other versions
EP1525382B1 (fr
Inventor
Reinhold Hagel
Stephan Krell
Peter Schimmelpfennig
Mehmet Tuna
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.)
Conti Temic Microelectronic GmbH
Original Assignee
Conti Temic Microelectronic GmbH
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 Conti Temic Microelectronic GmbH filed Critical Conti Temic Microelectronic GmbH
Publication of EP1525382A1 publication Critical patent/EP1525382A1/fr
Application granted granted Critical
Publication of EP1525382B1 publication Critical patent/EP1525382B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • 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
    • F02D2200/1015—Engines misfires
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio

Definitions

  • the invention relates to a control method for regulating the operating mode of an internal combustion engine and a device for regulating the operating mode of an internal combustion engine of a motor vehicle by means of the aforementioned method.
  • the invention relates in particular to a method for the detection and regulation of the uneven running in an internal combustion engine.
  • a method executing control device which is typically present in modern motor vehicles, is also known, for example, as engine synchronism control (ENGINE SOUNDNESS CONTROL (ESC)).
  • engine synchronism control ENGINE SOUNDNESS CONTROL (ESC)
  • ESC engine synchronism control
  • Such engine synchronous control systems are widely known, so that the structure and operation of the different, known engine synchronous control systems will not be discussed in more detail below.
  • the torque changes mentioned are reflected, for example, in the instantaneous crankshaft speed or in the instantaneous crankshaft acceleration. These can be measured and evaluated in the engine control unit.
  • the present invention is therefore based on the object of avoiding or at least reducing the torque changes or torque variations more uniformly.
  • this object is achieved by a method with the features of claim 1, a control device with the features of claim 19 and an internal combustion engine with the features of claim 23.
  • a control method for controlling the operating mode of an internal combustion engine in which a control device has a device for signal scanning, a downstream device for frequency analysis and a downstream device for cylinder classification, in which a speed signal is first determined and then the speed signal in an angular frequency - area is transformed, the transformation being carried out by means of a Hartley transformation (claim 1).
  • An internal combustion engine in a motor vehicle having at least one cylinder and at least one 'engine controller, said at least one engine control apparatus for controlling the operation of a
  • the method according to the invention is able to detect unsteady running on the basis of a determined speed signal and to reduce this by suitably adjusting the injection quantities. According to the invention, this adjustment is carried out by a control system which recognizes which or which cylinder has to be adjusted.
  • the control system advantageously also provides information which, in addition to the qualitative information, also provides quantitative information about the extent of the adjustment, that is to say which cylinder has to be adjusted and to what extent.
  • the speed signal is transformed into an angular frequency range.
  • the spectral components obtained in this way are also referred to as orders.
  • the transformation is advantageously carried out with the aid of the Hartley transformation. Since the adjustment of individual cylinders has an influence in particular on the low-frequency spectral components, these low-frequency spectral components in particular represent the uneven running. In order to regulate the uneven running to zero, it is therefore advisable to regulate the low-frequency spectral components to zero.
  • the internal combustion engine a controller is assigned which drastically reduces the disturbing spectral components in the entire operating range and thus significantly improves the vibration behavior of the entire drive train.
  • the invention further relates to a method for detecting misfires in an internal combustion engine.
  • a device is generally also known as misfire detection.
  • the invention further relates to a method for the detection and control of the given average torque or the average power in an internal combustion engine.
  • FIG. 1 shows the block diagram of a control device according to the invention for an internal combustion engine, on the basis of which the method according to the invention is shown;
  • FIG. 2 is a detailed block diagram showing the
  • FIG. 1 shows the block diagram of a control device according to the invention for an internal combustion engine, on the basis of which the method according to the invention is shown.
  • reference number 2 shows the control device according to the invention for controlling the cylinder adjustment of the internal combustion engine.
  • the control device 2 has a device for signal scanning 3, which detects a rotation of the crankshaft and generates a signal derived therefrom.
  • This typically digital signal is fed to a device 4 arranged downstream, which, starting from the signal supplied by the device for signal sampling 3, forms an arithmetic mean.
  • This information is subsequently fed to a device for frequency analysis 5 which carries out a spectral analysis.
  • This spectral analysis is then further processed in a correction device 6, which corrects the frequency components.
  • a cylinder classification is carried out in a device 7 described in more detail below.
  • a classification signal can be tapped at the output of the device 7 and can be fed to a downstream controller 8. From this, the controller 8 generates a control signal which can be coupled into the internal combustion engine, so that the cylinders can be optimally adapted to the given conditions in accordance with the requirements.
  • the present invention is not limited to self-igniting internal combustion engines, but can in principle also be used advantageously in internal combustion engines 1, however they are designed.
  • FIG. 2 shows a detailed block diagram to illustrate the device 7 for cylinder classification.
  • the device 7 contains a means for reference phase generation 71, to which means for reference phase calibration 72 and reference phase selection 73 are arranged.
  • a device 74 is provided in a second segment, in which, for example, evaluation criteria are determined or calculated, which can be accessed later. Based on this, the main causes and / or the secondary causes of a fault or a deviation are determined in a downstream unit 75. Additionally or alternatively, a possible adjustment for regulating the fault or the deviation can already be derived. In the downstream unit 76, the qualitative and possibly also the quantitative adjustment measures are determined.
  • the method according to the invention is primarily based on the evaluation of the engine speed.
  • a sensor wheel with preferably equidistant angle markings is attached to the crankshaft.
  • the times between the individual markings of the rotating sensor wheel are recorded by a sensor, for example an inductive or an optical sensor.
  • the signal recorded in this way is then processed in a program-controlled unit, for example, a microcontroller, microprocessor or the like, converted into speeds.
  • This program-controlled unit can be part of the control device 2 according to the invention or can also be contained in the engine control.
  • the control device 2 according to the invention can also be part of the engine control.
  • the arithmetic mean is formed on the basis of at least two successive speed segments with a length of 720 ° of the crankshaft.
  • the speed segments of length 720 ° of the crankshaft are also referred to as working cycles.
  • the formation of the arithmetic mean serves to eliminate cyclical fluctuations that arise from uneven combustion.
  • the arithmetic averaging could additionally or alternatively also be carried out in the angular frequency range. For this purpose, the frequency transformation mentioned must be applied to each individual work cycle that can be evaluated.
  • the device 4 for arithmetic averaging could also be dispensed with, although the invention has better functionality with an arithmetic averaging device.
  • the device 4 for arithmetic averaging could also be arranged at another point in the control device 2.
  • the averaged speed signal (period duration 720 ° of the crankshaft) is subjected to a spectral analysis.
  • a Discrete Hartley Transformation (DHT) is carried out for the transformation.
  • the named DHT transformation which results from the In contrast to the Fourier transformation that is commonly used and widely used in digital signal processing and communications technology, image processing has the particular advantage of being able to be calculated using only real operations.
  • the speed signal is separated into individual angular frequencies, also called orders, which are used to assess uneven running.
  • the vibrations have a frequency that is less than twice the engine speed.
  • the amplitudes of the 0.5th and the 1st order represent actual values for the uneven running in a 4-cylinder engine.
  • the orders mentioned below are relevant orders called, can be influenced by the injection and refer to vibrations with the frequency of half and the simple engine speed. These are significantly reduced by the method according to the invention.
  • the value zero represents the target value for the amplitudes of the 0.5th and 1st order. From the spectral transformation applied to the speed signal, complex numerical values can be derived, which in magnitude (or amplitude) and phase for the respective Orders are converted.
  • Cylinder engine additionally the 1.5th order, in the case of an 8-cylinder engine the 1.5th and the 2nd order would also have to be taken into account.
  • This device 6 for correcting the frequency components can also be dispensed with, although the control device 2 according to the invention has better functionality with this device. In addition, this correction device 6 could also make a correction other than the drag correction.
  • the adjusted cylinders are determined on the basis of speed and load-dependent reference phases, which are stored in the control unit for the relevant orders. Following the determination of the reference phases, which can take place on the engine test bench or while driving, these are also subjected to a drag correction.
  • a calibration factor can be derived from the combination of the relevant orders of the reference phases.
  • the corrected engine orders form the basis for the next procedural steps. If the amplitudes of the vibrations of the 0.5th and 1st order exceed a predetermined threshold value and there is a quasi-steady state of operation, the control is activated.
  • Reference phases are assigned to the measured phases of the 0.5th and 1st order.
  • the reference phase of the 0.5th order which is closest to the measurement phase is referred to as the primary phase, the associated cylinder as the primary cylinder.
  • the reference phase of the 0.5th order, which is the second closest to the measurement phase, is called the secondary phase and the associated cylinder is referred to as the secondary cylinder.
  • evaluation criteria are created taking into account the respective load and speed situation, on the basis of which the cylinders to be adjusted and their required adjustment direction are determined.
  • four evaluation criteria are determined, which are referred to below as the PKI value, PK2 value, PK3 value, AK value.
  • a so-called PKI value is calculated, which is compared with a predefined threshold.
  • a so-called PK2 value is calculated from the primary phase, the secondary phase, the measurement amplitude and the measurement phase of the 0.5th order, which is compared with a further predetermined threshold.
  • the logical values "HIGH ⁇ and" LOW are assigned to the PKI and PK2 values depending on whether the thresholds mentioned are exceeded.
  • PK2 can also be determined from the measurement phase and the primary phase, ie from the distance between the two phases.
  • the so-called AK value is required as a further criterion.
  • the load and speed-dependent ratio of the measurement amplitudes of the 0.5th and 1st order is compared with a threshold.
  • a comparison with another threshold value provides the logical value "High” or "LOW” for the AK value.
  • the cylinder to be adjusted in each case and, if appropriate, the respectively required direction of adjustment are determined.
  • the contribution of the secondary polluter is typically determined relative to the main polluter.
  • the relative contribution of the secondary cause can be determined analytically.
  • the secondary cause can be hidden. In this case, typically only a single cylinder, namely the main cause, is adjusted.
  • the measured relevant orders are advantageously compensated for or at least largely reduced by generating the corresponding counter-vibrations.
  • the determined qualitative adjustments of the main causer and the secondary cause (s) are divided among all cylinders in such a way that the sum of the adjustments conditions is the same or almost zero over all 4 cylinders. This does not change the original engine torque or the original engine power.
  • controller 8 which, in the event that there is no controller limitation, influences the respective required individual cylinder injection quantities.
  • controller 8 is designed as a simple I controller.
  • any control device could also be used here, of course, which provides a control signal on the output side as a function of the determined correction values.
  • control device according to the invention advantageously also has additional functionalities. These functionalities of the control device according to the invention described below can be implemented in addition or as an alternative to the above-described control of the uneven running in an internal combustion engine (ESC control).
  • ESC control internal combustion engine
  • misfires leads to torque changes, which are reflected, for example, in the current crankshaft speed or in the current crankshaft acceleration.
  • a speed signal is transformed into the angular-frequency range in a manner similar to that of the motor synchronization control. Since the adjustment of individual cylinders primarily affects the low-frequency spectral components, these are primarily used for the detection of misfires.
  • the method according to the invention is in turn based on the evaluation of the engine speed.
  • a sensor wheel with preferably equidistant angle markings is attached to the crankshaft. The times between the individual markings on the rotating sensor wheel are detected by a sensor and then converted into speeds in the microcontroller.
  • a 720 ° section of the speed signal which is is also referred to as a work cycle, is subjected to a spectral analysis using a Discrete Hartley Transformation (DHT).
  • DHT Discrete Hartley Transformation
  • the speed signal is separated into individual angular frequencies, which are used to detect misfires. Since the adjustment of individual cylinders primarily affects the amplitudes of the vibrations, which have a frequency that is less than twice the engine speed, the amplitudes of the 0.5th and 1st order represent quantities in a 4-cylinder engine, from which the existence of misfires can be concluded.
  • the orders mentioned, hereinafter referred to as relevant orders denote vibrations with the frequency of half and the simple engine speed.
  • the 1.5th order in the case of a 6-cylinder engine, the 1.5th and 2nd order can also be taken into account.
  • the spectral transformation applied to the speed signal generally provides complex numerical values which are converted into magnitude or amplitude and phase for the respective orders.
  • the amplitudes of the 0.5th and 1st orders are below the threshold mentioned, there is no dropout. If both lie above it, it is recognized that either one cylinder or three cylinders have a misfire. Two misfires from neighboring cylinders are recognized if only the amplitude of the 0.5th order is above the threshold. There are two misfires of complementary cylinders, ie cylinders not adjacent in the firing sequence, if only the amplitude of the 1st order exceeds the threshold.
  • the cylinders that have an ignition misfire are determined in the cylinder detection block on the basis of speed-dependent and load-dependent reference phases, which are stored in the control unit for the relevant orders. Following the determination of the reference phases, which can take place on the engine test bench or while driving, these are also subjected to a drag correction.
  • a calibration factor can be derived from the combination of the relevant orders of the reference phases.
  • Reference phases are assigned to the measured phases of the 0.5th and 1st order.
  • the reference phase of the 0.5th order or the respectively associated cylinder which is closest to the measurement phase of the 0.5th order then supplies the so-called primary cylinder.
  • a reference phase criterion is determined using the reference phases and the calibration factor. Taking into account the respective threshold value violations in the amplitude discriminator and knowledge of the primary cylinder, the misfiring cylinders are identified.
  • the engine torque or the engine power can be determined, but this requires additional design effort. Variations in the delivered engine torque or in the delivered engine power are also reflected, for example, in the instantaneous crankshaft speed or in the instantaneous crankshaft acceleration. These can be evaluated in the engine control unit using an existing sensor. By means of the method according to the invention described below, it is possible to detect the engine torque or the engine power output based on the speed signal and to narrow or regulate it by a suitable adjustment of the injection.
  • the speed signal is transformed into the angular frequency range.
  • the resulting spectral components are also called orders.
  • the engine torque or engine power output can be inferred for a 4-cylinder engine.
  • the 4th, 6th, 8th, etc. order can also be used.
  • the amplitude of the 3rd order vibration and in the 8-cylinder the amplitude of the 4th order vibration or the even-numbered multiples of the orders mentioned are evaluated.
  • the spectral components mentioned represent actual values for the engine torque or the engine power output and can be compared with the engine torque or the respective engine power requested by the engine control unit.
  • a controller is assigned to the internal combustion engine, which minimizes the difference between the actual engine torque and So11 engine torque or between the actual engine power and the target engine power by varying the injection quantity.
  • the method according to the invention is based on the evaluation of the engine speed.
  • an encoder wheel attached to the crankshaft is provided with preferably equidistant angle markings.
  • the times with a rotating encoder wheel between the individual markings of the rotating sensor wheel are detected by a sensor and the speeds assigned by a microcontroller are converted at these times. Samples of the crankshaft speed are thus available at equidistant angular intervals. Here too, it must be ensured that the sampling theorem is always adhered to.
  • the arithmetic mean is formed on the basis of at least two successive speed segments with a length of 720 ° of the crankshaft. This is done to eliminate cyclical fluctuations resulting from uneven combustion.
  • the averaged speed signal (period duration 720 ° crankshaft) is subjected to a spectral analysis using a Discrete Hartley Transformation (DHT).
  • DHT Discrete Hartley Transformation
  • the spectral transformation applied to the speed signal generally provides complex numerical values which are converted into magnitude or amplitude and phase.
  • Mass moments, etc. are generally falsified, these are eliminated by means of a correction device (for example drag correction).
  • a correction device for example drag correction
  • the subsequent application of the Hartley Transformation provides speed-dependent correction values for the 2nd order vibration. These correction values are stored in the control unit.
  • the amplitude of the 2nd order which is a measure of the engine torque or engine power output, increases at a fixed speed in a strictly monotonous manner with the load, this can be recorded in a reference motor and stored in a characteristic curve field depending on the speed. This characteristic field then serves as a reference for determining the actual engine torque or the actual engine power.
  • the actual engine torque or the actual engine power can also be calculated analytically.
  • the difference between the target engine torque requested by the engine control unit and the actual actual engine torque present is detected by a subsequent control system and this is minimized by varying the injection quantity.
  • the speed strokes Prior to processing the presented method, the speed strokes can also be equated by means of a so-called engine synchronization control (ESC: Engine Smoothness Control).
  • ESC Engine Smoothness Control
  • control device as described with the aid of the Hartley transformation in a complete departure from previously known solutions, in a very elegant way, nevertheless enables the operating mode of the internal combustion engine to be controlled in a very simple manner.

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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)

Abstract

L'invention concerne un procédé de réglage du mode de fonctionnement d'un moteur à combustion interne à l'aide d'un système de réglage composé d'un dispositif d'échantillonnage de signal, d'un dispositif d'analyse de fréquence monté en aval et d'un dispositif de classification de cylindre monté en aval. Selon ledit procédé, un signal de vitesse de rotation est d'abord déterminé puis ce signal de vitesse de rotation est transformé en une gamme de fréquences angulaires, ce signal étant transformé au moyen d'une transformation Hartley. Cette invention concerne également un dispositif de réglage du mode de fonctionnement d'un moteur à combustion interne d'un véhicule automobile selon ledit procédé ainsi qu'un moteur à combustion interne.
EP03787594A 2002-07-31 2003-06-14 Reglage du mode de fonctionnement d'un moteur a combustion interne Expired - Fee Related EP1525382B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10235665A DE10235665A1 (de) 2002-07-31 2002-07-31 Regelung der Betriebsweise einer Brennkraftmaschine
DE10235665 2002-07-31
PCT/DE2003/001983 WO2004016930A1 (fr) 2002-07-31 2003-06-14 Reglage du mode de fonctionnement d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1525382A1 true EP1525382A1 (fr) 2005-04-27
EP1525382B1 EP1525382B1 (fr) 2011-04-20

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP03787594A Expired - Fee Related EP1525382B1 (fr) 2002-07-31 2003-06-14 Reglage du mode de fonctionnement d'un moteur a combustion interne

Country Status (4)

Country Link
US (1) US7219003B2 (fr)
EP (1) EP1525382B1 (fr)
DE (2) DE10235665A1 (fr)
WO (1) WO2004016930A1 (fr)

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WO2004016930A1 (fr) 2004-02-26
DE50313639D1 (de) 2011-06-01
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EP1525382B1 (fr) 2011-04-20
US20050229904A1 (en) 2005-10-20

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