EP1525382B1 - Reglage du mode de fonctionnement d'un moteur a combustion interne - Google Patents

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

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Publication number
EP1525382B1
EP1525382B1 EP03787594A EP03787594A EP1525382B1 EP 1525382 B1 EP1525382 B1 EP 1525382B1 EP 03787594 A EP03787594 A EP 03787594A EP 03787594 A EP03787594 A EP 03787594A EP 1525382 B1 EP1525382 B1 EP 1525382B1
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EP
European Patent Office
Prior art keywords
cylinder
engine
torque
signal
regulator
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EP03787594A
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German (de)
English (en)
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EP1525382A1 (fr
Inventor
Reinhold Hagel
Stephan Krell
Peter Schimmelpfennig
Mehmet Tuna
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Conti Temic Microelectronic GmbH
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Conti Temic Microelectronic GmbH
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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
    • F02D41/02—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 controlling the operation of an internal combustion engine and a device for controlling the operation of an internal combustion engine of a motor vehicle by means of said method.
  • the invention relates to a method for detecting and regulating the uneven running in an internal combustion engine.
  • a method performing control device which is typically present in modern motor vehicles, is also known, for example, as engine smoothness control (ESC).
  • ESC engine smoothness control
  • Such motor synchronous control systems are widely known (see ZB US 6,021,758 ), so that the structure and operation of the different, known motor 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 to avoid the torque changes or torque variations at more uniform or at least largely reduce.
  • this object is achieved by a method having the features of claim 1, a device having the features of claim 9 and an internal combustion engine with the features of claim 16.
  • the method according to the invention is able to detect the uneven running on the basis of a determined speed signal and to reduce this by suitable adjustment of the injection quantities.
  • This adjustment is made according to the invention by a control system which detects which or which cylinder has to be adjusted.
  • the control system also provides information that in addition to the qualitative information also provides quantitative information about the extent of the adjustment, that is, which cylinder must be adjusted as much.
  • the speed signal is transformed into an angular frequency range.
  • the spectral components thus obtained are also called orders.
  • the transformation is advantageously carried out with the aid of the Hartley transformation. Since the adjustment of individual cylinders has an influence on the low-frequency spectral components in particular, these low-frequency spectral components primarily form the uneven running. In order to regulate the running noise to zero, it is therefore advisable to correct the low-frequency spectral components to zero.
  • the internal combustion engine associated with a controller 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 also commonly known as misfire detection.
  • the invention further relates to a method for the detection and regulation of the delivered 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, based on which the inventive method is represented.
  • FIG. 1 1 is a self-igniting internal combustion engine in a motor vehicle and reference numeral 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 signal scanning device 3, which detects a rotation of the crankshaft and generates a signal derived therefrom.
  • This typically digital signal is fed to a downstream device 4, which forms an arithmetic mean from the signal supplied by the signal sampling device 3.
  • This information is subsequently supplied to a frequency analysis device 5, which performs a spectral analysis.
  • This spectral analysis is then further processed in a correction device 6, which performs a correction of the frequency components.
  • a cylinder classification is carried out in a device 7 which will be described in more detail below.
  • a classification signal can be tapped, which is a downstream controller 8 can be fed.
  • the controller 8 generates from this 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.
  • FIG. 1 Although devices 4, 6 were shown. However, it should be noted that one or both of these elements can be omitted without the Functioning of the control device according to the invention is appreciably impaired.
  • the present invention is also not limited to self-igniting internal combustion engines, but can in principle be used advantageously even in whatever form engine 1.
  • FIG. 2 shows a detailed block diagram illustrating the device 7 for cylinder classification.
  • the device 7 contains in a first segment a means for reference phase generation 71, the means for reference phase calibration 72 and reference phase selection 73 are arranged downstream.
  • a device 74 is provided in which, for example, evaluation criteria are determined or calculated, which can be accessed later.
  • evaluation criteria are determined or calculated, which can be accessed later.
  • the main causes and / or the secondary causes of a disturbance or a deviation are determined in a downstream unit 75. Additionally or alternatively, a possible adjustment for compensating the disturbance or deviation can already be derived.
  • the downstream unit 76 the qualitative and possibly also the quantitative adjustment measures are determined.
  • the formation of the arithmetic mean takes place on the basis of at least two consecutive speed segments of length 720 ° of the crankshaft.
  • the speed segments of length 720 ° of the crankshaft are also called working cycle.
  • the formation of the arithmetic mean value serves to eliminate cyclical fluctuations that result from uneven combustion.
  • the arithmetic averaging could additionally or alternatively also be carried out in the angular frequency range. For this purpose, the said frequency transformation must be applied to each individual evaluable working cycle.
  • the device 4 for arithmetic averaging could also be dispensed with, although the invention has a better functionality with a device for arithmetic averaging.
  • the means 4 for arithmetic averaging could also be arranged at a different location in the control device 2.
  • the averaged speed signal (period 720 ° of the crankshaft) is subjected to a spectral analysis.
  • a discrete Hartley transformation (DHT) is made.
  • the said DHT transformation which originated from the Image processing comes in contrast to the commonly used and widely used in digital signal processing and communications technology Fourier transformation has the particular advantage of being able to be calculated by only real operations.
  • the speed signal is in this case in individual angular frequencies, also called orders, separated, which serve to assess the rough 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 smooth running.
  • the orders mentioned, in the following relevant orders can be influenced by the injection and designate vibrations with the frequency of the half and the simple engine speed. These are significantly reduced by the method according to the invention.
  • the value zero represents the nominal value for the amplitudes of the 0.5th and the 1st order. From the spectral transformation applied to the rotational speed signal complex numerical values can be derived, which in magnitude (or amplitude) and phase for the respective Orders are converted.
  • this correction device 6 could also make a different correction than the drag correction.
  • the determination of the displaced cylinder is based on speed and load-dependent reference phases, which are stored for the relevant orders in the control unit. Following the determination of the reference phases, which can be carried out on the engine test bench or while driving, these are also subjected to a drag correction. In addition, a calibration factor can be derived from the combination of the relevant orders of the reference phases.
  • the corrected motor orders represent the basis for the next method steps. If the amplitudes of the oscillations of the 0.5th and the 1st order exceed a predetermined threshold value and a quasi steady state operating state is present, 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 referred to as a secondary cylinder.
  • evaluation criteria are established, taking into account the respective load and rotational speed situation, by means 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 PK1 value, PK2 value, PK3 value, AK value.
  • a so-called PK1 value is calculated, which is compared with a predetermined 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 PK1 and PK2 values are assigned the logical values "HIGH” and "LOW”.
  • PK2 can also be determined from the measurement phase and the primary phase, i. H. from the distance of both phases.
  • AK value Another criterion is the so-called AK value.
  • the load and speed-dependent ratio of the measurement amplitudes of the 0.5th and the 1st order is compared with a threshold.
  • the comparison with another threshold value provides the logical value "High” or "LOW” for the AK value.
  • the respective cylinder to be adjusted and optionally also the respective required adjustment direction are determined.
  • the adjustment contribution of the secondary cause is typically determined relative to the main cause.
  • 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 by the generation of the corresponding countervibrations or at least largely reduced.
  • the determined qualitative adjustments of the main cause and of the secondary cause or causative agents are distributed to all cylinders in such a way that the sum of the adjustments over all 4 cylinders is equal to or nearly equal to zero. As a result, the original engine torque or the original engine power is not changed.
  • the amplitudes of the relevant orders represent the control deviation and are subjected to a speed and load-dependent weighting. Finally, with the aid of the determined qualitative adjustments and the actual amplitudes of the relevant orders, cylinders are determined individual, quantitative correction factors. These are fed to a regulator 8, which, in the event that there is no regulator limitation, influences the respective required individual cylinder injection quantities.
  • the controller 8 is formed in the present embodiment as a simple I-controller. However, any arbitrary control device could 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 additionally or alternatively be implemented to the above-described control of the rough 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 instantaneous crankshaft acceleration.
  • a speed signal By means of the method according to the invention described below, it is possible to detect misfiring on the basis of a speed signal. Furthermore, it is possible to detect in which cylinders misfires have occurred.
  • the speed signal is transformed into the angular frequency range in a corresponding manner as in the motor tracking control. Since the adjustment of individual cylinders affect especially the low-frequency spectral components, especially these are used for the detection of misfires.
  • the inventive method is in turn based on the evaluation of the engine speed.
  • a donor wheel is mounted with preferably equidistant angle markings on the crankshaft.
  • the times between the individual markings of the rotating encoder wheel are detected by a sensor and then converted into rotational speeds in the microcontroller.
  • a quasi-stationary operating state In the presence of a quasi-stationary operating state is a 720 ° long section of the speed signal, which also referred to as a work cycle, subjected to a spectral analysis by means of a discrete Hartley transformation (DHT).
  • the speed signal is separated into individual angular frequencies, which are used for the detection of misfires. Since the adjustment of individual cylinders primarily affects the amplitudes of the vibrations having a frequency which is smaller than twice the engine speed, in a 4-cylinder engine the amplitudes of the 0.5th and the 1st order are quantities, from which the presence of misfiring can be concluded.
  • the named orders referred to below as relevant orders, designate oscillations with the frequency of the half and the single engine speed.
  • the spectral transformation applied to the speed signal generally provides complex numerical values which are converted into magnitude and phase for the respective orders.
  • the occurrence of one or more concurrent misfires causes the amplitudes of the relevant orders to increase sharply.
  • the occurrence of a misfire can be displayed.
  • the comparison of the amplitudes with a predetermined threshold takes place in a so-called amplitude discriminator. This provides for each cycle a statement about the presence of misfires.
  • the amplitudes of the 0.5th and the 1st orders are below the stated threshold, then there is no dropout. If both are above, then it is recognized that either one cylinder or three cylinders have a misfire. Two drops from adjacent cylinders are detected when only the 0.5th order amplitude is above the threshold. Two misfires of complementary cylinders, that is, cylinders not adjacent to each other in the firing order, are present if only the amplitude of the first order exceeds the threshold.
  • the determination of the cylinders, which have a misfire, takes place in the block cylinder detection on the basis of speed- and load-dependent reference phases, which are stored for the relevant orders in the control unit. Following the determination of the reference phases, which can be carried out on the engine test bench or while driving, these are also subjected to a drag correction. In addition, 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. Taking into account the respective threshold excesses in the amplitude discriminator and the knowledge of the primary cylinder, the identification of the suspending cylinders takes place.
  • the engine torque and the engine power can indeed be determined, but this requires additional design effort. Variations in the output engine torque or in the output 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.
  • the speed signal Since the combustion energy is contained substantially in excellent frequency components of the speed signal, the speed signal is transformed into the angular frequency range.
  • the resulting spectral components are also called orders.
  • the 4th, 6th, 8th, etc. order may also be used.
  • the amplitude of the vibration of the 3rd order and in the 8-cylinder the amplitude of the vibration of the 4th order or the even-numbered multiples of the named orders are evaluated.
  • the abovementioned spectral components represent actual variables for the engine torque output or the engine output output and can be compared with the engine torque requested by the engine control unit or the respective engine power.
  • the internal combustion engine is associated with a controller which minimizes the difference between the actual engine torque and the target 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 attached to the crankshaft encoder wheel is provided with preferably equidistant angle markers.
  • the times with a rotating donor wheel occur between the individual markers of the rotating encoder wheel are detected by a sensor and converted by a microcontroller in these times associated speeds.
  • the formation of the arithmetic mean takes place on the basis of at least two consecutive speed segments of length 720 ° of the crankshaft. This serves to eliminate cyclical fluctuations resulting from uneven combustion.
  • the averaged speed signal (period 720 ° crankshaft) is subjected to spectral analysis by means of a discrete Hartley transformation (DHT).
  • DHT discrete Hartley transformation
  • the spectral transformation applied to the speed signal generally provides complex numerical values that are converted into magnitude and phase.
  • a calculation of the actual engine torque or the actual engine power can also be carried out in an analytical manner.
  • the difference between the requested by the engine control unit target engine torque and the actual actual actual engine torque is detected and this minimized by varying the injection quantity.
  • ESC Engine Smoothness Control
  • control of the operating mode of the internal combustion engine is nevertheless realizable by the control device with the aid of the Hartley transformation in complete departure from previously known solutions in a very elegant 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.

Claims (16)

  1. Procédé de réglage du mode de fonctionnement d'un moteur à combustion interne ayant au moins un cylindre, où un système de réglage comprend au moins un dispositif d'échantillonnage de signal, un dispositif d'analyse de fréquence monté en aval et un dispositif de classification de cylindre monté en aval du précédent, comportant les étapes suivantes :
    a. détermination d'un signal de vitesse,
    b. transformation du signal de vitesse en une plage de fréquences angulaires, au moyen d'une transformation de Hartley,
    c. analyse de la plage de fréquence angulaire et séparation en différentes fréquences angulaires contenant une information de phase et une information d'amplitude,
    d. exécution d'une classification de cylindre au moyen de l'information de phase et de l'information d'amplitude, l'information de phase étant comparée à une phase de référence correspondante lors d'une première comparaison, et l'information d'amplitude étant comparée à une première valeur seuil d'amplitude correspondante lors d'une deuxième comparaison, différentes informations de cylindre résultant de la première comparaison et de la deuxième comparaison,
    e. traitement de ces informations de cylindre pour identifier sur la base de la première comparaison de phases chaque cylindre à l'origine d'une instabilité de fonctionnement du moteur à combustion interne, et aussi pour déterminer, toujours sur la base de la première comparaison de phases, la direction de réglage pour chaque cylindre individuel à régler, et enfin pour déterminer sur la base de la deuxième comparaison d'amplitudes le débit d'injection exigé pour corriger l'instabilité de fonctionnement du moteur à combustion interne,
    f. génération d'un signal de réglage à partir du traitement des informations de cylindre en étape e, et transmission dudit signal de réglage à un régulateur, afin de corriger l'instabilité de fonctionnement du moteur à combustion interne,
    g. détection d'un raté d'allumage dans un des cylindres, l'information étant transmise, lors d'une autre comparaison de l'information d'amplitude avec une deuxième valeur seuil d'amplitude correspondante, afin de déterminer si l'instabilité de fonctionnement est causée par le raté d'allumage lorsque l'information d'amplitude dépasse la deuxième valeur seuil d'amplitude correspondante,
    h. détection du couple délivré par le moteur ou de la puissance délivrée par le moteur,
    i. comparaison du couple délivré par le moteur ou de la puissance délivrée par le moteur avec un couple de moteur demandé ou une puissance de moteur demandée, afin de transmettre une information de réduction du couple de moteur ou de la puissance de moteur,
    j. ajustement du signal de réglage sur la base de l'information de réduction du couple de moteur ou de la puissance de moteur, et
    k. transmission du signal de réglage ajusté au régulateur (8) d'injection dans tous les cylindres, pour l'asservissement du couple délivré par le moteur ou de la puissance délivrée par le moteur au couple de moteur demandé ou à la puissance de moteur demandée.
  2. Procédé selon la revendication 1,
    caractérisé en ce qu'une moyenne, en particulier une moyenne arithmétique d'au moins deux segments de vitesse successifs est formée si un état de fonctionnement quasi-stationnaire est présenté.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que des effets parasites des valeurs numériques complexes calculées et/ou des phases de référence sont soumis à une correction de poursuite et ainsi éliminés.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que des parts spectrales à basses fréquences sont essentiellement utilisées pour la détection des ratés d'allumage.
  5. Procédé selon l'une des revendications précédentes, caractérisé en ce que la détection des ratés d'allumage est effectuée à partir de phases de référence dépendantes de la vitesse et de la charge, lesquelles ont été préalablement mémorisées dans un dispositif de commande pour les ordres pertinents.
  6. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'un critère de phase de référence est déterminé au moyen des phases de référence et du coefficient de calibrage, et en ce que l'identification des cylindres à ratés d'allumage est effectuée par prise en compte des dépassements correspondants d'au moins une valeur seuil et de la connaissance du premier cylindre correspondant.
  7. Procédé selon l'une des revendications précédentes, caractérisé en ce que l'ajustement du couple de moteur ou de la puissance de moteur est effectué par réglage du débit d'injection.
  8. Procédé selon l'une des revendications précédentes, caractérisé en ce qu'une amplitude représentant une grandeur pour le couple délivré par le moteur ou la puissance délivrée par le moteur, est saisie pour un moteur de référence et mémorisée dans un diagramme caractéristique en fonction de la vitesse.
  9. Système de réglage du mode de fonctionnement d'un moteur à combustion interne d'un véhicule automobile au moyen d'un procédé selon la revendication 1, comprenant
    - un dispositif d'échantillonnage de signal pour la génération d'un signal de vitesse,
    - un dispositif d'analyse de fréquence avec une entrée de réception du signal de vitesse, pour l'exécution d'une transformation de Hartley du signal de vitesse, ledit signal de vitesse étant transformé en une plage de fréquences angulaires, et le dispositif d'analyse de fréquence générant différentes fréquences angulaires,
    - un dispositif de classification de cylindre, dont une entrée est reliée à une sortie du dispositif d'analyse de fréquence, et
    - un régulateur, dont une entrée est reliée à la sortie du dispositif de classification de cylindre, pour recevoir un signal d'entrée du dispositif de classification de cylindre,
    le dispositif d'échantillonnage de signal, le dispositif d'analyse de fréquence et le dispositif de classification de cylindre étant aptes à détecter un cylindre ayant un raté d'allumage, et le dispositif d'échantillonnage de signal, le dispositif d'analyse de fréquence, le dispositif de classification de cylindre et le régulateur étant en outre aptes à générer des signaux de réglage compensant une réduction du couple de moteur ou de la puissance de moteur.
  10. Système selon la revendication 9,
    caractérisé en c e qu'il est prévu un dispositif de formation de moyenne arithmétique.
  11. Système selon la revendication 10,
    caractérisé en ce que le dispositif de formation de moyenne arithmétique est prévu entre le dispositif d'échantillonnage de signal et le dispositif d'analyse de fréquence.
  12. Système selon l'une des revendications 9 à 11,
    caractérisé en ce qu'il est prévu un dispositif de correction des parts de fréquence.
  13. Système selon la revendication 12,
    caractérisé en ce que le dispositif de correction des parts de fréquence est prévu entre le dispositif d'analyse de fréquence et le dispositif de classification de cylindre.
  14. Système selon l'une des revendications 9 à 13,
    caractérisé en ce que le dispositif de classification de cylindre comporte au moins un des moyens suivants:
    - un moyen de génération de phases de référence ;
    - un moyen de calibrage de phases de référence ;
    - un moyen de sélection de phases de référence ;
    - un dispositif de détermination de critères d'évaluation;
    - une unité de détermination de causes principales et/ou de causes accessoires d'une perturbation et/ou d'un écart;
    - une unité de détermination des grandeurs qualitatives et/ou quantitatives de réglage.
  15. Système selon l'une des revendications 9 à 14, caractérisé en ce qu'un régulateur, en particulier un régulateur I ou un régulateur PI, est monté en aval du dispositif de classification de cylindre.
  16. Moteur à combustion interne d'un véhicule automobile ayant au moins un cylindre et au moins une commande de moteur, au moins une commande de moteur comportant un système selon l'une des revendications 9 à 15.
EP03787594A 2002-07-31 2003-06-14 Reglage du mode de fonctionnement d'un moteur a combustion interne Expired - Fee Related EP1525382B1 (fr)

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WO2004016930A1 (fr) 2004-02-26
US20050229904A1 (en) 2005-10-20
US7219003B2 (en) 2007-05-15
DE50313639D1 (de) 2011-06-01
EP1525382A1 (fr) 2005-04-27
DE10235665A1 (de) 2004-02-12

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