EP1593825B1 - Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre - Google Patents

Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre Download PDF

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Publication number
EP1593825B1
EP1593825B1 EP04101924A EP04101924A EP1593825B1 EP 1593825 B1 EP1593825 B1 EP 1593825B1 EP 04101924 A EP04101924 A EP 04101924A EP 04101924 A EP04101924 A EP 04101924A EP 1593825 B1 EP1593825 B1 EP 1593825B1
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EP
European Patent Office
Prior art keywords
cylinder
sensor
sensors
engine
cylinders
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
EP04101924A
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German (de)
English (en)
Other versions
EP1593825A1 (fr
Inventor
Paul Eduard Moraal
Stephane Sadai
Warren Bayliss
Katie Vantine
Urs Christen
Alain 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
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Ford Global Technologies LLC
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to EP04101924A priority Critical patent/EP1593825B1/fr
Priority to DE200460009154 priority patent/DE602004009154T2/de
Publication of EP1593825A1 publication Critical patent/EP1593825A1/fr
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Publication of EP1593825B1 publication Critical patent/EP1593825B1/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
    • 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
    • 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
    • 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
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2474—Characteristics of sensors
    • 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
    • F02D2041/285—Interface circuits between sensors and control unit the sensor having a signal processing unit external to the engine control unit
    • 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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • 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
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures

Definitions

  • the invention relates to a method and a system for balancing the cylinders of an internal combustion engine which are equipped with individual cylinder sensors.
  • the first approach with a single sensor offers the advantage that the sensor is the same for all cylinders and thus cannot introduce apparent imbalance due to a mis-calibration of some sensors.
  • acceleration (or crank shaft torque) measurements are only feasible at engine operating points with low speed and low torque because at higher speed or torque (higher inertia seen by the e n-gine), the differences between the accelerations due to each cylinder become so small that they cannot be resolved anymore. This problem is exacerbated for e n-gines with more than four cylinders.
  • the method for balancing the cylinders of an internal combustion engine which are equipped with individual cylinder sensors is characterized in that the properties of these cylinder sensors are balanced with respect to each other before they are used for balancing the cylinders.
  • This sensor balancing has the advantage that variations from sensor to sensor are first compensated for before the sensor readings are used in order to balance the internal combustion engine.
  • balancing of the cylinders is not impaired by variations from sensor to sensor and the result is comparable to the balancing of cylinders with one single sensor.
  • the individual sensors cover a much larger range of operating conditions of the internal combustion engine.
  • the balancing of the properties of the cylinder sensors is achieved by adapting their individual gain and/or offset.
  • the conversion of a measured quantity like in-cylinder pressure to a signal like voltage or current is normally achieved by a multiplying factor or gain and an additive term or offset.
  • a multiplying factor or gain is normally achieved by a multiplying factor or gain and an additive term or offset.
  • the properties of the cylinder sensors are balanced by comparison with a single engine sensor which monitors all cylinders simultaneously.
  • a single sensor which may for example be a crank shaft sensor, obviously cannot show any inter-sensor variations, and therefore measures the processes in all cylinders in the same way.
  • the balancing of the properties of the individual cylinder sensors is repeated if given criteria are fulfilled.
  • the balancing may for instance be repeated if a threshold is reached for the traveled distance, the time and/or the number of operating cycles since the last balancing.
  • the invention further comprises a system according to claim 8 for balancing the cylinders of an internal combustion engine, the system comprising the following components:
  • the system is adapted to execute a method of the kind described above. Therefore, reference is made to the description above for more information on details, improvements and further developments of such a system.
  • the cylinder sensors of the system may particularly comprise pressure sensors for measuring the in-cylinder pressure.
  • the engine sensor may be a crankshaft sensor.
  • the figure depicts an internal combustion engine 1 with for example four cylinders 2.
  • the cylinders 2 are connected to a crankshaft 7 and are supplied with fuel via a fueling system 4.
  • Each cylinder 2 is equipped with an individual cylinder sensor 3, which may for instance be a pressure sensor. All cylinder sensors 3 are connected to a control unit 5, for example a microcomputer or a module of the engine control unit.
  • the control unit 5 is connected to the fueling system 4 for controlling the amount of fuel that is supplied to each individual cylinder 2.
  • the control unit 5 is connected to a crankshaft sensor 6 that monitors the rotation angle of the crank shaft 7.
  • a procedure shall be provided which first ensures that the sensors 3 are balanced and then uses the cylinder-individual sensors 3 to balance the engine 1 in the whole operating range.
  • the first step, balancing the sensors 3, can be achieved by comparing the sensor readings with that from a single sensor such as the crank position sensor 6 in an operating point where balancing with just one sensor 6 is applicable.
  • Cylinder pressure sensors 3 are commonly used in the development process of automotive engines. The potential for application in an engine management system has been recognized as early as the 1980s, but actual application has been hindered by the lack of a suitable pressure sensor to combine accuracy, durability, and low cost. Several suppliers are currently developing prototypes utilizing different physical principles. Most low cost sensor technologies will require regular recalibration of the sensor characteristics which translate a measured signal (voltage, current, etc.) to the actual pressure values.
  • a method for the online identification of S may be based on the pressure being known at one crank angle (e.g., intake valve closure; index 1) and being calculated at another crank angle during compression (e.g., 30° before top dead center; index 2).
  • ⁇ is a correcting factor (possibly engine speed dependent) which corrects the intake manifold pressure, p i , to reflect the in-cylinder pressure, p 1 , at the first crank angle position.
  • the temperature ratio, r T can be fitted as a function of crank angle, while r V is determined by the geometry of the engine 1.
  • the ratio r V is calculated for perfect geometry, but due to manufacturing tolerances or depositions in the cylinders 2, this ratio may slightly vary for the individual cylinders. Heat transfer and blowby, which both influence the fits for r T and ⁇ but are not taken into account explicitly, may differ.
  • the breathing characteristics of the individual cylinders are in general different, which cannot be captured with a single ⁇ for the engine 1.
  • the individual cylinders usually see different levels of exhaust gas recirculation (EGR dispersion) which again can lead to a small imbalance in the sensor gain estimation. All these parameters influence the sensor offset estimation as well.
  • Cylinder balancing with first balancing cylinder-individual sensors 3 can be carried out with the following steps.
  • Timing information can be extracted from the pressure signal without having a perfect calibration of the sensor 3.
  • This information which describes the location of the combustion relative to crank position could be start of combustion (for instance obtained with the method described in EP 1321655 ) or peak pressure location; the symbol ⁇ i shall denote that location for the i-th cylinder.
  • d i can be used to correct for the imbalance by adjusting start of injection, SOI.
  • u i k I ⁇ d i
  • SOI i SOI overall + u i
  • k l the integrator gain
  • SOI overall is the value coming from the timing strategy and is intended to be applied to all the cylinders
  • SOI i is the corrected value for the i-th cylinder 2.
  • the number of injections per combustion event could be limited to just one (main injection).
  • start of combustion is controlled directly (rather than start of injection)
  • the cylinders are balanced automatically if the cylinder-individual values are used for control.
  • STEP 2 Balancing the engine 1 with a single sensor 6
  • the usual way to measure an imbalance with a single sensor 6 is to measure engine speed in a small angular window shortly before the combustion in the next cylinder occurs.
  • Engine speed is actually determined by measuring the time it takes for a certain number of flywheel teeth to pass the sensor 6 which detects the edges (e.g., a hall sensor).
  • the imbalance index (8) can be used to balance the engine 1 by correcting the main fuel quantity, fq, with, for instance, an I controller.
  • STEP 3 Balancing the cylinder-individual sensors 3
  • balancing of the individual sensors 3 can start.
  • either the indicated mean effective pressure (IMEP) or the heat release should be calculated as the cylinder-individual balancing criterion.
  • the index i indicates that this is done for each cylinder 2 individually.
  • heat release in J
  • SOC start of combustion
  • EOC end of combustion
  • HR c ⁇ - 1 ⁇ SOC EOC ⁇ ⁇ p ⁇ ⁇ d d ⁇ ⁇ ⁇ V ⁇ + V ⁇ ⁇ d d ⁇ ⁇ ⁇ p ⁇ d ⁇
  • ⁇ is the mean ratio of specific heats
  • c a constant to convert pressure from bar to Pa.
  • a deviation can be calculated for either IMEP i or HR i .
  • the imbalance indices s i are now used to adjust the sensor gain, calculated as described above, until the imbalance indices are sufficiently close to zero.
  • the integrator gain, k I is positive such that positive s i lead to an increase in S and hence a decrease in IMEP i or HR i .
  • the engine 1 needs to stay in the operating range in which balancing with a single sensor 6 is possible. It does not need to be the same operating point (in terms of engine speed and load) for all the duration of the balancing, as long as the adaptations described with respect to STEP 1 and STEP 2 continue to be active.
  • the whole balancing procedure is activated again if the distance, number of operating hours, or number of combustion cycles since the last sensor balancing exceeds a given threshold.
  • single sensor based balancing may be used whenever the engine is operated under conditions where this is possible, and cylinder-individual sensor based balancing outside.
  • the I controllers ((6), (9), (18), (19), (20)) are preferably converted to discrete-time versions for the actual implementation. Moreover, they could be exchanged by more general controllers, such as PID or neural network based controllers for instance.
  • balancing criteria may be used than those introduced in the previous section.
  • it could be the crank shaft torque measured with a torque sensor, or it could be some exhaust gas property, e.g., the air-to-fuel ratio, measured with sufficient temporal resolution to detect differences between the cylinders.
  • other pressure-derived quantities could be used, such as peak pressure or emissions estimates.
  • the type of sensors 3 could be changed altogether, to ionization sensors for instance.
  • cylinder-individual sensors 3 need to be used in order to balance the cylinders of a multi-cylinder engine 1 in the whole engine operating range.
  • these sensors 3 must be balanced themselves by adjusting their gains or offsets in order to avoid introducing imbalance in the engine operation due to imbalanced sensors 3.
  • the cylinder-individual sensors 3 are balanced by balancing the engine 1 with a single sensor 6 in the operating region where this is possible and then adapting the sensor gains or offset to get balanced readings from the cylinder-individual sensors 3. Once this has been done, the engine 1 can be balanced in the whole operating range.
  • the first option stresses the torque experienced by the crank shaft and thus is preferred to reduce vibrations.
  • the second option is more linked to the amount of fuel burned in each cylinder 2, and thus tends to balance the emissions - assuming equal distribution of recirculated exhaust gas.
  • Variable Unit Description c Pa/bar constant to convert pressure from bar to Pa d i ° imbalance index for timing ( i th cylinder) D i - (normalized) imbalance index for engine speed ( i th cylinder) D max rpm scaling EOC ° end of combustion fq i mg/st fuel quantity for i th cylinder fq overall mg/st fuel quantity k - index k l 1/s integrator gain
  • IMEP bar mean effective pressure
  • IMEP i bar indicated mean effective pressure for the i th cylinder n cyl - number of cylinders N i rpm local engine speed ( i th cylinder) p bar in-cylinder pressure p 0 bar reference pressure p 1 , p 2 bar pressure at two crank angle positions p i bar intake manifold pressure r T - ratio of in-cylinder temperatures at two crank angle positions r V - ratio of cylinder volumes at two crank angle positions S V/bar sensor gain ⁇ V/bar estimated

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (10)

  1. Procédé pour équilibrer les cylindres (2) d'un moteur à combustion interne (1) qui sont équipés de capteurs de cylindre individuels (3), dans lequel les propriétés des capteurs de cylindre (3) sont équilibrées les unes par rapport aux autres, caractérisé en ce que les propriétés des capteurs de cylindre (3) sont équilibrées par comparaison avec un seul capteur de moteur (6) qui surveille tous les cylindres (2).
  2. Procédé selon la revendication 1, caractérisé en ce que l'équilibrage des propriétés des capteurs (3) est réalisé en adaptant leur gain et/ou leur décalage individuel.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le seul capteur de moteur (6) qui surveille tous les cylindres (2) est un capteur de vilebrequin.
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que:
    a) le capteur de moteur (6) est utilisé pour équilibrer d'abord le moteur à combustion interne (1);
    b) la marche équilibrée du moteur à combustion interne (1) est alors utilisée pour équilibrer les propriétés des capteurs de cylindre (3) les unes par rapport aux autres.
  5. Procédé selon la revendication 4, caractérisé en ce que les propriétés des capteurs (3) sont équilibrées par rapport à la pression effective moyenne indiquée des cylindres (2).
  6. Procédé selon la revendication 4, caractérisé en ce que les propriétés des capteurs (3) sont équilibrées par rapport au dégagement de chaleur pendant la combustion dans les cylindres (2).
  7. Procédé selon l'une quelconque des revendications 1 à 6, caractérisé en ce que l'équilibrage des propriétés des capteurs (3) est répété si des critères donnés sont remplis, de préférence si un seuil pour la distance, la durée et/ou le nombre de cycles opératoires est atteint.
  8. Système pour équilibrer les cylindres (2) d'un moteur à combustion interne (1), comprenant:
    a) au moins un capteur de cylindre (3) dans chacun des cylindres (2) pour surveiller le processus de combustion;
    b) un capteur de moteur (6) qui surveille tous les cylindres (2); et
    c) une unité de commande (5) qui est couplée aux capteurs de cylindre (3) et au capteur de moteur (6) et qui est adaptée pour équilibrer les propriétés des capteurs de cylindre les unes par rapport aux autres par comparaison avec le capteur de moteur (6).
  9. Système selon la revendication 8, caractérisé en ce que les capteurs de cylindre comprennent un capteur de pression (3).
  10. Système selon la revendication 8 ou 9, caractérisé en ce que le capteur de moteur est un capteur de vilebrequin (6).
EP04101924A 2004-05-05 2004-05-05 Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre Expired - Lifetime EP1593825B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP04101924A EP1593825B1 (fr) 2004-05-05 2004-05-05 Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre
DE200460009154 DE602004009154T2 (de) 2004-05-05 2004-05-05 Vorrichtung zur Zylindernbalancierung einer Brennkraftmaschine mit einem Sensor für jeden Zylinder

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04101924A EP1593825B1 (fr) 2004-05-05 2004-05-05 Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre

Publications (2)

Publication Number Publication Date
EP1593825A1 EP1593825A1 (fr) 2005-11-09
EP1593825B1 true EP1593825B1 (fr) 2007-09-26

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EP04101924A Expired - Lifetime EP1593825B1 (fr) 2004-05-05 2004-05-05 Système pour équilibrer des cylindres dans un moteur à combustion interne avec un capteur par cylindre

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DE (1) DE602004009154T2 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006024956B4 (de) 2006-05-29 2009-04-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006030842B3 (de) * 2006-07-04 2007-11-08 Siemens Ag Verfahren zur Erhöhung der Auflösung von Ausgangssignalen mindestens eines Messsensors für einen Verbrennungsmotor sowie zugehöriges Steuergerät
DE102006032172B4 (de) * 2006-07-12 2021-03-18 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Zylindergleichstellung einer Brennkraftmaschine
DE102008000916B4 (de) 2007-04-02 2021-12-16 Denso Corporation Verbrennungssteuerungsvorrichtung für direkt einspritzende Kompressionszündungskraftmaschine
US9541018B2 (en) 2014-09-15 2017-01-10 Fca Us Llc Engine cylinder bank-to-bank torque imbalance correction
US10731582B2 (en) * 2016-11-16 2020-08-04 GM Global Technology Operations LLC Determination of engine parameter based on determining a metric over three or more cylinder combustion cycles
JP6580174B2 (ja) * 2018-02-23 2019-09-25 三菱電機株式会社 内燃機関の制御装置及び制御方法

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS62192627A (ja) * 1986-02-19 1987-08-24 Honda Motor Co Ltd 内燃機関の気筒内圧力の補正方法
JPH0364653A (ja) * 1989-07-31 1991-03-20 Japan Electron Control Syst Co Ltd 内燃機関の筒内圧力検出装置
DE10240492A1 (de) * 2002-09-03 2004-03-11 Robert Bosch Gmbh Verfahren zur Kalibrierung der Zylindersensorik einer zylinderindividuell betriebenen Brennkraftmaschine insbesondere eines Kraftfahrzeugs

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

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Publication number Publication date
EP1593825A1 (fr) 2005-11-09
DE602004009154T2 (de) 2008-09-11
DE602004009154D1 (de) 2007-11-08

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