EP1698775B1 - Système et méthode pour commander le comportement d'un moteur à combustion interne - Google Patents

Système et méthode pour commander le comportement d'un moteur à combustion interne Download PDF

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Publication number
EP1698775B1
EP1698775B1 EP20050101640 EP05101640A EP1698775B1 EP 1698775 B1 EP1698775 B1 EP 1698775B1 EP 20050101640 EP20050101640 EP 20050101640 EP 05101640 A EP05101640 A EP 05101640A EP 1698775 B1 EP1698775 B1 EP 1698775B1
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Prior art keywords
signal
internal combustion
combustion engine
crankshaft angle
index
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German (de)
English (en)
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EP1698775A1 (fr
Inventor
Christian Winge Vigild
Daniel Roettger
Evangelos Karvounis
Charles Tumelaire
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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
    • 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
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors

Definitions

  • the invention relates to a method for characterizing the combustion behavior of an internal combustion engine and to a control system and a method for feedback control of the combustion of an internal combustion engine, which are based on the former method
  • a method for characterizing the combustion behavior of an internal combustion engine having the features of the preamble of claim 1 is known from DE 103 51 133 A1 known.
  • the combustion information obtained from the feedback signal essentially the combustion position and intensity, can be used to correct injection and cylinder charge composition control variables. In this way, for. B. life drift of sensors and actuators such as air mass sensor and fuel injector can be compensated.
  • Knock sensor signals are routinely detected in many engines to detect premature auto-ignition ("knocking") of the engine and, if necessary, to cause appropriate countermeasures thereto.
  • knock sensor signals Various types are known in the art and are suitable for the present method.
  • the knock sensor signal may detect mechanical vibrations of the engine generated by the combustion in the cylinders.
  • the "course" of the knock sensor signal can be described both as a function of time and in particular of the associated crankshaft angle of the internal combustion engine.
  • an index X can be obtained with the method according to the invention, which characterizes the combustion behavior with surprising accuracy. It is important that the index X depends on a more or less long course of the knock sensor signal and not only on individual values of a sensor signal.
  • the advantage of the method is, moreover, that the knock sensor signal is relatively simple and robust to determine or is already available in many motor vehicles anyway.
  • the knock sensor signal can be detected in particular as a function of the crankshaft angle (determined in parallel).
  • the crankshaft angle is directly related to the state of the engine or the position of the engine cylinder, so that the mutual assignment of crankshaft angle and knock sensor signal can describe the combustion behavior particularly meaningful.
  • crankshaft angle is preferably determined with a resolution of less than 1 °, more preferably less than 0.5 °.
  • the resolution of the crankshaft angle present in the raw data is determined primarily by the sampling rate and is typically significantly higher than the above-mentioned values.
  • the required finer resolution of the crankshaft angle is then preferably obtained by interpolation or extrapolation from the existing measurement data.
  • the knock sensor signal is taken into account only in an interval of its definition range, which is characteristic of a selected cylinder of the internal combustion engine.
  • the knock sensor signal may be considered only at a predetermined angular interval around top dead center between the compression and combustion strokes of the selected cylinder to provide combustion relevant information to detect this cylinder and hide interference from other events.
  • ⁇ 0 means a predetermined (lower) integration limit. If the knock sensor signal K is considered only at one interval as described above, ⁇ 0 typically corresponds to the lower limit of this interval. Furthermore, it is understood that equation (1) is intended to include the corresponding discretized formulation in the case of discrete-time processing of the signals.
  • the above-defined signal energy E ( ⁇ ) is preferably bandpass filtered and / or normalized before being further used to calculate the index X.
  • the invention further relates to a method for the feedback control of combustion in an internal combustion engine, in which a feedback signal is formed by an index X according to the method according to the invention.
  • a feedback signal is formed by an index X according to the method according to the invention.
  • the index X is easy to win and on the other hand very meaningful in terms of combustion, so that it allows a simple and robust control of the operation of the internal combustion engine.
  • control signals influenced by the method may in particular be the time or points in time, the number, the pulse width (s) of the fuel injections, the ignition timing, the valve opening and closing times, the exhaust gas recirculation, the position of the throttle valve or the like.
  • the invention further relates to a control system for an internal combustion engine, which contains an input for the signal of a knock sensor and is designed to carry out the method according to the invention. That is, the control system may calculate an index X based on the history of a knock sensor signal and use it as a feedback signal for feedback control of the combustion.
  • the knock sensor is a structure-borne sound acceleration sensor, such.
  • the control system can be realized in a known manner, for example by a microprocessor with associated components such as memory and interfaces as well as with suitable software.
  • FIG. 1 is schematically shown an internal combustion engine 10 with (at least) a cylinder 13 and a piston 12 movable up and down therein.
  • the piston 12 is connected in a known manner via a connecting rod with the crankshaft 11, wherein a crankshaft angle sensor 18 measures the crankshaft angle ⁇ .
  • the cylinder further includes an intake valve 14 and an exhaust valve 16 for fresh air and exhaust gases, respectively, and a fuel injector 15 for direct injection of fuel into the combustion chamber.
  • a knock sensor 17 is arranged, which may be formed for example as a pressure sensor with piezo pickups. By the knock sensor 17 vibrations of the engine block caused by the combustion are detected. Preferably, the signal of the knock sensor 17 is immediately low-pass filtered in order to avoid aliasing effects (cf. Ch. Vigild, A. Chevalier, E. Hendricks: "Avoiding signal aliasing in event-based engine control", SAE Paper No: 2000-01-0268 ).
  • the - possibly low-pass filtered - signal K of the knock sensor 17 and the crankshaft angle ⁇ from the sensor 18 are sampled by a gain and filter module 20, amplified and filtered.
  • the sampling of the signals can be done either in the time domain or in the crankshaft angle range. When scanning in the time domain is a fixed time interval, in the scan in the crankshaft angle range a fixed crankshaft angle between the sampling points.
  • the sampling can also be carried out according to other schemes and the sampling rate, for example, vary (in the angular range or in the time domain). In the latter case, a high signal resolution can be achieved, in particular in certain signal areas of interest.
  • crankshaft angle ⁇ is detected by a toothed disk on the flywheel, in which - due to the tooth spacing - only angular resolutions of typically 3 °, 5 °, 6 ° or 10 ° are obtained. In contrast, in the present case higher resolutions up to 0.1 ° or less are needed.
  • the crankshaft angle ⁇ is therefore determined in the module 20 by interpolation or extrapolation with the required fineness from the raw data. An interpolation can be used if the crankshaft angle is not needed immediately and can therefore be calculated as an intermediate value of two consecutive sampling points. If, on the other hand, an immediate use of the crankshaft angle ⁇ takes place, then it must be extrapolated from the preceding sampling points.
  • the amplified and filtered signals ⁇ , K ( ⁇ ) of the crankshaft angle and the knock sensor are forwarded to a combustion profile module 21 for estimating the combustion profile or for determining characteristic indices X for this purpose.
  • the signals or indices calculated by the module 21 are used by the subsequent control module 22 as feedback signals for the feedback control of the internal combustion engine 10.
  • a preferred method implemented in module 21 for calculating an index X is explained in more detail:
  • the variable ⁇ n defines the sampling interval between the crankshaft angle samples number (n-1) and n, N ( ⁇ 0 ) and N ( ⁇ ), respectively, are the numbers of sampling for the crankshaft angle ⁇ 0 or ⁇ , and K J, n is the knock sensor signal K of the n-th sample.
  • ⁇ n 1
  • the discretized form of equation (4) is used as a basis for further consideration, although all considerations apply analogously to the continuous version.
  • the function F BP represents the band-pass filtering, which may be either the forward type or the forward / backward type.
  • Forward type filters filter a signal only in the forward direction, that is, the angle ⁇ grows at one such filter incrementally. For this reason, forward filters require less computation and can be used for online calculations, for example, for calculations of current events. Due to the nature of these filters, however, these lead to a phase shift of the input signal.
  • forward / reverse type filters filter a signal in both the forward and reverse directions so that these phase shifts can be compensated. However, they usually require more computational effort than corresponding forward filters and can only be used offline, eg. In calculations between combustion events.
  • N ( ⁇ end ) - N ( ⁇ start ) is the total number of sampling points.
  • indices are now defined which characterize the combustion behavior of the engine. According to their definition, these indices are also referred to as "energy focus" indexes.
  • An important feature of the indices is that they focus on the distribution of the signal energy in the given signal window J, rather than on individual signal values or points, such as abrupt changes in signal energy (which would be intuitively close to estimating the maximum pressure gradient in the cylinder).
  • Another benefit of the energy-balance indexes This is because they rely on signal integration and are therefore less susceptible to noise problems.
  • module 21 of FIG. 1 from the amplified and filtered knock sensor signals K ( ⁇ ) calculates the combustion characteristic indices X p , the latter implicitly describing the profile of the diesel combustion or the profile of the heat output in the combustion chambers.
  • the indices X p may then be used in the control module 22 to affect fuel injection via injection pressure, injection pulse width, and / or injection time (s), exhaust gas recirculation, boost pressure, and / or another suitable amount.
  • FIG. 2 shows in this regard the functional relationship between the knock sensor signal based combustion characterization and selected combustion parameters.
  • the left diagram shows the behavior of the center of gravity energy index X 50 with increasing BOA.
  • the normalized energy width or "knock energy duration", X 90 - X 10 is plotted against the normalized main burn duration (ie the time to get from 20% to 80% of the total energy release within the data window) in the center graph.
  • the right diagram finally shows the relationship between the value of a sound pressure level meter (in dB) and the average normalized knock signal energy (in dB) accumulated over the data window.
  • FIG. 3 shows the curves associated with the experiments described above, the heat release in the cylinder for each set values of the BOA.
  • FIGS. 4 and 5 show the results of the second series of experiments in an analogue representation like the Figures 2 and 3 ,

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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)

Claims (8)

  1. Procédé pour caractériser le comportement de combustion d'un moteur à combustion interne (10), un index X caractérisant le comportement de combustion étant calculé en se basant sur le tracé d'un signal de capteur de détonation K, caractérisé en ce que l'index X est calculé à partir de l'énergie de signal E (θ) du signal du capteur de détonation K (θ), laquelle dépend de l'angle de vilebrequin θ, avec E θ = ∫ θ 0 θ K ( τ ⁢ ) 2 d ⁢ τ
    Figure imgb0013
     et l'index X pour une valeur donnée 0 ≤ p ≤ 100 est défini par X = X p = min θ | E θ ≥ p 100 ⁢ max τ E τ .
    Figure imgb0014
  2. Procédé selon la revendication 1, caractérisé en ce que le signal de capteur de détonation K caractérise les oscillations mécaniques du moteur à combustion interne (10).
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le signal de capteur de détonation K est acquis en fonction de l'angle de vilebrequin θ.
  4. Procédé selon la revendication 3, caractérisé en ce que l'angle de vilebrequin θ est déterminé avec une résolution inférieure à 1°, de préférence inférieure à 0,5°.
  5. Procédé selon au moins l'une des revendications 1 à 4, caractérisé en ce que le signal de capteur de détonation K n'est pris en compte que dans un intervalle qui est caractéristique pour un cylindre sélectionné du moteur à combustion interne (10).
  6. Procédé selon au moins l'une des revendications 1 à 5, caractérisé en ce que l'énergie de signal E (θ) est utilisée pour calculer l'index X après avoir été soumise à un filtrage passe-bande et/ou normalisée.
  7. Procédé de régulation par contre-réaction de la combustion d'un moteur à combustion interne (10), caractérisé en ce qu'un signal de contre-réaction est formé par un index X conformément à un procédé selon au moins l'une des revendications 1 à 6.
  8. Système de régulation pour moteur à combustion interne (10) comprenant une entrée pour le signal d'un capteur de détonation (17), caractérisé en ce que celui-ci est conçu pour mettre en oeuvre un procédé selon au moins l'une des revendications 1 à 6.
EP20050101640 2005-03-03 2005-03-03 Système et méthode pour commander le comportement d'un moteur à combustion interne Expired - Fee Related EP1698775B1 (fr)

Priority Applications (2)

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DE200550002989 DE502005002989D1 (de) 2005-03-03 2005-03-03 Vorrichtung und Verfahren zur Regelung des Verbrennungsverhaltens einer Brennkraftmaschine
EP20050101640 EP1698775B1 (fr) 2005-03-03 2005-03-03 Système et méthode pour commander le comportement d'un moteur à combustion interne

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US9528445B2 (en) 2015-02-04 2016-12-27 General Electric Company System and method for model based and map based throttle position derivation and monitoring
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US9915217B2 (en) 2015-03-05 2018-03-13 General Electric Company Methods and systems to derive health of mating cylinder using knock sensors
US9695761B2 (en) 2015-03-11 2017-07-04 General Electric Company Systems and methods to distinguish engine knock from piston slap
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US9933334B2 (en) 2015-06-22 2018-04-03 General Electric Company Cylinder head acceleration measurement for valve train diagnostics system and method
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US10393609B2 (en) 2015-07-02 2019-08-27 Ai Alpine Us Bidco Inc. System and method for detection of changes to compression ratio and peak firing pressure of an engine
US9897021B2 (en) 2015-08-06 2018-02-20 General Electric Company System and method for determining location and value of peak firing pressure
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