EP2041415B1 - Verfahren zur erhöhung der auflösung von ausgangssignalen mindestens eines messsensors für einen verbrennungsmotor sowie zugehöriges steuergerät - Google Patents

Verfahren zur erhöhung der auflösung von ausgangssignalen mindestens eines messsensors für einen verbrennungsmotor sowie zugehöriges steuergerät Download PDF

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Publication number
EP2041415B1
EP2041415B1 EP07765572A EP07765572A EP2041415B1 EP 2041415 B1 EP2041415 B1 EP 2041415B1 EP 07765572 A EP07765572 A EP 07765572A EP 07765572 A EP07765572 A EP 07765572A EP 2041415 B1 EP2041415 B1 EP 2041415B1
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EP
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Prior art keywords
sensor
measuring
level
epd
signal
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Not-in-force
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EP07765572A
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German (de)
English (en)
French (fr)
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EP2041415A1 (de
Inventor
Erwin Bauer
Dietmar Ellmer
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Continental Automotive GmbH
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Continental Automotive GmbH
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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
    • 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
    • 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
    • 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
    • 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
    • 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

Definitions

  • cylinder pressure sensors provide valuable data on combustion in internal combustion engines. From their respective pressure curve, it is possible to determine, for example, the amount of energy converted over time and the focal point of combustion of an internal combustion engine. Also for circular process calculations of the combustion process of the respective internal combustion engine, the cylinder pressure forms a central input variable in addition to the crankshaft angle of the internal combustion engine. For example, in 4-stroke engines, the combustion / cycle process is divided into high and low pressure loops. This schematically illustrates the pV (pressure / volume) diagram of FIG. 2 , There the high pressure loop with AS and the low pressure loop with LWS are designated.
  • the high-pressure loop AS is composed of a working curve K1 for the expansion or combustion phase of the cycle and a partial curve K2, which represents the compression phase of the cycle.
  • the sub-curve K3 of the low-pressure loop LWS represents the ejection phase of the cycle.
  • the partial curve K4 of the low-pressure loop LWS describes the behavior of the 4-stroke internal combustion engine during its intake stroke.
  • the high pressure loop AS and the low pressure loop LWS differ from each other substantially in the pressure level. While the low-pressure loop LWS is in a pressure range of about 1 bar, the high-pressure loop AS can in extreme cases go up to three-digit numerical values for the pressure p. This is exactly where a metrological problem lies.
  • pressure sensors provide a physical quantity, that is, an electrical signal proportional to the pressure.
  • This electrical signal is converted by an electronics (in particular a measuring transducer) into a voltage signal and possibly strengthened.
  • the voltage signal output by the pressure sensor is then within a typical sensor output voltage range, eg between 0 and 5 volts.
  • This voltage signal is fed from the pressure sensor to the engine control unit where it is processed by an A / D converter (analog-to-digital converter) in accordance with processor requirements.
  • a / D converter analog-to-digital converter
  • processor requirements typically, 8, 10 or 12 bit converters are used depending on the accuracy requirement. Higher-resolution converters are hardly used for EMC (electromagnetic compatibility) reasons in automotive technology.
  • the respective pressure sensor is expediently designed for a pressure range which can occur maximally in the respective cylinder of the internal combustion engine, low pressure values can only be roughly reproduced, although a higher resolution could be provided by the sensor element of the pressure sensor.
  • the sensor element of the pressure sensor has a physically smallest resolution of, for example, about 1 mV. This means that the output signals of the pressure sensor can only be detected or registered from 19 mV due to the small number of measuring points during A / D conversion.
  • the underlying measuring range of 0 to 18 mV of the pressure sensor - which theoretically corresponds to 19 measured values of the sensor element of the pressure sensor - remains unused despite higher resolution of the sensor element and can not be detected. In other words, this is accompanied by too low a resolution for the output signal of the cylinder pressure sensor.
  • a trivial way to improve the A / D conversion would be to use a 10-bit converter instead of an 8-bit converter, that is to say, in general terms, to use an A / D converter with more bits of conversion.
  • these measures are in the automotive industry - as already described above - specified clear limits of use.
  • Another possibility would be to split the total measuring range into, for example, a low-pressure range and a high-pressure range.
  • the output voltage of the pressure sensor between 0 and 5 volts could be assigned a first measuring range between 0 and 2 bar and a second measuring range between 2 and 100 bar for the pressure in the respective cylinder. Which measuring range is currently active, would then have to be communicated to the pressure sensor by a control signal from the engine control unit or the engine control unit.
  • the pressure sensor could also automatically switch between its different measuring ranges and notify the respectively activated measuring range of the engine control by means of an extra control line.
  • this would be too expensive under some practical conditions of engine technology with regard to the signaling effort between the internal combustion engine and the engine control or the control unit. If necessary, such resolution or accuracy problems also apply to other measuring sensors which are provided for the combustion process of an internal combustion engine.
  • the invention has for its object to show a way how can be used in an easy way improved in itself high resolution of the sensor element of a measuring sensor despite insufficient A / D conversion of its output signal. This object is achieved by the steps of the following method according to the invention:
  • a method of increasing the resolution of output signals of at least one measurement sensor for an internal combustion engine by subdividing the operating level range of the measurement sensor within which the level values of its sensor raw signal lie into at least two measurement range segments by providing the same predetermined output range range of the output signal of the measurement sensor to each measurement range portion is assigned, and where the changeover from one to the other measuring range section deviates from the prior art in EP 0494423, is carried out independently by the measuring sensor, if a measuring range limit between two adjacent measuring range sections is reached or exceeded or exceeded, by means of a motor control of the operating point of the internal combustion engine due to at least one Operating parameters for the combustion process is determined by the temporal course of Sensorrohsignals the sensor is predicted from at least one map information for the currently determined operating point, and is determined by the engine control based on this predicted temporal Sensorrohsignalverlaufs which Meß Coloursabêt the measuring sensor is currently activated.
  • the invention also relates to a control unit having at least one calculation unit which carries out steps according to one of the preceding claims for increasing the resolution of output signals of at least one measuring sensor for an internal combustion engine.
  • FIGS. 1 with 3 each provided with the same reference numerals.
  • FIG. 1 shows a schematic representation advantageous control steps of the calculation unit CU of an engine control unit ECU for an internal combustion engine CE to the cylinder pressure signal of a cylinder pressure sensor DS according to the principle of the invention with improved resolution, ie to be able to capture more accurate.
  • the cylinder pressure sensor DS is seated in particular on the cylinder head of a cylinder CY of the internal combustion engine CE. It has a sensor element SE, which serves to detect the internal pressure in the combustion chamber of the cylinder CY. It is preferably designed as an analog component and generates in step S7 a sensor raw signal ZS, which is representative of the prevailing pressure in the interior of the cylinder CY during the cyclic combustion cycle of the internal combustion engine CE.
  • the evaluation / logic unit LE of the cylinder pressure sensor DS divides the sensor raw signal ZS in the process step S8 to increase its resolution for a subsequent A / D conversion into at least two measuring range sections.
  • the evaluation / logic unit LE predetermines three measuring range sections A, B, C.
  • This measuring range distribution for the sensor raw signal ZS is used to scale its level to a reduced or limited level range, ie a level limit is set.
  • the sensor element SE of the cylinder pressure sensor DS generates an electrical voltage signal as the sensor raw signal ZS whose voltage level range for each measuring range section A, B, C is limited, for example, to voltage values between 0 and 5 volts.
  • the cylinder pressure sensor DS thus provides an internal pressure of the cylinder CY associated, in particular in substantially proportional, electrical signal as Sensorrohsignal ZS, which is converted by the evaluation / logic unit LE, in particular a transmitter such as a transducer into a voltage signal SV and thereby possibly amplified.
  • This voltage signal SV is scaled by dividing it into the different measuring range sections such as A, B, C, ie its original dynamic range is limited to a fixed voltage level range.
  • Each measuring range section A, B, C is assigned a characteristic scaling factor or "offset" relative to a reference value, such as 0 V, by means of which it can be transferred to the predetermined limited level range.
  • a modified output sensor signal 'BSV is available in step S9, which has been mapped to the same output voltage level range, in this case between 0V and 5V, for the various predetermined measuring range sections A, B, C.
  • step S9 an exemplary time profile of the output voltage U of the modified sensor output signal BSV as a function of time t is mapped.
  • Each range section A, B, C is assigned the same output voltage level range between 0 and 5 V (volts).
  • the sensor output signal SS in the actual path IP of the cylinder pressure sensor DS to a level dynamic range, which is reduced compared to that of the original Sensorrohsignals ZS.
  • This sensor output signal SS is transmitted to the engine control unit ECU via a measuring line SL. There it is digitized with the aid of an A / D converter ADC.
  • an A / D converter an 8-bit converter is preferably used in the exemplary embodiment here.
  • a corresponding measuring range section division can be made if the evaluation / logic unit LE instead of an electrical voltage alternatively outputs an electric current as a measure of the measured from the sensor element SE internal pressure in the combustion chamber of the cylinder CY.
  • the engine control unit ECU In order for the engine control unit ECU to be able to reconstruct the actual time profile of the sensor raw signal ZS and thus of the actual pressure in the cylinder CY during its combustion cycle from the time profile of the received, level-limited sensor output signal SS, the engine control unit ECU will calculate an expected chronological cylinder pressure curve EPD in the nominal value. Path SP estimated. For this purpose, the momentary operating point BP of its combustion cycle is determined for the cylinder CY. This is in the FIG. 1 performed in the process step S3. For this purpose, the engine control unit ECU uses one or more different operating parameters of the internal combustion engine CE. In particular, the speed N of the crankshaft of the internal combustion engine CE and the adjusting angle TPS of the throttle valve determine the current operating point BP for the cyclical combustion process.
  • Further expedient operating parameters of the internal combustion engine CE for determining the current operating point BP for the cylinder CY can be, in particular, one or more parameters of the following parameters which characteristically influence the combustion process of the cylinder CY: ignition angle position IGA, intake camshaft position CAM_IN, exhaust camshaft position CAM_EX, intake manifold pressure MAP, air mass MAF in the intake manifold of the internal combustion engine CE, indicated engine torque TQI, injection time TI, starting time of the respective injection SOI, coolant temperature TCO, intake air temperature TIA, lambda value LAM, exhaust back pressure P_EX, valve lift, Valve opening duration, profile of the respective valve opening of the respective valve on the cylinder CY.
  • the map information KI contains maps for a plurality of different operating points, which preferably indicate a pressure curve as a function of the respective crankshaft speed N and the respective throttle angle TPS as a function of the crankshaft angle.
  • the crankshaft angle can be mapped to the time course t of the pressure p in the cylinder CY.
  • EPD estimated pressure curve
  • the predicted or estimated cylinder pressure signal EPD is subdivided by thresholds G1, G2 into the same level measuring ranges A *, B *, C * as independently of this, ie independently by the evaluation / logic unit LE of the cylinder pressure sensor DS with respect to the measuring range sections A. , B, C is performed.
  • different level thresholds G1, G2 are set for the predicted pressure profile EPD in such a way that the three level ranges A *, B *, C * are separated from one another by them are formed separately. This is in step S5 of FIG. 1 carried out.
  • the point of intersection between the respective threshold and the predicted pressure curve EPD for the estimated internal pressure p now specifies a time span which uniquely indicates the presence of a specific measuring range section A, B, C in the logic / evaluation unit LE of the cylinder pressure sensor DS.
  • This time period t0 to tB1 marks the presence of the first measuring range section A on the sensor side.
  • the level values of the rising branch of the predicted pressure profile EPD in the level range section or in the level measuring zone B * are uniquely assigned the time interval between the times tB1 and tC1 as the validity period.
  • the time tC1 marks the point of intersection of the second, higher threshold G2 with the estimated pressure curve EPD.
  • the beginning of the scaling range C * is thus assigned to the time tC1.
  • the level range portion C * finally ends at time tC1 *, at which the upper threshold G2 intersects the descending edge of the estimated pressure waveform signal EPD.
  • the time interval between the times tC1 and tC1 * indicates the presence of the third measuring range portion C on the sensor side.
  • This assignment between the scaling zones A *, B *, C * and the periods of their validity periods applies correspondingly to the descending edge of the predicted cylinder pressure signal EPD.
  • the time tC1 * determines the beginning of the second scaling zone B *.
  • the time tB1 * characterizes the change from the scaling zone B * to the scaling zone A *.
  • the scaling zone A * represents the lowest level values p of the predicted pressure curve EPD between 0 and 3 bar.
  • the second scaling zone B * characterizes mean level values p of the precised pressure curve EPD between 3 and 20 bar.
  • the third scaling zone C * stands for the highest level values p of the predicted cylinder pressure curve EPD above 20 bar.
  • the time interval between time t0 and time tB1 is assigned to scaling zone A.
  • the scaling factor in particular "offset" of this level zone A is applied.
  • the time period between times tB1 and tC1 sets the period of validity, ie the presence of voltage level values in the level-reduced sensor output signal SS, which have been modified with the scaling factor of the second scaling zone B.
  • the scaling carried out can be calculated out in a corresponding manner, ie the level values p * of the original raw sensor signal ZS can be recovered by adding the offset of the measuring range section B, which has this with respect to the first measuring range section A, to the voltage values U of the output signal SS.
  • These recovered voltage level values correspond to internal pressure level values p * in the cylinder CY.
  • the time interval between the times tC1 and tC1 * finally defines the validity period for the scaling zone C.
  • a recovery of the voltage values U of the sensor output signal SS output during this period is then enabled by inversion of the scaling factor C for the scaling zone C, so that the actual pressure values p * can be recovered from the transmitted output signal values of the level-limited output signal SS.
  • the "offset" of the third measuring range section C which has this with respect to the first measuring range section A, is added to the voltage values U of the output signal SS.
  • step S6 If it is determined in step S6 that the starting time or the end time of the respective scaling zone A, B, C of the output sensor signal SS deviate from those of the level range sections A *, B *, C * of the predicted expected pressure curve EPD, ie their validity periods are different from one another, then This information can be used to adapt the map information KI. This is in the FIG. 1 performed in step S11. For example, the beginning of the Scaling zone B of the level-limited output signal SS at time tB1 ** different from the estimated beginning tB1 of the scaling zone B * of the predicted pressure curve EPD.
  • step S11 a deviation between the starting time tC1 ** for the third measuring range section C at the measured, level-limited sensor output signal SS and the estimated starting time tC1 at the predicted pressure curve EPD can result.
  • This difference or deviation information is then used in step S11 to correct the map information KI in order to determine an associated expected pressure curve largely error-corrected for the next operating point determination.
  • the FIG. 3 shows in an enlarged view the voltage level curve U of the output signal SS in dependence on the crankshaft angle KW. This corresponds to the time t.
  • a level limiting range ASB is specified between 0 and 5 volts.
  • the original sensor raw signal ZS in the logic / evaluation unit LE is divided into the different measuring range sections A, B, C and deducted from its level values each have a specific "offset" which transfers each measuring range section A, B, C to the desired level limiting range ASB Service.
  • the level curve of the level-limited output signal SS as a function of the crankshaft angle KW, the thus reconstructed pressure curve PD in a pressure / crankshaft angle (P * / KW) - associated diagram.
  • the expected cylinder pressure curve for the respective current operating point without map information.
  • it may be expedient, for example, to use the expected temporal pressure curve on the basis of polytropic compression or expansion, with px V n constant, where n is a so-called polytropic exponent to calculate. This is especially in the earlier patent application DE 10 2005 009 104.0 a favorable calculation method specified.
  • the sensor measuring range of the cylinder pressure sensor is divided into at least two suitable individual ranges, such as, for example, a high-pressure range and a low-pressure range. Switching from one measuring range to another takes place in the cylinder pressure sensor itself whenever a measuring range limit is reached, exceeded or fallen short of. In the embodiment of FIG. 1 For example, a measuring range switchover from the scaling zone A to the scaling zone B takes place at 3 bar. The change from the scaling zone B to the scaling zone C is triggered by exceeding a threshold at 20 bar.
  • a level value of 0.2 bar can be provided as hysteresis or tolerance level. This means based on the above example that switching from the smallest measuring range A to the next higher measuring range B at about 3.2 bar, the switching back from the middle, second measuring range B to the smallest, first measuring range A with falling signal level of the output signal SS but only at 2.8 bar.
  • the individual measuring ranges and their respective amplification factors and / or offsets are preferably stored in the engine control unit (ECU) in a nonvolatile memory. Which measuring range is currently active, decides the engine control in an advantageous manner due to a certain pressure curve maintenance position. Depending on the engine operating point, which is given for example by the current speed of the crankshaft of the engine and the acting load, in particular the position of the throttle in the intake manifold of the engine, and / or other operating parameters such as injection timing, ignition angle, engine operating temperature, etc. results typical cylinder pressure curve.
  • This pressure profile is stored in the engine control, for example, as a map over the crankshaft angle.
  • px V n constant, where n is a polytropic exponent.
  • the engine control selects the respective measuring range according to its expectation, receives information on offset and / or amplification in the case of a linear signal course and can assign a level-limited pressure value to the respective sensor value which is output by the cylinder pressure sensor.
  • a sensor value for example, a voltage, an electric current, etc.
  • the 720 ° crankshaft angles are subdivided into 2 ⁇ 360 ° crankshaft angles.
  • the low-pressure region is the first 360 ° crankshaft angle range and the high pressure region associated with the second 360 ° crankshaft angle range.
  • the corresponding measuring range is then selected.
  • the method can be advantageously extended to other sensor signals than cylinder pressure signals, if there is a sufficiently predictable waveform.
  • the procedure according to the invention for increasing the resolution of the sensor signals advantageously results in a significantly more effective use and increase in the accuracy of the sensor analog signal.
  • the signal-to-noise ratio and the resolution are significantly improved, so that it is only possible thereby to detect even physically small measuring ranges exactly or even at first.
  • the method according to the invention represents a cost-effective solution, since it is not necessary to transfer information between the sensor and the engine control unit, whereby no additional signal generation or transmission is required. All necessary information is already available in the engine management system.
  • the method is particularly advantageous if the sensor signal is used to control the combustion process.
  • CAI controlled auto ignition

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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)
  • Computer Hardware Design (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Measuring Fluid Pressure (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP07765572A 2006-07-04 2007-06-22 Verfahren zur erhöhung der auflösung von ausgangssignalen mindestens eines messsensors für einen verbrennungsmotor sowie zugehöriges steuergerät Not-in-force EP2041415B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006030842A DE102006030842B3 (de) 2006-07-04 2006-07-04 Verfahren zur Erhöhung der Auflösung von Ausgangssignalen mindestens eines Messsensors für einen Verbrennungsmotor sowie zugehöriges Steuergerät
PCT/EP2007/056261 WO2008003600A1 (de) 2006-07-04 2007-06-22 Verfahren zur erhöhung der auflösung von ausgangssignalen mindestens eines messsensors für einen verbrennungsmotor sowie zugehöriges steuergerät

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EP2041415A1 EP2041415A1 (de) 2009-04-01
EP2041415B1 true EP2041415B1 (de) 2009-11-04

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US (1) US7894977B2 (ja)
EP (1) EP2041415B1 (ja)
JP (1) JP4705690B2 (ja)
KR (1) KR101030161B1 (ja)
AT (1) ATE447665T1 (ja)
DE (2) DE102006030842B3 (ja)
WO (1) WO2008003600A1 (ja)

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ATE447665T1 (de) 2009-11-15
EP2041415A1 (de) 2009-04-01
JP2009533595A (ja) 2009-09-17
DE102006030842B3 (de) 2007-11-08
US20090287389A1 (en) 2009-11-19
US7894977B2 (en) 2011-02-22
WO2008003600A1 (de) 2008-01-10
KR101030161B1 (ko) 2011-04-18
KR20080113407A (ko) 2008-12-30
JP4705690B2 (ja) 2011-06-22
DE502007001925D1 (de) 2009-12-17

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