EP2232035B1 - Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne - Google Patents

Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne Download PDF

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Publication number
EP2232035B1
EP2232035B1 EP08866387.7A EP08866387A EP2232035B1 EP 2232035 B1 EP2232035 B1 EP 2232035B1 EP 08866387 A EP08866387 A EP 08866387A EP 2232035 B1 EP2232035 B1 EP 2232035B1
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EP
European Patent Office
Prior art keywords
signal
engine
cylinder
combustion
nocyl
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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.)
Not-in-force
Application number
EP08866387.7A
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German (de)
English (en)
French (fr)
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EP2232035A1 (fr
Inventor
Guillermo Ballesteros
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Renault SAS
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Renault SAS
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • F02D2200/1012—Engine speed gradient

Definitions

  • the present invention relates to a method for generating a synchronization signal, representative of the unfolding of the operating cycle of a four-stroke internal combustion engine, of the multicylinder type, the expansion phases of each cylinder, during which the combustions take place. , occur at different angular positions of the crankshaft rotation motion as is the case with odd-numbered four-stroke engines.
  • the invention more specifically relates to a method for generating a signal for locating a predetermined time of the cycle such as the passage to the High Admission Dead Point or to the Low Admission Dead Point.
  • the performance of an engine as well as the control of the emission of pollutants are related to the various control processes governing the operation of the engine. These methods, for example fuel injection or ignition, require precise knowledge of the current thermodynamic cycle in the engine cylinders.
  • the document FR 2,441,829 proposes a way: to detect information on the thermodynamic cycle of the cylinders by locating, on a target secured to the crankshaft, the angular position zones corresponding to a specific phase of the stroke of the different pistons.
  • the target consists of a disc having locating elements disposed along its periphery, such as teeth of different lengths.
  • a fixed receiving member detects these locating elements and generates electrical pulses to produce a signal identifying the passage to the top dead center position of a determined piston.
  • This method uses a timing signal that is generated from the combustion conditions in each of the four-cycle and four-cylinder fitter cylinders, and information transmitted by the crankshaft sensor.
  • At least one factor governing the combustion in a given reference cylinder is modified so as to cause an alteration controlled combustion.
  • This alteration of the combustion in the reference cylinder is then detected thanks to a value Cg developed from the information from the crankshaft position sensor of the engine, thus making it possible to synchronize the passages at the Top Dead Center Admission of the engine cylinders with the Top Dead Center signal of the crankshaft sensor.
  • this invention requires a degradation of the combustion of the engine altering its operation and increasing pollutant emissions.
  • the present invention therefore aims to overcome the drawbacks of known tracking systems in the case of a four-stroke engine having an odd number of cylinders, by providing an improved registration method, requiring no specific position sensor outside of that which serves to locate the angular position of the crankshaft, and does not affect the operation of the engine, for example of the type described in the document DE-A1-102005043129 .
  • the representative signal may be a representation of the gas pair or a harmonic representation of the tooth duration.
  • an engine control system implementing the method for generating the synchronization signal object of the present invention has been shown. Only the constituent parts necessary for understanding the invention have been shown. Moreover, in this example, the synchronization signal makes it possible to control an injection system, but the use of the signal is not limited and the synchronization signal can be used to control other elements or processes of the engine.
  • a four-stroke internal combustion engine for a motor vehicle comprises three cylinders (C1, C2, C3) each comprising a fuel injection device of the multipoint type with control electronics whereby each cylinder is supplied with fuel from a specific electro-injector 5.
  • each electro-injector 5 is controlled by the electronic engine control system 7, which adjusts the amount of fuel injected and the injection time (Inj) in the cycle according to the operating conditions of the engine, so that precisely slaving the richness of the air-fuel fuel mixture admitted into the cylinders to a predetermined target value.
  • the electronic engine control system 7 conventionally comprises a microprocessor (CPU), random access memories (RAM), read only memories (ROM), as well as analog-digital converters (A / D), and various input and output interfaces. exits,
  • the microprocessor includes electronic circuitry and appropriate software (10, 222, 223, 224) for processing signals from suitable sensors, determining engine states, and implementing predefined operations to generate control signals at the desired destination. in particular injectors so as to better manage the combustion conditions in the engine cylinders.
  • the electronic engine control system 7 is more particularly intended to operate a fuel injection of separately triggering each injection 5 so that the fuel injection is completed before opening the corresponding intake valve or valves.
  • crankshaft sensor 22 of the type for example magneto-reluctant, is fixedly mounted on the motor housing to be positioned in front of a measuring ring 12 integral with the steering wheel. inertia attached to one end of the crankshaft.
  • This ring 12 is provided at its periphery with a succession of identical teeth and troughs with the exception of a tooth which has been removed so as to define an absolute reference point making it possible to deduce the moment of passage to the Top Dead Center. a given cylinder of reference, in this case the cylinder C1.
  • the sensor 22 delivers a signal Dn corresponding to the running of the teeth of the ring gear 12, which signal after treatment by a processing device 10 makes it possible to generate a PMH signal every 120 ° of crankshaft rotation making it possible to locate the passages at Top Dead Center alternately.
  • the device 10 for processing the signal Dn emitted by the sensor 22 also makes it possible to measure the running time of the teeth of the ring 12, and thus to obtain the running speed and the instantaneous rotation speed N of the motors.
  • the signal Dn is further processed by the device 10 to produce a signal (Cg, Bn) which is a representation of a magnitude representative of the kinematics of the crankshaft.
  • this quantity can define a representation of the estimated gas torque generated by each of the combustions.
  • the value of the signal Cg for each combustion of the gas mixture in the engine cylinders is obtained in particular from the analysis of the signal Dn delivered by the fixed sensor 22 observing the toothed wheel 12 integral with the crankshaft.
  • the signal is not used directly, for example by taking the instantaneous speed of rotation, because the presence of measurement noise or the lack of realization of the teeth would generate significant errors due to inaccuracies of the signal and make the process less robust .
  • a harmonic decomposition analysis makes it possible to eliminate these defects.
  • other quantities representative of the kinematics of the crankshaft can be defined as harmonic components representative of the speed or the duration of travel of the teeth of the crown.
  • the tooth duration is the duration measured between two teeth of the target.
  • the torque estimate is will do by observing the speed of rotation between 0 and 240 ° or a angular window generally encompassing 0-180 ° of the combustion phase of the cylinder C1.
  • the combustion time associated with the cylinder C3 is between 240 ° and 420 °, the observation will be made on the angular range between 240 ° and 480 °.
  • the combustion time is between 480 ° and 660 °
  • the observation range of the engine speed will be around 480 and 720 °.
  • the location of the predetermined moment in the unfolding of the engine cycle for phasing the injection of each of the cylinders which in the example illustrated is the passage to the High Admission Dead Point, or any other time that can serve as a reference, is operated from a synchronization signal NOCYL synchronized with the signal PMH providing the identification of the passage to the top dead center of each cylinder in a circuit 224,
  • NOCYL synchronization signal can be used which alone or in association with a signal from a counter of the number of High Dead Point cylinders passing in front of the position sensor to determine the phase of the combustion cycle for each cylinder.
  • the NOCYL signal represented at figure 3 does not require comparison with other signals and it provides all the predetermined moments of the stints in the course of the engine cycle for phasing the injection or ignition of each of the cylinders for all the cylinders of the motor.
  • the signal NOCYL provides the passage to the High Admission Dead Point and the passage to the Top Dead Center of all your cylinders at the time of the change of value. A single signal is then sufficient to synchronize all the actuators of the motor control.
  • the PMH signal indicates each passage to the Top Dead Center of the engine cylinders by generating a leading or falling edge.
  • the signal NOCYL is arbitrarily initialized to 0 at the first detection of the transition to the Top Dead Center of the reference cylinder (C1 in this example) which is therefore considered arbitrarily as a High Admission Dead Point, then it is incremented.
  • the NOCYL signal is constructed by incrementing a modulo 6 counter each time the High Dead Point of the PMH signal is passed.
  • NOCYL signal provides a unique reference for all motor cycles that allows a phasing system 222 to synchronize any motor control process (ignition, injection, control actuators ...) .
  • the estimation of the torque Cg by the torque estimator described above makes it possible to know if the synchronization is the right one. Indeed, if the injection and ignition are poorly phased, the engine can not produce torque because combustion is done during admission.
  • a processing unit 223 compares the estimated value Cg with a reference or setpoint value that is conventionally developed by the engine control during the start-up phase to estimate whether the phasing is correct. The condition to check is then: Cg ⁇ CC - ⁇
  • ⁇ is a positive torque value that can be constant mapped according to the engine control parameters to ensure the robustness of the criterion E1 by limiting the consideration of signal noise.
  • the strategy then considers that the Top Dead Point initially detected was the High Dead Point, the NOCYL signal is then reset in the circuit 224 by an Init signal of C3 signal processing circuit 223. The phasing is now correct, the condition E1 must then be verified. If this is not the case, there is a failure in the injection or ignition system or at the engine level.
  • a second embodiment of the invention makes it possible to operate in the case of a startup with lost spark.
  • the ignition of the engine is controlled in "lost spark" mode. previously described to ensure the starting and operation of the engine including when the phasing engine is not identified.
  • the torque estimation is done by observing the acyclic speed or instantaneous rotation times of the crankshaft of the engine over an angular range directly related to the supposed phasing of the engine which theoretically covers the combustion phases of the three cylinders.
  • the combustion time of the cylinder C1 is between 0 ° and 180 °
  • the estimation of the torque will be done by observing the speed of rotation between. 0 and 240 ° or an angular window generally encompassing 0-180 ° of the combustion phase of the cylinder C1.
  • the combustion time associated with cylinder C3 is between 240 ° and 420 °, the observation of acyclism will be on the angular range between 240 ° and 480 °.
  • the combustion time is between 480 ° and 660 °
  • the observation range of the engine speed will be around 480 and 720 °.
  • a first variant of the second embodiment consists in estimating the gas torque Cg for all the engine revolutions.
  • the torque of cylinder C1 thus estimated in the first round Cg1_1 is recorded and compared with a new observation of the pair Cg1_2 of the cylinder C1 in the next turn.
  • the synchronization can thus be performed according to the result of the comparison.
  • the signal NOCYL does not correspond to the thermodynamic cycle of each cylinder, the value of the estimated torque Cg is then significantly less than the torque value of Setpoint Cc and vice versa.
  • the Delta offset is a torque value that can be a constant or derived from a map dependent on the Engine Speed and / or Torque, and which makes it possible to freeze a threshold necessary for the comparison in order to exclude any risk of false synchronization due to noise in the signals,
  • the basic methods and variants of the first and second embodiments can be reliable by limiting errors due to disturbances or noise of the signals for example by summing the torque estimates Cg.
  • the error limitation can also be carried out by filtering, for example carried out according to a filtering of the first or second order or any other filter making it possible to filter the noise of the measurements and estimates and thus rendering the result of the comparisons more robust.
  • F not X B ⁇ ⁇ X not + 1 _ ⁇ ⁇ F not - 1 with 0 ⁇ ⁇ 1
  • a representation of a magnitude representative of the kinematics of the crankshaft other than the flexible can be used.
  • a third embodiment of the invention uses a harmonic analysis representative of either the tooth duration or the instantaneous rotation speed of the crankshaft.
  • this embodiment consists in studying the harmonic component of order n of the rotational speed or preferably of the tooth duration established from the signal Dn.
  • the harmonic component of Bn will here be calculated using the cosine harmonic function, but the method can be adapted for any other harmonic function for example using a trapezoid function or other more complex function.
  • This component Bn is a simplified representation based on the relationship of the estimated torque (Cg) above, taking appropriate coefficients.
  • This embodiment is robust to target defects, since it compares two quantities potentially biased in the same way by the target defect, the calculations of Bn on the two PMH of the cylinder originating from durations measured on the same portions. angular of the target of the crown.
  • the harmonic component established in the first round will be decomposed into a sum of the harmonic component representative of the thermodynamic cycle during the first round and a harmonic component representative of the target defects.
  • the harmonic component established in the second round will be decomposed into a sum of the harmonic component representative of the thermodynamic cycle during the second round and a harmonic component representative of the target defects that is the same as in the first round. Therefore, a comparison of the harmonic component established in the first round and that established in the second round will eliminate the representative component of the target defects.
  • the NOCYL signal is reset by changing the synchronization hypothesis (offset of one revolution of the synchronization). This reset can be done on the PMH of the reference cylinder or on any PMH of any cylinder. The synchronization must then be confirmed again by a method according to one of the previously described embodiments before establishing the normal operation of the engine with sequential ignition.
  • the invention advantageously makes it possible to synchronize the thermodynamic cycle of each cylinder without modifying operating parameters of the engine and without altering the operation of the engine.

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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)
EP08866387.7A 2007-12-20 2008-12-19 Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne Not-in-force EP2232035B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0760081A FR2925593B1 (fr) 2007-12-20 2007-12-20 Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne
PCT/EP2008/068005 WO2009083492A1 (fr) 2007-12-20 2008-12-19 Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP2232035A1 EP2232035A1 (fr) 2010-09-29
EP2232035B1 true EP2232035B1 (fr) 2015-11-25

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EP08866387.7A Not-in-force EP2232035B1 (fr) 2007-12-20 2008-12-19 Procede pour produire un signal de synchronisation du cycle de fonctionnement d'un moteur a combustion interne

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EP (1) EP2232035B1 (ru)
JP (1) JP5588877B2 (ru)
CN (1) CN101952579B (ru)
FR (1) FR2925593B1 (ru)
RU (1) RU2504680C2 (ru)
WO (1) WO2009083492A1 (ru)

Families Citing this family (7)

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Publication number Priority date Publication date Assignee Title
FR2950393B1 (fr) * 2009-09-24 2012-02-24 Peugeot Citroen Automobiles Sa Procede de determination du cycle d'un moteur a cylindres impair
DE102011083471A1 (de) * 2011-09-27 2013-03-28 Robert Bosch Gmbh Verfahren zum Synchronisieren eines Verbrennungsmotors
FR2981121B1 (fr) * 2011-10-05 2013-12-27 Continental Automotive France Procede de synchronisation de moteur
US20170082055A1 (en) * 2015-09-17 2017-03-23 GM Global Technology Operations LLC System and Method for Estimating an Engine Operating Parameter Using a Physics-Based Model and Adjusting the Estimated Engine Operating Parameter Using an Experimental Model
KR102085896B1 (ko) * 2018-12-07 2020-03-06 현대오트론 주식회사 파워트레인 엔진 정밀 제어방법 및 이에 의해 운용되는 자동차
CN111486002A (zh) * 2019-01-29 2020-08-04 岁立电控科技(盐城)有限公司 一种四冲程内燃机活塞冲程位置标定方法
CN115468750A (zh) * 2021-05-24 2022-12-13 一汽-大众汽车有限公司 翻转气缸的监控方法、监控系统及存储介质

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JP2011506851A (ja) 2011-03-03
JP5588877B2 (ja) 2014-09-10
EP2232035A1 (fr) 2010-09-29
CN101952579B (zh) 2013-06-19
FR2925593A1 (fr) 2009-06-26
CN101952579A (zh) 2011-01-19
WO2009083492A1 (fr) 2009-07-09
RU2010130261A (ru) 2012-01-27
RU2504680C2 (ru) 2014-01-20
FR2925593B1 (fr) 2014-05-16

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