EP2256322A1 - Einfluss der NOx Regelung auf die Motorgeräuschregelung in einer Brennkraftmaschine - Google Patents

Einfluss der NOx Regelung auf die Motorgeräuschregelung in einer Brennkraftmaschine Download PDF

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Publication number
EP2256322A1
EP2256322A1 EP10305490A EP10305490A EP2256322A1 EP 2256322 A1 EP2256322 A1 EP 2256322A1 EP 10305490 A EP10305490 A EP 10305490A EP 10305490 A EP10305490 A EP 10305490A EP 2256322 A1 EP2256322 A1 EP 2256322A1
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Prior art keywords
engine
combustion
actuator
combustion noise
cylinder
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EP10305490A
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English (en)
French (fr)
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EP2256322B1 (de
Inventor
Pascal Emery
Philippe Recouvreur
Olivier Tigrine
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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
    • 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
    • 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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
    • F02D41/1462—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2200/025—Engine noise, e.g. determined by using an acoustic sensor
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • 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
    • F02D41/0002—Controlling intake air
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
    • F02D41/0052—Feedback control of engine parameters, e.g. for control of air/fuel ratio or intake air amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/144—Sensor in intake manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • 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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing

Definitions

  • the invention relates to the control of combustion in an internal combustion engine and in particular in a motor vehicle engine.
  • One of the aims of the invention is to provide a simple and more accurate means for controlling combustion in an internal combustion engine.
  • a combustion control system is proposed in an internal combustion engine of a motor vehicle.
  • This system comprises a first actuator capable of controlling a level of nitrogen oxides emitted by the engine, a second actuator capable of controlling a combustion noise of the engine, a first regulation means able to drive the first actuator to regulate in a loop closed the rate of nitrogen oxides emitted by the engine and a second control means adapted to drive the second actuator for closed-loop control of the combustion noise of the engine.
  • This provides a means for controlling the combustion in an internal combustion engine which takes into account the rate of oxides of nitrogen and the combustion noise emitted during combustion.
  • the engine comprises at least one cylinder, a movable piston driven by means of a crankshaft
  • the system comprises means for measuring the temporal variations of the crankshaft angle and the internal pressure of said crankshaft.
  • cylinder and estimation means able to estimate respectively a level of nitrogen oxides emitted by the engine and a combustion noise of the engine from said measurements
  • the first regulation means being able to drive the first actuator from a difference between a first setpoint and said estimate of the nitrogen oxide content
  • the second regulating means being able to drive the second actuator from a difference between a second setpoint and said estimation of the combustion noise.
  • an estimation means is provided which avoids the multiple maps used during the engine development phases.
  • the second regulation means comprises multiplying means for multiplying said difference, between the second setpoint and the estimate of the noise of combustion, with the first difference developed by the first regulating means.
  • the regulating means may also be coupled to each other when they have different control speeds. Indeed, it is possible to connect the regulating means so that the slowest means can stop the fastest means. This saves computing time and allows a stable equilibrium to be achieved to effectively control combustion.
  • This method comprises a first closed loop regulation of a nitrogen oxide level emitted by the engine and a second closed loop regulation of a combustion noise of the engine.
  • the engine comprises at least one cylinder and a movable piston driven by means of a crankshaft
  • the method comprises a measurement of the temporal variations of the crankshaft angle and the internal pressure of the crankshaft.
  • the combustion noise of the engine is adjusted from said difference between the first setpoint and the first estimate of the nitrogen oxide content.
  • the figure 1 illustrates, very schematically, a combustion control system 1 in an internal combustion engine 2.
  • the combustion control system 1 comprises an electronic control unit 3 (ECU), sensors 4,5 for respectively measuring the time variations of the crankshaft angle and the internal pressure of the cylinder and two actuators 6.7 driven by the UCE 3.
  • ECU electronice control unit 3
  • sensors 4,5 for respectively measuring the time variations of the crankshaft angle and the internal pressure of the cylinder
  • actuators 6.7 driven by the UCE 3.
  • the internal combustion engine 2 comprises a cylinder 8 in which a piston 9 moves by means of a connecting rod 10 connecting the piston 9 to a crankshaft 11.
  • a combustion chamber 12 is delimited by said cylinder 8, said piston 9 and a cylinder head 13.
  • the cylinder head 13 is provided with at least two valves 14, 15 which make it possible to connect the combustion chamber 12 with, respectively, an intake manifold 16, for air possibly mixed with a part of the combustion gases. exhaust, and a gas exhaust manifold 17.
  • the engine 2 also includes a partial exhaust gas recirculation circuit 18 stitched between the exhaust gas manifold 17 and the intake manifold 16.
  • the sensor 4 makes it possible at any time to measure the angle of the crankshaft ⁇ , the sensor 5 makes it possible to measure the internal pressure of the cylinder P cyl which corresponds to the pressure inside the combustion chamber 12.
  • These sensors 4.5 each emit a temporal measurement signal, transmitted respectively by the connections 19 and 20, towards the ECU 3.
  • the ECU 3 comprises regulation means, detailed below in the figure 2 , which are able to develop each a command Cmde1, Cmde2, respectively to drive the actuators 6,7. Furthermore, the control means may be included in a software form or in the form of logic circuits embedded in the ECU 3.
  • This ECU 3 emits these commands Cmde1, Cmde2, respectively transmitted by the connections 21 and 22, towards the actuators 6,7.
  • the actuator 6 makes it possible to control the rate of nitrogen oxides emitted by the engine 2.
  • This actuator 6 can be an EGR valve (Exhaust Gas Recirculation in English) mounted in the partial recirculation circuit of the exhaust gases.
  • the actuator 6 may be an air flap mounted on the intake manifold 16, or any other means for controlling the flow of gases admitted into the engine 2.
  • a control of the flow of the admitted gases in the engine 2 directly modifies the rate of nitrogen oxides emitted by the engine 2 after combustion.
  • the actuator 7 makes it possible to control a fuel injection into the engine 2.
  • This actuator 7 can be a fuel injector partially located in the combustion chamber 12 for a diesel type engine.
  • this fuel injector may be located outside and upstream of the combustion chamber 12.
  • a control of the injection of fuel into the engine directly modifies the combustion noise of the engine during combustion. combustion.
  • the combustion noise is a sound emission generated by the flame which burns the gas-fuel mixture in the combustion chamber 12. This combustion noise causes a noise nuisance and is considered a polluting emission of the engine 2.
  • the figure 2 schematically represents an embodiment of a combustion control system 1 of the internal combustion engine 2. It has also been reported on this figure 2 certain elements described in figure 1 .
  • the combustion control system 1 comprises at least two regulating means 30, 31 for respectively regulating a level of nitrogen oxides emitted during combustion and a combustion noise of the engine.
  • the first means of regulating the nitrogen oxide content 30 is able to control the actuator 6 to modify the quantity of gas admitted into the engine 2 in order to limit the pollutant emissions of nitrogen oxides of the engine 2.
  • the second regulating means 31 for regulating the combustion noise controls the actuator 7 to modify the quantity of fuel injected into the engine in order to limit the combustion noise of the engine 2.
  • This second regulation means 31 makes it possible to obtain a control more precise combustion with the only means of regulating the rate of nitrogen oxides 30. Furthermore, this second regulating means 31 makes it possible to further limit the pollutant emissions of the engine 2.
  • control means regulate the pollutant emissions of the engine 2, the oxides of nitrogen and the combustion noise, in a closed loop.
  • closed-loop control means means a regulating means that regulates a variable of a system by controlling an actuator for controlling said variable from a regulation setpoint and a measured or estimated information item. , in real time, the state of the variable to be regulated.
  • the combustion control system 1 also comprises an estimating means 32 for estimating the amount of nitrogen oxides emitted by the engine 2 and a means 33 for producing at least one regulation setpoint.
  • the means of regulating the nitrogen oxide content 30 comprises a summation means 34 and a corrector 35.
  • the means 33 for generating control instructions can provide said instructions from mappings previously established during the development phases of the engine 2, by physical models or by an on-board computer in the ECU 3. Moreover, this means The development of instructions is able to develop maximum instructions that should not be exceeded.
  • the means of production 33 emits a set of nitrogen oxides Cons_NOx, transmitted by a connection 33a towards the summing means 34 of the nitrogen oxides regulation means 30.
  • the summation means 34 is capable of calculating a difference d1 between the reference nitrogen oxide level Cons_NOx and an estimate NOx e provided by the estimating means 32 and transmitted by a connection 36. Then, this difference d1 is transmitted by a connection 37 to the corrector 35, which may be, for example, an integral proportional corrector PI known to those skilled in the art. The corrector 35 then develops the command Cmde1 to the actuator 6 resulting from the difference d1 received.
  • the estimation means 32 estimates the level of NOx e nitrogen oxides from the measurements of the internal pressure of the cylinder P cyl and of the measurement of the crank angle ⁇ and will be described in FIG. figure 3 .
  • the combustion control system 1 also comprises a second estimation means 40 for estimating the combustion noise Br e emitted by the engine 2.
  • the second combustion noise control means 31 comprises a summation means 41 and a corrector 42.
  • the means 33 for generating control setpoints can also provide a combustion noise setpoint Cons_Br, transmitted by a connection 43 towards the summing means 41 of the second combustion noise control means 31.
  • the summing means 41 is able to calculate a difference d2 between the combustion noise setpoint Cons_Br and the estimate Br e supplied by the second estimation means 40 and transmitted by a connection 44. Then, this difference d2 is transmitted, by a connection 45, to the corrector 42, which may also be, for example, an integral proportional corrector PI known to those skilled in the art. The corrector 42 then develops the command Cmde2 to the actuator 7 resulting from the difference d2 received.
  • the second estimation means 40 estimates the combustion noise Br e from the measurements of the internal pressure of the cylinder P cyl and the measurement of the crankshaft angle ⁇ and will be described in figure 3 .
  • These two regulation means 30, 31 enable the combustion to be modulated by progressively increasing, in a controlled manner, the polluting emissions of nitrogen oxides and combustion noise in order to control the combustion in the engine 2. If the estimation of nitrogen oxides NOx e is below the setpoint Cons_NOx, the first regulating means 30 increases the flow of air admitted into the engine, either by closing the EGR valve to reduce the partial exhaust gas admitted, or by opening the air flap located on the intake manifold 16 to increase the flow of fresh air admitted.
  • the first regulating means 30 decreases the air flow admitted into the engine, either by opening the EGR valve to increase the partial exhaust gases admitted, or by closing the air flap located on the intake manifold 16 to reduce the flow of fresh air admitted.
  • the second regulating means 31 advances the quantity of fuel injected into the engine. In the opposite case, if the estimate of the combustion noise Br e is greater than the setpoint Cons_Br, the second regulation means 31 delays the quantity of fuel injected into the engine.
  • the regulation of the combustion noise is faster than that of the nitrogen oxide level.
  • the second regulation means 31 corrects the fuel injection while the first regulating means 30 corrects the flow of the admitted gases, the latter has an additional inertia due to the flow of gas between the control actuator of the rate of nitrogen oxides and the combustion chamber 12 of the engine 2.
  • the fuel injection corrections are performed between two thermodynamic combustion cycles more rapidly than a gas flow correction.
  • the combustion noise setpoint Cons_Br is reached before that of the nitrogen oxide level.
  • the second regulating means 31 regulates the combustion noise, on the setpoint Cons_Br, while the first regulating means 30 progressively regulates, in a controlled manner, the rate of oxides of nitrogen so that the latter reaches the setpoint Cons_NOx.
  • the difference d1 between the reference nitrogen oxide level Cons_NOx and the estimate of the nitrogen oxide NOx e can be emitted, via a connection 50, in the direction of a multiplication means 51 included in the second combustion noise control means 31.
  • This multiplication means 51 also receives the difference d2 between the combustion noise setpoint Cons_Br and the estimate of the combustion noise Br e .
  • the multiplication means 51 is able to multiply the two differences d1, d2 between them and transmit the result, via the connection 45, in the direction of the corrector 42 of the second regulation means 31.
  • This variant makes it possible to obtain controlled control of the combustion even in the case where the setpoint Cons_NOx is reached before the setpoint Cons_Br.
  • the figure 3 illustrates an embodiment of an estimation means 60 of an output parameter PSe of the engine 2. It has also been reported on this figure 3 certain elements described in figures 1 and 2 .
  • the combustion control system 1 may furthermore comprise other measurement means 27 to 29 of state variables of the engine 2 in order to specify the estimate of the output parameter of the engine PSe.
  • the engine output parameters can be selected from pollutant emissions such as nitrogen oxides or carbon dioxide, combustion noise, fuel consumption, engine torque and in general all parameters that represent a state emitted directly or indirectly by the combustion in the engine 2.
  • the combustion control system 1 may comprise, the measuring means 27 for measuring an amount of oxygen admitted into the engine 2, the measuring means 28 for measuring a fuel flow admitted into the engine 2 and the measuring means 29 to measure a fresh air flow admitted into the engine 2.
  • the measuring means 27 of the quantity of oxygen admitted into the engine 2 may be an oxygen sensor located in the intake manifold 16 or in the collector of the engine. exhaust gas 17.
  • the measurement of the fuel flow admitted into the engine 2 may be a fuel setpoint sent to the injector 7.
  • the measuring means 29 of the fresh air flow admitted into the engine 2 may be a flowmeter d air located on the intake manifold 16, preferably upstream of the recovery of a portion of the exhaust gas.
  • the estimation system 60 comprises the calculation means 23 and an estimation module 24.
  • the calculation means 23 and the estimation module 24 can be included in a software form or in the form of logic circuits embedded in the system. UCE 3.
  • the calculation means 23 makes it possible to calculate a certain number of combustion parameters Xi from the input time signals ⁇ , P cyl . In addition, this calculation means 23 can also calculate said combustion parameters Xi from the additional time signals coming from the measuring means 27 to 29.
  • the combustion parameters Xi may be chosen from the start of combustion time, the duration of the combustion, the maximum cylinder internal pressure, the crankshaft angle for which the maximum pressure in the cylinder, the crankshaft angle for which a given fraction of the fuel has been burnt, the temperature of the exhaust gas, the pressure of the exhaust gases. Other parameters can be considered in the as far as they are in direct or indirect relation with the combustion phase in the cylinder.
  • the combustion parameters Xi are chosen as being only values characteristic of the internal pressure of the cylinder, such as internal cylinder pressures characteristic of the combustion P cyl i, internal pressure variations of the cylinder ⁇ P cyl i and cycle times of the motor t cycle i.
  • the internal pressures of the cylinder characteristic of the combustion P cyl i may be, for example, the internal pressure of the maximum cylinder P cyl max, the internal pressure of the cylinder at the instant of start of combustion, the internal pressure of the cylinder for an angle of the crankshaft characteristic of the combustion (ie an angle for which a given fraction of the fuel has been burned), the internal pressure of the cylinder when the angle of the crankshaft is equal to 80 ° after the top dead center of the piston.
  • crankshaft angles characteristic of the combustion are well known to those skilled in the art and are generally calculated as a function of the apparent energy release in the cylinder.
  • the internal pressure variations of the cylinder ⁇ P cyl i may be, for example, the maximum gradient of the cylinder internal pressure ( ⁇ P cyl ) max , the minimum gradient of the cylinder internal pressure ( ⁇ P cyl ) min , the maximum gradient of the internal pressure of the cylinder between the first piloted injection and the injection at the beginning of the combustion.
  • the cycle times of the motor t cycle i can be, for example, the time elapsed between CA05 and CA50, or the time elapsed between CA05 and CA90, or the time elapsed between CA05 and the time when the internal pressure of the maximum cylinder is reached , or the time during which the internal pressure of the cylinder is greater than a threshold, or the time during which the internal pressure of the cylinder is equal to the maximum value of the ratio P cyl ⁇ P cyl with ⁇ P cyl representing the gradient the internal pressure of the cylinder and P cyl representing the internal pressure of the cylinder.
  • CAx references correspond to the corners of the crankshaft where x% of the fuel has been burned.
  • the calculation means 23 is able to sample the measurements of the internal pressure of the cylinder P cyl as a function of the measurements of the crankshaft angle ⁇ .
  • the sampling pitch of the internal pressure of the cylinder P cyl is greater than or equal to 0.5 degrees of the angle of the crankshaft ⁇ . Then, for each cycle of the combustion, the calculation means 23 stores in memory the sampled values of the internal pressure of the cylinder P cyl .
  • the calculation means 23 calculates the combustion parameters Xi, described above, and transmits them, via connections 64, towards the estimation module 24.
  • This estimation module 24 makes it possible to estimate an output parameter PSe of the engine, for example a level of nitrogen oxides NOx e , from said calculated combustion parameters Xi. In addition, it outputs the estimated result PSe via a connection 65.
  • the estimation module 24 can use several models to estimate the output parameter PSe of the engine.
  • the models are able to estimate the output parameter PSe of the motor from a weighted sum of said combustion parameters Xi.
  • this estimation module 24 uses models whose weighting constants ⁇ i have been determined by prior tests.
  • the estimation module 24 can provide a pollutant emission estimate from a pollutant emission map established as a function of the internal pressure of the cylinder P cyl and the crankshaft angle ⁇ .
  • the estimation means 60 as described in figure 3 can therefore be used to estimate the nitrogen oxides NOx e in place of the first estimation means 32. Moreover, this estimation means 60 as described in FIG. figure 3 can also be used to estimate the combustion noise Br e in place of the second estimation means 40.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP10305490.4A 2009-05-11 2010-05-10 Einfluss der nox regelung auf die motorgeräuschregelung in einer brennkraftmaschine Active EP2256322B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0953079A FR2945319B1 (fr) 2009-05-11 2009-05-11 Systeme et procede de commande de la combustion dans un moteur a combustion interne.

Publications (2)

Publication Number Publication Date
EP2256322A1 true EP2256322A1 (de) 2010-12-01
EP2256322B1 EP2256322B1 (de) 2020-04-29

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EP10305490.4A Active EP2256322B1 (de) 2009-05-11 2010-05-10 Einfluss der nox regelung auf die motorgeräuschregelung in einer brennkraftmaschine

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014175821A1 (en) * 2013-04-25 2014-10-30 Scania Cv Ab Method and system for control of an internal combustion engine
DE102012105625B4 (de) 2011-11-22 2023-08-17 Hyundai Motor Co. System und Verfahren zum Steuern von NOx

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FR609337A (fr) 1925-04-23 1926-08-12 Navarre Et Fils P Machine à nettoyer les truffes
WO2002018762A1 (de) * 2000-09-02 2002-03-07 Daimlerchrysler Ag Verfahren zur bestimmung des stickoxidgehalts in sauerstoffhaltigen abgasen von brennkraftmaschinen
US6425372B1 (en) * 2001-08-30 2002-07-30 Caterpillar Inc. Method of controlling generation of nitrogen oxides in an internal combustion engine
EP1496237A1 (de) * 2003-07-08 2005-01-12 Peugeot Citroen Automobiles S.A. Vorrichtung zur Verminderung des Geräusches einer selbstgezündeten Brennkraftmaschine
WO2005028833A2 (en) 2003-09-19 2005-03-31 U.S. Environmental Protection Agency Methods for low emission, controlled temperature combustion in engines which utilize late direct cylinder injection of fuel
DE102006015503A1 (de) * 2006-03-31 2007-10-04 Fev Motorentechnik Gmbh Einspritzverfahren und zugehörige Verbrennungskraftmaschine
FR2907852A1 (fr) * 2006-10-25 2008-05-02 Renault Sas Procede de recalage d'injecteurs d'un moteur et vehicule automobile le mettant en oeuvre
WO2008131788A1 (de) * 2007-04-26 2008-11-06 Fev Motorentechnik Gmbh Regelung einer kraftfahrzeug-verbrennungskraftmaschine

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR609337A (fr) 1925-04-23 1926-08-12 Navarre Et Fils P Machine à nettoyer les truffes
WO2002018762A1 (de) * 2000-09-02 2002-03-07 Daimlerchrysler Ag Verfahren zur bestimmung des stickoxidgehalts in sauerstoffhaltigen abgasen von brennkraftmaschinen
US6425372B1 (en) * 2001-08-30 2002-07-30 Caterpillar Inc. Method of controlling generation of nitrogen oxides in an internal combustion engine
EP1496237A1 (de) * 2003-07-08 2005-01-12 Peugeot Citroen Automobiles S.A. Vorrichtung zur Verminderung des Geräusches einer selbstgezündeten Brennkraftmaschine
WO2005028833A2 (en) 2003-09-19 2005-03-31 U.S. Environmental Protection Agency Methods for low emission, controlled temperature combustion in engines which utilize late direct cylinder injection of fuel
DE102006015503A1 (de) * 2006-03-31 2007-10-04 Fev Motorentechnik Gmbh Einspritzverfahren und zugehörige Verbrennungskraftmaschine
FR2907852A1 (fr) * 2006-10-25 2008-05-02 Renault Sas Procede de recalage d'injecteurs d'un moteur et vehicule automobile le mettant en oeuvre
WO2008131788A1 (de) * 2007-04-26 2008-11-06 Fev Motorentechnik Gmbh Regelung einer kraftfahrzeug-verbrennungskraftmaschine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012105625B4 (de) 2011-11-22 2023-08-17 Hyundai Motor Co. System und Verfahren zum Steuern von NOx
WO2014175821A1 (en) * 2013-04-25 2014-10-30 Scania Cv Ab Method and system for control of an internal combustion engine

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EP2256322B1 (de) 2020-04-29
FR2945319A1 (fr) 2010-11-12
FR2945319B1 (fr) 2016-03-18

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