EP2256322A1 - Effect of the NOx control on the combustion noise control in an internal combustion engine - Google Patents
Effect of the NOx control on the combustion noise control in an internal combustion engine Download PDFInfo
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- 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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- engine
- combustion
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- combustion noise
- cylinder
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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
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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
- F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
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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
- F02D41/14—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
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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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
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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
- F02D41/14—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
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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
- F02D41/14—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
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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
- F02D41/14—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
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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
- 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
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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
- 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
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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
- F02D41/0002—Controlling intake air
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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
- F02D41/0025—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
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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
- F02D41/14—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
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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
- F02D41/14—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
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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
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D41/30—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)
Abstract
Description
L'invention concerne la commande de la combustion dans un moteur à combustion interne et en particulier dans un moteur de véhicule automobile.The invention relates to the control of combustion in an internal combustion engine and in particular in a motor vehicle engine.
Les normes de pollution actuelles imposent aux constructeurs de véhicules automobiles d'améliorer leurs moteurs. Afin de passer les contrôles antipollution à moindres frais, les constructeurs sont obligés de contrôler le plus précisément possible la combustion de leurs moteurs. Un contrôle de la combustion est prépondérant sur les émissions polluantes des moteurs.Current pollution standards require motor vehicle manufacturers to improve their engines. In order to pass the pollution control at a lower cost, the manufacturers are obliged to control as precisely as possible the combustion of their engines. A control of the combustion is preponderant on the polluting emissions of the engines.
La complexité accrue des systèmes de contrôle de la combustion est aussi une conséquence de ces nouvelles normes de pollution.The increased complexity of combustion control systems is also a consequence of these new pollution standards.
On peut citer par exemple la demande de brevet français
La demande internationale
Un des buts de l'invention est de fournir un moyen simple et plus précis pour commander la combustion dans un moteur à combustion interne.One of the aims of the invention is to provide a simple and more accurate means for controlling combustion in an internal combustion engine.
Dans un mode de réalisation, il est proposé un système de commande de la combustion dans un moteur à combustion interne de véhicule automobile.In one embodiment, a combustion control system is proposed in an internal combustion engine of a motor vehicle.
Ce système comprend un premier actionneur apte à contrôler un taux d'oxydes d'azote émis par le moteur, un deuxième actionneur apte à contrôler un bruit de combustion du moteur, un premier moyen de régulation apte à piloter le premier actionneur pour réguler en boucle fermée le taux d'oxydes d'azote émis par le moteur et un deuxième moyen de régulation apte à piloter le deuxième actionneur pour réguler en boucle fermée le bruit de combustion du moteur.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.
On fournit ainsi un moyen pour commander la combustion dans un moteur à combustion interne qui tienne compte du taux d'oxydes d'azote et du bruit de combustion émis lors de la combustion.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.
En outre ce moyen améliore la précision des systèmes de commande actuels de la combustion.In addition this means improves the accuracy of the current control systems of combustion.
Selon un mode de réalisation, le moteur comprend au moins un cylindre, un piston mobile entraîné par l'intermédiaire d'un vilebrequin, et le système comprend des moyens pour mesurer les variations temporelles de l'angle du vilebrequin et de la pression interne dudit cylindre et des moyens d'estimation aptes à estimer respectivement un taux d'oxydes d'azote émis par le moteur et un bruit de combustion du moteur à partir desdites mesures, le premier moyen de régulation étant apte à piloter le premier actionneur à partir d'une différence entre une première consigne et ladite estimation du taux d'oxydes d'azote, et le deuxième moyen de régulation étant apte à piloter le deuxième actionneur à partir d'une différence entre une deuxième consigne et ladite estimation du bruit de combustion.According to one embodiment, the engine comprises at least one cylinder, a movable piston driven by means of a crankshaft, and 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, and 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.
Ainsi, on fournit un moyen d'estimation qui s'affranchit des multiples cartographies utilisées lors des phases de mise au point des moteurs.Thus, an estimation means is provided which avoids the multiple maps used during the engine development phases.
Selon un autre mode de réalisation, le deuxième moyen de régulation comprend un moyen de multiplication pour multiplier ladite différence, entre la deuxième consigne et l'estimation du bruit de combustion, avec la première différence élaborée par le premier moyen de régulation.According to another embodiment, 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.
On peut également coupler les moyens de régulation entre eux lorsque ceux-ci ont des vitesses de régulation différentes. En effet, on peut relier les moyens de régulation pour que le moyen le plus lent puisse arrêter le moyen le plus rapide. On économise ainsi les temps de calcul et on permet d'atteindre un équilibre stable pour commander efficacement la combustion.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.
Selon un autre aspect, il est proposé un procédé de commande de la combustion dans un moteur à combustion interne de véhicule automobile.In another aspect, there is provided a method of controlling combustion in a motor vehicle internal combustion engine.
Ce procédé comprend une première régulation en boucle fermée d'un taux d'oxydes d'azote émis par le moteur et une deuxième régulation en boucle fermée d'un bruit de combustion du moteur.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.
Selon un mode de mise en oeuvre, le moteur comprend au moins un cylindre et un piston mobile entraîné par l'intermédiaire d'un vilebrequin, et le procédé comprend une mesure des variations temporelles de l'angle du vilebrequin et de la pression interne du cylindre, une première et deuxième estimations respectivement d'un taux d'oxydes d'azote émis par le moteur et d'un bruit de combustion du moteur, et lors de la première régulation, on régule le taux d'oxydes d'azote émis par le moteur à partir d'une différence entre une première consigne et ladite première estimation du taux d'oxydes d'azote, et lors de la deuxième régulation, on régule le bruit de combustion du moteur à partir d'une différence entre une deuxième consigne et ladite deuxième estimation du bruit de combustion.According to one embodiment, the engine comprises at least one cylinder and a movable piston driven by means of a crankshaft, and the method comprises a measurement of the temporal variations of the crankshaft angle and the internal pressure of the crankshaft. a first and second estimate respectively of a nitrogen oxide level emitted by the engine and a combustion noise of the engine, and during the first regulation, the rate of nitrogen oxides emitted is regulated. by the motor from a difference between a first setpoint and said first estimate of the nitrogen oxide content, and during the second regulation, the combustion noise of the engine is regulated from a difference between a second setpoint and said second estimation of the combustion noise.
Selon un autre mode de mise en oeuvre, on régule le bruit de combustion du moteur à partir de ladite différence entre la première consigne et la première estimation du taux d'oxydes d'azote.According to another embodiment, the combustion noise of the engine is adjusted from said difference between the first setpoint and the first estimate of the nitrogen oxide content.
D'autres buts, caractéristiques et avantages de l'invention apparaîtront à la lecture de la description suivante, donnée uniquement à titre d'exemple non limitatif, et faite en référence aux dessins annexés, sur lesquels :
- la
figure 1 illustre un mode de réalisation d'un système de commande de la combustion dans un moteur à combustion interne ; - la
figure 2 est une vue schématique d'un mode de réalisation d'un système de commande de la combustion dans un moteur à combustion interne ; et - la
figure 3 illustre un mode de réalisation d'un moyen d'estimation d'un paramètre de sortie du moteur.
- the
figure 1 illustrates an embodiment of a combustion control system in an internal combustion engine; - the
figure 2 is a schematic view of an embodiment of a combustion control system in an internal combustion engine; and - the
figure 3 illustrates an embodiment of a means for estimating an output parameter of the engine.
La
Le système de commande de la combustion 1 comprend une unité de contrôle électronique 3 (UCE), des capteurs 4,5 pour mesurer respectivement les variations temporelles de l'angle du vilebrequin et de la pression interne du cylindre et deux actionneurs 6,7 pilotés par l'UCE 3.The
Le moteur à combustion interne 2 comprend un cylindre 8 dans lequel se déplace un piston 9 par l'intermédiaire d'une bielle 10 reliant le piston 9 à un vilebrequin 11. Une chambre de combustion 12 est délimitée par ledit cylindre 8, ledit piston 9 et une culasse 13. La culasse 13 est munie d'au moins deux soupapes 14,15 qui permettent de relier la chambre de combustion 12 avec respectivement un collecteur d'admission 16, pour de l'air éventuellement mélangé avec une partie des gaz d'échappement, et un collecteur d'échappement des gaz 17. Le moteur 2 comprend également un circuit de recirculation partielle des gaz d'échappement 18 piqué entre le collecteur d'échappement des gaz 17 et le collecteur d'admission 16.The
Le capteur 4 permet de mesurer à tout instant l'angle du vilebrequin θ, le capteur 5 permet de mesurer la pression interne du cylindre Pcyl qui correspond à la pression à l'intérieur de la chambre de combustion 12.The
Ces capteurs 4,5 émettent chacun un signal de mesure temporel, transmis respectivement par les connexions 19 et 20, en direction de l'UCE 3.These sensors 4.5 each emit a temporal measurement signal, transmitted respectively by the
L'UCE 3 comprend des moyens de régulation, détaillés ci-après dans la
Cette UCE 3 émet ces commandes Cmde1, Cmde2, transmises respectivement par les connexions 21 et 22, en direction des actionneurs 6,7.This
L'actionneur 6 permet de contrôler le taux d'oxydes d'azote émis par le moteur 2. Cet actionneur 6 peut être une vanne EGR (Exhaust Gaz Recirculation en langue anglaise) montée dans le circuit de recirculation partielle des gaz d'échappement 18. En variante, l'actionneur 6 peut être un volet d'air monté sur le collecteur d'admission 16, ou tout autre moyen de contrôle du débit des gaz admis dans le moteur 2. En effet, un contrôle du débit des gaz admis dans le moteur 2 modifie directement le taux d'oxydes d'azote émis par le moteur 2 après la combustion.The
L'actionneur 7 permet de contrôler une injection de carburant dans le moteur 2. Cet actionneur 7 peut être un injecteur de carburant situé en partie dans la chambre de combustion 12 pour un moteur de type diesel. Pour un moteur de type essence, cet injecteur de carburant peut être situé en dehors et en amont de cette chambre de combustion 12. En effet, un contrôle de l'injection de carburant dans le moteur modifie directement le bruit de combustion du moteur lors de la combustion.The
Le bruit de combustion est une émission sonore générée par la flamme qui brûle le mélange gaz-carburant dans la chambre de combustion 12. Ce bruit de combustion entraîne une nuisance sonore et il est considéré comme une émission polluante du moteur 2.The combustion noise is a sound emission generated by the flame which burns the gas-fuel mixture in the
La
Le système de commande de la combustion 1 comprend au moins deux moyens de régulation 30,31 pour réguler respectivement un taux d'oxydes d'azote émis lors de la combustion et un bruit de combustion du moteur.The
Le premier moyen de régulation du taux d'oxydes d'azote 30 est apte à commander l'actionneur 6 pour modifier la quantité de gaz admis dans le moteur 2 afin de limiter les émissions polluantes d'oxydes d'azote du moteur 2.The first means of regulating the
Le deuxième moyen de régulation 31 pour réguler le bruit de combustion commande l'actionneur 7 pour modifier la quantité de carburant injecté dans le moteur afin de limiter le bruit de combustion du moteur 2. Ce deuxième moyen de régulation 31 permet d'obtenir une commande de la combustion plus précise qu'avec le seul moyen de régulation du taux d'oxydes d'azote 30. En outre, ce deuxième moyen de régulation 31 permet de limiter encore mieux les émissions polluantes du moteur 2.The second regulating means 31 for regulating the combustion noise controls the
De préférence, ces moyens de régulation régulent les émissions polluantes du moteur 2, les oxydes d'azote et le bruit de combustion, en boucle fermée. On entend par « moyen de régulation en boucle fermée », un moyen de régulation qui régule une variable d'un système en commandant un actionneur de contrôle de ladite variable à partir d'une consigne de régulation et d'une information mesurée, ou estimée, en temps réel, de l'état de la variable à réguler.Preferably, these control means regulate the pollutant emissions of the
Le système de commande de la combustion 1 comprend également un moyen d'estimation 32 pour estimer le taux d'oxydes d'azotes émis par le moteur 2 et un moyen 33 pour élaborer au moins une consigne de régulation. Le moyen de régulation du taux d'oxydes d'azote 30 comprend un moyen de sommation 34 et un correcteur 35.The
Le moyen 33 d'élaboration de consignes de régulation peut fournir lesdites consignes à partir de cartographies préalablement établies lors des phases de mise au point du moteur 2, par des modèles physiques ou par un calculateur embarqué dans l'UCE 3. En outre ce moyen 33 d'élaboration de consignes est apte à élaborer des consignes maxima à ne pas dépasser. Le moyen d'élaboration 33 émet une consigne de taux d'oxydes d'azote Cons_NOx, transmise par une connexion 33a en direction du moyen de sommation 34 du moyen de régulation du taux d'oxydes d'azote 30.The means 33 for generating control instructions can provide said instructions from mappings previously established during the development phases of the
Le moyen de sommation 34 est apte à calculer une différence d1 entre la consigne de taux d'oxydes d'azote Cons_NOx et une estimation NOxe fournie par le moyen d'estimation 32 et transmise par une connexion 36. Puis, cette différence d1 est transmise, par une connexion 37, vers le correcteur 35, qui peut être, par exemple, un correcteur proportionnel intégral PI connu de l'homme du métier. Le correcteur 35 élabore ensuite la commande Cmde1 vers l'actionneur 6 résultant de la différence d1 reçue.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
Le moyen d'estimation 32 estime le taux d'oxydes d'azote NOxe à partir des mesures de la pression interne du cylindre Pcyl et de la mesure de l'angle du vilebrequin θ et sera décrit à la
Le système de commande de la combustion 1 comprend également un deuxième moyen d'estimation 40 pour estimer le bruit de combustion Bre émis par le moteur 2. Le deuxième moyen de régulation du bruit de combustion 31 comprend un moyen de sommation 41 et un correcteur 42.The
Le moyen 33 d'élaboration de consignes de régulation peut également fournir une consigne de bruit de combustion Cons_Br, transmise par une connexion 43 en direction du moyen de sommation 41 du deuxième moyen de régulation du bruit de combustion 31.The means 33 for generating control setpoints can also provide a combustion noise setpoint Cons_Br, transmitted by a
Le moyen de sommation 41 est apte à calculer une différence d2 entre la consigne de bruit de combustion Cons_Br et l'estimation Bre fournie par le deuxième moyen d'estimation 40 et transmise par une connexion 44. Puis, cette différence d2 est transmise, par une connexion 45, vers le correcteur 42, qui peut être également, par exemple, un correcteur proportionnel intégral PI connu de l'homme du métier. Le correcteur 42 élabore ensuite la commande Cmde2 vers l'actionneur 7 résultant de la différence d2 reçue.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
Le deuxième moyen d'estimation 40 estime le bruit de combustion Bre à partir des mesures de la pression interne du cylindre Pcyl et de la mesure de l'angle du vilebrequin θ et sera décrit à la
Ces deux moyens de régulation 30,31 permettent de moduler la combustion en augmentant progressivement, de manière maîtrisée, les émissions polluantes d'oxydes d'azote et de bruit de combustion afin de commander la combustion dans le moteur 2. Si l'estimation du taux d'oxydes d'azote NOxe est inférieure à la consigne Cons_NOx, le premier moyen de régulation 30 augmente le débit d'air admis dans le moteur, soit en fermant la vanne EGR pour diminuer les gaz partiels d'échappement admis, soit en ouvrant le volet d'air situé sur le collecteur d'admission 16 pour augmenter le débit d'air frais admis. Dans le cas contraire, si l'estimation du taux d'oxydes d'azote NOxe est supérieure à la consigne Cons_NOx, le premier moyen de régulation 30 diminue le débit d'air admis dans le moteur, soit en ouvrant la vanne EGR pour augmenter les gaz partiels d'échappement admis, soit en fermant le volet d'air situé sur le collecteur d'admission 16 pour diminuer le débit d'air frais admis.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
Si l'estimation du bruit de combustion Bre est inférieure à la consigne Cons_Br, le deuxième moyen de régulation 31 avance la quantité de carburant injecté dans le moteur. Dans le cas contraire, si l'estimation du bruit de combustion Bre est supérieure à la consigne Cons_Br, le deuxième moyen de régulation 31 retarde la quantité de carburant injecté dans le moteur.If the estimate of the combustion noise Br e is lower than the setpoint Cons_Br, 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.
On notera que la régulation du bruit de combustion est plus rapide que celle du taux d'oxydes d'azote. En effet, le deuxième moyen de régulation 31 corrige l'injection de carburant alors que le premier moyen de régulation 30 corrige le débit des gaz admis, ce dernier présente une inertie supplémentaire due à l'écoulement des gaz entre l'actionneur de contrôle du taux d'oxydes d'azote et la chambre de combustion 12 du moteur 2. Par ailleurs, les corrections d'injection de carburant sont réalisées entre deux cycles thermodynamiques de combustion de manière plus rapide qu'une correction de débit de gaz. D'une manière générale, la consigne de bruit de combustion Cons_Br est atteinte avant celle du taux d'oxydes d'azote. Dans ce cas, le deuxième moyen de régulation 31 régule le bruit de combustion, sur la consigne Cons_Br, tandis que le premier moyen de régulation 30 régule progressivement, de manière maîtrisée, le taux d'oxydes d'azote pour que ce dernier atteigne la consigne Cons_NOx.It should be noted that the regulation of the combustion noise is faster than that of the nitrogen oxide level. Indeed, 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
Dans une autre variante, la différence d1, entre la consigne de taux d'oxydes d'azote Cons_NOx et l'estimation du taux d'oxydes d'azote NOxe, peut être émise, par une connexion 50, en direction d'un moyen de multiplication 51 compris dans le deuxième moyen de régulation du bruit de combustion 31. Ce moyen de multiplication 51 reçoit également la différence d2 entre la consigne de bruit de combustion Cons_Br et l'estimation du bruit de combustion Bre. Le moyen de multiplication 51 est apte à multiplier entre elles les deux différences d1,d2 et transmettre le résultat, par la connexion 45, en direction du correcteur 42 du deuxième moyen de régulation 31. Cette variante permet d'obtenir une commande maîtrisée de la combustion même dans le cas où la consigne Cons_NOx est atteinte avant la consigne Cons_Br. Lorsque la consigne Cons_NOx est atteinte, la différence d1 est nulle, et le résultat de la multiplication des deux différences d1,d2 est également nulle. Dans ce cas, une commande nulle transmise au correcteur 42 du deuxième moyen de régulation 31 a pour effet d'arrêter la régulation du bruit de combustion, le bruit de combustion est alors stabilisé proche de la consigne Cons_Br.In another variant, 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
La
Le système de commande de la combustion 1 peut comprendre, en outre, d'autres moyens de mesure 27 à 29 de variables d'état du moteur 2 afin de préciser l'estimation du paramètre de sortie du moteur PSe.The
Les paramètres de sortie du moteur peuvent être choisis parmi les émissions polluantes comme les oxydes d'azote ou le dioxyde de carbone, le bruit de combustion, la consommation en carburant, le couple du moteur et d'une manière générale tous les paramètres qui représentent un état émis directement ou indirectement par la combustion dans le moteur 2.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
Le système de commande de la combustion 1 peut comprendre, le moyen de mesure 27 pour mesurer une quantité d'oxygène admise dans le moteur 2, le moyen de mesure 28 pour mesurer un débit de carburant admis dans le moteur 2 et le moyen de mesure 29 pour mesurer un débit d'air frais admis dans le moteur 2. Le moyen de mesure 27 de la quantité d'oxygène admise dans le moteur 2 peut être une sonde à oxygène située dans collecteur d'admission 16 ou dans le collecteur d'échappement des gaz 17. La mesure du débit de carburant admis dans le moteur 2 peut être une consigne de carburant envoyée à l'injecteur 7. Le moyen de mesure 29 du débit d'air frais admis dans le moteur 2 peut être un débitmètre d'air situé sur le collecteur d'admission 16, de préférence en amont de la récupération d'une partie des gaz d'échappement. Ces moyens de mesure 27 à 29 émettent chacun un signal de mesure temporel, transmis respectivement par des connexions 61 à 63, en direction d'un moyen de calcul 23.The
Le système d'estimation 60 comprend le moyen de calcul 23 et un module d'estimation 24. Le moyen de calcul 23 et le module d'estimation 24 peuvent être inclus sous une forme logicielle ou sous une forme de circuits logiques embarqués dans l'UCE 3.The
Le moyen de calcul 23 permet de calculer un certain nombre de paramètres de combustion Xi à partir des signaux temporels d'entrée θ, Pcyl. En outre, ce moyen de calcul 23 peut également calculer lesdits paramètres de combustion Xi à partir des signaux temporels supplémentaires provenant des moyens de mesure 27 à 29.The calculation means 23 makes it possible to calculate a certain number of combustion parameters Xi from the input time signals θ, 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.
Les paramètres de combustion Xi peuvent être choisis parmi l'instant de début de combustion, la durée de la combustion, la pression interne du cylindre maximale, l'angle du vilebrequin pour lequel la pression est maximale dans le cylindre, l'angle du vilebrequin pour lequel une fraction donnée du combustible a été brûlée, la température des gaz à l'échappement, la pression des gaz à l'échappement. D'autres paramètres peuvent être envisagés dans la mesure où ils sont en relation directe ou indirecte avec la phase de combustion dans le cylindre.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.
De préférence, les paramètres de combustion Xi sont choisis comme étant uniquement des valeurs caractéristiques de la pression interne du cylindre, tels que des pressions internes du cylindre caractéristiques de la combustion Pcyli, des variations de pression interne du cylindre ∇Pcyli et des temps de cycle du moteur tcyclei.Preferably, 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.
Les pressions internes du cylindre caractéristiques de la combustion Pcyli peuvent être, par exemple, la pression interne du cylindre maximum Pcylmax, la pression interne du cylindre à l'instant de début de combustion, la pression interne du cylindre pour un angle du vilebrequin caractéristique de la combustion (c'est-à-dire un angle pour lequel une fraction donnée du combustible a été brûlée), la pression interne du cylindre lorsque l'angle du vilebrequin est égal à 80° après le point mort haut du piston.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.
On note que les angles du vilebrequin caractéristiques de la combustion sont bien connus de l'homme du métier et sont généralement calculés en fonction du dégagement d'énergie apparent dans le cylindre.It is noted that the 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.
Les variations de pression interne du cylindre ∇Pcyli peuvent être, par exemple, le gradient maximum de la pression interne du cylindre (∇Pcyl)max, le gradient minimum de la pression interne du cylindre (∇Pcyl)min, le gradient maximum de la pression interne du cylindre entre la première injection pilotée et l'injection au début de la combustion.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.
Les temps de cycle du moteur tcyclei peuvent être, par exemple, le temps écoulé entre CA05 et CA50, ou le temps écoulé entre CA05 et CA90, ou le temps écoulé entre CA05 et le temps où la pression interne du cylindre maximum est atteinte, ou le temps au cours duquel la pression interne du cylindre est supérieure à un seuil, ou encore le temps au cours duquel la pression interne du cylindre est égale à la valeur maximum du rapport
On note que les références CAx correspondent aux angles du vilebrequin où x% du carburant a été brûlé.It is noted that the CAx references correspond to the corners of the crankshaft where x% of the fuel has been burned.
Le moyen de calcul 23 est apte à échantillonner les mesures de la pression interne du cylindre Pcyl en fonction des mesures de l'angle du vilebrequin θ. De préférence, le pas d'échantillonnage de la pression interne du cylindre Pcyl est supérieur ou égal à 0,5 degrés de l'angle du vilebrequin θ. Puis, pour chaque cycle de la combustion, le moyen de calcul 23 sauvegarde en mémoire les valeurs échantillonnées de la pression interne du cylindre Pcyl. 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 θ. Preferably, 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 θ. 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 .
A partir de ces valeurs échantillonnées, le moyen de calcul 23 calcule les paramètres de combustion Xi, décrits ci-dessus, et les transmet, par des connexions 64, en direction du module d'estimation 24.From these sampled values, the calculation means 23 calculates the combustion parameters Xi, described above, and transmits them, via
Ce module d'estimation 24 permet d'estimer un paramètre de sortie PSe du moteur, par exemple un taux d'oxydes d'azote NOxe, à partir desdits paramètres de combustion Xi calculés. En outre, il émet le résultat estimé PSe par une connexion 65.This
Le module d'estimation 24 peut utiliser plusieurs modèles pour estimer le paramètre de sortie PSe du moteur. De préférence, les modèles sont aptes à estimer le paramètre de sortie PSe du moteur à partir d'une somme pondérée desdits paramètres de combustion Xi.The
Selon un premier mode de réalisation, le module d'estimation 24 comprend un premier modèle apte à calculer le paramètre de sortie PSe selon l'équation (1) suivante :
- N : nombre de paramètres de combustion Xi calculés par le moyen de calcul 23 ;
- αi : constante de pondération qui varie selon le paramètre de combustion Xi ; et
- i : indexe d'identification du paramètre de combustion.
- N: number of combustion parameters Xi calculated by the calculation means 23;
- α i : weighting constant that varies according to the combustion parameter Xi; and
- i: identification index of the combustion parameter.
Selon un deuxième mode de réalisation, le module d'estimation 24 comprend un deuxième modèle apte à calculer le paramètre de sortie PSe selon l'équation (2) suivante :
- exp : fonction mathématique exponentielle.
- exp: exponential mathematical function.
Selon un troisième mode de réalisation, le module d'estimation 24 comprend un troisième modèle apte à calculer le paramètre de sortie PSe selon l'équation (3) suivante :
- ω : vitesse angulaire du moteur 2 obtenue à partir des mesures de l'angle du vilebrequin θ.
- ω: angular velocity of the
engine 2 obtained from measurements of the crankshaft angle θ.
Par ailleurs, ce module d'estimation 24 utilise des modèles dont les constantes de pondération αi ont été déterminées par des tests préalables.Moreover, this
Dans une autre variante, le module d'estimation 24 peut fournir une estimation d'émissions polluantes à partir d'une cartographie des émissions polluantes établie en fonction de la pression interne du cylindre Pcyl et de l'angle du vilebrequin θ.In another variant, the
Le moyen d'estimation 60 tel que décrit à la
Claims (4)
Applications Claiming Priority (1)
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FR0953079A FR2945319B1 (en) | 2009-05-11 | 2009-05-11 | SYSTEM AND METHOD FOR CONTROLLING COMBUSTION IN AN INTERNAL COMBUSTION ENGINE. |
Publications (2)
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EP2256322A1 true EP2256322A1 (en) | 2010-12-01 |
EP2256322B1 EP2256322B1 (en) | 2020-04-29 |
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EP10305490.4A Active EP2256322B1 (en) | 2009-05-11 | 2010-05-10 | Effect of the nox control on the combustion noise control in an internal combustion engine |
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EP (1) | EP2256322B1 (en) |
FR (1) | FR2945319B1 (en) |
Cited By (2)
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 (en) | 2011-11-22 | 2023-08-17 | Hyundai Motor Co. | System and method for controlling NOx |
Citations (8)
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FR609337A (en) | 1925-04-23 | 1926-08-12 | Navarre Et Fils P | Truffle cleaning machine |
WO2002018762A1 (en) * | 2000-09-02 | 2002-03-07 | Daimlerchrysler Ag | Method for determining nitrogen oxide content in internal combustion engine exhaust gases containing oxygen |
US6425372B1 (en) * | 2001-08-30 | 2002-07-30 | Caterpillar Inc. | Method of controlling generation of nitrogen oxides in an internal combustion engine |
EP1496237A1 (en) * | 2003-07-08 | 2005-01-12 | Peugeot Citroen Automobiles S.A. | System to control combustion noise of a diesel engine |
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 (en) * | 2006-03-31 | 2007-10-04 | Fev Motorentechnik Gmbh | Method for control of injection process of directly fuel injected internal combustion engine is implemented in such way that change of injection process is effected on basis of parameter recorded during first working cycle |
FR2907852A1 (en) * | 2006-10-25 | 2008-05-02 | Renault Sas | Fuel injector recalibrating method for e.g. oil engine of direct/indirect injection motor vehicle, involves recalibrating injection control patterns of injectors of cylinders for reducing difference between combustion noises |
WO2008131788A1 (en) * | 2007-04-26 | 2008-11-06 | Fev Motorentechnik Gmbh | Control of a motor vehicle internal combustion engine |
-
2009
- 2009-05-11 FR FR0953079A patent/FR2945319B1/en not_active Expired - Fee Related
-
2010
- 2010-05-10 EP EP10305490.4A patent/EP2256322B1/en active Active
Patent Citations (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR609337A (en) | 1925-04-23 | 1926-08-12 | Navarre Et Fils P | Truffle cleaning machine |
WO2002018762A1 (en) * | 2000-09-02 | 2002-03-07 | Daimlerchrysler Ag | Method for determining nitrogen oxide content in internal combustion engine exhaust gases containing oxygen |
US6425372B1 (en) * | 2001-08-30 | 2002-07-30 | Caterpillar Inc. | Method of controlling generation of nitrogen oxides in an internal combustion engine |
EP1496237A1 (en) * | 2003-07-08 | 2005-01-12 | Peugeot Citroen Automobiles S.A. | System to control combustion noise of a diesel engine |
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 (en) * | 2006-03-31 | 2007-10-04 | Fev Motorentechnik Gmbh | Method for control of injection process of directly fuel injected internal combustion engine is implemented in such way that change of injection process is effected on basis of parameter recorded during first working cycle |
FR2907852A1 (en) * | 2006-10-25 | 2008-05-02 | Renault Sas | Fuel injector recalibrating method for e.g. oil engine of direct/indirect injection motor vehicle, involves recalibrating injection control patterns of injectors of cylinders for reducing difference between combustion noises |
WO2008131788A1 (en) * | 2007-04-26 | 2008-11-06 | Fev Motorentechnik Gmbh | Control of a motor vehicle internal combustion engine |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102012105625B4 (en) | 2011-11-22 | 2023-08-17 | Hyundai Motor Co. | System and method for controlling NOx |
WO2014175821A1 (en) * | 2013-04-25 | 2014-10-30 | Scania Cv Ab | Method and system for control of an internal combustion engine |
Also Published As
Publication number | Publication date |
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FR2945319A1 (en) | 2010-11-12 |
FR2945319B1 (en) | 2016-03-18 |
EP2256322B1 (en) | 2020-04-29 |
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