EP2399015B1 - Verfahren zum schätzen einer gesamtfüllung einer brennkammer einer brennkraftmaschine - Google Patents

Verfahren zum schätzen einer gesamtfüllung einer brennkammer einer brennkraftmaschine Download PDF

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EP2399015B1
EP2399015B1 EP10707320.7A EP10707320A EP2399015B1 EP 2399015 B1 EP2399015 B1 EP 2399015B1 EP 10707320 A EP10707320 A EP 10707320A EP 2399015 B1 EP2399015 B1 EP 2399015B1
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Prior art keywords
mass
combustion chamber
burnt gases
fresh air
estimation
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French (fr)
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EP2399015A1 (de
Inventor
Emmanuel Sedda
Frédéric TRELLE
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PSA Automobiles SA
GM Global Technology Operations LLC
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PSA Automobiles SA
GM Global Technology Operations LLC
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components

Definitions

  • the invention relates to a method for estimating and estimating a mass Ma of fresh air admitted inside a combustion chamber of an engine cylinder during an engine cycle.
  • the invention also relates to a method for estimating the total filling of supercharged fresh air in the combustion chamber and a vehicle equipped with the estimator.
  • An engine cycle successively comprises the exhaust of the burnt gases from the combustion chamber, the admission of fresh air and fuel into the combustion chamber and the explosion of the mixture in this combustion chamber.
  • an engine cycle corresponds to two piston round trips between the two extreme positions of its stroke, i.e. the top dead center (TDC) and the point low death (PMB).
  • the exhaust of burnt gases lasts as long as the exhaust valve (s) are open.
  • the fresh air intake lasts as long as the intake valve (s) are open.
  • the power delivered by an internal combustion engine is a function of the amount of air introduced into the combustion chamber of this engine.
  • This amount of air is itself proportional to the density of this air. Therefore, in case of high power demand, it is expected to increase this amount of air by means of compression of the air before it is admitted into this combustion chamber.
  • This operation is more commonly called supercharging and can be carried out by a supercharging device such as a turbocharger or a driven compressor such as a screw compressor.
  • this sweeping is obtained by simultaneously opening the exhaust and intake valves of the same combustion chamber for a few degrees to a few tens of degrees of angle of rotation of the crankshaft. Typically, this occurs at the end of the exhaust of the burnt gases and at the start of the intake of fresh air.
  • the fact that the air pressure at the open intake valve is higher than the pressure at the exhaust valve creates an air flow which passes directly from the intake to the exhaust causing part of the residual burnt gases present in the combustion chamber to pass. This period during which the intake and exhaust valves are simultaneously open is called "valve crossing".
  • a valve crossing may also be provided.
  • burnt gases are drawn into the combustion chamber. It is said that the burnt gases are re-aspirated. This feature is known by the acronym IGR (Internal Gas Recirculation) or Internal Exhaust Gas Recirculation.
  • the invention aims to remedy this drawback by proposing a more precise method making it possible to estimate the mass of fresh air admitted inside a combustion chamber.
  • the embodiments of this method of estimating the mass Ma can include one or more of the characteristics corresponding to the variants described below.
  • the estimation of the mass Mb of burnt gases comprises the estimation of a mass Mb_resi of residual burnt gases contained in the combustion chamber at the end of the exhaust of the burnt gases, and the estimation of a mass Mb_reasp of burnt gases re-aspirated inside the combustion chamber during the crossing of valves.
  • This embodiment makes it possible to obtain a more precise estimate of the mass Mb since the residual mass of burnt gases and the mass of burnt gases re-aspirated during a crossing of valves are simultaneously taken into account.
  • the estimation of the mass Mb_resi is obtained from a pressure P ECH of the burnt gases, from an interior volume of the combustion chamber at the end of the exhaust of the burnt gases, from a temperature T ECH of the burnt gases and a correction coefficient A ECH of the pressure P ECH whose value is function of an exhaust end angle and engine speed.
  • This mode also makes it possible to obtain an accurate estimate of the mass of residual burnt gases in the combustion chamber at the end of the exhaust without the need to measure the pressure or the temperature inside the combustion chamber. combustion.
  • the figure 1 schematically represents a vehicle 2 equipped with an internal combustion engine.
  • vehicle 2 is a motor vehicle such as a car.
  • the engine of vehicle 2 is equipped with several cylinders. However, to simplify the illustration, only one cylinder 6 of this combustion engine is shown in the figure 1 .
  • a piston 8 is mounted movable in translation between a top dead center (TDC) and a bottom dead center (PMB).
  • TDC top dead center
  • PMB bottom dead center
  • This piston 8 rotates a crank 10 of a crankshaft 12 via a connecting rod 14.
  • the crankshaft 12 rotates, via a mechanism not shown, the drive wheels of the vehicle 2 such that the wheel 16.
  • the cylinder 6 defines a combustion chamber 18 delimited by the upper part of the piston 8 and a cylinder head not shown.
  • a fresh air intake duct 20 opens into the chamber 18 via an intake opening.
  • An intake valve 24 is movable between a closed position in which it closes the fresh air opening in an airtight manner, and an open position in which the fresh air can be admitted inside the chamber 18 via the admission opening. The valve 24 is moved between its open position and its closed position by an actuator 26 of intake valves.
  • a fuel injector 28 is provided in the line 20 to inject fuel into the fresh air admitted inside the chamber 18.
  • the fresh air / fuel mixture begins to occur at inside the intake air duct.
  • the duct 20 is fluidly connected to a compressor 30 of a turbocharger 32 capable of compressing the fresh air admitted inside the chamber 18.
  • the fresh air thus compressed is called fresh supercharged air.
  • a spark plug 34 capable of igniting the fresh air / fuel mixture opens into chamber 18. This spark plug is controlled by an ignition device 36.
  • An exhaust duct 40 also opens into the interior of the chamber 18 via an exhaust opening.
  • This exhaust opening can be closed by a valve 44 which can be moved between a closed position and an open position in which the burnt gases contained inside the chamber 18 can escape via the conduit 40.
  • This valve 44 is moved between these open and closed positions by a valve actuator 46.
  • the valve actuators 26 and 46 may be mechanical valve actuators.
  • the end of the duct 40 opposite its opening which opens into the chamber 18 is fluidly connected to a turbine 48 of the turbocharger 32.
  • This turbine 48 makes it possible in particular to relax the exhaust gases before sending them to an exhaust line 50.
  • engine control unit 60 also known by the acronym ECU (Engine Control Unit).
  • ECU Engine Control Unit
  • the unit 60 is also connected to numerous sensors such as for example a sensor 62 of the position of the crankshaft 12 and a sensor 64 of the engine speed.
  • the engine speed is defined here as the number of revolutions per minute made by the motor drive shaft.
  • the figure 2 represents, in the form of a graph, the movements of the valves 24 and 44 relative to the movements of the piston 8 during an engine cycle.
  • an axis 70 of the abscissas represents the displacement of the piston 8 between its top dead center and its bottom dead center noted, respectively, TDC and TDC on this graph.
  • the ordinate axis represents the amplitude of movement of the intake and exhaust valves. This amplitude is zero when the intake valve or the exhaust valve is closed. It is maximum when these same valves are fully open.
  • the displacement of the valve 44 is represented by a curve 72 and the displacement of the valve 24 is represented by a curve 74.
  • the axis 70 is graduated in degrees of angle of rotation of the crankshaft. The origin of this axis is confused with the top dead center of fresh air intake.
  • the exhaust valve begins to open at an angle OE located substantially around the bottom dead center of expansion and closes at an angle FE.
  • the FE angle is located after the top intake neutral point.
  • the inlet valve begins to open at an angle OA and closes at an angle FA.
  • this graph is represented in the particular case where a valve crossing exists. Indeed, the angle OA precedes the angle FE, which indicates that during a period of a few degrees, the intake and exhaust valves are simultaneously open.
  • the figure 3 represents in more detail a possible architecture for the unit 60 for estimating the mass Ma and the total filling repl_tot.
  • the unit 60 implements an estimator 80 of a temperature T ECH of the burnt gases, an estimator 82 of a pressure P ECH of the gases, an estimator 84 of a temperature T ADM of the fresh air admitted to inside the chamber 18 via the conduit 20, and an estimator 86 of a pressure P ADM of the fresh air admitted inside the chamber 18.
  • estimators 80, 82, 84 and 86 are connected to an estimator 88 of the mass Ma and of the total filling repl_tot.
  • This estimator 88 is also connected to a block 90 of engine controls.
  • This block 90 makes it possible in particular to control the various actuators, injectors and ignition devices of the engine as a function of the estimates of the mass Ma and of the total filling repl_tot.
  • the block 90 is capable of adjusting the quantity of fuel injected and of advancing the instant of ignition of the fresh air / fuel mixture injected into the chamber 18 or of adjusting the opening of a butterfly valve making it possible to adjust the quantity of fresh air admitted inside the chamber 18.
  • the estimator 88 comprises a module 92 for estimating a mass Mb of burnt gases contained in the chamber 18 at the end of the exhaust of the burnt gases, an estimator 94 of a mass Mbal of gases swept from the intake towards the exhaust when the valves cross, an estimator 96 of the temperature Tb of the burnt gases, an estimator 98 of the mass Ma of fresh air admitted into the chamber 18, and an estimator 100 of the total filling repl_tot.
  • the module 92 presents a sub-module 102 for estimating a mass Mb_resi of residual burnt gases contained in the chamber 18 at the end of the exhaust, and a sub-module 104 for estimating a mass Mb_reasp of burnt exhaust gases when the valves cross inside the chamber 18.
  • the unit 60 is typically produced from a programmable computer capable of executing instructions recorded in an information storage means.
  • the unit 60 is connected to a memory 106 containing the various instructions and data necessary for the execution of the process of the figure 4 .
  • the different maps used to implement the process of figure 4 are stored in this memory 106. These maps are for example constructed experimentally so as to minimize the errors between the estimated values and the real values.
  • the general principle is based on a mass balance on an engine cycle of the gases entering and leaving the chamber 18. This mass balance is broken down into several calculations which take place throughout the engine cycle.
  • the mass Mb of gas burned in the chamber 18 is estimated.
  • the total mass Mtot of gas contained inside the chamber 18 is estimated.
  • the mass Ma of air contained inside the chamber 18 during an engine cycle can be obtained by subtracting the mass Mb to mass Mtot.
  • the estimate of the mass Mb is broken down into an estimate of the mass Mb_resi of residual burnt gases not discharged by through the conduit 40 at the end of the exhaust and the mass Mb_reasp of burnt gas re-aspirated during the crossing of valves.
  • repl_cyl My MB
  • Ma the mass of air contained in the chamber 18 at the end of the admission
  • Mo the reference mass
  • the normal temperature and pressure conditions correspond to a temperature of 298.15 K, to a pressure of 1013 mbar, and to a volume equal to the volume of the unit displacement.
  • the quantities repl_tot, repl_cyl and the Mbal / Mo ratio are dimensionless quantities.
  • the mass Mbal exists only in the case of supercharged engines.
  • the description of the process which follows is made in the most complete case, that is to say the case where the estimates of the masses Mb_reasp and Mbal are both carried out. Indeed, a person skilled in the art can easily simplify the following process to adapt it only to the case of naturally aspirated engines or only to the case of supercharged engines.
  • the method begins with a step 120 of estimating the mass Mb_resi of burnt gas contained in the chamber 18 at the end of the exhaust.
  • V cyl_FE Cu ⁇ - 1 + Cu 2 1 + ⁇ - cos FE - ⁇ 2 - sin 2 FE
  • ⁇ is the rod / crank ratio
  • Cu is the unit displacement of cylinder 6
  • ⁇ is the engine compression ratio
  • the ratio ⁇ and the rate ⁇ are known characteristics of an engine. It is simply recalled here that the ratio ⁇ is the ratio between the length of the connecting rod 14 divided by the half-length of the crank 18.
  • the pressures P ECH and P ADM and the temperatures T ECH and T ADM are the pressures and temperatures estimated by the estimators 80, 82, 84 and 86 from physical quantities measured in engine.
  • the sub-module 104 estimates the mass Mb_reasp of burnt gases re-aspirated during the crossing of valves.
  • Mb _ reasp Mb _ reasp ⁇ K or Mb _ reasp ⁇ is the flow rate of re-aspirated burnt gases expressed in kg / h, and K is a coefficient making it possible to pass from the flow rate to a mass admitted per engine cycle in chamber 18.
  • K NOT ⁇ No. _ cylinder No. _ revolutio not _ cycle ⁇ 60
  • N is the engine speed
  • Nbre_cylindre is the number of cylinder of the engine
  • Nbre_revolutioncycle is the number of revolution of the crankshaft during a cycle of engine
  • 60 converts the engine speed N given in revolutions per minute to the number of revolutions per hour.
  • K N x 2 x 60.
  • the module 94 estimates the total mass Mbal_tot of gas swept between the intake and the exhaust during the crossing of valves.
  • the position of the valve crossing is equal to the following value: (FE + OA) / 2.
  • the temperature Tb_reasp is taken equal to the temperature TECH.
  • Tb_resi T ECH ⁇ 1 ⁇ + ⁇ - 1 ⁇ ⁇ P ADM P ECH where all the variables have already been previously defined.
  • the relationship defining the temperature T mixture is obtained by a calculation of enthalpy mixture between the mass of burnt gases and the mass of fresh air contained in the chamber 18.
  • the system of equations described above is a system of equations with three unknowns and three equations.
  • the resolution of this system makes it possible to obtain estimates of the mass Ma, of the temperature T mixture and of the total mass Mtot.
  • the estimate of the mass Ma obtained after solving the system of equations is corrected as a function of the inverse of the temperature Ta of the fresh air.
  • the module 100 estimates the total filling repl_tot in fresh air.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (4)

  1. Verfahren zum Schätzen einer Gesamtfüllung rempl_tot mit aufgeladener Frischluft einer Brennkammer eines Zylinders einer Maschine während eines Maschinenzyklus, das Folgendes umfasst:
    - das Schätzen (128) einer Masse Ma an Frischluft, die in das Innere der Brennkammer eines Zylinders einer Maschine bei einem Maschinenzyklus eingelassen wird, die von einem elektronischen Rechner umgesetzt wird,
    - das Schätzen (128) einer Gesamtmasse Mtot an Gas, die in der Brennkammer an dem Ende des Einlassens der Frischluft enthalten ist, das Schätzen (120, 124) einer Masse Mb an Verbrennungsgasen, die in der Brennkammer an dem Ende des Auslassens der Verbrennungsgase enthalten sind, und das Schätzen (128) der Masse Ma an Frischluft ausgehend von dem Unterschied zwischen der geschätzten Gesamtmasse Mtot und der geschätzten Masse Mb an Verbrennungsgasen, wobei das Schätzen (128) der Gesamtmasse Mtot ausgehend von einem Einlassdruck PADM der Luft, einem Volumen der Brennkammer an dem Ende des Einlassens, einer Temperatur Tmélange des Gemischs aus Frischluft und Verbrennungsgasen, das in der Brennkammer an dem Ende des Einlassens von Frischluft enthalten ist, und einem Korrekturkoeffizienten AADM, dessen Wert ausgehend von einer vorab aufgezeichneten Kartographie in Abhängigkeit von einem Winkel FA des Endes des Einlassens und der Motordrehzahl erhalten wird, wobei das Schätzen der Luftmasse Ma an Frischluft eine Lösung des folgenden Gleichungssystems ist: { Mtot = A ADM × P ADM × V cyl _ FA r × T melange Ma = Mtot − Mb T mélange = Ma × cpa × Ta + Mb × cpb × Tb Ma × cpa + Mb × cpb
    Figure imgb0035
     wobei:
    - AADM der Korrekturkoeffizient ist, dessen Wert von der Motordrehzahl und von dem Winkel des Einlassendes abhängt,
    - PADM der Einlassdruck der Luft ist,
    - Vcyl_FA das geometrische Volumen der Brennkammer, an dem Winkel des Einlassendes berechnet ist,
    - Tmélangedie Temperatur des Gemischs aus Frischluft und Verbrennungsgasen, das in der Brennkammer enthalten ist, ist,
    - r eine Konstante gleich dem Verhältnis gemäß R/M ist, wobei R die Universalkonstante der perfekten Gase ist, und M die molare Masse in kg.mol-1 der gemischten Gase ist,
    - cpa und cpb die Massewärmekapazität bei konstantem Druck jeweils der Frischluft und der Verbrennungsgase sind, und
    - Ta und Tb jeweils die Temperaturen der Frischluft und der Verbrennungsgase sind,
    dadurch gekennzeichnet, dass das Verfahren Folgendes umfasst:
    - das Schätzen (124) einer Masse Mbal_tot an Gasen, die von dem Einlass zu dem Auslass bei dem Kreuzen der Ventile gespült werden,
    - das Schätzen (130) der Gesamtfüllung rempl_tot mit aufgeladener Frischluft ausgehend von der Frischluftmasse Ma und der geschätzten Masse Mbal_tot an gespülten Gasen,
    - die Steuerung unterschiedlicher Aktuatoren, Einspritzdüsen und Zündvorrichtungen des Motors in Abhängigkeit von den Schätzungen der Masse Ma und der Gesamtfüllung rempl_tot.
  2. Verfahren nach Anspruch 1, wobei das Schätzen der Masse Mb an Verbrennungsgasen das Schätzen (120) einer Masse Mb_resi an restlichen Verbrennungsgasen umfasst, die in der Brennkammer an dem Ende des Auslassens der Verbrennungsgase enthalten ist, und das Schätzen (122) einer Masse Mb_reasp an erneut angesaugten Verbrennungsgasen in dem Inneren der Brennkammer während des Kreuzens der Ventile ist.
  3. Verfahren nach Anspruch 2, wobei das Schätzen (120) der Masse Mb_resi ausgehend von einem Druck PECH der Verbrennungsgase, einem Innenvolumen der Brennkammer an dem Ende des Auslassens der Verbrennungsgase, einer Temperatur TECH der Verbrennungsgase und einem Korrekturkoeffizienten AECH des Drucks PECH, dessen Wert von einem Winkel des Auslassendes und der Motordrehzahl abhängt, erhalten wird.
  4. Verfahren nach einem der vorstehenden Ansprüche, wobei das Schätzen (130) der Gesamtfüllung eine Lösung des folgenden Gleichungssystems ist: { rempl _ tot = Ma Mo + Mbal Mo Ma Mo = Mtot Mo − max 0 ; Mb Mo − Mbal _ tot Mo Mbal Mo = min 0 ; Mb Mo − Mbal _ tot Mo
    Figure imgb0036
     wobei:
    - Mtot die Gesamtmasse an Gas ist, die in der Brennkammer an dem Einlassende der Frischluft, das vorab definiert wird, ist,
    - Mo eine Luftreferenzmasse unter normalen Temperatur- und Druckbedingungen ist,
    - Mb eine Verbrennungsgase Masse ist, die in der Brennkammer an dem Auslassende der Verbrennungsgase enthalten ist,
    - Mbal_tot die Gesamtmasse an Gasen (Luft und Verbrennungsgase) ist, die während des Kreuzens der Ventile gespült werden,
    - Mbal die Maße an Gas (Luft) ist, die zwischen dem Einlass und dem Auslass während des Kreuzens der Ventile gespült wird,
    - Max (...) und Min (...) jeweils Funktionen sind, die das Maximum und das Minimum geben, und
    - |...| Der Absolutwert ist.
EP10707320.7A 2009-02-23 2010-01-19 Verfahren zum schätzen einer gesamtfüllung einer brennkammer einer brennkraftmaschine Active EP2399015B1 (de)

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FR0951133A FR2942503B1 (fr) 2009-02-23 2009-02-23 Procede et estimateur d'une masse d'air frais dans une chambre de combustion, procede d'estimation de remplissage total, support d'enregistrement pour ces procedes et vehicule equipe de cet estimateur.
PCT/FR2010/050079 WO2010094870A1 (fr) 2009-02-23 2010-01-19 Procede et estimateur d'une masse d'air frais dans une chambre de combustion, procede d'estimation de remplissage total, support d'enregistrement pour ces procedes et vehicule equipe de cet estimateur

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FR2991383B1 (fr) * 2012-06-04 2015-11-27 Peugeot Citroen Automobiles Sa Procede d'estimation de la charge en air frais d'un moteur thermique en fonction de la teneur en ethanol du carburant
FR2996596B1 (fr) * 2012-10-05 2018-04-13 Psa Automobiles Sa. Procede de determination de la masse d'air frais admise a l'interieur d'une chambre de combustion, calculateur pour ce procede et vehicule equipe de ce calculateur
FR3046630B1 (fr) * 2016-01-11 2018-01-12 Peugeot Citroen Automobiles Sa Procede d'estimation d'une masse d'air frais admise a l'interieur d'une chambre de combustion de moteur a combustion interne a levee de soupape variable
FR3057297B1 (fr) 2016-10-10 2018-11-09 Peugeot Citroen Automobiles Sa Procede de pilotage d'une levee de soupapes d'un moteur a combustion interne a levee de soupapes variable
CN109781427B (zh) * 2018-12-12 2020-08-04 西安航天动力试验技术研究所 液体姿控发动机高模试验逆向稀薄来流模拟装置
FR3101672B1 (fr) 2019-10-03 2022-04-22 Renault Sas Système et procédé de détermination d’un modèle de remplissage d’air dans un cylindre d’un moteur à combustion interne d’un véhicule automobile

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EP2399015A1 (de) 2011-12-28
FR2942503B1 (fr) 2011-03-04
WO2010094870A1 (fr) 2010-08-26
FR2942503A1 (fr) 2010-08-27
RU2011138956A (ru) 2013-03-27
RU2525862C2 (ru) 2014-08-20

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