EP2574760B1 - Procédé et dispositifs de commande d'un moteur à combustion - Google Patents

Procédé et dispositifs de commande d'un moteur à combustion Download PDF

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Publication number
EP2574760B1
EP2574760B1 EP12002810.5A EP12002810A EP2574760B1 EP 2574760 B1 EP2574760 B1 EP 2574760B1 EP 12002810 A EP12002810 A EP 12002810A EP 2574760 B1 EP2574760 B1 EP 2574760B1
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EP
European Patent Office
Prior art keywords
ion current
cylinder
air
cylinders
fuel mixture
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Not-in-force
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EP12002810.5A
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German (de)
English (en)
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EP2574760A1 (fr
Inventor
Gerald Rämisch
Gerd Hammer
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Volkswagen AG
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Volkswagen AG
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Publication of EP2574760A1 publication Critical patent/EP2574760A1/fr
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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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or air-fuel ratio

Definitions

  • the present invention relates to methods for an internal combustion engine, in particular to methods for detecting and correcting cylinder unequal distributions in the air-fuel mixture, and to corresponding control devices.
  • a so-called cylinder equalization is sought.
  • cylinder equalization means that each cylinder contributes the same power contribution to the overall performance of the engine and, moreover, that the combustion process in each cylinder is as similar as possible under the same operating conditions.
  • One parameter is the lambda value of each cylinder. In gasoline engines, a lambda value of approximately 1 is usually desired and set via one or more lambda probes in the exhaust gas tract of the engine via a corresponding air-fuel mixture setting.
  • the DE 2 944 834 A1 relates to a method for controlling the air ratio lambda in a self-igniting internal combustion engine.
  • Gas constituents emerging from the combustion chambers of the internal combustion engine are detected in the form of an ion current by an ion current probe arranged in the immediate vicinity of an exhaust valve of the internal combustion engine.
  • the ion current serves as a control variable in a control device which influences the composition of the operating mixture with respect to the air ratio.
  • the ionic current is integrated or averaged over a working cycle because the afterburning occurring at very different times each has its maximum and also over the course of a work cycle has greatly varying increases in the reactions and the resulting ion currents.
  • the DE 101 15 902 C1 relates to a lambda cylinder equalization method for lambda equalization with a lambda equal to 1 regulated, a catalyst in the exhaust system having multi-cylinder internal combustion engine.
  • an exhaust gas parameter is continuously detected in the exhaust tract of the internal combustion engine downstream of the catalytic converter, which shows a local minimum when the combustion in all cylinders takes place at lambda equal to 1.
  • the fuel supply at each two cylinders is depressed by simultaneous enrichment of the mixture for the one and emaciation for the other cylinder, wherein the trimming is selected so that the combined exhaust of both cylinders corresponds to an exhaust gas of averaged Lambda combustion equal to 1 and the trimming so is set, that the exhaust gas parameter is minimized.
  • the exhaust parameter may include, for example, the exhaust gas temperature or the catalyst temperature or a NO x concentration.
  • the DE 10 2004 041 230 A1 relates to a cylinder equalization by means of ion current measurement.
  • cylinders assigned to a same exhaust gas collector form a cylinder group.
  • maximum cylinder pressures in a single cylinder are determined by means of ion current measurement and the cylinder-specific average values of the maximum pressures are formed.
  • cylinder-group-specific average values are formed by averaging.
  • Each of the cylinder-specific average values is compared with the associated cylinder-group-specific mean value and, depending on these comparisons, at least one cylinder is identified which is to be influenced in its operating behavior.
  • From the DE 10 2007 030 527 A1 is a method for cylinder equalization in a supercharged spark-ignition internal combustion engine known.
  • a relationship between the balance of a cylinder and the smoothness of the cylinder is determined and based on this relationship on the deviation of the mixture composition of the cylinder with each other and finally corrected based on the deviations of the mixture composition of each cylinder.
  • the DE 10 2009 026 839 A1 relates to a method for operating an internal combustion engine, in which the cylinders are equated by an evaluation of smoothness in cylinder-individual leaning of the mixture.
  • the DE 199 16204 C1 a method for Verbrennungskenn Anlagennbetician an internal combustion engine ready.
  • an ion current curve is measured by an ion current probe during successive cycles. From the successively measured ion current curves is determined a combustion characteristic variable specific ion current characteristic and from this the combustion characteristic.
  • the air / fuel ratio, ie the lambda value of the air / fuel mixture to be combusted in the combustion chamber and the exhaust gas recirculation rate can be determined with this method as a combustion parameter.
  • the instantaneous composition of the air-fuel mixture can be determined.
  • the lambda value can be determined from the slope of the flank of the first ion current maximum in the course of an ion current analysis.
  • the US 2008/053406 A1 relates to a method and apparatus for compensating for the influence of varying fuel and air components on an ion current signal.
  • the device additionally comprises an ion reference sensor module with a reference combustion chamber, an ion sensor and a reference burner.
  • the reference module is operated with fuel and air having the same characteristics as the fuel and the air of the internal combustion engine. In this case, the air-fuel ratio and the quantity of the reference combustion chamber supplied gas or fuel are kept constant.
  • a calibration module periodically detects a reference ion current signal from the ion sensor of the reference module and determines how the reference ion current signal has changed. Based on the change, a scaling factor is determined. This is used to scale an ion current signal from a spark plug of the internal combustion engine to compensate for the changes without having to know the causes of the changes.
  • the WO 00/61932 A1 provides a method for determining combustion characteristics of an internal combustion engine.
  • an ion current curve is measured by an ion current probe.
  • the air-fuel ratio of the air-fuel mixture to be combusted in the combustion chamber is determined from the ion current curves measured on the following.
  • an instantaneous, provisional lambda value is determined from a measured ion current curve.
  • the lambda values obtained from the ion current signal are averaged over several consecutive cycles.
  • the averaging depth is chosen as a function of the operating state, with the averaging depth being selected smaller than in stationary operating phases in the event of a sudden change in the operating state of the internal combustion engine.
  • a diagnosis of cylinder unevenness in the air-fuel mixture (lambda) based on an ion current signal is very sensitive to cross-dependence and undesirable side effects.
  • a lateral dependence between the individual cylinders can in particular by a variation of the residual gas due to a change of STEU Times of intake and exhaust valves occur.
  • Even with engines with several groups of cylinders in V or W arrangement and asymmetric firing order accurate determination of the air-fuel mixture of individual cylinders is problematic.
  • different fuel qualities, as further undesirable side effects may adversely affect a diagnosis of cylinder inequality based on an ion current signal.
  • the object of the present invention is therefore to provide improved methods for determining and correcting a cylinder inequality distribution in the air-fuel mixture.
  • a method for an internal combustion engine having at least one cylinder is provided.
  • a first ionic current is detected for the cylinder while the internal combustion engine is operating with a first air-fuel mixture.
  • a second ionic current for the at least one cylinder is detected, while the internal combustion engine is operated with a second air-fuel mixture.
  • the first air-fuel mixture and the second air-fuel mixture are different.
  • an ion current difference is determined for the cylinder.
  • Changing the air-fuel mixture during operation of the internal combustion engine is also referred to as fuel trim.
  • a change in the ionic current is determined depending on the fuel trim.
  • the ionic flow difference can be determined individually for each cylinder of the internal combustion engine.
  • the ion current difference that occurs due to fuel trim is substantially independent of the absolute value of the ion current.
  • a cylinder unevenness distribution in the air-fuel mixture between a plurality of cylinders of the internal combustion engine is thus determined depending on the ionic flow differences of the plurality of cylinders by operating the internal combustion engine first with the first air-fuel mixture, the first ionic current being detected for each of the cylinders, and thereafter with the second air-fuel mixture is operated, wherein the second ionic current is determined for each cylinder. Since all cylinders were operated with the same fuel trim, different ion current differences indicate corresponding cylinder inequalities. For equivalent cylinders, the ion flow differences of the individual cylinders are substantially the same with the same fuel trim, regardless of lateral dependencies and fuel quality.
  • a method for a multi-cylinder engine in which an ion flow for each cylinder is detected by at least two cylinders of the plurality of cylinders during operation of the engine. Depending on the detected ion currents of the at least two cylinders, a lonenstromffenwert is determined. For each of the at least two cylinders, a deviation of the ionic current from the ionic mean value is determined and a cylinder inequality distribution in the air-fuel mixture between the at least two cylinders is determined as a function of the deviations of the at least two cylinders.
  • a cylinder inequality distribution in particular a lambda inequality distribution, can be determined with simple means from the ionic currents.
  • the ion currents can be determined from an integration of a respective ion current profile or an integration of a plurality of averaged ion current profiles.
  • an injection amount for each cylinder of the plurality of cylinders of the internal combustion engine may be adjusted depending on the ion current differences of the plurality of cylinders so as to reduce a difference between the ion current differences of the plurality of cylinders. This achieves a robust correction of the injection quantity and thus a robust cylinder equalization on the basis of an ion current measurement.
  • the ion stream can be detected, for example, in the combustion chamber of the respective cylinder, in particular by means of a spark plug arranged in the combustion chamber of the respective cylinder.
  • the ionic current can be detected, for example, in a predetermined crankshaft angle range, for example in a crankshaft angle range of -20 ° to + 30 ° with respect to the top dead center of the respective cylinder.
  • the crankshaft angle range should be selected such that the ignition timing of the respective cylinder is not included in the crankshaft angle range.
  • a crankshaft angle range from the ignition point to + 30 ° with respect to the top dead center of the respective cylinder comprises a working range of the cylinder, in which the ion current indicates a characteristic statement about the air-fuel mixture to be combusted. Therefore, this crankshaft angle range is particularly suitable.
  • the first and / or second ion current are detected as follows: over the predetermined crankshaft angle range, for example from the ignition timing to + 30 ° with respect to the top dead center of the respective cylinder, an ion current profile is detected and integrated over the crankshaft angle. The detected ionic current thus represents the integral of the ionic current profile over the predetermined crankshaft angle range.
  • the formation of the ion current integral over the predetermined crankshaft angle range may have a characteristic value of the ion current signal, which is independent of the actual ion current waveform and thus independent of the type of combustion (normal, lean or rich).
  • the ion current waveform by integrating the ion current waveform, fluctuations in the ion current waveform due to measurement errors can be compensated.
  • multiple ion current waveforms may be acquired at multiple cycles of the respective cylinder and an average ion current waveform may be formed by averaging the multiple ion current waveforms, which is then integrated over the crankshaft angle to determine an ion current value.
  • an average ion current waveform may be formed by averaging the multiple ion current waveforms, which is then integrated over the crankshaft angle to determine an ion current value.
  • a plurality of second ion streams may be detected at different second air-fuel mixtures for each cylinder.
  • a plurality of second ion streams can be determined with different fuel trim and a relationship between the fuel trim and the second ion streams determined.
  • a range of the air-fuel mixture may be determined in which a fuel trim causes a characteristic change in the ion current. This range is usually close to 1 in lambda and therefore particularly suitable for cylinder equalization.
  • the first air-fuel mixture and the second air-fuel mixture differ by different amounts of fuel.
  • the amount of fuel in the second air-fuel mixture may be varied in a range of -40% to + 40% to the amount of fuel of the first air-fuel mixture.
  • the engine can be operated in a range including both lean and rich combustion.
  • lambda values of below and above 1 can be approached reliably.
  • a reliable operation of the internal combustion engine is ensured in this area, so that the method during operation of the internal combustion engine can be performed without unpleasant effects on the operation of the internal combustion engine and thus on the operation of a vehicle in which the internal combustion engine is housed can occur.
  • the internal combustion engine is switched abruptly between an operation with the first air-fuel mixture and an operation with the second air-fuel mixture.
  • jumping means, for example, first of all determining the first ionic current for each cylinder during operation with the first air-fuel mixture and then operating the internal combustion engine with the second air-fuel mixture during the next filling of a cylinder.
  • the sudden change between the first and second air-fuel mixture also causes a sudden change in the ion current difference. Since the remaining parameters of the vehicle, such as Fresh air temperature, boost pressure of a turbocharger, engine temperature or oxygen content do not or only slightly change, boundary conditions when determining the ion current difference can be kept substantially constant.
  • the cylinder unevenness distribution in the air-fuel mixture which has been determined according to one of the methods described above, can be provided as on-board diagnostic information.
  • This on-board diagnostic information can be stored, for example, in a memory of an engine controller for documentation of the monitoring of the lambda inequality and, when exceeding a predetermined cylinder inequality, used to control, for example, a warning light in the vehicle.
  • an ion current signal can be used, which is determined, for example, at the electrodes of a spark plug in each cylinder of the internal combustion engine.
  • Such a diagnosis may be required, for example, due to legal requirements, such as the California On-Board Diagnostic Act (OBD).
  • OBD California On-Board Diagnostic Act
  • the ion current signal can be detected over a predetermined crankshaft angle range as an ion current signal profile and integrated over the predetermined crankshaft angle range. As a result, a characteristic ion current value can be obtained.
  • both the ion current signal and the integrated ion current signal are affected by lateral dependencies resulting, for example, from different amounts of residual gas.
  • fuel quality can affect the ion current signal as well as the integrated ion current signal.
  • FIG. 12 shows a variation of an integrated ion current signal due to a change in intake camshaft angle for various cylinders of an internal combustion engine. In the in Fig.
  • the diagram shows the integrated ion current signals (int ion current) for different cylinders (cyl.) at different camshaft angles to which the respective intake valves are opened.
  • the integrated ion current signals of the individual cylinders differ considerably. Therefore, consideration of the absolute values of the integrated ion current signals is unsuitable for detection of lambda inequality.
  • Fig. 2 shows therefore method steps of an improved method 200 for determining a lambda unequal distribution.
  • a first step 201 ion current signals are measured for each cylinder in a speed-synchronous measuring grid.
  • additional engine information for example, an ignition angle, read by, for example, an engine electronics.
  • the ion current signals for each cylinder are defined in one Crankshaft angle window, which can be dependent on ignition, integrated.
  • Fig. 3 shows by way of example three ion current signals 301, 302 and 303, which can occur in a cylinder at different burns.
  • Curve 301 shows, for example, the course of the ion current signal in a normal combustion, ie in combustion with approximately lambda equal to 1, whereas the curve 302 combustion with a rich mixture, ie with an increased fuel fraction, and the curve 303 lean combustion, ie a combustion with a reduced fuel content, shows.
  • the corresponding ion curves 301-303 are compared with the crankshaft angle, which in Fig. 3 is shown integrated on the x-axis. Since the ion current can be detected, for example, by means of a spark plug in the corresponding cylinder of the internal combustion engine, the integration range is selected such that the influence of the spark does not fall within the integration range. In the in Fig.
  • the influence of the spark in the range of -20 ° to approximately -16 ° can be clearly seen. Therefore, the ion current is integrated, for example, in the range of -16 ° to approximately + 28 ° with respect to the top dead center of the corresponding cylinder.
  • the integration area is in Fig. 3 indicated by the arrow 304.
  • the cylinder-selective integral values are averaged over a predetermined number of working cycles and yield a first ion current value, a so-called reference value (step 203).
  • the ion current signals for the respective reference values of the respective cylinders are detected before trimming the amount of fuel, that is, the reference values are averaged ion current integral values in an operation of the internal combustion engine with a first air-fuel mixture.
  • the fuel amount is de-rated for all cylinders, i. the internal combustion engine is subsequently operated with a second air-fuel mixture which is different from the first air-fuel mixture.
  • the second air-fuel mixture may be, for example, a richer or a leaner air-fuel mixture.
  • step 205 an average ion current integral value for each cylinder over a defined number of operating cycles is determined for each cylinder from correspondingly detected ion current signals during operation with the second air-fuel mixture.
  • a second averaged ion current integral value is determined, a so-called trim value.
  • Fig. 4 exemplifies the effect of fuel trim on the integrated ion current.
  • the diagram shows the percentage of fuel added. Negative fuel trim indicates a corresponding decrease in fuel fraction in the air-fuel mixture and positive fuel trim indicates an increase in fuel fraction in the air-fuel mixture.
  • the integrated ion current is averaged across all cylinders (Graph 401). In addition, the ion current for fuel trim was normalized from 0% to zero. The at the fuel trim -30%, -25%, -15%, -5%, 10%, 20%, and 30% ranges 402-408 indicate a range of integrated cylinder ion streams at the respective fuel trim.
  • the integrated ion current varies in the range of approximately -7.5 to -9.5.
  • This bandwidth results from the above-mentioned transverse dependencies between the cylinders.
  • a change in the lonenstromintegrals is characteristic of a corresponding fuel trim, ie for a corresponding change in the amount of fuel. Therefore, in step 206, the absolute value of the integrated ion currents is not considered, but a difference between the reference value and the reference value is formed for each cylinder. Since the difference is independent of the abovementioned transverse dependencies, a lambda inequality can be determined on the basis of the differences in the ion current signals. In Fig.
  • a defined fuel trim 409 between -30% and -20% and a corresponding change in the ion current integral 410 is shown. Since the fuel trim was performed equally for all cylinders, a corresponding lambda unequal distribution of the individual cylinders can be determined from different differences between the trim value and the reference value of the individual cylinders. This lambda unequal distribution can be stored, for example, as on-board diagnostic information in an engine control or displayed to a driver of the vehicle via a corresponding display.
  • step 207 on the basis of the lambda unevenness distribution thus determined, a correction of the injection quantity for each cylinder can be carried out and thus an equalization of the lambda for all cylinders can be achieved.
  • the correction of the injection quantities causes a lambda change of the individual cylinders of the engine 208 and can be determined again as described above with the steps 201-206.
  • FIG. 10 shows a vehicle 500 having an internal combustion engine 208 with four cylinders 501-504.
  • a spark plug 505-508 is respectively disposed, which are coupled to a control device 509.
  • the control device 509 is capable of detecting an ion current with the aid of the spark plugs 505-508 in the combustion chambers of the cylinders 501-504, respectively.
  • the control device 509 determines, as previously described in connection with the flowchart 200 of FIG Fig. 2 has been described, a lambda inequality.
  • the controller 509 drives a warning light 510 of the vehicle 500 to indicate to the driver that the lambda bias has exceeded the predetermined threshold.
  • the controller 509 may drive an engine controller (not shown) of the engine 208 to achieve lambda equalization, as in step 207 of FIG Fig. 2 has been described.

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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)

Claims (15)

  1. Procédé pour un moteur à combustion interne, le moteur à combustion interne (208) comportant plusieurs cylindres (501-504), comprenant :
    - détection d'un premier courant ionique (301-303) pour chaque cylindre d'au moins deux cylindres des plusieurs cylindres (501-504) pendant que le moteur à combustion interne (208) fonctionne avec un premier mélange air-carburant,
    - détection d'un deuxième courant ionique (301-303) pour chaque cylindre d'au moins deux cylindres des plusieurs cylindres (501-504) pendant que le moteur à combustion interne (208) fonctionne avec un deuxième mélange air-carburant, le premier mélange air-carburant et le deuxième mélange air-carburant étant différents,
    - détermination d'une différence de courants ioniques respective pour chaque cylindre d'au moins deux cylindres des plusieurs cylindres (501-504) à partir du premier et du deuxième courant ionique (301-303) du cylindre (501-504) correspondant, et
    - détermination d'une inégalité de distribution de cylindre dans le mélange air-carburant entre les au moins deux cylindres en fonction des différences de courants ioniques des au moins deux cylindres.
  2. Procédé selon la revendication 1, le procédé comprenant en outre, pour chacun des au moins deux cylindres :
    - correction d'une quantité injectée pour les cylindres (501-504) respectifs en fonction des différences de courants ioniques des au moins deux cylindres de telle sorte qu'une différence entre les différences de courants ioniques des au moins deux cylindres est réduite.
  3. Procédé selon l'une des revendications précédentes, le premier et/ou le deuxième courant ionique (301-303) dans la chambre de combustion du cylindre (501-504) correspondant étant détectés.
  4. Procédé selon la revendication 3, le premier et/ou le deuxième courant ionique (301-303) étant détectés au moyen d'une bougie d'allumage (505-508) disposée dans la chambre de combustion du cylindre correspondant.
  5. Procédé selon l'une des revendications précédentes, le premier et/ou le deuxième courant ionique (301-303) étant détectés dans une plage angulaire de vilebrequin (304) prédéterminée.
  6. Procédé selon la revendication 5, la plage angulaire de vilebrequin (304) prédéterminée comprenant une plage angulaire de vilebrequin de -20° à +30° en référence à un point mort haut du cylindre correspondant.
  7. Procédé selon la revendication 5 ou 6, la détection du premier et/ou du deuxième courant ionique (301-303) comprenant :
    - détection d'une courbe de courant ionique sur la plage angulaire de vilebrequin (304) prédéterminée, et
    - intégration de la courbe de courant ionique sur la plage angulaire de vilebrequin (304).
  8. Procédé selon la revendication 7, l'étape de détection de la courbe de courant ionique comprenant :
    - détection de plusieurs courbes de courant ionique avec plusieurs jeux de fonctionnement du cylindre correspondant, et
    - formation d'une courbe de courant ionique moyenne par calcul de la moyenne des plusieurs courbes de courant ionique.
  9. Procédé selon l'une des revendications précédentes, l'étape de détection du deuxième courant ionique (301-303) pour le cylindre (501-504) correspondant comprenant :
    - détection de plusieurs deuxièmes courants ioniques avec des deuxièmes mélanges air-carburant différents.
  10. Procédé selon l'une des revendications précédentes, le premier mélange air-carburant et le deuxième mélange air-carburant possédant des quantités de carburant différentes.
  11. Procédé selon la revendication 10, la quantité de carburant dans le deuxième mélange air-carburant étant modifiée dans une plage de -40 % à +40 % par rapport à la quantité de carburant du premier mélange air-carburant.
  12. Procédé selon l'une des revendications précédentes, le moteur à combustion interne (208) étant permuté brusquement entre un fonctionnement avec le premier mélange air-carburant et un fonctionnement avec le deuxième mélange air-carburant.
  13. Procédé selon la revendication 1, comprenant en outre :
    - fourniture d'une information de diagnostic embarquée en fonction de l'inégalité de distribution de cylindre déterminée dans le mélange air-carburant.
  14. Dispositif de commande pour un moteur à combustion interne comportant plusieurs cylindres, le moteur à combustion interne (208) possédant un moyen de détection de courant ionique (505-508) dans l'au moins un cylindre (501-504), le dispositif de commande (509) étant connecté au moyen de détection de courant ionique (505-508) et mettant en oeuvre un procédé selon l'une des revendications 1 à 12.
  15. Véhicule, comprenant :
    - un moteur à combustion interne (208) comprenant au moins un cylindre (501-504), le moteur à combustion interne (208) possédant un moyen de détection de courant ionique (505-508) dans l'au moins un cylindre (501-504), et
    - un dispositif de commande (509) selon la revendication 14.
EP12002810.5A 2011-05-27 2012-04-21 Procédé et dispositifs de commande d'un moteur à combustion Not-in-force EP2574760B1 (fr)

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DE102011102652A DE102011102652A1 (de) 2011-05-27 2011-05-27 Verfahren und Steuervorrichtungen für einen Verbrennungsmotor

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