EP2593651A1 - Procédé et appareil de commande d'un moteur à combustion interne - Google Patents

Procédé et appareil de commande d'un moteur à combustion interne

Info

Publication number
EP2593651A1
EP2593651A1 EP11728882.9A EP11728882A EP2593651A1 EP 2593651 A1 EP2593651 A1 EP 2593651A1 EP 11728882 A EP11728882 A EP 11728882A EP 2593651 A1 EP2593651 A1 EP 2593651A1
Authority
EP
European Patent Office
Prior art keywords
camshaft
cylinder
crankshaft
signal
cylinder pressure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11728882.9A
Other languages
German (de)
English (en)
Inventor
Harry SCHÜLE
Markus Stutika
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Automotive GmbH
Original Assignee
Continental Automotive GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of EP2593651A1 publication Critical patent/EP2593651A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0092—Synchronisation of the cylinders at engine start

Definitions

  • the present invention relates to a method according to the preamble of claim 1 and a control device according to the preamble of claim 7, for controlling an internal combustion engine.
  • a method and a control device according to the preamble of claim 1 or 7 is known for example from DE 100 56 862 C1.
  • This prior art deals with a Customized ⁇ ren "strategy" to (ne Brennkraftmaschi-) at the start of the motor per one fuel Voreinspritzer per cylinder devissp ⁇ scratch before a complete knowledge ( "Synchronisati ⁇ on") of the crankshaft angle and the camshaft angle vor ⁇ present is.
  • the pre-injectors serve to provide an ignitable mixture for the first combustion during the starting phase for each cylinder.
  • a targeted pre-injection strategy is required to avoid unburned fuel To minimize fuel and thus increased pollutant emissions during engine startup.
  • the pre-injection strategy provided according to DE 100 56 862 C1 is based on the finding that an engine after switching off in the disengaged state almost always stops at one of a number of specific discrete angular positions of crankshaft and camshaft due to design, the number of discrete angular positions exceeding two crankshaft revolutions (720 °) corresponds to the number of cylinders. In the case of, for example, 4 cylinders, this results in 4 preferred stoppage angles of the crankshaft. Also taking also in consideration of this knowledge ever ⁇ but remains some uncertainty in this known strategy in an evaluation of the crankshaft signal and camshaft signal during the start phase.
  • This object is achieved according to the invention in that at least one of a cylinder pressure sensor for measuring the pressure in an associated cylinder supplied cylinder pressure signal is evaluated with respect to interference signals, and that the evaluation result is taken into account during a determination of the camshaft angle, at least during the starting phase.
  • Cylinder pressure sensors are known in the field of engine technology and serve to measure the cylinder pressure.
  • the cylinder pressure signal is used in the prior art only for the evaluation of the combustion. This can z. B. errors in the metering of the fuel, the air mass or a recirculated combustion exhaust gas component determined or corrected.
  • a single cylinder pressure sensor is used on one of the cylinders as a representative of the totality of all cylinders, or alternatively a separate cylinder pressure sensor is provided for each cylinder.
  • Such cylinder pressure sensors usually have such a high sensitivity or such a high resolution in the measurement of the cylinder pressure that they are also susceptible to noise that (as structure-borne noise) by a nen z. B. metallic cylinder block spread.
  • the basic idea of the present invention is that the interference signals caused by such noise in one or more cylinder pressure signals, which are detected by one or more cylinder pressure sensors, as information. onsquelle regarding the engine state, in particular cam ⁇ shaft angle to use during the startup phase.
  • noise is generated which results in characteristic spurious signals in the cylinder pressure signal (s).
  • the inventive evaluation of (we ⁇ remedies a) cylinder pressure signal with respect to such noise conclusions on the No- can be drawn ckenwellenwinkel thus advantageous.
  • This z. B. by applying suitably predetermined evaluation criteria, based on which an identification of processes in the valve train takes place in the engine control unit.
  • a possible evaluation criterion can, for. For example, it is possible to detect sudden changes, such as discontinuities or "signal peaks" in the measured pressure curve and based on their characteristics (eg amplitude, frequency components, duration, etc.) and / or additional information about the engine position ( eg preferred stoppage angle, crankshaft signal, camshaft signal, etc.) can be assigned to a specific process in the valve train. Such a procedure is much easier, faster and often more precise than z.
  • the evaluation can take place with regard to interference signals which are caused by the inlet valves and / or exhaust valves during their actuation.
  • each cylinder must be provided with at least one cylinder pressure sensor, the z. B. may be installed in the region of a respective cylinder head.
  • the noises of opening or closing the inlet as well as the outlet valve can be detected.
  • the timing of an interference signal may be taken into account particularly speaking ment, which by opening or
  • Closing an inlet valve or an exhaust valve ago ⁇ is called.
  • the respective strength of the interference signals depends fenen characterized felicitgeru ⁇ z. B. from the concrete selected installation position of the sensor.
  • the intake valve and the exhaust valve on the other hand can jointlyge- qualitatively and / or quantitatively in the analysis distinguishable interference signals will call, so that advantageously the specific Störsig ⁇ nal inducing valve can be identified in a simple manner (eg. B. on the basis of the interference signal amplitude).
  • crankshaft signal ent ⁇ speaks a tooth of a provided with a plurality of teeth encoder wheel.
  • the synchronization pulse provided for one crankshaft revolution (360 °) usually corresponds to a single or double "tooth gap" after the corresponding number of teeth.
  • the camshaft signal is used to encode the camshaft ⁇ angle, and in the simplest case has two different levels, which are assigned to two consecutive revolutions of the crankshaft.
  • the camshaft signal may also have other signal or pulse shapes.
  • the camshaft signal allows subdivision of each operating cycle of the engine into two segments (each of 360 °) corresponding to two consecutive crankshaft revolutions (720 °).
  • a known crankshaft signals and cam ⁇ wave signals can be advantageously provided in the context of the vorlie ⁇ constricting invention.
  • the evaluation result is used during the start phase and / or in the normal operating phase for a plausibility check of the signal supplied from the Kurbelwel ⁇ lens crankshaft sensor signal and / or of the camshaft signal supplied by the camshaft sensor.
  • a plausibility check of the signal supplied from the Kurbelwel ⁇ lens crankshaft sensor signal and / or of the camshaft signal supplied by the camshaft sensor.
  • crankshaft signal and / or the No ⁇ ckenwellensignals diagnosed are stored, for example, in a usual in motor vehicles diagnostic memory as an error entry.
  • the plausibility check can also be used to diagnose any assembly errors, for example incorrectly mounted camshaft drives such as toothed belts or chains.
  • crankshaft and / or camshaft signal can serve further purposes.
  • Auswer ⁇ processing result can thus also for speed calculation and / or implementation of a run-flat running with a defective crankshaft sensor _
  • a further option which is interesting in the context of the invention consists in considering the evaluation result for the detection and then preferably also the adaptation of deviations in the valve drive as a result of component tolerances and / or aging.
  • component tolerances and aging may in particular lead to a deviation of the design times or angles for valve opening operations and valve ⁇ closing operations.
  • the information obtained only on the basis of the camshaft signal would be inaccurate as regards the timing and angle of the actual opening and closing operations ⁇ .
  • the actual opening and / or closing operations of the valves (also in the normal operating phase) can be detected by means of the evaluation of the cylinder pressure signal with respect to interference signals, the evaluation result represents an extremely valuable information source for the motor control even in the normal operating phase.
  • Purpose of the phase adjustment is to vary as a function of one or more Lacparame ⁇ tern of the relevant motor (z. B. load, speed, etc.) the so-called valve overlap.
  • Camshaft adjusters are used for two discrete angular positions as well as for a continuously variable variation of the relative angular position of the camshaft relative to the respective further shaft.
  • a continuously variable camshaft phase adjustment only the sensor signals of the camshaft sensor and of the crankshaft sensor are taken into account in the prior art as an input variable in the control of the camshaft phase adjustment.
  • a camshaft phase adjustment is provided and the evaluation result is taken into account as an input ⁇ size in the control of the camshaft phase adjustment.
  • control device used to control the internal combustion engine may be provided in a conventional manner as an electronic, in particular program-controlled control device (eg microcontroller).
  • control unit is developed in such a way (for example by appropriate modification of the control software) that a control method of the type described above is thus carried out.
  • FIG. 1 is a schematic sectional view of an internal combustion engine in the form of a 4-stroke gasoline engine
  • Fig. 2 representation of a Zylinderdrucksignalverlau fes as a function of the crank angle in the Mo ⁇ tor of Fig. 1, and
  • Fig. 1 illustrates an internal combustion engine 10, wel ⁇ cher it is an example of a four-cylinder 4-stroke gasoline engine.
  • Each cylinder 12 is assigned at least one injection valve or fuel injector 14 for injecting fuel (here: gasoline) into an inlet-side intake manifold of the internal combustion engine 10.
  • fuel here: gasoline
  • each cylinder 12 is assigned at least one inlet valve 16 and at least one outlet valve 18 and at least one camshaft for actuating the inlet and outlet valves.
  • a camshaft 20 for actuating the intake valves 16 and another (not shown) camshaft for actuating the exhaust valves 18 is provided.
  • a z. B. via a timing chain or the like realized rotary coupling connection, which ensures that the camshaft during operation of the internal combustion ⁇ machine 10 at half the speed of the crankshaft 22 umlauf- fen, so that a working cycle or a gas change according to the 4-stroke process to accomplish.
  • an electronic control unit 24 receives a camshaft signal CAM dependent on the rotational position of the camshaft 20 and a crankshaft signal CRK dependent on the rotational position of the crankshaft 22.
  • signals CAM and CRK are generated by a suitable sensor system, here a camshaft sensor 26 and a crankshaft sensor 28.
  • the signals CAM and CRK are each generated as rectangular signals.
  • Each pulse of the crankshaft signal CRK corresponds to a tooth of a sensor wheel, wherein a double tooth space for ei ⁇ nen synchronization pulse after each full Umdre ⁇ hung (360 °) of the crankshaft 22 provides.
  • the circumference of the sender wheel z. B. 30 or 60 teeth (minus the missing at the "gap" teeth) arranged.
  • the two different levels of the cam signal CAM correspond to two consecutive revolutions of the crankshaft 22.
  • the electronic control unit 24 controls, in particular, the fuel injection (injection times) into the cylinders 12 by means of the respective associated fuel injectors 14 (control signal INJ).
  • controlled Before ⁇ gears of the engine 10 to the controller 24 still others, such as here in particular a spark ignition (ignition) by means of any
  • Cylinder 12 each associated spark plug 30 (high voltage ⁇ pulse IGN).
  • a so-called fuel pre-injector per cylinder 12 is injected before subsequently determined in the normal operating phase by the control unit 24 in accordance with the engine control software running therein Fuel quantities are injected in the normal sequential injection operation.
  • each of the cylinders 12 is associated with a cylinder pressure sensor 32 which delivers a cylinder pressure signal P (FIG. 2) representing the current cylinder pressure to the control unit 24.
  • P cylinder pressure signal
  • the cylinder pressure signal P is used for the evaluation of the combustion in the cylinders 12 and, based on this, for the metering of the fuel, the air mass or a combustion exhaust gas component to be recirculated.
  • each cylinder pressure sensor 32 may advantageously be constructed and functioning according to all pressure measurement principles already known from the prior art. Although the sensor signal P delivered by it is primarily determined by the pressure prevailing in the relevant cylinder 12, in practice, as an artifact of the pressure measurement, an influence of the sensor signal P by noises or structure-borne noise results Cylinder pressure sensors is transmitted.
  • z. B causes such noises in principle z. B. by all mechanical processes in the valve train.
  • interference signals are, in turn ⁇ with particular dieje- Nigen dominant, which are caused by the completion of a valve closing operation ⁇ .
  • z. B the placement of the valve disk of the inlet valve 16 on the valve sealing area of the engine block to a corresponding (characteristic) Störsig- signal in the cylinder pressure signal P.
  • the time can thus be detected very precisely at which the inlet valve 16 closes.
  • the cylinder pressure sensor 32 in question is not located "in the middle" between the valves, but z. B. with significantly different "acoustic distances" to the individual valves.
  • the amplitudes of the interfering signals will differ, depending on which of the valves ran out of respective acoustic Störge ⁇ noise reduction.
  • the internal combustion engine 10 could also have only one single cylinder 12. Such one-cylinder
  • Fig. 2 shows an exemplary profile of a precisely measured ⁇ NEN of the internal combustion engine 10 by means of the cylinder pressure sensor 16 cylinder pressure signal P as a function of cure ⁇ bel (waves) angle CRA.
  • CRA 0 ° the top dead center of the piston movement in the cylinder 12.
  • the course of the signal P is here ⁇ in the case of a towed operation of the internal combustion engine.
  • FIG. 2 it can be clearly seen that at a crank angle CRA of approximately -140 °, an interference signal S1 is superimposed on the actual cylinder pressure curve, which interference signal can be assigned to the closing of the inlet valve 16 in the example illustrated.
  • the cylinder pressure signal P is first high-pass filtered.
  • FIG. 3 shows the result of a high-pass filtering of the cylinder pressure signal P of FIG. 2.
  • the high-pass-filtered signal PD as can be seen from FIG. 3, consists almost exclusively of the interference signals, so that in a subsequent evaluation stage the individual interference signals are easier to detect and associated with the relevant processes in the valve train.
  • Event are compared with pre-stored signal patterns to assign the fault to a specific valve train operation.
  • Such a procedure in which a pattern matching is carried out if necessary for the interfering signal itself, and not for a longer duration waveform, provides particularly rapid evaluation of a usable resulting ⁇ nis.
  • ⁇ he follows the determination of the rotational position of the camshaft 20 (camshaft angle) in the start phase of the internal combustion engine 10 basically in a conventional manner using the crankshaft CRK signal and the camshaft signal CAM.
  • z. B. preferred stoppage angle of the crank ⁇ shaft 22 are taken into account in order to realize a targeted pre-injection strategy, such. B. in the above- ⁇ already mentioned publication DE 100 56 862 Cl described.
  • the result of the above-described evaluation of the cylinder pressure signal P (or its high-pass-filtered version PD) is taken into account in determining the camshaft angle, at least during the starting phase.
  • variable valve control eg "phase converter”
  • the control unit 24 is always a real physical feedback on the position of the valve. This information can therefore be used advantageously in the control of the corresponding adjustment system.
  • this information z. B. be used to detect or adapt to errors or deviations in camshaft position sensors (the variable valve timing).
  • the invention relates to the control of a single or multi-cylinder internal combustion engine (10) having Minim ⁇ least one fuel injector (14) per cylinder (12), at least one camshaft (20) for actuating Einlassventi ⁇ len (16) and / or exhaust valves (18), and with a control device (24), which controls the fuel injectors (14), that during a starting phase of the internal combustion engine (10) each have a fuel Voreinspritzer per cylinder (12) inject ⁇ .

Landscapes

  • 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)

Abstract

L'invention concerne un procédé et un appareil de commande (24) pour commander un moteur à combustion interne (10) à un ou plusieurs cylindres, comprenant : au moins un injecteur de carburant (14) par cylindre (12), au moins un arbre à cames (20) servant à actionner des soupapes d'admission (16) et/ou des soupapes d'échappement (18), et un appareil de commande (24) qui commande les injecteurs de carburant (14) de sorte qu'ils réalisent l'injection dans respectivement un pré-injecteur de carburant par cylindre (12) pendant une phase de démarrage du moteur à combustion interne (10). L'objectif de l'invention est d'améliorer la stratégie de pré-injection pendant la phase de démarrage. A cet effet, selon l'invention, au moins un signal de pression de cylindre (P), fourni par un capteur de pression de cylindre (32) servant à mesurer la pression dans un cylindre (12), est évalué de façon à déterminer la présence de signaux parasites (S1). Le résultat de l'évaluation est pris en considération au moins pendant la phase de démarrage, lors d'une détermination de l'angle de l'arbre à cames.
EP11728882.9A 2010-07-15 2011-07-04 Procédé et appareil de commande d'un moteur à combustion interne Withdrawn EP2593651A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010027215A DE102010027215B4 (de) 2010-07-15 2010-07-15 Verfahren und Steuergerät zum Steuern einer Brennkraftmaschine
PCT/EP2011/061230 WO2012007307A1 (fr) 2010-07-15 2011-07-04 Procédé et appareil de commande d'un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2593651A1 true EP2593651A1 (fr) 2013-05-22

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP11728882.9A Withdrawn EP2593651A1 (fr) 2010-07-15 2011-07-04 Procédé et appareil de commande d'un moteur à combustion interne

Country Status (5)

Country Link
US (1) US9273656B2 (fr)
EP (1) EP2593651A1 (fr)
KR (1) KR101775387B1 (fr)
DE (1) DE102010027215B4 (fr)
WO (1) WO2012007307A1 (fr)

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US20130180506A1 (en) 2013-07-18
DE102010027215A1 (de) 2012-01-19
KR20130129903A (ko) 2013-11-29
DE102010027215B4 (de) 2013-09-05
KR101775387B1 (ko) 2017-09-06
US9273656B2 (en) 2016-03-01
WO2012007307A1 (fr) 2012-01-19

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