EP2748449A1 - Procédé de fonctionnement d'un moteur à combustion interne - Google Patents

Procédé de fonctionnement d'un moteur à combustion interne

Info

Publication number
EP2748449A1
EP2748449A1 EP12747978.0A EP12747978A EP2748449A1 EP 2748449 A1 EP2748449 A1 EP 2748449A1 EP 12747978 A EP12747978 A EP 12747978A EP 2748449 A1 EP2748449 A1 EP 2748449A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
cylinder
crankshaft
angular
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Withdrawn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
EP12747978.0A
Other languages
German (de)
English (en)
Inventor
Gerald Herding
Gerd SCHROT
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP2748449A1 publication Critical patent/EP2748449A1/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Withdrawn legal-status Critical Current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
    • 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
    • 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
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • 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

Definitions

  • the present invention relates to methods for operating an internal combustion engine and corresponding devices for internal combustion engines.
  • the present invention relates to methods of improving the smoothness of internal combustion engines.
  • the internal combustion engine in, for example, a vehicle, for example a passenger car or a vehicle
  • a gasoline engine for motor vehicles with fuel injection comprising a combustion chamber pressure sensor, which detects a lean limit of a charge mixture at misfires, and an ignition system, which can generate at least one after-spark or a longer-burning spark.
  • a delayed increase in pressure of the firing curve in an ignition initiated by sparking or after-burning spark and / or a ratio of firing to a first spark or spark serve as a signal for detecting the lean limit of the mixture.
  • the combustion chamber pressure sensor and such an ignition system can lead to higher costs in the realization of the
  • the exhaust gas purification device has a storage catalyst, wherein exhaust gas continuously flows into the storage catalyst, so that pollutants are absorbed in the exhaust gas storage when the engine is operated lean, and that pollutants are released when the oxygen concentration of the exhaust gas is lowered. During the release phase of
  • a part of the cylinder can be selectively enriched, while the other part of the cylinder is still operated lean.
  • Object of the present invention is therefore an easy to be realized and
  • this object is achieved by a method for operating an internal combustion engine according to claim 1, a method for operating a
  • a multi-cylinder internal combustion engine according to claim 2 an internal combustion engine apparatus according to claim 7, a multi-cylinder engine apparatus according to claim 8, a method of operating an internal combustion engine according to claim 10, an internal combustion engine apparatus according to claim 11, and a vehicle according to claim 12 solved.
  • the dependent claims define preferred and advantageous embodiments of the invention.
  • a method for operating an internal combustion engine is provided.
  • a plurality of angular accelerations of a crankshaft of the internal combustion engine are detected for a plurality of power strokes of the cylinder for at least one cylinder of the internal combustion engine and determined as a function of the plurality of angular accelerations of the cylinder an average of the angular accelerations.
  • the internal combustion engine is controlled, for example by changing an injection quantity for the cylinder.
  • Crankshaft mounted donor wheel and a high-resolution crankshaft angle sensor can be detected.
  • angular accelerations angular velocities or so-called segment times can alternatively be detected, ie times which are required while the crankshaft rotates about a predetermined angular segment.
  • Angular accelerations, angular velocities and segment times can be, for example, with the help of a convert the current speed of the internal combustion engine into each other and can therefore be considered as equivalent sizes and equally for the inventive
  • Angular accelerations can be closed by previous work cycles on a misfire. Since modern internal combustion engines generally have such a donor wheel and a corresponding high-resolution rotational angle sensor on the crankshaft, the method according to the invention can be implemented cost-effectively. A further advantage is that the method only then a control of
  • Internal combustion engine provided with multiple cylinders.
  • a plurality of angular accelerations of a crankshaft of the internal combustion engine are detected at several power strokes of at least two cylinders of the internal combustion engine.
  • an average of the angular accelerations is determined.
  • the internal combustion engine is controlled as a function of the plurality of angular accelerations of the at least one cylinder and the mean value. For example, a
  • Angular accelerations of a cylinder and the average value can be adjusted.
  • the angular accelerations can, as described above, be detected by means of a sensor wheel on the crankshaft and a high-resolution crankshaft angle sensor, for example in the form of segment times.
  • this method is cost feasible in a modern internal combustion engine.
  • permanent misfires in a cylinder can be detected quickly and reliably, since the angular accelerations of the suspending cylinder differ significantly from the average of all cylinders.
  • the method works reliably even under the extremely unfavorable condition that a cylinder is completely suspended.
  • a statistical variable is determined for controlling the internal combustion engine, which describes a deviation of the plurality of angular accelerations of the at least one cylinder from the mean value. This may be, for example, a standard deviation, as known in the art.
  • An activation of the Internal combustion engine for example, a change in the injection quantity of the cylinder in question, depending on a comparison of the statistical size with a
  • Threshold be performed. By determining a statistical variable, the method can be reliably performed even under different operating conditions, in particular different rotational speeds of the internal combustion engine.
  • controlling the internal combustion engine comprises varying a fuel injection amount for the at least one cylinder in response to a comparison of the statistical magnitude determined for the cylinder with a threshold.
  • the fuel injection quantity for the at least one cylinder may be increased by a predetermined percentage when a misfire has been detected in the at least one cylinder, that is, when the statistical magnitude indicates that the misfire
  • Angular acceleration at the power stroke of the at least one cylinder is significantly less than the average value of the angular acceleration (the expected value of the angular acceleration).
  • Internal combustion engine respectively a corresponding statistical size, as described above, determined. Further, an average value of the statistical quantities determined for the at least two cylinders is determined, that is, an average of the statistical quantities is formed. A fuel injection amount for one of the at least two cylinders is varied in response to a comparison of the statistical magnitude determined for the cylinder with the mean of the statistical quantities. For example, if the statistical size is one
  • Standard deviation is determined, in this embodiment additionally an average of the standard deviations determined and the fuel quantity of a cylinder as a function of the comparison of the standard deviation of the cylinder with the mean of the
  • Standard deviations changed. By equalizing the standard deviations of the cylinders by varying the fuel injection quantities, this leads to equally smoothly running cylinders.
  • the statistical quantity is determined by taking several differences between the multiple angular accelerations and the mean of the
  • Angular accelerations are determined, that is, for each of the plurality
  • Angular accelerations determined from the mean. In the weighted deviation, bad burns (angular acceleration is less than the mean) are worse than good burns (angular acceleration is greater than the mean). Thereby, a fast and efficient control can be achieved, so that the internal combustion engine is quickly put into a quiet run.
  • Weighting factor have the value zero and the second weighting factor has the value one. In this case, only bad burns will go into the statistical size.
  • an apparatus for an internal combustion engine comprises an input for coupling the device to a crankshaft sensor of the internal combustion engine and a processing unit.
  • Crankshaft sensor provides a signal for determining an angular position of a crankshaft of the internal combustion engine ready.
  • the processing unit is able to detect a plurality of angular accelerations of the crankshaft for at least one cylinder of the internal combustion engine at several power strokes of the cylinder and to determine an average of the angular accelerations as a function of the plurality of angular accelerations of the cylinder.
  • the processing unit controls the internal combustion engine. For example, the
  • Processing unit in dependence on the plurality of angular accelerations and the mean value of a fuel injection amount for the at least one cylinder. Poor combustion or misfiring in one stroke of a cylinder reduces the angular acceleration of that cylinder in that stroke compared to proper burns. By comparing a current one
  • Angular acceleration with an average of angular accelerations therefore, a bad or faulty combustion in a power stroke can be determined in a simple manner and by a suitable control of the internal combustion engine in
  • an apparatus for a multi-cylinder internal combustion engine comprises an input for coupling the device to a crankshaft sensor of the internal combustion engine and a
  • the crankshaft sensor provides a signal for determining a current angular position of a crankshaft of the internal combustion engine.
  • the processing unit is configured to multiple based on angular positions of the crankshaft
  • the processing unit controls the internal combustion engine as a function of the plurality of angular accelerations of the at least one cylinder and the mean value.
  • Control of the internal combustion engine can be corrected. As a result, the smoothness of the internal combustion engine can be increased.
  • an angular acceleration of a crankshaft of the internal combustion engine is detected at a power stroke of the cylinder and the internal combustion engine is controlled in dependence on the angular acceleration and a predetermined threshold value.
  • the predefined threshold value may comprise, for example, a fixed value or be determined as a function of an operating state of the internal combustion engine, for example with the aid of a characteristic map.
  • the threshold value is set in such a way that, for example, a bad combustion is detected when idling, if the angular acceleration of the cylinder falls below the threshold value.
  • a corresponding apparatus for an internal combustion engine comprising an input for coupling the apparatus to a crankshaft sensor of the internal combustion engine for determining an angular position of a crankshaft of the internal combustion engine and a processing unit.
  • the processing unit is configured for at least one cylinder of the internal combustion engine, an angular acceleration of the crankshaft at a
  • a vehicle including an internal combustion engine and one of the above-described devices.
  • Internal combustion engine is equipped with a crankshaft sensor, which provides a signal for determining an angular position of a crankshaft of the internal combustion engine.
  • the device has an input for coupling the device to the crankshaft sensor and is coupled to the crankshaft sensor.
  • the device as described above, the internal combustion engine to control such that a smoothness of the internal combustion engine can be increased and bad burns and misfires can be avoided.
  • angular accelerations of a crankshaft are used, which can be detected, for example, with a crankshaft sensor.
  • the accelerations can also be detected with a corresponding sensor on a camshaft or on another rotating unit of the internal combustion engine, which rotates in dependence on the crankshaft of the internal combustion engine.
  • Fig. 1 shows a vehicle according to an embodiment of the present invention.
  • FIG. 2 schematically shows an algorithm for determining a deviation of a
  • Standard deviation of a cylinder from an average of standard deviations of all cylinders.
  • FIG. 4 illustrates the effects of a method according to an embodiment of the invention on a running smoothness of an internal combustion engine.
  • Fig. 1 shows a vehicle 10 with an internal combustion engine 1 1 and a device 15 for the internal combustion engine 11.
  • the internal combustion engine 1 1 comprises four cylinders 12 which operate on a common crankshaft 13.
  • Mounted on the crankshaft 13 is a donor wheel (not shown) which rotates together with the crankshaft 13 and, in conjunction with a crankshaft angle sensor 14, provides a high resolution crankshaft signal to the device 15.
  • the device 15 is coupled via an input 16 with the crankshaft angle sensor 14.
  • the device 15 may, for example, a part of an engine electronics of
  • the device 15 may include an electronic controller, such as a microprocessor. Furthermore, the device 15 may include a timebase to communicate with the high resolution one
  • the device 15 detects an angular acceleration of the crankshaft 13 for each of the cylinders 12 during each working cycle. For each cylinder 12, a standard deviation of the angular accelerations is determined on the basis of the angular accelerations determined for it. For this purpose, for example, a standard deviation of the angular acceleration of the respective cylinder 12 from an average of the
  • Angular accelerations of all cylinders during their power strokes determined.
  • a standard deviation of the angular accelerations of the respective cylinder 12 can also be determined from an average of the angular accelerations of the respective cylinder.
  • deviations of the angular acceleration from the respective mean value can be weighted, so that deviations which indicate a bad combustion (actual combustion)
  • FIG. 2 and 3 show this operation of the device 15 for an internal combustion engine with, for example, four cylinders.
  • Fig. 2 shows the determination of the deviation of
  • Standard deviation of a cylinder from the mean value of the standard deviations of all cylinders At inputs 61-64 are the standard deviations of all four cylinders.
  • An average unit 65 forms an average of the four standard deviations 61-64 and feeds this average value to a subtracter 66.
  • the standard deviation 61 of the one cylinder is also fed to the subtracter 66 and a difference between the
  • FIG. 3 shows an algorithm for a cylinder-specific fuel quantity adjustment.
  • inputs 21-24 are, for example, the previously determined (in Figure 2) deviations of the standard deviations of the angular accelerations of the cylinder from the average value of
  • Standard deviations of all cylinders are individually available for each cylinder.
  • current segment times of each cylinder individually to the cylinder are individually available for each cylinder.
  • Inputs 21-24 are provided. The deviations or segment times at the
  • Inputs 21-24 are respectively in respective comparators 25-28 with a
  • Threshold 20 compared.
  • multiplexers 29-32 selectively switch a fuel quantity increase value 57 or a zero value 58 by.
  • the fuel amount increase value 57 may be an absolute value or a relative value.
  • the fuel amount increase value 57 may be 3%.
  • the respective output of the ultiplexer 29-32 is on the one hand directly via assigned summers
  • Injection quantities at outputs 45-48 remain unchanged. However, if, for example, in the first cylinder, its deviation or segment time via the input 21 in the first cylinder, its deviation or segment time via the input 21 in the first cylinder, its deviation or segment time via the input 21 in the first cylinder, its deviation or segment time via the input 21 in the first cylinder, its deviation or segment time via the input 21 in the first cylinder, its deviation or segment time via the input 21 in the
  • Fuel quantity increase value 57 has the value 3%, this 3% value is supplied via the summer 33 to the summer 37, which passes on the last fuel amount value plus the 3% to the memory 41. Thus, the fuel injection amount for the first cylinder is increased by 3%. In addition, the fuel amount increase value 57 of the
  • this 1% value is subtracted from the zero value 58, which is supplied via the multiplexers 30-32, and thus -1% supplied to the summers 38-40.
  • the last injection amount of the cylinders 2-4 is decreased by 1%, respectively.
  • the injection quantity from the cylinder, which has poor combustion is increased by 3% and at the same time the injection quantity is reduced by 1% for the other cylinders.
  • Fig. 4 shows an operation of the method described above.
  • Diagram above left shows the standard deviation of the smoothness of an internal combustion engine four cylinders over a period of 700 seconds in an operation of the internal combustion engine without the use of the method described above.
  • the diagram at the top right shows the corresponding standard deviation of the. Smooth running over a similar period of time using the method described above, wherein after 77 seconds, a control intervention was performed in which the fuel amount of a cylinder (the first cylinder) was increased by 3% and reduces the fuel quantity of the other cylinders each by 1% has been.
  • the smooth running could be improved significantly in the further course of this control intervention.
  • the number of slight jerks caused by poor combustion in a cylinder could be significantly reduced.

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 de fonctionnement d'un moteur à combustion interne (11). Selon ce procédé, on acquiert pour au moins un cylindre (12) du moteur à combustion interne (11) plusieurs accélérations angulaires d'un vilebrequin (13) du moteur à combustion interne (11) pour plusieurs cycles de travail du cylindre (12) et on détermine une moyenne des accélérations angulaires en fonction de la pluralité d'accélérations angulaires du cylindre (12). On commande le moteur à combustion interne (11) en fonction de la pluralité d'accélérations angulaires et de la moyenne.
EP12747978.0A 2011-08-23 2012-08-09 Procédé de fonctionnement d'un moteur à combustion interne Withdrawn EP2748449A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011111412A DE102011111412A1 (de) 2011-08-23 2011-08-23 Verfahren zum Betreiben einer Brennkraftmaschine
PCT/EP2012/003398 WO2013026534A1 (fr) 2011-08-23 2012-08-09 Procédé de fonctionnement d'un moteur à combustion interne

Publications (1)

Publication Number Publication Date
EP2748449A1 true EP2748449A1 (fr) 2014-07-02

Family

ID=46682794

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12747978.0A Withdrawn EP2748449A1 (fr) 2011-08-23 2012-08-09 Procédé de fonctionnement d'un moteur à combustion interne

Country Status (4)

Country Link
EP (1) EP2748449A1 (fr)
CN (1) CN103748341B (fr)
DE (1) DE102011111412A1 (fr)
WO (1) WO2013026534A1 (fr)

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DE102017128183A1 (de) 2017-11-28 2019-05-29 Bdr Thermea Group B.V. Verfahren zur Steuerung einer Brennkraftmaschine in einem Blockheizkraftwerk und Vorrichtung zur Erfassung von Betriebsparametern einer Brennkraftmaschine in einem Blockheizkraftwerk
KR20200071527A (ko) * 2018-12-11 2020-06-19 현대자동차주식회사 엔진연소 불안정에 의한 불규칙 진동 감소를 위한 엔진 연소 제어방법
CN114687859A (zh) * 2022-03-29 2022-07-01 武汉理工大学 一种发动机做功不均匀补偿方法、装置、设备及存储介质

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Also Published As

Publication number Publication date
WO2013026534A1 (fr) 2013-02-28
CN103748341B (zh) 2017-02-22
CN103748341A (zh) 2014-04-23
DE102011111412A1 (de) 2013-02-28

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