EP2929168B1 - Procédé de coupure sélective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et véhicule automobile correspondant - Google Patents

Procédé de coupure sélective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et véhicule automobile correspondant Download PDF

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Publication number
EP2929168B1
EP2929168B1 EP13803158.8A EP13803158A EP2929168B1 EP 2929168 B1 EP2929168 B1 EP 2929168B1 EP 13803158 A EP13803158 A EP 13803158A EP 2929168 B1 EP2929168 B1 EP 2929168B1
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EP
European Patent Office
Prior art keywords
injection
cylinders
cut
torque
engine
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Application number
EP13803158.8A
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German (de)
English (en)
French (fr)
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EP2929168A1 (fr
Inventor
Juliette CHARLES
Mathieu THOMAS
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.)
Stellantis Auto SAS
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PSA Automobiles SA
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Publication date
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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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • 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
    • F02D2200/1002—Output torque
    • 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
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/22—Control of the engine output torque by keeping a torque reserve, i.e. with temporarily reduced drive train or engine efficiency

Definitions

  • the invention relates to a method for selectively cutting off the injection of one or more cylinders of a thermal engine as well as to the corresponding motor vehicle.
  • the invention applies to the field of command control of motor vehicles equipped with a spark-ignition thermal powertrain (GMP) with a gearbox of the manual (BVM), automated (BVA), piloted (BVMP) type. ) or dual clutch (DCT).
  • GMP spark-ignition thermal powertrain
  • BVM manual
  • BVA automated
  • BVMP piloted
  • DCT dual clutch
  • a vehicle equipped with a controlled-ignition thermal powertrain operating for example on gasoline is in a manner known per se equipped with a supervisor making it possible to choose the operating points of the components of the vehicle, in particular of the thermal engine, in order to respect the driver's wishes in terms of torque required.
  • the ignition advance (AA) defines the angle of rotation which separates the instant of spark from top dead center.
  • the ignition advance is adapted according to the engine parameters.
  • the ignition advance is limited by engine constraints.
  • the advance is too large, the spark occurs too soon, the propagation of the flame front is slower because the density of the fuel is insufficient. Combustion is not complete at the time of passing top dead center, so that the part of the unburned fuel reaches its self-ignition threshold at the time of compression along the walls, which causes the knocking phenomenon.
  • the engine then does not work optimally and its acceleration is weak.
  • the torque produced by the engine to respond to the torque desired by the driver depends on the quantity of fuel injected, the quantity of air present in the combustion chamber, and the ignition time to trigger combustion. For a given quantity of air and for a quantity of fuel injected, we find the torque profile produced by the engine as a function of the ignition advance shown on the figure 1 . Thus at iso consumption (in air and in fuel), the engine will provide maximum torque at its optimum advance, so that its efficiency will be maximum.
  • the invention thus makes it possible to improve driving pleasure and the performance of the vehicle, in particular during phases of very low torque settings.
  • an optimization of the number of cylinders used to generate the requested torque makes it possible to reduce consumption, the injection of fuel into the non-useful cylinders being saved.
  • the fact of cutting off the injection on certain cylinders makes it possible to overcome the problems linked to mechanical malfunctions or problems linked to the limits of the engine control, such as knocking, or the monitoring of low torque setpoints.
  • the method comprises the step of reducing the ignition advance until the advance limit is reached. ignition then to increase the ignition advance after the injection of a cylinder has been cut off so as to compensate for a loss of torque due to the cutoff of the injection of said cylinder in order to then decrease the advance again ignition to the ignition advance limit.
  • the maximum number of cylinders whose injection is authorized to be cut off is limited to the number of cylinders of the heat engine minus one.
  • the order of priority is assigned in ascending order to the driving pleasure module, to the emergency braking management module and to the gearbox management module.
  • the threshold value of the engine speed is of the order of 1500 revolutions/min.
  • the threshold value of the setpoint torque is of the order of 30 N.m.
  • the invention also relates to a motor vehicle according to claim 8.
  • FIG. 2 shows a schematic representation of the modules of a torque control management system of a heat engine according to the invention
  • FIG. 3 shows a schematic representation of the modules ensuring the determination of the maximum number of cylinders whose injection is authorized to be cut off;
  • FIG 4 shows a diagram of the evolution as a function of time of various parameters of the engine including the activation state of the cylinders during the implementation of the method according to the invention during monitoring of a setpoint torque.
  • FIG. 2 presents a system 1 for managing the torque control of a spark-ignition heat engine integrated into an engine computer.
  • This system 1 includes a module 2 for interpreting the driver's wishes.
  • This module 2 is able to determine the setpoint torque Ce from the engine speed Wm, from a gear ratio R engaged, and from a position P of the accelerator pedal actuated by the driver in order to transcribe the driver's will to accelerate.
  • Cf of engine losses is the torque required by the engine to move the vehicle, taking into account in particular the engine friction as well as the losses linked to the accessories, such as the alternator.
  • a module 4 handles the management of the emergency braking torque requirements to ensure in particular the anti-skid of the vehicle.
  • a module 5 manages the torque requirements linked to the limitations of the vehicle's gearbox.
  • a module 6 ensures the management of the selective cut-off of the cylinders, that is to say an injection cut-off on a certain number of cylinders of the engine from information relating to the number of cylinders whose injection is authorized to be cut from the different modules 3 to 5.
  • the driving pleasure module 3 determines a number N1 of cylinders the injection of which is authorized to be cut off in a report established according to the engine speed Wm and a maximum torque Cmax achievable by the internal combustion engine.
  • the emergency braking management module 4 determines by calibration a number N2 of cylinders whose injection is authorized to be cut according to the engine load Ch and the engine speed Wm. Indeed, the more the engine is loaded, less it will be possible to cut cylinders in order to be able to carry out this load. It will not be possible to request a heavy load on a single cylinder, for example.
  • the gearbox management module 5 determines by calibration the number N3 of cylinders the injection of which is authorized to be cut off in gear change and in speed regulation.
  • the module 6 then ensures, via a module 6.1, the synthesis of the selective cut-off requests according to a level of priority assigned to the modules 3-5 to determine a number N′ of cylinders whose injection is authorized to be cut . If necessary, this number N′ may be limited by the module 6.2 in order to determine a number Nmax of cylinders whose injection is authorized to be cut equal to the maximum of the number of cylinders of the engine less one. Indeed, at least one cylinder must be in working order otherwise the engine is stopped and the cut is then no longer selective but total.
  • the driving pleasure module 3 authorizes the injection cut-off of two cylinders while the gearbox management module 5 authorizes the injection cut-off of a single cylinder, then only the injection cut-off of a single cylinder will be authorised. Thanks to this strategy, it is possible to manage the situations of life of the vehicle requiring the cut of the injection as well as the number of cylinders to be cut without risking to degrade mechanical elements or the behavior of the vehicle vis-à-vis the braking of emergency or driving pleasure.
  • Module 6 sends a signal corresponding to the maximum number of cylinders Nmax whose injection is authorized to be cut off to an injection management module 7 belonging to the engine stratum (cf. figure 2 ).
  • the module 6 also ensures the transmission of a second signal SA corresponding to the management of the activation and deactivation of the injection cut-offs of the cylinders according to the setpoint monitoring needs and the needs linked to safety. Priority is given to safety needs, the aim being to protect the operation of the engine and of the vehicle, as well as its occupants. Thus, the selective cut-off of one or more cylinders is activated when a security problem is detected in order to avoid damaging elements of the traction chain.
  • These safety problems may consist of the appearance of the knocking phenomenon, a malfunction of a dual mass flywheel associated with the crankshaft, or an injection fault.
  • An injection fault will for example be detected by the engine computer when an engine torque corresponding to a quantity of fuel, however sent to the injectors, is not produced by the engine. In this case, provision is made to cut the cylinder whose injection is faulty.
  • the malfunction of the dual damping flywheel is detected when, although it is activated, the dual damping flywheel fails to compensate for oscillations in the engine speed.
  • the deactivation of the selective cut-off of a cylinder is carried out according to the evolution of the set torque Ce and therefore of the evolution of the will of the driver via the pedal. Indeed, if the setpoint torque Ce increases, then it is no longer necessary to cut off the injection of cylinders.
  • the deactivation of the selective cut is carried out according to the evolution of the torque requirements of the module 4 for managing the emergency braking and of the module 5 for managing the gearbox.
  • the setpoint torque Ce decreases while the previously defined cut-off criteria are respected.
  • the ignition advance AA decreases until it reaches its minimum limit AAmin.
  • the engine torque Cm then decreases to the torque CAAmin which can be reached by modifying the ignition advance.
  • the minimum limit of the ignition advance AAmin is defined by the constraints of the engine and therefore cannot be modified.
  • the injection of a cylinder is cut off to reduce the minimum achievable engine torque CAAmin. This reduction in minimum torque makes it possible to raise the ignition advance. Indeed, this increase in the ignition advance AA is such that it makes it possible to compensate for the loss of torque and therefore the drop in the setpoint efficiency ⁇ cons following the cutoff of the injection of the cylinder.
  • the ignition advance AA can then decrease again until it once again reaches its minimum limit AAmin.
  • the injection of one cylinder will then be cut off again, which will make it possible to increase the ignition advance AA.
  • these steps are repeated as many times as there are cylinders whose injection is allowed to be cut off. The more the injection of cylinders is cut off, the lower the torque Cm produced may be.
  • phase P2 the maximum number Nmax of cylinders whose injection is authorized to be cut is reached. Given that the setpoint torque Ce is greater than the minimum torque that can be reached CAAmin in a configuration of operation of the one-cylinder engine, the engine torque Cm can still follow the torque setpoint Cc.
  • phase P3 the setpoint torque Ce continues to decrease below the torque CAAmin. However, it is no longer possible to follow the set torque Ce given that it is not possible to cut the injection of an additional cylinder and that the ignition advance AA is limited by its terminal minimum AAmin. The efficiency ⁇ cons drops. This life situation is dangerous in that the catalyst deteriorates if the ignition advance AA is maintained for too long a time at its minimum. As soon as the torque setpoint Ce returns above the minimum attainable CAAmin, the motor torque Cm can then again follow the setpoint torque Ce so that the efficiency ⁇ cons increases.
  • phase P4 unlike phase P1, when the setpoint torque Ce increases, injection is again authorized in the cylinders whose injection was previously cut off. After each activation, the torque CAAmin corresponding to the minimum ignition advance limit increases, so that it is possible to decrease the ignition advance AA to compensate for the increase in torque and therefore the drop in the target efficiency due to the additional cylinder. It is then possible to gradually increase the ignition advance AA to follow the torque setpoint Ce up to the new torque CAAmin that can be achieved with an additional cylinder. When all the cylinders are activated, it will be possible to modify only the ignition advance AA to follow the increase in the setpoint torque Cc.
  • the injection of one or more cylinders may be cut off before the ignition advance AA reaches the expected levels. during setpoint tracking.
  • the emergency braking management module 4 such as an ESP system (acronym for "Electronic Stability Program")
  • the maximum number of cylinders Nmax whose injection is authorized to be cut is determined solely from the values returned by module 2 driving pleasure and the gearbox management module 5.
  • the threshold values V1 and V2 can be adapted according to the application.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP13803158.8A 2012-12-04 2013-11-20 Procédé de coupure sélective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et véhicule automobile correspondant Active EP2929168B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1261586A FR2998923B1 (fr) 2012-12-04 2012-12-04 Procede de coupure selective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et vehicule automobile correspondant
PCT/FR2013/052801 WO2014087067A1 (fr) 2012-12-04 2013-11-20 Procede de coupure selective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et vehicule automobile correspondant

Publications (2)

Publication Number Publication Date
EP2929168A1 EP2929168A1 (fr) 2015-10-14
EP2929168B1 true EP2929168B1 (fr) 2023-05-03

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EP13803158.8A Active EP2929168B1 (fr) 2012-12-04 2013-11-20 Procédé de coupure sélective de l'injection d'un ou plusieurs cylindres d'un moteur thermique et véhicule automobile correspondant

Country Status (4)

Country Link
EP (1) EP2929168B1 (zh)
CN (1) CN104968919B (zh)
FR (1) FR2998923B1 (zh)
WO (1) WO2014087067A1 (zh)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3032490A1 (fr) * 2015-02-10 2016-08-12 Peugeot Citroen Automobiles Sa Procede de coupure selective de l'injection d'un ou plusieurs cylindres
CN106837565A (zh) * 2017-01-25 2017-06-13 中国第汽车股份有限公司 内燃机智能功率分配系统
DE102017216978B4 (de) * 2017-09-25 2021-03-04 Audi Ag Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4239711B4 (de) * 1992-11-26 2005-03-31 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE4334864C2 (de) * 1993-10-13 2003-01-30 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE4445462B4 (de) * 1994-12-20 2008-03-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine eines Fahrzeugs
DE19913272B4 (de) * 1999-03-24 2009-05-20 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4366855B2 (ja) * 2000-10-03 2009-11-18 トヨタ自動車株式会社 筒内噴射式内燃機関の制御装置
WO2006098133A1 (ja) * 2005-02-23 2006-09-21 Toyota Jidosha Kabushiki Kaisha 内燃機関の動弁装置
US7757666B2 (en) * 2007-11-05 2010-07-20 Gm Global Technology Operations, Inc. Cylinder fueling coordination for torque estimation and control

Also Published As

Publication number Publication date
EP2929168A1 (fr) 2015-10-14
FR2998923B1 (fr) 2014-12-12
CN104968919B (zh) 2018-08-17
FR2998923A1 (fr) 2014-06-06
CN104968919A (zh) 2015-10-07
WO2014087067A1 (fr) 2014-06-12

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