Classifications

• • 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
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/152—Digital data processing dependent on pinking
  • F02P5/1526—Digital data processing dependent on pinking with means for taking into account incorrect functioning of the pinking sensor or of the electrical means
• • 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
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D41/1402—Adaptive control
• • 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
  • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
  • F02P5/15—Digital data processing
  • F02P5/152—Digital data processing dependent on pinking
  • F02P5/1527—Digital data processing dependent on pinking with means allowing burning of two or more fuels, e.g. super or normal, premium or regular
• • G—PHYSICS
  • G01—MEASURING; TESTING
  • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
  • G01L23/00—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid
  • G01L23/22—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines
  • G01L23/221—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines
  • G01L23/225—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines circuit arrangements therefor
  • G01L23/227—Devices or apparatus for measuring or indicating or recording rapid changes, such as oscillations, in the pressure of steam, gas, or liquid; Indicators for determining work or energy of steam, internal-combustion, or other fluid-pressure engines from the condition of the working fluid for detecting or indicating knocks in internal-combustion engines; Units comprising pressure-sensitive members combined with ignitors for firing internal-combustion engines for detecting or indicating knocks in internal combustion engines circuit arrangements therefor using numerical analyses
• • 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
  • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
  • F02P17/12—Testing characteristics of the spark, ignition voltage or current
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to the field of control spark ignition engines and more specifically to the ignition advance calculation systems.
• An internal combustion engine (designation referring to the internal combustion that characterizes it) and spark ignition is fed, during each cycle (four-stroke cycle or two-stroke), a mixture comprising air and fuel (air / fuel mixture).
• a four-stroke engine the engine comprising at least one cylinder and a movable piston in the cylinder.
• Each cycle comprises four times, hereinafter called phases, and in particular, a “combustion-expansion” phase downstream of a “compression” phase.
• This "combustion-expansion" phase is initiated by an ignition, via a spark plug, of the compressed air / fuel mixture.
• ignition is triggered upstream of an extreme position called top dead center (TDC) of the piston in the cylinder, at the end of the compression phase.
• TDC top dead center
• the engine manufacturers use a parameter allowing the air / fuel mixture to ignite at the most favorable moment called "ignition advance" corresponding to an angular deviation (or angle of rotation) having for reference a crankshaft, between the instant of ignition and the moment of passage of the piston in the top dead center position (TDC), the top dead center position being the reference position.
• Spark ignition engines are subject to rattling, a phenomenon of autoignition known to engine manufacturers, causing off-season combustion of a part of the air / fuel mixture independently of a spark of the spark plug.
• the rattling can cause noise within the cabin and accelerated degradation of the engine elements (including pistons).
• the appearance of rattling is attributable to various factors, such as the use of a degraded fuel.
• a degraded fuel is a fuel having a lower octane number, that is, a less refined fuel.
• the spark ignition engines are programmed to operate with a fuel having a predefined RON depending on the geographical area in which the vehicle will be used, this setting to avoid the rattling.
• This curative correction aims at, at least, quickly reduce the phenomenon of rattling when it appears.
• This curative correction consists in applying a withdrawal before ignition at each detection of the knock and then return to a predefined ignition advance when there is no knocking over a sufficiently long duration (approximately equal to 10s).
• an adaptive correction that uses all or part of the curative correction to perform a series of operations (including an average of curative corrections) to obtain a withdrawal or an addition of advance to ignition applied during prolonged rattling, usually due to the use of degraded fuel.
• French patent FR 2337261 proposes a solution for inhibiting rattling, when a knock sensor is defective. This solution consists of no longer using corrective and adaptive corrections, distorted by the knock sensor defect, and activating a predefined fault correction. This predefined fault correction provides sufficient ignition advance delay to prevent rattling.
• Such a method effectively stops the rattling to protect the engine, but simultaneously lowers the effectiveness of it.
• the failure ignition advance applied in the event of a fault in the knock sensor, reduces the predefined ignition advance, which causes, among other things, an increase in the fuel consumption as well as a drop in engine power.
• the current engines need to consume less and less fuel, without reducing the power of the vehicle, in each phase of life of the vehicle.
• the phases of life of the vehicle can be a cold engine operation, a hill start but also a malfunction in a motor sensor. It would therefore be advantageous to establish a method making it possible, during a fault in the knock sensor, to define an ignition advance close to the ignition advance used during a faultless operation of the engine and establishing a safety threshold to prevent rattling.
• a first objective is to provide a method for adjusting ignition timing of an internal combustion engine, as a function of a defect of a knock sensor of the engine.
• a second objective is to provide a spark advance control method of an internal combustion engine, providing optimum efficiency to the engine operation while stopping the rattling.
• a third objective is to use a value of a last value of a calculated adaptive correction, in order to establish a correction ignition advance, during a detection of knock failure.
• a fourth objective is to propose a motor vehicle comprising a motor whose ignition advance is controlled by a computer using a method meeting the first three objectives.
• an ignition advance adjustment method for the management of the defects of a knock sensor comprising the operations consisting, for a computer, in :
• the method further comprising the steps of:
• the adaptive correction is limited by an addition inhibition value, defining a limited ignition advance
• the correction ignition advance is the sum of the limited ignition advance and a lump sum advance withdrawal
• the adaptive correction is limited by a predefined maximum saturation, defining a limited ignition timing
• the correction ignition advance is the sum of the limited ignition advance and an unsafe value.
• Figure 1 shows a motor vehicle comprising a spark ignition engine
• Figure 2 schematically shows a spark ignition engine linked to a computer and a knock sensor
• FIG. 3 is a diagram illustrating the operation of an ignition advance setting method for the control of faults of a knock sensor, here in the faultless operating position.
• FIG 1 a vehicle 1 automobile comprising a spark ignition engine 2 (more commonly called gasoline engine).
• a spark ignition engine 2 more commonly called gasoline engine.
• the engine 2 comprises, at least, a cylinder 3 defining a combustion chamber 4, as shown schematically in Figure 2, which is associated in an upper portion, a spark plug 5 for producing a spark necessary for combustion of an air / fuel mixture.
• the cylinder 3 is on the one hand associated with an intake valve 6 which controls an admission of the air / fuel mixture inside the combustion chamber 4 through an intake manifold 7, and on the other hand to a exhaust valve 8 which controls an evacuation of exhaust gas, resulting from the combustion of the air / fuel mixture, out of the combustion chamber 4 by an exhaust pipe 9.
• a spark ignition engine 2 may comprise between three and twelve cylinders 3 which, for each cylinder 3, is associated with a spark plug 5.
• the engine 2 operates according to a four-phase cycle defined in the following order: an intake phase, a compression phase, a combustion and expansion phase, and an exhaust phase.
• the work produced by a motor 2 comes from the combustion, initiated by the ignition plug 5 of the air / fuel mixture compressed within the cylinder 3 by a piston 10 moving along a rectilinear translation along the chamber 4 of combustion, alternatively between an extreme high position and an extreme position relative to the cylinder, respectively called the High Dead Point (TDC) position and the Low Dead Position (TDC) position.
• the reciprocating movement of the piston 10 enables the rotation of a crankshaft 11 by means of a connecting rod 12 connecting the piston 10 to the crankshaft 11.
• the ignition of the air / fuel mixture occurs upstream of the so-called top dead center (TDC) position of the piston 10 at the end of the compression phase.
• TDC top dead center
• the engine manufacturers define a parameter called "ignition advance" corresponding to an angular difference (expressed for example in degrees), having for reference the crankshaft 11, between the moment of ignition and the ignition. moment of the passage of the piston 10 in position High Dead Point (TDC), the position High Dead Point (PMH) of the piston 10 corresponding to the reference position.
• a predefined ignition advance is calibrated at the factory providing initial operation to the engine 2.
• the spark plugs 5 are controlled by a computer 13.
• the computer 13 comprises the acquisition, processing and control means required for the implementation of the adjustment method before ignition of the invention.
• the computer 13 makes it possible, thanks to feedback from the various sensors, to independently control the ignition of each cylinder 3 and therefore their ignition advance.
• the computer 13 is thus connected to various sensors that provide real-time data from the vehicle 1 and more particularly from the engine 2. Among these data, the presence and the intensity of the rattling, for example via a sensor 14 of piezoelectric clatter.
• the spark ignition engine 2 is subjected to rattling, a self-ignition phenomenon known to engine manufacturers, causing the combustion of a part of the air / fuel mixture independently of the spark ignition spark ignition spark 5 and causing in particular noise in the cabin, accelerated degradation of the engine elements (including pistons) or an increase in fuel consumption.
• the calculator 13 thus comprises various complementary corrections between them, which may be applied during the detecting the knocking by the knock sensor 14, the latter making it possible to modify the ignition advance to stop the knock.
• the rattling may be present either punctually or continuously.
• This curative correction consists in applying a curative correction, corresponding to the application of a curative withdrawal (value preset during programming, for example equal to 7 °) on the predefined ignition advance, at each detection of the clinking , then to return to the predefined ignition advance when there is no more rattling for a sufficiently long duration (for example equal to 10s).
• the computer 13 applies an adaptive correction 15 that recovers all or part of the curative correction in order to perform a series of operations (and in particular an average of the curative corrections) making it possible to apply a withdrawal or a calculated addition (value calculated according to a predefined model) on the predefined ignition advance.
• the adaptive correction 15 is thus implemented especially when the occurrence of rattling comes from the use of a degraded fuel, since, in this case, it is necessary to adapt the advance to ignition of the engine 2 over a long period.
• FIG. 3 diagrammatically shows an adaptive correction comprising an adaptive calculation, which makes it possible to define the ignition advance transmitted by the adaptive correction, an adaptive restitution that can be assimilated to a memory that stores a last one.
• adaptive correction calculated by the adaptive calculus.
• a controlled switch 18 at the end of calculation makes it possible to automatically disconnect the adaptive calculation 16 and the adaptive reproduction 17, as a function of a selection value 19a.
• a method 20 for adjusting the ignition advance for the control of the faults of the knock sensor 14 makes it possible to define a correction ignition advance 21, which offers optimal operation without clashing the engine 2.
• the method 20 uses a detector 22 of defects of the sensor 14 of rattling, able to detect a problem in the operation of the knock sensor 14 and to transmit what it has detected via a selection value 19a and 19b.
• the method 20 also uses a memory 23 adapted to record data 24 to 27 memory defined during the design of said method 20.
• These data 24 to 27 memory are, in our example, a predefined maximum saturation 24 (here, a real positive number), an addition inhibition value (here, equal to 0), an unsafe value 26 (here, equal to 0) and a withdrawal 27 in advance at the standard ignition (here , a negative real number).
• the method 20 further uses a switch 28 controlled non-addition and a switch 29 controlled protection.
• Each controlled switch automatically selects a datum 24 to 27 memory, on both data 24 and 25 or 26 and 27 memory at its disposal, depending on the value 19b selection.
• a maximum value comparison gate 30 transmitting an input value, of this comparison gate 30, limited, in maximum value, by a limiting value 31, and a gate 32 sum capable of Adding several values together is part of the ignition advance setting process for the control of the knock sensor defects.
• the selection value 19a controls the closing of the controlled switch 18 at the end of calculation, which links the adaptive computation and the adaptive restitution, making it possible to update, in the adaptive restitution, the last value calculated by the adaptive computation.
• the selection value 19a controls the opening of the controlled switch 18 of FIG. end of computation, which disjoins the adaptive computation and the adaptive restitution 17, making it possible to retain, in the adaptive rendering 17, the last value calculated by the adaptive computation 16 before appearance of the defect.
• the switch 28 transmits, when no problem is detected in the sensor 14 of rattling by the detector 22 of defects, the pre-defined maximum saturation (here, a positive real number) and, when a problem is detected in the knock sensor 14 by the defect detector 22, the addition inhibition value (here, equal to 0).
• the comparison gate 30 transmits a limited ignition advance 33 equal to the adaptive restitution 17 limited, in maximum value, by the data 24 or 25 memory selected by the switch 28, depending on the detection or not of a problem in the sensor 14 rattling by the detector 22 defects.
• the switch 29 transmits, when no problem is detected in the sensor 14 of rattling by the detector 22 of defects, the value 26 unsafe (here, equal to 0) and, when a problem is detected in the sensor 14 of rattling by the detector 22 of defects, the withdrawal 27 in advance lump sum ignition (here, a negative real number).
• the sum gate 32 transmits the advance ignition 21 correction equal to the sum of the ignition advance 33 limited, transmitted by the gate 30 of comparison, and the data 26 or 27 selected memory by the switch 29, depending on the detection or not of a problem in the sensor 14 rattling by the detector 22 defects.
• the adaptive rendering 17 of the adaptive correction 15 is limited in advance addition to ignition by the predefined maximum saturation 24 (here, a positive real number) then transmitted as a limited ignition advance 33 by the maximum value comparison gate.
• This limited ignition advance 33 is added, by the gate 32 sum, with the value 26 unsafe (here, equal to 0) transmitted by the controlled switch 29 protection.
• the correction ignition advance 21, transmitted at the output of the gate 32 sum is therefore the adaptive restitution 17 of the adaptive correction, limited in addition by the predefined maximum saturation 24 (here, a positive real number).
• the selection value 19a controls the opening of the controlled switch 18 at the end of the calculation, making it possible to automatically disconnect the adaptive calculation 16 and the adaptive restitution.
• the last stored adaptive restore value 17 before the appearance of the fault is limited in addition to the ignition by the addition inhibition value (here, equal to 0) and then transmitted, as a forward to ignition 33 limited, by the maximum value comparison gate.
• This limited ignition advance 33 is added, by the gate 32 sum, with the advance withdrawal 27 at the standard ignition (here, a negative real number) transmitted by the controlled switch 29 of protection.
• the correction ignition advance 21, transmitted at the output of the gate 32 sum is therefore the last stored adaptive playback value 17 before occurrence of the fault, inhibited by addition by the value of addition inhibition (here, equal to 0) then added the withdrawal 27 in advance to the standard ignition (here, a negative real number), providing a threshold additional security to reduce the risk of rattling.

Landscapes

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

Applications Claiming Priority (2)

Publications (1)

Family

ID=51932477

Family Applications (1)

Country Status (4)

Citations (1)

Family Cites Families (10)

• 2014
  • 2014-09-24 FR FR1459036A patent/FR3026145B1/fr active Active
• 2015
  • 2015-08-17 EP EP15760215.2A patent/EP3198136A1/de not_active Withdrawn
  • 2015-08-17 WO PCT/FR2015/052211 patent/WO2016046460A1/fr not_active Ceased
  • 2015-08-17 CN CN201580051351.8A patent/CN107076098B/zh active Active

Patent Citations (1)

Also Published As

Similar Documents

Legal Events