EP3420214B1 - Vorrichtung zur präventiven handhabung von abnormaler verbrennung in einer brennkraftmaschine - Google Patents

Vorrichtung zur präventiven handhabung von abnormaler verbrennung in einer brennkraftmaschine Download PDF

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Publication number
EP3420214B1
EP3420214B1 EP17707602.3A EP17707602A EP3420214B1 EP 3420214 B1 EP3420214 B1 EP 3420214B1 EP 17707602 A EP17707602 A EP 17707602A EP 3420214 B1 EP3420214 B1 EP 3420214B1
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Prior art keywords
fouling
engine
counter
cal
calculation
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EP17707602.3A
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English (en)
French (fr)
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EP3420214A1 (de
Inventor
Philippe Quie
Jean Louis CHARRIER
Jonathan DELMACHE
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PSA Automobiles SA
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PSA Automobiles SA
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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
    • 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
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2250/26—Control of the engine output torque by applying a torque limit

Definitions

  • the present invention relates to a method for the preventive management of abnormal combustions in a heat engine.
  • the invention finds a particularly advantageous, but not exclusive, application in the field of motor vehicles equipped with a petrol-type heat engine.
  • the "rumble” generates vibrations called “rumble blows” in the following description associated with a thud in the combustion chamber constituting an inconvenience for the driver, with a high risk of engine failure. These vibrations have a frequency between 600 Hz and 1200 Hz. These vibrations are transmitted from the combustion chamber to the connecting rods and the crankshaft (unlike rattling, whose vibration between 5000 Hz and 15000 Hz is felt only in the chamber combustion). The rumble is caused by an increase in pressure in the combustion chamber, as well as an ignition too early or multiple hot spots in the combustion chamber.
  • a process aimed at eliminating the "rumble” phenomenon consists in detecting abnormal combustions via an accelerometer placed on the engine block, then cutting off the injection on the cylinders affected by the phenomenon. In case the combustions abnormal persist, the process applies a load limitation on the entire motor field.
  • the document EP26771451 also illustrates a method of load limitation.
  • the invention thus makes it possible to implement a preventive method of protection against abnormal combustions due to fouling of the combustion chamber of the thermal motor. Unlike existing curative procedures, the invention aims to avoid that abnormal combustions appear. In addition, the invention has the advantage of being inexpensive, since it can be integrated by software development into the engine control unit without adding any additional components.
  • the operating point of the heat engine is defined by an engine speed, a manifold pressure, an engine load, and a coolant temperature.
  • the step for calculating the amount of oil is based on an incrementing counter according to a map of increment of oil supply indexed in engine speed and in manifold pressure, and d '' a map transforming a value from the counter into a weighting factor for the calculation of the final fouling.
  • the step for calculating the final fouling is carried out by multiplying a value from the basic fouling counter with the weighting factor from the calculation of the quantity of oil supplied to the cylinder.
  • a value obtained following the step of calculating final fouling feeds a counter, called a final fouling counter, incrementing or decrementing as a function of the operating point of the heat engine.
  • the value from the counter is stored in a memory so as to ensure continuity of calculation of the final fouling between each start of the thermal engine.
  • the load limitation is calculated by means of a map indexed by the value of the final fouling counter and the engine speed.
  • the invention also relates to an engine computer comprising a memory storing software instructions for the implementation of the control method as defined above.
  • the figure 1 illustrates functionally a system 10 implementing a combustion engine combustion control method making it possible to deal with a phenomenon called "rumble" where the air / fuel mixture ignites at a place different from that initiated by the spark plug. ignition on.
  • the mixture can ignite before the spark with the candle or after the spark with the candle (this is called late rumble).
  • the "rumble” generates vibrations, called “rumble” shots 101 in the following description, associated with a thud in the combustion chamber constituting an inconvenience for the driver, with a high risk of engine failure. These vibrations have a frequency between 600 and 1200 Hz. These vibrations are transmitted from the combustion chamber to the connecting rods and the crankshaft (unlike rattling, whose vibration between 5000Hz and 15000Hz is only felt in the combustion chamber) .
  • the "rumble" phenomenon generally appears in an engine speed zone of between 1000 and 3000 rpm and with high air filling, for example following the actuation of a turbocharger.
  • the rumble 101 shots are detected by means of a sensor 100 mounted on the engine block. This sensor 100 is also used to detect the rattling of the engine.
  • action 104 of preventive type consisting in avoiding the appearance of the "rumble” and actions 102, 103 of curative type aimed at treating the "rumble" following its appearance.
  • the preventive action 104 notably consists in limiting the load of the engine Lim_ChE as a function of a level of fouling of the combustion chamber.
  • the curative type actions 102, 103 there is a set of curative actions 102, said to be immediate, and a set of curative actions 103 carried out on a driving cycle ("driving-cycle" in English) corresponding to a series of one or more successive runs without resetting an engine control unit.
  • the time scales in particular the duration of monitoring before activation of the curative action 102, are very short, of the order of a few Top Dead Center (or TDC) or even a few seconds.
  • the curative actions 103 carried out on a driving cycle the time scales, in particular the duration of monitoring before activation of the curative action 103, are longer than for the immediate curative actions 102, of the order of several minutes.
  • the curative actions 102, 103 may consist of a load limitation allowing the thermal engine to be brought back to a point of operation with unfavorable "rumble" filling (from a few filling points to full atmospheric load). The feeling for the driver then varies from almost zero feeling to a noticeable loss of performance.
  • the load limitation Lim_ChR is applied temporarily when the causes of the "rumble” are reversible, for example in the event of fouling of the combustion chamber, or else of permanently Lim_ChI when the causes of the "rumble” are irreversible, for example when the engine part breaks.
  • a current load limit Lim_ChC is configured which has a rapid effect with a level of limitation located just enough to make the "rumble" disappear.
  • the drop in load Lim_ChC is determined from the use of the iso-probability curve for the appearance of the "rumble”.
  • Activation of a specific fuel enrichment R_Spe makes it possible to cool the air / fuel mixture. Indeed, according to a new enrichment instruction, fuel is added to the air / fuel mixture so as to cool this mixture. This has the effect of improving the thermal conditions in the combustion chamber to reduce the risk of occurrence of the "rumble". This action R_Spe, quick to implement, presents no feeling for the driver, except for a very small increase in its fuel consumption.
  • injection patterns R_Inj associated with specific advance settings allows enough fuel to be injected into the cylinder to allow mixing with the air without, however, risking self-ignition. Thus, part of an amount of fuel to be injected is injected during an engine cycle during of an intake phase and the remaining part of the quantity of fuel during a combustion phase. This R_Inj action has no impact on the driver.
  • the C_Inj injection cut-off cuts off the fuel supply inside the combustion chamber of a cylinder in which the "rumble" appears. The combustion is therefore no longer done and the "rumble” ceases.
  • This action C_Inj has the consequence of causing a feeling of jerk for the driver and is therefore generally implemented as a last resort.
  • a method 106 makes it possible to limit the load on the engine as a function of an advance efficiency at maximum ignition or a variation in advance at maximum ignition, referenced in both cases Lim_Low, minimizing the risk of appearance of rattling and the "rumble" phenomenon while taking into account an octane number of the fuel.
  • the method 106 also makes it possible to limit the knocking Lim_Cli.
  • preventive action 104 aims to preventively protect the engine from the “rumble” phenomenon appearing due to fouling of the combustion chamber is detailed below.
  • the fouling of the combustion chamber is a phenomenon leading to considerably increasing the risks of occurrence of the "rumble".
  • the oil is deposited at a segment of a piston, and when the piston rises to its top dead center, the oil film breaks and droplets are projected. These droplets contain reactive compounds which, depending on temperatures and pressures, vaporize and self-ignite, which leads to the "rumble" phenomenon.
  • the role of the preventive process is then to limit the load of the thermal engine Lim_ChE according to a fouling rate of the combustion chamber so as to avoid a risk of appearance of the "rumble".
  • a module 12 receives as input Inf_F information linked to the current operating point of the heat engine, such as an engine speed, a manifold pressure, an engine load and a water temperature.
  • the module 13 calculates a final fouling Cal_EnF of the combustion chamber in three stages.
  • a qualitative calculation of fouling called basic Cal_EnB
  • the module 14 is performed by the module 14 as a function of an operating point. More precisely, the qualitative calculation of the basic fouling Cal_EnB is based on a counter being a representation of basic fouling. This counter is incremented according to information from the operating point.
  • This calculation is based on the use of an increment mapping, for a cold oil temperature, indexed in engine speed and in manifold pressure, of an increment mapping, for a hot oil temperature, indexed in engine speed and in manifold pressure, and a barycenter whose center is the value of the water temperature.
  • the calculation result is the value of the basic fouling counter from the barycenter.
  • a calculation of the quantity of oil Cal_Qh supplied to the cylinder is carried out by the module 15 as a function of the current operating point of the heat engine. More precisely, the calculation of the quantity of Cal_Qh oil supplied to the cylinder is based on a counter representing the quantity of Cal_Qh oil supplied to the cylinder. This counter is incremented or decremented according to the information of the operating point. This calculation is based on the use of an oil supply increment / decrement map, indexed in engine speed and manifold pressure, and a map transforming the value from the counter into a weighting factor for the calculation of final fouling Cal_EnF. The value from the counter is saved in a memory, for example of the EEPROM type, so as to ensure the continuity of the calculation of a fouling rate between each start of the thermal engine.
  • a calculation of the final fouling Cal_EnF of the combustion chamber is carried out by the module 13 according to the two previous calculations Cal_EnB and Cal_Qh. More precisely, the calculation of the final fouling Cal_EnF is carried out by multiplying the value from the basic fouling counter with the weighting factor from the calculation of the quantity of oil Cal_Qh brought into the cylinder. The value from this multiplication feeds a counter which is incremented or decremented according to the operating point. The value from the final fouling counter is saved in a memory, for example of the EEPROM type, so as to ensure the continuity of the calculation of the fouling rate between each engine start-up. Finally, the module 16 limits the load of the thermal engine Lim_ChE according to the final fouling previously calculated.
  • a maximum admissible load is calculated by a map indexed by the value of the counter for final fouling and engine speed. This maximum admissible load saturates the load instruction of the heat engine, and thus makes it possible not to enter in "rumble" condition.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Claims (8)

  1. Verbrennungssteuerverfahren einer Brennkraftmaschine, um sie vor einer anormalen Verbrennungserscheinung zu schützen, die Schwingungen in einem Zylinder, die "Stöße" (101) genannt werden, erzeugt, wobei die Schwingungen eine Frequenz zwischen 600 Hz und 1200 Hz aufweisen, wobei das Verfahren Folgendes umfasst einen Berechnungsschritt einer Lastbegrenzung (Lim_ChE) der Brennkraftmaschine in Abhängigkeit von einem Verschmutzungsniveau einer Brennkammer,
    einen Schritt des Anwendens der Lastbegrenzung (Lim_ChE) an die Brennkraftmaschine,
    wobei der Berechnungsschritt der Lastbegrenzung Folgendes umfasst:
    - einen Schritt zum Bestimmen eines aktuellen Betriebspunkts der Brennkraftmaschine;
    - einen qualitativen Berechnungsschritt einer Verschmutzung der Brennkammer (Cal_EnB) der Brennkraftmaschine in Abhängigkeit von dem Betriebspunkt,
    - einen Berechnungsschritt einer Ölmenge (Cal_Qh), die in einen Zylinder der Brennkraftmaschine in Abhängigkeit von dem Betriebspunkt zugeführt wird,
    - einen Berechnungsschritt einer Endverschmutzung (Cal_EnF) der Brennkammer in Abhängigkeit von den Resultaten, die von den vorhergehenden Berechnungen geliefert werden, und
    - einen Berechnungsschritt der Lastbegrenzung (Lim_ChE) in Abhängigkeit von der Endverschmutzung,
    wobei der qualitative Berechnungsschritt der Verschmutzung (Cal_EnB) dadurch gekennzeichnet ist, dass er auf einem Zähler basiert, der Basisverschmutzungszähler genannt wird, der in Abhängigkeit von einer ersten Inkrementkartographie für eine Kaltöltemperatur, die in Motordrehzahl und in Krümmerdruck indexiert ist, weitergeschaltet wird, von einer zweiten Inkrementkartographie bezüglich einer Heißöltemperatur, die in Motordrehzahl und Krümmerdruck indexiert ist und eines Baryzentrums bezüglich einer Kühlflüssigkeitstemperatur weitergeschaltet wird.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass der Betriebspunkt der Brennkraftmaschine durch eine Motordrehzahl, einen Krümmerdruck, eine Motorlast und eine Kühlflüssigkeitstemperatur definiert ist.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass der Berechnungsschritt der Ölmenge (Cal_Qh) auf einem Zähler basiert, der in Abhängigkeit von einer Ölzufuhr-Inkrementkartographie erhöht wird, die in Motordrehzahl und Krümmerdruck indexiert ist, und einer Kartographie, die einen Wert, der aus dem Zähler hervorgeht, in einen Gewichtungsfaktor für die Berechnung der Endverschmutzung umwandelt.
  4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, dass der Berechnungsschritt der Endverschmutzung (Cal_EnF) ausgeführt wird, indem ein Wert, der aus dem Basisverschmutzungszähler hervorgeht, mit dem Gewichtungsfaktor, der aus der Berechnung der in den Zylinder zugeführten Ölmenge (Cal_Qh) hervorgeht, multipliziert wird.
  5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, dass ein Wert, der im Anschluss an den Berechnungsschritt der Endverschmutzung (Cal_EnF) erhalten wird, einen Zähler, der Endverschmutzungszähler genannt wird, versorgt, der sich in Abhängigkeit von dem Betriebspunkt der Brennkraftmaschine weiterschaltet oder zurückschaltet.
  6. Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass der Wert, der aus dem Zähler hervorgeht, in einem Speicher derart gespeichert wird, dass eine Berechnungskontinuität der Endverschmutzung (Cal_EnF) zwischen jedem Anlassen einer Brennkraftmaschine sichergestellt ist.
  7. Verfahren nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass die Lastbegrenzung (Lim_ChE), die über eine Kartographie, die durch den Wert des Endverschmutzungszählers und die Motordrehzahl indexiert ist, berechnet wird.
  8. Motorrechner, der einen Speicher umfasst, der Softwareanweisungen für das Umsetzen des Maschinensteuerverfahrens, wie es nach einem der vorstehenden Ansprüche definiert ist, speichert.
EP17707602.3A 2016-02-26 2017-01-25 Vorrichtung zur präventiven handhabung von abnormaler verbrennung in einer brennkraftmaschine Active EP3420214B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1651622A FR3048264B1 (fr) 2016-02-26 2016-02-26 Procede de gestion preventive de combustions anormales dans un moteur thermique
PCT/FR2017/050170 WO2017144790A1 (fr) 2016-02-26 2017-01-25 Procédé de gestion préventive de combustions anormales dans un moteur thermique

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EP3420214B1 true EP3420214B1 (de) 2019-12-18

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EP (1) EP3420214B1 (de)
CN (1) CN108699987A (de)
FR (1) FR3048264B1 (de)
WO (1) WO2017144790A1 (de)

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007224862A (ja) * 2006-02-24 2007-09-06 Toyota Motor Corp 異常燃焼予測装置
FR2935760B1 (fr) * 2008-09-09 2010-09-17 Peugeot Citroen Automobiles Sa Procede de prediction du risque de pre-allumage d'un moteur a combustion interne
GB2473438B (en) * 2009-09-09 2013-07-31 Gm Global Tech Operations Inc Method and device for closed-loop combustion control for an internal combustion engine
US8949003B2 (en) * 2011-02-18 2015-02-03 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
EP2824306A4 (de) * 2012-03-07 2017-06-07 Toyota Jidosha Kabushiki Kaisha Steuerungsvorrichtung für einen verbrennungsmotor
JP2015057543A (ja) * 2013-09-16 2015-03-26 ダイヤモンド電機株式会社 ガソリンエンジンの燃焼制御装置
US10196999B2 (en) * 2013-12-05 2019-02-05 Ford Global Technologies, Llc Method and system for pre-ignition control
JP6024700B2 (ja) * 2014-04-11 2016-11-16 トヨタ自動車株式会社 エンジン回転速度制御装置

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Also Published As

Publication number Publication date
CN108699987A (zh) 2018-10-23
FR3048264B1 (fr) 2020-01-03
WO2017144790A1 (fr) 2017-08-31
FR3048264A1 (fr) 2017-09-01
EP3420214A1 (de) 2019-01-02

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