EP3420214B1 - Method for preventively managing abnormal combustion in a combustion engine - Google Patents

Method for preventively managing abnormal combustion in a combustion engine 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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German (de)
French (fr)
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EP3420214A1 (en
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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

La présente invention porte sur un procédé de gestion préventive de combustions anormales dans un moteur thermique. L'invention trouve une application particulièrement avantageuse, mais non exclusive, dans le domaine des véhicules automobiles équipés d'un moteur thermique de type essence.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.

Les normes antipollution et le souhait de limiter au maximum la consommation des moteurs thermique amènent les constructeurs automobiles à produire des moteurs thermiques à faible cylindrée avec un nombre de cylindres en diminution (tendance dite de "downsizing" en anglais). Aussi, pour conserver un niveau de performance équivalent à celui d'un moteur à plus forte cylindrée, le moteur doit fonctionner sur des points de fonctionnement à fort taux de remplissage en air dans les cylindres.Anti-pollution standards and the desire to limit the consumption of internal combustion engines as much as possible lead automobile manufacturers to produce low-displacement internal combustion engines with a decreasing number of cylinders (a trend known as "downsizing" in English). Also, to maintain a level of performance equivalent to that of a higher displacement engine, the engine must operate on operating points with a high rate of air filling in the cylinders.

Cela est favorable à l'apparition de combustions anormales pour lesquelles le mélange air/carburant s'enflamme à un endroit différent de celui initié par la bougie d'allumage commandée. Le mélange peut s'enflammer avant l'étincelle à la bougie (on parle alors de "rumble" en anglais) ou après l'étincelle à la bougie (on parle alors de "rumble" tardif). En outre, ce type de combustion anormale a la faculté de s'auto-entretenir, c'est-à-dire qu'en cas d'apparition de "rumble" sur un cylindre au cours d'un cycle moteur, le cycle suivant risque aussi de voir le même phénomène.This is favorable for the appearance of abnormal combustions for which the air / fuel mixture ignites at a location different from that initiated by the spark plug controlled. The mixture can ignite before the spark by candle (we speak then of "rumble" in English) or after the spark with candle (we speak then of "rumble" late). In addition, this type of abnormal combustion has the ability to self-maintain, that is to say that in case of appearance of "rumble" on a cylinder during an engine cycle, the following cycle may also see the same phenomenon.

Le "rumble" génère des vibrations appelées "coups" de rumble dans la suite de la description associés à un bruit sourd dans la chambre de combustion constituant un désagrément pour le conducteur, avec un risque élevé de casse moteur. Ces vibrations présentent une fréquence comprise entre 600 Hz et 1200 Hz. Ces vibrations sont transmises de la chambre de combustion jusqu'aux bielles et au vilebrequin (contrairement au cliquetis dont la vibration comprise en 5000 Hz et 15000 Hz ne se ressent que dans la chambre de combustion). Le rumble est causé par une augmentation de pression dans la chambre de combustion, ainsi qu'un allumage trop anticipé ou de multiples points chauds dans la chambre de combustion.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.

Un procédé visant à faire disparaitre le phénomène de "rumble" consiste à détecter les combustions anormales via un accéléromètre placé sur le bloc moteur, puis à couper l'injection sur les cylindres concernés par le phénomène. Dans le cas où les combustions anormales persistent, le procédé applique une limitation de charge sur l'ensemble du champ moteur. Le document EP26771451 illustre également un procédé de limitation de charge.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.

Toutefois, un tel procédé n'est efficace qu'en tant que traitement curatif. La protection du moteur n'est donc pas optimale dans la mesure où le procédé n'anticipe pas l'apparition du "rumble". Avant l'intervention du traitement curatif, le moteur subit des coups de "rumble", et donc un endommagement. En outre, le principal défaut de ce traitement curatif est que la coupure d'injection engendre un bruit audible par le conducteur souvent combiné à un à-coup (sensation de décélération) à des niveaux tels que le conducteur interprète cela comme une défaillance de son véhicule.However, such a method is only effective as a curative treatment. Motor protection is therefore not optimal insofar as the process does not anticipate the appearance of the "rumble". Before the intervention of the curative treatment, the engine undergoes blows of "rumble", and therefore a damage. In addition, the main defect of this curative treatment is that the injection cut-off generates a noise audible by the driver often combined with a jerk (feeling of deceleration) at levels such that the driver interprets this as a sound failure. vehicle.

L'invention vise à remédier efficacement à ces inconvénients en proposant un procédé de contrôle de combustion d'un moteur thermique pour le protéger d'un phénomène de combustions anormales générant des vibrations dans un cylindre appelées "coups", les vibrations ayant une fréquence comprise entre 600 Hz et 1200 Hz le procédé comportant une étape de calcul d'une limitation de charge du moteur thermique en fonction d'un niveau d'encrassement d'une chambre de combustion et une étape d'application de la limitation de charge au moteur thermique, l'étape de calcul de la limitation de charge comportant :

  • une étape de détermination d'un point de fonctionnement courant du moteur thermique,
  • une étape de calcul qualitatif d'encrassement de la chambre de combustion du moteur thermique en fonction du point de fonctionnement,
  • une étape de calcul d'une quantité d'huile apportée dans un cylindre du moteur thermique en fonction du point de fonctionnement,
  • une étape de calcul d'un encrassement final de la chambre de combustion en fonction de résultats fournis par les précédents calculs, et
  • une étape de calcul de la limitation de charge en fonction de l'encrassement final, l'étape de calcul qualitatif d'encrassement étant caractérisée en ce qu'elle est basée sur un compteur, dit compteur d'encrassement de base, s'incrémentant en fonction d'une première cartographie d'incrément pour une température d'huile froide indexée en régime moteur et en pression collecteur, d'une deuxième cartographie d'incrément relative à une température d'huile chaude indexées en régime moteur et en pression collecteur, et d'un barycentre relatif à une température de liquide de refroidissement.
The invention aims to effectively remedy these drawbacks by proposing a method of controlling the combustion of a heat engine to protect it from the phenomenon of abnormal combustion generating vibrations in a cylinder called "strokes", the vibrations having a frequency included. between 600 Hz and 1200 Hz the method comprising a step of calculating a load limitation of the combustion engine as a function of a fouling level of a combustion chamber and a step of applying the load limitation to the engine thermal, the step of calculating the load limitation comprising:
  • a step of determining a current operating point of the heat engine,
  • a step of qualitative calculation of fouling of the combustion chamber of the heat engine as a function of the operating point,
  • a step of calculating an amount of oil supplied into a cylinder of the heat engine as a function of the operating point,
  • a step of calculating a final fouling of the combustion chamber as a function of results provided by the previous calculations, and
  • a step for calculating the load limitation as a function of the final fouling, the qualitative fouling calculation step being characterized in that it is based on a counter, known as the basic fouling counter, incrementing as a function of a first increment map for a cold oil temperature indexed in engine speed and in manifold pressure, in a second increment map relating to a hot oil temperature indexed in engine speed and in manifold pressure , and a barycenter relating to a coolant temperature.

L'invention permet ainsi de mettre en œuvre un procédé préventif de protection contre les combustions anormales dues à l'encrassement de la chambre de combustion du moteur thermique. Contrairement aux procédés curatifs existants, l'invention vise à éviter que les combustions anormales apparaissent. En outre, l'invention présente l'avantage d'être peu onéreuse, étant donné qu'elle peut être intégrée par développement logiciel dans le calculateur moteur sans ajout de composant supplémentaire.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.

Selon une mise en œuvre, le point de fonctionnement du moteur thermique est défini par un régime moteur, une pression collecteur, une charge moteur, et une température de liquide de refroidissement.According to one implementation, the operating point of the heat engine is defined by an engine speed, a manifold pressure, an engine load, and a coolant temperature.

Selon une mise en œuvre, l'étape de calcul de quantité d'huile est basée sur un compteur s'incrémentant en fonction d'une cartographie d'incrément d'apport d'huile indexées en régime moteur et en pression collecteur, et d'une cartographie transformant une valeur issue du compteur en un facteur de pondération pour le calcul de l'encrassement final.According to one implementation, 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.

Selon une mise en œuvre, l'étape de calcul de l'encrassement final est réalisée en multipliant une valeur issue du compteur d'encrassement de base avec le facteur de pondération issu du calcul de quantité d'huile apportée dans le cylindre.According to one implementation, 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.

Selon une mise en œuvre, une valeur obtenue suite à l'étape de calcul d'encrassement final alimente un compteur, dit compteur d'encrassement final, s'incrémentant ou se décrémentant en fonction du point de fonctionnement du moteur thermique.According to one implementation, 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.

Selon une mise en œuvre, la valeur issue du compteur est stockée dans une mémoire de manière à assurer une continuité de calcul de l'encrassement final entre chaque démarrage du moteur thermique.According to one implementation, 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.

Selon une mise en œuvre, la limitation de charge est calculée par l'intermédiaire d'une cartographie indexée par la valeur du compteur d'encrassement final et le régime moteur.According to one implementation, the load limitation is calculated by means of a map indexed by the value of the final fouling counter and the engine speed.

L'invention a également pour objet un calculateur moteur comportant une mémoire stockant des instructions logicielles pour la mise en œuvre du procédé de contrôle tel que précédemment défini.The invention also relates to an engine computer comprising a memory storing software instructions for the implementation of the control method as defined above.

L'invention sera mieux comprise à la lecture de la description qui suit et à l'examen des figures qui l'accompagnent. Ces figures ne sont données qu'à titre illustratif mais nullement limitatif de l'invention.

  • La figure 1 est une représentation schématique fonctionnelle d'un système selon la présente invention mettant en œuvre différents types d'actions pour remédier aux combustions anormales de type "rumble";
  • La figure 2 est une représentation schématique des étapes du procédé selon la présente invention permettant de protéger le moteur du "rumble" en cas d'encrassement de la chambre de combustion.
The invention will be better understood on reading the description which follows and on examining the figures which accompany it. These figures are given only by way of illustration but in no way limit the invention.
  • The figure 1 is a functional schematic representation of a system according to the present invention implementing different types of actions to remedy abnormal combustions of the "rumble"type;
  • The figure 2 is a schematic representation of the steps of the method according to the present invention making it possible to protect the engine from the "rumble" in the event of fouling of the combustion chamber.

La figure 1 illustre de façon fonctionnelle un système 10 mettant en œuvre un procédé de contrôle de combustion de moteur thermique permettant de traiter un phénomène dit de "rumble" où le mélange air/carburant s'enflamme à un endroit différent de celui initié par la bougie d'allumage commandée. Le mélange peut s'enflammer avant l'étincelle à la bougie ou après l'étincelle à la bougie (on parle alors de "rumble" tardif).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).

Le "rumble" génère des vibrations, appelées coups de "rumble" 101 dans la suite de la description, associés à un bruit sourd dans la chambre de combustion constituant un désagrément pour le conducteur, avec un risque élevé de casse moteur. Ces vibrations présentent une fréquence comprise entre 600 et 1200 Hz. Ces vibrations sont transmises de la chambre de combustion jusqu'aux bielles et au vilebrequin (contrairement au cliquetis dont la vibration comprise en 5000Hz et 15000Hz ne se ressent que dans la chambre de combustion).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) .

Le phénomène de "rumble" apparait généralement dans une zone de régime moteur comprise entre 1000 et 3000 tours/min et à fort remplissage en air, par exemple suite à l'actionnement d'un turbocompresseur.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.

Les coups de "rumble" 101 sont détectés au moyen d'un capteur 100 monté sur le bloc moteur. Ce capteur 100 est également utilisé pour détecter le cliquetis du moteur.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.

Parmi des actions susceptibles d'être mise en œuvre, on distingue une action 104 de type préventive consistant à éviter l'apparition du" rumble" et des actions 102, 103 de type curatives visant à traiter le "rumble" suite à son apparition.Among the actions likely to be implemented, there is an 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.

L'action préventive 104 consiste notamment à limiter la charge du moteur Lim_ChE en fonction d'un niveau d'encrassement de la chambre de combustion.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.

Parmi les actions de type curatives 102, 103, on distingue un ensemble d'actions curatives 102, dites immédiates, et un ensemble d'actions curatives 103 réalisées sur un cycle de conduite ("driving-cycle" en anglais) correspondant à une série d'un ou plusieurs roulages successifs sans réinitialisation d'un calculateur moteur. Pour les actions curatives immédiates 102, les échelles de temps, notamment la durée de surveillance avant activation de l'action curative 102, sont très courtes, de l'ordre de quelques Point Mort Haut (ou PMH) voire quelques secondes. Pour les actions curatives 103 réalisées sur un cycle de conduite, les échelles de temps, notamment la durée de surveillance avant activation de l'action curative 103, sont plus longues que pour les actions curatives immédiates 102, de l'ordre de plusieurs minutes.Among 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. For the immediate curative actions 102, 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. For 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.

Les actions curatives 102, 103 pourront consister en une limitation de charge permettant de ramener le moteur thermique à un point de fonctionnement en remplissage défavorable au "rumble" (de quelques points de remplissage à la pleine charge atmosphérique). Le ressenti pour le conducteur varie alors d'un ressenti quasi-nul à une perte de performance notable. Dans le cas des actions curatives 103 réalisées sur un cycle de conduite, la limitation de charge Lim_ChR est appliquée de manière temporaire lorsque les causes du "rumble" sont réversibles, par exemple en cas d'encrassement de la chambre de combustion, ou alors de manière permanente Lim_ChI lorsque les causes du "rumble" sont irréversibles, par exemple lors de la casse de pièce moteur. Dans le cas des actions curatives immédiates 102, on configure une limitation de charge courante Lim_ChC ayant un effet rapide avec un niveau de limitation situé au juste nécessaire pour faire disparaître le "rumble". A cet effet, la baisse de charge Lim_ChC est déterminée à partir de l'utilisation de courbe d'iso-probabilité d'apparition du "rumble".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. In the case of curative actions 103 carried out on a driving cycle, 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. In the case of immediate curative actions 102, 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. To this end, the drop in load Lim_ChC is determined from the use of the iso-probability curve for the appearance of the "rumble".

L'activation d'un enrichissement spécifique en carburant R_Spe permet de refroidir le mélange air/carburant. En effet, suivant une nouvelle consigne d'enrichissement, on ajoute du carburant dans le mélange air/carburant de manière à refroidir ce mélange. Cela a pour effet d'améliorer les conditions thermiques dans la chambre de combustion pour diminuer les risques d'apparition du "rumble". Cette action R_Spe, rapide à mettre en œuvre, ne présente aucun ressenti pour le conducteur, excepté une augmentation très faible de sa consommation en carburant.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.

La modification de schémas d'injection R_Inj associés à des réglages d'avances spécifiques permet d'injecter suffisamment de carburant dans le cylindre pour permettre un mélange avec l'air sans toutefois risquer de provoquer une auto-inflammation. Ainsi, on injecte une partie d'une quantité de carburant à injecter au cours d'un cycle moteur lors d'une phase d'admission et la partie restante de la quantité de carburant lors d'une phase de combustion. Cette action R_Inj ne présente aucun impact pour le conducteur.The modification of 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.

La coupure d'injection C_Inj permet de couper l'arrivée de carburant à l'intérieur de la chambre de combustion d'un cylindre dans lequel apparaît le "rumble". La combustion ne se fait donc plus et le "rumble" cesse. Cette action C_Inj a pour conséquence de provoquer une sensation d'à-coup pour le conducteur et est donc généralement mise en œuvre en dernier recours.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.

Un procédé 106 permet de limiter la charge du moteur en fonction d'un rendement d'avance à l'allumage maximale ou d'une variation d'avance à l'allumage maximale, référencé dans les deux cas Lim_Low, minimisant le risque d'apparition de cliquetis et du phénomène de "rumble" tout en tenant compte d'un indice d'octane du carburant. Le procédé 106 permet également de réalisé une limitation du cliquetis Lim_Cli.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.

On détaille ci-après la mise en œuvre de l'action préventive 104 visant à protéger de façon préventive le moteur du phénomène de "rumble" apparaissant à cause d'un encrassement de la chambre de combustion.The implementation of preventive action 104 aiming to preventively protect the engine from the “rumble” phenomenon appearing due to fouling of the combustion chamber is detailed below.

L'encrassement de la chambre de combustion est un phénomène conduisant à augmenter considérablement les risques d'apparition du "rumble". Par exemple, lors de remontées d'huile dans la chambre de combustion, l'huile se dépose au niveau d'un segment d'un piston, et lorsque le piston remonte vers son point mort haut, le film d'huile se rompt et des gouttelettes sont projetées. Ces gouttelettes contiennent des composés réactifs qui, en fonction de températures et de pressions, se vaporisent et s'auto-enflamment, ce qui conduit au phénomène de "rumble". Le rôle du procédé préventif est alors de limiter la charge du moteur thermique Lim_ChE en fonction d'un taux d'encrassement de la chambre de combustion de manière à éviter un risque d'apparition du "rumble".The fouling of the combustion chamber is a phenomenon leading to considerably increasing the risks of occurrence of the "rumble". For example, during oil rises in the combustion chamber, 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 cet effet, comme cela est représenté sur la figure 2, un module 12 reçoit en entrée des informations Inf_F liées au point de fonctionnement courant du moteur thermique, telles qu'un régime moteur, une pression de collecteur, une charge moteur et une température d'eau. Le module 13 calcule ensuite un encrassement final Cal_EnF de la chambre de combustion en trois étapes. Dans une première étape, un calcul qualitatif de l'encrassement, dit de base Cal_EnB, est réalisé par le module 14 en fonction d'un point de fonctionnement. Plus précisément, le calcul qualitatif de l'encrassement de base Cal_EnB est basé sur un compteur étant une représentation de l'encrassement de base. Ce compteur s'incrémente en fonction des informations du point de fonctionnement. Ce calcul est basé sur l'utilisation d'une cartographie d'incrément, pour une température d'huile froide, indexée en régime moteur et en pression collecteur, d'une cartographie d'incrément, pour une température d'huile chaude, indexée en régime moteur et en pression collecteur, et d'un barycentre dont le centre est la valeur de la température d'eau. Le résultat de calcul est la valeur du compteur d'encrassement de base issue du barycentre.To this end, as shown in the figure 2 , 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 then calculates a final fouling Cal_EnF of the combustion chamber in three stages. In a first step, a qualitative calculation of fouling, called basic Cal_EnB, 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.

Dans une deuxième étape, un calcul de quantité d'huile Cal_Qh apportée dans le cylindre est réalisé par le module 15 en fonction du point de fonctionnement courant du moteur thermique. Plus précisément, le calcul de la quantité d'huile Cal_Qh apportée dans le cylindre est basé sur un compteur représentant la quantité d'huile Cal_Qh apportée dans le cylindre. Ce compteur s'incrémente ou se décrémente en fonction des informations du point de fonctionnement. Ce calcul est basé sur l'utilisation d'une cartographie d'incrément/décrément d'apport d'huile, indexée en régime moteur et en pression de collecteur, et d'une cartographie transformant la valeur issue du compteur en un facteur de pondération pour le calcul d'encrassement final Cal_EnF. La valeur issue du compteur est sauvegardée dans une mémoire, par exemple de type EEPROM, de manière à assurer la continuité du calcul d'un taux d'encrassement entre chaque démarrage du moteur thermique.In a second step, 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.

Dans une troisième étape, un calcul de l'encrassement final Cal_EnF de la chambre de combustion est réalisé par le module 13 en fonction des deux calculs précédents Cal_EnB et Cal_Qh. Plus précisément, le calcul de l'encrassement final Cal_EnF est réalisé par multiplication de la valeur issue du compteur d'encrassement de base avec le facteur de pondération issu du calcul de quantité d'huile Cal_Qh apportée dans le cylindre. La valeur issue de cette multiplication alimente un compteur qui s'incrémente ou se décrémente en fonction du point de fonctionnement. La valeur issue du compteur de l'encrassement final est sauvegardée dans une mémoire, par exemple de type EEPROM, de manière à assurer la continuité du calcul du taux d'encrassement entre chaque démarrage du moteur. Finalement, le module 16 limite la charge du moteur thermique Lim_ChE en fonction de l'encrassement final précédemment calculé.In a third step, 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.

Pour appliquer la limitation de charge Lim_ChE au moteur thermique, une charge maximum admissible est calculée par une cartographie indexée par la valeur du compteur de l'encrassement final et du régime moteur. Cette charge maximum admissible sature la consigne de charge du moteur thermique, et permet ainsi de ne pas rentrer en condition de "rumble".To apply the load limitation Lim_ChE to the heat engine, 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.

Claims (8)

  1. A method for controlling combustion of a combustion engine so as to protect it from a phenomenon of abnormal combustion generating vibrations in a cylinder, referred to as "knocking" (101), said vibrations having a frequency comprised between 600 Hz and 1200 Hz, said method comprising:
    a step of calculating a charge limitation (Lim_ChE) of said combustion engine as a function of a level of fouling of a combustion chamber,
    and a step of applying said charge limitation (Lim_ChE) to the combustion engine,
    the step of calculating the charge limitation comprising:
    - a step of determining a current operating point of said combustion engine,
    - a step of qualitative calculating of fouling of the combustion chamber (Cal_EnB) of said combustion engine as a function of said operating point,
    - a step of calculating a quantity of oil (Cal_Qh) added in a cylinder of said combustion engine as a function of said operating point,
    - a step of calculating a final fouling (Cal_EnF) of said combustion chamber as a function of results provided by the preceding calculations, and
    - a step of calculating the charge limitation (Lim_ChE) as a function of said final fouling,
    the step of qualitative calculation of fouling (Cal_EnB) being characterized in that it is based on a counter, designated as base fouling counter, incrementing as a function of a first increment cartography for an indexed cold oil temperature at engine speed and at manifold pressure, of a second increment cartography relative to an indexed hot oil temperature at engine speed and at manifold pressure, and of a barycentre relative to a temperature of liquid coolant.
  2. The method according to Claim 1, characterized in that said operating point of said combustion engine is defined by an engine speed, a manifold pressure, an engine load, and a liquid coolant temperature.
  3. The method according to Claim 1 or 2, characterized in that said step of calculation of oil quantity (Cal_Qh) is based on a counter incrementing as a function of an indexed oil addition increment cartography at engine speed and at manifold pressure, and a cartography transforming a value originating from said counter into a weighting factor for the calculation of the final fouling.
  4. The method according to Claim 3, characterized in that the step of calculation of final fouling (Cal_EnF) is carried out by multiplying a value originating from the base fouling counter with the weighting factor originating from the calculation of oil quantity (Cal_Qh) added in the cylinder.
  5. The method according to Claim 4, characterized in that a value obtained following said calculation step of final fouling (Cal_EnF) supplies a counter, designated final fouling counter, incrementing or decrementing as a function of the operating point of said combustion engine.
  6. The method according to Claim 5, characterized in that the value originating from the counter is stored in a memory so as to ensure a continuity of calculation of final fouling (Cal_EnF) between each start-up of the combustion engine.
  7. The method according to Claim 5 or 6, characterized in that said charge limitation (Lim_ChE) is calculated by means of an indexed cartography by the value of the final fouling counter and the engine speed.
  8. An engine computer comprising a memory storing software instructions for the implementation of the method for engine control as defined according to any one of the preceding claims.
EP17707602.3A 2016-02-26 2017-01-25 Method for preventively managing abnormal combustion in a combustion engine Active EP3420214B1 (en)

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FR1651622A FR3048264B1 (en) 2016-02-26 2016-02-26 METHOD FOR THE PREVENTIVE MANAGEMENT OF ABNORMAL COMBUSTIONS IN A HEAT ENGINE
PCT/FR2017/050170 WO2017144790A1 (en) 2016-02-26 2017-01-25 Method for preventively managing abnormal combustion in a combustion engine

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JP2007224862A (en) * 2006-02-24 2007-09-06 Toyota Motor Corp Abnormal combustion predicting device
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JP2015057543A (en) * 2013-09-16 2015-03-26 ダイヤモンド電機株式会社 Combustion controller for gasoline engine
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CN108699987A (en) 2018-10-23

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