EP3596326B1 - Verfahren zur einstellung der fettheit in einem verbrennungsmotor mit kontrollierter zündung - Google Patents

Verfahren zur einstellung der fettheit in einem verbrennungsmotor mit kontrollierter zündung Download PDF

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Publication number
EP3596326B1
EP3596326B1 EP18713325.1A EP18713325A EP3596326B1 EP 3596326 B1 EP3596326 B1 EP 3596326B1 EP 18713325 A EP18713325 A EP 18713325A EP 3596326 B1 EP3596326 B1 EP 3596326B1
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Prior art keywords
value
richness
engine
temperature
threshold
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EP18713325.1A
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English (en)
French (fr)
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EP3596326A1 (de
Inventor
David ISSARTEL
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Renault SAS
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Renault SAS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • 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
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque

Definitions

  • the invention relates to a method for adjusting the richness of the air-fuel mixture in an internal combustion engine of the spark-ignition type (running in particular on gasoline). It finds an advantageous application in the automotive field.
  • the air-fuel mixture is generally enriched, for example to richness values which may be greater than 1.20, when it is detected that a torque value (or a load) greater than a predetermined threshold is required for driving the vehicle.
  • the richness value to be adjusted to obtain a given maximum exhaust temperature for example a given exhaust manifold temperature value or a given turbocharger turbine temperature value (in the case of a supercharged engine ), can be determined by preliminary tests carried out on the engine bench in stabilized mode, that is to say by keeping the speed and the torque constant.
  • the richness value is adjusted so that the temperature of the exhaust gases itself is equal to a given predetermined value, this value becoming that of the components of the engine's exhaust circuit after a certain period of time which is related to the inertia of matter.
  • US 6,272,850 B1 discloses a first and a second level of enrichment of the combustion gases with respect to a first and a second temperature threshold of a catalyst.
  • the publication JP-S-6043144 discloses a method for adjusting the fuel injection time, according to the operating conditions of an engine, which aims to avoid overheating of the exhaust circuit.
  • a temperature sensor measures the temperature of the exhaust gases, and the richness is increased after a predetermined delay time which is a decreasing function of said temperature of the gases.
  • the delay is intended to avoid unnecessary overconsumption of fuel. Indeed, it is not necessary to immediately increase the richness as soon as a high load is detected, because the parts that make up the exhaust circuit have a certain heat capacity and are therefore not instantly brought to temperatures- limits for their reliability by the heat coming from the exhaust gases when the engine operates at high load. We can thus take advantage of this property to delay the increase in wealth without jeopardizing the reliability of the engine, which in principle makes it possible to save fuel.
  • this method is imprecise because the temperature measured by the sensor after the detection of a high load does not correctly represent the temperature of the parts of the engine exhaust circuit at the same instant. More specifically, the temperature of the parts depends on the amount of heat that has been supplied to said parts before the high load is detected, and it is all the higher as a high amount of heat energy has been supplied to said parts.
  • PMOTP1 a reference high load
  • PMOTP1 a reference high load
  • a delay counter (designated by the acronym COTPCY) is regularly incremented, which represents the proportions in which the temperature of the parts of the exhaust circuit has been raised, due to the heat of the gases, before the detection of the high load, and the value of said counter is compared with a reference delay threshold (designated by the acronym QAOTP), which is pre-calibrated according to the air flow in the engine.
  • the delay threshold is a decreasing function of the rate.
  • the value of the counter is lower than the threshold, it is considered that the parts of the exhaust circuit will not overheat in the very short term, and no enrichment measure is implemented.
  • the value of the counter is greater than the threshold, the value of the counter is frozen at the value which it assumes at the precise moment when the threshold is exceeded, and the richness is immediately increased.
  • the richness is adjusted in open loop, by adding a correction of fuel injection time at the injection time corresponding to a stoichiometric mixture, the correction being a function of the difference between the temperature and the temperature target.
  • the richness is adjusted by subtracting a fuel injection time correction from the corresponding injection time to the stoichiometric mixture.
  • Such a method in which the richness is variable, allows control of the temperature of the exhaust gases on a target value, and does not require the work of choosing a delay time to increase the richness to a value greater than 1. But it includes phases in which the target is exceeded, which can lead to loss of reliability of the parts making up the exhaust circuit, overconsumption of fuel and an increase in polluting emissions from the engine.
  • the invention proposes to remedy the shortcomings of the known methods for adjusting the richness.
  • It aims more particularly to propose a richness adjustment method able to protect the exhaust circuit of the engine against excessive temperatures which is simple to implement, and which limits the overconsumption of fuel of the engine without significantly degrading the polluting emissions.
  • FIG. 1 there is shown an internal combustion engine of the type with controlled ignition (operating in particular on gasoline), more precisely a section of a cylinder 1 of the engine block.
  • An intake circuit 2 and an exhaust circuit 3 communicate respectively with an intake duct 4 and an exhaust duct 5 of cylinder 1.
  • the intake circuit 2 comprises in a non-limiting manner, from upstream to downstream in the direction of air circulation, the compressor 6 of a turbocharger 7 for supercharging the engine, an air flow adjustment valve 8 , or throttle body 8, and an intake manifold 9, or distributor 9.
  • the engine is presented in a non-limiting manner in the form of an indirect injection engine: a fuel injector 10 opens into the intake duct 4 so as to inject gasoline into the said duct 4.
  • the engine may be of the direct injection type.
  • Cylinder 1 is capped by a cylinder head 11 of the engine.
  • the cylinder head 11 houses an inlet valve 12 which serves to open and close the inlet duct 4 and an exhaust valve 13 which serves to open and close the exhaust duct 5.
  • the cylinder 1 contains a piston 14 able to move inside a bore 15 of the cylinder 1 alternately between a position of bottom dead center (BDC) and top dead center (TDC), and a combustion chamber 16 is formed in the space defined between the piston 14 and the cylinder head 11.
  • a spark plug 17 is mounted on the cylinder head 11, the electrodes of which open into the combustion chamber 16.
  • the exhaust circuit 3 comprises in a non-limiting manner, from upstream to downstream in the direction of circulation of the combustion gases, an exhaust manifold 18, the turbine 19 of the turbocharger 7, which is mounted on a shaft 20 common to the compressor 6 and to the turbine, as well as a device 21 for depolluting the combustion gases from the engine, for example a three-way catalyst 21.
  • a temperature sensor 22 is mounted in the exhaust circuit 3 at the inlet of the turbine 19. It is capable of measuring the value of the temperature of the exhaust gases upstream of the turbine.
  • a richness sensor 23, or oxygen sensor 23, is mounted in the exhaust circuit 3 of the engine, upstream of the three-way catalyst 21. It is able to measure the value of the oxygen concentration in the combustion gases of the engine.
  • an engine computer (not shown) comprises means capable of determining at least one load value (or air flow) Qair, a value of injected fuel flow Qcarb and of phasing of the flow of fuel with respect to top dead center, as well as an ignition advance value AA as a function of a set of parameters representative of the operation of the engine, comprising at least the torque C and the engine speed N.
  • the computer adjusts the Qair load by adjusting the degree of opening of the throttle housing 8 and/or the power of the turbine via the degree of opening of a relief valve at the turbine exhaust, also called waste-gate valve (not shown). It adjusts the fuel flow Qcarb and the phasing of its injection by adjusting the injection time Ti of the injector 10, more precisely the opening start instant and the opening end instant, with respect to the top dead center. It adjusts the ignition advance AA by causing a spark to strike across the electrodes of spark plug 17 at a given angle of the engine cycle relative to the top dead center of cylinder 1.
  • a richness adjustment method may comprise the following steps, implemented by the engine computer and carried out iteratively at each instant t n+1 separated from the previous instant t n by a time step dt constant :
  • the method begins with a step 100 during which the engine computer determines a value of engine speed N and of torque setpoint C required for driving the vehicle.
  • the speed value can come from a sensor (not shown on the figure 1 ) mounted at the end of the engine crankshaft, and the torque value can be deduced from the value of the depression of the vehicle's accelerator pedal by the driver.
  • the engine torque is close to full load or not.
  • the torque C is between a torque threshold Cs which is less than or equal to the maximum torque Cmax that the motor can develop, and the maximum torque Cmax.
  • the torque threshold Cs and the maximum torque Cmax depend on the speed N. They delimit a range of operating points in which, if the richness r of the air-fuel mixture was equal to 1, the temperature ⁇ ech of the combustion gases of the engine in upstream of the turbine (measured by the sensor 22) would be greater than a threshold which corresponds to a reliability limit (typically a temperature of the order of 950° C. to 980° C.).
  • step 300 the richness r of the air-fuel mixture is adjusted around the stoichiometric richness (richness 1), then it resumes at step 100.
  • the method directs to a step 400 in which the richness r is set to a first richness value r 1 corresponding to a slightly rich mixture, for example a richness of between 1.00 and 1.05.
  • the first richness value is substantially equal to 1.01, so as to allow immediate pre-cooling of the engine exhaust gases without significantly degrading the vehicle's nitrogen oxide emissions, and the richness is immediately set to this first richness value equal to 1.01.
  • the first richness value can be substantially equal to 1.05, the adjustment of the richness to this first richness value being carried out gradually, for example in a linear manner as a function of time from the stoichiometric value to said first wealth value substantially equal to 1.05.
  • the method continues with a step 500 in which the temperature of the exhaust gases ⁇ ech is measured, for example using the temperature sensor 22.
  • a step 500 in which the temperature of the exhaust gases ⁇ ech is measured, for example using the temperature sensor 22.
  • the order of steps 400 and 500 can be inverted.
  • said temperature ⁇ ech is compared with a first temperature threshold ⁇ 1 , for example a temperature of the order of 900°C. If said temperature is below said first threshold, the method resumes at step 100. In other words, the richness remains set to the stoichiometric value. Otherwise, ie if the temperature is greater than the first threshold, the method continues with a new test step 700, in which the temperature ⁇ ech is compared with a second temperature threshold ⁇ 2 , for example of the order from 950° to 980°C, and corresponding to the thermomechanical resistance limit of the exhaust circuit. The method proposes not to exceed this second temperature threshold ⁇ 2 .
  • the method directs to a step 800 in which the richness is immediately adjusted to a second richness value r 2 .
  • This second richness value r 2 is greater than the first richness value r 1 . It is determined so as to obtain a given maximum temperature of the parts making up the exhaust circuit, for example a given exhaust manifold temperature value or a given turbocharger turbine temperature value (in the case of a supercharged engine).
  • the second richness value r 2 can be determined by preliminary tests carried out on the engine bench in stabilized mode, that is to say by keeping the speed and the torque constant. We actually set the value richness so that the temperature of the exhaust gases itself is equal to a given predetermined value, this value becoming that of the components of the exhaust circuit of the engine after a certain period of time which is linked to the inertia of the material.
  • step 900 in which the richness is increased progressively, that is to say by successive iterations at each time step dt each time the temperature of the exhaust gases is between the first and the second threshold ⁇ 1 , ⁇ 2 , from the first richness value r 1 up to the maximum the second richness value r 2 .
  • step 800 or step 900 the method then resumes at step 100. It is understood from the foregoing, and more particularly from the succession of steps 600 to 900, that when the motor enters under conditions close to full load, the temperature of the exhaust gases begins to increase continuously towards values which approach more and more the second temperature threshold ⁇ 2 . As soon as the temperature reaches the first temperature threshold ⁇ 1 , which can be considered as an alert threshold, the richness begins to increase. No delay time is applied, but the richnesses implemented are all lower than the second richness value r 2 which corresponds to the limit thermomechanical exhaust system.
  • the method provides conservatively d immediately increase the richness r up to this second richness value r 2 , which instantly prevents the temperature of the exhaust gases from increasing even further and does not allow the temperature of the parts making up the exhaust circuit to exceed the second temperature threshold ⁇ 2 , which makes it possible to guarantee their reliability.

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

Claims (5)

  1. Verfahren zur Einstellung der Anreicherung (r) einer Brennkraftmaschine mit gesteuerter Zündung, wobei der Wert der Anreicherung etwa auf den stöchiometrischen Wert eingestellt wird, wenn der Motor nicht nahe der Volllast arbeitet, und etwa auf einen Wert, der höher als der stöchiometrische Wert ist, wenn das Drehmoment (C) des Motors größer als ein Drehmomentschwellenwert (Cs) ist, der kleiner als das maximale Drehmoment (Cmax) des Motors ist,
    dadurch gekennzeichnet, dass es umfasst, wenn das Drehmoment (C) größer als der Drehmomentschwellenwert (Cs) ist:
    - einen Schritt (400), in welchem der Anreicherungswert (r) auf einen ersten Anreicherungswert (r1) eingestellt wird, der größer als der stöchiometrische Wert ist, wenn ein Temperaturwert (θech) der Abgase des Motors kleiner als ein erster Temperaturschwellenwert (θ1) ist;
    - einen Schritt (800), in welchem der Anreicherungswert (r) sofort auf einen zweiten Anreicherungswert (r2) eingestellt wird, der größer als der erste Anreicherungswert (r1) ist, wenn der Temperaturwert (θech) größer als ein zweiter Temperaturschwellenwert (θ2) ist, wobei der zweite Schwellenwert (θ2) größer als der erste Schwellenwert (θ1) ist; und
    - einen Schritt (900), in welchem der Anreicherungswert allmählich vom ersten Anreicherungswert (r1) bis maximal auf den zweiten Anreicherungswert (r2) erhöht wird, wenn der Temperaturwert (θech) zwischen dem ersten Schwellenwert (θ1) und dem zweiten Schwellenwert (θ2) liegt.
  2. Verfahren nach Anspruch 1, wobei der erste Anreicherungswert (r1) im Wesentlichen gleich 1,01 ist.
  3. Verfahren nach einem der vorhergehenden Ansprüche, wobei der zweite Anreicherungswert (r2) in Abhängigkeit von der Drehzahl (N) und vom Drehmoment (C) des Motors so eingestellt wird, dass die Temperatur (θech) der Abgase des Motors gleich dem zweiten Temperaturschwellenwert (θ2) ist, wenn der Motor in einem bei der Drehzahl (N) und beim Drehmoment (C) stabilisierten Betriebspunkt arbeitet.
  4. Verfahren nach einem der vorhergehenden Ansprüche, wobei der zweite Temperaturschwellenwert (θ2) zwischen 950 °C und 980 °C liegt.
  5. Verfahren nach einem der vorhergehenden Ansprüche, wobei die allmähliche Erhöhung des Anreicherungswertes (r) vom ersten Anreicherungswert (r1) bis maximal auf den zweiten Anreicherungswert (r2) eine zeitlich lineare Erhöhung ist.
EP18713325.1A 2017-03-16 2018-03-09 Verfahren zur einstellung der fettheit in einem verbrennungsmotor mit kontrollierter zündung Active EP3596326B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1770257A FR3064030B1 (fr) 2017-03-16 2017-03-16 Procede de reglage de la richesse dans un moteur a combustion interne a allumage commande
PCT/FR2018/050558 WO2018167406A1 (fr) 2017-03-16 2018-03-09 Procede de reglage de la richesse dans un moteur a combustion interne a allumage commande

Publications (2)

Publication Number Publication Date
EP3596326A1 EP3596326A1 (de) 2020-01-22
EP3596326B1 true EP3596326B1 (de) 2022-08-17

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EP (1) EP3596326B1 (de)
JP (2) JP2020510160A (de)
KR (1) KR20190126362A (de)
FR (1) FR3064030B1 (de)
RU (1) RU2752657C2 (de)
WO (1) WO2018167406A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114704402B (zh) * 2022-03-30 2023-05-23 潍柴动力股份有限公司 一种发动机保护方法、装置、车辆及存储介质

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Publication number Priority date Publication date Assignee Title
JPS5681235A (en) 1979-12-04 1981-07-03 Nippon Soken Inc Air-fuel ratio controller for internal combustion engine with supercharger
JPS6043144B2 (ja) 1980-05-27 1985-09-26 ジューキ株式会社 ミシンの模様選択装置
JPS58206850A (ja) * 1982-05-27 1983-12-02 Mitsubishi Electric Corp 内燃機関の空燃比制御装置
JPS6073019A (ja) * 1983-09-29 1985-04-25 Daihatsu Motor Co Ltd エンジンの空燃比制御方法
JPS60101241A (ja) * 1983-11-05 1985-06-05 Toyota Motor Corp エンジン制御装置
JPS6155340A (ja) * 1984-08-27 1986-03-19 Toyota Motor Corp エンジンの排気過熱防止空燃比制御方法
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JP2592342B2 (ja) * 1990-03-22 1997-03-19 日産自動車株式会社 内燃機関の制御装置
JP2841921B2 (ja) * 1991-05-30 1998-12-24 トヨタ自動車株式会社 内燃機関の電子制御燃料噴射装置
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Publication number Publication date
EP3596326A1 (de) 2020-01-22
RU2019132476A3 (de) 2021-07-01
KR20190126362A (ko) 2019-11-11
JP2023182629A (ja) 2023-12-26
JP2020510160A (ja) 2020-04-02
RU2019132476A (ru) 2021-04-16
RU2752657C2 (ru) 2021-07-29
FR3064030A1 (fr) 2018-09-21
WO2018167406A1 (fr) 2018-09-20
FR3064030B1 (fr) 2019-06-07

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