Classifications

• • 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
  • F02D41/0002—Controlling intake air
  • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
• • 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
  • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
  • F02D2041/1413—Controller structures or design
  • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
• • 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
  • F02D2200/04—Engine intake system parameters
  • F02D2200/0406—Intake manifold pressure
• • 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
  • F02D2200/04—Engine intake system parameters
  • F02D2200/0411—Volumetric efficiency
• • 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
  • F02D2200/04—Engine intake system parameters
  • F02D2200/0414—Air temperature
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02D—CONTROLLING COMBUSTION ENGINES
  • F02D2200/00—Input parameters for engine control
  • F02D2200/02—Input parameters for engine control the parameters being related to the engine
  • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
  • F02D2200/101—Engine speed
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention relates to the field of internal combustion engines.
• the invention relates more particularly to a method for determining a power setpoint of an internal combustion engine compressor.
• the power required for the compressor can be determined from the current air flow, however this implies
• the compressor power should be of a niche type, that it goes directly to the value that we see when we are on a stabilized point.
• An object of the present invention is to propose a method which makes it possible to improve the precision of estimation of the power required from the compressor of such a turbocharger.
• a method for determining a power setpoint of a compressor equipping an intake line connected to an internal combustion engine at an air distributor, the engine comprising an exhaust gas recirculation line, the intake line comprising, downstream of the compressor, an air metering valve for controlling the flow of air admitted into the engine, in which the compressor power setpoint is determined from an air flow,
• this air flow is an air flow instruction, this air flow instruction being obtained from the relation:
• -Tp and Pp respectively the temperature and the pressure in the inlet distributor (9), -Psural_cons and Psural_cour respectively the boost pressure setpoint and the current boost pressure,
• the technical effect is to create a set air flow which is consistent with the set pressure of the boost pressure, which avoids the risk of divergence in air flow and boost pressure.
• Various additional characteristics can be provided, alone or in combination:
• the current volumetric efficiency filtered by a low-pass filter is determined from the current volumetric efficiency.
• the low-pass filter takes into account a filtering coefficient which depends on the difference between the filtered and unfiltered value of the current volumetric efficiency.
• the filtering coefficient is obtained by means of a map which establishes this filtering coefficient as a function of the difference between the filtered and unfiltered value of the current volumetric efficiency.
• the method is activated when the current rate of recirculating exhaust gas is less than or equal to 5%.
• the invention also relates to an engine assembly comprising:
• an air intake line equipped with a compressor and connected to the internal combustion engine at an air distributor, the intake line comprising downstream of the compressor an air metering valve for the control of the air flow admitted into the engine,
• the invention also relates to a vehicle comprising such an engine assembly for its movement.
• FIG. 1 is a schematic representation of a heat engine according to the invention.
• FIG. 2 is a schematic representation of the process of the invention.
• FIG. 1 shows a heat engine 1, for example an internal combustion engine with compression ignition, comprising an engine block with at least one cylinder 2, for example here four cylinders, for combustion.
• a heat engine can equip a vehicle, for example a vehicle to allow movement thereof.
• the heat engine 1 further comprises a computer, not shown, comprising the means of acquisition, of processing by software instructions stored in a memory as well as the control means required for implementing the method detailed below.
• the heat engine 1 is connected to an air intake line 3 and to a burnt gas exhaust line 4.
• the heat engine 1 also comprises a turbocharger 5, with its compressor 6 arranged in the intake line and its turbine 7 disposed in the exhaust line 4.
• the intake line 3 also comprises an air metering valve 8 for controlling the flow of air admitted into the engine 1, which can for example be conventionally a throttle body, and a distributor 9 of air to the cylinders 2 of the engine.
• the intake line 3 may also include an air filter 10 placed upstream of the compressor 6 and a charge air cooler 11 placed downstream of the compressor 6.
• the heat engine 1 also includes an exhaust gas recirculation line 12 connecting the exhaust line 4 to the intake line 3.
• the exhaust gas recirculation line 12 is connected at one of its ends to the exhaust line 4 by a nozzle located upstream of the turbine 7, relative to the direction of flow of the exhaust gases.
• the exhaust gas recirculation line 12 is connected at the other of its ends to the intake line 3 by a connection located downstream of the compressor 6, relative to the direction of circulation of the intake air.
• the exhaust gas recirculation line 12 conventionally comprises a valve 13 for metering the quantity of exhaust gas to be recirculated.
• volumetric efficiency h no ⁇ current is calculated.
• the volumetric efficiency corresponds to the ratio between the gas flow actually admitted into the engine, Qtotadmis, and the theoretical flow that can be admitted into the engine:
• this current rate of recirculating exhaust gas is estimated as a function of the current air flow rate, Qair, and of the engine operating point.
• N the engine speed, which can be obtained by measurement using a speed sensor, No. Cyiwear , the number of engine cylinders,
• Pp the pressure in the plenum, in other words in the intake manifold 9, which can be measured by means of a pressure sensor, Tp, the temperature in the plenum, which can be measured by a sensor or estimated by calculation,
• vol is then filtered via a low-pass filter (block 23), the filtering value of which depends on the difference between the value of the volumetric efficiency h no1 , and the value of the volumetric efficiency h ' no i filtered.
• This difference between the unfiltered value and the filtered value of the volumetric efficiency is shown in FIG. 2 in block 21.
• a filter coefficient is determined in block 22, which can be determined from a map which establishes the filter coefficient as a function of the difference between the unfiltered value and the filtered value of the yield. volumetric.
• This filter makes it possible to attenuate the oscillations of the volumetric efficiency due to the various calculations.
• This current boost pressure P on ai_coun can be estimated via Qair, the air flow current in line 3 of intake, current plenum pressure, Pp, and the position of the butterfly valve 8.
• the target air flow rate is directly linked to the target boost pressure, the risk of divergence is eliminated because we no longer depend on the boost pressure achieved in calculating the power requested from the compressor.
• the method is used when there is exhaust gas recirculation for a range of exhaust gas rate in low recirculation, that is to say in a range less than or equal to 5%.
• a range of exhaust gas rate in low recirculation that is to say in a range less than or equal to 5%.
• the power setpoint of the compressor 6 is determined, P ⁇ mp ⁇ ns. This power setpoint is obtained from the air flow setpoint, Q a ir_cons > the upstream and downstream pressure setpoints of the compressor, P a m_com P _cons and P av_comp_cons 3 as well as from Tam_comp 3 the air temperature setpoint upstream of compressor 6:
• the upper pressure value of the compressor, P am _com _cons P is determined at block 25 from the air flow setpoint Q air _cons> and taking into account the load loss induced by the air filter 10 .
• the downstream pressure value of the compressor, P av-COMP-cons is determined from the air flow setpoint Q air con s> taking into account the load loss induced by the charge air cooler 1 1 (block 26) and P SU rai_cons J a boost pressure setpoint (block 27).
• the invention makes it possible to create a set air flow which is consistent with the set plenum pressure.
• the invention has the advantage of eliminating the risk of divergence in air flow and boost pressure which means that when the boost pressure increases then the air flow increases which tends to cause the control law to diverge because the power demand at compressor level increases.
• it makes it possible to have a power demanded from the compressor which is of the "slot" type when a torque slot is imposed on the engine, which makes it possible to improve the dynamics of the boost pressure.
• This invention improves the quality of boost pressure and recirculating exhaust gas flow regulations, reducing the risk of oscillation and the response time of the boost pressure.
• This invention does not entail any additional material cost because it is a simple control command to set up.

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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)
• Control Of Positive-Displacement Air Blowers (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=63491714

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (4)

• 2018
  • 2018-06-21 FR FR1855492A patent/FR3082887B1/fr active Active
• 2019
  • 2019-05-13 WO PCT/FR2019/051078 patent/WO2019243675A1/fr active Application Filing
  • 2019-05-13 EP EP19742429.4A patent/EP3810915A1/de active Pending

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