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
  • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
• • 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
  • F02D41/30—Controlling fuel injection
  • F02D41/38—Controlling fuel injection of the high pressure type
  • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
  • F02D41/401—Controlling injection timing
• • 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
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to the field of motor vehicles, more particularly to the control of diesel combustion engines of motor vehicles.
• the published patent document CN 105089833 A relates to the control of a fuel combustion engine of the diesel type for railway application, more particularly to the management of the fuel injection at each engine cycle. operation, depending on different parameters. The transient regime issue is not addressed and the engine does not seem to be equipped with a turbocharger.
• Published patent document CN 203098068 A relates to a diesel-type fuel combustion engine equipped with a fuel injection system with an electromechanical injection advance adjustment device. However, the issue of a transitional regime is not addressed.
• the object of the invention is to overcome at least one of the drawbacks of the aforementioned state of the art. More particularly, the object of the invention is to provide a control for a diesel engine with a turbocharger which makes it possible to better manage transient speeds, in particular with regard to the speed at which the power is delivered during an increase in engine load. .
• the subject of the invention is a method for controlling a diesel combustion engine with a turbocharger and controlled injection, comprising the following actions: monitoring a deviation EF between a set intake air flow rate and a flow rate of real intake air; injection advance CA correction as a function of the EF deviation; remarkable for the following additional action: monitoring a deviation Ep between a set inlet air pressure and an actual inlet air pressure; and in that the CA correction is a function of the EF deviation and the Ep deviation.
• the correction CA is greater as the difference EF is large and the difference Ep is large.
• the correction CA is determined by a mapping as a function of the deviation EF and the deviation Ep.
• the mapping determines a weighting factor for the correction CA as a function of the deviation EF and the deviation Ep.
• the weighting factor is between 0 and 1. According to an advantageous embodiment of the invention, the correction factor increases monotonically with the difference EF for a difference Ep greater than a minimum non-zero value.
• the correction factor increases monotonically with the deviation Ep for a deviation EF greater than a non-zero minimum value.
• the AC correction is also a function of engine speed n and engine torque T.
• the invention also relates to a control unit for a diesel combustion engine with turbocharger and controlled injection, remarkable in that said control unit is configured to carry out the method according to the invention.
• the invention also relates to a motor vehicle comprising a diesel combustion engine with turbocharger and controlled injection and a control unit for said combustion engine, remarkable in that said control unit is configured to perform the method according to the invention.
• the measures of the invention are advantageous in that they allow the engine to deliver more torque in transient speeds, in particular at altitude, while respecting pollution control constraints.
• the injection advance CA correction is thus controlled in a more refined and also more efficient manner.
• FIG 1 is a schematic representation of a diesel combustion engine with turbocharger and controlled injection, equipped with a control unit according to the invention
• FIG 2 is a flowchart illustrating the principle of transient state control according to the state of the art
• FIG 3 is a flowchart illustrating the principle of transient regime control according to the invention.
• FIG 4 illustrates a mapping of an injection advance weighting factor according to the invention.
• FIG. 1 schematically illustrates a diesel combustion engine 2.
• the diesel combustion engine 2 conventionally comprises an engine block 4 forming cylinders receiving pistons 6 for compressing the intake air and injecting diesel fuel therein to cause combustion.
• the fuel is injected into the combustion chambers by injectors 8.
• injectors 8 are supplied with pressurized fuel via a common rail (not shown) and controlled electrically during each engine operating cycle.
• the engine 2 comprises an air intake manifold 10, an exhaust manifold 12 and a turbocharger 14, the turbine of which is supplied by the exhaust from the exhaust manifold 12 of the engine and the compressor compresses it. intake air to the intake air manifold 10 of the engine.
• An exhaust gas recirculation valve 16 commonly designated by the acronym EGR (corresponding to “Exhaust Gas Recycling”) is fluidly disposed between the exhaust line, between the exhaust manifold and the turbocharger 14, and an intake air line connecting the compressor of the turbocharger 14 to the intake air manifold 10.
• EGR exhaust Gas Recycling
• This exhaust gas recirculation valve 16 is essentially intended to reduce the emissions of nitrogen oxides NOx, without increasing the amount of particles produced too much.
• the production of nitrogen oxides NOx results mainly from high combustion temperatures, typically above 1300 ° C, particularly present in high efficiency direct injection engines.
• the exhaust gas recirculation valve 16 makes it possible to reduce the rate of NOx at the exhaust outlet, essentially by lowering the combustion temperature via in particular the reduction in the proportion of oxygen, to the detriment of efficiency and consumption. of fuel while increasing the amount of particulate matter released.
• the metering of the flue gas is controlled according to the load and the speed to sufficiently reduce the combustion temperature without significantly increasing the production of soot.
• the engine comprises a control unit 18 configured in particular to control the fuel injectors 8, as a function of numerous parameters, such as in particular a demand for power on the part of the driver and the engine speed.
• the control unit 18 is configured to, upon a demand for an increase in power from the driver, control the fuel injectors 8 so as to increase the torque of the engine while applying an advance correction to the engine. 'injection during the transient regime, that is to say the regime where the turbocharger is in the acceleration phase following the increase in engine load and has not yet reached a new pressure and flow rate of the engine. intake air corresponding to the new engine load.
• FIG. 2 illustrates, by means of a flowchart, a principle for determining the injection advance correction CA as a function of the engine speed n, of the engine torque T and of a difference EF between an intake air flow rate of setpoint and an actual intake air flow rate, according to the state of the art.
• the difference EF between the setpoint intake air flow rate and the actual intake air flow rate may be permanent then that the exhaust gas recirculation valve is closed, and then lead to prolonged operation of the engine with an AC injection advance correction.
• Such operating conditions can lead to a significant production of fumes, most often then limited by a reduction in the quantity of fuel injected and thus a reduction in the torque produced.
• the invention provides, according to FIG. 3 illustrating a flowchart for determining the injection advance correction CA, to also take into account a difference Ep between a setpoint intake air pressure and an air pressure. actual admission.
• step 20 a mapping of a weighting factor as a function of the difference EF and the difference Ep can be used, this factor then being combined with action 24 with a weighting factor function of the speed n and of the torque T of the engine determined in action 22, similarly to FIG. 2.
• a mapping of a weighting factor as a function of the difference EF and the difference Ep can be used, this factor then being combined with action 24 with a weighting factor function of the speed n and of the torque T of the engine determined in action 22, similarly to FIG. 2.
• FIG. 4 illustrates an example of a mapping of the weighting factor as a function of the differences EF and Ep.
• the vertical axis expresses the weighting factor between 0 and 1.
• the horizontal axis generally parallel to the plane of the drawing corresponds to the difference EF expressed in mg / cycle and the horizontal axis generally perpendicular to the plane of the drawing according to the perspective corresponds to the deviation Ep expressed in mbar.
• the weighting factor only becomes large when the deviation EF and the deviation Ep are large.
• the injection advance correction CA will therefore be significant under the influence of the difference EF between a setpoint intake air flow rate and a real intake air flow rate only if the difference Ep between A set intake air pressure and an actual intake air pressure are also significant.

Landscapes

• 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)

Applications Claiming Priority (2)

Publications (1)

Family

ID=73642972

Family Applications (1)

Country Status (3)

Families Citing this family (1)

Family Cites Families (8)

• 2020
  • 2020-06-23 FR FR2006533A patent/FR3111672B1/fr active Active
• 2021
  • 2021-05-03 WO PCT/FR2021/050757 patent/WO2021260281A1/fr unknown
  • 2021-05-03 EP EP21732416.9A patent/EP4168662A1/de active Pending

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