WO2013131684A1 - Estimation de l'état de combustion effectuée sur la base de la vitesse de rotation et destinée à un moteur à combustion doté d'au moins un cylindre - Google Patents

Estimation de l'état de combustion effectuée sur la base de la vitesse de rotation et destinée à un moteur à combustion doté d'au moins un cylindre Download PDF

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Publication number
WO2013131684A1
WO2013131684A1 PCT/EP2013/051307 EP2013051307W WO2013131684A1 WO 2013131684 A1 WO2013131684 A1 WO 2013131684A1 EP 2013051307 W EP2013051307 W EP 2013051307W WO 2013131684 A1 WO2013131684 A1 WO 2013131684A1
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WO
WIPO (PCT)
Prior art keywords
combustion
characteristic
internal combustion
cylinder
combustion engine
Prior art date
Application number
PCT/EP2013/051307
Other languages
German (de)
English (en)
Inventor
Frank Schuerg
Haris Hamedovic
Juergen Berkemer
Prashanth ANANTHA
Franz Raichle
Wolfgang Fischer
Silke Seuling
Joerg Lange
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Priority to CN201380012689.3A priority Critical patent/CN104160135B/zh
Publication of WO2013131684A1 publication Critical patent/WO2013131684A1/fr

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Classifications

    • 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
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • 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
    • 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
    • F02D2200/1004—Estimation of the output torque
    • 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
    • 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
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals

Definitions

  • the present invention relates to a method for estimating a combustion position for combustion in an internal combustion engine having at least one cylinder. Furthermore, a corresponding arrangement for the estimation of combustion position for an internal combustion engine with at least one cylinder is provided.
  • DE 10 2010 038 41 1 discloses an air-fuel ratio estimation detecting device which eliminates the use of an oxygen sensor or similar device used directly to detect an air-fuel ratio by detecting an air-fuel ratio estimation means. Fuel ratio of combustion gas is estimated and detected based on a signal output of a pulse generator rotor.
  • An object of the present invention has now been to provide an estimate of a combustion position for combustion in an internal combustion engine having at least one cylinder based on a rotational speed of the internal combustion engine.
  • a method for estimating a combustion position for combustion in an internal combustion engine having at least one cylinder, wherein the combustion position is derived from a characteristic that is based on an evaluation of a rotational speed of a crankshaft of the internal combustion engine.
  • the characteristic is calculated for values of the rotational speed from a compression phase and a combustion phase in the at least one cylinder of the internal combustion engine.
  • the values of the rotational speed used for calculating the characteristic are taken from the entire compression and combustion phase.
  • several values of the rotational speed can be used.
  • symmetry properties of a corresponding compression moment are utilized in the calculation of the feature.
  • the combustion position is defined, for example, by a value MFB50, which designates a crankshaft angle at which 50% of a fuel mass supplied to the cylinder has been converted by combustion.
  • the crankshaft angle defined in this way therefore describes the center of gravity of the combustion in relation to the crankshaft angle ° KW.
  • At the crankshaft angle of the MFB50 half of a calorific value of an injected fuel mass is converted into heat.
  • a definition of the MFB50 value is found, for example JB Heywood, International Combustion Engine Fundamentals, McGraw-Hill 1998.
  • the combustion position is known, this may be e.g. be controlled by a firing angle.
  • the ignition angle indicates at how many ° CA before the central top dead center (ZOT) a fuel mixture in a cylinder is ignited by a corresponding ignition spark. Often the ignition angle is also referred to as ignition delay. Thus, more stable combustion is possible with improved emissions. Furthermore, a torque maximization can be achieved.
  • the combustion position of an internal combustion engine having at least one cylinder is now estimated by a model-based evaluation of a speed signal.
  • the method is particularly applicable to a single cylinder engine. Due to the fact that in a 1-cylinder engine no superimposition of cylinder influences on a corresponding crankshaft takes place, not only the combustion phase can be evaluated to evaluate the speed signal and assigned to a specific cylinder, but it can also in other areas of a respective work cycle in particular, in a compression phase correlations between a respective speed and other variables are evaluated without the influence of combustion.
  • the rotational speed is determined via tooth times of a correspondingly provided speed sensor. It is advantageous before processing the speed, or a corresponding speed signal by the speed sensor resulting signal To compensate for interference with a known in the prior art method.
  • the characteristic is calculated in each case for values of the rotational speed from a compression phase and a combustion phase in the at least one cylinder and from this a combustion energy conversion feature is formed.
  • a position characteristic is calculated by means of the combustion energy conversion feature or the rotational moment characteristic.
  • the position characteristic can then be mapped to the combustion position by means of a characteristic curve or a characteristic diagram.
  • the method according to the invention can be used for the entire angular range from the beginning of the compression phase until after the end of combustion.
  • the angular range i. If necessary, restrict the range from the beginning of the compression phase to the end of the combustion in order to obtain a minimum superimposition of the two cylinders and thus to have the least possible mutual influence of the cylinders.
  • the determination of the combustion position has various fields of application. This makes it easier to control the combustion position or to control MFB50%. Furthermore, a detection of so-called pre-ignition or extreme knockers to avoid further extreme knockers and a fuel quality detection and torque maximization over a set ignition angle is possible.
  • the inventive method is without additional hardware, it is a pure software solution.
  • the combustion position or MFB50% (mass fraction burnt 50%) represents, as already mentioned, the crank angle at which 50% of the energy of the fuel was converted. This is usually calculated from the so-called heating process.
  • ⁇ »9> ⁇ ) nm ( ⁇ ff ( ⁇ P teg , ⁇ p)) + ⁇ * max ( ⁇ ff ( % eg , ⁇ )) - mm ( ⁇ ff ( ⁇ p teg , ⁇ p)) ( 1 ")
  • Q H represents the heat energy
  • ⁇ is an angle of the crankshaft relative to the cylinder axis of the at least one cylinder in which the fuel is burned
  • p corresponds to the pressure prevailing in the cylinder
  • V corresponds to the volume occupied by the fuel in the cylinder
  • ⁇ corresponds to an adiabatic exponent.
  • q> t eg corresponds to an initial angle of consideration of a heating course
  • ⁇ corresponds to eg 50% for a combustion position in which 50% of the energy of the fuel has been converted.
  • the characteristic for all values of the rotational speed is started with the start of a compression until the completion of the combustion in the at least one At least one cylinder of the internal combustion engine is calculated and summed up to form a combustion energy conversion feature.
  • the combustion energy conversion feature thus obtained can be used to calculate a location feature according to a further embodiment of the method according to the invention.
  • the Lümerkmal is then mapped by means of an applied characteristic or a map on the combustion position.
  • the present invention relates to an arrangement for estimating a combustion position for combustion in an internal combustion engine having at least one cylinder.
  • the arrangement includes means configured to determine a rotational speed of a crankshaft of the internal combustion engine.
  • the arrangement comprises means communicatively coupled to the former means and configured to derive the combustion position from a characteristic based on an evaluation of the speed, the characteristic for certain values of the speed comprising a compression phase and a combustion phase is advantageously calculated with the beginning of compression until completion of the combustion in the at least one cylinder of the internal combustion engine. It can be exploited to calculate the feature symmetry properties of a corresponding compression torque.
  • the arrangement also comprises a memory unit in which a characteristic curve and / or a characteristic map are stored, with the aid of which a position feature derived from the feature can be imaged onto the combustion position.
  • the arrangement according to the invention is particularly suitable for carrying out the method according to the invention.
  • FIG. 1 shows in a graph a speed curve for an internal combustion engine with a cylinder during a working cycle.
  • FIG. 2 shows in a graph a principal torque curve.
  • FIG. 3 shows a speed curve over a working cycle for two different load points.
  • FIG. 4 shows in a graph a principal torque curve together with a plot of a respective magnitude of the torque.
  • FIG. 1 shows a basic profile 25 of a rotational speed of a 1-cylinder engine via a working cycle.
  • a working cycle 21 corresponds to an angular range of 720 ° CA (KW: crankshaft).
  • KW crankshaft
  • the speed of the crankshaft corresponds to the speed of the crankshaft.
  • a dashed line 23 indicates an average speed.
  • Phase 1 refers here to compression
  • phase 2 combustion phase 3 ejection
  • phase 4 aspiration followed again by a repetition of phase 1, namely the compression.
  • the angle settings are plotted in ° CA, wherein a unit on the abscissa 20 corresponds to an interval of 180 ° KW, starting with -180 ° CA. This is related to an angular position of the crankshaft selected to be 0 ° CA when the piston under consideration is at top dead center at the beginning of phase 2 combustion. In a four-cylinder engine would be in a working game, accordingly
  • the energy difference between a state of the crankshaft system in the compression phase and a state of the crankshaft system in the combustion phase is now used, wherein a first value of the rotational speed at a first angular position of the crankshaft and a second value of the rotational speed at a second angular position the crankshaft is used, wherein the first and the second angular position of the crankshaft with respect to an angular position at which an ignition of the internal combustion engine takes place are symmetrical to each other.
  • combustion energy conversion feature thus obtained can be used to calculate a location feature according to a further embodiment of the method according to the invention.
  • the Lümerkmal is then mapped by means of an applied characteristic or a map on the combustion position.
  • the method according to the invention can also be carried out in the same way for an internal combustion engine with two cylinders if there is a symmetrical firing interval.
  • the angle ranges used for calculating the feature for a minimum overlap of the two cylinders are to be selected accordingly or limited.
  • Figure 2 shows schematically a course of a torque M exerted by a corresponding piston of a cylinder on a crankshaft during compression and combustion in the cylinder.
  • Values of the torque M are plotted on an ordinate 32.
  • On an abscissa 30 are angular values or angular positions of the crankshaft with respect to a crankshaft position of the crankshaft with respect to a crankshaft position in the central top dead center (ZOT) plotted.
  • the ordinate 32 indicates a position of the crankshaft of 180 ° before ZOT
  • the vertical axis 34 indicates a position of the crankshaft of 0 ° with respect to ZOT
  • the vertical axis 36 indicates a position of the crankshaft of 180 ° after ZOT.
  • the thrust moment in the compression phase M s is shown by a solid line 38
  • the moment in the case of combustion M v is shown by a dashed line 37 and dotted line 39
  • the proportion of the torque M diff is shown,
  • FIG. 3 shows a speed curve ⁇ ( ⁇ ) over a working cycle.
  • An abscissa 40 shows a working cycle in a unit ° KW of -360 to +360.
  • the speed is to be applied in one unit n [1 / min].
  • Figure 4 shows schematically a course of a torque M exerted by a corresponding piston of a cylinder on a crankshaft during compression and combustion in the cylinder. Values of the torque are again plotted on an ordinate 52 as in FIG. On an abscissa 50 angle values and angular positions of the crankshaft with respect to a crankshaft position for ZOT, plotted. Similar to FIG. 2, the ordinate 52 indicates a position of the crankshaft of 180 ° before ZOT, the vertical axis 54 indicates a position of the crankshaft of 0 ° with respect to ZOT, and the vertical axis 56 indicates a position of the crankshaft of 180 ° after ZOT.
  • a basic idea of the method according to the invention is to calculate a time profile of a conversion of energy, which is produced by combustion in an internal combustion engine, from the rpm signal and then to determine from this a position characteristic which correlates well with the combustion position.
  • a course of an overall energy conversion from the speed signal is first calculated. This may, for example, look like this
  • Formula 3 shows the energy conversion produced by compression and combustion torque. For an estimation of the combustion position, however, only the pure combustion torque ⁇ ⁇ ( ⁇ ) is relevant. Therefore, will First, the energy conversion of the compression torque E comp ((p) determined, and then subsequently deducted from the total energy conversion E ges ((p).
  • E comp ((p) E ges ((p) can be assumed to be a good approximation in the region before ZOT.
  • E comp (cp) becomes the region ZOT from the e tot ((p) of the compression phase, eg. determined by a suitable reflection at ZOT.
  • the compression moment could also be modeled from the measured intake manifold pressure. the energy conversion of the combustion moments ⁇ ⁇ ( ⁇ ), which the above-mentioned Energy combustion characteristic is then calculated as follows:
  • E v M E g es) - E k np ( ⁇ p ) (4) From E v (cp), a variable can be calculated by calculating a position characteristic from this curve, which correlates well with the combustion system MFB50%.
  • a location characteristic for example, the geometric center of gravity or the angle at which ⁇ ⁇ ( ⁇ ) reaches a certain proportion, for example 50%, of its final value for the corresponding combustion.
  • the final value for ⁇ ⁇ ( ⁇ ) is assumed to be at a certain angle, which is advantageously after the end of the combustion, for example 180 ° after ZOT.
  • This position characteristic is then supplied to an applicable map or a characteristic curve, which depicts the position characteristic on the combustion position MFB50% as a function of various parameters, such as speed and load, etc.
  • ⁇ ( ⁇ ) corresponds to a crank angle-dependent moment of inertia of the crankshaft. This is composed of the oscillating and rotating mass fractions.
  • the focus of the combustion torque can be used within an applicable angle range.
  • the angle can also be used in accordance with the above embodiment, in which the course of the integral over the combustion torque reaches a certain proportion, for example 50% of its final value for this particular combustion.
  • This Lümerkmal is then fed to an applicable map or a characteristic curve, which depends on various parameters, such as
  • the method according to the invention can basically be used in all internal combustion engines, but it is particularly suitable for single and two-cylinder engines.
  • an optimized regulation or adaptation of a corresponding ignition angle can take place. Furthermore, a recognition of the so-called Mist ignitions or extreme knockers are performed.
  • a regulation of the combustion position to the optimum in terms of consumption and emissions, etc., which are stored in a map, depending on the operating value, also represents a potential application of the method according to the invention. Furthermore, the detection of the fuel and / or quality on the evaluation of the feature is an application of the method according to the invention.

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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)

Abstract

La présente invention concerne un procédé d'estimation d'une valeur absolue de l'état d'une combustion dans un moteur à combustion interne doté d'au moins un cylindre; l'état de combustion étant déduit d'une caractéristique qui est basée sur une évaluation de la vitesse de rotation (25) d'un vilebrequin du moteur à combustion interne; la caractéristique étant calculée pour des valeurs de la vitesse de rotation issues d'une phase de compression et d'une phase de combustion dans ledit au moins un cylindre du moteur à combustion. L'invention concerne également un ensemble correspondant.
PCT/EP2013/051307 2012-03-08 2013-01-24 Estimation de l'état de combustion effectuée sur la base de la vitesse de rotation et destinée à un moteur à combustion doté d'au moins un cylindre WO2013131684A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201380012689.3A CN104160135B (zh) 2012-03-08 2013-01-24 针对具有至少一个缸的内燃机的基于转速的燃烧情况估算

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DE102012203671.7A DE102012203671B4 (de) 2012-03-08 2012-03-08 Drehzahlbasierte Verbrennungslageschätzung für einen Verbrennungsmotor mit mindestens einem Zylinder
DE102012203671.7 2012-03-08

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WO2013131684A1 true WO2013131684A1 (fr) 2013-09-12

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DE (1) DE102012203671B4 (fr)
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JP6447339B2 (ja) * 2015-04-17 2019-01-09 株式会社デンソー エンジン制御装置
DE102015211156B4 (de) 2015-06-17 2017-07-13 Robert Bosch Gmbh Verfahren zum Ermitteln eines Druckes in einem Brennraum einer Brennkraftmaschine
DE102016218321A1 (de) 2016-09-23 2018-03-29 Robert Bosch Gmbh Verfahren und Steuergerät zum Ermitteln von Verbrennungslagen eines Verbrennungsmotors

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FR2910622A1 (fr) * 2006-12-21 2008-06-27 Renault Sas Procede d'estimation du couple d'un moteur a combustion interne
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GB2475062A (en) * 2009-11-03 2011-05-11 Gm Global Tech Operations Inc Method for determining an index of the fuel combustion in an engine cylinder
DE102010041273A1 (de) * 2010-09-23 2012-03-29 Robert Bosch Gmbh Verfahren zum Betreiben eines Verbrennungsmotors

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CN104160135B (zh) 2017-03-22
DE102012203671B4 (de) 2023-02-09
DE102012203671A1 (de) 2013-09-12
CN104160135A (zh) 2014-11-19

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