WO2021176153A1 - Method for determining closing angles of valves of a combustion engine - Google Patents

Method for determining closing angles of valves of a combustion engine Download PDF

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Publication number
WO2021176153A1
WO2021176153A1 PCT/FR2021/050192 FR2021050192W WO2021176153A1 WO 2021176153 A1 WO2021176153 A1 WO 2021176153A1 FR 2021050192 W FR2021050192 W FR 2021050192W WO 2021176153 A1 WO2021176153 A1 WO 2021176153A1
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WO
WIPO (PCT)
Prior art keywords
intake
exhaust valve
determining
acquired
detection zone
Prior art date
Application number
PCT/FR2021/050192
Other languages
French (fr)
Inventor
Pierre-Emmanuel GUILLAUME
Original Assignee
Psa Automobiles Sa
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 Psa Automobiles Sa filed Critical Psa Automobiles Sa
Priority to CN202180019910.2A priority Critical patent/CN115280124A/en
Priority to EP21707341.0A priority patent/EP4115160A1/en
Publication of WO2021176153A1 publication Critical patent/WO2021176153A1/en

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/04—Testing internal-combustion engines
    • G01M15/12—Testing internal-combustion engines by monitoring vibrations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/46—Component parts, details, or accessories, not provided for in preceding subgroups
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2432—Methods of calibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2800/00—Methods of operation using a variable valve timing mechanism
    • F01L2800/09—Calibrating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/01—Absolute values
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2820/00—Details on specific features characterising valve gear arrangements
    • F01L2820/04—Sensors
    • F01L2820/041—Camshafts position or phase sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • 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
    • F02D2200/021—Engine temperature
    • 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
    • F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
    • 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
    • F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
    • 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

  • One aspect of the invention relates to a method for determining the closing angles of the intake and exhaust valves of a combustion engine of a vehicle, in particular an automobile.
  • a method of measurement by metrology is used. This is based on the direct reading of the distribution diagram using comparators positioned on the valve stem making it possible to record the value of the valve lift in mm and a graduated disc angularly positioned on the crankshaft for the angle reading in degrees. This measurement is carried out manually by an operator in the workshop. This information is therefore not systematic.
  • this method requires a lot of time, specific material and must be adapted to each type of engine. It is sometimes even difficult to carry out this operation due to the lack of accessibility to the elements. Like any human intervention, it is also sensitive to the operator.
  • the object of the invention is to overcome the drawbacks of the prior art by providing a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine, the precision and robustness of which are improved.
  • the invention thus relates, in its broadest sense, to a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine, said method comprising the steps of:
  • knock information formed for example by an acceleration signal transmitted by a knock detection sensor or else an accelerometer, makes it possible to determine the precise instant of closing the valves while s 'freeing from the chain of ribs and therefore makes it possible to gain in strength and precision.
  • this process does not require human intervention, the result does not depend on the skills or even the experience of the operator. Knowing the precise instant of closing of the intake and exhaust valves of an engine helps ensure a robust calibration of a control law.
  • the method for determining the closing angles of the intake and exhaust valves of an internal combustion engine according to an aspect of the invention may exhibit one or more additional characteristics among the following, considered individually or according to any technically possible combination.
  • a maximum value representative of an inlet valve closure is selected in the detection zone
  • a maximum value representative of an exhaust valve closure is selected in the detection area.
  • the selection of a detection zone of at least one instant of valve closing is carried out by: comparing the curve representative of a standard deviation with a valve lift law theoretical intake and exhaust valve, or by windowing at least one raw signal acquired.
  • the reiteration step is performed twenty-four times.
  • the method comprises a step of applying to the selected maximum value, an operating clearance which is a function of hydraulic compression of a valve lifter.
  • the applied threshold is between 70 and 90%.
  • the acquired raw signal is formed by a frequency analysis of an acceleration signal.
  • the raw signal acquired is an acceleration signal.
  • the invention relates to a vehicle comprising a knock detection device and an engine control device constructed and arranged to implement the steps of the method for determining intake and exhaust valve closure angles of an internal combustion engine according to at least one of the aforementioned embodiments of the invention.
  • the knock detection device is formed by a knock detection sensor or an accelerometer.
  • FIG. 1 schematically illustrates an exemplary implementation of a method for determining intake and exhaust valve closing angles of an internal combustion engine according to one aspect of the invention.
  • FIG. 2 schematically represents several engine cycle curves.
  • FIG. 3 illustrates an enlargement of a detection zone of at least one valve closing instant shown in Figure 2.
  • FIG. 4 schematically illustrates an exemplary implementation of a method for determining closing angles of the intake and exhaust valves of an internal combustion engine according to one aspect of the invention.
  • FIG. 5 illustrates a law of angular passage between a valve closing instant and a valve lift.
  • FIG. 6 schematically represents a vehicle constructed and arranged to implement a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine according to one aspect of the invention
  • FIG. 1 illustrates an exemplary implementation of a method 100 for determining closing angles of the intake and exhaust valves of an internal combustion engine in accordance with one aspect of the invention.
  • FIG. 2 for its part, illustrates several engine cycle curves, in particular: an intake valve and theoretical exhaust valve lift law LT.
  • This LT law comprises on the ordinate the stroke in millimeters of the valve lifts and on the abscissa the angle in degrees of positioning of the engine crankshaft.
  • This LT law illustrates an engine cycle with a point low dead end PMB ADM intake, one top dead center combustion PMH COMB and one bottom dead center combustion PMB COMB; a curve representative of a raw signal S acquired by an engine knock detection device.
  • This curve comprises on the ordinate of m / s2 and on the abscissa the angle in degree of positioning of the engine crankshaft; a curve representative of an AND standard deviation. This curve provides on the abscissa the angle in degrees of positioning of the engine crankshaft.
  • Figure 3 shows an enlargement of the detection zone Z of at least one valve closing instant shown in Figure 2.
  • the method 100 includes a step of acquiring 101 a raw signal S of two engine cycles.
  • the raw signal S is acquired by a knock detection device.
  • the acquired raw signal S can be an acceleration signal.
  • the raw signal could be formed by a frequency analysis of an acceleration signal.
  • the method 100 can be applied by an on-board vehicle computer.
  • the knock detection device can for example be formed by a knock sensor with which most motor vehicle gasoline engines are equipped. Thus, there is no need to add an additional sensor.
  • the knock detection device may be formed by an accelerometer.
  • the method 100 further comprises a step of repeating 102 at least once the step of acquiring 101 a raw signal S of two engine cycles.
  • This step of acquiring 101 a raw signal S of two engine cycles can for example be repeated twenty-four times so as to obtain a set of raw signals S representative of fifty engine cycles.
  • the method 100 also includes a step of determining 103 a curve representative of a standard deviation AND of all the raw signals S acquired. Thus, the greater the number of iterations 102 of acquiring a raw signal S, the greater the robustness of the method 100 according to the invention.
  • the method 100 further comprises a step of selecting 104 a detection zone Z of at least one valve closing instant on the curve representative of an ET standard deviation.
  • the selection 104 of a zone Z for detecting at least one instant of valve closing can for example be carried out by comparing the curve representative of a standard deviation AND with a law of inlet valve lift and of LT theoretical exhaust valve. In fact, based on the theoretical LT intake valve and exhaust valve lift law, it is easy to determine a detection zone of at least an instant when the valves are closed. In this case, the detection zone of at least one valve closing instant of the LT law is applied to the ET standard deviation.
  • the zone Z for detecting at least one instant of valve closing comprises in particular an instant of closing at the intake FA and an instant of closing at the inlet FE.
  • the selection 104 of a zone Z for detecting at least one valve closing instant can be achieved by windowing at least one raw signal S acquired. This is because the knock detection device is subjected to all the noises generated by the engine and it is therefore useful to window the raw signal S acquired to determine the times when the valves close.
  • the method 100 further comprises a step of applying 105 a threshold TH to the maximum noise level in the detection zone Z of at least one instant of valve closing.
  • This threshold TH can for example be between 70 and 90%. More particularly, in the example illustrated, the applied TH threshold is of the order of 80%.
  • the method 100 further comprises a step of selecting 106 at least one maximum value.
  • Each of the maximum values V FA and VFE corresponds to a point intersection between the curve representative of an ET standard deviation and the applied TH threshold of 80%.
  • the method 100 may further include a step of applying 107 to the selected maximum values, an operating clearance dependent on hydraulic compression of a valve lifter.
  • This operating clearance can for example be of the order of 0.06mm. Taking this operating clearance into account makes it possible to avoid a measurement deviation and therefore a calibration. Without taking this operating clearance into account, this measurement deviation can, for example, reach 12 degrees from the angle of closure at the intake of the valves and 8 degrees of the angle of closure at the exhaust of the valves.
  • this passing law provides the angular offset to be applied corresponding to 1 mm.
  • the closing to the FE exhaust for an operating clearance equal to 1 mm is of the order of -150 degrees.
  • the FA intake closure for an operating clearance equal to 1 mm is of the order of 70 degrees.
  • the detection zone Z is shifted by -30 degrees.
  • Figure 6 illustrates a vehicle provided with a combustion engine according to one aspect of the invention.
  • the vehicle 1 comprises a knock detection device 2 and an engine control device 3 constructed and arranged to implement the steps of the method 100 for determining the intake and exhaust valve closing angles of a combustion engine internal according to one of the aspects of the invention.
  • the raw signal S acquired by a knock detection device is a piston frequency signal.
  • This frequency signal is acquired by the knock detection device 2, which can be formed by a knock detection sensor or in a different embodiment by an accelerometer.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)

Abstract

An aspect of the invention relates to a method (100) for determining closing angles of intake and exhaust valves of an internal combustion engine. The method (100) includes the following steps: - acquiring (101) a raw signal from two engine cycles, - reiterating (102) the acquisition step (101) at least once, - determining (103) a curve representative of a standard deviation of all the acquired raw signals, - selecting (104) a detection zone of at least one valve closing instant on the curve representing a standard deviation, - applying (105) a threshold at the maximum noise level in the detection zone, - selecting (106) at least one maximum value in the detection zone.

Description

DESCRIPTION DESCRIPTION
TITRE DE L’INVENTION : PROCEDE POUR DETERMINER DES ANGLES DE FERMETURE DES SOUPAPES D’UN MOTEUR A COMBUSTION TITLE OF THE INVENTION: PROCESS FOR DETERMINING CLOSING ANGLES OF THE VALVES OF A COMBUSTION ENGINE
[0001] La présente invention revendique la priorité de la demande française N°2002205 déposée le 05.03.2020 dont le contenu (te<te, dessins et revendications) est ici incorporé par référence The present invention claims the priority of French application No. 2002205 filed on 03.05.2020, the content of which (te <te, drawings and claims) is incorporated here by reference
[0002] Un aspect de l’invention se rapporte à un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion d’un véhicule, notamment automobile. [0002] One aspect of the invention relates to a method for determining the closing angles of the intake and exhaust valves of a combustion engine of a vehicle, in particular an automobile.
[0003] Comme décrit dans le document FR-A1 -2787136, il est connu que le rendement d'un moteur thermique est optimum pour un régime de rotation. Ceci est dû, en particulier, à une loi de distribution qui régit l'ouverture des soupapes en course, en durée et en calage par rapport à la position du vilebrequin. Cette loi est déterminée par la géométrie des cames, des leviers, la liaison entre le vilebrequin et l'arbre à cames et les différents jeux possibles entres les différentes pièces composant la distribution. As described in document FR-A1 -2787136, it is known that the efficiency of a heat engine is optimum for a rotational speed. This is due, in particular, to a distribution law which governs the opening of the valves in stroke, in duration and in timing with respect to the position of the crankshaft. This law is determined by the geometry of the cams, the levers, the connection between the crankshaft and the camshaft and the different possible clearances between the different parts making up the distribution.
[0004] Pour déterminer ces paramètres une méthode de mesure par métrologie est utilisée. Celle-ci repose sur la lecture directe de l’épure de distribution à l’aide de comparateurs positionnés sur la queue des soupapes permettant de relever la valeur des levées des soupapes en mm et d’un disque gradué angulairement positionné sur le vilebrequin pour la lecture de l’angle en degré. Cette mesure est réalisée manuellement par un opérateur en atelier. Cette information n’est donc pas systématique. En outre, cette méthode nécessite beaucoup de temps, de matériel spécifique et doit être adaptée à chaque type de moteur. Il est parfois même difficile de réaliser cette opération par manque d’accessibilité aux éléments. Comme toute intervention humaine, elle est en outre sensible à l’opérateur. To determine these parameters, a method of measurement by metrology is used. This is based on the direct reading of the distribution diagram using comparators positioned on the valve stem making it possible to record the value of the valve lift in mm and a graduated disc angularly positioned on the crankshaft for the angle reading in degrees. This measurement is carried out manually by an operator in the workshop. This information is therefore not systematic. In addition, this method requires a lot of time, specific material and must be adapted to each type of engine. It is sometimes even difficult to carry out this operation due to the lack of accessibility to the elements. Like any human intervention, it is also sensitive to the operator.
[0005] Il existe également des méthodes, dites de loi de commande, qui nécessitent différents capteurs de positions des arbres à cames et du vilebrequin. L’utilisation d’une pluralité de capteurs de position génère une dispersion de mesure liée à l’ensemble de la chaîne de cote de ces capteurs. En outre, une dispersion de l’ensemble des pièces mécaniques vient également fausser la mesure. [0006] Le but de l’invention est de pallier les inconvénients de l’art antérieur en proposant un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne dont la précision et la robustesse sont améliorées. [0005] There are also so-called control law methods which require different position sensors of the camshafts and of the crankshaft. The use of a plurality of position sensors generates a measurement dispersion linked to the entire chain of ratings of these sensors. In addition, a dispersion of all the mechanical parts also falsifies the measurement. The object of the invention is to overcome the drawbacks of the prior art by providing a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine, the precision and robustness of which are improved.
[0007] Dans ce contexte, l’invention se rapporte ainsi, dans son acceptation la plus large, à un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne, ledit procédé comportant les étapes de : [0007] In this context, the invention thus relates, in its broadest sense, to a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine, said method comprising the steps of:
- acquérir un signal brut de deux cycles moteurs, ledit signal brut étant acquis par un dispositif de détection de cliquetis, - acquire a raw signal from two engine cycles, said raw signal being acquired by a knock detection device,
- réitérer au moins une fois ladite étape d’acquérir, - repeat the said acquisition step at least once,
- déterminer une courbe représentative d’un écart type de l’ensemble desdits signaux bruts acquis, - determine a curve representative of a standard deviation of all of said raw signals acquired,
- sélectionner une zone de détection d’au moins un instant de fermeture de soupapes sur ladite courbe représentative d’un écart type, - select a detection zone of at least one valve closing instant on said curve representative of a standard deviation,
- appliquer un seuil au niveau maximal de bruit dans ladite zone de détection, - apply a threshold to the maximum noise level in said detection zone,
- sélectionner au moins une valeur maximale dans ladite zone de détection, ladite valeur maximale correspondant au point d’intersection entre ladite courbe représentative d’un écart type et ledit seuil appliqué. - select at least one maximum value in said detection zone, said maximum value corresponding to the point of intersection between said curve representative of a standard deviation and said applied threshold.
[0008] L’utilisation d’informations de cliquetis, formées par exemple par un signal d’accélération transmis par un capteur de détection de cliquetis ou alors d’un accéléromètre, permet de déterminer l’instant précis de fermeture des soupapes tout en s’affranchissant de la chaîne de côtes et permet donc de gagner en robustesse et précision. En outre, comme ce procédé ne nécessite pas d’intervention humaine, le résultat ne dépend pas des compétences ni même de l’expérience de l’opérateur. Connaître l’instant précis de fermeture des soupapes à l’admission et à l’échappement d’un moteur permet de garantir une calibration robuste d’une loi de commande. [0008] The use of knock information, formed for example by an acceleration signal transmitted by a knock detection sensor or else an accelerometer, makes it possible to determine the precise instant of closing the valves while s 'freeing from the chain of ribs and therefore makes it possible to gain in strength and precision. In addition, since this process does not require human intervention, the result does not depend on the skills or even the experience of the operator. Knowing the precise instant of closing of the intake and exhaust valves of an engine helps ensure a robust calibration of a control law.
[0009] Outre les caractéristiques qui viennent d’être évoquées dans le paragraphe précédent, le procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne selon un aspect de l’invention peut présenter une ou plusieurs caractéristiques complémentaires parmi les suivantes, considérées individuellement ou selon toutes les combinaisons techniquement possibles. In addition to the characteristics which have just been mentioned in the previous paragraph, the method for determining the closing angles of the intake and exhaust valves of an internal combustion engine according to an aspect of the invention may exhibit one or more additional characteristics among the following, considered individually or according to any technically possible combination.
[0010] Selon un aspect de l’invention, - une valeur maximale représentative d’une fermeture de soupapes à l’admission est sélectionnée dans la zone de détection, et [0010] According to one aspect of the invention, - a maximum value representative of an inlet valve closure is selected in the detection zone, and
Une valeur maximale représentative d’une fermeture de soupapes à l’échappement est sélectionnée dans la zone de détection. A maximum value representative of an exhaust valve closure is selected in the detection area.
[0011] Selon un aspect de l’invention, la sélection d’une zone de détection d’au moins un instant de fermeture de soupapes est réalisée par : comparaison de la courbe représentative d’un écart type avec une loi de levée de soupape admission et de soupape échappement théorique, ou par un fenêtrage d’au moins un signal brut acquis. According to one aspect of the invention, the selection of a detection zone of at least one instant of valve closing is carried out by: comparing the curve representative of a standard deviation with a valve lift law theoretical intake and exhaust valve, or by windowing at least one raw signal acquired.
[0012] Selon un aspect de l’invention, l’étape de réitération est réalisée vingt- quatre fois. [0012] According to one aspect of the invention, the reiteration step is performed twenty-four times.
[0013] Selon un aspect de l’invention, le procédé comporte une étape d’appliquer à la valeur maximale sélectionnée, un jeu de fonctionnement fonction d’une compression hydraulique d’un poussoir de soupape. [0013] According to one aspect of the invention, the method comprises a step of applying to the selected maximum value, an operating clearance which is a function of hydraulic compression of a valve lifter.
[0014] Selon un aspect de l’invention, le seuil appliqué est compris entre 70 et 90%. [0014] According to one aspect of the invention, the applied threshold is between 70 and 90%.
[0015] Selon un aspect de l’invention, le signal brut acquis est formé par une analyse fréquentielle d’un signal d’accélération. According to one aspect of the invention, the acquired raw signal is formed by a frequency analysis of an acceleration signal.
[0016] Selon un aspect de l’invention, le signal brut acquis est un signal d’accélération. [0017] Selon un autre aspect, l’invention porte sur un véhicule comportant un dispositif de détection de cliquetis et un dispositif de contrôle moteur construit et agencé pour mettre en oeuvre les étapes du procédé pour déterminer des angles de fermeture de soupapes admission et échappement d’un moteur à combustion interne selon l’une au moins des réalisation de l’invention précitées. [0018] Selon un aspect de l’invention, le dispositif de détection de cliquetis est formé par un capteur de détection de cliquetis ou un accéléromètre. According to one aspect of the invention, the raw signal acquired is an acceleration signal. According to another aspect, the invention relates to a vehicle comprising a knock detection device and an engine control device constructed and arranged to implement the steps of the method for determining intake and exhaust valve closure angles of an internal combustion engine according to at least one of the aforementioned embodiments of the invention. According to one aspect of the invention, the knock detection device is formed by a knock detection sensor or an accelerometer.
[0019] L’invention et ses différentes applications seront mieux comprises à la lecture de la description qui suit et à l’examen des figures qui l’accompagnent. The invention and its various applications will be better understood on reading the following description and on examining the accompanying figures.
[0020] [Fig. 1] illustre de façon schématique un exemple de mise en oeuvre d’un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne conforme à un aspect de l’invention. [0020] [Fig. 1] schematically illustrates an exemplary implementation of a method for determining intake and exhaust valve closing angles of an internal combustion engine according to one aspect of the invention.
[0021] [Fig. 2] représente de façon schématique plusieurs courbes de cycles moteurs. [0021] [Fig. 2] schematically represents several engine cycle curves.
[0022] [Fig. 3] illustre un agrandissement d’une zone de détection d’au moins un instant de fermeture de soupapes illustrée sur la figure 2. [0022] [Fig. 3] illustrates an enlargement of a detection zone of at least one valve closing instant shown in Figure 2.
[0023] [Fig. 4] illustre de façon schématique un exemple de mise en oeuvre d’un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne conforme à un aspect de l’invention. [0023] [Fig. 4] schematically illustrates an exemplary implementation of a method for determining closing angles of the intake and exhaust valves of an internal combustion engine according to one aspect of the invention.
[0024] [Fig. 5] illustre une loi de passage angulaire entre un instant de fermeture des soupapes et une levée de soupapes. [0024] [Fig. 5] illustrates a law of angular passage between a valve closing instant and a valve lift.
[0025] [Fig. 6] représente schématiquement un véhicule construit et agencé pour mettre en oeuvre un procédé pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne conforme à un aspect de l’invention [0025] [Fig. 6] schematically represents a vehicle constructed and arranged to implement a method for determining the closing angles of the intake and exhaust valves of an internal combustion engine according to one aspect of the invention
[0026] Pour la suite de la description, on se référera indifféremment aux figures 1 2 et 3. For the remainder of the description, reference will be made equally to Figures 1, 2 and 3.
[0027] La figure 1 illustre un exemple de mise en oeuvre d’un procédé 100 pour déterminer des angles de fermeture des soupapes admission et échappement d’un moteur à combustion interne conforme à un aspect de l’invention. La figure 2 illustre quant à elle plusieurs courbes de cycles moteurs, notamment : une loi de levée de soupape admission et de soupape échappement théorique LT. Cette loi LT comporte en ordonnée la course en millimètre des levées de soupapes et en abscisse l’angle en degré de positionnement du vilebrequin moteur. Cette loi LT illustre un cycle moteur avec un point mort bas admission PMB ADM, un point mort haut combustion PMH COMB et un point mort bas combustion PMB COMB ; une courbe représentative d’un signal brut S acquis par un dispositif de détection de cliquetis moteur. Cette courbe comporte en ordonnée des m/s2 et en abscisse l’angle en degré de positionnement du vilebrequin moteur ; une courbe représentative d’un écart type ET. Cette courbe fournit en abscisse l’angle en degré de positionnement du vilebrequin moteur. FIG. 1 illustrates an exemplary implementation of a method 100 for determining closing angles of the intake and exhaust valves of an internal combustion engine in accordance with one aspect of the invention. FIG. 2, for its part, illustrates several engine cycle curves, in particular: an intake valve and theoretical exhaust valve lift law LT. This LT law comprises on the ordinate the stroke in millimeters of the valve lifts and on the abscissa the angle in degrees of positioning of the engine crankshaft. This LT law illustrates an engine cycle with a point low dead end PMB ADM intake, one top dead center combustion PMH COMB and one bottom dead center combustion PMB COMB; a curve representative of a raw signal S acquired by an engine knock detection device. This curve comprises on the ordinate of m / s2 and on the abscissa the angle in degree of positioning of the engine crankshaft; a curve representative of an AND standard deviation. This curve provides on the abscissa the angle in degrees of positioning of the engine crankshaft.
[0028] La figure 3 présente un agrandissement de la zone de détection Z d’au moins un instant de fermeture de soupapes illustrée à la figure 2. [0028] Figure 3 shows an enlargement of the detection zone Z of at least one valve closing instant shown in Figure 2.
[0029] Le procédé 100 comporte une étape d’acquérir 101 un signal brut S de deux cycles moteurs. Le signal brut S est acquis par un dispositif de détection de cliquetis. The method 100 includes a step of acquiring 101 a raw signal S of two engine cycles. The raw signal S is acquired by a knock detection device.
[0030] A titre d’exemple, le signal brut S acquis peut être un signal d’accélération. [0030] By way of example, the acquired raw signal S can be an acceleration signal.
[0031] Dans un exemple non illustré, le signal brut pourrait être formé par une analyse fréquentielle d’un signal d’accélération. Dans ce cas, le procédé 100 peut être appliqué par un calculateur de véhicule embarqué. In an example not illustrated, the raw signal could be formed by a frequency analysis of an acceleration signal. In this case, the method 100 can be applied by an on-board vehicle computer.
[0032] Le dispositif de détection de cliquetis peut par exemple être formé par un capteur de cliquetis dont sont équipés la plupart des moteurs essences de véhicule automobile. Ainsi, il n’est pas nécessaire d’ajouter un capteur supplémentaire. Dans le cas où le véhicule ne serait pas équipé d’un tel capteur de cliquetis, le dispositif de détection de cliquetis peut être formé par un accéléromètre. The knock detection device can for example be formed by a knock sensor with which most motor vehicle gasoline engines are equipped. Thus, there is no need to add an additional sensor. In the event that the vehicle is not equipped with such a knock sensor, the knock detection device may be formed by an accelerometer.
[0033] Le procédé 100 comporte en outre une étape de réitérer 102 au moins une fois l’étape d’acquérir 101 un signal brut S de deux cycles moteurs. Cette étape d’acquérir 101 un signal brut S de deux cycles moteurs peut par exemple être réitérée vingt-quatre fois de sorte à obtenir un ensemble de signaux brut S représentatif de cinquante cycles moteurs. The method 100 further comprises a step of repeating 102 at least once the step of acquiring 101 a raw signal S of two engine cycles. This step of acquiring 101 a raw signal S of two engine cycles can for example be repeated twenty-four times so as to obtain a set of raw signals S representative of fifty engine cycles.
[0034] Le procédé 100 comporte également une étape de déterminer 103 une courbe représentative d’un écart type ET de l’ensemble des signaux bruts S acquis. Ainsi, plus le nombre de réitérations 102 d’acquisition d’un signal brut S est important et plus la robustesse du procédé 100 selon l’invention est forte. [0035] Le procédé 100 comporte en outre une étape de sélectionner 104 une zone de détection Z d’au moins un instant de fermeture de soupapes sur la courbe représentative d’un écart type ET. The method 100 also includes a step of determining 103 a curve representative of a standard deviation AND of all the raw signals S acquired. Thus, the greater the number of iterations 102 of acquiring a raw signal S, the greater the robustness of the method 100 according to the invention. The method 100 further comprises a step of selecting 104 a detection zone Z of at least one valve closing instant on the curve representative of an ET standard deviation.
[0036] La sélection 104 d’une zone Z de détection d’au moins un instant de fermeture de soupapes peut par exemple être réalisée par comparaison de la courbe représentative d’un écart type ET avec une loi de levée de soupape admission et de soupape échappement théorique LT. En effet, sur la loi de levée de soupape admission et de soupape échappement théorique LT, il est aisé de déterminer une zone de détection d’au moins instant de fermeture de soupapes. Dans ce cas, on applique la zone de détection d’au moins un instant de fermeture de soupapes de la loi LT à l’écart type ET. The selection 104 of a zone Z for detecting at least one instant of valve closing can for example be carried out by comparing the curve representative of a standard deviation AND with a law of inlet valve lift and of LT theoretical exhaust valve. In fact, based on the theoretical LT intake valve and exhaust valve lift law, it is easy to determine a detection zone of at least an instant when the valves are closed. In this case, the detection zone of at least one valve closing instant of the LT law is applied to the ET standard deviation.
[0037] Sur l’exemple illustré, la zone Z de détection d’au moins un instant de fermeture de soupapes comporte notamment un instant de fermeture à l’admission FA et un instant de fermeture à l’admission FE. [0037] In the example illustrated, the zone Z for detecting at least one instant of valve closing comprises in particular an instant of closing at the intake FA and an instant of closing at the inlet FE.
[0038] Dans un autre exemple non illustré, la sélection 104 d’une zone Z de détection d’au moins un instant de fermeture de soupapes peut être réalisée par un fenêtrage d’au moins un signal brut S acquis. En effet, le dispositif de détection de cliquetis est soumis à l’ensemble des bruits générés par le moteur et il est par conséquent utile de fenêtrer le signal brut S acquis pour déterminer les instants de fermeture des soupapes. [0038] In another example not illustrated, the selection 104 of a zone Z for detecting at least one valve closing instant can be achieved by windowing at least one raw signal S acquired. This is because the knock detection device is subjected to all the noises generated by the engine and it is therefore useful to window the raw signal S acquired to determine the times when the valves close.
[0039] Le procédé 100 comporte en outre une étape d’appliquer 105 un seuil TH au niveau maximal de bruit dans la zone de détection Z d’au moins un instant de fermeture de soupapes. Ce seuil TH peut par exemple être compris entre 70 et 90%. Plus particulièrement, dans l’exemple illustré, le seuil TH appliqué est de l’ordre de 80%. The method 100 further comprises a step of applying 105 a threshold TH to the maximum noise level in the detection zone Z of at least one instant of valve closing. This threshold TH can for example be between 70 and 90%. More particularly, in the example illustrated, the applied TH threshold is of the order of 80%.
[0040] Le procédé 100 comporte en outre une étape de sélectionner 106 au moins une valeur maximale. The method 100 further comprises a step of selecting 106 at least one maximum value.
[0041] Dans notre exemple nous obtenons deux valeurs maximales. Une valeur maximale V FA représentative d’une fermeture de soupapes à l’admission et une valeur maximale VFE représentative quant à elle d’une fermeture de soupapes à l’échappement. Chacune des valeurs maximales V FA et VFE correspond à un point d’intersection entre la courbe représentative d’un écart type ET et le seuil TH de 80% appliqué. In our example we obtain two maximum values. A maximum value V FA representative of an intake valve closure and a maximum VFE value representative of an exhaust valve closure. Each of the maximum values V FA and VFE corresponds to a point intersection between the curve representative of an ET standard deviation and the applied TH threshold of 80%.
[0042] Comme illustré à la figure 4, le procédé 100 peut comporter en outre une étape d’appliquer 107 aux valeurs maximales sélectionnées, un jeu de fonctionnement fonction d’une compression hydraulique d’un poussoir de soupape. As illustrated in Figure 4, the method 100 may further include a step of applying 107 to the selected maximum values, an operating clearance dependent on hydraulic compression of a valve lifter.
[0043] Ce jeu de fonctionnement peut par exemple être de l’ordre de 0.06mm. La prise en compte de ce jeu de fonctionnement permet d’éviter un écart de mesure et donc de calage. Sans prise en compte de ce jeu de fonctionnement, cet écart de mesure peut par exemple atteindre 12 degrés de l’angle de fermeture à l’admission des soupapes et de 8 degrés de l’angle de fermeture à l’échappement des soupapes. This operating clearance can for example be of the order of 0.06mm. Taking this operating clearance into account makes it possible to avoid a measurement deviation and therefore a calibration. Without taking this operating clearance into account, this measurement deviation can, for example, reach 12 degrees from the angle of closure at the intake of the valves and 8 degrees of the angle of closure at the exhaust of the valves.
[0044] Plus particulièrement, à partir d’une loi de passage angulaire entre l’instant de fermeture des soupapes et la levée des soupapes, pour un jeu de fonctionnement de 0.06mm, il est possible d’ajuster la valeur maximale V FA représentative d’une fermeture de soupapes à l’admission et la valeur maximale VFE représentative d’une fermeture de soupapes à l’échappement préalablement déterminées. More particularly, from a law of angular passage between the instant of closing of the valves and the lifting of the valves, for an operating clearance of 0.06mm, it is possible to adjust the maximum representative value V FA an inlet valve closure and the maximum value VFE representative of a previously determined exhaust valve closure.
[0045] Plus particulièrement, comme illustré à la figure 5, cette loi de passage fournit le décalage angulaire à appliquer correspondant à 1 mm. More particularly, as illustrated in FIG. 5, this passing law provides the angular offset to be applied corresponding to 1 mm.
[0046] Ainsi, pour une fermeture à l’échappement FE de -120 degrés associée à un jeu de fonctionnement égal à 0 mm, la fermeture à l’échappement FE pour un jeu de fonctionnement égale à 1 mm est de l’ordre de -150 degrés. Thus, for a closing to the FE exhaust of -120 degrees associated with an operating clearance equal to 0 mm, the closing to the FE exhaust for an operating clearance equal to 1 mm is of the order of -150 degrees.
[0047] Pour une fermeture à l’admission FA de 100 degrés associée à un jeu de fonctionnement égal à 0 mm, la fermeture à l’admission FA pour un jeu de fonctionnement égale à 1 mm est de l’ordre de 70 degrés. For an FA intake closure of 100 degrees associated with an operating clearance equal to 0 mm, the FA intake closure for an operating clearance equal to 1 mm is of the order of 70 degrees.
[0048] Dans ce cas, la zone de détection Z est décalée de -30 degrés. In this case, the detection zone Z is shifted by -30 degrees.
[0049] La figure 6 illustre un véhicule muni d’un moteur à combustion conforme à un aspect de l’invention. [0049] Figure 6 illustrates a vehicle provided with a combustion engine according to one aspect of the invention.
[0050] Le véhicule 1 comporte un dispositif de détection de cliquetis 2 et un dispositif de contrôle moteur 3 construit et agencé pour mettre en oeuvre les étapes du procédé 100 pour déterminer des angles de fermeture de soupapes admission et échappement d’un moteur à combustion interne selon l’un des aspects de l’invention. Dans ce cas, le signal brut S acquis par un dispositif de détection de cliquetis est un signal fréquentiel de piston. The vehicle 1 comprises a knock detection device 2 and an engine control device 3 constructed and arranged to implement the steps of the method 100 for determining the intake and exhaust valve closing angles of a combustion engine internal according to one of the aspects of the invention. In this case, the raw signal S acquired by a knock detection device is a piston frequency signal.
[0051] Ce signal fréquentiel est acquis par le dispositif de détection de cliquetis 2, lequel peut être formé par un capteur de détection de cliquetis ou dans une réalisation différente par un accéléromètre. This frequency signal is acquired by the knock detection device 2, which can be formed by a knock detection sensor or in a different embodiment by an accelerometer.

Claims

REVENDICATIONS
1. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement d’un moteur à combustion interne, ledit procédé (100) étant caractérisé en ce qu’il comporte les étapes de : 1. Method (100) for determining intake and exhaust valve closing angles of an internal combustion engine, said method (100) being characterized in that it comprises the steps of:
- acquérir (101 ) un signal brut (S) de deux cycles moteurs, ledit signal brut (S) étant acquis par un dispositif de détection de cliquetis, - acquire (101) a raw signal (S) of two engine cycles, said raw signal (S) being acquired by a knock detection device,
- réitérer (102) au moins une fois ladite étape d’acquérir (101 ), - reiterate (102) at least once said step of acquiring (101),
- déterminer (103) une courbe représentative d’un écart type (ET) de l’ensemble desdits signaux bruts (S) acquis, - determine (103) a curve representative of a standard deviation (SD) of all of said raw signals (S) acquired,
- sélectionner (104) une zone de détection (Z) d’au moins un instant de fermeture de soupapes sur ladite courbe représentative d’un écart type (ET), - select (104) a detection zone (Z) of at least one valve closing instant on said curve representative of a standard deviation (SD),
- appliquer (105) un seuil (TH) au niveau maximal de bruit dans ladite zone de détection (Z), - applying (105) a threshold (TH) to the maximum noise level in said detection zone (Z),
- sélectionner (106) au moins une valeur maximale (VFA, VFE) dans ladite zone de détection (Z), ladite valeur maximale (VFA, VFE) correspondant au point d’intersection entre ladite courbe représentative d’un écart type (ET) et ledit seuil (TH) appliqué. - selecting (106) at least one maximum value (VFA, VFE) in said detection zone (Z), said maximum value (VFA, VFE) corresponding to the point of intersection between said curve representative of a standard deviation (ET) and said threshold (TH) applied.
2. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon la revendication 1 caractérisé en ce que : 2. Method (100) for determining intake and exhaust valve closure angles according to claim 1 characterized in that:
- une valeur maximale (VFA) représentative d’une fermeture de soupapes à l’admission est sélectionnée dans la zone de détection (Z), et- a maximum value (VFA) representative of an inlet valve closure is selected in the detection zone (Z), and
- une valeur maximale (VFE) représentative d’une fermeture de soupapes à l’échappement est sélectionnée dans la zone de détection (Z),- a maximum value (VFE) representative of an exhaust valve closure is selected in the detection zone (Z),
3. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon la revendication 1 ou la revendication 2 caractérisé en ce que la sélection (104) d’une zone (Z) de détection d’au moins un instant de fermeture de soupapes est réalisée par : - comparaison de la courbe représentative d’un écart type (ET) avec une loi de levée de soupape admission et de soupape échappement théorique (LT), ou 3. A method (100) for determining intake and exhaust valve closure angles according to claim 1 or claim 2 characterized in that the selection (104) of a zone (Z) of detection of at least one instant of valve closing is carried out by: - comparison of the curve representative of a standard deviation (ET) with a theoretical intake valve and exhaust valve lift law (LT), or
- par un fenêtrage d’au moins un signal brut (S) acquis. - by windowing at least one raw signal (S) acquired.
4. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon l’une quelconque des revendications précédentes caractérisé en ce que l’étape de réitération (102) est réalisée vingt- quatre fois. 4. A method (100) for determining intake and exhaust valve closure angles according to any one of the preceding claims, characterized in that the reiteration step (102) is carried out twenty-four times.
5. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon l’une quelconque des revendications précédentes caractérisé en ce qu’il comporte une étape d’appliquer (107) à la valeur maximale sélectionnée, un jeu de fonctionnement fonction d’une compression hydraulique d’un poussoir de soupape. 5. A method (100) for determining intake and exhaust valve closure angles according to any one of the preceding claims, characterized in that it comprises a step of applying (107) to the selected maximum value, an operating clearance. function of a hydraulic compression of a valve lifter.
6. Procédé pour déterminer des angles de fermeture des soupapes admission et échappement selon l’une quelconque des revendications précédentes caractérisé en ce que le seuil (TH) appliqué est compris entre 70 et 90%. 6. Method for determining the closing angles of the intake and exhaust valves according to any one of the preceding claims, characterized in that the threshold (TH) applied is between 70 and 90%.
7. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon l’une quelconque des revendications précédentes caractérisé en ce que le signal brut (S) acquis est formé par une analyse fréquentielle d’un signal d’accélération. 7. A method (100) for determining intake and exhaust valve closure angles according to any one of the preceding claims, characterized in that the raw signal (S) acquired is formed by a frequency analysis of an acceleration signal.
8. Procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement selon l’une quelconque des revendications 1 à 6 caractérisé en ce que le signal brut (S) acquis est un signal d’accélération.8. A method (100) for determining intake and exhaust valve closing angles according to any one of claims 1 to 6 characterized in that the raw signal (S) acquired is an acceleration signal.
9. Véhicule (1 ) comportant un dispositif de détection de cliquetis (2) et un dispositif de contrôle moteur (3) construit et agencé pour mettre en oeuvre les étapes du procédé (100) pour déterminer des angles de fermeture de soupapes admission et échappement d’un moteur à combustion interne selon l’une au moins des revendications 1 à 7. 9. Vehicle (1) comprising a knock detection device (2) and an engine control device (3) constructed and arranged to implement the steps of the method (100) for determining intake and exhaust valve closure angles. of an internal combustion engine according to at least one of claims 1 to 7.
10. Véhicule (1) selon la revendication précédente caractérisé en ce que le dispositif de détection de cliquetis (2) est formé par un capteur de détection de cliquetis ou un accéléromètre. 10. Vehicle (1) according to the preceding claim characterized in that the knock detection device (2) is formed by a knock detection sensor or an accelerometer.
PCT/FR2021/050192 2020-03-05 2021-02-03 Method for determining closing angles of valves of a combustion engine WO2021176153A1 (en)

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2002205A1 (en) 1968-02-19 1969-10-17 Armour Ind Chem Co PROCESS FOR CONFERRING LUBRICATING PROPERTIES TO AQUEOUS MEDIA USING AMPHOTERIC AMINE COMPOUNDS
FR2787136A1 (en) 1998-12-11 2000-06-16 Joel Bourdeau I.c. engine distribution valve regulator has variable-position thrust member interacting with outer end of valve rocker lever
US20130245924A1 (en) * 2012-03-14 2013-09-19 Mitsubishi Electric Corporation Internal combustion engine knock controlling apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2002205A1 (en) 1968-02-19 1969-10-17 Armour Ind Chem Co PROCESS FOR CONFERRING LUBRICATING PROPERTIES TO AQUEOUS MEDIA USING AMPHOTERIC AMINE COMPOUNDS
FR2787136A1 (en) 1998-12-11 2000-06-16 Joel Bourdeau I.c. engine distribution valve regulator has variable-position thrust member interacting with outer end of valve rocker lever
US20130245924A1 (en) * 2012-03-14 2013-09-19 Mitsubishi Electric Corporation Internal combustion engine knock controlling apparatus

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