WO2022112070A1 - Procede et systeme de regulation de la combustion d'un moteur a combustion interne - Google Patents
Procede et systeme de regulation de la combustion d'un moteur a combustion interne Download PDFInfo
- Publication number
- WO2022112070A1 WO2022112070A1 PCT/EP2021/081944 EP2021081944W WO2022112070A1 WO 2022112070 A1 WO2022112070 A1 WO 2022112070A1 EP 2021081944 W EP2021081944 W EP 2021081944W WO 2022112070 A1 WO2022112070 A1 WO 2022112070A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- air
- engine
- flow
- regulating
- making
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 55
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000001105 regulatory effect Effects 0.000 claims description 21
- 239000000446 fuel Substances 0.000 claims description 10
- 238000004590 computer program Methods 0.000 claims description 2
- 239000007789 gas Substances 0.000 description 9
- 239000000243 solution Substances 0.000 description 9
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 239000000203 mixture Substances 0.000 description 2
- 238000011144 upstream manufacturing Methods 0.000 description 2
- 230000003197 catalytic effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 230000001627 detrimental effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000000523 sample Substances 0.000 description 1
- 238000010408 sweeping Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/10373—Sensors for intake systems
- F02M35/1038—Sensors for intake systems for temperature or pressure
-
- 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
-
- 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
- F02D41/008—Controlling each cylinder individually
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
- F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
- F02D2009/0201—Arrangements; Control features; Details thereof
- F02D2009/0208—Arrangements; Control features; Details thereof for small engines
-
- 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
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0614—Actual fuel mass or fuel injection amount
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
-
- 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 present disclosure relates to a method and a corresponding system for regulating the combustion of an internal combustion engine. Rather, this disclosure relates to regulation of an engine at low load and low speed.
- the present disclosure relates to the field of the management of the combustion of an internal combustion engine. It relates more particularly to single-cylinder engines or more generally to engines comprising a throttle valve for each cylinder. This type of engine is most often spark-ignition.
- one solution consists in injecting fresh air at the level of the exhaust.
- the air/fuel mixture can remain rich at the level of the combustion chamber when the exhaust gases remain globally such that the lambda probe detects an overall richness of 1.
- a three-way catalytic converter fitted to the corresponding engine can continue to operate efficiently.
- This first solution involves adding means to the engine allowing the injection of fresh air at the level of the exhaust and therefore involves an additional cost in the manufacture of the engine.
- Another solution consists in adapting the shape of the combustion chamber to promote turbulence therein and thus better sweeping of the combustion chamber at the end of combustion.
- the purpose of the present disclosure is therefore to provide a solution making it possible to improve the stability of an engine at low speed and low load at a lower cost and without deterioration in the performance of the engine at the other operating points.
- said method comprises the following steps:
- the means making it possible to regulating the flow of air in the supply line are controlled such that the flow of air is temporarily reduced during the engine cycle with respect to the position of said throttle valve during the other phases of the engine cycle, while a intake valve for introducing air into the corresponding cylinder from said supply line is open or at least for part of the opening time.
- the air flow can for example be reduced in the supply pipe for a period corresponding to at least 180° CRK.
- the means making it possible to regulate the flow of air in the air supply pipe comprise for example a butterfly valve, the reduction of the flow of air being obtained by pivoting said butterfly valve without closing the latter.
- the regulation method according to the present disclosure comprises the following steps:
- the flow of air can be limited in the supply pipe at least for 180° CRK corresponding to passing through a top dead center until passing through the next bottom dead center with an inlet valve open.
- This disclosure further relates to:
- a computer suitable for regulating the combustion of an internal combustion engine comprising, on the one hand, an air supply pipe provided with means making it possible to regulate the flow of air in said pipe and, on the other hand, a single cylinder associated with said means of regulation, characterized in that said computer is also adapted for the implementation of each of the steps of a method of regulation described above;
- an internal combustion engine comprising, on the one hand, an air supply pipe provided with means for regulating the flow of air in said pipe and, on the other hand, a single cylinder associated with said means regulation, characterized in that it further comprises a computer defined in the preceding paragraph: in such an engine, the means for regulating the flow of air in the supply line advantageously comprise a motorized butterfly valve.
- FIG. 1 schematically shows a single-cylinder engine in section.
- FIG. 2 schematically shows the pressure variations at the inlet of the cylinder of the engine of FIG. 1 with a management of the prior art.
- FIG. 3 schematically shows the control signal for a butterfly valve of the engine of Figure 1 with management of the prior art.
- FIG. 4 schematically shows the pressure variations at the inlet of the cylinder of the engine of figure 1 with management according to the present disclosure in comparison with the variations of figure 2.
- FIG. 5 schematically shows the control signal for the butterfly valve of the engine of Figure 1 with management according to the present disclosure.
- FIG. 6 shows an example of a flowchart for the implementation of an embodiment of a method corresponding to the control signal of FIG. 5.
- FIG. 1 A person skilled in the art here recognizes a single-cylinder engine represented schematically in section.
- This engine thus comprises a cylinder 2 in which slides a piston 4 above which there is a combustion chamber 6.
- the piston 4 is connected by a connecting rod 8 to a flywheel 10.
- a position sensor 12 makes it possible to know the position angle of the engine flywheel 10 as well as the rotational speed RPM of this flywheel, which corresponds to the rotational speed, or rpm, of the engine.
- the combustion chamber 6 is supplied, on the one hand, with fuel and, on the other hand, with fresh air.
- a fuel supply line shown schematically by an arrow 14, supplies a fuel injection system 16 in the combustion chamber.
- Air is supplied to the combustion chamber 6 by an intake manifold 18.
- At least one intake valve 20 is used to control the air inlet into the combustion chamber. It will be assumed hereinafter that there is only one intake valve 20.
- the airflow in the intake manifold 18 is regulated by a motorized butterfly valve 22. admission located between the motorized butterfly valve 22 and the combustion chamber 6 (or the intake valve 20) is called manifold 24 (also known as the English name "manifold").
- manifold 24 also known as the English name "manifold"
- a pressure sensor 26 makes it possible to know the pressure in this manifold 24.
- the engine is an ignition engine controlled by a spark plug 28.
- This unit is connected in particular to the injection system 16, to the spark plug 28 (or more generally to an ignition system), to the position sensor 12, to the pressure sensor 26 and to the motorized butterfly valve 22 (which also incorporates at least one throttle position sensor).
- Figure 1 does not show in particular the engine exhaust system since the present disclosure relates more particularly to an air intake system in an engine.
- those skilled in the art are familiar with exhaust systems as well as other elements of an engine not illustrated here in this schematic figure.
- the present disclosure relates more particularly to the operation of the engine of FIG. 1 when the engine speed RPM is low and/or when the load of the engine L is also low. Under these conditions, burnt gases remain present in the combustion chamber during an admission of fresh air. Indeed, it is generally provided that the exhaust valve and the intake valve are open for the same period of time at the start of the admission of fresh air. At high rpm and/or under load, this allows the fresh air entering the combustion chamber to expel the burnt gases that remain there. At low rpm and/or low load, the incoming fresh air does not have enough energy to drive out all the burnt gases. The mixture in the combustion chamber then partially contains gases which slow combustion and the engine speed therefore becomes unstable, i.e. it varies significantly (and uncontrollably).
- FIG. 2 illustrates by a curve 100 the pressure in the manifold 24 as seen by the pressure sensor 26. As long as the intake valve 20 is closed, this pressure increases to reach a maximum value (corresponding substantially to atmospheric pressure in a non-supercharged engine) shortly after the intake valve 20 begins to open.
- the two pressure maxima shown in Figure 2 are 720°CRK apart in the case of an engine operating on a four-stroke cycle.
- Figure 3 illustrates the angular position of a butterfly 32 used to modify the passage section in the intake manifold 18.
- This butterfly 32 is pivotally mounted (and controlled by a motor) about an axis transverse to the intake manifold 18 and it is considered that it pivots between two extremes 0° and 90° (which are not necessarily reached in practice), 0° corresponding to the smallest possible passage section while 90° corresponds at a maximum opening and therefore the largest possible passage section.
- the position of the throttle valve 32 in its housing, that is to say in the motorized butterfly valve 22, is subsequently called PAP.
- the throttle valve 32 remains in the same MED angular position throughout the engine cycle (intake, compression, expansion and exhaust).
- MOY is for example 8°. This angular value is determined by the electronic control unit 30 so that the mass of air admitted into the combustion chamber 6 corresponds to the mass of fuel in order to obtain complete combustion of the latter.
- Figure 5 illustrates a throttle opening control 32 corresponding to conditions similar in all respects to those of Figures 2 and 3.
- the RPM speed and the engine load L are the same and it is assumed that the same quantity fuel must be injected. Therefore, the same mass of air must be admitted into the engine.
- a curve 200 shows the variations in pressure in the manifold 24 corresponding to this mode of piloting the motorized butterfly valve 22.
- This FIG. 4 also repeats the curve 100 of FIG. 2 for comparison.
- This "overpressure" is of the order of about 100mbar. It allows, when the intake valve opens, to prevent a return of the burnt gases which are at the exhaust, substantially at atmospheric pressure, and also facilitates, to a lesser extent, the entry of air fresh in the combustion chamber. In other words, the fresh air arriving with a higher pressure more effectively expels the burnt gases out of the combustion chamber.
- the "closed" position of the throttle valve is not a fixed position once and for all. It depends on the amount of air to be admitted at each cycle in the engine. Similarly, the “open” position is not fixed but determined according to the quantity of air to be admitted into the engine.
- the range in which the butterfly 32 assumes its closed position can be as indicated above, for example a range of 180° CRK going from a top dead center to a bottom dead center during which the intake valve 20 is open. .
- This range may be different. It can correspond to the opening range of the intake valve (for example 10°CRK before top dead center to 60°CRK after bottom dead center). It can be reduced compared to the opening range of the intake valve, it can be larger than the opening range of the intake valve or it can straddle an opening phase and a closing phase of the intake valve. Provision is made, for example, that the range in which the section of the intake manifold is limited by the "closed" position of the throttle valve 32 corresponds to at least 90° CRK during which the intake valve is open, advantageously at least 135° CRK and preferably at least 180°CRK.
- Figure 6 is a flowchart summarizing a method for achieving stable combustion of a low speed, low load engine according to the present disclosure.
- the electronic control unit 30 knows the RPM speed and the load L of the engine. These values are compared with a predetermined speed value RPMo and with a predetermined load value Lo.
- the throttle valve 32 will have a variable angular position for the same air mass setpoint.
- the present technical solutions may find application in particular for the management of an internal combustion engine.
- the proposed solution does not call for increasing fuel consumption. It optimizes combustion and improves engine efficiency at low rpm and/or low load. [0064] Finally, the stability of the engine at low speed and/or at low load is not to the detriment of engine performance.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US18/022,014 US11976601B2 (en) | 2020-11-25 | 2021-11-17 | Method and system for controlling the combustion of an internal combustion engine |
CN202180078981.XA CN116472402A (zh) | 2020-11-25 | 2021-11-17 | 内燃式发动机的燃烧的调节方法和系统 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FRFR2012098 | 2020-11-25 | ||
FR2012098A FR3116563A1 (fr) | 2020-11-25 | 2020-11-25 | Procédé et système de régulation de la combustion d’un moteur à combustion interne |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022112070A1 true WO2022112070A1 (fr) | 2022-06-02 |
Family
ID=74045956
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2021/081944 WO2022112070A1 (fr) | 2020-11-25 | 2021-11-17 | Procede et systeme de regulation de la combustion d'un moteur a combustion interne |
Country Status (4)
Country | Link |
---|---|
US (1) | US11976601B2 (fr) |
CN (1) | CN116472402A (fr) |
FR (1) | FR3116563A1 (fr) |
WO (1) | WO2022112070A1 (fr) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7128051B2 (en) * | 1998-03-19 | 2006-10-31 | Hitachi, Ltd. | Internal combustion engine, and control apparatus and method thereof |
EP2639431A1 (fr) * | 2010-11-08 | 2013-09-18 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour moteur |
DE102016111505A1 (de) * | 2015-07-08 | 2017-01-12 | Toyota Jidosha Kabushiki Kaisha | Steuervorrichtung für ein Fahrzeug |
FR3089562A1 (fr) * | 2018-12-07 | 2020-06-12 | Renault S.A.S | Procédé de commande d’un moteur à combustion interne suralimenté |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2905988B1 (fr) | 2006-09-19 | 2008-12-26 | Peugeot Citroen Automobiles Sa | Procede et systeme de regulation de la stabilite du regime d'un moteur a combustion interne |
JP2008088835A (ja) * | 2006-09-29 | 2008-04-17 | Denso Corp | 内燃機関の制御装置 |
US9103293B2 (en) * | 2011-12-15 | 2015-08-11 | Ford Global Technologies, Llc | Method for reducing sensitivity for engine scavenging |
-
2020
- 2020-11-25 FR FR2012098A patent/FR3116563A1/fr active Pending
-
2021
- 2021-11-17 WO PCT/EP2021/081944 patent/WO2022112070A1/fr active Application Filing
- 2021-11-17 US US18/022,014 patent/US11976601B2/en active Active
- 2021-11-17 CN CN202180078981.XA patent/CN116472402A/zh active Pending
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7128051B2 (en) * | 1998-03-19 | 2006-10-31 | Hitachi, Ltd. | Internal combustion engine, and control apparatus and method thereof |
EP2639431A1 (fr) * | 2010-11-08 | 2013-09-18 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour moteur |
DE102016111505A1 (de) * | 2015-07-08 | 2017-01-12 | Toyota Jidosha Kabushiki Kaisha | Steuervorrichtung für ein Fahrzeug |
FR3089562A1 (fr) * | 2018-12-07 | 2020-06-12 | Renault S.A.S | Procédé de commande d’un moteur à combustion interne suralimenté |
Non-Patent Citations (1)
Title |
---|
FUERHAPTER A ET AL: "HOMOGENE SELBSTZUENDUNG DIE PRAKTISCHE UMSETZUNG AM TRANSIENTEN VOLLMOTOR", MTZ - MOTORTECHNISCHE ZEITSCHRIFT, SPRINGER, vol. 65, no. 2, 1 February 2004 (2004-02-01), pages 94 - 101, XP001198707, ISSN: 0024-8525 * |
Also Published As
Publication number | Publication date |
---|---|
CN116472402A (zh) | 2023-07-21 |
US20230349335A1 (en) | 2023-11-02 |
FR3116563A1 (fr) | 2022-05-27 |
US11976601B2 (en) | 2024-05-07 |
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