EP1034416A2 - Procede d'evaluation de la courbe de la pression dans une chambre de combustion - Google Patents

Procede d'evaluation de la courbe de la pression dans une chambre de combustion

Info

Publication number
EP1034416A2
EP1034416A2 EP98958153A EP98958153A EP1034416A2 EP 1034416 A2 EP1034416 A2 EP 1034416A2 EP 98958153 A EP98958153 A EP 98958153A EP 98958153 A EP98958153 A EP 98958153A EP 1034416 A2 EP1034416 A2 EP 1034416A2
Authority
EP
European Patent Office
Prior art keywords
pressure
over several
several cycles
engine
curve
Prior art date
Legal status (The legal status 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 status listed.)
Granted
Application number
EP98958153A
Other languages
German (de)
English (en)
Other versions
EP1034416B2 (fr
EP1034416B1 (fr
Inventor
Klaus Walter
Holger Bellmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=7843251&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP1034416(A2) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1034416A2 publication Critical patent/EP1034416A2/fr
Application granted granted Critical
Publication of EP1034416B1 publication Critical patent/EP1034416B1/fr
Publication of EP1034416B2 publication Critical patent/EP1034416B2/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • 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
    • F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
    • 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
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • 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
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor
    • 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
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • 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
    • F02D13/0261—Controlling the valve overlap
    • 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
    • F02D2041/001—Controlling intake air for engines with variable valve actuation

Definitions

  • the invention is based on a method for evaluating the course of the combustion chamber pressure in internal combustion engines according to the preamble of the main claim.
  • a combustion chamber pressure sensor is usually assigned to each cylinder of the internal combustion engine.
  • a crankshaft sensor is used that delivers an output signal that is representative of the crankshaft position. Both signals are evaluated together in the control unit of the internal combustion engine.
  • a camshaft sensor is no longer required, since the crank and camshaft position can be synchronized, especially after starting, by linking the combustion chamber pressure curve and the crankshaft sensor signal.
  • the cylinder detection and the detection of the crankshaft revolution of a combustion cycle of the internal combustion engine is carried out in the known method, for example by evaluating and differentiating the pressure increase in a specific cylinder, between pressure increase in the compression stroke and pressure increase when combustion has taken place. Since these values are different, it can be determined in which crankshaft revolution the internal combustion engine is located. Based on this knowledge, control signals for the internal combustion engine can be generated.
  • Combustion chamber pressure curve for recognizing the valve control times that is to say for recognizing whether the exhaust valve opens, whether the exhaust valve closes, whether the intake valve opens or whether the intake valve closes, has not been carried out.
  • the method according to the invention with the features of the main claim has the advantage that an exact analysis of the combustion chamber pressure curve is carried out so that the valve timing with respect to the crankshaft position can be determined. For this purpose, characteristic events are evaluated, from which certain valve timing can be clearly identified. For the valve control times outlet opens, outlet closes, inlet opens, inlet closes, characteristic pressure curves result which, according to the invention, are advantageously extracted from the combustion chamber pressure curve. Further advantages of the invention are achieved by the measures specified in the subclaims. It is particularly advantageous that different valve timing can be determined by recognizing the various associated characteristic events.
  • Valve control times can also be recognized by a similar evaluation of the combustion chamber pressure curve. A comparison with stored characteristic values typical of internal combustion engines enables engine-specific determinations of valve timing.
  • Further processing of the combustion chamber pressure signal before further evaluation advantageously enables further valve timing determinations.
  • additional operating conditions of the internal combustion engine such as taking into account the occurrence of knocking combustion and the resulting additional signal processing, for example averaging, can advantageously also determine valve timing when difficult conditions or operating states of the internal combustion engine occur.
  • Figure 1 shows a known device for detecting the
  • FIG. Figure 2 shows a characteristic combustion chamber pressure curve over the crankshaft angle.
  • Figure 3 is a flow diagram of an inventive Shown evaluation method and Figures 4, 5 and 6 show different relationships between combustion chamber pressure, combustion chamber volume and crankshaft angle.
  • crankshaft sensor 18 which emits an output signal S1 which is characteristic of the crankshaft position ⁇ .
  • Both the output signals of the cylinder pressure sensors 14, 15, 16 and 17 and the output signal of the crankshaft sensor 18 are fed to the control unit 19 of the internal combustion engine, which processes these signals. Further signals (e.g. a temperature T, a load L, etc.) can be fed to the control unit via inputs 20, which signals can also be further processed in the control unit.
  • Further signals e.g. a temperature T, a load L, etc.
  • the control unit 19 comprises a multiplexer 21, via which the output signal of the cylinder pressure sensors can optionally be led to an analog / digital converter 22.
  • the switchover of the multiplexer 11 is dependent on the crankshaft angle and is triggered by the control unit 19 by means of appropriate controls.
  • the actual evaluation of the signals takes place in a microprocessor 23 of the control device 19, which can output control signals S2 and S3 to various components of the internal combustion engine, for example ignition or injection signals, via an output unit 23a depending on the quantities determined.
  • the signal processing takes place in the microprocessor 23 of the control device 19, by means of which the valve control times can be deduced or the valve control times can be determined.
  • FIG. 3 shows an evaluation scheme in which the pressure is calculated from the sensor signal in step SCHI.
  • the crankshaft angle ⁇ is read in step SCH2, so that the reference P ( ⁇ ) is present in step SCH3.
  • the pressure curve is evaluated in step SCH4, possibly taking into account stored data, and in step SCH5 the relevant valve control unit is inferred.
  • the cylinder of an internal combustion engine for example that
  • Cylinder 10 (Fig. La), the fuel air mixture is supplied by opening the inlet valve 24.
  • the fuel is injected from the injection valve 25 upstream of the inlet valve 24 into the intake manifold 26 and ignited via the spark plug 27 and the spark plug 27.
  • the gas generated in the cylinder can be discharged via an outlet valve 28.
  • the intake valve and the exhaust valve are actuated in a known manner with the aid of the camshaft or camshafts, not shown.
  • the camshaft or the camshafts are driven in a known manner by the crankshaft.
  • the position of the camshaft or camshafts in relation to the crankshaft can be changed by the control unit 19 as a function of the speed by means of corresponding control signals S3.
  • the assignment between camshaft position and crankshaft position can be determined.
  • the course of the combustion chamber pressure Pl of the cylinder 10 is plotted against the crankshaft angle ⁇ .
  • the cylinder pressure reaches two maximum values that are one working cycle or 720 ° KW apart.
  • the maximum of the combustion chamber pressure is higher in the area in which combustion takes place than in the area in which only compression occurs. In the example according to FIG. 2, combustion takes place in phase Ve. Only a compression occurs in phase Ko.
  • the combustion chamber pressure curve shown schematically in FIG. 2 is evaluated according to the invention according to various criteria in order to infer events that are characteristic of the camshaft position in relation to the crankshaft position and thus of the valve seat control times.
  • Such an event can be, for example, the crankshaft position at which the intake valve closes.
  • Other valve control times are the control times outlet opens, inlet opens, outlet closes.
  • the expansion line of the combustion chamber pressure curve can be evaluated to detect the valve control time "exhaust opening".
  • exhaust opening As long as the exhaust valve is closed, the processes in the cylinder are a thermodynamically closed system, so that the processes can be calculated according to thermodynamic laws. With increasing volume a decrease in pressure occurs, which occurs similar to a polytropic expansion, it is characteristic that the magnitude of the pressure gradient decreases with increasing volume.
  • the outlet valve When the outlet valve is opened, gas flows out of the cylinder due to the pressure, which is still higher than the environment. This increases the amount of the pressure gradient.
  • the evaluation of the pressure gradient for the outlet opening that has taken place can thus be used as a characteristic or characteristic behavior of the pressure curve.
  • the pressure gradient exhibits a behavior which is characterized by a decreasing decrease and a sudden increase in the amount of the pressure gradient, it can be concluded that the outlet opening has taken place.
  • the evaluation can be carried out mathematically, for example by checking a sign change in the second derivative of the pressure according to the volume. If such a change of sign occurs in the second derivative of the pressure after the crank angle, it can be concluded that the outlet has been opened.
  • FIG. 4 which shows the relationship between pressure P and volume V between top dead center OT and bottom dead center UT, point AI would indicate the outlet opening that has taken place. At this point it applies that the second derivative of the pressure after the volume d 2 P has a change of sign. This also applies to the dv d 2 P relationship da 2
  • Valve control time "intake closes", however, shifts when the intake valve closes.
  • a setpoint for the position of point A2 can therefore be applied depending on the load and engine speed become.
  • the deviation of the actual value of point A2 from the target value is then used for diagnosis.
  • the engine-specific data can be recorded, for example, in a test bench before commissioning.
  • the data obtained in this way are stored in memories of, for example, the control unit, which can access this data at any time.
  • the evaluation of the combustion chamber pressure curve is not only limited to the pressure-volume relationship, but an evaluation based on the pressure crank angle relationship is also possible.
  • Corresponding conclusions can be drawn by evaluating the position of points A3 and A4 according to FIG. 6, the combustion chamber pressure P is plotted against the crankshaft angle ⁇ .
  • Evaluation of the combustion chamber pressure curve can also be carried out alternatively by comparison with the ambient pressure. For example, to detect the valve timing "intake valve closes intake valve” the volume or the crankshaft angle at which the Compression pressure is equal to the ambient pressure. In this case, point A3 is used as the intersection of the
  • the combustion chamber pressure curve can also be evaluated on the basis of a fixed pressure value. In this case, however, special diagnostic strategies are required which prevent incorrect diagnosis due to a strong change in the ambient pressure, for example when driving at high altitude. If the control device detects such a high travel, for example in connection with other evaluations for regulating the internal combustion engine, the detection of valve timing can be prevented at least temporarily.
  • valve timing is changed, for example by a corresponding change in the camshaft positions, this also leads to a change in the course of the combustion chamber pressure during the compression phase, during the combustion phase and during the expansion phase.
  • the valve timing is changed by changing the camshaft position so that the residual gas content of the cylinder charge changes in a characteristic manner. A higher one
  • Residual gas content which can be caused, for example, by late closing of the exhaust valve or early opening of the intake valve, in each case based on the crankshaft angle, increases both the absolute pressure and the pressure gradient during the compression phase, assuming the same Fresh air mass supply. Assuming the same ignition point, the combustion will start late, with the corresponding effects on the characteristic values describing the combustion and the expansion.
  • various engine-specific parameters or maps are stored in the memory of the control unit, these parameters or maps can be accessed at any time.
  • a comparison with the measured cylinder pressure curve when knowledge of the engine-specific relationships, for example also with determined mathematical relationships, reveals which of the valve timing are available. Characteristic values can be adapted during engine operation. The current valve timing can also be deduced from the adapted characteristic values.
  • Evaluation options are possible at any time. Furthermore, it is possible both when evaluating the pressure gradients and when evaluating the pressure maximum, the position of the pressure maximum and generally when evaluating individual ones
  • Pressure profiles first of all form an average, for example over several engine cycles and to examine the average values of the combustion chamber pressure profile for variables characterizing specific valve timing. Again, engine-specific and to consider relationships or mathematical relationships stored as a map or characteristic curve. To detect at least one of the valve control times “outlet opens”, “outlet closes”, “inlet closes” or “inlet opens”, a defined combustion chamber pressure integral or a
  • Differential combustion chamber pressure are formed integrally, the integration limits are to be chosen appropriately and in particular are set so that phases typical of valve timing are combined.
  • a further possibility for detecting the valve timing is to derive characteristic quantities for certain valve timing from the occurrence of vibrations in the combustion chamber pressure curve as a result of knocking combustion or from the need for countermeasures to avoid knocking combustion, which in turn are taken due to pressure fluctuations in the combustion chamber pressure curve. An additional averaging can be carried out.
  • the invention can be used in internal combustion engines with any number of cylinders, the number of cylinder pressure sensors corresponding, for example, to the number of cylinders or half the number.
  • the number of cylinder pressure sensors corresponding, for example, to the number of cylinders or half the number.
  • At least one sensor can be used. Knock sensors or any combustion sequence sensors from whose output signal for valve timing characteristic characteristics can be obtained can also be used as sensors.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Testing Of Engines (AREA)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un procédé d'évaluation de la pression dans une chambre de combustion d'un moteur à combustion interne, procédé dans lequel l'appareil de commande du moteur à combustion interne évalue le signal de sortie d'au moins un capteur de pression au cylindre ainsi que d'un capteur d'angle du vilebrequin. On obtient, par analyse de la courbe de la pression dans la chambre de combustion en fonction de l'angle du vilebrequin, des courbes de pression caractéristiques pour des temps de commande de soupape précis. On peut déduire de ces courbes de pression caractéristiques les temps de commande de soupape 'Début de l'échappement, 'Fin de l'échappement', 'Début de l'admission' et 'Fin de l'admission' par rapport à l'angle du vilebrequin.
EP98958153A 1997-09-23 1998-09-22 Procede d'evaluation de la courbe de la pression dans une chambre de combustion Expired - Lifetime EP1034416B2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19741820A DE19741820B4 (de) 1997-09-23 1997-09-23 Verfahren zur Auswertung des Brennraumdruckverlaufs
DE19741820 1997-09-23
PCT/DE1998/002809 WO1999015872A2 (fr) 1997-09-23 1998-09-22 Procede d'evaluation de la courbe de la pression dans une chambre de combustion

Publications (3)

Publication Number Publication Date
EP1034416A2 true EP1034416A2 (fr) 2000-09-13
EP1034416B1 EP1034416B1 (fr) 2002-02-27
EP1034416B2 EP1034416B2 (fr) 2007-03-14

Family

ID=7843251

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98958153A Expired - Lifetime EP1034416B2 (fr) 1997-09-23 1998-09-22 Procede d'evaluation de la courbe de la pression dans une chambre de combustion

Country Status (5)

Country Link
US (1) US6276319B2 (fr)
EP (1) EP1034416B2 (fr)
JP (1) JP4392987B2 (fr)
DE (2) DE19741820B4 (fr)
WO (1) WO1999015872A2 (fr)

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Also Published As

Publication number Publication date
US20010002587A1 (en) 2001-06-07
DE59803230D1 (de) 2002-04-04
WO1999015872A3 (fr) 1999-06-03
EP1034416B2 (fr) 2007-03-14
EP1034416B1 (fr) 2002-02-27
DE19741820B4 (de) 2009-02-12
JP4392987B2 (ja) 2010-01-06
JP2001517786A (ja) 2001-10-09
WO1999015872A2 (fr) 1999-04-01
US6276319B2 (en) 2001-08-21
DE19741820A1 (de) 1999-03-25

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