EP2182196A1 - Verfahren zur Verbrennungskontrolle eines Motors, dessen Zündung über ein Verbrennungsphasenplanungs-Steuergerät gesteuert wird - Google Patents

Verfahren zur Verbrennungskontrolle eines Motors, dessen Zündung über ein Verbrennungsphasenplanungs-Steuergerät gesteuert wird Download PDF

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Publication number
EP2182196A1
EP2182196A1 EP09290783A EP09290783A EP2182196A1 EP 2182196 A1 EP2182196 A1 EP 2182196A1 EP 09290783 A EP09290783 A EP 09290783A EP 09290783 A EP09290783 A EP 09290783A EP 2182196 A1 EP2182196 A1 EP 2182196A1
Authority
EP
European Patent Office
Prior art keywords
combustion
ref
angle
ivc
ignition
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
EP09290783A
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English (en)
French (fr)
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EP2182196B1 (de
Inventor
Mathieu Hillion
Jonathan Chauvin
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • 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
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1429—Linearisation, i.e. using a feedback law such that the system evolves as a linear one
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D41/0062—Estimating, calculating or determining the internal EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—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]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow

Definitions

  • the present invention relates to the field of motor control and more particularly the combustion control of spark ignition engines.
  • the purpose of the engine control is to guarantee the driver the torque he demands while minimizing noise and pollutant emissions. It is therefore necessary to adjust as finely as possible the control of the quantities of the different gases and the fuel.
  • thermodynamic and physical variables X air ( M air , M bg , P, T, ⁇ IVC ) will be represented by X air .
  • the fastest (50 Hz) corresponds to the entire combustion phenomenon (1 motor cycle). At this scale, we are able to change the strategy of injection (X fuel ) and ignition (X all ) to control the combustion.
  • the slowest (1 Hz) corresponds to the dynamics of the gases in the engine tubes (intake, exhaust, recirculation of burnt gases) and the inertia of the actuators (turbo compressor TC ). We can not change more quickly the strategy of this air loop (X air ).
  • the controlled variables ( X air , X fuel , X all ) do not arrive at the same time at their setpoints because of this dynamic difference.
  • the objectives in production of torque, consumption, pollutants, noise are thus respected in the static phases (the dynamic loops are stabilized at their reference values), on the other hand, if one does not take precaution in the transient phases, some of the parameters almost instantly reaching the final setpoint while the other part is still at the initial setpoints, the motor then produces more pollutants or noise, and may in some cases even go out.
  • the object of the invention relates to a method for controlling the combustion of a spark ignition engine, especially in the transient phase, while avoiding the problems of the prior art.
  • the method achieves this on the one hand by controlling the three dynamic loops separately, and on the other hand by correcting the reference value of the ignition angle via a control of the angle CA 50 .
  • the invention relates to a method for controlling the combustion of a spark ignition engine, in which: - target values of physical parameters related to the combustion of a mixture of gas and fuel in a combustion chamber are determined; combustion, as well as a set value ( ⁇ all ) ref of a crank angle of ignition of said mixture, said set values being determined so as to optimize combustion, - a motor control system drives actuators so as to the values of said physical parameters are equal to said set values.
  • crank angle CA y is the crankshaft angle at which fifty percent of the fuel is consumed during combustion.
  • the physical parameters can be chosen from at least the following parameters at the time of valve closure: pressure in the combustion chamber ( P IVC ), temperature in the combustion chamber ( T IVC ), ratio ( X IVC ) between a burnt gas mass and a total gas mass in the combustion chamber, mass ( M IVC ) of air in the cylinder, and closing angle of an intake valve ( ⁇ ivc ).
  • the method according to the invention makes it possible to control the progress of the combustion of a spark-ignition engine, in the static phase as well as in the transient phase. It includes a separate and independent control of the air loop (slow loop) and fuel and ignition loops (fast loops), by adapting the dynamics of the fast loops so as to be consistent with the loop. air.
  • the method thus allows an adaptation of X fuel and X all to maintain the characteristics of the requested combustion (through the torque demand of the driver). This limits the impact on emissions of pollutants and noise while guaranteeing the driver the requested torque.
  • the combustion control of a spark ignition engine is carried out in five steps:
  • the motor control supervises the various actuators present in the engine to guarantee the desired torque while minimizing the noise, pollutant emissions and consumption. This translates into the passing of the X air , X fuel and X all parameter values from an initial point to the parameter values of an end point: ⁇ X air initial ⁇ X air final at X fuel oil initial ⁇ X fuel oil final b X all initial ⁇ X all final vs
  • the final values are defined to optimize combustion, ie to burn the maximum fuel so as to minimize pollutant emissions and consumption while minimizing noise. These final values optimizing combustion are called setpoints.
  • the engine control is responsible for enforcing its set values.
  • the parameter that one authorizes to control is the ignition angle of the mixture: ⁇ all .
  • ( ⁇ all ) ref its reference value (given by the optimal point mapped to the engine test bench).
  • the parameter that is sought to maintain constant is the crank angle CA y , that is to say the angle at which y percent of the fuel is consumed during combustion. It is sought to maintain this angle at a set value (CA y ) ref of this angle for optimal combustion.
  • the combustion half-angle: CA 50 is used . This is the crankshaft angle at which 50% of the fuel was consumed during the optimized combustion (combustion achieved with the setpoints).
  • a pilot motor control system of the actuators so that the values of the physical parameters P IVC , T IVC , X IVC , M IVC and ⁇ ivc are equal to their setpoints P ref , T ref , X ref , M ref , and ( ⁇ ivc ) ref .
  • the adaptation of the control of the injected fuel mass to the dynamics of the air loop is conventionally carried out by the control of the combustion richness: indeed, the pollution control of the exhaust gases of the gasoline engines can be realized by a three-way catalyst. It can effectively treat the CO, HC and NO x produced by the combustion provided that the exhaust gases are globally neither oxidizing nor reducing.
  • the strategy of control of the fuel mass injected is thus reduced to the estimate of the mass of air sucked into the cylinder starting from the parameters of the air loop. .
  • the CA 50 (crankshaft angle at which 50% of the fuel burned) is the crankshaft angle that accounts for this combustion phase. It is conventionally accepted that each motor has a reference crankshaft angle ( CA 50 ) ref , fixed, depending on the engine's technical characteristics. The ignition strategy is then optimal if the CA 50 is regulated on its reference value ( CA 50 ) ref .
  • the five P IVC , T IVC , M IVC , X IVC and ⁇ ivc parameters would reach their reference values P ref , T ref , M ref , X ref and ( ⁇ ivc ) ref instantly.
  • the parameters P IVC , T IVC , M IVC , X IVC and ⁇ ivc are different from their reference value. The contents of the cylinder at the time of the valve closure is therefore different from the reference content for which the ignition strategy has been mapped.
  • the figure 2 illustrates a chronology of combustion according to three situations. For each situation, the horizontal axis represents the crankshaft angle ⁇ . On these axes are identified: the set value ( ⁇ all ) ref of the ignition angle, the ignition angle ⁇ all , and the corrective term d ⁇ all .
  • the figure 3 illustrates the three energy release curves Q as a function of the crankshaft angle ⁇ for the three situations described above ( figure 2 ).
  • a modeling of the combustion system is carried out.
  • a combustion model defined by a differential equation for modeling the evolution over time of the mass of fuel consumed by combustion.
  • y is 1 ⁇ n with p : parameters of the air loop to compensate during transients.
  • p is 1 ⁇ n with ⁇ all : ignition angle of the mixture f, g and h are fully known functions (see annex 1 for example).
  • the method of controlling the ignition angle according to the invention is applicable to any combustion model as a differential equation.
  • the calculation of the correction is done by linearizing the combustion model in p around the reference values p ref by introducing the deviations dp.
  • the engine control system controls the ignition system of the fuel in the combustion chamber when the crankshaft angle is equal to the corrected setpoint value ( ⁇ all ) ref + d ⁇ all in order to maintain optimum combustion.
  • An interest of the method is to directly connect the errors of the air loop with the correction to be applied on the control of the ignition via the matrix A. This one is entirely computable: it depends only on the model of combustion, reference values P ref , T ref , X ref and M ref and a number of known constants.
  • the control strategy is schematized on the figure 4 .
  • This figure illustrates a diagram of the calculation of the correction d ⁇ all of the ignition angle. Having estimated or measured (EST-ACT) the actual values of parameters p, determined (DET-CONS) p setpoint values of these parameters and ref ( ⁇ all) ref, is calculated linourisation matrix (CAL-MAT) of the combustion model. Then we calculate the following coefficient: (( CA 50 ) ref - ( ⁇ all ) ref ) . ⁇ .
  • the method according to the invention makes it possible to control the combustion of a spark ignition engine, by controlling the three dynamic loops separately, and by correcting the reference value of the ignition angle. This correction is determined so that the angle CA 50 is at its reference value. By applying this correction to the ignition angle, the angle CA 50 is thus maintained at its reference value, and consequently the same energy release is obtained as for the reference combustion (optimized).
  • This model represents the volume of the cylinder in two zones (the burned zone and the unburned zone) separated by the flame front (modeled as an infinitely fine layer). During all combustion, the flame spreads from the burned area to the unburned area.
  • the parameters of the model are: C 1 , C 2 , C 3 , C 4 , ⁇ .
  • An example of a numeric value (SI international system units) for these parameters is given in the following table: Parameter C 1 C 2 C 3 C 4 ⁇ Value 2.92 e -5 2.11 5.34 e 7 1.67 e -2 2.12
  • CA50 can easily be substituted by any CAy angle.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP09290783.1A 2008-10-31 2009-10-14 Verfahren zur Verbrennungskontrolle eines Motors, dessen Zündung über ein Verbrennungsphasenplanungs-Steuergerät gesteuert wird Not-in-force EP2182196B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0806058A FR2938019B1 (fr) 2008-10-31 2008-10-31 Procede de controle de combustion d'un moteur a allumage commande au moyen d'un controle du phasage de la combustion

Publications (2)

Publication Number Publication Date
EP2182196A1 true EP2182196A1 (de) 2010-05-05
EP2182196B1 EP2182196B1 (de) 2018-07-25

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EP09290783.1A Not-in-force EP2182196B1 (de) 2008-10-31 2009-10-14 Verfahren zur Verbrennungskontrolle eines Motors, dessen Zündung über ein Verbrennungsphasenplanungs-Steuergerät gesteuert wird

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US (1) US8516993B2 (de)
EP (1) EP2182196B1 (de)
JP (1) JP5394196B2 (de)
FR (1) FR2938019B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016209919A1 (en) * 2015-06-23 2016-12-29 Shu Wang Model-based operation control of a spark ignited internal combustion engine

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR3103222B1 (fr) 2019-11-18 2022-10-07 Psa Automobiles Sa Procédé de détermination de compensation transitoire pour la commande d’injection d’un moteur thermique à allumage commandé
KR20230163837A (ko) * 2022-05-24 2023-12-01 현대자동차주식회사 불꽃 점화 엔진의 토크 모델 보정 장치 및 방법

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WO2002095191A2 (en) * 2001-05-21 2002-11-28 Ricardo Consulting Engineers Limited Improved engine management
US20040194758A1 (en) * 2001-10-08 2004-10-07 Patrick Hochstrasser Method, device and computer programme for controlling an internal combustion engine
EP1650422A1 (de) * 2003-07-17 2006-04-26 Toyota Jidosha Kabushiki Kaisha Einheit und verfahren zur steuerung von verbrennungsmotoren
US20060122763A1 (en) * 2004-11-01 2006-06-08 Southwest Research Institute Control system for engines having multiple combustion modes

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DE10149477A1 (de) * 2001-10-08 2003-04-17 Bosch Gmbh Robert Verfahren und Vorrichtung sowie Computerprogramm zur Steuerung eines Verbrennungsmotors
US6786200B2 (en) * 2002-11-15 2004-09-07 Woodware Governor Company Method and apparatus for controlling combustion quality in lean burn reciprocating engines
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JP4158747B2 (ja) * 2004-06-28 2008-10-01 日産自動車株式会社 内燃機関の点火時期制御装置
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Publication number Priority date Publication date Assignee Title
WO2002095191A2 (en) * 2001-05-21 2002-11-28 Ricardo Consulting Engineers Limited Improved engine management
US20040194758A1 (en) * 2001-10-08 2004-10-07 Patrick Hochstrasser Method, device and computer programme for controlling an internal combustion engine
EP1650422A1 (de) * 2003-07-17 2006-04-26 Toyota Jidosha Kabushiki Kaisha Einheit und verfahren zur steuerung von verbrennungsmotoren
US20060122763A1 (en) * 2004-11-01 2006-06-08 Southwest Research Institute Control system for engines having multiple combustion modes

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016209919A1 (en) * 2015-06-23 2016-12-29 Shu Wang Model-based operation control of a spark ignited internal combustion engine

Also Published As

Publication number Publication date
JP5394196B2 (ja) 2014-01-22
JP2010116917A (ja) 2010-05-27
US8516993B2 (en) 2013-08-27
FR2938019A1 (fr) 2010-05-07
US20100108033A1 (en) 2010-05-06
FR2938019B1 (fr) 2015-05-15
EP2182196B1 (de) 2018-07-25

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