EP2182196B1 - 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
EP2182196B1
EP2182196B1 EP09290783.1A EP09290783A EP2182196B1 EP 2182196 B1 EP2182196 B1 EP 2182196B1 EP 09290783 A EP09290783 A EP 09290783A EP 2182196 B1 EP2182196 B1 EP 2182196B1
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Prior art keywords
combustion
ref
ivc
values
ignition
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English (en)
French (fr)
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EP2182196A1 (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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    • 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.
  • 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 .
  • WO 02/095191 discloses a combustion control method of a spark ignition engine in which the ignition timing is controlled so that the crankshaft angle at which y% of the fuel is consumed on combustion is equal to a value setpoint, to optimize combustion.
  • the invention relates to a combustion control method of a spark ignition engine according to claim 1.
  • a combustion control method of a spark ignition engine according to claim 1.
  • - set point values of physical parameters related to the combustion of a mixture of gas and fuel are determined in a combustion chamber, as well as a reference value ( ⁇ all ) ref of a crankshaft angle of ignition of said mixture, said set values being determined so as to optimize the combustion, - a motor control system drives the actuators so that the values of said physical parameters are equal to said setpoints.
  • the correction d ⁇ all is determined taking into account differences dp between real values p of said physical parameters and said values. setpoint p ref said physical parameters.
  • setpoint p ref said physical parameters.
  • crank angle CA y is the crankshaft angle at which fifty percent of the fuel is consumed during combustion.
  • the physical parameters are chosen from 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 mass of burnt gases and a mass of total gas in the combustion chamber, mass ( M IVC ) of air in the cylinder, and closure 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, that is, to burn the maximum amount of 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 are determined 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 technical characteristics of the engine. 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 ).
  • 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 to the control of the ignition via the matrix ⁇ . This is entirely calculable: it depends only on the combustion model, the reference values P ref , T ref , X ref and M ref and a certain 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.
  • the linearization matrix ( CAL-MAT ) is calculated. 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)

Claims (4)

  1. Verfahren zur Verbrennungskontrolle eines Motors mit Fremdzündung, wobei:
    - Sollwerte eines Kurbelwinkels der Zündung des Gemischs, sowie Sollwerte von physikalischen Parametern, die mit der Verbrennung eines Gemischs aus Gas und Kraftstoff in einer Brennkammer verbunden sind, bestimmt werden, wobei die Sollwerte bestimmt werden, um die Verbrennung zu optimieren, und
    wobei die Sollwerte beim Schließen des Ventils aus den folgenden Parametern ausgewählt werden: dem Druck in der Brennkammer (PIVC ), der Temperatur in der Brennkammer (TIVC ), dem Verhältnis (XIVC ) zwischen einer verbrannten Gasmasse und einer Gasgesamtmasse in der Brennkammer, der Luftmasse (MIVC ) in dem Zylinder und dem Schließwinkel eines Einlassventils (θ ivc ) :
    ein Motorkontrollsystem Aktuatoren steuert, damit die Werte der physikalischen Parameter gleich den Sollwerten sind, dadurch gekennzeichnet, dass das Verfahren die folgenden Schritte umfasst:
    - Verwenden eines Verbrennungsmodells, das über eine Differentialgleichung eine zeitliche Entwicklung einer verbrauchten Kraftstoffmasse modelliert;
    - Korrigieren des Sollwerts des Kurbelwinkels der Zündung, bevor die physikalischen Parameter ihre Sollwerte erreichen, indem ein Korrekturwert dθ all berechnet wird, der an diesen Sollwert des Kurbelwinkels der Zündung anzulegen ist, damit ein Kurbelwinkel CAy, bei dem y Prozent des Kraftstoffs während der Verbrennung verbraucht sind, gleich einem Sollwert dieses Winkels für eine optimierte Verbrennung ist, wobei die Korrektur dθ all unter Berücksichtigung von Differenzen dp zwischen den realen Werten p der physikalischen Parameter und den Sollwerten pref der physikalischen Parameter mithilfe einer Linearisierung des Verbrennungsmodells auf p um die Sollwerte pref bestimmt wird, dann indem eine Lösung erster Ordnung der anzulegenden Korrektur berechnet wird, damit die Korrektur dθall proportional zu den Differenzen dp ist;
    - wobei das Motorkontrollsystem die Zündung des Gemischs in der Brennkammer steuert, wenn der Kurbelwinkel gleich dem korrigierten Sollwert des Kurbelwinkels bei der Zündung ist, um die optimale Verbrennung aufrechtzuerhalten.
  2. Verfahren nach Anspruch 1, wobei die Korrektur dθ all unter Anwendung der folgenden Schritte bestimmt wird:
    - Bestimmen der realen Werte der physikalischen Parameter;
    - Berechnen der Differenzen dp zwischen den realen Werten und den Sollwerten;
    - Bestimmen des Sollwerts des Kurbelwinkels CAy mithilfe einer digitalen Integration des Verbrennungsmodells, indem jedem Parameter des Modells ein Sollwert davon zugewiesen wird;
    - Berechnen einer Linearisierungsmatrix Λ des Verbrennungsmodells durch Linearisieren des Verbrennungsmodells auf p um die Sollwerte pref ;
    - Berechnen der Korrektur dθ all mithilfe der folgenden Formel: d θ all = C Λ y ref − θ all ref Λ dp
    Figure imgb0029
     wobei (θall ) ref der Sollwert des Kurbelwinkels der Zündung des Gemischs ist und (CAy ) ref der Sollwert des Kurbelwinkels CAy ist.
  3. Verfahren nach einem der vorhergehenden Ansprüche, wobei der Kurbelwinkel CAy der Kurbelwinkel ist, bei dem während der Verbrennung fünfzig Prozent des Kraftstoffs verbraucht sind.
  4. Verfahren nach einem der vorhergehenden Ansprüche, wobei auch eine in die Brennkammer eingespritzte Kraftstoffmasse angepasst wird, bevor die physikalischen Parameter ihre Sollwerte erreichen, und zwar mithilfe einer Kontrolle der Fettheit der Verbrennung.
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

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

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US (1) US8516993B2 (de)
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US10012204B2 (en) 2015-06-23 2018-07-03 Shu Wang Engine operation control
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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GB0112338D0 (en) * 2001-05-21 2001-07-11 Ricardo Consulting Eng Improved engine management
DE10149475A1 (de) * 2001-10-08 2003-04-17 Bosch Gmbh Robert Verfahren und Vorrichtung sowie Computerprogramm zur Steuerung eines Verbrennungsmotors
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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JP5394196B2 (ja) 2014-01-22
EP2182196A1 (de) 2010-05-05
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

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