EP0191167B1 - Procédé et dispositif de régulation de la combustion dans les chambres de combustion d'un moteur à combustion - Google Patents

Procédé et dispositif de régulation de la combustion dans les chambres de combustion d'un moteur à combustion Download PDF

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Publication number
EP0191167B1
EP0191167B1 EP19850115423 EP85115423A EP0191167B1 EP 0191167 B1 EP0191167 B1 EP 0191167B1 EP 19850115423 EP19850115423 EP 19850115423 EP 85115423 A EP85115423 A EP 85115423A EP 0191167 B1 EP0191167 B1 EP 0191167B1
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EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
loop
differences
combustions
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.)
Expired - Lifetime
Application number
EP19850115423
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German (de)
English (en)
Other versions
EP0191167A3 (en
EP0191167A2 (fr
Inventor
Reinhard Dr. Dipl.-Ing. Latsch
Winfried Dipl.-Ing. Moser
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.)
OFFERTA DI LICENZA AL PUBBLICO
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
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0191167A2 publication Critical patent/EP0191167A2/fr
Publication of EP0191167A3 publication Critical patent/EP0191167A3/de
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Publication of EP0191167B1 publication Critical patent/EP0191167B1/fr
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Expired - Lifetime legal-status Critical Current

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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
    • 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
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • 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
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D2200/1015—Engines misfires
    • 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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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

Definitions

  • the invention is a method and a device for controlling the combustion in the combustion chambers of an internal combustion engine according to the preamble of the main claims.
  • German patent application P 31 11 135 it is known to use optical sensors to detect the light signals in the combustion chamber of an internal combustion engine during a combustion process. Using special precautions, it is possible to infer characteristic points of the combustion process from the course of the light intensity of the light resulting from the combustion. The characteristic points can then be assigned to the corresponding crankshaft angles by means of further sensors, for example a reference mark sensor. A control circuit can then be established by specifying the target crankshaft angle and comparing it with the light signal-dependent actual crankshaft angles to control, for example, the ignition timing or other variables influencing the combustion. With the aid of the described device, it is generally possible to regulate an internal combustion engine to almost optimum values with a view to smooth running as much as possible.
  • control system also intervenes when the smooth running can basically no longer be improved.
  • control described does not differentiate between light signals that indicate good burns and light signals that indicate carried-over burns.
  • the light signals no distinction is made between burns that cause uneven running or those that do not result in uneven running.
  • the method according to the invention for controlling an internal combustion engine with the features of the main claim has the advantage over the prior art described that only the burns are taken into account which have a negative influence on the smooth running of the internal combustion engine.
  • FIG. 1 shows a diagram of the indicated mean pressures in the combustion chambers of the internal combustion engine
  • FIG. 2 shows a diagram of the radiation maxima of the light intensities in the combustion chambers of the internal combustion engine
  • FIG. 3 shows a relationship between the induced mean pressures and the radiation maxima
  • FIG. 4 shows an exemplary embodiment of a control system
  • FIG 5 shows an exemplary embodiment of a classification.
  • the exemplary embodiments described below involve the control of the burns in the Combustion chambers of an internal combustion engine.
  • the exemplary embodiments are explained in connection with gasoline internal combustion engines, but this does not mean that the inventive idea on which the exemplary embodiments are based could not also be applied to other internal combustion engine types.
  • the exemplary embodiments described below are not restricted to special circuit-related implementations, but can be implemented in any embodiment known to the person skilled in the art. It is therefore possible to implement the inventive idea on which the exemplary embodiments are based in the form of analog circuits, digital circuits, with the aid of appropriately programmed computing devices, in the form of combinations of these options, etc., in a corresponding object according to the invention.
  • FIG. 1 shows a diagram of the indicated mean pressures in the combustion chambers of the internal combustion engine.
  • the crankshaft angle after top dead center is plotted in degrees, on the ordinate, on the other hand, the indicated mean pressure PI related to a mean indicated mean pressure PIQ.
  • the indexed mean pressure PI is understood to mean an average pressure level in a combustion chamber of the internal combustion engine, which is obtained during the period of a combustion cycle, for example by means of integration.
  • a mean indexed mean pressure PIQ is the mean value over time of several indicated mean pressures PI, that is to say the indicated mean pressure of several combustion cycles.
  • the diagram of FIG. 1 now shows the normalized, indicated mean pressure PI / PIQ of a combustion cycle with each cross shown.
  • the diagram in FIG. 2 shows the radiation maxima in the combustion chambers of the internal combustion engine.
  • the abscissa of the diagram shows the crankshaft angle after top dead center in angular degrees
  • the ordinate plots the radiation maximum SM related to an average radiation maximum SMQ.
  • the radiation maximum SM is understood to mean a value that expresses the maximum light intensity of a combustion during a specific combustion cycle.
  • An average radiation maximum SMQ is then the mean value of a plurality of successive radiation maxima, that is to say an average radiation maximum over several combustion cycles.
  • each cross represented in the diagram in FIG. 2 represents a value of a normalized radiation maximum SM / SMQ of a specific combustion cycle.
  • each combustion cycle can be assigned a value of a standardized indexed mean pressure PI / PIQ and a value of a standardized radiation maximum SM / SMQ.
  • each cross of the diagram in FIG. 1 also has a corresponding cross in the diagram in FIG. 2. It has been found for the delayed burns that affect the smoothness of the operation that, with such a delayed combustion process, the radiation emission of the combustion that occurs is lower than the mean radiation emission, i.e. in the case of carried-over combustion, the value for the normalized radiation maximum SM / SMQ is less than 1.0. This reduced light intensity is the result of the reduced temperature and pressure level during combustion cycles which are delayed in this way.
  • the resulting radiation maximum or indexed pressure basically has no linear relationship between the normalized indicated mean pressure in FIG. 1 and the normalized radiation maximum in FIG. 2.
  • FIGS. 1 to 3 basically two different methods for controlling the combustion in the combustion chambers of an internal combustion engine are possible.
  • FIG. 4 shows a possible embodiment of a control.
  • the reference number 10 denotes an internal combustion engine from which an output signal is connected to a maximum value detection 11.
  • the output signal is the course of the light intensity in a combustion chamber of the internal combustion engine.
  • the signal SM which has already been explained in more detail, that is to say the value of the radiation maximum during a combustion cycle of the relevant cylinder.
  • This output signal of the maximum value detection 11 is now supplied on the one hand with an averaging 12 and a link 13.
  • the mean value formation 12 forms the signal SMQ from the signal SM, that is to say the mean radiation maximum over several combustion cycles. This signal SMQ is fed to the link 13 as a second input signal.
  • the link 13 forms the difference from the two signals SM and SMQ and forwards this output signal, which is designated ASMN, to a conversion 14.
  • the deformation 14 has the task of recognizing and hiding the carried-over burns. This is achieved in that only the positive values at the output of the conversion 14 are passed on as the output signal ASM by the signal ASMN.
  • This output signal ASM is then applied to a squaring 15, so that the classification 16 following the squaring 15 is supplied with the signal ASM 2.
  • the output signal of classification 16 is marked with UK. This signal UK is then applied to control 17.
  • a pilot control is identified by reference number 18, this pilot control 18 of general operating parameters and / or operating parameters of the internal combustion engine and / or other signals can be controlled.
  • the output signal of the control 17 and the output signal of the pilot control 18 are linked to one another with the aid of a link 19, the output signal of this link 19 then influencing the internal combustion engine 10 mentioned at the beginning.
  • the classification or classification 16 serves the purpose of dividing the values of the signal ASM 2 into a certain number of classes according to their size and of generating a value UK belonging to the respective class.
  • An exemplary embodiment of a possible classification is shown in the diagram in FIG.
  • the signal ASM2 between the values 0 and 1 is plotted on the abscissa of the diagram, while the ordinate of the diagram represents the signal UK. It is important in the classification shown that a negative value of the UK signal is generated in the smallest class of the ASM2 signal.
  • the signal ASMN be relatively small, that is to say the deviation of the signal SM from the signal SMQ is relatively small, which is synonymous with a small number of entrained burns. Since a small value ASMN also results in only a small value ASM2, it is now further assumed that this small value ASM2 falls in the smallest class of the diagram in FIG. 5, that is to say has a negative value for the signal UK. However, this negative signal UK then has the result that the pilot control value of the pilot control 18 is reduced further in the direction of a smaller fuel quantity on the basis of the output signal of the control 17, that is to say the fuel / air mixture is further leaned relative to the pilot control value, that is to say still is approached closer to the running limit of the internal combustion engine.
  • the advantage of the classification shown in FIG. 5 lies in the fact that it can be used to specifically weight the deviation from a desired smoothness. E.g. If there are only small numbers of burns that have been carried over, this also results in only minor reactions. On the other hand, with large numbers of carried-over burns, the regulation described also reacts correspondingly strongly in accordance with the classification. Smaller fluctuations of these numbers of delayed burns, however, as well as short-term "peaks" of these numbers, however, do not immediately result in correspondingly strong reactions due to the classifications, but only long-term, major changes in these numbers also cause a change in the output signal of the classification.
  • the pilot control 19 can be a control as well as a regulation. These can then be dependent, e.g. the speed of the internal combustion engine, the load applied to the internal combustion engine, the temperature of the internal combustion engine, the air flow rate in the intake pipe of the internal combustion engine, etc.
  • the amount of fuel supplied to the internal combustion engine was influenced, for example.
  • One more way influencing the internal combustion engine consists in changing or regulating the ignition timing of the internal combustion engine, but in this case only regulating the ignition timing towards a later ignition is permitted.
  • Another way of designing the invention is e.g. to use the object of Figure 4 for measuring the uneven running of an internal combustion engine.
  • the signal UK come, that is, the respective content of the classifier 16 and thus a measure of the smooth running or rough running of the internal combustion engine.

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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)
  • Exhaust-Gas Circulating Devices (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (7)

  1. Procédé pour la régulation ou la commande des combustions dans les chambres de combustion d'un moteur à combustion interne, par l'intermédiaire de grandeurs caractéristiques de fonctionnement, telles que le dosage du carburant, le recyclage des gaz d'échappement, le réglage de l'angle d'allumage et l'alimentation en air frais, en partant de ce que les amplitudes des grandeurs caractéristiques intensité lumineuse ou pression dans la chambre de combustion, sont détectées en tant que valeurs réelles, procédé caractérisé en ce qu'il est entrepris une formation de la valeur moyenne (12) d'au moins deux amplitudes d'une des grandeurs caractéristiques pour obtenir une valeur de consigne, et les différences entre les valeurs de consigne et les valeurs réelles sont déterminées, et avec l'aide d'une identification de signes (14) celles de ces différences qui caractérisent les combustions traînant en longueur, sont déterminées, et seules ces différences sont utilisées comme valeurs d'entrée d'une contre commande ou contre régulation.
  2. Procédé selon la revendication 1, caractérisé en ce que les différences entre les valeurs de consigne et les valeurs réelles sont classifiées selon leur importance, et la contre commande ou contre régulation se déroule en étapes discrètes selon une classification (16).
  3. Procédé selon au moins une des revendications 1 et 2, caractérisé en ce qu'à l'aide d'une élévation à une puissance plus élevée, de préférence une élévation au carré, des conclusions sont tirées à partir des maxima de lumière sur les pressions moyennes indiquées en tant que niveau de pression moyen dans les chambres de combustion du moteur à combustion interne pendant les cycles de combustion.
  4. Procédé selon au moins une des revendications 1, 2 et 3, caractérisé en ce que le moteur à combustion interne est par ailleurs influencé par une précommande qui, de son côté, dépend d'au moins une grandeur caractéristique du fonctionnement du moteur à combustion interne.
  5. Procédé selon au moins une des revendications 1, 2, 3, et 4 caractérisé par une utilisation supplémentaire pour mesurer l'instabilité de marche du moteur à combustion interne.
  6. Dispositif pour la régulation ou la commande des combustions dans les chambres de combustion d'un moteur à combustion interne, par l'intermédiaire de grandeurs caractéristiques du fonctionnement, telles que le dosage du carburant, le recyclage des gaz d'échappement, le réglage de l'angle d'allumage, et l'alimentation en air frais, en partant de ce que les amplitudes des grandeurs caractéristiques intensité lumineuse ou pression dans la chambre de combustion, sont détectées en tant que valeurs réelles, dispositif caractérisé en ce que, dans des moyens de formation de la valeur moyenne (12) la valeur moyenne d'au moins deux amplitudes d'une des grandeurs caractéristiques, est déterminée pour obtenir une valeur de consigne, dans des moyens pour la formation de différences, les différences entre les valeurs de consigne et les valeurs réelles sont déterminées, dans des moyens pour identifier le signe (14) celles de ces différences qui caractérisent des combustions traînant en longueur sont déterminées, et seules ces différences servent de valeurs d'entrée des moyens de contre commande ou de contre régulation.
  7. Dispositif selon la revendication 6, caractérisé en ce que des moyens sont prévus pour une mesure supplémentaire de l'instabilité de marche du moteur à combustion interne.
EP19850115423 1985-02-14 1985-12-05 Procédé et dispositif de régulation de la combustion dans les chambres de combustion d'un moteur à combustion Expired - Lifetime EP0191167B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19853505063 DE3505063A1 (de) 1985-02-14 1985-02-14 Verfahren und einrichtung zur regelung der verbrennungen in den brennraeumen einer brennkraftmaschine
DE3505063 1985-02-14

Publications (3)

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EP0191167A2 EP0191167A2 (fr) 1986-08-20
EP0191167A3 EP0191167A3 (en) 1987-12-16
EP0191167B1 true EP0191167B1 (fr) 1991-04-17

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EP19850115423 Expired - Lifetime EP0191167B1 (fr) 1985-02-14 1985-12-05 Procédé et dispositif de régulation de la combustion dans les chambres de combustion d'un moteur à combustion

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EP (1) EP0191167B1 (fr)
JP (1) JPS61190148A (fr)
DE (2) DE3505063A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4940033A (en) * 1988-05-13 1990-07-10 Barrack Technology Limited Method of operating an engine and measuring certain operating parameters
DE3821740A1 (de) * 1988-06-28 1990-01-11 Jan Thomas Dipl Ing Haas Zylinderautonome steuerung der zuendung/einspritzung bei verbrennungsmotoren
DE69007902T2 (de) * 1989-01-31 1994-11-10 Mitsubishi Motors Corp Ausgangsleistungssteuerung für verbrennungsmotor.
US5018498A (en) * 1989-12-04 1991-05-28 Orbital Walbro Corporation Air/fuel ratio control in an internal combustion engine
DK0632864T3 (da) * 1993-01-28 1998-02-16 Jenbacher Energiesysteme Ag Indretning til bestemmelse af motorparametre for en forbrændingsmotor
DE10032931B4 (de) * 2000-07-06 2009-12-10 Aft Atlas Fahrzeugtechnik Gmbh Verfahren zur Steuerung einer mehrzylindrigen Viertakt-Brennkraftmaschine mit zylinderselektiver Kraftstoffeinspritzung

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1491622A (en) * 1975-01-31 1977-11-09 Ford Motor Co Internal combustion engine
JPS5943637B2 (ja) * 1977-03-02 1984-10-23 日東化学工業株式会社 安定なミセル溶液組成物
DE3111135A1 (de) * 1980-06-20 1982-03-11 Robert Bosch Gmbh, 7000 Stuttgart Verfahren zum regeln der verbrennung in den brennraeumen einer brennkraftmaschine
JPS5773647A (en) * 1980-10-27 1982-05-08 Nippon Soken Inc Preignition detector for spark ignition engine
CA1197303A (fr) * 1981-07-23 1985-11-26 Thomas M. Mchugh Methode et dispositif de regulation du moment d'injection du carburant pour moteur a combustion interne par compression
DE3210810C2 (de) * 1982-03-24 1984-11-08 Mataro Co. Ltd., Georgetown, Grand Cayman Islands Regelsystem zur Beeinflussung der Zusammensetzung der in einer fremdgezündeten Brennkraftmaschine zu verbrennenden Ladungen
JPS5951135A (ja) * 1982-09-17 1984-03-24 Toyota Motor Corp 燃料噴射制御装置
JPS5990737A (ja) * 1982-11-15 1984-05-25 Nissan Motor Co Ltd 内燃機関の空燃比制御装置
US4487184A (en) * 1983-07-07 1984-12-11 Robert Bosch Gmbh Control of an internal combustion engine with reference to a combustion chamber sensor

Also Published As

Publication number Publication date
EP0191167A3 (en) 1987-12-16
DE3582582D1 (de) 1991-05-23
JPS61190148A (ja) 1986-08-23
DE3505063A1 (de) 1986-08-14
EP0191167A2 (fr) 1986-08-20

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