EP1115965B1 - Method and device for controlling the combustion mode of an internal combustion engine - Google Patents

Method and device for controlling the combustion mode of an internal combustion engine Download PDF

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Publication number
EP1115965B1
EP1115965B1 EP00938888A EP00938888A EP1115965B1 EP 1115965 B1 EP1115965 B1 EP 1115965B1 EP 00938888 A EP00938888 A EP 00938888A EP 00938888 A EP00938888 A EP 00938888A EP 1115965 B1 EP1115965 B1 EP 1115965B1
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Prior art keywords
engine
combustion
mode
combustion mode
efficiency
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EP00938888A
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German (de)
French (fr)
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EP1115965A1 (en
Inventor
Marc Lagier
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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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
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3023—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode
    • F02D41/3029—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the stratified charge spark-ignited mode further comprising a homogeneous charge spark-ignited mode

Definitions

  • control unit of the engine has several combustion modes to ensure this setpoint of couple.
  • This "stratified" combustion mode is therefore preferred for the weak torque requests but cannot respond to all engine demands by the driver.
  • two modes of combustion can be employed, both characterized by fuel injection in the room during the admission phase.
  • This injection allows a homogeneous mixture of air and fuel.
  • the average richness of the mixture is around 0.75.
  • This mode has the same advantages as the previously stratified mode described, limited by the overall level of wealth which must be sufficient to ensure combustion of the mixture.
  • the richness of the mixture is equal to 1.
  • This mode is necessary for high demands on engine torque, requests requiring significant fuel flows.
  • the preferred mode of combustion to optimize consumption can be shown diagrammatically by the graph of the engine torque as a function of the speed of rotation of the motor represented in figure 1.
  • the passage from a lean mixture operating mode to the operating mode homogeneous stoichiometric causes a sudden and significant increase of the couple that should be avoided.
  • the engine control unit calculates the commands in air, fuel and ignition advance to comply with the setpoint at all times of couple.
  • This "torque" command ensures a torque equal to the driver request, including during mode changes.
  • the quality of the monitoring of the torque setpoint is dependent dispersions that can cause aging of the components of the engine, manufacturing dispersions or variable characteristics commercial fuels.
  • Engine pollutant emissions are treated by a system of catalysis integrated into the exhaust.
  • This system can be composed of one or more elements intended for oxidize or reduce the toxic components of exhaust gases.
  • the most dangerous components are unburnt hydrocarbons (Hc), carbon monoxide (CO) and nitrogen oxides (NOx).
  • this catalyst Associated with fine regulation of the richness of the air-fuel mixture allowing to cause small amplitude fluctuations of the wealth around of 1, this catalyst allows an excellent overall conversion of the two pollutants.
  • This management favors the depollution constraint to the detriment of the fuel consumption. It must therefore be lifted as soon as the control unit detects sufficient efficiency to convert pollutants into the combustion favoring consumption.
  • the invention aims to create a method and a device for global management constraints linked to the choice of combustion mode.
  • the constraints taken into account are fuel consumption, the driving pleasure of the vehicle and the efficiency of treatment of pollutants during the rise in temperature after starting the engine.
  • the subject of the invention is therefore a method of controlling the mode of combustion of a four-stroke gasoline engine with positive ignition equipped a system for direct injection of fuel into the combustion chamber, at least one catalyst placed in the engine exhaust line and a control system receiving information relating to the rotation regime and at engine load, accelerator pedal position, and temperatures engine and exhaust gas, characterized in that a estimation of combustion efficiency of the different modes available and taking into account the said information relating to the rotation speed and the load the engine, the accelerator pedal position and engine temperatures and exhaust gases, the choice of a combustion mode is controlled priority based on said estimate of the combustion efficiency of the various modes available.
  • the invention also relates to a device for controlling the combustion mode of a four-stroke petrol engine with positive ignition fitted with a direct fuel injection system into the combustion, of at least one catalyst placed in the exhaust line of the engine and a control system receiving sensors, related information at engine speed and load, at pedal position accelerator and engine and exhaust gas temperatures, for implementation of the process defined above, characterized in that the system of control includes means for controlling the choice of a combustion mode priority taking into account said information and from an estimate the combustion efficiency of the various modes available.
  • This anticipation is made possible by filtering the will of the permanently imposed driver to smooth the torque demand and so ensure good driving approval of the vehicle.
  • the comparison of the target torques before and after filtering allows discrimination between the mode changes that must be applied without time delay and those which should not be applied.
  • the engine control unit assesses the efficiency treatment of pollutants by the catalysis system.
  • This estimate of efficiency allows the control unit to impose during the temperature rise the combustion mode guaranteeing the lowest emission level of pollutant.
  • FIG. 2 represents a combustion engine internal 1, for example a four-stroke petrol engine with ignition controlled, fitted with a high pressure fuel supply system 2 injecting fuel directly into the combustion chamber of the engine, catalyst 3 placed in the exhaust line 4 and a control system 5 connected to a sensor 6 of the engine speed and load speed, to a sensor 7 position of the accelerator pedal 8, to a temperature sensor 9 of the engine and to an exhaust gas temperature sensor 10.
  • a combustion engine internal for example a four-stroke petrol engine with ignition controlled, fitted with a high pressure fuel supply system 2 injecting fuel directly into the combustion chamber of the engine, catalyst 3 placed in the exhaust line 4 and a control system 5 connected to a sensor 6 of the engine speed and load speed, to a sensor 7 position of the accelerator pedal 8, to a temperature sensor 9 of the engine and to an exhaust gas temperature sensor 10.
  • a step 11 the combustion efficiency is evaluated and establishes the priority combustion mode.
  • the mode transitions are managed from the data received from steps 11 and 12.
  • the processing efficiency of the system is evaluated exhaust.
  • the depollution constraint is taken into account and a final combustion mode information is delivered.
  • E-Comb i 1 for the combustion mode ensuring the lowest specific consumption.
  • E-Comb i 0 if the engine operating point cannot be ensured in combustion mode i.
  • the efficiency in mode i is parameterized from the characterization static performed on the bench.
  • Chamber temperature Thermal state of the combustion chamber.
  • Chamber temperature is initialized to the engine water temperature before starting the engine.
  • room temperature tends to a stabilized room temperature.
  • T ° stabilized room F (Diet, Torque) x Ki F being the fundamental characteristic of the engine.
  • Ki is a degradation coefficient allowing to model the decrease combustion temperatures in a lean mixture (homogeneous or laminate).
  • the filtering of room temperature is intended to reach stabilized room temperature.
  • the filter used makes it possible to model the thermal inertia of the assembly parts making up the combustion chamber.
  • the priority mode of combustion is that which ensures the best combustion efficiency.
  • the objective of the efficiency calculation is to avoid mode changes repeated for small variations in the torque requested by the driver in an operating limit zone between two modes.
  • the initial combustion mode is 1.
  • the driver increases its torque demand and E-Comb 2 becomes greater than E-Comb 1 (the same principle can be applied for any variation of the priority combustion mode).
  • combustion mode 1 is capable of supply the requested torque (without ensuring, by definition, the best consumption).
  • E-Commut is initialized to O when Cfiltered exceeds C12 (Fig. 4).
  • the engine control system 5 scans for variations in the driver's room.
  • step 22 of authorization of the mode of combustion If so, we go to step 22 of authorization of the mode of combustion.
  • E-Commut 0 on the first calculation after crossing of C12 and we go to test step 24 to determine if Cbrut> C12 + DC1.
  • E-Commut 0 and we return to step 21 of testing E-Commut.
  • E-Commut Ecommut + ⁇ .
  • Figure 6 shows a stealthy change in combustion mode priority, which the described strategy makes it possible to avoid.
  • the graph in Figure 6 represents the values of the couples in function of time.
  • the curve (a) in solid lines shows the evolution over time of the value of Cfiltré.
  • the dotted curve (a1) shows the corresponding evolution of Cbrut.
  • the line (a2) parallel to the time axis represents C12.
  • the line (a3) parallel to the time axis represents DC1 + C12.
  • the curve (b) extending in echelon on either side of the axis of time, represents the value of Cbrut (n) - Cbrut (n-1).
  • Curve (c) represents the variation of E-Commut.
  • Curve (a) in solid lines represents Cfiltré
  • curve (a1) in dotted lines represents Cbrut.
  • Curve (b) represents Cbrut (n) - Cbrut (n-1).
  • Curve (c) represents E-Commut. We see from this curve that combustion mode 2 is applied when E-Commut reaches 1.
  • Figure 8 shows the confirmed change in combustion mode priority over strong acceleration of the driver.
  • Curve (a) in solid lines represents the change in the value of Cfiltré.
  • the curves a2 and a3 represent the constant values of C12 and from DC1.
  • Curve (b) represents Cbrut (n) - Cbrut (n-1).
  • Curve (c) represents E-Commut.
  • Mode 2 is applied when Cbrut reaches the value of DC1.
  • E-Ech R ⁇ 1 Inf (E-Ech R ⁇ 1 Hc ; E-Ech R ⁇ 1 Nox )
  • Figure 9a shows the behavior of treatment efficiency of the two-element exhaust system, HC and NOX for a mixture of wealth equal to 1.
  • Figure 9b shows the behavior of treatment efficiency of the two-element exhaust line for a lean mixture.
  • Figure 9c shows the synthesis of efficiency behaviors processing shown in Figures 9a and 9b.
  • Treatment efficiency is further modified when taking counts the effectiveness of the catalytic treatment.
  • Priority combustion mode is only allowed if the overall efficiency of the exhaust system for the richness associated with the treatment mode is sufficient to avoid the emission of pollutants to the atmosphere.
  • This mode depends on the characteristics of the engine.
  • the graph in Figure 10 represents the efficiency behavior treatment of the exhaust line taking into account the efficiency of catalytic treatment.
  • the graph is delimited in three regions I, II, III, separated by vertical dotted lines intersecting the temperature axis.
  • a specific combustion mode intended to increase rapidly the temperature of the exhaust system is imposed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Device for controlling the mode of combustion of a controlled-ignition four-stroke petrol engine (1) equipped with a system (2) for the direct injection of fuel into the combustion chamber, with at least one catalytic converter (3) placed in the exhaust line (4) of the engine (1) and with a control system (5) receiving information from sensors (6, 7, 9, 10) relating to the rotational speed and to the load of the engine, to the position of the accelerator pedal, and to the temperatures of the engine and of the exhaust gases, characterized in that the control system (5) includes a device for choosing a priority mode of combustion taking account of the said information and on the basis of an estimate of the combustion efficiency of the various modes available.

Description

La présente invention concerne un moteur à quatre temps à essence, à allumage commandé pour lequel:

  • le carburant est directement injecté dans la chambre de combustion par l'intermédiaire d'un système d'alimentation en carburant à haute pression;
  • les paramètres de commande sont calculés et appliqués par une unité centrale de contrôle,
  • les gaz d'échappement sont traités par un ou plusieurs catalyseurs placés dans la ligne d'échappement.
The present invention relates to a four-stroke petrol engine with positive ignition for which:
  • the fuel is injected directly into the combustion chamber via a high pressure fuel supply system;
  • the control parameters are calculated and applied by a central control unit,
  • the exhaust gases are treated by one or more catalysts placed in the exhaust line.

L'unité de contrôle du moteur traite les différentes sollicitations du moteur (volonté du conducteur, systèmes électroniques embarqués type Contrôle de trajectoire ou boíte de vitesse...), en fait la synthèse et élabore une consigne de couple à réaliser par action sur les paramètres de commande que sont :

  • le débit d'air
  • la quantité de carburant injectée
  • l'avance à l'allumage appliquée.
The engine control unit processes the various engine stresses (driver's desire, on-board electronic systems such as trajectory control or gearbox, etc.), synthesizes them and draws up a torque setpoint to be achieved by acting on the command parameters that are:
  • air flow
  • the amount of fuel injected
  • the ignition advance applied.

Pour un moteur à essence à injection directe, l'unité de contrôle du moteur dispose de plusieurs modes de combustion pour assurer cette consigne de couple.For a direct injection petrol engine, the control unit of the engine has several combustion modes to ensure this setpoint of couple.

Elle doit donc à chaque instant évaluer le mode de combustion réalisant le meilleur compromis consommation de carburant/agrément de conduite/dépollution des gaz d'échappement.It must therefore at all times evaluate the mode of combustion achieving the best compromise between fuel consumption / driving pleasure / pollution control exhaust gases.

Une des caractéristiques fondamentales des modes de combustion est la richesse du mélange air/carburant qu'elles permettent.One of the fundamental characteristics of combustion modes is the richness of the air / fuel mixture that they allow.

La richesse du mélange est une valeur adimensionnelle définie comme le rapport entre les proportions air/essence d'un mélange stoechiométrique et la même proportion air/essence du mélange dans le mode de combustion considéré : Richesse pour le mode de combustion i = (DébitAir / DébitCarburant)stoechiométrie (DébitAir / DébitCarburant)mode i The richness of the mixture is an adimensional value defined as the ratio between the air / petrol proportions of a stoichiometric mixture and the same air / petrol proportion of the mixture in the considered combustion mode: Wealth for combustion mode i = ( DébitAir / DébitCarburant ) stoichiometry ( DébitAir / DébitCarburant ) mode i

Par définition :

  • la richesse est égale à 1 lorsque le mélange est stoechiométrique,
  • la richesse est supérieure à 1 lorsque la proportion d'essence dans le mélange est plus importante que celle du mélange stoechiométrique. Le mélange est dit "riche",
  • la richesse est inférieure à 1 lorsque la proportion d'essence dans le mélange est inférieur à celle du mélange stoechiométrique. Le mélange est dit "pauvre".
By definition :
  • the richness is equal to 1 when the mixture is stoichiometric,
  • the richness is greater than 1 when the proportion of gasoline in the mixture is greater than that of the stoichiometric mixture. The mixture is said to be "rich",
  • the richness is less than 1 when the proportion of gasoline in the mixture is less than that of the stoichiometric mixture. The mixture is said to be "poor".

Le mode de combustion assurant le meilleur rendement est le mode dit : "stratifié".The combustion mode ensuring the best output is the says: "laminate".

Dans ce mode, le carburant est injecté dans la chambre de combustion en fin de phase de compression afin que la richesse du mélange à proximité de la bougie au moment de l'allumage soit suffisante pour assurer la combustion.In this mode, fuel is injected into the combustion chamber at the end of the compression phase so that the richness of the nearby mixture of the spark plug at the time of ignition is sufficient to ensure combustion.

Le mélange global présente un excès d'air très important (richesse moyenne de l'ordre de 0,4) ce qui permet :

  • une augmentation du rendement de combustion du moteur,
  • une augmentation de la pression moyenne régnant dans le répartiteur d'admission et ainsi une diminution des pertes "par pompage".
The overall mixture has a very large excess of air (average richness of the order of 0.4) which allows:
  • an increase in the combustion efficiency of the engine,
  • an increase in the average pressure prevailing in the inlet distributor and thus a decrease in "pumping" losses.

La plage d'utilisation de ce mode de combustion est physiquement limitée par le remplissage maximum en air des cylindres associé à la pression maximum dans le plenum (pleine charge en air).The range of use for this combustion mode is physically limited by the maximum air filling of the cylinders associated with the pressure maximum in the plenum (full air load).

Ce mode de combustion "stratifié" est donc privilégié pour les faibles demandes de couple mais ne peut répondre à toutes les sollicitations du moteur par le conducteur.This "stratified" combustion mode is therefore preferred for the weak torque requests but cannot respond to all engine demands by the driver.

Pour les sollicitations en couple plus importantes, deux modes de combustion peuvent être employés, tous deux caractérisés par l'injection du carburant dans la chambre pendant la phase d'admission.For higher torque demands, two modes of combustion can be employed, both characterized by fuel injection in the room during the admission phase.

Cette injection permet un mélange homogène de l'air et du carburant.This injection allows a homogeneous mixture of air and fuel.

La distinction entre les deux modes de combustion "homogènes" se fait par le niveau moyen de richesse associé :The distinction between the two "homogeneous" combustion modes is made by the associated average level of wealth:

Mode homogène pauvreHomogeneous poor mode

La richesse moyenne du mélange est de l'ordre de 0,75.The average richness of the mixture is around 0.75.

Ce mode présente les mêmes avantages que le mode stratifié précédemment décrit, limités par le niveau global de richesse qui doit être suffisant pour assurer la combustion du mélange. This mode has the same advantages as the previously stratified mode described, limited by the overall level of wealth which must be sufficient to ensure combustion of the mixture.

Mode homogène stoechiométriqueHomogeneous stoichiometric mode

La richesse du mélange est égale à 1.The richness of the mixture is equal to 1.

Ce mode est nécessaire pour les fortes demandes en couple moteur, demandes nécessitant des débits de carburant importants.This mode is necessary for high demands on engine torque, requests requiring significant fuel flows.

On définit également un mode homogène riche pour la pleine charge du moteur. Ce mode ne sera pas évoqué ici car il n'est pas spécifique et peut être assimilé au mode homogène stoechiométrique pour les aspects traités.We also define a homogeneous rich mode for full load of the motor. This mode will not be discussed here because it is not specific and can be assimilated to the homogeneous stoichiometric mode for the aspects treated.

Le mode de combustion privilégié pour optimiser la consommation peut être schématisé par le graphique du couple moteur en fonction du régime de rotation du moteur représenté à la figure 1.The preferred mode of combustion to optimize consumption can be shown diagrammatically by the graph of the engine torque as a function of the speed of rotation of the motor represented in figure 1.

La transition d'un mode de combustion à un autre doit être réalisée sans effet sensible pour le conducteur.The transition from one combustion mode to another must be carried out without significant effect on the driver.

Cette contrainte impose une gestion complexe des actionneurs par l'unité de contrôle du moteur.This constraint requires complex management of the actuators by the engine control unit.

Par exemple, sans action spécifique de l'unité de contrôle, le passage d'un mode de fonctionnement en mélange pauvre vers le mode de fonctionnement homogène stoechiométrique provoque une augmentation brusque et importante du couple qui doit être évitée.For example, without specific action from the control unit, the passage from a lean mixture operating mode to the operating mode homogeneous stoichiometric causes a sudden and significant increase of the couple that should be avoided.

Pour ce faire, l'unité de contrôle du moteur calcule les commandes en air, carburant et avance à l'allumage pour respecter à chaque instant la consigne de couple.To do this, the engine control unit calculates the commands in air, fuel and ignition advance to comply with the setpoint at all times of couple.

Cette commande "en couple" permet d'assurer un couple égal à la demande du conducteur y compris lors des changements de mode.This "torque" command ensures a torque equal to the driver request, including during mode changes.

Cependant, la qualité du suivi de la consigne de couple est tributaire des dispersions que peuvent provoquer le vieillissement des composants du moteur, les dispersions à la fabrication ou encore les caractéristiques variables des carburants du commerce.However, the quality of the monitoring of the torque setpoint is dependent dispersions that can cause aging of the components of the engine, manufacturing dispersions or variable characteristics commercial fuels.

Ces variations risquent de perturber la commande en couple et en conséquence, de rendre les changements de mode perceptibles pour l'utilisateur.These variations risk disturbing the torque control and consequence, to make the mode changes noticeable for the user.

Il est donc important de ne provoquer un changement de mode de combustion que sur les changements durables de point de fonctionnement du moteur. It is therefore important not to cause a change of mode of combustion than on lasting changes in the operating point of the engine.

On va maintenant évoquer l'influence du mode de combustion sur les émissions de polluant.We will now discuss the influence of the combustion mode on the pollutant emissions.

Les émissions de polluant du moteur sont traitées par un système de catalyse intégré à l'échappement.Engine pollutant emissions are treated by a system of catalysis integrated into the exhaust.

Ce système peut être composé d'un ou plusieurs éléments destinés à oxyder ou réduire les composantes toxiques des gaz d'échappement.This system can be composed of one or more elements intended for oxidize or reduce the toxic components of exhaust gases.

Les composants les plus dangereux sont les hydrocarbures imbrûlés (Hc), le monoxyde de carbone (CO) et les oxydes d'azote (NOx).The most dangerous components are unburnt hydrocarbons (Hc), carbon monoxide (CO) and nitrogen oxides (NOx).

Le CO et les Hc doivent être oxydés pour être convertis en CO2 + H2O.CO and Hc must be oxidized to be converted to CO2 + H2O.

les Nox doivent être réduits pour être convertis en H2 + O2.Nox must be reduced to convert to H2 + O2.

Lorsque le mélange air-essence est stoechiométrique, la double fonction d'oxydation et de réduction est assurée par un catalyseur trifonctionnel.When the air-fuel mixture is stoichiometric, the dual function oxidation and reduction is ensured by a trifunctional catalyst.

Associé à une régulation fine de la richesse du mélange air-carburant permettant de provoquer des fluctuations de faible amplitude de la richesse autour de 1, ce catalyseur permet une excellente conversion globale des deux polluants.Associated with fine regulation of the richness of the air-fuel mixture allowing to cause small amplitude fluctuations of the wealth around of 1, this catalyst allows an excellent overall conversion of the two pollutants.

Lorsque le mélange air-essence est pauvre, seule la fonction d'oxydation peut être assurée par le catalyseur trifonctionnel.When the air-fuel mixture is poor, only the oxidation function can be ensured by the trifunctional catalyst.

La fonction de réduction peut alors être assurée de différentes façons:

  • stockage des Nox en mélange pauvre puis réduction lors des phases de fonctionnement du moteur à richesse supérieure ou égale à 1,
  • formulation chimique permettant d'assurer une réduction en mélange pauvre.
The reduction function can then be performed in different ways:
  • storage of the Nox in lean mixture then reduction during the engine operating phases with richness greater than or equal to 1,
  • chemical formulation ensuring reduction in lean mixture.

Quelle que soit la définition du système catalytique, son efficacité de traitement est très faible tant que sa température n'a pas atteint un seuil d'amorçage des réactions chimiques.Whatever the definition of the catalytic system, its efficiency treatment is very low as long as its temperature has not reached a priming threshold chemical reactions.

Tant que ce seuil d'amorçage (de l'ordre de 250°) n'est pas atteint, une gestion spécifique du moteur s'impose afin :

  • de minimiser autant que possible les émissions de base du moteur,
  • d'augmenter le plus rapidement possible la température du système catalytique.
As long as this priming threshold (of the order of 250 °) is not reached, specific engine management is required in order to:
  • minimize base emissions from the engine as much as possible,
  • increase the temperature of the catalytic system as quickly as possible.

Cette gestion privilégie la contrainte de dépollution au détriment de la consommation de carburant. Elle doit donc être levée dès que l'unité de contrôle détecte une efficacité suffisante pour convertir les polluants dans le mode de combustion privilégiant la consommation.This management favors the depollution constraint to the detriment of the fuel consumption. It must therefore be lifted as soon as the control unit detects sufficient efficiency to convert pollutants into the combustion favoring consumption.

L'invention vise à créer un procédé et un dispositif de gestion globale des contraintes liées au choix du mode de combustion.The invention aims to create a method and a device for global management constraints linked to the choice of combustion mode.

Les contraintes prises en compte sont la consommation de carburant, l'agrément de conduite du véhicule et l'efficacité de traitement des polluants lors de la montée en température après démarrage du moteur.The constraints taken into account are fuel consumption, the driving pleasure of the vehicle and the efficiency of treatment of pollutants during the rise in temperature after starting the engine.

L'invention a donc pour objet un procédé de commande du mode de combustion d'un moteur à essence à quatre temps à allumage commandé équipé d'un système d'injection directe du carburant dans la chambre de combustion, d'au moins un catalyseur placé dans la ligne d'échappement du moteur et d'un système de contrôle recevant des informations relatives au régime de rotation et à la charge du moteur, à la position de la pédale d'accélérateur, et aux températures du moteur et des gaz d'échappement, caractérisé en ce qu'on établit une estimation de rendement de combustion des différents modes disponibles et compte tenu desdites informations relatives au régime de rotation et à la charge du moteur, à la position de la pédale d'accélérateur et aux températures du moteur et des gaz d'échappement, on commande le choix d'un mode de combustion prioritaire à partir de ladite estimation de l'efficacité de combustion des différents modes disponibles.The subject of the invention is therefore a method of controlling the mode of combustion of a four-stroke gasoline engine with positive ignition equipped a system for direct injection of fuel into the combustion chamber, at least one catalyst placed in the engine exhaust line and a control system receiving information relating to the rotation regime and at engine load, accelerator pedal position, and temperatures engine and exhaust gas, characterized in that a estimation of combustion efficiency of the different modes available and taking into account the said information relating to the rotation speed and the load the engine, the accelerator pedal position and engine temperatures and exhaust gases, the choice of a combustion mode is controlled priority based on said estimate of the combustion efficiency of the various modes available.

L'invention a également pour objet un dispositif de commande du mode de combustion d'un moteur à essence à quatre temps à allumage commandé équipé d'un système d'injection directe du carburant dans la chambre de combustion, d'au moins un catalyseur placé dans la ligne d'échappement du moteur et d'un système de contrôle recevant de capteurs, des informations relatives au régime de rotation et à la charge du moteur, à la position de la pédale d'accélérateur et aux températures du moteur et des gaz d'échappement, pour la mise en oeuvre du procédé défini ci-dessus, caractérisé en ce que le système de contrôle comporte des moyens pour commander le choix d'un mode de combustion prioritaire en tenant compte desdites informations et à partir d'une estimation de l'efficacité de combustion des divers modes disponibles. The invention also relates to a device for controlling the combustion mode of a four-stroke petrol engine with positive ignition fitted with a direct fuel injection system into the combustion, of at least one catalyst placed in the exhaust line of the engine and a control system receiving sensors, related information at engine speed and load, at pedal position accelerator and engine and exhaust gas temperatures, for implementation of the process defined above, characterized in that the system of control includes means for controlling the choice of a combustion mode priority taking into account said information and from an estimate the combustion efficiency of the various modes available.

Suivant d'autres caractéristiques :

  • le dispositif comporte un algorithme de contrôle permettant de calculer le rendement de combustion en tenant compte de l'état thermique de la chambre de combustion,
  • l'algorithme de contrôle permet de corriger le mode de combustion prioritaire à l'aide d'un rendement de commutation permettant d'anticiper le comportement du conducteur et ainsi d'éviter les changements de mode de combustion intempestifs sur changement furtif du mode de combustion prioritaire,
  • l'algorithme de contrôle permet d'anticiper le comportement du conducteur à partir de l'analyse combinée des consignes de couple moteur avant et après application des filtres destinés à adoucir les transitions de couple pour assurer un bon agrément de conduite du véhicule.
  • l'algorithme de contrôle permet de corriger le mode de combustion en tenant compte de l'efficacité de traitement dudit au moins un élément catalytique de la ligne d'échappement lors de la montée en température après le démarrage du moteur.
According to other characteristics:
  • the device includes a control algorithm making it possible to calculate the combustion efficiency taking into account the thermal state of the combustion chamber,
  • the control algorithm makes it possible to correct the priority combustion mode with the aid of a switching efficiency making it possible to anticipate the behavior of the driver and thus to avoid inadvertent combustion mode changes on stealthy change of combustion mode priority
  • the control algorithm makes it possible to anticipate the driver's behavior from the combined analysis of the engine torque setpoints before and after application of the filters intended to soften the torque transitions to ensure good driving pleasure.
  • the control algorithm makes it possible to correct the combustion mode by taking into account the processing efficiency of said at least one catalytic element of the exhaust line during the rise in temperature after starting the engine.

La gestion des contraintes est hiérarchisée comme suit :

  • un mode de combustion prioritaire est défini par le critère de consommation minimum.
The management of constraints is hierarchical as follows:
  • a priority combustion mode is defined by the minimum consumption criterion.

La performance d'un mode de combustion est exprimée sous la forme d'un rendement de combustion et le mode de combustion assurant le meilleur rendement est choisi comme mode prioritaire,

  • si ce mode prioritaire évolue, l'unité de contrôle teste la stabilité dans le temps du nouveau mode. Ce test a pour objectif de détecter les évolutions furtives qui ne doivent pas être appliquées sous peine d'effet sur le couple sensibles pour l'utilisateur. La détection des évolutions furtives se fait par anticipation du comportement du conducteur.
The performance of a combustion mode is expressed in the form of a combustion efficiency and the combustion mode ensuring the best efficiency is chosen as priority mode,
  • if this priority mode changes, the control unit tests the stability over time of the new mode. The objective of this test is to detect stealth changes that should not be applied, otherwise the user will experience sensitive torque. Stealth changes are detected by anticipating driver behavior.

Cette anticipation est rendue possible par le filtrage de la volonté du conducteur imposé en permanence pour lisser la demande en couple et ainsi garantir un bon agrément de conduit du véhicule.This anticipation is made possible by filtering the will of the permanently imposed driver to smooth the torque demand and so ensure good driving approval of the vehicle.

La comparaison des couples de consigne avant et après filtrage permet une discrimination entre les changements de mode qui doivent être appliqués sans temporisation et ceux qui ne doivent pas être appliqués. The comparison of the target torques before and after filtering allows discrimination between the mode changes that must be applied without time delay and those which should not be applied.

Le mode de combustion tenant compte des contraintes de consommation et d'agrément de conduite est enfin confronté à la contrainte de dépollution imposée par le système de catalyse.The combustion mode taking into account consumption constraints and driving pleasure is finally faced with the pollution control constraint imposed by the catalysis system.

Après démarrage du moteur, l'unité de contrôle du moteur évalue l'efficacité de traitement des polluants par le système de catalyse.After starting the engine, the engine control unit assesses the efficiency treatment of pollutants by the catalysis system.

Cette estimation de l'efficacité, exprimée sous le forme de rendement de conversion, permet à l'unité de contrôle d'imposer pendant la montée en température le mode de combustion garantissant le plus faible niveau d'émission de polluant.This estimate of efficiency, expressed in the form of output conversion, allows the control unit to impose during the temperature rise the combustion mode guaranteeing the lowest emission level of pollutant.

Une fois la température nominale de fonctionnement atteinte, cette contrainte s'estompe et le mode de combustion prioritaire est autorisé.Once the nominal operating temperature is reached, this stress disappears and priority combustion mode is authorized.

L'invention sera mieux comprise à la lecture de la description qui va suivre, donnée uniquement à titre d'exemple et faite en se référant aux dessins annexés, sur lesquels :

  • la Fig.1 est un graphique du couple moteur en fonction du régime de rotation d'un moteur;
  • la Fig.2 est un schéma synoptique d'un dispositif de commande du mode de combustion d'un moteur-combustion interne suivant l'invention;
  • la Fig.3 est un organigramme de l'élaboration du mode de combustion;
  • la Fig.4 est un graphique en fonction du temps du mode de combustion;
  • la Fig.5 est un organigramme de l'algorithme de calcul de E-Commut;
  • la Fig.6 est une représentation graphique du changement furtif du mode de combustion prioritaire;
  • la Fig.7 est une représentation graphique du changement confirmé de mode de combustion prioritaire sur E-Commut;
  • la Fig.8 est une représentation graphique du changement confirmé du mode de combustion prioritaire sur accélération forte du conducteur;
  • la Fig.9 montre un exemple de comportement des différentes efficacités de traitement de la ligne d'échappement; et
  • la Fig.10 est un graphique de prise en compte du traitement catalytique.
The invention will be better understood on reading the description which follows, given solely by way of example and made with reference to the appended drawings, in which:
  • Fig.1 is a graph of the engine torque as a function of the engine rotation speed;
  • Fig.2 is a block diagram of a device for controlling the combustion mode of an internal combustion engine according to the invention;
  • Fig.3 is a flow diagram of the development of the combustion mode;
  • Fig.4 is a graph versus time of the combustion mode;
  • Fig.5 is a flowchart of the E-Commut calculation algorithm;
  • Fig.6 is a graphical representation of the stealth change of the priority combustion mode;
  • Fig.7 is a graphic representation of the confirmed change of priority combustion mode on E-Commut;
  • Fig.8 is a graphical representation of the confirmed change of priority combustion mode on strong acceleration of the driver;
  • Fig.9 shows an example of behavior of the different processing efficiencies of the exhaust line; and
  • Fig.10 is a graph of taking into account the catalytic treatment.

Le schéma synoptique de la figure 2 représente un moteur à combustion interne 1, par exemple un moteur à quatre temps, à essence à allumage commandé, pourvu d'un système 2 d'alimentation en carburant à haute pression injectant directement le carburant dans la chambre de combustion du moteur, un catalyseur 3 placé dans la ligne d'échappement 4 et un système de contrôle 5 relié à un capteur 6 du régime de rotation et de charge du moteur, à un capteur 7 de position de la pédale d'accélération 8, à un capteur 9 de la température du moteur et à un capteur 10 de la température des gaz d'échappement.The block diagram of FIG. 2 represents a combustion engine internal 1, for example a four-stroke petrol engine with ignition controlled, fitted with a high pressure fuel supply system 2 injecting fuel directly into the combustion chamber of the engine, catalyst 3 placed in the exhaust line 4 and a control system 5 connected to a sensor 6 of the engine speed and load speed, to a sensor 7 position of the accelerator pedal 8, to a temperature sensor 9 of the engine and to an exhaust gas temperature sensor 10.

On va maintenant donner en référence à la figure 3, un aperçu général de l'élaboration du mode de combustion.We will now give with reference to Figure 3, a general overview of the development of the combustion mode.

Au cours d'une étape 11, on évalue l'efficacité de la combustion et l'on établit le mode de combustion prioritaire.In a step 11, the combustion efficiency is evaluated and establishes the priority combustion mode.

Au cours d'une étape 12, on évalue l'efficacité de commutation entre modes.In a step 12, the switching efficiency between modes.

Au cours d'une étape 13, on réalise la gestion des transitions de mode à partir des données reçues des étapes 11 et 12.During a step 13, the mode transitions are managed from the data received from steps 11 and 12.

Au cours d'une étape 14, on évalue l'efficacité de traitement du système d'échappement.During a step 14, the processing efficiency of the system is evaluated exhaust.

Au cours d'une étape 15, on prend en compte la contrainte de dépollution et on délivre une information de mode de combustion final.During a step 15, the depollution constraint is taken into account and a final combustion mode information is delivered.

Le calcul de l'efficacité de combustion E-Comb va maintenant être décrit.The calculation of the E-Comb combustion efficiency will now be described.

L'efficacité de combustion E-Comb est définie de la manière suivante E-Combi = consommation spécifique du moteur dans le mode de combustion i consommation spécifique moteur la plus faible pour le point de fonctionnement E-Comb combustion efficiency is defined as follows E-Comb i = specific engine consumption in combustion mode i Lowest specific motor consumption for the operating point

Par définition, E-Combi=1 pour le mode de combustion assurant la consommation spécifique la plus faible.By definition, E-Comb i = 1 for the combustion mode ensuring the lowest specific consumption.

Par convention, E-Combi=0 si le point de fonctionnement du moteur ne peut être assuré dans le mode de combustion i.By convention, E-Comb i = 0 if the engine operating point cannot be ensured in combustion mode i.

L'efficacité dans le mode i est paramétrée à partir de la caractérisation statique effectuée au banc.The efficiency in mode i is parameterized from the characterization static performed on the bench.

Elle est fonction :

  • du couple demandé au moteur,
  • du régime de rotation,
  • de l'état thermique de la chambre de combustion (T°chambre). E-Combi= Fi(Couple, Régime) x Gi(T°chambre).
It is a function:
  • of the torque requested from the engine,
  • of the rotation regime,
  • the thermal state of the combustion chamber (T ° chamber ). E-Comb i = F i (Couple, Diet) x G i (T ° bedroom ).

L'estimation de T°chambre est faite à partir du modèle physique suivant :
   T°chambre=Etat thermique de la chambre de combustion.The estimation of room temperature is made from the following physical model:
Chamber temperature = Thermal state of the combustion chamber.

T°chambre est initialisé à la température de l'eau du moteur avant démarrage du moteur. Chamber temperature is initialized to the engine water temperature before starting the engine.

Après démarrage, T°chambre tend vers une valeur T°chambre stabilisé.After start-up, room temperature tends to a stabilized room temperature.

Le calcul de T°chambre stabilisé est assuré par la relation suivante : T°chambre stabilisé = F(Régime, Couple) x Ki    F étant la caractéristique fondamentale du moteur.The calculation of stabilized chamber T ° is ensured by the following relation: T ° stabilized room = F (Diet, Torque) x Ki F being the fundamental characteristic of the engine.

Elle est estimée par calcul et correspond aux conditions nominales en fonctionnement à 20° ambiant en mode de combustion homogène avec une richesse égale à 1.It is estimated by calculation and corresponds to the nominal conditions in operation at 20 ° ambient in homogeneous combustion mode with a richness equal to 1.

Ki est un coefficient de dégradation permettant de modéliser la diminution des températures de combustion en mélange pauvre (homogène ou stratifié).Ki is a degradation coefficient allowing to model the decrease combustion temperatures in a lean mixture (homogeneous or laminate).

Le filtrage de T°chambre est destiné à atteindre T°chambre stabilisé.The filtering of room temperature is intended to reach stabilized room temperature.

Il est fonction de la température de l'eau du moteur.It is a function of the engine water temperature.

Le filtre utilisé permet de modéliser l'inertie thermique de l'ensemble des pièces composant la chambre de combustion.The filter used makes it possible to model the thermal inertia of the assembly parts making up the combustion chamber.

On va maintenant décrire la détermination du mode de combustion prioritaire.We will now describe the determination of the combustion mode priority.

Le mode de combustion prioritaire est celui qui assure la meilleure efficacité de combustion.The priority mode of combustion is that which ensures the best combustion efficiency.

A cet effet, on calcule l'efficacité de commutation E-Commut.For this purpose, the E-Commut switching efficiency is calculated.

L'efficacité de commutation intervient uniquement lors d'un changement du mode de combustion prioritaire.Switching efficiency only occurs during a change of the priority combustion mode.

L'objectif du calcul de l'efficacité est d'éviter les changements de mode répétés pour de faibles variations du couple demandé par le conducteur dans une zone limite de fonctionnement entre deux modes. The objective of the efficiency calculation is to avoid mode changes repeated for small variations in the torque requested by the driver in an operating limit zone between two modes.

Définitions préliminairesPreliminary definitions

Le mode de combustion initial est le 1. Le conducteur augmente sa demande de couple et E-Comb2 devient supérieur à E-Comb1 (le même principe peut être appliqué pour toute variation du mode de combustion prioritaire).The initial combustion mode is 1. The driver increases its torque demand and E-Comb 2 becomes greater than E-Comb 1 (the same principle can be applied for any variation of the priority combustion mode).

On distingue deux couples de consigne.

  • Cbrut : couple de consigne avant filtrage par le système de contrôle du moteur pour assurer un bon agrément de conduite;
  • Cfiltré : couple de consigne après filtrage par le système de contrôle du moteur pour assurer un bon agrément de conduite.
There are two pairs of instructions.
  • Gross: setpoint torque before filtering by the engine control system to ensure good driving pleasure;
  • Cfiltered: setpoint torque after filtering by the engine control system to ensure good driving pleasure.

Pour Cfiltré <C12 + DC1), le mode de combustion 1 est capable de fournir le couple demandé (sans assurer par définition, la meilleure consommation).For Cfiltered <C12 + DC1), combustion mode 1 is capable of supply the requested torque (without ensuring, by definition, the best consumption).

A partir du couple de consigne Cbrut, on calcule E-Commut.From the setpoint torque Cbrut, E-Commut is calculated.

E-Commut est initialisé à O lorsque Cfiltré dépasse C12 (Fig.4).E-Commut is initialized to O when Cfiltered exceeds C12 (Fig. 4).

Si le couple avant filtrage dépasse le couple maximum pouvant être délivré dans le mode 1, le changement de mode doit être appliqué sans délai. Si Cbrut > C12 + DC1, alors E-Commut = 1. If the torque before filtering exceeds the maximum torque that can be delivered in mode 1, the mode change must be applied without delay. If Cbrut> C12 + DC1, then E-Commut = 1.

Si le couple avant filtrage reste inférieur au couple maximum délivrable dans le mode 1, le système 5 de contrôle du moteur scrute les variations de la chambre du conducteur.If the torque before filtering remains below the maximum deliverable torque in mode 1, the engine control system 5 scans for variations in the driver's room.

Si le conducteur augmente sa demande de couple, le changement de mode est appliqué sans délai. Si Cbrut (n) - Cbrut(n-1) > DCcons1 alors E-Commut = 1. If the driver increases his torque demand, the mode change is applied without delay. If Cbrut (n) - Cbrut (n-1)> DCcons1 then E-Commut = 1.

Si le conducteur stabilise sa demande, E-Commut est incrémenté et tend vers 1. Si Cbrut (n) - Cbrut(n-1) ∈ [DCcons2, DCcons1], E-Commut(n) = E-Commut (n-1) + Δ. If the driver stabilizes his request, E-Commut is incremented and tends towards 1. If Cbrut (n) - Cbrut (n-1) ∈ [DCcons2, DCcons1], E-Commut (n) = E-Commut (n-1) + Δ.

Si le conducteur diminue sa demande (tout en restant dans le domaine où le mode 2 assure la meilleure consommation), le changement de mode n'est pas appliqué. Si Cbrut (n) - Cbrut(n-1 ) < DCcons2, alors E-Commut = 0. If the driver reduces his demand (while staying in the area where mode 2 provides the best consumption), the mode change is not applied. If Cbrut (n) - Cbrut (n-1) <DCcons2, then E-Commut = 0.

L'algorithme détaillé de contrôle assurant le calcul de E-Commut stocké en mémoire du système de contrôle 5 est présenté à la figure 5 et va maintenant être décrit en référence à cette figure.The detailed control algorithm ensuring the calculation of E-Commut stored in memory of the control system 5 is presented in FIG. 5 and goes now be described with reference to this figure.

Cet algorithme comporte une phase 20 d'attente d'un pas de calcul qui reçoit le résultat d'un test de E-Commut effectué au cours de l'étape 21 au cours de laquelle on vérifie si TEST E-Commut = 1.This algorithm includes a phase 20 of waiting for a calculation step which receives the result of an E-Commut test performed in step 21 during from which we check if TEST E-Commut = 1.

Dans l'affirmative, on passe à l'étape 22 d'autorisation du mode de combustion.If so, we go to step 22 of authorization of the mode of combustion.

Dans le cas contraire, on passe à l'étape 20 d'attente d'un pas de calcul.Otherwise, we go to step 20 waiting for a calculation step.

Puis au cours de la phase 23, on procède au test pour déterminer si Cfiltré > C12.Then during phase 23, we proceed to the test to determine if Cfiltered> C12.

Dans la négative, on revient à l'étape d'attente 10.If not, we return to waiting step 10.

Dans l'affirmative, E-Commut = 0 sur le premier calcul après franchissement de C12 et on passe à l'étape de test 24 pour déterminer si Cbrut > C12 + DC1.If yes, E-Commut = 0 on the first calculation after crossing of C12 and we go to test step 24 to determine if Cbrut> C12 + DC1.

Si tel est le cas, E-Commut = 1 et on revient à l'étape 21 de test de E-Commut = 1.If this is the case, E-Commut = 1 and we return to step 21 of testing E-Commut = 1.

Dans le cas contraire, on passe à l'étape de test 25 pour déterminer si Cbrut(n) - Cbrut (n-1) > DCcons1.Otherwise, we go to test step 25 to determine if Cbrut (n) - Cbrut (n-1)> DCcons1.

Si c'est vrai, on passe à nouveau à E-Commut = 1.If it is true, we pass again to E-Commut = 1.

Dans le cas contraire, on passe à l'étape 26 de test pour déterminer si Cbrut (n) - Cbrut (n-1) < DCcons2.Otherwise, we go to test step 26 to determine if Cbrut (n) - Cbrut (n-1) <DCcons2.

Si c'est vrai, E-Commut = 0 et on retourne à l'étape 21 de test de E-Commut.If this is true, E-Commut = 0 and we return to step 21 of testing E-Commut.

Si c'est faux, E-Commut = Ecommut + Δ.If it is false, E-Commut = Ecommut + Δ.

Plusieurs exemples de comportement de E-Commut sont représentés aux figures 6 à 8.Several examples of E-Commut behavior are shown in Figures 6 to 8.

La figure 6 représente un changement furtif du mode de combustion prioritaire, que la stratégie décrite permet d'éviter.Figure 6 shows a stealthy change in combustion mode priority, which the described strategy makes it possible to avoid.

Le graphique de la figure 6 représente les valeurs des couples en fonction du temps. The graph in Figure 6 represents the values of the couples in function of time.

La courbe (a) en trait plein montre l'évolution dans le temps de la valeur de Cfiltré.The curve (a) in solid lines shows the evolution over time of the value of Cfiltré.

La courbe (a1) en pointillé montre l'évolution correspondante de Cbrut.The dotted curve (a1) shows the corresponding evolution of Cbrut.

La droite (a2) parallèle à l'axe des temps représente C12.The line (a2) parallel to the time axis represents C12.

La droite (a3) parallèle à l'axe de temps représente DC1 + C12.The line (a3) parallel to the time axis represents DC1 + C12.

La courbe (b) s'étendant en échelon de part et d'autre de l'axe de temps, représente la valeur de Cbrut(n) - Cbrut(n-1).The curve (b) extending in echelon on either side of the axis of time, represents the value of Cbrut (n) - Cbrut (n-1).

La courbe (c) représente la variation de E-Commut.Curve (c) represents the variation of E-Commut.

La figure 7 représente le changement confirmé du mode de combustion prioritaire sur la condition E-Commut = 1.Figure 7 shows the confirmed change in combustion mode priority over the E-Commut condition = 1.

La courbe (a) en trait plein représente Cfiltré, la courbe (a1) en pointillé représente Cbrut.Curve (a) in solid lines represents Cfiltré, curve (a1) in dotted lines represents Cbrut.

Ces deux courbes coupent la valeur constante de C12 représentée par la droite (a2). La droite horizontale (a3) représente DC1.These two curves intersect the constant value of C12 represented by the line (a 2 ). The horizontal line (a 3 ) represents DC1.

La courbe (b) représente Cbrut(n) - Cbrut (n-1).Curve (b) represents Cbrut (n) - Cbrut (n-1).

La courbe (c) représente E-Commut. On voit d'après cette courbe que le mode 2 de combustion est appliqué lorsque E-Commut atteint 1.Curve (c) represents E-Commut. We see from this curve that combustion mode 2 is applied when E-Commut reaches 1.

La figure 8 représente le changement confirmé du mode de combustion prioritaire sur accélération forte du conducteur.Figure 8 shows the confirmed change in combustion mode priority over strong acceleration of the driver.

La courbe (a) en trait plein représente l'évolution de la valeur de Cfiltré.Curve (a) in solid lines represents the change in the value of Cfiltré.

La courbe (a1) en pointillé, celle de Cbrut.The dotted curve (a1), that of Cbrut.

Les courbes a2 et a3 représentent les valeurs constantes de C12 et de DC1.The curves a2 and a3 represent the constant values of C12 and from DC1.

La courbe (b) représente Cbrut(n) - Cbrut (n-1).Curve (b) represents Cbrut (n) - Cbrut (n-1).

La courbe (c) représente E-Commut.Curve (c) represents E-Commut.

Le mode 2 est appliqué lorsque Cbrut atteint la valeur de DC1.Mode 2 is applied when Cbrut reaches the value of DC1.

L'utilisation de E-Commut est assurée comme suit.The use of E-Commut is ensured as follows.

Tant que E-Commut <1, le franchissement de C12 par Cfiltré, ne provoque pas de changement de mode de combustion (Fig.6).As long as E-Commut <1, the crossing of C12 by Cfiltered, does not cause no change in combustion mode (Fig. 6).

Si E-Commut = 1, le changement de mode de combustion est appliqué (Fig.7 et 8). If E-Commut = 1, the change of combustion mode is applied (Fig. 7 and 8).

On va maintenant décrire le calcul de l'efficacité. de traitement catalytique de la ligne d'échappement E-Ech.We will now describe the calculation of efficiency. catalytic treatment of the E-Ech exhaust line.

L'efficacité est modélisée en fonction :

  • du polluant considéré (HC, Nox),
  • de la richesse moyenne des gaz d'échappement (donc implicitement du mode de combustion),
  • de la température du ou des éléments catalytiques de la ligne d'échappement.
Efficiency is modeled according to:
  • of the pollutant considered (HC, Nox),
  • the average richness of the exhaust gases (therefore implicitly of the combustion mode),
  • the temperature of the catalytic element (s) in the exhaust line.

Par convention :

  • T°i = Température de l'élément i de la ligne d'échappement
  • E-EchR=1,Nox,i(T°i) = Efficacité de traitement des Nox à richesse 1 par l'élément i
  • E-EchR=1,Hc,,i(T°i) = Efficacité de traitement des hydrocarbures à richesse 1 par l'élément i.
  • E-EchR<1,Nox,i(T°i) = Efficacité de traitement des Nox à richesse <1 par l'élément i
  • E-EchR<1,Hc,,i(T°i) = Efficacité de traitement des hydrocarbures à richesse <1 par l'élément i.
  • Pour l'ensemble du système d'échappement, on définit une efficacité globale par polluant et par mode de combustion :
  • E-EchR=1,HC=Sup (E-EchR=1,Hc,i)
  • E-EchR=1,Nox=Sup (E-EchR=1,Nox,i)
  • E-EchR<1,HC=Sup (E-EchR<1,Hc,i)
  • E-EchR<1,Nox=Sup (E-EchR<1,Nox,i)
    • By convention :
  • T ° i = Temperature of element i of the exhaust line
  • E-Ech R = 1, Nox, i (T ° i ) = Efficiency of treatment of Nox with richness 1 by the element i
  • E-Ech R = 1, Hc ,, i (T ° i ) = Efficiency of treatment of hydrocarbons with richness 1 by element i.
  • E-Ech R <1, Nox, i (T ° i ) = Efficiency of treatment of Nox with richness <1 by the element i
  • E-Ech R <1, Hc ,, i (T ° i ) = Efficiency of treatment of hydrocarbons with richness <1 by element i.
  • For the entire exhaust system, an overall efficiency by pollutant and by combustion mode is defined:
  • E-Ech R = 1, HC = Sup (E-Ech R = 1, Hc, i )
  • E-Ech R = 1, Nox = Sup (E-Ech R = 1, Nox, i )
  • E-Ech R <1, HC = Sup (E-Ech R <1, Hc, i )
  • E-Ech R <1, Nox = Sup (E-Ech R <1, Nox, i )

    • Pour l'ensemble des polluants et du système d'échappement, on définit un efficacité globale par mode de combustion : E-EchR=1= Inf (E-EchR=1,Hc; E-EchR=1,Nox) E-EchR<1= Inf (E-EchR<1,Hc; E-EchR<1,Nox) For all pollutants and the exhaust system, an overall efficiency is defined by combustion mode: E-Ech R = 1 = Inf (E-Ech R = 1, Hc ; E-Ech R = 1, Nox ) E-Ech R <1 = Inf (E-Ech R <1 Hc ; E-Ech R <1 Nox )

    Un exemple de comportement de ces différentes efficacités est donné à la figure 9.An example of the behavior of these different efficiencies is given in Figure 9.

    La figure 9a représente le comportement de l'efficacité de traitement de la ligne d'échappement à deux éléments, HC et NOX pour un mélange de richesse égale à 1. Figure 9a shows the behavior of treatment efficiency of the two-element exhaust system, HC and NOX for a mixture of wealth equal to 1.

    La figure 9b représente le comportement de l'efficacité de traitement de la ligne d'échappement à deux éléments pour un mélange pauvre.Figure 9b shows the behavior of treatment efficiency of the two-element exhaust line for a lean mixture.

    La figure 9c représente la synthèse des comportements de l'efficacité de traitement représentés aux figures 9a et 9b.Figure 9c shows the synthesis of efficiency behaviors processing shown in Figures 9a and 9b.

    L'efficacité de traitement est encore modifiée lorsque l'on prend en compte l'efficacité du traitement catalytique.Treatment efficiency is further modified when taking counts the effectiveness of the catalytic treatment.

    Le mode de combustion prioritaire n'est autorisé que si l'efficacité globale du système d'échappement pour la richesse associée au mode de traitement est suffisante pour éviter l'émission de polluants à l'atmosphère.Priority combustion mode is only allowed if the overall efficiency of the exhaust system for the richness associated with the treatment mode is sufficient to avoid the emission of pollutants to the atmosphere.

    Si aucune efficacité n'est suffisante pour autoriser le mode de combustion prioritaire, un mode de combustion spécifique à la dépollution est imposé.If no efficiency is sufficient to authorize the combustion mode priority, a specific combustion mode for pollution control is imposed.

    Ce mode est fonction des caractéristiques du moteur.This mode depends on the characteristics of the engine.

    Il pourra s'agir par exemple d'une double injection homogène-stratifié avec retrait d'avance à l'allumage.It could for example be a homogeneous-laminated double injection with pre-ignition withdrawal.

    Un exemple de choix du mode de combustion final est présenté à la figure 10.An example of choosing the final combustion mode is presented in figure 10.

    Le graphique de la figure 10 représente le comportement d'efficacité de traitement de la ligne d'échappement en prenant en compte l'efficacité de traitement catalytique.The graph in Figure 10 represents the efficiency behavior treatment of the exhaust line taking into account the efficiency of catalytic treatment.

    Le graphique est délimité en trois régions I, II, III, séparées par des lignes verticales en pointillé coupant l'axe des températures.The graph is delimited in three regions I, II, III, separated by vertical dotted lines intersecting the temperature axis.

    Dans la région I, le mode de combustion prioritaire quel qu'il soit ne peut être appliqué.In region I, whatever the priority mode of combustion is can be applied.

    Un mode de combustion spécifique destiné à augmenter rapidement la température du système d'échappement est imposé.A specific combustion mode intended to increase rapidly the temperature of the exhaust system is imposed.

    Dans la région II, le mode de combustion prioritaire peut être appliqué si il permet un fonctionnement à richesse = 1.In region II, the priority mode of combustion can be applied if it allows richness = 1.

    Dans la région III, le mode de combustion prioritaire peut être appliqué.In region III, the priority mode of combustion can be applied.

    Claims (6)

    1. Method of controlling the combustion mode of a four-stroke petrol engine (1) with spark ignition, equipped with a system (2) for direct injection of the fuel into the combustion chamber, at least one catalyst (3) placed in the exhaust fine (4) of the engine, and a control system (5) which receives data (6, 7, 9, 10) relating to the speed of rotation and to the load of the engine, the position of the accelerator pedal, and the temperatures of the engine and of the exhaust gases, characterised in that an estimate of the combustion efficiency of the different modes available is made and taking account of the said data relating to the speed of rotation and to the load of the engine, the position of the accelerator pedal, and the temperatures of the engine and of the exhaust gases, the choice of a priority combustion mode is controlled on the basis of the said estimate of the combustion efficiency of the different modes available.
    2. Device for controlling the combustion mode of a four-stroker petrol engine (1) with spark ignition, equipped with a system (2) for direct injection of the fuel into the combustion chamber, at least one catalyst (3) placed in the exhaust line (4) of the engine (1), and a control system (5) which receives from sensors (6, 7, 9, 10) data relating to the speed of rotation and to the load of the engine, the position of the accelerator pedal, and the temperatures of the engine and of the exhaust gases, for carrying out the method as claimed in Claim 1, characterised in that the control system (5) includes means (Figure 5) for controlling the choice of a priority combustion mode taking account of the said data and on the basis of an estimate of the combustion efficiency of the various modes available.
    3. Control device as claimed in Claim 2, characterised in that it includes a control algorithm (Figure 5) which makes it possible to calculate the combustion efficiency taking account of the thermal state of the combustion chamber.
    4. Control device as claimed in Claim 3, characterised in that the control algorithm (Figure 5) makes it possible to correct the priority combustion mode with the aid of a switching efficiency which makes it possible to anticipate the behaviour of the driver and thus to avoid untimely changes of combustion mode when the priority combustion mode is changed unobtrusively.
    5. Control device as claimed in one of Claims 3 and 4, characterised in that the control algorithm (Figure 5) makes it possible to anticipate the behaviour of the driver on the basis of the combined analysis of the engine reference torque values before and after application of the filter, which are intended to smooth transitions in the torque in order to ensure pleasant driving of the vehicle.
    6. Control device as claimed in one of Claims 3 to 5, characterised in that the control algorithm (Figure 5) makes it possible to correct the combustion mode taking account of the treatment efficiency of the at least one catalytic element in the exhaust line as the temperature rises after starting of the engine.
    EP00938888A 1999-07-23 2000-06-05 Method and device for controlling the combustion mode of an internal combustion engine Expired - Lifetime EP1115965B1 (en)

    Applications Claiming Priority (3)

    Application Number Priority Date Filing Date Title
    FR9909617 1999-07-23
    FR9909617A FR2796670B1 (en) 1999-07-23 1999-07-23 METHOD AND DEVICE FOR CONTROLLING THE COMBUSTION MODE OF AN INTERNAL COMBUSTION ENGINE
    PCT/FR2000/001539 WO2001007769A1 (en) 1999-07-23 2000-06-05 Method and device for controlling the combustion mode of an internal combustion engine

    Publications (2)

    Publication Number Publication Date
    EP1115965A1 EP1115965A1 (en) 2001-07-18
    EP1115965B1 true EP1115965B1 (en) 2004-04-21

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    Application Number Title Priority Date Filing Date
    EP00938888A Expired - Lifetime EP1115965B1 (en) 1999-07-23 2000-06-05 Method and device for controlling the combustion mode of an internal combustion engine

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    EP (1) EP1115965B1 (en)
    JP (1) JP4527919B2 (en)
    AT (1) ATE264996T1 (en)
    DE (1) DE60010031T2 (en)
    ES (1) ES2216903T3 (en)
    FR (1) FR2796670B1 (en)
    WO (1) WO2001007769A1 (en)

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    DE102004041217A1 (en) * 2004-08-26 2006-03-02 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
    EP2003318B1 (en) * 2007-06-14 2011-08-10 Continental Automotive GmbH A system for running an internal combustion engine
    US8640838B2 (en) 2010-05-06 2014-02-04 Honda Motor Co., Ltd. Torque compensation method and system
    EP2679790B1 (en) * 2011-02-24 2016-04-06 Toyota Jidosha Kabushiki Kaisha Internal combustion engine control apparatus
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    CN114991978B (en) * 2022-05-25 2023-05-16 广西科技师范学院 Fuel-saving management method and system for gasoline engine

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    DE60010031D1 (en) 2004-05-27
    WO2001007769A1 (en) 2001-02-01
    JP2003505639A (en) 2003-02-12
    ES2216903T3 (en) 2004-11-01
    DE60010031T2 (en) 2004-10-28
    US6584952B1 (en) 2003-07-01
    FR2796670B1 (en) 2001-10-26
    EP1115965A1 (en) 2001-07-18
    JP4527919B2 (en) 2010-08-18
    ATE264996T1 (en) 2004-05-15
    FR2796670A1 (en) 2001-01-26

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