EP2480776B1 - Prediction of engine rotation speed during the end of rotation and application of the prediction for an estimation of crankcase stop position - Google Patents
Prediction of engine rotation speed during the end of rotation and application of the prediction for an estimation of crankcase stop position Download PDFInfo
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- EP2480776B1 EP2480776B1 EP10763213.5A EP10763213A EP2480776B1 EP 2480776 B1 EP2480776 B1 EP 2480776B1 EP 10763213 A EP10763213 A EP 10763213A EP 2480776 B1 EP2480776 B1 EP 2480776B1
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- 235000005911 diet Nutrition 0.000 description 6
- 230000037213 diet Effects 0.000 description 6
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Classifications
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/04—Introducing corrections for particular operating conditions
- F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
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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
- F02D41/0097—Electrical control of supply of combustible mixture or its constituents using means for generating speed signals
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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
- 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
- F02D2200/1012—Engine speed gradient
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
- F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
- F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N19/00—Starting aids for combustion engines, not otherwise provided for
- F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
- F02N2019/008—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation the engine being stopped in a particular position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
- F02N2200/022—Engine speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2300/00—Control related aspects of engine starting
- F02N2300/20—Control related aspects of engine starting characterised by the control method
- F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions
Definitions
- the present invention relates to the field of internal combustion engines, and more particularly to the anticipated determination of the rotational speed in the stopping phase of the engine.
- the electronic computers mainly have information provided by two sensors, which respectively characterize the rotation of the crankshaft of the engine (this is called a speed sensor), and potentially the rotation of at least one camshaft (this is called a position sensor AAC or camshaft).
- the flywheel secured to the crankshaft of the engine, is provided on its periphery with a set of teeth, called target, opposite which is positioned the speed sensor. It delivers an alternating voltage in crenels, presenting rising electric fronts and descending electric fronts, and whose frequency varies with the engine speed.
- the flywheel may have, for example, 58 teeth and two gaps (that is to say, a toothing of 60 teeth including 2 missing). The sensor will detect these gaps thus providing information on the position of the crankshaft and the speed of rotation or engine speed.
- control or control in question can obviously not be implemented without knowledge of the engine speed, which can be troublesome to respond to problems of motor vehicles equipped with an automatic on / off using a starter.
- the actual speed measurement measured over a given range of angular position is thus used to predict at a future angular position of the crankshaft.
- the invention also relates to an application of the method of the invention to the prediction of the stopping cylinder of an internal combustion engine, characterized in that the third angular position of the crankshaft corresponds to a top dead center. combustion.
- the estimation of the speed for angular positions of the crankshaft corresponding to a top dead center, also called PMH combustion, makes it possible to determine the last PMH for which the estimated speed will be non-zero and to deduce the cylinder in corresponding compression that is designated as the stop cylinder.
- the figure 1 shows schematically an internal combustion engine 1 comprising a crankshaft 2.
- the internal combustion engine is equipped with a device 3 for determining the rotational position of the crankshaft 2.
- This device comprises a toothed wheel 4, a speed sensor 5 connected to an electronic control unit 6 also called ECU.
- the toothed wheel 4 is integrally connected in rotation to the crankshaft 2 so that when the internal combustion engine 1 operates, the toothed wheel 4 rotates relative to the 1.
- the periphery of the toothed wheel 4 has teeth 7 corresponding to an angular width of 3 ° and two teeth are separated by a recess 8 with an angular width of 3 °. In one part of the periphery, two adjacent teeth 7 have been removed to have an enlarged tooth gap called spacing 9. At each passage between a tooth 7 and a recess 8 or at the spacing 9, there is a tooth flank 10
- the ECU 6 comprises the calculation and storage means necessary for determining the actual engine speed and the predicted engine speed according to the invention.
- t id the time separating two successive identical fronts.
- the fronts can be 12 or downs 13.
- the sensor 5 is a Hall effect sensor mounted in a fixed manner with respect to the internal combustion engine 1.
- the sensor 5 captures the succession of teeth 7 and tooth gaps 8 or the spacing 9 which passes in front of it and generates a crenelated electrical signal 11, having rising electric edges 12 and descending electrical fronts 13, the frequency of which varies with the engine rotation speed N.
- the engine speed can be predicted using information based on the difference between a current instantaneous squared regime and the engine speeds. snapshot prior to squared.
- end of rotation phase is understood to mean the period following a stopping of the operation of the internal combustion engine 1 due to a cut by the ECU 6 of the injection and ignition.
- the figure 2 shows the phase of end of rotation of the crankshaft 2 of the internal combustion engine 1 in the form of a diagram giving the variation of the speed N as a function of the angle ⁇ of the crankshaft 2.
- the figure 2 shows that during the final rotation phase the rotation speed N of the crankshaft 2 decreases. Indeed, the internal combustion engine 1 does not provide energy and loss of torque due to the friction forces, but not only, oppose the rotation of the crankshaft 2 of the engine 1 and slow the speed of rotation N crankshaft 2.
- the figure 2 further shows that the decrease in the rotation speed N of the crankshaft is not monotonous but presents oscillations periodically angularly, in other words on a range T of angular positions. Indeed, these oscillations are due to the fact that certain loss pairs such as those generated by the efforts of admission, compression, expansion and exhaust which are periodic phase shift between the engine cycles of each cylinder of the engine.
- the range T of angular positions of the crankshaft 2 is 180 °, 360 ° or 720 °.
- the range T is 360 °, to have a better precision of the prediction of the regime.
- N the first and ⁇ seconds.
- Stop cylinder means the cylinder which is in the compression phase of the engine cycle.
- Is k INT NOT TDC 2 VS 0
- the invention is not limited to a particular type of combustion engine.
- the range T of angular positions of the crankshaft 2 is preferably 240 ° or 720 °, due to the phase shift of the engine cycles of the various cylinders.
- the range T of angular positions of the crankshaft 2 is preferably 120 °, 240 ° or 720 °, due to the phase shift of the engine cycles of the various cylinders.
- the invention has the advantage of being simple to set up as a computer routine programmed in the ECU and does not require any particular calibration.
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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)
Description
La présente invention revendique la priorité de la demande française
La présente invention se rapporte au domaine des moteurs à combustion interne, et plus particulièrement à la détermination anticipée du régime de rotation en phase d'arrêt du moteur.The present invention relates to the field of internal combustion engines, and more particularly to the anticipated determination of the rotational speed in the stopping phase of the engine.
Afin de connaitre et de suivre la position de chacun des cylindres dans un cycle, les calculateurs électroniques disposent principalement d'informations fournies par deux capteurs, qui caractérisent respectivement la rotation du vilebrequin du moteur (on parle alors de capteur de régime), et potentiellement la rotation d'au moins un arbre à cames (on parle alors de capteur de position AAC ou arbre à cames).In order to know and follow the position of each of the cylinders in a cycle, the electronic computers mainly have information provided by two sensors, which respectively characterize the rotation of the crankshaft of the engine (this is called a speed sensor), and potentially the rotation of at least one camshaft (this is called a position sensor AAC or camshaft).
Au cours d'un cycle d'un moteur à 4 temps, le vilebrequin effectue 2 tours, soit une rotation de 720°. Pour des raisons de clarté, conformément à l'usage, nous posons qu'un cycle commence à 0° d'angle vilebrequin au début d'une phase de compression d'un cylindre donné et se termine à 720° à la fin de la phase d'admission de ce même cylindre.During a cycle of a 4-stroke engine, the crankshaft performs 2 turns, a rotation of 720 °. For the sake of clarity, in accordance with the usual practice, we ask that a cycle starts at 0 ° crankshaft angle at the beginning of a compression phase of a given cylinder and ends at 720 ° at the end of the intake phase of this same cylinder.
Le volant moteur, solidaire du vilebrequin du moteur, est pourvu sur sa périphérie d'un ensemble de dents, appelé cible, en regard de laquelle est positionné le capteur de régime. Il délivre une tension alternative en créneaux, présentant des fronts électriques montants et des fronts électriques descendants, et dont la fréquence varie avec le régime du moteur. Typiquement, le volant moteur peut présenter, par exemple, 58 dents et deux lacunes (c'est-à-dire une denture de 60 dents dont 2 manquantes). Le capteur va détecter ces lacunes apportant ainsi une information sur la position du vilebrequin et la vitesse de rotation ou régime du moteur.The flywheel, secured to the crankshaft of the engine, is provided on its periphery with a set of teeth, called target, opposite which is positioned the speed sensor. It delivers an alternating voltage in crenels, presenting rising electric fronts and descending electric fronts, and whose frequency varies with the engine speed. Typically, the flywheel may have, for example, 58 teeth and two gaps (that is to say, a toothing of 60 teeth including 2 missing). The sensor will detect these gaps thus providing information on the position of the crankshaft and the speed of rotation or engine speed.
Il est connu de déterminer le régime moteur instantané à partir de la mesure d'une durée inter-dent, autrement dit, le temps séparant deux fronts montants ou deux fronts descendants. La connaissance du régime moteur peut s'utiliser avantageusement dans divers contrôles ou commandes moteur tel que l'amélioration du redémarrage du moteur à combustion interne par exemple pour contrôler le cylindre d'arrêt, en particulier dans les véhicules automobiles équipés d'un automatisme marche/arrêt.It is known to determine the instantaneous engine speed from the measurement of an inter-tooth duration, in other words, the time separating two rising fronts or two descending fronts. The knowledge of the engine speed can be used advantageously in various controls or engine commands such as improving the restart of the engine internal combustion engine for example to control the stopping cylinder, in particular in motor vehicles equipped with an automatic on / off.
Cependant, la commande ou le contrôle en question ne peut évidemment pas être mis en oeuvre sans avoir connaissance du régime moteur, ce qui peut être gênant pour répondre à des problématiques de véhicules automobiles équipés d'un automatisme marche/arrêt utilisant un démarreur.However, the control or control in question can obviously not be implemented without knowledge of the engine speed, which can be troublesome to respond to problems of motor vehicles equipped with an automatic on / off using a starter.
L'invention vise à résoudre un ou plusieurs de ces inconvénients. L'invention porte ainsi sur un procédé de prédiction du régime de rotation d'un vilebrequin de moteur à combustion interne en phase de fin de rotation, caractérisé en ce que :
- On détermine et on enregistre le régime de rotation réel du vilebrequin à des positions angulaires dudit vilebrequin pour une plage de positions angulaires du vilebrequin délimitée par une première position angulaire et une seconde position angulaire correspondant à des oscillations périodiques angulairement de diminution de la vitesse de rotation du vilebrequin.
- On détermine une constante en fonction de l'écart des carrés des régimes réels déterminé pour les première et seconde positions angulaires,
- On détermine un régime prédit de rotation du vilebrequin pour une troisième position angulaire du vilebrequin, non comprise dans la plage de positions angulaires du vilebrequin, en fonction de la constante et du régime réel déterminé à une quatrième position angulaire comprise dans ladite plage et telle que l'écart entre les troisième et quatrième positions angulaires est égal à ladite plage ou est un multiple de celle-ci.
- The actual rotational speed of the crankshaft is determined and recorded at angular positions of said crankshaft for a range of angular positions of the crankshaft delimited by a first angular position and a second angular position corresponding to angular periodic oscillations of decrease in the speed of rotation. crankshaft.
- A constant is determined as a function of the squared deviation of the actual regimes determined for the first and second angular positions,
- A predicted crankshaft rotation speed is determined for a third angular position of the crankshaft, not within the range of angular positions of the crankshaft, as a function of the constant and the actual speed determined at a fourth angular position in said range and such that the difference between the third and fourth angular positions is equal to or is a multiple of said range.
On utilise ainsi la mesure de régime réel mesuré sur une plage donné de position angulaire pour prédire à une position angulaire à venir du vilebrequin.The actual speed measurement measured over a given range of angular position is thus used to predict at a future angular position of the crankshaft.
Par ailleurs, l'invention peut comporter l'une ou plusieurs des caractéristiques suivantes :
- De préférence, la seconde position angulaire correspond à la position à l'instant présent du vilebrequin qui est la dernière position angulaire pour laquelle on puisse déterminer un régime réel.
- Dans une variante où le moteur comprend quatre cylindres, la plage de positions angulaires du vilebrequin est avantageusement de 180°, 360° ou 720° ce qui correspond respectivement à une phase moteur, un tour moteur, un cycle moteur. La plage est représentative de la périodicité des couples de perte des phases d'admission, compression, détente et échappement du moteur et du déphasage des cylindres. De préférence la plage de positions angulaires du vilebrequin est de 360° pour avoir une meilleure précision de prédiction du régime.
- Dans une variante où le moteur comprend trois cylindres, la plage est de 240° ou de 720 °, en raison du déphasage des cylindres
- Dans une variante où le moteur comprend six cylindres, la plage est de 120°, 240° ou de 720 °, en raison du déphasage des cylindres.
- le vilebrequin étant solidaire en rotation d'une roue dentée comprenant des dents servant à déterminer la position angulaire dudit vilebrequin, la largeur angulaire entre chaque dent étant de 6°, le régime prédit de rotation du vilebrequin pour la troisième position angulaire du vilebrequin est déterminé en fonction du régime réel en appliquant la relation suivante :
- A et B sont des variables telles que :
- n est l'indice de la dent repérant la seconde position angulaire du vilebrequin,
- n+d est l'indice de la dent repérant la troisième position angulaire du vilebrequin,
-
- et INT est la fonction fraction entière.
- A et B sont des variables telles que :
- Preferably, the second angular position corresponds to the position at the present moment of the crankshaft, which is the last angular position for which a real regime can be determined.
- In a variant where the engine comprises four cylinders, the range of angular positions of the crankshaft is advantageously 180 °, 360 ° or 720 ° which corresponds to respectively to a motor phase, a motor revolution, a motor cycle. The range is representative of the periodicity of the loss couples of the phases of admission, compression, expansion and exhaust of the engine and the phase shift of the cylinders. Preferably the range of angular positions of the crankshaft is 360 ° to have a better precision of the prediction of the regime.
- In a variant where the engine comprises three cylinders, the range is 240 ° or 720 °, because of the phase shift of the cylinders
- In a variant where the engine comprises six cylinders, the range is 120 °, 240 ° or 720 °, due to the phase shift of the cylinders.
- the crankshaft being integral in rotation with a toothed wheel comprising teeth for determining the angular position of said crankshaft, the angular width between each tooth being 6 °, the predicted crankshaft rotation speed for the third angular position of the crankshaft is determined according to the actual regime by applying the following relation:
- A and B are variables such as:
- n is the index of the tooth locating the second angular position of the crankshaft,
- n + d is the index of the tooth locating the third angular position of the crankshaft,
-
- and INT is the whole fraction function.
- A and B are variables such as:
On a ainsi une formulation générale dans le cas d'une roue dentée classique de 58 dents et deux lacunes, c'est-à-dire une denture de 60 dents dont 2 manquantes, soit une dent pour repérer 6°de rotation du vilebrequin.
- Le procédé comprend en outre les étapes suivantes :
- on détermine le régime prédit à la dent d'indice n+1,
- on calcule, à partir du régime prédit à la dent d'indice n+1, un temps inter-dents,
- on incrémente un compteur de temps du temps inter-dents calculé,
- on réitère les précédentes étapes sur les dents d'indices suivants tant que la valeur du compteur de temps est inférieure à un temps fixé,
- on détermine un régime prédit pour le temps fixé, par interpolation entre les régimes prédits pour les deux derniers indices.
- The method further comprises the steps of:
- the predicted diet is determined for the tooth of index n + 1,
- from the predicted diet at the tooth of index n + 1, an inter-tooth time is calculated,
- incrementing a time counter of the calculated inter-tooth time,
- the preceding steps are reiterated on the teeth of subsequent indices as long as the value of the time counter is less than a set time,
- a predicted regime is determined for the fixed time, by interpolation between the predicted regimes for the last two indices.
Ce qui permet de connaitre à l'avance le régime à venir après un temps déterminé et peut permettre d'anticiper des actions de contrôle moteur.This makes it possible to know in advance the regime to come after a determined time and can make it possible to anticipate actions of motor control.
Par ailleurs, l'invention a aussi pour objet une application du procédé de l'invention à la prédiction du cylindre d'arrêt d'un moteur à combustion interne, caractérisé en ce que la troisième position angulaire du vilebrequin correspond à un point mort haut combustion. L'estimation du régime pour des positions angulaire du vilebrequin correspondant un point mort haut combustion, encore nommé PMH combustion, permet en effet de déterminer le dernier PMH pour lequel le régime estimé sera non nul et d'en déduire le cylindre en compression correspondant que l'on désigne comme le cylindre d'arrêt.Furthermore, the invention also relates to an application of the method of the invention to the prediction of the stopping cylinder of an internal combustion engine, characterized in that the third angular position of the crankshaft corresponds to a top dead center. combustion. The estimation of the speed for angular positions of the crankshaft corresponding to a top dead center, also called PMH combustion, makes it possible to determine the last PMH for which the estimated speed will be non-zero and to deduce the cylinder in corresponding compression that is designated as the stop cylinder.
D'autres particularités et avantages apparaîtront à la lecture de la description ci-après d'un mode particulier de réalisation, non limitatif de l'invention, faite en référence aux figures dans lesquelles :
- La
figure 1 est une représentation schématique un moteur àcombustion interne 1. - La
figure 2 est un diagramme montrant la phase de fin de rotation du vilebrequin. - La
figure 3 illustre la procédure de prédiction du régime moteur sur un angle fixé. - La
figure 4 illustre la procédure de prédiction du régime moteur sur un temps fixé. - La
figure 5 illustre la procédure de prédiction du cylindre d'arrêt.
- The
figure 1 is a schematic representation of aninternal combustion engine 1. - The
figure 2 is a diagram showing the end of rotation phase of the crankshaft. - The
figure 3 illustrates the procedure of predicting the engine speed at a fixed angle. - The
figure 4 illustrates the procedure of predicting the engine speed over a fixed time. - The
figure 5 illustrates the procedure for predicting the stop cylinder.
La
On définit comme la durée inter-dent, tid, le temps séparant deux fronts identiques successifs. Les fronts peuvent être montants 12 ou descendants 13. Un régime dit instantané ou réel N exprimé en degré/seconde peut alors être estimé par la relation suivante :
Le capteur 5 est un capteur à effet Hall monté de manière fixe par rapport au moteur à combustion interne 1. Le capteur 5 saisit la succession de dents 7 et d'intervalles de dents 8 ou de l'espacement 9 qui passe devant lui et génère un signal électrique créneau 11, présentant des fronts électriques montants 12 et des fronts électriques descendants 13, dont la fréquence varie avec le régime N de rotation du moteur.The
Selon l'invention, nous pouvons prédire, au cours d'une phase de fin de rotation du vilebrequin d'un moteur à combustion interne, le régime moteur en utilisant une information basée sur la différence entre un régime instantané actuel au carré et les régimes instantané antérieurs au carré. On entend par l'expression « phase de fin de rotation » la période qui suit un arrêt du fonctionnement du moteur à combustion interne 1 dû à une coupure par l'ECU 6 de l'injection et de l'allumage.According to the invention, during an end-of-rotation phase of the crankshaft of an internal combustion engine, the engine speed can be predicted using information based on the difference between a current instantaneous squared regime and the engine speeds. snapshot prior to squared. The term "end of rotation phase" is understood to mean the period following a stopping of the operation of the
La
L'invention sera mieux comprise suite à la démonstration suivante :
- Le principe fondamental de la dynamique appliquée aux rotations nous donne :
- The fundamental principle of the dynamics applied to rotations gives us:
Avec :
- J : le moment d'inertie des éléments du moteur reliés à la roue dentée 4,
- θ(t) l'angle du vilebrequin 2 en fonction du temps,
- ∑C(θ(t)) : en phase de fin de rotation moteur, la somme des couples de perte responsables de l'arrêt en rotation du moteur.
- J: the moment of inertia of the motor elements connected to the
toothed wheel 4, - θ (t) the angle of the
crankshaft 2 as a function of time, - ΣC (θ (t)): in phase of end of motor rotation, the sum of the loss couples responsible for the stopping of rotation of the motor.
En multipliant chaque terme de la relation (2) par le régime N aussi déterminé par la relation suivante :
En procédant à une intégration de la relation (4) entre un premier instant t1 et un second instant t2, avec θ1 l'angle vilebrequin relevé à l'instant t1, tel que :
Et θ2, l'angle vilebrequin relevé à un second instant t2, tel que :
Il vient alors :
Ou encore :
Soit, à l'aide de la relation (3) :
On remarque alors judicieusement que la relation (9) est particulièrement avantageuse lorsque l'écart entre θ1 et θ2 correspond à une plage T de positions angulaires.It is then noted judiciously that the relation (9) is particularly advantageous when the difference between θ 1 and θ 2 corresponds to a range T of angular positions.
Ainsi, de préférence, pour un moteur comprenant quatre cylindres, la plage T de positions angulaires du vilebrequin 2 est de 180°, 360° ou 720°.Thus, preferably, for an engine comprising four cylinders, the range T of angular positions of the
De préférence encore, la plage T est de 360°, pour avoir une meilleure précision de prédiction du régime.More preferably, the range T is 360 °, to have a better precision of the prediction of the regime.
Ainsi, en raison de la périodicité angulaire des couples de pertes, le second terme de la relation (9) est avantageusement une constante C0 et peut donc s'écrire:
Si on considère que la largeur angulaire entre chaque dent 7 de la roue 4 dentée est de 6°, on peut donc indicer la relation (10) en fonction d'un nombre j de dents :
La procédure pour prédire un régime moteur à un angle déterminé du vilebrequin 2, autrement dit pour un nombre de dent d déterminé de la roue dentée 4 est la suivante :
- On détermine et on enregistre le régime de rotation réel du vilebrequin à des positions angulaires dudit vilebrequin pour une plage T de positions angulaires du vilebrequin 2 délimitée par une première position angulaire et une seconde position angulaire. Pour ce faire, on effectue un enregistrement des durées inter-dent, tid, pour la période T considérée, le nombre d'enregistrement est donc dans notre exemple, des trente dernières durées inter-dent, tid, soit un enregistrement sur une plage de 180°. De préférence, ici la seconde position angulaire correspond donc à la position à l'instant présent du vilebrequin 2.
- The actual rotational speed of the crankshaft is determined and recorded at angular positions of said crankshaft for a range T of angular positions of the
crankshaft 2 delimited by a first angular position and a second angular position. To do this, a recording of the inter-tooth durations, t id , for the period T considered, the number of records is in our example, the last thirty inter-tooth durations, t id , or a record on a range of 180 °. Preferably, here the second angular position corresponds to the position at the present moment of thecrankshaft 2.
La
- On détermine la constante C0 en fonction de l'écart des carrés des régimes réels déterminé pour les première et seconde positions angulaires, autrement dit par la différence entre le régime instantané au carré du premier enregistrement et le régime instantané au carré du dernier enregistrement.
- On détermine un régime prédit Ñ de rotation du vilebrequin 2 pour une troisième position angulaire du vilebrequin 2, non comprise dans la plage T de positions angulaires du vilebrequin 2, en fonction de la constante C0 et du régime réel N déterminé à une quatrième position angulaire comprise dans ladite plage T et telle que l'écart entre les troisième et quatrième positions angulaires est un multiple supérieur ou égal à ladite plage (T). En effet, le régime prédit Ñ est déterminé sur la base d'une formule générale dont l'expression est maintenant démontrée :
- Pour les besoins de la démonstration et comme illustré sur la
figure 3 on attribue au dernier enregistrement l'indice n. Le premier enregistrement a donc l'indice (n-T/6).
- Pour les besoins de la démonstration et comme illustré sur la
- The constant C 0 is determined as a function of the squared deviation of the actual regimes determined for the first and second angular positions, in other words by the difference between the instantaneous squared regime of the first record and the instantaneous squared regime of the last record.
- A predicted rotational speed of the
crankshaft 2 is determined for a third angular position of thecrankshaft 2, not included in the range T of angular positions of thecrankshaft 2, as a function of the constant C 0 and the real speed N determined at a fourth position. angular included in said range T and such that the difference between the third and fourth angular positions is a multiple greater than or equal to said range (T). Indeed, the predicted diet Ñ is determined on the basis of a general formula whose expression is now demonstrated:- For the purposes of the demonstration and as illustrated on the
figure 3 the last record is assigned the index n. The first record therefore has the index (nT / 6).
- For the purposes of the demonstration and as illustrated on the
Cherchant à prédire le régime d dent après le dernier enregistrement, on peut écrire :
Dans la suite de la démonstration, afin de distinguer les valeurs de régime déterminées à partir des temps inter-dents de celle non connues et donc à prédire, on notera N les premières et Ñ les secondes.In the rest of the demonstration, in order to distinguish the values of the regime determined from the inter-teeth times of that not known and therefore to predict, we note N the first and Ñ seconds.
Ainsi pour 0 < d ≤ T/6, par exemple pour d =20 (voir en
Soit :
Pour T/6 < d ≤ 2T/6, on a par exemple pour d =50 (voir en
Pour 2T/6 < d ≤ 3T/6, on a par exemple pour d =80 (voir en
A partir de ces trois exemples, on constate que l'on peut donc obtenir une expression générale du régime prédit Ñn+d, d dents après les n acquisitions. En effet, en posant :
Et
Il vient, pour un moteur à combustion interne comprenant quatre cylindres, équipé d'une roue dentée de 58 dents (c'est-à-dire une denture de 60 dents dont 2 manquantes), la formule générale suivante :
Nous décrivons maintenant la procédure complémentaire pour prédire un régime moteur à un temps fixé tp, lors de la phase de fin de rotation.We now describe the complementary procedure for predicting engine speed at a fixed time tp during the end of rotation phase.
On reprend les étapes décrites précédemment, c'est-à-dire :
- l'étape d'enregistrement des durées inter-dent, tid, pour la période T considérée,
- l'étape de détermination des régimes instantanés, à partir des durées inter-dent, tid enregistrées.
- l'étape de détermination de la constante C0.
- the step of recording inter-tooth durations, t id , for the period T considered,
- the step of determining the instantaneous diets, from the inter-tooth durations, t id recorded.
- the step of determining the constant C 0 .
On procède ensuite de proche en proche, comme illustré sur la
- Les régimes étant connus jusqu'à la dent d'indice n, on initialise la valeur d'un compteur de temps S à 0 pour la dent d'indice n.
- on détermine le régime prédit à la dent suivante, d'indice n+1, référencé Ñn+1 sur la
figure 4 , à l'aide de la relation générale (19), - on calcule à partir du régime prédit à la dent d'indice n+1, un temps inter-dents, tid, correspondant à partir de la relation (1), référencé tn+1, sur la
figure 4 , - on incrémente le compteur de temps S du temps inter-dents calculé.
- on réitère les précédentes étapes sur les dents d'indices suivants tant que la valeur du compteur de temps S est inférieure au temps fixé tp. Ainsi, comme le montre la
figure 4 , à l'indice n+2, le cumul des temps inter-dents cumulés à partir de l'indice n est inférieur au temps fixé tp tandis qu'à l'itération suivant, à l'indice n+3, le cumul des temps inter-dents, tid, est supérieur au temps fixé tp. On poursuit alors la procédure ainsi : - on détermine un régime prédit pour le temps fixé tp, par interpolation entre les régimes prédits pour les deux derniers indices, référencés respectivement Ñn+2. Ñn+3 sur la
figure 4 . On obtient ainsi un régime prédit Ñp au temps fixé tp.
- on détermine le régime prédit à la dent suivante, d'indice n+1, référencé Ñn+1 sur la
- As the regimes are known up to the tooth of index n, the value of a time counter S is initialized to 0 for the tooth of index n.
- determining the predicted diet at the next tooth, of index n + 1, referenced Ñ n + 1 on the
figure 4 , using the general relation (19), - from the predicted regime at the tooth of index n + 1, an inter-tooth time, t id , corresponding from the relation (1), referenced t n + 1 , is calculated on the
figure 4 , - the time counter S of the calculated inter-tooth time is incremented.
- the preceding steps are reiterated on the following index teeth as long as the value of the time counter S is less than the set time tp. So, as shown in
figure 4 at the index n + 2, the cumulative cumulative inter-tooth time from index n is less than fixed time tp while at the next iteration, at the index n + 3, the cumulation of inter-teeth times, tid, is greater than the set time tp. We then continue the procedure as follows: - a predicted regime is determined for the fixed time tp, by interpolation between the predicted regimes for the last two indices, referenced respectively Ñ n + 2 . Ñ n + 3 on the
figure 4 . This gives a predicted regime Ñ p at the set time t p .
- determining the predicted diet at the next tooth, of index n + 1, referenced Ñ n + 1 on the
Avantageusement, cette procédure peut permettre de déterminer le cylindre d'arrêt. On entend par cylindre d'arrêt le cylindre qui est dans la phase de compression du cycle moteur.Advantageously, this procedure can make it possible to determine the stop cylinder. Stop cylinder means the cylinder which is in the compression phase of the engine cycle.
Pour ce faire, on procède ainsi :
- On reprend les étapes décrites précédemment, c'est-à-dire :
- l'étape d'enregistrement des durées inter-dent, tid, pour la période T considérée,
- l'étape de détermination des régimes réels, à partir des durées inter-dent, tid enregistrées, à l'aide de la relation (1).
- l'étape de détermination de la constante C0.
- on calcule le régime réel au point mort haut (ou PMH) combustion, nommé NPMH à partir de l'enregistrement du temps inter-dents correspondant.
- We repeat the steps described above, that is to say:
- the step of recording inter-tooth durations, t id , for the period T considered,
- the step of determining the real diets, from the inter-tooth durations, t id recorded, using the relation (1).
- the step of determining the constant C 0 .
- the actual top dead center (or TDC) combustion regime is calculated, named N PMH from the corresponding inter-tooth time record.
On procède ensuite, comme suit, avec une plage T de position angulaire :
- On prédit de proche en proche le régime pour des positions angulaires correspondant aux prochains PMH combustion, comme l'illustre la
figure 5 l'estimation du régime dans k PMH combustion étant donnée par la relation suivante :
- The regime is gradually predicted for angular positions corresponding to the next combustion PMH, as illustrated by FIG.
figure 5 the estimation of the regime in k combustion PMH being given by the following relation:
Cela jusqu'au moment où l'on ne pourra plus franchir le PMH combustion, ce qui correspond à la valeur minimum de k tel que :
Soit
Avec INT(x) la fonction partie entière.With INT (x) the whole part function.
Dans ce cas on en conclut que le moteur passera k PMH combustion avant l'arrêt, ce qui permet de déduire le cylindre d'arrêt.In this case it is concluded that the motor will go to PMH combustion before stopping, which allows to deduce the stopping cylinder.
L'invention ne se limite pas à un type particulier de moteur à combustion. Dans le cas d'un moteur à combustion interne comprenant trois cylindres, la plage T de positions angulaires du vilebrequin 2 est de préférence de 240° ou de 720°, en raison du déphasage des cycles moteur des différents cylindres.The invention is not limited to a particular type of combustion engine. In the case of an internal combustion engine comprising three cylinders, the range T of angular positions of the
Dans le cas d'un moteur à combustion interne comprenant six cylindres, la plage T de positions angulaires du vilebrequin 2 est de préférence de 120°, 240° ou de 720°, en raison du déphasage des cycles moteur des différents cylindres.In the case of an internal combustion engine comprising six cylinders, the range T of angular positions of the
L'invention a pour avantage d'être simple à mettre en place sous forme d'une routine informatique programmée dans l'ECU et ne nécessite aucune calibration particulière.The invention has the advantage of being simple to set up as a computer routine programmed in the ECU and does not require any particular calibration.
Claims (9)
- A method for prediction of the rotation speed of a crankshaft (2) of an internal combustion engine (2) in the end of rotation phase, characterized in that:- The actual rotation speed (N) of the crankshaft (2) is determined and recorded at angular positions of said crankshaft for a range (T) of angular positions of the crankshaft (2) delimited by a first angular position and a second angular position corresponding to periodic oscillations in an angular manner of reduction of the rotation speed (N) of the crankshaft (2).- A constant (C0) is determined as a function of the deviation of the squares of the actual speeds determined for the first and second angular positions.- A predicted rotation speed (N) of the crankshaft (2) is determined for a third angular position of the crankshaft (2), not included in the range (T) of angular positions of the crankshaft (2), as a function of the constant (C0) and of the actual speed (N) determined at a fourth angular position comprised in said range (T) and such that the deviation between the third fourth angular positions is equal to said range (T) or is a multiple thereof.
- The method according to Claim 1, characterized in that the second angular position corresponds to the position at the present instant of the crankshaft (2) which is the last angular position for which an actual speed can be determined.
- The method according to Claim 1 or Claim 2, characterized in that, the engine including four cylinders, the range (T) of angular positions of the crankshaft (2) is 180°, 360° or 720°.
- The method according to Claim 3, characterized in that the range (T) is 360°.
- The method according to Claim 1 or Claim 2, characterized in that, the engine including three cylinders, the range (T) is 240° or 720°.
- The method according to Claim 1 or Claim 2, characterized in that, the engine including six cylinders, the range (T) is 120°, 240° or 720°.
- The method according to any one of the preceding claims, the crankshaft (2) being integral in rotation with a toothed wheel (4) including teeth (7) serving to determine the angular position of said crankshaft (2), the angular width between each tooth (7) being 6°, characterized in that the predicted rotation speed (N) of the crankshaft (2) for the third angular position of the crankshaft (2) is determined as a function of the actual speed (N) by applying the following relationship:A and B are variables such that:n is the index of the tooth (7) marking the second angular position of the crankshaft (2), n+d is the index of the tooth (7) marking the third angular position of the crankshaft (2),and INT is the whole fraction function.
- The method according to Claim 7, characterized in that it further includes the following steps:- the predicted speed (N) is determined at the tooth (7) of index n+1,- from the predicted speed (N) of the tooth of index n+1, an inter-tooth time (tid) is calculated,- a time counter (S) is incremented of the calculated inter-tooth time (tid),- the preceding steps are repeated on the teeth (7) of following indices as long as the value of the time counter (S) is less than a fixed time (tp),- a predicted speed is determined for the fixed time (tp), by interpolation between the predicted speeds for the last two indices.
- An application of the method according to any one of Claims 1 to 7 to the prediction of the stop cylinder of an internal combustion engine, characterized in that the third angular position of the crankshaft (2) corresponds to a combustion top dead centre.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0956536A FR2950388B1 (en) | 2009-09-23 | 2009-09-23 | METHOD FOR PREDICTING THE ROTATION RPM OF A ROTATION END PHASE ENGINE CRANKSHAFT AND APPLYING THE METHOD TO PREDICTING THE STOP CYLINDER |
PCT/FR2010/051734 WO2011036361A1 (en) | 2009-09-23 | 2010-08-19 | Method for predicting the rotation speed of an engine crankshaft in the end phase of the rotation, and use of said method to predict the stop cylinder |
Publications (2)
Publication Number | Publication Date |
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EP2480776A1 EP2480776A1 (en) | 2012-08-01 |
EP2480776B1 true EP2480776B1 (en) | 2017-02-22 |
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Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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EP10763213.5A Active EP2480776B1 (en) | 2009-09-23 | 2010-08-19 | Prediction of engine rotation speed during the end of rotation and application of the prediction for an estimation of crankcase stop position |
Country Status (5)
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EP (1) | EP2480776B1 (en) |
CN (1) | CN102510941B (en) |
BR (1) | BR112012005586B1 (en) |
FR (1) | FR2950388B1 (en) |
WO (1) | WO2011036361A1 (en) |
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DE102011016638A1 (en) * | 2011-04-09 | 2012-10-11 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Method for operating an internal combustion engine, control unit, computer program product, computer program and signal sequence |
DE102015221634A1 (en) * | 2015-11-04 | 2017-05-04 | Robert Bosch Gmbh | A method of predicting a time duration between two signal edges of a speed sensor signal |
FR3129182A1 (en) | 2021-11-18 | 2023-05-19 | Psa Automobiles Sa | METHOD FOR RESTARTING A THERMAL ENGINE IN THE SHUTDOWN PHASE COMPRISING MANAGEMENT OF RESTART MODES |
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FR956536A (en) | 1950-02-02 | |||
AU608253B2 (en) * | 1986-12-01 | 1991-03-28 | Woodward Governor Company | Method and apparatus for iterated determinations of sensed speed and speed governing |
JP3596303B2 (en) * | 1998-09-17 | 2004-12-02 | 日産自動車株式会社 | Engine speed detector |
US6499342B1 (en) * | 2000-09-05 | 2002-12-31 | Ford Global Technologies, Inc. | Method of determining the stopping position of an internal combustion engine |
FR2827911B1 (en) * | 2001-07-27 | 2004-01-30 | Peugeot Citroen Automobiles Sa | STOP ADJUSTMENT PROCESS AND RESTART PROCESS OF AN INTERNAL COMBUSTION ENGINE |
FR2834337B1 (en) * | 2002-01-03 | 2004-03-19 | Johnson Contr Automotive Elect | METHOD AND DEVICE FOR DETECTING THE ELECTRICAL POSITION OF THE ROTOR OF AN ELECTRIC MACHINE COUPLED TO AN INTERNAL COMBUSTION ENGINE |
US6681173B2 (en) * | 2002-03-15 | 2004-01-20 | Delphi Technologies, Inc. | Method and system for determining angular crankshaft position prior to a cranking event |
JP3770235B2 (en) * | 2003-01-28 | 2006-04-26 | トヨタ自動車株式会社 | Internal combustion engine stop position estimation device |
US7027911B2 (en) * | 2003-01-30 | 2006-04-11 | Denso Corporation | Apparatus for controlling engine rotation stop by estimating kinetic energy and stop position |
JP2004232539A (en) * | 2003-01-30 | 2004-08-19 | Denso Corp | Engine rotation stop control means |
JP4419655B2 (en) * | 2004-04-08 | 2010-02-24 | 株式会社デンソー | Engine stop / start control device |
JP2006029247A (en) * | 2004-07-20 | 2006-02-02 | Denso Corp | Stop and start control device for engine |
WO2006120760A1 (en) * | 2005-05-13 | 2006-11-16 | Toyota Jidosha Kabushiki Kaisha | Start controller of internal combustion engine |
FR2890690B1 (en) * | 2005-09-09 | 2007-11-09 | Siemens Vdo Automotive Sas | METHOD FOR DETERMINING INVERSION OF DIRECTION OF ROTATION OF MOTOR |
JP4666286B2 (en) * | 2007-03-05 | 2011-04-06 | 株式会社デンソー | Engine rotation stop control device |
-
2009
- 2009-09-23 FR FR0956536A patent/FR2950388B1/en not_active Expired - Fee Related
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2010
- 2010-08-19 BR BR112012005586-0A patent/BR112012005586B1/en not_active IP Right Cessation
- 2010-08-19 CN CN201080042553.3A patent/CN102510941B/en not_active Expired - Fee Related
- 2010-08-19 EP EP10763213.5A patent/EP2480776B1/en active Active
- 2010-08-19 WO PCT/FR2010/051734 patent/WO2011036361A1/en active Application Filing
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BR112012005586A2 (en) | 2016-06-14 |
BR112012005586B1 (en) | 2019-11-05 |
FR2950388A1 (en) | 2011-03-25 |
CN102510941B (en) | 2016-08-17 |
EP2480776A1 (en) | 2012-08-01 |
CN102510941A (en) | 2012-06-20 |
FR2950388B1 (en) | 2012-04-20 |
WO2011036361A1 (en) | 2011-03-31 |
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