EP2549087A1 - Verfahren zur Erkennung und Charakterisierung einer anormalen Verbrennung für Verbrennungsmotoren - Google Patents

Verfahren zur Erkennung und Charakterisierung einer anormalen Verbrennung für Verbrennungsmotoren Download PDF

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Publication number
EP2549087A1
EP2549087A1 EP12290215A EP12290215A EP2549087A1 EP 2549087 A1 EP2549087 A1 EP 2549087A1 EP 12290215 A EP12290215 A EP 12290215A EP 12290215 A EP12290215 A EP 12290215A EP 2549087 A1 EP2549087 A1 EP 2549087A1
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Prior art keywords
combustion
abnormal
combustions
point
indicators
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EP12290215A
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English (en)
French (fr)
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EP2549087B1 (de
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Laurent Duval
Aurélien Schutz
Jean-Marc Zaccardi
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/028—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the combustion timing or phasing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions

Definitions

  • the present invention relates to the field of controlling the combustion phase of an internal combustion engine.
  • the present invention relates to a method for detecting an abnormal combustion of the pre-ignition type at low speed and at high load, in a combustion chamber of such an engine.
  • Spark ignition engines have the advantage of limiting local pollutant emissions (HC, CO and NO x ) thanks to the excellent match between the operating mode (with richness 1) and their simple and low aftertreatment system. cost. Despite this fundamental advantage, these engines are poorly positioned in terms of greenhouse gas emissions because competing diesel engines can achieve CO 2 emissions that are 20% lower on average.
  • This type of engine comprises at least one cylinder having a combustion chamber defined by the inner side wall of the cylinder, the top of the piston which slides in this cylinder and the cylinder head.
  • a fuel mixture is enclosed in this combustion chamber and undergoes a compression step, then a combustion step under the effect of a controlled ignition, by a candle.
  • the first combustion is the result of the propagation of the combustion of a compressed fuel mixture during a preliminary stage of compression of the engine. This combustion propagates normally according to a flame front from the spark generated at the candle, and does not risk damaging the engine.
  • Another type of combustion is a knocking combustion, which results from undesirable self-ignition in the combustion chamber.
  • the spark plug is actuated to enable the ignition of this fuel mixture.
  • This mechanism called rattling, leads to a local increase in pressure and temperature and can cause, in case of repetitions, destructive effects on the engine and mainly at the piston.
  • Another type of combustion is an abnormal combustion due to a pre-ignition of the fuel mixture before the spark ignites ignition of the fuel mixture present in the combustion chamber.
  • This abnormal combustion particularly affects the engines that are the result of a "miniaturization” operation, better known as “downsizing”.
  • This operation aims to reduce the size and / or the engine displacement while maintaining the same power and / or the same torque as conventional engines.
  • this type of engine is mainly gasoline type and is highly supercharged.
  • This abnormal combustion is carried out at high loads, and generally at low operating speeds of the engine, when the timing of the combustion of the fuel mixture can not be optimum because of the rattling.
  • an abnormal combustion start can occur, sporadically or continuously, well before the moment when ignition of the fuel mixture by the candle is achieved .
  • This combustion is characterized by a first phase of flame propagation that is wedged too early compared to that of a conventional combustion.
  • This propagation phase can be interrupted by a self-ignition that will affect a large part of the fuel mixture present in the combustion chamber, much larger than in the case of rattling (up to 50%, against 5 to 10% for extreme cases of intense rattling).
  • hot surface pre-ignition If this combustion occurs in a violent, random and sporadic way, it is called “snap” or “rumble” ("preignition").
  • This last abnormal combustion leads to very high pressure levels (120 to 250 bar), as well as an increase in heat transfer that can lead to a partial or total destruction of the moving engine, such as the piston or the engine. rod.
  • This type of pre-ignition currently constitutes a real limit to the miniaturization ("downsizing") of spark ignition engines. This is a very complex phenomenon that can have multiple origins.
  • Several hypotheses have been mentioned in the literature to explain its appearance, but none of them has been clearly validated for the time being. It even seems that many of these potential causes are simultaneously manifesting and interacting with each other. This interaction, the violence of the phenomenon and its stochastic nature make its analysis extremely complicated.
  • the various studies on the subject all face the problem of the very identification of these abnormal combustions. It is indeed difficult to say whether an engine is more sensitive than another to pre-ignition as long as we are unable to decide on the nature of each combustion within a given sample.
  • a method for detecting and characterizing in number and intensity these abnormal combustions is therefore of primary necessity, because it makes it possible precisely to establish this hierarchy and to identify the tracks which make it possible to improve the design and the adjustments of the engines. This operation is particularly interesting during engine engine development.
  • the general methodology for treating these abnormal combustions is schematized on the figure 1 , with initially a phase of prevention (PP) to limit as much as possible the chances of occurrence of the phenomenon, then a phase of detection (PD) when the prevention was not enough to avoid the phenomenon, to determine if yes or not it is necessary to intervene in the same cycle where the pre-ignition was detected by means of a corrective phase (PC).
  • PP phase of prevention
  • PD phase of detection
  • the detection phase includes a signal acquisition phase and then a signal processing phase to detect the appearance of the high-load pre-ignition, to characterize it and to quantify it.
  • the detection thus made does not make it possible to act during the very cycle of the detection. Corrective actions of this type of pre-ignition can therefore be performed only after the occurrence of such a phenomenon, which can seriously affect the integrity of the engine.
  • FR 2,897,900 The method described in the patent is also known.
  • FR 2,897,900 According to this method, it is possible to act more quickly after the detection of the pre-ignition: one is able to act during the same cycle as the detection cycle of the phenomenon.
  • the threshold signal is previously calculated, that is to say before the operation of the engine, and then stored in data tables of the computer, called maps.
  • the object of the invention relates to a method for detecting in real time the occurrence of an abnormal combustion, to characterize its frequency of occurrence and its intensity, with the devices and systems commonly used in engines, so as to take measures to prevent this in the further operation of the engine, course of the same cycle as that of detection.
  • the method is based on the definition of a multidimensional space where each dimension corresponds to an indicator of combustion, and on the definition in this space, of a closed surface delimiting the normal combustions of the abnormal combustions. The position and the distance of a point corresponding to a combustion, with respect to this surface, makes it possible to qualify the abnormal character of this combustion; as well as the severity of this abnormality.
  • This mode it is possible to define a multiplying coefficient that is applied to each dispersion before the modification of the parameter.
  • This multiplier coefficient can be chosen between 2.4 and 2.6, preferably equal to 2.5.
  • said surface can be updated from a point resulting from a new combustion.
  • Said surface may be a quadric type surface.
  • the indicators are standardized.
  • a supercharged spark ignition internal combustion engine in particular of the gasoline type, comprises at least one cylinder 12 with a combustion chamber 14 inside which combustion of a mixture of supercharged air and fuel.
  • the cylinder comprises at least one pressurized fuel supply means 16, for example in the form of a fuel injector 18 controlled by a valve 20, which opens into the combustion chamber, at least one intake means of 22 with a valve 24 associated with an intake manifold 26 terminating in a plenum 26b (not shown in the figure), at least one exhaust gas exhaust means 28 with a valve 30 and an exhaust manifold 32 and at least one ignition means 34, such as a spark plug, which makes it possible to generate one or more sparks making it possible to ignite the fuel mixture present in the combustion chamber.
  • a fuel injector 18 controlled by a valve 20
  • a valve 24 associated with an intake manifold 26 terminating in a plenum 26b (not shown in the figure)
  • at least one exhaust gas exhaust means 28 with a valve 30 and an exhaust manifold 32
  • at least one ignition means 34 such as a spark plug
  • the pipes 32 of the exhaust means 28 of this engine are connected to an exhaust manifold 36 which is itself connected to an exhaust line 38.
  • a supercharging device 40 for example a turbocharger, is placed on this line. exhaust and comprises a drive stage 42 with a turbine swept by the exhaust gas flowing in the exhaust line and a compression stage 44 which makes it possible to admit an intake air under pressure into the combustion chambers 14 through the intake manifolds 26.
  • the engine comprises means 46a for measuring the cylinder pressure, arranged within the cylinder 12 of the engine.
  • These measuring means are generally constituted by a pressure sensor which makes it possible to generate a signal representative of the evolution of the pressure in a cylinder.
  • the engine may also include means 46b for measuring the intake pressure, arranged in the plenum 26b.
  • These measuring means are generally constituted by an absolute pressure sensor, of piezoelectric type, which makes it possible to generate a signal representative of the evolution of the admission pressure in the intake plenum.
  • the engine also comprises a calculation and control unit 48, called engine calculator, which is connected by conductors (for some bidirectional) to different components and sensors of the engine so as to be able to receive the various signals emitted by these sensors, such as the temperature of the water or the temperature of the oil, to treat them by calculation and then to control the organs of this engine to ensure its smooth operation.
  • engine calculator a calculation and control unit 48, called engine calculator, which is connected by conductors (for some bidirectional) to different components and sensors of the engine so as to be able to receive the various signals emitted by these sensors, such as the temperature of the water or the temperature of the oil, to treat them by calculation and then to control the organs of this engine to ensure its smooth operation.
  • the spark plugs 34 are connected by conductors 50 to the engine control unit 48 so as to control the moment of ignition of the fuel mixture
  • the cylinder pressure sensor 46a is connected by a line 52 to the same engine computer to send the signals to it.
  • Representative of the evolution of the pressure in the cylinder, and the control valves 20 of the injectors 18, are connected by conductors 54 to the computer 48 to control the injection of fuel into the combustion chambers.
  • the means 46b are also connected by a line 53 to the motor calculator 48.
  • the method according to the invention makes it possible to detect the occurrence of a high-load pre-ignition phenomenon (of the rumble type), to characterize its frequency of occurrence and its intensity, in particular pressing on a simultaneous characterization of values of several indicators of combustion (CA10, PMI, ).
  • At least one signal representative of the state of combustion is recorded by means of a sensor placed in the engine.
  • the cylinder pressure is chosen.
  • the measurement of the cylinder pressure is carried out from the means 46a for measuring the cylinder pressure. Cylinder instrumentation for pressure measurement is becoming more common on vehicles.
  • the invention makes it possible to use measurements other than cylinder pressure, such as instantaneous torque, instantaneous speed, vibration level (accelerometer sensors), ionization signal, etc.
  • a preliminary phase (steps 1 and 2 below) is carried out to detect in real time an abnormal combustion.
  • combustion indicators are selected that can be deduced from the measured signal, and a multidimensional space is defined in which each dimension corresponds to one of the indicators, and in which any combustion can be represented by a point.
  • the CA10 is chosen.
  • the CA10 represents the crankshaft angle at which only 10% of the feed introduced was consumed. Because of this, it is particularly well suited to highlighting an anomaly occurring at the beginning of combustion, such as pre-ignition.
  • the figure 3 gives an example of three-dimensional representation of calculated data on an operating point with pre-ignition.
  • the CA10 pressure (PCA10) and pressure derivative (DPCA10) values were retained.
  • PCA10 pressure (PCA10) and DPCA10) values were retained.
  • PCA10 pressure (PCA10) and DPCA10) values were retained.
  • the values taken by the pressure and the derivative of pressure at CA10 are decisive for the values that they will then take during the cycle, in particular for their maximum values (in other words, a combustion that starts strong has very good chances to continue and finish very strong ).
  • FIG. 4 presents a superposition of standardized data (CA10n, PCA10n, DPCA100n) obtained on different operating points. Normal combustions occupy a fairly compact area of space and form a condensed cloud of data while pre-ignitions tend to come out of this cloud (as well as late but to a lesser extent).
  • An object of the invention is to delimit normal combustions to then more easily extract information on abnormal combustions in terms of distance to normality.
  • a closed surface is defined in the multidimensional space so as to envelop points corresponding to normal combustions and not to envelop points corresponding to abnormal combustions.
  • Each combustion is represented in the multidimensional representation space in the form of a point whose coordinates are the values of the indicators calculated in the previous step. After several cycles, the combustions form a cloud of points in this space of representation.
  • the figure 5 illustrates an example of identification of the main directions: the main axes are represented by white arrows; they may not appear orthogonal because of different scales.
  • the first three main directions are calculated, and a quadric type envelope is chosen (other types of surface could also be used).
  • a quadric, or quadratic surface is a surface of the Euclidean space of dimension 3, place of the points satisfying a Cartesian equation of degree 2.
  • the parameters of the quadric surface are then adjusted so that it is centered on the center of the cloud.
  • the dispersion on each of the principal directions x, y and z defines the extension of the quadric surface: the parameters a, b and c are chosen so that the extension of the quadric surface in the direction x (respectively y and z) is equal to the dispersion in the x direction (respectively y and z).
  • a multiplying coefficient is calculated for the calculated dispersions.
  • the progressive increase of this multiplying coefficient makes it possible to increase the size of the surface enveloping the normal combustions.
  • the parameters a, b and c are chosen so that the extension of the quadric surface in the direction x (respectively y and z) is equal to the dispersion in the direction x (respectively y and z), multiplied by a multiplying coefficient.
  • the figure 7 represents an estimate of the envelope of normal combustions by a quadric surface using a multiplying coefficient of 2.5.
  • This surface defined before the detection phase at each cycle of an abnormal combustion can be refined at each cycle, by integrating the point cloud from the combustions of the cycles preceding the current cycle.
  • a method for calculating the distance from a point to an ellipsoid is described for example in the following document: David Eberly, 2011, "Ellipsoid's Ellipsoid, Ellipsoid, a Hyperellipsoid", Geometric Tools, LLC .
  • a calculation method consists in calculating the distance d1 from the point to the ellipsoid of the same parameters a, b, c, which provides a good practical approximation of the exact distance.
  • Another possible type of calculation consists of determining the radial line joining the center of the quadric surface at the point considered, then calculating the smallest "radial" distance d2 between the point considered and the two intersections (the radial line generally intersects the two-point surface: one close, the other farther (on the other side of the center), take the distance to the nearest point.) between the quadric surface and the radial line, and to consider the smaller of the two distances d1 and d2. The distance can thus be slightly overestimated, which preserves the preventive aspect of the proposed detection.
  • This distance is an indicator of the combustion at each cycle. If the distance indicates that the point characterizing the combustion is outside the cloud, this indicates a pre-ignition, and the greater this distance, the greater the intensity of the phenomenon is important.
  • the figure 8 illustrates this distance by the size of the circles used to represent the different cycles.
  • This figure represents the CA10 as a function of the NbC cycle. We thus find an expected result, namely that more pre-ignition is triggered early in the cycle (low CA10) and more likely to be violent (large circle size).
  • the method according to the invention makes it possible to better classify these different pre-ignitions because the distance to normality is not only a function of the CA10 but of several combined variables.
  • the processing process makes it possible to associate cycles of similar CA10 with circles of different sizes, ie different intensities.
  • the two examples from the bottom of the figure 8 illustrate this phenomenon with cycles 650 and 671 selected at iso CA10 (about 374 ° V).
  • cycles 650 and 671 selected at iso CA10 (about 374 ° V).
  • the engine computer can detect the beginning of an abnormal combustion of the "pre-ignition" type in the combustion chamber. And thanks to the distance from the surface, the engine computer can detect the severity of this abnormal combustion.
  • this calculator In the event of abnormal combustion, and if the severity is proven, this calculator then initiates the actions necessary to control this combustion in order to avoid the continuation of such combustion.
  • this control of the combustion is achieved by a fuel injection at a crankshaft angle determined by the injectors 18. More specifically, the computer controls the valves 20 so that the cylinder injector concerned allows for introducing into the combustion chamber a quantity of fuel in liquid form.
  • the amount of fuel reinjected depends on the constitution of the engine and can range from 10% to 200% of the amount of fuel initially introduced into the combustion chamber.
  • the reinjected fuel serves to thwart the flame that begins to deploy during abnormal combustion. This reinjection allows either to blow this flame, or to stifle this flame by increasing the richness of the fuel mixture.
  • the fuel injected in liquid form uses the heat present around this flame to vaporize and the temperature conditions around the flame will drop by retarding the combustion of the fuel mixture and especially its auto-ignition.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP12290215.8A 2011-07-21 2012-06-29 Verfahren zur Erkennung und Charakterisierung einer anormalen Verbrennung für Verbrennungsmotoren Not-in-force EP2549087B1 (de)

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FR1102275A FR2978209B1 (fr) 2011-07-21 2011-07-21 Procede de detection et de caracterisation de combustion anormale pour moteurs a combustion interne

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EP2549087A1 true EP2549087A1 (de) 2013-01-23
EP2549087B1 EP2549087B1 (de) 2018-01-17

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US20050005908A1 (en) * 2003-05-15 2005-01-13 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
EP1828737A1 (de) 2004-12-17 2007-09-05 Institut Français du Pétrole Verfahren zur detektion von abnormaler verbrennung für verbrennungsmotor
FR2897900A1 (fr) 2006-02-28 2007-08-31 Inst Francais Du Petrole Procede de controle de la phase de combustion d'un moteur a combustion interne, notamment moteur suralimente a injection directe de type essence
US20100031924A1 (en) * 2008-08-07 2010-02-11 Ruonan Sun Method and system of transient control for homogeneous charge compression ignition (HCCI) engines
FR2952678A1 (fr) 2009-11-13 2011-05-20 Inst Francais Du Petrole Procede de detection de combustion anormale pour moteurs a combustion interne a partir de plusieurs indicateurs de la combustion
EP2325462A1 (de) * 2009-11-13 2011-05-25 IFP Energies nouvelles Verfahren zur Erfassung fehlerhafter Verbrennungen für Brennkraftmaschinen basierend auf mehreren Verbrennungsindikatoren
EP2325461A1 (de) * 2009-11-13 2011-05-25 IFP Energies nouvelles Verfahren zur Erfassung fehlerhafter Verbrennungen bei einem Verbrennungsmotor basierend auf modellierten Verteilungen von Verbrennungsindikatoren

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FR2978209A1 (fr) 2013-01-25
US20130024087A1 (en) 2013-01-24
JP2013024247A (ja) 2013-02-04
FR2978209B1 (fr) 2013-07-12
JP6085430B2 (ja) 2017-02-22
EP2549087B1 (de) 2018-01-17

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