WO2020109336A1 - Procédé et appareil de commande d'un moteur à combustion interne à l'aide d'une vitesse de rotation d'un vilebrequin - Google Patents

Procédé et appareil de commande d'un moteur à combustion interne à l'aide d'une vitesse de rotation d'un vilebrequin Download PDF

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Publication number
WO2020109336A1
WO2020109336A1 PCT/EP2019/082637 EP2019082637W WO2020109336A1 WO 2020109336 A1 WO2020109336 A1 WO 2020109336A1 EP 2019082637 W EP2019082637 W EP 2019082637W WO 2020109336 A1 WO2020109336 A1 WO 2020109336A1
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WO
WIPO (PCT)
Prior art keywords
engine
characteristic
data
fuel
crankshaft
Prior art date
Application number
PCT/EP2019/082637
Other languages
English (en)
Inventor
Rana Ali
Ben LEACH
David John Roach WILLIAMS
Original Assignee
Bp Oil International Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bp Oil International Limited filed Critical Bp Oil International Limited
Publication of WO2020109336A1 publication Critical patent/WO2020109336A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • 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
    • F02D41/1448—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 an exhaust gas pressure
    • F02D41/145—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 an exhaust gas pressure with determination means using an estimation
    • 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
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F02D2200/0612—Fuel type, fuel composition or fuel quality determined by estimation
    • 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
    • F02D2200/101—Engine speed
    • 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
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/045—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions combined with electronic control of other engine functions, e.g. fuel injection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/145—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using electrical means
    • F02P5/15—Digital data processing
    • F02P5/152—Digital data processing dependent on pinking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates but is not limited to a method, an apparatus, a computer program and/or a computer program product for controlling an operation of an internal combustion engine.
  • the invention relates but is not limited to internal combustion engines comprising a diesel engine and/or a gasoline engine.
  • Characteristics of an operation of an internal combustion engine of a vehicle may comprise information associated with a characteristic of the fuel fuelling the engine or a characteristic of an exhaust of the engine.
  • the characteristic of the fuel fuelling the engine may comprise a distillation characteristic and/or a purity of the fuel.
  • Fuel distillation characteristics must meet given tolerances within regional specifications where the fuel is sold.
  • the distillation characteristic of a fuel is determined by laboratory-based analysis, and there is currently no determination of the fuel distillation characteristic on the vehicle.
  • a tank of the vehicle may thus contain a mix of fuels with different individual fuel distillation characteristics creating an unknown resultant mixture distillation characteristic fuelling the engine.
  • the given tolerances and resultant mixture distillation characteristic may vary to such an extent that problems in the engine may occur.
  • the problems in the engine may include e.g. an increase in harmful emissions, in pre-ignition events - such as Low-Speed Pre-Ignition, LSPI, which can cause mega knock and damages to the engine - and in a frequency of maintenance checks and lubricant changes.
  • the problems in the engine may also include e.g. a decrease in efficiency and in driveability.
  • an exhaust system comprises a particulate filter to trap particulates generated by a combustion of the fuel fuelling the engine.
  • a high level of particulates may indicate an undesirable distillation characteristic of the fuel fuelling the engine.
  • the characteristic of the exhaust of the engine such as a loading of the filter with particulates, influences another characteristic of the operation of the internal combustion engine, such as a back pressure in the exhaust of the engine.
  • the back pressure in the exhaust is a factor in the operation of the internal combustion engine which impacts fuel efficiency and emissions.
  • the loading of the particulate filter can be estimated by determining the pressure drop the filter creates in the exhaust.
  • the pressure drop is usually determined using at least one dedicated pressure sensors in the vehicle exhaust.
  • the dedicated pressure sensor(s) (along with associated diagnostics and evaluation electronics) may be expensive, inaccurate and unreliable. Inaccuracies in the readings of the sensor(s) may lead to mistakes in estimations of the loading of the particulate filter, leading to unnecessary regenerations of the filter and thus an unnecessary increase in fuel consumption.
  • algorithms based on driving style, fuel consumed, time and distance may also be used to trigger unnecessary regeneration events, even when the actual loading of the particulate filter may not be requiring of such. Regeneration events use additional fuel compared to normal operation. Summary of Invention
  • Figure 1 schematically represents a flowchart that illustrates an example method in accordance with the present disclosure
  • Figure 2 schematically represents an internal combustion engine on which the method of Figure 1 may be at least performed
  • Figure 3A schematically represents a first example association between reference data and at least one reference characteristic of an operation of an engine
  • Figure 3B schematically represents a second example association between reference data and at least one reference characteristic of an operation of an engine, as well as an example association between operation data and at least one operation characteristic of an operation of an engine;
  • Figure 4A schematically represents a first example association between characteristics of an operation of an engine
  • Figure 4B schematically represents a third example association between reference data and at least one reference characteristic of an operation of an engine.
  • FIG. 5 schematically represents a flowchart that illustrates another example method in accordance with the present disclosure.
  • like reference numerals are used to indicate like elements.
  • the disclosure relates to a method for operating an internal combustion engine.
  • the engine comprises a crankshaft, and the method comprises obtaining operation data corresponding to a rotation speed of the crankshaft (such as an instantaneous rotation speed of the crankshaft of the engine, or a variation of the instantaneous rotation speed of the crankshaft of the engine, e.g. the variation including mathematical derivatives of the rotational speed).
  • the method also determines whether or not the operation data is similar to reference data corresponding to at least one reference rotation speed of the crankshaft.
  • the method estimates at least one operation characteristic of the operation of the engine - such as characteristic of the fuel fuelling the engine and/or a characteristic of an exhaust of the engine - , based on the determined similarity, using an association of the reference data with at least one reference characteristic of the operation of the engine.
  • the method may enable estimating, on the vehicle comprising the internal combustion engine, e.g. a distillation characteristic of the fuel, in some cases including, for example, a final boiling point of the fuel and/or a volatility of the fuel.
  • the estimation may be performed in real-time or near real-time.
  • the method may enable estimating the loading of the filter with particulates.
  • an action associated with the operation of the engine may be triggered, based on the estimation.
  • the method may enable modification of the operation of the engine based on the estimated characteristics of the operation of the engine, and may thus enable robust calibrations of the engine, regardless of the point of sale of the vehicle comprising the engine and/or the driving range of the vehicle comprising the engine.
  • the triggered action may cause a modification in an injection of the fuel in the engine, a modification in an ignition of the fuel in the engine, a modification in intake manifold pressure charging in the engine, a regeneration of a particulate filter of an exhaust of the engine.
  • the method may enable potential improved fuel economy through reduced regenerations of the particulate filter.
  • the triggered action may cause a modification in fuel additives or a maintenance operation of the engine (such as planning a lubricant change and/or any other manufacturer-specific on board diagnostics (OBD) measurements or interventions).
  • OBD manufacturer-specific on board diagnostics
  • the method may enable a decrease in harmful emissions, in pre-ignition events - such as Low-Speed Pre-Ignition, LSPI - and in a frequency of maintenance checks and lubricant changes.
  • the method may enable an increase in efficiency and in driveability.
  • the method may improve cold starting refinements in the fuel additives, and enable an indication to a user, such as a service light indication, e.g
  • the operation data may be obtained from a crankshaft sensor.
  • the method may enable avoiding using any expensive, inaccurate and unreliable pressure sensors in the vehicle exhaust (along with associated diagnostics and evaluation electronics).
  • Fig. 1 schematically illustrates a method for controlling an operation of an internal combustion engine 10 schematically illustrated in Fig. 2.
  • Data 13 and 15 and characteristics 14 and 16 are schematically illustrated with reference to Figures 3A, 3B, 4A and 4B and are disclosed in more detail below.
  • the engine 10 comprises a crankshaft 11.
  • the internal combustion engine 10 may comprise a diesel engine and/or a gasoline engine.
  • the engine 10 may be controlled by an engine control unit 17, ECU.
  • the method of Fig. 1 comprises:
  • the data 13 and/or the data 15 comprise data associated with an instantaneous rotation speed of the crankshaft 11 of the engine 10, e.g. as a function of a rotation angle of the crankshaft.
  • obtaining at S2 the operation data 15 may comprise receiving the operation data 15 from a crankshaft sensor 12.
  • the sensor 12 may be configured to sense the crankshaft angular position.
  • the crankshaft sensors commercially available are simple and reliable, and are configured to sense the crankshaft angular position with a high resolution, for rotation speeds of about 600 rotations/min to about 9000 rotations/min. Other rotation speeds ranges are also envisaged.
  • Knowledge of the crankshaft position to a high level of precision is required by the ECU 17, e.g. for existing engine functions based on crank angle, such as fuel injection and spark timing.
  • An instantaneous rotation speed of the crankshaft 11 maybe calculated e.g.
  • crankshaft instantaneous speed and/or acceleration is already available e.g. to the ECU 17, because the crankshaft instantaneous speed and/or acceleration may be already used for other engine functions.
  • the reference data 13 may be associated with at least one reference characteristic 14 of an operation of the engine 10.
  • the method of Fig. 1 also comprises:
  • At least one of the characteristic 14 or the characteristic 16 may comprise information associated with at least one of: a characteristic of the fuel fuelling the engine (see e.g. in Figures 3A, 4A and 4B), and/or a characteristic of an exhaust of the engine (see e.g. in Figures 3B and 4B), and/or a characteristic of a combustion chamber of the engine (see e.g. in Figure 4A).
  • the characteristic of the fuel fuelling the engine comprises at least one of a purity of the fuel, and/or a distillation characteristic of the fuel, including e.g. a volatility of the fuel and/or a final boiling point of the fuel.
  • the characteristic of the exhaust of the engine comprises at least one of a back pressure in the exhaust of the engine, and/or a loading of a particulate filter of the exhaust of the engine.
  • the characteristic of the combustion chamber of the engine comprises a number of pre- ignition events in the combustion chamber.
  • obtaining at SI the reference data 13 may comprise storing the reference data 13 in a lookup table 200 and/or in a plot 200, e.g. in a memory of the ECU 17.
  • the lookup table 200 and/or the plot 200 may reference at least one association between the reference data 13 and at least one reference characteristic 14 of the operation of the engine 10.
  • the reference data 13 (referred to as A1 to A6 in Fig. 3A) respectively correspond to the variation of the instantaneous rotation speed of the crankshaft 11.
  • the reference data 13 are also associated with at least one reference characteristic 14 of the operation of the engine 10, the at least one reference characteristic 14 comprising information (referred to as T1 to T6 in Fig. 3 A) associated with a characteristic of the fuel fuelling the engine, such as the final boiling point of the fuel.
  • the reference data 13 correspond to the instantaneous rotation speed of the crankshaft 11.
  • the reference data 13 are also associated with at least one reference characteristic 14 of the operation of the engine 10, the at least one reference characteristic 14 comprising information (see curve 14 in Fig. 3B) associated with a characteristic of the exhaust of the engine, such as the back pressure in the exhaust of the engine.
  • the final boiling point 14 of the fuel may be associated with at least one reference characteristic 14 of the operation of the engine 10, the at least one reference characteristic 14 comprising information (see Y-axis in Fig. 4A) associated with a characteristic of a combustion chamber of the engine, such as a number of pre-ignition events in the combustion chamber.
  • the reference data 13 (referred to as R1 to R6 in Fig. 4B) respectively correspond to the instantaneous rotation speed of the crankshaft 11.
  • the reference data 13 are also associated with at least one reference characteristic 14 of the operation of the engine 10, the at least one reference characteristic 14 comprising:
  • PI to P6 in Fig. 4B information associated with a characteristic of the exhaust of the engine, such as the back pressure in the exhaust of the engine;
  • FI to F6 in Fig. 4B
  • FI to F6 associated with a characteristic of the exhaust of the engine, such as the loading of a particulate filter of the exhaust of the engine
  • the method of Fig. 1 also comprises triggering, at S5, an action associated with the operation of the engine 10, based on the estimating performed at S4.
  • the action may be configured to cause at least one of: a modification in an injection of the fuel in the engine and/or a modification in an ignition of the fuel in the engine and/or an intake manifold pressure charging in the engine and/or a regeneration of a particulate filter of an exhaust of the engine and/or a modification in fuel additives and/or an indication to a user and/or a maintenance operation of the engine.
  • Other actions are envisaged.
  • the method of Fig. 1 may be performed, at least partly, by the ECU 17 of a vehicle comprising the internal combustion engine 10.
  • the ECU 17 comprises a memory and a processor, and is configured to process data in order to perform, at least partly, the method of Fig. 1.
  • obtaining at SI the reference data 13 may comprise receiving the reference data 13 from a calibration device, during a calibration of the engine 10.
  • obtaining at S 1 the reference data may comprise determining the reference data 13 based on data received from the crankshaft sensor.
  • determining the reference data 13 may comprise using machine learning.
  • determining at S3 the measure of the similarity between the reference data 13 and the operation data 15 comprises comparing the operation data 15 with the reference data 13.
  • comparing the data 13 and 15 may comprise determining a correlation between the reference data 13 and the operation data 15. Alternatively or additionally, comparing the data 13 and 15 may comprise determining a difference between the reference data 13 and the operation data 15. In some examples, determining may comprise extrapolating data and/or interpolating data.
  • determining at S3 the measure of the similarity between the reference data 13 and the operation data 15 comprises comparing the operation data 15 with the reference data 13 in the lookup table 200.
  • the operation data 15 corresponds to the reference data 13 referred to as A3.
  • determining at S3 the measure of the similarity between the reference data 13 and the operation data 15 comprises comparing the operation data 15 with the reference data 13 in the lower plot 200.
  • the operation data 15 corresponds to a curve located below the curve of the instantaneous rotation speed of the reference data 13 in Fig. 3B.
  • determining at S3 the measure of the similarity between the reference data 13 and the operation data 15 comprises comparing the operation data 15 with the reference data 13 in the lookup table 200.
  • the operation data 15 corresponds to a value located between the reference data 13 referred to as R3 and R4 in Figure 4B.
  • estimating at S4 the at least one operation characteristic 16 of the operation of the engine 10 comprises determining the at least one operation characteristic 16 from the lookup table 200 and/or the plot 200 referencing at least one association between the reference data 13 and at least one reference characteristic 14.
  • estimating the at least one operation characteristic 16 may comprise using an extrapolation and/or an interpolation from the lookup table 200 and/or the plot 200.
  • estimating at S4 the operation characteristic 16 comprises determining the operation characteristic 16, such as the final boiling point referred to as T3, corresponding to the reference data 13 referred to as A3.
  • estimating at S4 the operation characteristic 16 comprises determining the operation characteristic 16 referred to as the upper plot 16, such as the back pressure in the exhaust, by extrapolation from the reference characteristic 14 corresponding to the reference data 13.
  • estimating at S4 the at least one operation characteristic 16 of the operation of the engine 10 comprises determining the characteristics 16 as follows:
  • determining the operation characteristic may be based on machine learning.
  • the method may further comprise optionally correlating the determined at least one operation characteristic with data received from at least one of an exhaust back pressure sensor and/or a combustion pressure sensor.
  • an exhaust back pressure sensor and/or a combustion pressure sensor may not all the vehicles comprise a back pressure sensor and/or a combustion pressure sensor.
  • the lower part of the plot 200 schematically illustrates the instantaneous rotation speed of the crankshaft, as a function of the crank angle, for an engine operating at idle. Data for one cylinder only are shown in Figure 3B, although it is understood that an engine generally comprises more than one cylinders, e.g. four cylinders or more.
  • the curves 13 and 14 of Fig. 3B correspond to an engine having a clean (e.g. treated or regenerated) particulate filter.
  • the speed of the crankshaft varies significantly as a function of the crank angle.
  • the rotation speed accelerates during phases 13-1 and 13-3, corresponding to a combustion (or expansion) stroke in the engine (occurring at 0 and 180 degrees).
  • the rotation speed decelerates during phases 13.2 and 13-4, corresponding to an exhaust stroke in the engine.
  • the rates of the deceleration between the phases 13-1 and 13-2 and between the phases 13-3 and 13-4 correspond to the reference data.
  • the curve 14 in the upper part of the plot 200 schematically illustrates that the pressure in the cylinder can be considered to be approximately the same as the pre-turbine pressure.
  • the curve 14 corresponds to the reference characteristic.
  • the curves 15 and 16 of Fig. 3B correspond to an engine having a saturated particulate filter, increasing the back pressure in the exhaust of the engine. It is appreciated from the upper part of the plot 200 that increased backpressure 16 provides extra resistance to the piston during phases 15-2 and 15-4 (corresponding to an exhaust stroke in the engine). The speed deceleration during the phases 15-2 and 15-4 is greater than the speed deceleration during the phases 13-2 and 13-4, because of the increased pre-turbine pressure. As the crankshaft decelerates, the increased pre-turbine pressure causes the crankshaft to decelerate faster.
  • the rotation speed also varies more during phases 15-1 and 15-3 (corresponding to an combustion stroke in the engine) compared to the phases 13-1 and 13-3.
  • more fuel is injected in the engine.
  • the injection of more fuel in the engine results in the greater variation in the instantaneous speed during the phases 15-1 and 15-3.
  • the back pressure in the exhaust and/or the loading of the particulate filter may be estimated by determining the instantaneous variations of the rotation speed during the rotation of the crankshaft.
  • the method may comprise monitoring the instantaneous rotation speed of the crankshaft, for at least one cycle of the crankshaft, under known and stable conditions, such as for an engine operating at idle.
  • Variations of the rotation speed may be detected (such as angular accelerations and/or engine speed oscillations) and compared, as shown in Figure 3 A to reference variations for fuels of known distillation characteristics.
  • the distillation characteristic of the fuel may thus be estimated, on the vehicle, in real-time or near real time.
  • the detection of the variation of the engine speed may be enhanced by introducing a (e.g. momentary, e.g. small) change of injection and/or spark timing on at least one cycle of the engine.
  • This change of injection and/or spark timing can help accentuate the impact of the e.g. actual distillation characteristic of the fuel mixture presented to the combustion chamber on the combustion. For example, by slightly delaying the end of overall injection under fixed condition (e.g.
  • a fuel mixture with a higher final boiling point may vaporise more slowly and combust less efficiently at the end of its combustion cycle, and this can be measured by resolving the angular acceleration of the crankshaft speed compared to a reference fuel of a known distillation characteristic at that point in the cycle.
  • the change in injection can be volume as well as timing.
  • the method illustrated in Figure 5 comprises:
  • the determined characteristics may comprise triggering an action associated with an operation of the engine, based on the determining.
  • the action may be configured to cause at least one of: a modification in an injection of a fuel in the engine and/or a modification in an ignition of the fuel in the engine and/or intake manifold pressure charging in the engine and/or a regeneration of a particulate filter of an exhaust of the engine and/or a modification in fuel additives and/or an indication to a user and/or a maintenance operation of the engine.
  • the method of Fig. 5 may be performed, at least partly, by the ECU 17 of the vehicle comprising the internal combustion engine 10.

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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)

Abstract

La présente invention concerne un procédé de commande du fonctionnement d'un moteur à combustion interne comprenant un vilebrequin, le procédé comprenant les étapes consistant à : obtenir des données de référence correspondant à au moins une vitesse de rotation de référence du vilebrequin, les données de référence étant associées à au moins une caractéristique de référence du fonctionnement du moteur ; obtenir des données de fonctionnement correspondant à une vitesse de rotation du vilebrequin ; déterminer une mesure d'une similarité entre les données de référence et les données de fonctionnement ; estimer au moins une caractéristique de fonctionnement du fonctionnement du moteur, sur la base de la détermination ; et déclencher une action associée au fonctionnement du moteur, sur la base de l'estimation.
PCT/EP2019/082637 2018-11-28 2019-11-26 Procédé et appareil de commande d'un moteur à combustion interne à l'aide d'une vitesse de rotation d'un vilebrequin WO2020109336A1 (fr)

Applications Claiming Priority (2)

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GB1819344.1 2018-11-28
GBGB1819344.1A GB201819344D0 (en) 2018-11-28 2018-11-28 Method and apparatus

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
WO2023115874A1 (fr) * 2021-12-21 2023-06-29 联合汽车电子有限公司 Procédé et appareil de commande de moteur, et support de stockage et dispositif associés

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US5889203A (en) * 1996-06-27 1999-03-30 Robert Bosch Gmbh Method for determining the load signal of an internal combustion engine having external exhaust-gas recirculation
US6708104B2 (en) * 2001-07-27 2004-03-16 Detroit Diesel Corporation Engine control based on exhaust back pressure
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