WO2023001420A1 - Verfahren zum betreiben einer verbrennungskraftmaschine, insbesondere eines kraftfahrzeugs - Google Patents
Verfahren zum betreiben einer verbrennungskraftmaschine, insbesondere eines kraftfahrzeugs Download PDFInfo
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- WO2023001420A1 WO2023001420A1 PCT/EP2022/061690 EP2022061690W WO2023001420A1 WO 2023001420 A1 WO2023001420 A1 WO 2023001420A1 EP 2022061690 W EP2022061690 W EP 2022061690W WO 2023001420 A1 WO2023001420 A1 WO 2023001420A1
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- WIPO (PCT)
- Prior art keywords
- combustion chamber
- operating state
- knock
- knock sensor
- functional
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 329
- 238000000034 method Methods 0.000 title claims abstract description 40
- 230000001788 irregular Effects 0.000 claims abstract description 43
- 238000012937 correction Methods 0.000 claims description 42
- 238000011156 evaluation Methods 0.000 claims description 14
- 230000001419 dependent effect Effects 0.000 claims description 6
- 238000005259 measurement Methods 0.000 description 25
- 239000000203 mixture Substances 0.000 description 18
- 238000010586 diagram Methods 0.000 description 7
- 239000000446 fuel Substances 0.000 description 4
- 239000007788 liquid Substances 0.000 description 2
- 241001155433 Centrarchus macropterus Species 0.000 description 1
- 206010061218 Inflammation Diseases 0.000 description 1
- 230000001276 controlling effect Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 230000004054 inflammatory process Effects 0.000 description 1
- 230000002028 premature Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000979 retarding effect Effects 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
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
- 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
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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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
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
-
- 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
- F02P5/1525—Digital data processing dependent on pinking with means for compensating the variation of the characteristics of the pinking sensor or of the electrical means, e.g. by ageing
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
- F02D41/28—Interface circuits
- F02D2041/281—Interface circuits between sensors and control unit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/14—Timing of measurement, e.g. synchronisation of measurements to the engine cycle
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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
- F02D2400/00—Control systems adapted for specific engine types; Special features of engine control systems not otherwise provided for; Power supply, connectors or cabling for engine control systems
- F02D2400/08—Redundant elements, e.g. two sensors for measuring the same parameter
-
- 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
- F02P5/1522—Digital data processing dependent on pinking with particular means concerning an individual cylinder
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- 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 to a method for operating an internal combustion engine, in particular a motor vehicle.
- a method for controlling combustion in an internal combustion engine with at least one cylinder is known from EP 3023619 B1.
- JP H0494440 A1 and DE 41 24751 A1 respectively disclose an ignition timing control device.
- WO 2010/124699 A1 discloses a method for suppressing irregular combustion in a combustion chamber of an internal combustion engine, which occurs in particular before a predefined ignition point.
- DE 102007039036 B4 discloses a method for detecting and avoiding premature combustion events.
- An internal combustion engine is known from DE 11 2012003783 B4.
- DE 102009008248 B4 discloses a method for preventing pre-ignition in the cylinders of an internal combustion engine operated by a spark-ignition engine.
- the object of the present invention is to create a method so that an internal combustion engine, in particular of a motor vehicle, can be operated particularly advantageously.
- the invention relates to a method for operating an internal combustion engine, in particular a motor vehicle, which is preferably designed as a reciprocating piston internal combustion engine, ie as a reciprocating piston engine and is also referred to as an internal combustion engine, motor or internal combustion engine.
- the motor vehicle which is preferably designed as a motor vehicle, in particular as a passenger car, has the internal combustion engine in its fully manufactured state and by means of the internal combustion engine is drivable.
- the motor vehicle is driven by the internal combustion engine.
- the internal combustion engine has at least one first combustion chamber in which combustion processes take place during fired operation of the first combustion chamber. Provision is preferably made for the first combustion chamber to be operated in its fired mode during or during the method.
- the internal combustion engine also has at least one second combustion chamber in which combustion processes take place during fired operation of the second combustion chamber. Provision is preferably made for the second combustion chamber to be operated in its fired mode in the method.
- the respective combustion process is also referred to as combustion, or during the respective combustion process a respective combustion takes place, during which a fuel-air mixture comprising at least fuel and air and also simply referred to as a mixture is burned.
- the fuel is preferably a liquid fuel which is introduced into the respective combustion chamber during fired operation, in particular injected directly.
- the respective mixture accommodated in the respective combustion chamber is ignited in particular at an ignition time, also referred to as the ignition angle, and is subsequently burned.
- the internal combustion engine is preferably a spark-ignited internal combustion engine, in particular an Otto engine, so that, for example, the respective mixture is ignited at the respective ignition point by spark ignition, ie by means of an ignition device such as a spark plug.
- the respective combustion chamber is formed or delimited, for example, by a respective cylinder of the internal combustion engine and by a respective piston of the internal combustion engine that is accommodated in a movable, in particular translationally movable, manner in the respective cylinder.
- the piston is coupled in an articulated manner, in particular via a connecting rod, to an output shaft of the internal combustion engine, which is in particular designed as a crankshaft.
- the output shaft is rotatably mounted on the housing element, for example about an axis of rotation relative to a housing element of the internal combustion engine, with the housing element having or forming the cylinders, for example.
- the respective working cycle of the internal combustion engine preferably comprises exactly two complete revolutions, and therefore exactly 720 degrees of crank angle [°KW] of the output shaft, which is preferably designed as a crankshaft.
- the respective pistons can be moved back and forth between a respective top dead center and a respective bottom dead center, in particular in a translatory manner. Within the respective work cycle, the respective piston reaches its respective top dead center and its respective bottom dead center twice, in particular exactly twice.
- top dead center of ignition or ignition dead center ZOT
- LWOT top gas exchange dead center
- the internal combustion engine also has a first knock sensor, which is assigned to the first combustion chamber. Irregular combustions in the first combustion chamber can be detected by means of the first knock sensor. This means that irregular combustion occurring in the first combustion chamber can be detected by means of the first knock sensor.
- the internal combustion engine also has a second knock sensor assigned to the second combustion chamber, by means of which irregular combustion in the second combustion chamber, ie irregular combustion occurring in the second combustion chamber, can be detected.
- Such an irregular combustion can be, for example, a knocking combustion, which is also referred to as knocking.
- Irregular combustion can also involve pre-ignition of the mixture.
- Pre-ignition is to be understood in particular as an ignition or combustion that begins before the actual ignition point, that is to say before the targeted ignition of the mixture brought about by the ignition device.
- the internal combustion engine is operated, in particular initially, in a first operating state, which is also referred to as normal operation or normal operating state.
- a channel switchover is carried out, in which a knock controller of the internal combustion engine alternately receives a first signal provided by the first knock sensor and a first signal during a respective first period of time evaluates a second signal provided by the second knock sensor during a respective second time period, which preferably, in particular directly, follows the first time period.
- the respective signal is preferably an electrical signal.
- the knock control is, for example, an electronic computing device or is carried out by an electronic computing device, which is also referred to, for example, as an engine controller or engine control unit.
- the knock control can be a function module, also referred to simply as a module or function, of one or the aforementioned electronic computing device, by means of which the internal combustion engine is operated, in particular controlled or regulated.
- the respective ignition timing for the respective combustion chamber i.e. the respective combustion chamber, in particular within the respective working cycle, i.e. for the respective working cycle, is set by means of the knock control and thus by means of the electronic computing device.
- the respective ignition timing for the respective combustion chamber and for the respective working cycle is determined by means of the knock control Knock sensor is assigned, and is detected by means of the respective knock sensor.
- the channel switchover is to be understood in particular as meaning that the channel switchover is carried out, in particular continuously, during the first operating state.
- the channel switchover takes place within the, in particular all, running or taking place working cycles of the internal combustion engine in or during the first operating state.
- the respective first time period and the respective second time period follow one another several times and alternately, so that the time interval or the first operating state is multiple , first periods of time and a plurality of second periods of time.
- the periods of time follow one another directly, so that there is no other, third period of time between the periods of time. Furthermore, it is preferably provided that during the first period of time during which the knock control system reads out, that is to say evaluates, the first signal or the second signal is not evaluated by the knock control. Furthermore, provision is preferably made for the first signal not to be evaluated by the knock control during the second period of time during which the knock control is evaluating the second signal.
- the knock control adjusts the ignition point for the first combustion chamber, ie the first combustion chamber, depending on the evaluation of the first signal, in particular within the respective working cycle or for the respective working cycle. It is also provided that in the first operating state the knock control adjusts the ignition point for the second combustion chamber, ie the second combustion chamber, depending on the evaluation of the second signal, in particular within the respective working cycle or for the respective working cycle.
- the method switches from the first operating state to a second operating state, which also referred to as error mode or error mode.
- the non-functionality of one knock sensor or the fact that it is determined that one knock sensor is non-functional means that it is determined, for example by means of a diagnostic function, in particular the electronic computing device, that one knock sensor is not (or no longer) capable, i.e is no longer able to detect irregular combustion occurring in the combustion chamber to which the one knock sensor is assigned and/or to provide its signal, and/or the knock control system cannot (any longer) use the signal provided by the one sensor received and / or based on the signal provided by a knock sensor not (any longer) recognize whether an irregular combustion is present or not.
- one knock sensor is then non-functional, that is to say, for example, it is recognized that one knock sensor is non-functional when one knock sensor no longer provides a signal and/or the knock control no longer receives a signal from one knock sensor and/or when the a signal provided by a sensor is implausible, that is, when it is recognized that the signal provided by the one knock sensor does not (any longer) characterize the combustion processes taking place in the combustion chamber to which the one knock sensor is assigned.
- the second operating state there is no channel switching. This means that switching from the first operating state to the second operating state ends the channel switchover. This means in particular that during the second operating state the channel switchover, in particular continuously, does not take place.
- the knock control evaluates only the signal provided by the other, (still) functional knock sensor in relation to the signals provided by the knock sensors in the first operating state and, in particular, evaluated by the knock control .
- one non-functional knock sensor is the first knock sensor, also referred to as the first sensor
- the other (still) functional knock sensor is also the first knock sensor second sensor designated, second knock sensor is.
- the one knock sensor is regarded as the first knock sensor and the other knock sensor as the second knock sensor, although the reverse is of course also possible.
- the knock control evaluates only the second signal provided by the second knock sensor based on the signals provided by the knock sensors in the first operating state.
- channel switching means the following: For example, a first channel is provided, via which the first signal can be transmitted to the knock controller, in particular to an input of the knock controller, and thus can be received by the knock controller.
- a second channel is provided in addition to the first channel, via which, for example, the second signal can be transmitted to the knock controller, in particular to the input, and can be received by the knock controller.
- the first signal and the second signal are applied to the input and thus to the knock control several times alternately and consecutively, so that during the respective, first Period of time the first signal and during the respective second period of time the second signal applied to the input of the knock control, that is transmitted.
- the first channel and the second channel are alternately connected to the input, in particular in terms of signaling or signal transmission.
- This can be understood in particular as meaning that, for example, during the respective first time period the input of the knock control is connected to the first channel and disconnected from the second channel, with the input of the knock control being connected to the second channel and separated from the second channel during the respective second time period first channel is disconnected.
- This is done, for example, by means of a switching direction, by means of which the input is switched between the channels when switching channels, so that the input is connected to the first channel and disconnected from the second channel during the respective, first time period, and so that during the respective, second time period the input is connected to the second channel and isolated from the first channel.
- this takes place, for example, within the or all working cycles of the internal combustion engine running during the first operating state.
- the feature that in the second operating state the channel switchover is omitted, as a result of which the knock controller evaluates only the signal provided by the other, functioning knock sensor in relation to the signals provided by the knock sensors in the first operating state means that in In the second operating state, the knock control, in particular the input of the knock control, is connected, in particular continuously, to the second channel and separate from the first channel, i.e. it is connected to the channel via which the signal can be transmitted which is (still) transmitted by the other functional sensor can be made available or is made available, while the knock control, in particular the input of the knock control, is separated from the other channel via which the signal can be transmitted, which is or was made available by the one non-functional sensor.
- the knock control in particular the input of the knock control, is therefore connected to the second channel in the second operating state, for example and separated from the first channel, preferably during the entire second operating state or during all work cycles of the second operating state.
- the knock control in particular the input of the knock control, is switched over at least once from one of the channels to the other channel, i.e. it is disconnected from one of the channels to which the input is initially connected and to the other channel from which the input is initially disconnected, is connected.
- the knock control in particular the input of the knock control, is then switched over from the other channel to one channel, for example within the respective working cycle, that is to say it is (again) separated from the other and (again) connected to the one channel.
- the channel switchover is carried out at least once, in particular at least twice, within the respective working cycle and in particular in the first operating state. Since the channel switchover does not take place in the second operating state, it is provided in the second operating state that the channel switchover does not take place within the respective entire work cycle occurring during the second operating state or in the second operating state, it being provided in particular that during the or all In the working cycles of the internal combustion engine that occur in the second operating state, the channel switchover is completely omitted, so that, based on the aforementioned example, in the second operating state, i.e.
- the knock control in particular the input of the knock control, is continuously or uninterruptedly connected to the second channel and from is and remains separate from the first channel, so that in particular during the second operating state, in particular completely or continuously or without interruption, connecting the knock control, in particular the input ngs the knock control, with the first channel omitted.
- the method also provides that in the second operating state the knock control adjusts the ignition point for the (second) combustion chamber, which the other, functional (Second) knock sensor is assigned.
- the knock control adjusts the ignition timing for the (first) combustion chamber, to which the one, non-functional (first) knock sensor is assigned, depending on the evaluation of the (second) signal provided by the other, functional (second) knock sensor.
- the other knock sensor that is to say its signal, is used to set the respective ignition timing and for the respective working cycle both for the first combustion chamber and for the second combustion chamber.
- the ignition timing for the first combustion chamber and the ignition timing for the second combustion chamber are adjusted as a function of the one non-functional knock sensor, i.e. in particular as a function of the signal of the one non-functional knock sensor remain under.
- the method according to the invention switches from the first operating state to the second operating state switched and thus canceled the channel switching. Flier this can the knock control based on the (still) functional, other knock sensor, that is, based on the signal that is provided by the other, functional knock sensor and received by the knock control, any irregular Combustion, such as knocking and in particular pre-ignition, is detected both in the combustion chamber and in the second combustion chamber and counteract such irregular combustion accordingly, in particular by retarding the respective ignition timing.
- the method according to the invention thus makes it possible on the one hand to avoid damage to the internal combustion engine and on the other hand the method according to the invention makes it possible to continue to provide a sufficiently high engine torque even if one of the knock sensors fails.
- the method uses the knock sensor that is still available, i.e. still functional, to detect irregular combustion both in the combustion chamber to which the other still functional sensor is assigned and in the combustion chamber to which the one non-functional knock sensor is actually assigned.
- one embodiment of the invention provides that in the first operating state there is no adjustment of the ignition point for the first combustion chamber dependent on the second signal and no adjustment of the ignition point for the second combustion chamber dependent on the first signal omitted.
- the first knock sensor in the first operating state is assigned exclusively to the first combustion chamber in relation to the combustion chambers
- the second knock sensor is assigned exclusively to the second combustion chamber in relation to the combustion chambers.
- a further embodiment is characterized in that in the second operating state the setting of the ignition point for the (second) combustion chamber to which the other, functional (second) knock sensor is assigned includes that the ignition point for the (second) combustion chamber to which the another functional (second) knock sensor is assigned, is retarded in relation to an initial value by a correction value also referred to as the first correction value.
- a correction value also referred to as the first correction value.
- the setting of the ignition timing for the (first) combustion chamber to which the one, non-functional (first) knock sensor is assigned includes the ignition timing for the (first) combustion chamber to which which is assigned a non-functional (first) knock sensor, is retarded by a second correction value in relation to a second output value.
- the initial values can be the same or different from each other.
- the correction values can be the same, or preferably the correction values are different from each other.
- the second correction value is determined as a function of the first correction value.
- the second combustion chamber and the still functional second knock sensor assigned to the second combustion chamber are used as a guidance system in order to reliably avoid unwanted, irregular combustion both in the second combustion chamber and in the first combustion chamber associated first knock sensor has failed.
- a further embodiment is characterized in that the second correction value is set greater than the first correction value, and is therefore greater.
- the internal combustion engine has at least one third combustion chamber in which combustion processes take place during fired operation of the third combustion chamber.
- the previous and following statements regarding the first combustion chamber and the second combustion chamber can also be easily applied to the third combustion chamber and vice versa.
- the other (second) knock sensor that is functional in the second operating state is also assigned to the third combustion chamber, so that irregular combustion can also be detected in the third combustion chamber by means of the other (second) sensor that is functional in the second operating state and also in the first operating state.
- the knock control depending on the evaluation of the other, in the second operating state and also in the first operating state functional (second) sensor provided (second) signal an ignition point for the third combustion chamber and in particular for the respective working cycle.
- the knock control adjusts the ignition timing for the third combustion chamber as a function of the evaluation of the (second) signal provided by the other (second) knock sensor that is functional in the second operating state and also in the first operating state, to which the other, in the second operating state and also in the first operating state functional (second) knock sensor is assigned.
- a further embodiment is characterized in that in the second operating state the setting of the ignition point for the third combustion chamber, to which the other (second) knock sensor that is functional in the second operating state and also in the first operating state is assigned, includes that the ignition point for the third combustion chamber, to which the other (second) knock sensor that is functional in the second operating state and also in the first operating state is assigned, is retarded by a third correction value in relation to a third output value.
- the third output value can correspond to the first output value and/or the second output value, or the third output value is different from the first and/or second output value.
- the third correction value corresponds to the first correction value and/or the second correction value, or the third correction value is different from the first and/or second correction value.
- a mean value in particular the arithmetic mean, is derived from the first correction value and the third correction value , is calculated.
- the calculated mean value is used as the second value.
- the aforesaid guidance system now also includes, for example, the third combustion chamber, as a result of which irregular combustion in the first combustion chamber can be reliably avoided.
- the second correction value is set greater than the mean value, and therefore is.
- Flierzu for example, on the Mean adds a distance value, also known as an offset or offset value, so that the second correction value is greater than the mean.
- the invention is also based on the finding that irregular combustion in the form of pre-ignition is very loud and is therefore very noticeable acoustically and/or leads to strong structure-borne noise.
- the structure-borne noise runs at least almost through the entire housing element, also referred to as the motor housing. If, for example, pre-ignition occurs in the first combustion chamber whose assigned first knock sensor has failed, such pre-ignition, which is particularly harmful to the internal combustion engine, can be detected according to the invention by means of the second knock sensor assigned to the combustion chamber and preferably also to the third combustion chamber , since in the second operating state and in particular during the or all working cycles of the internal combustion engine occurring in the second operating state, the channel switchover, in particular continuously, is omitted.
- the knock control would not be able to recognize a pre-ignition taking place in the first combustion chamber and therefore not react to such a pre-ignition taking place in the first combustion chamber, since the channel switchover means that the knock control is also active in the second operating state would be connected to the first port at least during a period of time during which pre-ignition occurs in the first combustion chamber.
- the knock control is connected to the first and thus to the first knock sensor and from the second channel or from the second If the knock sensor were disconnected, the knock control would not recognize the pre-ignition taking place in the first combustion chamber.
- this can now be prevented by the fact that the channel switchover is omitted in the second operating state, so that in the second operating state and in particular during the or all working cycles of the internal combustion engine taking place in the second operating state, the knock control or its input with the second channel or with the second knock sensor is connected, so that the knock control can detect any irregular combustion, such as in particular inflammation, both in the first combustion chamber and in the second combustion chamber, since by means of the second, (still) functional knock sensor both in the first combustion chamber and in the second combustion chamber any ongoing pre-ignitions can be detected or are detected.
- the knock control can thus react accordingly to any pre-ignition occurring in the second combustion chamber as well as any pre-ignition occurring in the first combustion chamber in the second operating state and set the ignition point in such a way, in particular late, that after pre-ignition has occurred in the respective combustion chamber at least during one or more subsequent work cycles, there is no further occurrence of irregular combustion. Irregular combustion can thus be avoided without reducing the engine torque or at least reducing it excessively.
- Fig. 1 is a schematic representation of an internal combustion engine of a
- Fig. 2 is a diagram showing a pressure curve in a combustion chamber
- Fig. 3 is a block diagram illustrating a method for
- the internal combustion engine 1 shows a schematic representation of an internal combustion engine 1 designed as a fluid piston engine and also referred to as an internal combustion engine or motor, of a motor vehicle preferably designed as a motor vehicle, in particular as a passenger car.
- the internal combustion engine 1 has at least or exactly four combustion chambers 2a-d.
- the internal combustion engine 1 has a housing element 3, also referred to as a motor housing.
- the respective combustion chamber 2a-d is delimited or formed by a respective cylinder 4a-d, which is formed by the housing element 3 in each case.
- a respective piston is accommodated in a translationally movable manner, so that the respective combustion chamber 2a-d is formed by the respective cylinder 4a-d and the respective piston accommodated in a translationally movable manner in the respective cylinder 4a-d is limited.
- the respective piston is coupled via a respective connecting rod in an articulated manner to an output shaft of the internal combustion engine 1 embodied as a crankshaft 5 .
- the crankshaft 5 is mounted on the housing element 3 such that it can rotate about an axis of rotation relative to the housing element 3 .
- the respective combustion chamber 2a-d can be operated in a fired mode.
- a combustion process also referred to as combustion, takes place within a respective working cycle of the internal combustion engine 1, in which a fuel-air mixture, also referred to simply as a mixture, is ignited at an ignition point and thereby burned.
- the mixture includes air and, in particular, a liquid fuel.
- the mixture is preferably ignited by means of an ignition device, ie externally ignited.
- the internal combustion engine 1 is preferably a spark-ignited internal combustion engine, in particular an Otto engine.
- the respective working cycle of the internal combustion engine 1 includes exactly two complete revolutions of the crankshaft 5, and therefore a crank angle of 720°.
- the mixtures received in the combustion chambers 2a-d are ignited one after the other, i.e. consecutively, in particular in such a way that within the respective working cycle, first the mixture in the combustion chamber 2a, then the mixture in the combustion chamber 2c, then the mixture in the Combustion chamber 2d and then the mixture in the combustion chamber 2b is ignited.
- the ignition sequence of internal combustion engine 1 is:
- the internal combustion engine 1 also includes at least or exactly two knock sensors 6 and 7.
- the knock sensor 6 is also referred to as the first knock sensor or first sensor, and the knock sensor 7 is also referred to as the second knock sensor or second sensor.
- the knock sensor 6 is assigned to the combustion chambers 2a, b, it being possible for the knock sensor 6 to detect irregular combustion in the combustion chambers 2a, b.
- the knock sensor 7 is assigned to the combustion chambers 2c, d, and irregular combustion in the combustion chambers 2c, d can be detected by means of the knock sensor 7.
- FIG. 2 shows a diagram with 8 crank angle degrees (°CA) plotted on the abscissa.
- a pressure also referred to as combustion chamber pressure or cylinder pressure
- is plotted on the ordinate 9 of the diagram shown in FIG prevails or can prevail, for example, within the respective work cycle in the respective combustion chamber 2a-d.
- the diagram shown in FIG. 2 includes a curve 10, which is also referred to as a pressure curve, cylinder pressure curve or combustion chamber pressure curve.
- the profile 10 is a profile of the pressure prevailing in the respective combustion chamber 2a-d that takes place or occurs within the respective working cycle.
- Two measurement windows 11 and 12 are entered in the diagram shown in FIG.
- the measurement window 11 is also referred to as the pre-measurement window
- the measurement window 12 is also referred to as the main measurement window.
- the peak measurement window begins within the respective working cycle after the ignition top dead center (ZOT) occurring within the respective working cycle.
- ZOT ignition top dead center
- the peak measurement window starts at 20° after the top dead center of ignition.
- the peak measurement window extends, in particular continuously, over a 60° crank angle.
- the pre-measurement window starts earlier than the main measurement window within the respective work cycle and can end within the respective work cycle at a crank angle degree at which the main measurement window begins, or the measurement windows 11 and 12 partially overlap.
- the measurement window 11 also referred to as the pre-ignition measurement window, ends before the peak measurement window (measurement window 12), so that there is a particular time gap between the measurement windows 11 and 12. It is therefore conceivable that measurement windows 11 and 12 directly adjoin one another, that measurement windows 11 and 12 overlap one another, and that a particular time gap is provided between measurement windows 11 and 12, so that measurement window 11 ends before measurement window 12 begins.
- the knock measurement window extends in a first area of the respective working cycle, with irregular combustion in the form of knocking occurring or being able to occur in the first area, for example.
- the pre-measuring window extends, for example, in or over a respective, second area of the respective working cycle, with irregular combustion, in particular in the form of pre-ignition, occurring or being able to occur, for example, in the respective, second area.
- knocking can be detected by means of knock sensors 6 and 7 in the first area or in the pre-measuring window
- pre-ignition can be detected by means of knock sensors 6 and 7 in the second area or in the pre-measuring window.
- FIG. 3 shows a block diagram, on the basis of which a method for operating internal combustion engine 1 is described below.
- internal combustion engine 1 in particular initially and/or during a first time interval and preferably continuously, means uninterrupted, operated in a first operating state, which is also referred to as the normal operating state.
- the first operating state comprises a plurality of directly consecutive or subsequent working cycles of the internal combustion engine 1.
- a plurality of working cycles of the internal combustion engine 1 directly following one another i.e. directly consecutive working cycles.
- a channel switchover is carried out, in which a knock controller 13 of the internal combustion engine 1, shown particularly schematically in Fig evaluates a second signal provided by the second knock sensor during a respective second period of time. Provision is made in particular for the channel switchover to be carried out at least once in the first operating state and thereby within the respective working cycle of the internal combustion engine 1 taking place or running during the first operating state. In the exemplary embodiment shown in the figures, channel switching is carried out at least or exactly twice in the first operating state and within the respective working cycle of internal combustion engine 1 running during the first operating state.
- knock control 13 in particular an input of knock control 13, is connected to a first channel, via which knock control 13 can receive the first signal from knock sensor 6, and from a second channel, via which knock control 13 can receive the second signal from the Knock sensor 6 can detect separately.
- knock control 13 or its input is disconnected from the first channel and connected to the second channel as part of channel switching, whereupon knock control 13 or its channel is disconnected from the second channel again and connected to the first channel.
- knock control 13 can initially detect any irregular combustion taking place in combustion chamber 2a.
- Knock control 13 can then use the second signal or by means of second knock sensor 7 or second knock sensor 7 to detect any irregular combustion taking place in combustion chambers 2c, d.
- Knock control 13 can then again use the first signal, that is, via first knock sensor 6, to detect any irregular combustion taking place in combustion chamber 2b.
- first knock sensor 6 the knock control 13 depending on the evaluation of the first signal, the respective Ignition timing for the combustion chambers 2a, b adjusts, and the knock control adjusts the respective ignition timing for the combustion chambers 2c, d depending on the evaluation of the second signal.
- the channel changeover in the first operating state is thus carried out within the or all working cycles of the internal combustion engine 1 occurring in the first operating state.
- the internal combustion engine 1 switches from the first operating state to a second operating state, the second operating state also being referred to as faulty operation or faulty operating state.
- the internal combustion engine 1 is operated in the second operating state, for example, during a second time interval which follows the first time interval and in particular directly follows the first time interval, in particular continuously and thus without interruption. Provision is preferably made here for the second operating state to include a plurality of working cycles of the internal combustion engine 1 , in particular directly following one another or one after the other. This means that during the second time interval or in the second operating state, several working cycles of the internal combustion engine 1, in particular directly consecutive ones, take place or take place.
- the knock controller 13 sets the ignition timing for the combustion chambers 2c, d to which the functional, second knock sensor 7 is assigned, depending on the evaluation of the second signal provided by the functional, second knock sensor 7 is.
- the knock controller 13 also adjusts the respective ignition timing for the combustion chambers 2a, b, to which the non-functional, first knock sensor 6 is assigned.
- the setting of the ignition point for the combustion chambers 2c, d, to which the functional, second knock sensor 7 is assigned includes, for example, that the respective ignition point for the combustion chambers 2c, d in relation to a respective, first output value by a respective, first Correction value is adjusted after late, especially within the respective working cycle. It is preferably provided that in the second operating state the setting of the ignition timing for the combustion chambers 2a, b includes the ignition timing for the combustion chambers 2a, b being retarded by a respective second correction value in relation to a respective second starting value, especially within the respective work cycle.
- the respective, second correction value is preferably determined as a function of the respective, first correction value. This is done, for example, in such a way that the respective first correction value is added to the respective first output value and the respective second correction value is added to the respective second output value.
- a mean value in particular the arithmetic mean
- the respective, second correction value by which the respective ignition point for the combustion chambers 2a, b is retarded in the second operating state, is determined as a function of the mean value, in particular in such a way that the respective, second correction value, by which the respective Ignition timing for the combustion chambers 2a, b is retarded, greater than the calculated mean value is set.
- a distance value also referred to as an offset value
- the respective second correction value is calculated from the mean value and the distance value, by which the respective ignition point for the combustion chambers 2a, b in is retarded after the second operating state.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Signal Processing (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Electrical Control Of Ignition Timing (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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KR1020247005827A KR20240038033A (ko) | 2021-07-22 | 2022-05-02 | 내연기관, 특히 자동차의 내연기관의 작동 방법 |
CN202280051241.1A CN117677765A (zh) | 2021-07-22 | 2022-05-02 | 用于运行尤其是机动车的内燃机的方法 |
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DE102021118991.8A DE102021118991B3 (de) | 2021-07-22 | 2021-07-22 | Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs |
DE102021118991.8 | 2021-07-22 |
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WO2023001420A1 true WO2023001420A1 (de) | 2023-01-26 |
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PCT/EP2022/061690 WO2023001420A1 (de) | 2021-07-22 | 2022-05-02 | Verfahren zum betreiben einer verbrennungskraftmaschine, insbesondere eines kraftfahrzeugs |
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KR (1) | KR20240038033A (de) |
CN (1) | CN117677765A (de) |
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WO (1) | WO2023001420A1 (de) |
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DE4124751A1 (de) | 1990-08-09 | 1992-02-13 | Mitsubishi Electric Corp | Zuendzeitpunktregelvorrichtung mit einem klopfen-sensor fuer eine brennkraftmaschine |
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EP3023619B1 (de) | 2014-11-04 | 2020-08-19 | Bayerische Motoren Werke Aktiengesellschaft | Anpassung der fluidmenge des systems zur zusatzeinspritzung eines verbrennungsmotors an das signal der klopfregelung |
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US4793310A (en) | 1987-12-03 | 1988-12-27 | Mitsubishi Denki Kabushiki Kaisha | Electronic ignition control apparatus including knocking control |
JP3715868B2 (ja) | 2000-06-15 | 2005-11-16 | 三菱電機株式会社 | 内燃機関のノック制御装置 |
-
2021
- 2021-07-22 DE DE102021118991.8A patent/DE102021118991B3/de active Active
-
2022
- 2022-05-02 CN CN202280051241.1A patent/CN117677765A/zh active Pending
- 2022-05-02 WO PCT/EP2022/061690 patent/WO2023001420A1/de active Application Filing
- 2022-05-02 KR KR1020247005827A patent/KR20240038033A/ko unknown
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DE4124751A1 (de) | 1990-08-09 | 1992-02-13 | Mitsubishi Electric Corp | Zuendzeitpunktregelvorrichtung mit einem klopfen-sensor fuer eine brennkraftmaschine |
JPH0494440A (ja) | 1990-08-09 | 1992-03-26 | Mitsubishi Electric Corp | 内燃機関の点火時期制御装置 |
DE19946346A1 (de) * | 1999-09-28 | 2001-03-29 | Bosch Gmbh Robert | Verfahren zur Klopferkennung |
DE102007039036B4 (de) | 2006-08-24 | 2017-02-02 | Avl List Gmbh | Verfahren zur Erkennung und Vermeidung von verfrühten Verbrennungsereignissen |
DE102009008248B4 (de) | 2009-02-06 | 2010-11-18 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Verfahren zur Verhinderung von Vorentflammungen in Zylindern einer ottomotorisch betriebenen Brennkraftmaschine |
WO2010124699A1 (de) | 2009-04-28 | 2010-11-04 | Fev Motorentechnik Gmbh | Verfahren zur unterdrückung einer insbesondere vor einem vorgegebenen zündzeitpunkt auftretenden irregulären verbrennung in einem brennraum einer verbrennkraftmaschine und steuergerät |
DE112012003783B4 (de) | 2011-09-12 | 2015-09-24 | Kabushiki Kaisha Toyota Chuo Kenkyusho | Brennkraftmaschine und Verfahren zur Herstellung derselben |
EP3023619B1 (de) | 2014-11-04 | 2020-08-19 | Bayerische Motoren Werke Aktiengesellschaft | Anpassung der fluidmenge des systems zur zusatzeinspritzung eines verbrennungsmotors an das signal der klopfregelung |
DE102019102867A1 (de) * | 2018-02-08 | 2019-08-08 | Ford Global Technologies, Llc | Verfahren und System für Klopfsensordiagnose |
DE102019126090A1 (de) * | 2018-09-27 | 2020-04-02 | Avl List Gmbh | Verfahren zur Funktionsüberprüfung einer Temperatursensor-Anordnung |
DE102019131107A1 (de) * | 2018-11-19 | 2020-05-20 | Ford Global Technologies, Llc | Verfahren und system zum erlernen von beiträgen von motorklopfhintergrundgeräuschen für einen motor mit variablem hubraum |
Also Published As
Publication number | Publication date |
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CN117677765A (zh) | 2024-03-08 |
KR20240038033A (ko) | 2024-03-22 |
DE102021118991B3 (de) | 2022-09-22 |
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