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WO2002008593A1 - Determination du couple d'un moteur a combustion interne - Google Patents

Determination du couple d'un moteur a combustion interne Download PDF

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Publication number
WO2002008593A1
WO2002008593A1 PCT/DE2001/002636 DE0102636W WO0208593A1 WO 2002008593 A1 WO2002008593 A1 WO 2002008593A1 DE 0102636 W DE0102636 W DE 0102636W WO 0208593 A1 WO0208593 A1 WO 0208593A1
Authority
WO
WIPO (PCT)
Prior art keywords
ion current
torque
internal combustion
signal
function
Prior art date
Application number
PCT/DE2001/002636
Other languages
German (de)
English (en)
Inventor
Markus Ketterer
Klaus-Juergen Wald
Winfried Langer
Achim Guenther
Juergen Foerster
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2002008593A1 publication Critical patent/WO2002008593A1/fr

Links

Classifications

    • 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
    • F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
    • F02P17/12—Testing characteristics of the spark, ignition voltage or current
    • 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
    • F02D35/021—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an ionic current sensor
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque

Definitions

  • the invention relates to the estimation of the torque delivered by an internal combustion engine.
  • Modern internal combustion engines in motor vehicles are equipped with torque-controlled engine control systems.
  • the engine torque delivered by the internal combustion engine must enable a driving condition desired by the driver and ensure the operation of all components and auxiliary units.
  • the task of torque control is to set the internal torque from the combustion in the engine by means of a suitable choice of the motor control variables so that all losses due to friction, drive from
  • Auxiliary units, etc. are covered so that the torque delivered by the engine is sufficient to meet the driver's request (e.g. acceleration, maintaining speed, decelerating).
  • the position of the throttle valve is mainly adjusted electronically and / or the ignition angle is varied. Interventions in fuel metering and / or boost pressure in supercharged engines are further options. Since the drive power of the internal combustion engine is only electronically controlled in a torque-controlled system, special care must be taken when it comes to operational safety. Measures for monitoring the control of an internal combustion engine, which can also be used in the case of complete decoupling between an accelerator pedal (driver request) and the control elements which determine the engine torque, are described in DE-OS 195 36 038 (US Pat. No. 5,692,472). The actual engine torque is calculated from the engine's operating parameters, such as intake air mass, fuel air ratio lambda, ignition angle, etc.
  • a calculation of the engine torque output based on the evaluation of angular accelerations of the crankshaft is also known. This process works quite reliably for engines with a low number of cylinders. However, reliability decreases with an increasing number of cylinders.
  • Ion current measurements are based on the effect that when gases are burned, the gases involved are ionized by chemical and physical processes. If a voltage is applied to two electrodes protruding from the gas, an ion current can be measured.
  • the spark plug can be used as a measuring probe in internal combustion engines. After applying a voltage between the center electrode and ground, the ion current can be measured after the ignition spark has subsided.
  • a method and a device for detecting the ion current in internal combustion engines is known from WO 99/18350.
  • the object of the invention is to provide measures which allow reliable and cost-effective torque monitoring even in engines with gasoline direct injection in shift operation.
  • an unwanted increase in torque should be recognized when operating near zero load.
  • the invention is based on the idea of using ion current signals which can be detected in the combustion chamber of internal combustion engines for estimating the engine torque and thus for torque monitoring. Exemplary embodiments of the invention are described below with reference to the figures.
  • FIG. 1 shows a device suitable for detecting ion current signals.
  • Fig. 3 discloses a block diagram as an exemplary embodiment of the method according to the invention.
  • FIG. 1 shows an example of the arrangement of the ignition and measuring circuit for a cylinder.
  • the arrangements of the ignition and measuring circuit of other cylinders are identical for this.
  • the number 1 in FIG. 1 denotes a single spark coil with primary (L1) and secondary (L2) winding.
  • the primary winding is supplied with the battery voltage at one end.
  • the other end is connected to ground via an interrupter 2.
  • the interrupter 2 is activated via the control unit 13.
  • the high voltage end (positive polarity) of the secondary winding is via a diode 3 and a
  • High-voltage line 4 connected to a spark plug 5.
  • a current measuring means A and a voltage source 6 are connected in series.
  • the negative pole of the voltage source 6 is at ground.
  • a Zener diode 7 is connected in parallel with the current measuring means A and the voltage source 6.
  • the ignition is triggered by interrupting the primary circuit and there is a potential of several kV at the center electrode of the spark plug. After the breakdown voltage is reached, a spark current overflows Secondary winding, the diode 3, the high-voltage line 4, the spark gap of the spark plug 5 and the Zener diode polarized in passage.
  • the spark current breaks down. Because of the polarity of the voltage source 6, the diode 7 thus begins to block. As a result of the combustion of the fuel / air mixture triggered by the ignition, ions are formed in the combustion chamber. That caused by the voltage source 6
  • FIG. 1 also shows an angle encoder wheel 8 rotating at crankshaft speed, which bears markings 9, and an angle sensor 10, a segment wheel 11 rotating at camshaft speed and an associated sensor 12.
  • Segment wheel 11 and sensor 12 are used for
  • Cylinder identification The rotary movement of the angle sensor wheel coupled to the crankshaft of the internal combustion engine is converted into an electrical signal with the aid of the angle sensor 10 implemented as an inductive sensor, the periodicity of which represents an image of the periodic passing of the markings 9 on the angle sensor 10.
  • the time period between two successive increases in the signal level therefore corresponds to the time in which the crankshaft has continued to rotate over an angular range corresponding to the extent of a marking.
  • These time periods are processed in the control unit 13. 2 shows the time course of the ion current. Instead of plotting against time, the ion current could also be plotted against the crankshaft angle.
  • Fig. 2a shows an ion current curve, as it was measured with an engine at the operating point with 3000 revolutions / minute and zero load.
  • zero load describes the state in which the internal engine torque is just sufficient to maintain the speed without external load, for example in the decoupled state.
  • the 2b shows an ionic current curve as measured for the same motor at the same speed and medium load.
  • the motor applies a torque sufficient to maintain the speed despite an external load.
  • the external load corresponds here, for example, to the driving resistance of a motor vehicle at an average speed.
  • the ion current signal measured at the spark plug generally consists of two different components (load> zero), namely a flame front component (early) and a post-flame phase component (late).
  • An essential property for the invention is that the amplitude of the post-flame phase component is mainly determined by the engine load. With operation close to zero load, the amplitude is still very small or the post-flame phase component is completely absent. As the engine load increases and the engine torque increases, the amplitude increases steadily.
  • 3 shows a block diagram for the method according to the invention for estimating the torque delivered by an internal combustion engine.
  • Block 3.1 represents the combustion in the combustion chambers of the internal combustion engine.
  • Block 3.2 represents the detection of the ion current signals, for example with a device according to FIG. 1. From the ion current signals from block 3.2, a signal (feature) about the motor torque is generated in block 3.3. If an error is detected, i.e. in the event of an unexpected increase in torque, different reactions are conceivable, including triggering an emergency operation function or switching off the engine.
  • Ion current signal has a post-flame phase component within a predetermined angular range.
  • the control unit provides a measuring window for detection, within which a search is made for the post-flame phase maximum.
  • the measurement window is with respect to the
  • Crankshaft angle generated, for example, by specifying a specific number and position of teeth 9 of the encoder wheel 8.
  • the position and number of teeth can be calculated in the control unit depending on engine conditions (e.g. speed).
  • Ion current signal examined for the existence of a local maxima. If no local maximum is found [area before and after with smaller values], there is no post-flame phase component.
  • the post-flame phase component can be detected by determining the local maxima after low-pass filtering. This alternative takes advantage of the following signal properties: The part of the flame front is sometimes very jagged and sometimes has several maxima. In contrast, only low-frequency components are present in the post-flame phase component.
  • the entire ion current signal (flame front and post-flame phase component) is low-pass filtered with an adapted cut-off frequency.
  • the course of the flame front portion is smoothed and only has a local maximum.
  • the course of the post-flame phase portion is hardly influenced by the filtering.
  • the local maxima contained in the signal are determined. If only a local maximum occurs, there is no post-flame phase component.
  • the low-pass filtered signal is only evaluated within the measuring window area for the post-flame phase component.
  • an attempt is made to approximate the ion current signal by means of a para etrizable function.
  • the selected function contains or consists of one or two individual maxima (eg Gaussian functions), one of which is to represent the flame front and the other the post-flame phase component.
  • the parameters are determined by a suitable approximation method (eg method of least squares). If the function can be approximated sufficiently precisely with a single maximum, there is no post-flame phase component. Otherwise, functional approaches with two maxima are always necessary.
  • the ion current profiles are compared with stored pattern functions.
  • ion current pattern functions with different degrees of post-flame phase are stored in the control unit.
  • the sample function can be correctly aligned in time in a first step.
  • it is examined which of the correctly timed pattern functions represents the best estimate and thus approximation for the measured signal or for the strength of the post-flame phase component.
  • a torque value is assigned to each stored pattern function, so that the assignment of the measured ion current curve to a pattern function enables an at least rough estimation of the torque.

Landscapes

  • 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)
  • Testing Of Engines (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

Procédé d'estimation du couple d'un moteur à combustion interne, caractérisé en ce qu'une grandeur du couple est estimée sur la base du flux ionique détecté par un capteur de flux ionique dans la chambre de combustion du moteur à combustion interne lors de la combustion.
PCT/DE2001/002636 2000-07-26 2001-07-14 Determination du couple d'un moteur a combustion interne WO2002008593A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10036279.6 2000-07-26
DE10036279A DE10036279A1 (de) 2000-07-26 2000-07-26 Bestimmung des Drehmomentes eines Verbrennungsmotors

Publications (1)

Publication Number Publication Date
WO2002008593A1 true WO2002008593A1 (fr) 2002-01-31

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2001/002636 WO2002008593A1 (fr) 2000-07-26 2001-07-14 Determination du couple d'un moteur a combustion interne

Country Status (3)

Country Link
DE (1) DE10036279A1 (fr)
IT (1) ITMI20011585A1 (fr)
WO (1) WO2002008593A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10248488B4 (de) * 2002-04-26 2009-07-09 Mitsubishi Denki K.K. Fehlzündungserfassungsvorrichtung für einen Verbrennungsmotor

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7877195B2 (en) 2005-04-01 2011-01-25 Hoerbiger Kompressortechnik Holding Gmbh Method for the estimation of combustion parameters

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4417556A (en) * 1979-09-29 1983-11-29 Robert Bosch Gmbh Method for closed-loop control of the instant of ignition
US5676113A (en) * 1994-08-11 1997-10-14 Mecel Ab Method for ignition timing control in combustion engines
US5755206A (en) * 1996-06-03 1998-05-26 Mitsubishi Denki Kabushiki Kaisha Control method and apparatus for internal combustion engine
US20010017055A1 (en) * 2000-02-24 2001-08-30 Franz Raichle Method and device for analyzing a signal from an ion current sensor in an internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4417556A (en) * 1979-09-29 1983-11-29 Robert Bosch Gmbh Method for closed-loop control of the instant of ignition
US5676113A (en) * 1994-08-11 1997-10-14 Mecel Ab Method for ignition timing control in combustion engines
US5755206A (en) * 1996-06-03 1998-05-26 Mitsubishi Denki Kabushiki Kaisha Control method and apparatus for internal combustion engine
US20010017055A1 (en) * 2000-02-24 2001-08-30 Franz Raichle Method and device for analyzing a signal from an ion current sensor in an internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
DATABASE WPI Derwent World Patents Index; AN 1998-331497, XP002185162 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10248488B4 (de) * 2002-04-26 2009-07-09 Mitsubishi Denki K.K. Fehlzündungserfassungsvorrichtung für einen Verbrennungsmotor

Also Published As

Publication number Publication date
ITMI20011585A1 (it) 2003-01-24
DE10036279A1 (de) 2002-02-07
ITMI20011585A0 (it) 2001-07-24

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