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WO2010124699A1 - Procédé pour empêcher une combustion intempestive, apparaissant en particulier avant un instant d'allumage prédéfini, dans une chambre de combustion d'un moteur à combustion interne et dispositif de commande - Google Patents

Procédé pour empêcher une combustion intempestive, apparaissant en particulier avant un instant d'allumage prédéfini, dans une chambre de combustion d'un moteur à combustion interne et dispositif de commande Download PDF

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Publication number
WO2010124699A1
WO2010124699A1 PCT/EP2009/003078 EP2009003078W WO2010124699A1 WO 2010124699 A1 WO2010124699 A1 WO 2010124699A1 EP 2009003078 W EP2009003078 W EP 2009003078W WO 2010124699 A1 WO2010124699 A1 WO 2010124699A1
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WO
WIPO (PCT)
Prior art keywords
combustion
irregular
combustion engine
internal combustion
combustion chamber
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2009/003078
Other languages
German (de)
English (en)
Inventor
Michael Wittler
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FEV Europe GmbH
Original Assignee
FEV Motorentechnik GmbH and Co KG
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 FEV Motorentechnik GmbH and Co KG filed Critical FEV Motorentechnik GmbH and Co KG
Priority to DE112009004711T priority Critical patent/DE112009004711A5/de
Priority to PCT/EP2009/003078 priority patent/WO2010124699A1/fr
Publication of WO2010124699A1 publication Critical patent/WO2010124699A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/02—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
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/021—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
    • 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
    • F02D35/022—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using an optical sensor, e.g. in-cylinder light probe
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode
    • 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 detecting an irregular combustion occurring in front of a predetermined ignition in a combustion chamber of an internal combustion engine, a control unit, with which such a method is implemented, and an internal combustion engine with such a control unit.
  • a so-called knocking may occur in a combustion chamber of an internal combustion engine, which under a knocking uncontrolled occurring auto-ignition of a fuel-air mixture are to be understood in the combustion chamber. This can be caused by various aspects.
  • an intervention of an engine control usually in an ignition of the internal combustion engine, takes place in order to avoid the knocking of an affected combustion chamber for the subsequent combustion cycles.
  • the engine controller for the cylinder concerned adjusts an ignition angle for the next combustion cycle "late", so that the subsequent ignition of a fuel-air mixture in the affected cylinder is triggered later than in a case without knocking combustion to the knocking tendency of the cylinder to reduce.
  • an ignition point can be adjusted stepwise one direction “early” again, so as to approach the knock limit. This is an attempt to set a previous ignition timing to thereby achieve a better degree of utilization of combustion energy along with a higher performance and increased efficiency can. It is also possible in this way to adjust the ignition to different types of fuel, be it normal gasoline, premium gasoline or other fuels and mixtures thereof, which were fueled or arise in the tank and the internal combustion engine are provided.
  • the invention has for its object to improve the avoidance of uncontrolled auto-ignition occurring.
  • a method for suppressing irregular combustion occurring in a combustion chamber of an internal combustion engine, in particular a direct injection internal combustion engine, occurring in particular before a predetermined ignition time is proposed in which, after detection of the irregular combustion, a fuel quantity ⁇ causing a rich air ratio Combustion cycle is injected into the combustion chamber to prevent the irregular combustion in the combustion cycle. A flame and / or flame front underlying the irregular combustion is thereby extinguished.
  • a characteristic of an unwanted combustion is that it usually does not indicate itself in a previous combustion cycle. Therefore, the amount of fuel used to extinguish the flame is injected into the combustion chamber in the same combustion cycle in which the irregular combustion is detected.
  • the proposed method preferably complements a knock control system already described in the above prior art.
  • a combustion cycle is to be understood as a period in which an injection of fuel into a combustion chamber begins and an injection following combustion in the combustion chamber is completed. Accordingly, a combustion cycle is within a work cycle, which is to be understood as a time period which denotes a passage of the four strokes of an internal combustion engine. In a 4-stroke internal combustion engine this extends over a crankshaft angle of 720 degrees and in a 2-stroke internal combustion engine over a crankshaft angle of 360 °. In a rotary piston internal combustion engine, a corresponding division is used for the determination of a combustion cycle.
  • Irregular combustion in the sense of this invention does not include knock controllable by means of spark timing but differs therefrom. Therefore, the proposed method can also be implemented as an additional method in addition to a knock control as well as in a knock control.
  • a classification of the different Combustion phenomena and their differences as well as similarities can be traced back to "Internal Combustion Engine Fundamentals", 1988, McGraw-Hill, ISBN 0-07-028637-X, by Dr. med. John B. Heywood, in particular from the chapter "9.6 Abnormal Combustion: Knock and Surface Ignition”, in the context of this disclosure entirely on the local classification, characterization and impact of different phenomena and their distinction to ignorable by Zündzeithuiverschiebung knocking and there referenced respective influencing parameters.
  • This disclosure may be to develop details, events, and / or histories of parameters, such as a detection model based thereon, based on which detection of one or more different irregular phenomena and initiation of fuel injection to cancel the irregular Combustion is possible.
  • An irregular combustion of the type mentioned at the outset is, for example, an involuntary combustion, which may be a spark-ignited knocking phenomenon, surface ignition and / or HCCI combustion.
  • an involuntary combustion which may be a spark-ignited knocking phenomenon, surface ignition and / or HCCI combustion.
  • surface ignition a distinction can be made between a "hot spot” ignition, a deposit and oil ignition, a “run on” ignition, a “run away” ignition and a non-knocking surface ignition. All these events have in common that they can occur before a given ignition timing.
  • a "run on” ignition describes a continuation of a combustion without a spark, for example after a thermal overload due to a special knocking phenomenon.
  • a "run-away” ignition describes a transition from a spark ignition to a non-knocking surface ignition with an ever-advancing flaming, such as after a thermal overload of a combustion chamber without a special knocking phenomenon.
  • a non-knocking surface ignition describes a very early in a combustion cycle energy conversion, which means that very high cylinder pressures occur without knocking, since at the time of exceeding the knock limit already the entire energy conversion has taken place.
  • knock combustion other than irregular combustion in the sense of the invention which can occur in any gasoline engine, is to be understood as unwanted combustion, which can be caused, for example, by flame propagation deficits, residual gas pockets or local temperature peaks always occurs after a given ignition timing.
  • Phenomena of this kind are manageable by adjusting an ignition angle in the context of a knock control and therefore do not lead to any impairment in the operation of an internal combustion engine.
  • an excessively high pressure peak associated with an irregular combustion of the type mentioned above can be avoided in a combustion chamber of an internal combustion engine. This avoids damage to an affected combustion chamber.
  • an unfavorable combustion is accepted, which is accompanied by short-term increased emissions and a short-term increase in fuel consumption.
  • the fuel injection is switched off for the combustion chamber concerned for at least one subsequent combustion cycle in order to flush the combustion chamber.
  • the fuel injection is preferably switched off for two, three or more combustion cycles.
  • Flame front succeeds in some phenomena, for example, only using relatively large injection quantities.
  • the injected fuel quantity locally and / or globally in the combustion chamber causes an air ratio ⁇ of less than 0.7, for example less than 0.6, preferably 0.4 ⁇ ⁇ 0.6, in particular 0.45 ⁇ ⁇ 0.55.
  • An injection quantity as well as the type of injection may preferably depend on one or more parameters which have been recorded and by means of which it is possible, for example, to initiate a characterization and, derived therefrom, an adapted injection.
  • the unwanted combustion is detected in a measuring window, which relates a crankshaft angle range of preferably 0 0 KW after top dead center, hereinafter abbreviated to TDC, to 30 0 KW to TDC, in particular from 5 ° CA to TDC to 25 ° CA TDC covering the associated combustion cycle.
  • TDC crankshaft angle range of preferably 0 0 KW after top dead center
  • TDC 30 0 KW to TDC
  • the computational effort of a control device connected to the at least one measuring element can be kept as low as possible by storing the proposed method, for example in the form of an algorithm.
  • a further embodiment provides, for example, that for detecting an irregular combustion, a comparison between at least a first and a second parameter takes place, wherein the first parameter is predetermined and the second parameter results from at least one measured value with respect to a monitored combustion chamber.
  • the first parameter can be stored in a map, for example as a characteristic curve.
  • At least one measuring element arranged at a location of the internal combustion engine is provided for detecting the irregular combustion.
  • one measuring element can be provided for a combustion chamber.
  • at least one measuring element can be provided for at least two of the combustion chambers.
  • a structure-borne sound sensor in particular a piezoelectric sensor, is used as the measuring element, the structure-borne sound vibrations of Recognized internal combustion engine, which correspond to an irregular combustion.
  • an extended knock sensor can be used as the measuring element, which can be used as part of a knock control of an internal combustion engine.
  • conventional knock sensors are able to record a high-frequency spectrum.
  • the knock sensor with the aid of electronic filters and a digital signal processor, is able to examine the recorded signal for the typical high-frequency vibration components that are typical for knocking.
  • the knocking sensor is expanded in terms of the recording spectrum to the extent that even low-frequency events can be recorded.
  • phenomena preferably between 600 to 1200 Hz are recorded by such an extended sensor and can be evaluated by appropriate electronic filters and design of the existing signal processor designed for high-frequency oscillation components or an additional signal processor.
  • the sensor for low-frequency vibration components is arranged independently and separately from the knock sensor on the internal combustion engine.
  • a measuring element used to detect irregular combustion can generate a stochastic signal that is processed by an input filter module of a knock IC and forwarded via an interface, for example a serial interface, to a microcontroller of the control unit for evaluation and further calculation.
  • a further embodiment provides that at least one, preferably for each of the combustion chambers at least one pressure measuring element is provided as a measuring element alternatively or additionally for at least.
  • a spark plug comprising a pressure sensor can be used as the pressure measuring element.
  • a pressure sensor integrated into a glow plug is, for example, "glow plug with integrated combustion chamber pressure sensor: A key component for regulated diesel combustion", Houben et.al., lecture manuscript for the conference "The work process of the internal combustion engine", 20./2 September 2007, Graz, from "Influence of modern diesel cold start systems on the cold start, warm-up and emissions of diesel engines", Last et.al. of BERU AG as well as from “pressure sensor glow plug (PSG) for diesel engines", Houben et.al.
  • PSG pressure sensor glow plug
  • MTZ 11/2004 MTZ 11/2004, to which reference is made in its entirety in the context of the disclosure, especially with regard to lent to the measuring principle and construction of the measuring element, its areas of application, the electronics used, the connection to the control unit and the insert in the context of a start, a warm-up, an emission crown roll and a cylinder-pressure-based control of the internal combustion engine.
  • a rise above a predefinable pressure and / or a predefinable pressure increase or another predefinable parameter is detected preferably within a predefinable time window, an immediate injection of fuel is triggered, preferably without further evaluation and / or an interpretation as to whether the determined value actually exists an indication of irregular combustion.
  • immediate response can be achieved without delay by incorporating additional evaluation elements and without their response delay.
  • a development further provides that detection of irregular combustion occurs before as well as after an ignition point of a regular combustion. For example, for this purpose as well as for other observation windows it can be provided that a behavior of the combustion is simulated by setting a load point and at least a beginning, preferably also a course of a combustion is concluded, whereby with a deviation of at least one value obtained from the simulation and the resulting detection of an irregular combustion is an injection with fuel.
  • a measuring element in particular a pressure measuring element
  • a measuring element for detecting an ion current corresponding to irregular combustion and / or a measuring element for optically detecting irregular combustion.
  • the ion current can be tapped off at a correspondingly formed spark plug.
  • a force sensor can be used, which can be arranged, for example, on a spark plug or under a cylinder head screw.
  • Injection of fuel takes place.
  • a characterization of the irregular combustion directly or indirectly-also be decided that no extra fuel is injected for a particular irregular combustion. This may be the case, for example, if it results from one or more parameters that the phenomenon will not result in damage to the combustion chamber or components placed thereon.
  • the proposed method can be used in parallel to a knock control of the internal combustion engine, which preferably comprises at least one own knock sensor.
  • the proposed method can be implemented in a knock control of the internal combustion engine, which preferably comprises at least one knock sensor.
  • a knocking combustion occurring in each of the combustion chambers after the predetermined ignition point is preferably detected via the at least one knock sensor of the knock control, whereas the unintentional combustion occurring in one of the combustion chambers before the predefined ignition point is detected by means of the at least one measuring element.
  • at least one knock sensor is furthermore provided for the knock control, while for the proposed technical teaching each cylinder is assigned a pressure measuring element.
  • combustion chamber pressures of at least 200 bar associated with irregular combustion are detected directly or indirectly.
  • a deviation of an actual value for the combustion chamber pressure that already occurs early in a measuring window is detected by a predefinable setpoint value for the combustion chamber pressure, which can be used to conclude an undesired combustion.
  • a controller may be provided which controls the ignition as well as the valve train and the injection or is at least responsible for the control of individual components.
  • a control unit cooperate with a motor control, wherein the engine control transmits specifications to the control unit, but the actual control is carried out by the control unit.
  • a closed or partially opened exhaust gas recirculation valve is further opened, preferably fully open, in order to advantageously remove as many of the injected fuel as possible into the exhaust gas unburned hydrocarbons and hydrocarbons. to supply monoxide via an associated exhaust gas recirculation line to the intake side of the internal combustion engine.
  • the measuring element is designed as a pressure-measuring element. This is provided, for example, at least once per combustion chamber of the internal combustion engine.
  • the pressure measuring element can be designed as a spark plug having a pressure sensor or glow plug.
  • at least one measuring element per combustion chamber of the internal combustion engine may be provided, on which an ion stream corresponding to the unwanted combustion can be tapped off, for example in the form of a suitably designed spark plug.
  • the measuring element may be designed as a force sensor, which may be arranged, for example, on a spark plug or under a cylinder head screw.
  • 1 is a schematic representation of an internal combustion engine and an associated control unit
  • An irregular combustion in one of the cylinders is an unwanted combustion, which is accompanied, for example, by a pressure peak of at least 200 bar.
  • Irregular combustion can be a spark-ignited knocking phenomenon, surface ignition or HCCI burns.
  • surface ignition a distinction can be made between "hot spot” ignition, deposit and oil ignition, “run on” ignition, “run away” ignition and non-knocking surface ignition. All these events have in common that they occur before a given ignition timing and are to be regarded as irregular combustion in the sense of the invention.
  • the two knock sensors 26, 28 and the four pressure sensors 16, 18, 20, 22 are connected to an evaluation unit 6 of a control unit 4 assigned to the engine 2.
  • the evaluation unit 6 preferably comprises a total of four inputs for knock sensors, of which, however, only the two inputs 38, 40 are occupied, and preferably at least four inputs 28, 30, 32, 34 for pressure measuring elements.
  • Algorithms for knock control of the engine 2 are stored in the evaluation unit 6, by means of which a cylinder-specific ignition angle change with respect to a normal ignition position is determined on the basis of a combustion detected by means of one of the two knock sensors 26, 28 as knocking.
  • algorithms are stored in the evaluation unit 6 for the detection of irregular combustion. The latter algorithms are preferably implemented in the former algorithms.
  • control unit may comprise a first evaluation unit with algorithms for knock control of the internal combustion engine and a second evaluation unit with algorithms for detecting irregular combustion, the former algorithms operating in parallel with the latter algorithms.
  • the algorithms for detecting irregular combustion describe a method with which an undesired combustion occurring in front of a predetermined ignition point in one of the combustion chambers 8, 10, 12, 14 is detected, wherein after detection In such an irregular combustion, an amount of fuel causing a rich air ratio ⁇ in the same combustion cycle is injected into the combustion chamber 8, 10, 12, 14 to suppress the irregular combustion.
  • FIG. 2 illustrates a basic evaluation path 40 for the preferably electrical signals generated by the sensors, wherein a separate evaluation path 40 is provided in the evaluation unit 4 for signal evaluation of the knock sensors 36, 38 and the pressure sensors 16, 18, 20, 22.
  • a multiplexer 44 selects which sensor input is evaluated. The individual sensor signals then pass through an amplifier 46, a bandpass filter 48, a rectifier 50, an integrator 52, and finally an A / D converter 54 before going through the respective algorithms for knock control of the engine 2 or for detection of irregular combustion.
  • a multiplexer for example, by using a CAN bus or a comparable data transfer bus, it is possible to provide a simultaneous evaluation. For this purpose, various connected to the bus system elements may be provided.
  • a typical knocking combustion 52 is illustrated, which can occur as such in a gasoline engine.
  • Such phenomena which occur due to flame propagation deficits, residual gas pockets or local temperature peaks after a given ignition time, which do not impair engine operation, can be controlled "late” in a knock control by adjusting an ignition angle of an affected cylinder, ie after a sensory detection of a knocking event
  • the knock control "retards" the spark timing for the next combustion cycle so that the subsequent ignition of a fuel air mixture in the affected cylinder is triggered later than in a no-knock combustion event to reduce the cylinder's tendency to knock.
  • FIG. 4 illustrates a cylinder pressure profile 62 and a cylinder combustion curve 66 of a cylinder of a four-cylinder engine with a non-knocking surface ignition compared to the individual cylinder pressure curves 60 and cylinder combustion curves 64 of the remaining three cylinders during a respective normal combustion.
  • Such non-knock surface ignition behavior occurs when thermal surface ignition combustion continues for a few cycles.
  • the mass conversion of the affected cylinder, caused by an ignition on a hot component takes place very early in the compression stroke. Even before a pressure and temperature-dependent knock limit is exceeded, the entire mass conversion is already completed. A knocking can then no longer occur.
  • the cylinder tip pressure is far too high for the engine. It comes to an engine damage.
  • an amount of fuel is injected into the combustion chamber concerned, which locally and / or globally in the combustion chamber has an air ratio ⁇ of at most 0.7, preferably 0, for a short time. 4 ⁇ ⁇ 0.6, in particular 0.45 ⁇ ⁇ 0.55 caused.
  • the fuel injection is switched off for the combustion chamber concerned for at least one subsequent combustion cycle in order to flush the combustion chamber. The fuel injection is preferably switched off for several combustion cycles.
  • an irregular combustion is detected by a software technically implemented measurement window.
  • the computing and storage costs of the control unit 4 are advantageously kept as low as possible.
  • the irregular combustion is detected in a measurement window which belwellenwinkel Scheme of preferably 0 0 CA after TDC to 30 0 CA after TDC, par- a spa which covers from 5 ° CA to TDC to 25 0 KW TDC relative to the associated combustion cycle.
  • a control chain underlying the algorithm for detecting such an undesired combustion including a preferably piezoelectrically actuated injector of a fuel injection device assigned to the engine 2, preferably has a reaction time of at most a few ⁇ s.
  • the timing chain causes after a detection of irregular combustion, an injection of a predetermined amount of fuel into the affected combustion chamber regardless of the resulting in the combustion chamber adjusting pressure.
  • a control loop underlying the algorithm for detecting irregular combustion, including such an injector may also have a response time of at most a few ⁇ s.
  • control loop causes injection of a quantity of fuel into the combustion chamber in question to such an extent after detection of irregular combustion that, for example, a presettable value for a pressure or a temperature in the combustion chamber is established.
  • injection of fuel may also be stopped by monitoring that the irregular combustion is extinguished.

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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)

Abstract

L'invention concerne un procédé pour empêcher une combustion intempestive, apparaissant en particulier avant un instant d'allumage prédéfini, dans une chambre de combustion (8, 10, 12, 14) d'un moteur à combustion interne (2), en particulier d'un moteur à combustion interne à injection directe. Selon ce procédé, on injecte, après détection d'une combustion intempestive, une quantité de carburant entraînant un rapport air-carburant λ riche dans la chambre de combustion (8, 10, 12, 14) lors du même cycle de combustion pour empêcher la combustion intempestive. L'invention concerne également un dispositif de commande (4) comprenant au moins une unité d'évaluation (6) servant à la préparation et au traitement de signaux générés au moyen d'au moins un élément de mesure (16, 18, 20, 22, 24, 26) pour la détection d'une combustion intempestive apparaissant en particulier à un instant différant d'un instant d'allumage prédéfini dans une chambre de combustion (8, 10, 12, 14), associée au dispositif de commande, d'un moteur à combustion interne (2), un algorithme de détection de combustion intempestive étant stocké dans l'unité d'évaluation (6) qui peut être reliée à l'élément de mesure (16, 18, 20, 22, 24, 26). Le dispositif de commande comprend également un déclencheur pour une injection de carburant en cas de détection d'une combustion intempestive.
PCT/EP2009/003078 2009-04-28 2009-04-28 Procédé pour empêcher une combustion intempestive, apparaissant en particulier avant un instant d'allumage prédéfini, dans une chambre de combustion d'un moteur à combustion interne et dispositif de commande Ceased WO2010124699A1 (fr)

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PCT/EP2009/003078 WO2010124699A1 (fr) 2009-04-28 2009-04-28 Procédé pour empêcher une combustion intempestive, apparaissant en particulier avant un instant d'allumage prédéfini, dans une chambre de combustion d'un moteur à combustion interne et dispositif de commande

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DE102011080925A1 (de) 2011-08-12 2013-02-14 Bayerische Motoren Werke Aktiengesellschaft Zweifacheinspritzung zur Unterdrückung von vor einem vorgegebenen Zündzeitpunkt auftretender irregulärer Verbrennung
DE102012207904A1 (de) 2012-05-11 2013-11-14 Bayerische Motoren Werke Aktiengesellschaft Wassereinspritzung zur Unterdrückung von Vorentflammungen
DE102012010566A1 (de) * 2012-05-26 2013-11-28 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Steuern einer Kraftstoffeinspritzung in einen Verbrennungsmotor
EP2672095A4 (fr) * 2011-02-02 2014-11-05 Toyota Motor Co Ltd Dispositif de commande pour un moteur à combustion interne
DE102014018967A1 (de) 2014-12-18 2016-06-23 Daimler Ag Verfahren zum Kühlen einer Verbrennungskraftmaschine für einen Kraftwagen
EP3081913A1 (fr) 2015-04-13 2016-10-19 Piezocryst Advanced Sensorics GmbH Dispositif de mesure de pression et dispositif de protection d'un capteur de pression
DE102021118991B3 (de) 2021-07-22 2022-09-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs
FR3148624A1 (fr) * 2023-05-12 2024-11-15 Vitesco Technologies Procédé de limitation d’une aspiration d’huile dans un moteur à combustion interne

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Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2672095A4 (fr) * 2011-02-02 2014-11-05 Toyota Motor Co Ltd Dispositif de commande pour un moteur à combustion interne
US8910615B2 (en) 2011-02-02 2014-12-16 Toyota Jidosha Kabushiki Kaisha Control apparatus for internal combustion engine
DE102011080925A1 (de) 2011-08-12 2013-02-14 Bayerische Motoren Werke Aktiengesellschaft Zweifacheinspritzung zur Unterdrückung von vor einem vorgegebenen Zündzeitpunkt auftretender irregulärer Verbrennung
DE102011080925B4 (de) 2011-08-12 2021-09-30 Bayerische Motoren Werke Aktiengesellschaft Zweifacheinspritzung zur Unterdrückung von vor einem vorgegebenen Zündzeitpunkt auftretender irregulärer Verbrennung
DE102012207904A1 (de) 2012-05-11 2013-11-14 Bayerische Motoren Werke Aktiengesellschaft Wassereinspritzung zur Unterdrückung von Vorentflammungen
DE102012010566A1 (de) * 2012-05-26 2013-11-28 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Steuern einer Kraftstoffeinspritzung in einen Verbrennungsmotor
DE102014018967A1 (de) 2014-12-18 2016-06-23 Daimler Ag Verfahren zum Kühlen einer Verbrennungskraftmaschine für einen Kraftwagen
EP3081913A1 (fr) 2015-04-13 2016-10-19 Piezocryst Advanced Sensorics GmbH Dispositif de mesure de pression et dispositif de protection d'un capteur de pression
DE102021118991B3 (de) 2021-07-22 2022-09-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben einer Verbrennungskraftmaschine, insbesondere eines Kraftfahrzeugs
WO2023001420A1 (fr) 2021-07-22 2023-01-26 Bayerische Motoren Werke Aktiengesellschaft Procédé pour faire fonctionner un moteur à combustion interne, en particulier d'un véhicule à moteur
FR3148624A1 (fr) * 2023-05-12 2024-11-15 Vitesco Technologies Procédé de limitation d’une aspiration d’huile dans un moteur à combustion interne
WO2024235729A1 (fr) * 2023-05-12 2024-11-21 Vitesco Technologies GmbH Procédé de limitation d'une aspiration d'huile dans un moteur à combustion interne

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