EP2166214A1 - Method for detecting abnormal combustion in an internal combustion engine - Google Patents
Method for detecting abnormal combustion in an internal combustion engine Download PDFInfo
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- EP2166214A1 EP2166214A1 EP09290618A EP09290618A EP2166214A1 EP 2166214 A1 EP2166214 A1 EP 2166214A1 EP 09290618 A EP09290618 A EP 09290618A EP 09290618 A EP09290618 A EP 09290618A EP 2166214 A1 EP2166214 A1 EP 2166214A1
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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
- 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
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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
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
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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
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
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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
- F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
- F02D35/024—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure using an estimation
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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
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
Definitions
- the present invention relates to the field of controlling the combustion phase of an internal combustion engine.
- the present invention relates to a method for detecting an abnormal combustion of the pre-ignition type at low speed and high load in a combustion chamber of such an engine.
- This type of engine comprises at least one cylinder having a combustion chamber defined by the inner side wall of the cylinder, the top of the piston which slides in this cylinder and the cylinder head.
- a fuel mixture is contained in this combustion chamber and undergoes a compression step and a combustion step under the effect of a controlled ignition, by a candle, these steps being grouped under the term "combustion phase" in the following description.
- the first combustion is the result of the propagation of the combustion of a compressed fuel mixture during a preliminary stage of compression of the engine. This combustion normally propagates along a flame front from the spark generated at the spark plug and does not risk damaging the engine.
- Another type of combustion is a knocking combustion, which results from undesirable self-ignition in the combustion chamber.
- the spark plug is actuated to allow ignition of this fuel mixture.
- the spark plug Under the effect of the pressure generated by the piston and the heat released by the beginning of the combustion of the fuel mixture, there is a sudden and localized auto-ignition of a part of the compressed carburetted mixture, before it arrives. the flame front resulting from the ignition of the fuel mixture by the candle.
- This mechanism called rattling, leads to a local increase in pressure and temperature and can cause, in case of repetitions, destructive effects on the engine and mainly at the piston.
- Another type of combustion is an abnormal combustion due to a pre-ignition of the fuel mixture before the spark ignites ignition of the fuel mixture present in the combustion chamber.
- This abnormal combustion affects the engines that are the result of a "miniaturization” operation, better known as “downsizing”.
- This operation aims to reduce the size and / or the engine displacement while maintaining the same power and / or the same torque as conventional engines.
- this type of engine is mainly gasoline type and is highly supercharged.
- This abnormal combustion is carried out at high loads, and generally at low operating speeds of the engine, when the timing of the combustion of the fuel mixture can not be optimum because of the rattling.
- an abnormal combustion start can occur, sporadically or continuously, well before the moment when ignition of the fuel mixture by the candle is achieved .
- This combustion is characterized by a first phase of flame propagation that is wedged too early compared to that of a conventional combustion. This propagation phase can be interrupted by a self-ignition that will affect a large part of the fuel mixture present in the combustion chamber, much larger than in the case of rattling.
- pre-ignition In the case where this abnormal combustion occurs repeatedly, engine-cycle engine-cycle, and is carried out from a hot spot of the cylinder for example, it is called “pre-ignition”. If this combustion occurs in a violent, random and sporadic way, it is called “snap” or “rumble” (“pre-ignition”)
- the general methodology for treating these abnormal combustions is schematized on the figure 1 , with initially a phase of prevention (PP) to limit as much as possible the chances of occurrence of the phenomenon, then a phase of detection (PD) when the prevention was not enough to avoid the phenomenon, to determine if yes or not it is necessary to intervene in the same cycle where the pre-ignition was detected, by means of a corrective phase (PC).
- PP phase of prevention
- PD phase of detection
- the detection phase includes a signal acquisition phase and then a signal processing phase to detect the appearance of the high-load pre-ignition, to characterize it and to quantify it.
- the detection thus made does not make it possible to act during the very cycle of the detection. Corrective actions of this type of pre-ignition can therefore be performed only after the occurrence of such a phenomenon, which can seriously affect the integrity of the engine.
- FR 2,897,900 The method described in the patent is also known.
- FR 2,897,900 According to this method, it is possible to act more quickly after the detection of the pre-ignition: one is able to act during the same cycle as the detection cycle of the phenomenon.
- the threshold signal is previously calculated, that is to say before the operation of the engine, and then stored in data tables of the computer, called maps.
- the subject of the invention relates to an alternative method for detecting in real time the occurrence of a high-load pre-ignition phenomenon (of the rumble type), of characterizing it and of quantifying it, with the devices and systems commonly used in engines, so as to take measures to avoid it in the further operation of the engine, during the same cycle as that of detection.
- This detection and quantification can be performed at each crank angle.
- the method relies on a processing of a cylinder pressure measurement combined with a cylinder pressure modeling.
- the physical model can describe the evolution of the pressure in the cylinder as a function of the inlet pressure and the volume of the combustion chamber of the cylinder.
- the course of the abnormal combustion can be controlled by introducing into the combustion chamber an agent containing fuel, water, or carbon dioxide.
- the progress of the abnormal combustion can also be controlled by lowering the pressure inside the combustion chamber (14).
- it is still possible to control the progress of the abnormal combustion by opening at least one additional valve to reduce the pressure inside the combustion chamber (14).
- it is possible to control the unfolding the abnormal combustion by opening at least one of the valves (24, 30) to lower the pressure inside the combustion chamber (14).
- the magnitude may be a cylinder pressure gradient.
- a supercharged spark ignition internal combustion engine in particular of the gasoline type, comprises at least one cylinder 12 with a combustion chamber 14 inside which combustion of a mixture of supercharged air and fuel.
- the cylinder comprises at least one pressurized fuel supply means 16, for example in the form of a fuel injector 18 controlled by a valve 20, which opens into the combustion chamber, at least one intake means of 22 with a valve 24 associated with an intake manifold 26 terminating in a plenum 26b (not shown in the figure), at least one exhaust gas exhaust means 28 with a valve 30 and an exhaust manifold 32 and at least one ignition means 34, such as a spark plug, which makes it possible to generate one or more sparks making it possible to ignite the fuel mixture present in the combustion chamber.
- a fuel injector 18 controlled by a valve 20
- a valve 24 associated with an intake manifold 26 terminating in a plenum 26b (not shown in the figure)
- at least one exhaust gas exhaust means 28 with a valve 30 and an exhaust manifold 32
- at least one ignition means 34 such as a spark plug
- the pipes 32 of the exhaust means 28 of this engine are connected to an exhaust manifold 36 itself connected to an exhaust line 38.
- a supercharging device 40 for example a turbocharger or a positive displacement compressor, is placed on this exhaust line and comprises a drive stage 42 with a turbine swept by the exhaust gas flowing in the exhaust line and a compression stage 44 which makes it possible to admit an intake air under pressure in the combustion chambers 14 through the intake manifolds 26.
- the engine comprises means 46a for measuring the cylinder pressure, arranged within the cylinder 12 of the engine.
- These measuring means are generally constituted by a pressure sensor which makes it possible to generate a signal representative of the evolution of the pressure in a cylinder.
- the engine comprises means 46b for measuring the intake pressure, arranged in the plenum 26b.
- These measuring means are generally constituted by an absolute pressure sensor, of piezoelectric type, which makes it possible to generate a signal representative of the evolution of the admission pressure in the intake plenum.
- the motor also comprises a computing and control unit 48, called a motor-calculator, which is connected by conductors (for some bi-directional) to the different organs and sensors of the motor so as to be able to receive the different signals emitted by these sensors, such as the temperature of the water or the temperature of the oil, to treat them by calculation and then to control the organs of this engine to ensure its proper functioning.
- a computing and control unit 48 called a motor-calculator
- the spark plugs 34 are connected by conductors 50 to the engine computer 48 so as to control the moment of ignition of the fuel mixture
- the cylinder pressure sensor 46a is connected by a line 52 to the same engine computer to send it the signals representative of the evolution of the pressure in the cylinder
- the control valves 20 of the injectors 18, are connected by conductors 54 to the computer 48 to control the injection of fuel into the combustion chambers.
- the means 46b are also connected by a line 53 to the motor calculator 48.
- the method according to the invention makes it possible to detect the occurrence of a high-load pre-ignition phenomenon (of the rumble type), to characterize it and to quantify it. This detection and quantification can be performed at each crank angle.
- V ( ⁇ ) volume law of the engine
- V ( ⁇ ) is the relation which links the volume of the combustion chamber to the angle of rotation of the crankshaft ⁇ . This law is a function of the geometric characteristics of the engine (stroke, bore, volumetric compression ratio, connecting rod length).
- the dead volume Vm corresponds to the minimum volume of the chamber (at Top Dead Center).
- V PMB the volume of the combustion chamber at the Low Dead Point, that is to say the maximum volume, which is reached twice in the cycle (a first time at the end of the admission phase, and a second time at the end of the relaxation phase).
- the volume law V ( ⁇ ) of the motor is known.
- the pressure during the intake phase is also known thanks to the means 46b for measuring the intake pressure.
- the exponent n called the polytropic exponent, is also known.
- the measurement of the cylinder pressure P m ( ⁇ ) is carried out from the means 46a for measuring the cylinder pressure. Cylinder instrumentation for pressure measurement is becoming more common on vehicles.
- the measured cylinder pressure P m ( ⁇ ) is compared to the modeled cylinder pressure P e ( ⁇ ) .
- This comparison can be made at each crank angle. This makes it possible to detect very quickly the slightest difference in cylinder pressure measured with respect to the theoretical (modeled) cylinder pressure. By making this comparison, on several angles crankshaft, we can characterize this difference: the gap can increase slowly, rapidly, stabilize, decrease ... Depending on the evolution of this difference, we characterize the pre-ignition, and one is able to decide corrective actions to be undertaken or not.
- the figure 3 shows a measured cylinder pressure curve ( R P ), in black, and a modeled cylinder pressure curve ( N P ) according to the model previously described, and which describes a cylinder pressure curve for a conventional combustion.
- the abscissa axis indicates the crankshaft angle ⁇ .
- the vertical dotted line indicates the moment when the controlled ignition takes place. It is noted that the pre-ignition phenomenon leads to excessive thermodynamic conditions, jeopardizing the integrity of the engine. However, it is noted that the detection of a difference between the measured and modeled cylinder pressures can be done very early.
- This gap can also be quantified to determine when it is important to intervene.
- the thresholds S1, S2 and S3 are defined before operation of the engine, for example on a test bench.
- these thresholds can change during the operation of the engine.
- We can for example weight these thresholds so as to take into account the aging of the vehicle.
- the fouling of the engine can be an aggravating factor as regards the sensitivity of the engine to the pre-ignition.
- this phenomenon is taken into account by arbitrarily making the various evoked thresholds arbitrary (by reducing the pressure limit for example) while regularly examining the behavior of the motor to adjust these thresholds periodically.
- the necessary level of adjustment can be determined during the engine tuning phase by simulating accelerated aging of the engine, for example by generating significant fouling by means of a specific procedure.
- the comparison of the two signals can of course be done at several crank angles.
- An early detection during the compression phase is however preferable, firstly to keep a margin of maneuver sufficient to intervene in the cycle, and secondly, because the most violent pre-ignitions start at this stage of compression.
- the engine calculator can detect the beginning of an abnormal "rumble” or "pre-ignition” type combustion in the combustion chamber.
- this computer In the event of abnormal combustion, this computer then initiates the actions necessary to control this combustion in order to avoid the continuation of such combustion.
- this control of the combustion is achieved by a fuel injection at a crankshaft angle determined by the injectors 18. More specifically, the computer controls the valves 20 so that the cylinder injector concerned allows for introducing into the combustion chamber a quantity of fuel in liquid form.
- the amount of fuel reinjected depends on the constitution of the engine and can range from 10% to 200% of the amount of fuel initially introduced into the combustion chamber.
- the reinjected fuel serves to thwart the flame that begins to unfold during the abnormal combustion. This reinjection allows either to blow this flame, or to stifle this flame by increasing the richness of the fuel mixture.
- the fuel injected in liquid form uses the heat present around this flame to vaporize and the temperature conditions around the flame will drop by retarding the combustion of the fuel mixture and especially its auto-ignition.
- agents to stop the abnormal combustion can be introduced into the combustion chamber.
- these agents may be water in vapor or liquid form, or carbon dioxide.
- the engine comprises additional specific injectors for the introduction of these agents in association with a dedicated circuit (pump, tank, ).
- This relief valve may be either an additional valve or the inlet valve 24 and / or the exhaust valve 30.
- the present invention may also relate to a spark ignition engine and indirect injection.
- the control of the unfolding of the abnormal combustion will be done by the use of a specific injector (fuel, water, CO2), as mentioned above, or by valve opening.
- the conditions of appearance of the pre-ignition make that, as a rule, ignition by the spark of the candle is strongly wedged during the relaxation phase so as to avoid rattling.
- the cylinder pressure curve then shows a first peak related to compression and a second offset peak related to combustion ( figure 3 ).
- Pre-ignition can therefore be detected based solely on the sign of the cylinder pressure gradient: if it is positive even before the spark has been produced, then it is a pre-ignition.
- the average temperature of the fresh gases T is a parameter which has the advantage of being very influential on the sensitivity of the combustion to the pre-ignition.
- this temperature can be estimated from several other variables such as the temperature in the intake manifold ( Figure 6A ), the quantities of air and fuel allowed and the cylinder pressure. It is therefore possible to detect, or even anticipate, a pre-ignition by having a threshold on this temperature of the fresh gases. Early detection of pre-ignition and good anticipation allow more time to trigger a curative action in the cycle itself.
- the Figure 6A represents the maximum energy release ( DEM ) as a function of the CA10, for a temperature of the admitted air (measured in the plenum) of 30 ° C in gray, and a temperature of the admitted air (measured in the plenum) of 40 ° C in black.
- the circled area on this graph represents a preignition zone.
- the Figures 6B and 6C represent the maximum energy release (DEM) as a function of CA10, for a water temperature of 80 ° C ( Figure 6B ) and a water temperature of 100 ° C ( Figure 6C ).
- the circled area on this graph represents a preignition zone.
- the Figure 6D illustrates the relationship between water temperature and fresh gas temperature.
- the curves represent the evolution of the fresh gas temperature ( TGF ) as a function of crankshaft angle ( ⁇ ).
- the upper curve corresponds to a water temperature of 100 ° C, and the lower one a temperature of 80 ° C.
- the mass of mixture m can be known on the motor, either by direct measurement by flow meter, or by models that evaluate in real time the flow of air entering from pressure measurements in the intake line.
- log ( P ) and log ( V ) variables have the advantage of simplifying the representation of the evolution of the cylinder pressure during the engine cycle.
- PV not coast ⁇ log P + not .
- the figure 7 represents the evolution log ( P ) as a function of log ( V ), in a case of pre-ignition (black curve, N log ) and according to a modeling of a conventional combustion without pre-ignition (gray curve, R log ) .
- this method makes it possible to detect not only the pre-ignitions which are triggered during the compression, but also those which are triggered during the relaxation ( Det ), since this linear relation also exists during this relaxation. In the case of an ignition ( All ) to the candle shifted in the trigger is thus able to predict the path that must follow the cylinder pressure until ignition.
- the spark plug ignition with very high load must be shifted in the trigger to avoid the occurrence of knocking. Although negative in terms of efficiency, this shift is very effective to avoid rattling.
- a cylinder pressure curve with two bumps a first bump corresponding to the pure compression of the mixture, and a second bump corresponding to the pressure increase generated by the combustion ( figure 3 ). Under these conditions, the pre-ignition can be triggered either during the compression (most critical cases), or during the relaxation after the first peak of compression.
- the ratio is made less unstable, by regularizing the expression with one or more constant terms (here P0m and P0e), preventing the cancellation or the calculation, and also making it possible to compensate for a strict non-linearity between the quantities.
- P0m and P0e constant terms
- the cylinder pressure measuring means 46a record the evolution of this pressure within the cylinder 12. This information is sent in the form of a signal by the line 52 to the engine calculator 48.
- This calculator estimates, at each crankshaft angle for example , the cylinder pressure by means of a physical model, and compares cylinder pressures modeled and measured, using threshold values for example. This comparison allows the engine-calculator to determine the presence of an abnormal combustion start of type "rumble" in the combustion chamber.
- the engine computer then sends control instructions to the pressurized fuel supply means 16 via the conductors 54 to modify the injection parameters so that this abnormal "rumble" type combustion does not occur again during following cycles.
- the detection of the pre-ignition takes place as soon as it starts, so as to quantify and characterize its evolution in real time.
- the detection can be done for any crankshaft angle of each engine cycle. It therefore takes place well before pre-ignition leads to thermodynamic conditions that are critical for the integrity of the engine.
- the invention thus makes it possible, on the one hand, to judge whether this pre-ignition is critical, and on the other hand to act in the very cycle of the detection to make it disappear or reduce it.
- the detection is based on a comparison of signals related to the cylinder pressure with modeled signals corresponding to the values obtained for these same signals in the case of conventional combustion, that is to say without appearance of pre-ignition, and this for any angle crankshaft of each engine cycle, allowing extremely precise detection of the phenomenon, quantification, and fast action.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
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Abstract
Procédé de détection de combustion anormale pour moteurs à combustion interne.Abnormal combustion detection method for internal combustion engines
On choisit un modèle physique décrivant, en fonction de l'angle α de rotation du vilebrequin du moteur, l'évolution de la pression dans le cylindre dans le cadre d'une combustion sans aucun phénomène de pré allumage. Puis, on estime la pression cylindre Pe (α) à partir de ce modèle et d'une mesure de pression d'admission. On détecte le début d'une combustion anormale en comparant une première valeur d'une grandeur calculée à partir de la mesure de la pression cylindre, à une seconde valeur de la grandeur calculée à partir de l'estimation de la pression cylindre. On caractérise l'amplitude du pré allumage en réitérant ces étapes pour un nombre défini d'angles vilebrequin. On contrôle alors le déroulement de la combustion anormale détectée dans la chambre de combustion, en fonction de l'amplitude du phénomène de pré allumage. We choose a physical model describing, as a function of the angle α of rotation of the crankshaft of the engine, the evolution of the pressure in the cylinder in the context of a combustion without any pre-ignition phenomenon. Then, the cylinder pressure P e (α) is estimated from this model and an intake pressure measurement. The beginning of an abnormal combustion is detected by comparing a first value of a quantity calculated from the measurement of the cylinder pressure with a second value of the quantity calculated from the estimation of the cylinder pressure. Pre-ignition amplitude is characterized by repeating these steps for a defined number of crank angles. The course of the abnormal combustion detected in the combustion chamber is then checked as a function of the amplitude of the pre-ignition phenomenon.
Description
La présente invention concerne le domaine du contrôle de la phase de combustion d'un moteur à combustion interne. Notamment la présente invention se rapporte à une méthode pour détecter une combustion anormale du type pré allumage à bas régime et à forte charge dans une chambre de combustion d'un tel moteur.The present invention relates to the field of controlling the combustion phase of an internal combustion engine. In particular, the present invention relates to a method for detecting an abnormal combustion of the pre-ignition type at low speed and high load in a combustion chamber of such an engine.
Elle concerne plus particulièrement mais non exclusivement une telle méthode appliquée à un moteur à allumage commandé « downsizé », fonctionnant sous très fortes charges.It relates more particularly but not exclusively such a method applied to a spark ignition engine "downsized" operating under very heavy loads.
Ce type de moteur comprend au moins un cylindre comportant une chambre de combustion délimitée par la paroi latérale interne du cylindre, par le haut du piston qui coulisse dans ce cylindre et par la culasse. Généralement, un mélange carburé est renfermé dans cette chambre de combustion et subit une étape de compression puis une étape de combustion sous l'effet d'un allumage commandé, par une bougie, ces étapes étant regroupées sous le vocable de « phase de combustion » dans la suite de la description.This type of engine comprises at least one cylinder having a combustion chamber defined by the inner side wall of the cylinder, the top of the piston which slides in this cylinder and the cylinder head. Generally, a fuel mixture is contained in this combustion chamber and undergoes a compression step and a combustion step under the effect of a controlled ignition, by a candle, these steps being grouped under the term "combustion phase" in the following description.
Il a pu être constaté que ce mélange carburé peut subir différents types de combustion et que ces types de combustion sont la source de différents niveaux de pression ainsi que de contraintes mécaniques et/ou thermiques, dont certains peuvent endommager gravement le moteur.It has been found that this fuel mixture can undergo different types of combustion and that these types of combustion are the source of different levels of pressure as well as mechanical and / or thermal stresses, some of which can severely damage the engine.
La première combustion, dite combustion conventionnelle ou combustion normale, est le résultat de la propagation de la combustion d'un mélange carburé comprimé lors d'une étape préalable de compression du moteur. Cette combustion se propage normalement selon un front de flamme à partir de l'étincelle générée à la bougie et ne risque pas de détériorer le moteur.The first combustion, known as conventional combustion or normal combustion, is the result of the propagation of the combustion of a compressed fuel mixture during a preliminary stage of compression of the engine. This combustion normally propagates along a flame front from the spark generated at the spark plug and does not risk damaging the engine.
Un autre type de combustion est une combustion avec cliquetis, qui résulte d'une auto-inflammation indésirable dans la chambre de combustion. Ainsi, après l'étape de compression du mélange carburé, la bougie est actionnée pour permettre l'allumage de ce mélange carburé. Sous l'effet de la pression générée par le piston et de la chaleur dégagée par le début de la combustion du mélange carburé, il se produit une auto-inflammation brutale et localisée d'une partie du mélange carburé comprimé, avant que n'arrive le front de flamme issu de l'allumage du mélange carburé par la bougie. Ce mécanisme, dénommé cliquetis, conduit à une augmentation locale de la pression et de la température et peut engendrer, en cas de répétitions, des effets destructifs sur le moteur et principalement au niveau du piston.Another type of combustion is a knocking combustion, which results from undesirable self-ignition in the combustion chamber. Thus, after the step of compressing the fuel mixture, the spark plug is actuated to allow ignition of this fuel mixture. Under the effect of the pressure generated by the piston and the heat released by the beginning of the combustion of the fuel mixture, there is a sudden and localized auto-ignition of a part of the compressed carburetted mixture, before it arrives. the flame front resulting from the ignition of the fuel mixture by the candle. This mechanism, called rattling, leads to a local increase in pressure and temperature and can cause, in case of repetitions, destructive effects on the engine and mainly at the piston.
Enfin, un autre type de combustion est une combustion anormale due à un pré-allumage du mélange carburé avant que la bougie n'initie l'allumage du mélange carburé présent dans la chambre de combustion.Finally, another type of combustion is an abnormal combustion due to a pre-ignition of the fuel mixture before the spark ignites ignition of the fuel mixture present in the combustion chamber.
Cette combustion anormale affecte les moteurs qui sont le résultat d'une opération de "miniaturisation", plus connu sous le terme anglais de "downsizing". Cette opération vise à diminuer la taille et/ou la cylindrée du moteur tout en conservant la même puissance et/ou le même couple que des moteurs conventionnels. Généralement, ce type de moteurs est principalement de type essence et est fortement suralimenté.This abnormal combustion affects the engines that are the result of a "miniaturization" operation, better known as "downsizing". This operation aims to reduce the size and / or the engine displacement while maintaining the same power and / or the same torque as conventional engines. Generally, this type of engine is mainly gasoline type and is highly supercharged.
Il a pu être constaté que cette combustion anormale se réalise à fortes charges, et généralement lors des bas régimes de fonctionnement du moteur, lorsque le calage de la combustion du mélange carburé ne peut pas être l'optimum à cause du cliquetis. Compte tenu des fortes pressions et des températures élevées atteintes dans la chambre de combustion par la suralimentation, un démarrage de combustion anormale peut se produire, sporadiquement ou de façon continue, bien avant le moment où se réalise l'allumage du mélange carburé par la bougie. Cette combustion se caractérise par une première phase de propagation de flamme qui est calée trop tôt par rapport à celle d'une combustion conventionnelle. Cette phase de propagation peut être interrompue par une auto-inflammation qui va concerner une grande partie du mélange carburé présent dans la chambre de combustion, beaucoup plus grande que dans le cas du cliquetis.It has been found that this abnormal combustion is carried out at high loads, and generally at low operating speeds of the engine, when the timing of the combustion of the fuel mixture can not be optimum because of the rattling. Given the high pressures and high temperatures reached in the combustion chamber by the supercharging, an abnormal combustion start can occur, sporadically or continuously, well before the moment when ignition of the fuel mixture by the candle is achieved . This combustion is characterized by a first phase of flame propagation that is wedged too early compared to that of a conventional combustion. This propagation phase can be interrupted by a self-ignition that will affect a large part of the fuel mixture present in the combustion chamber, much larger than in the case of rattling.
Dans le cas où cette combustion anormale se produit de façon répétitive, de cycle-moteur à cycle-moteur, et se réalise à partir d'un point chaud du cylindre par exemple, celle-ci est dénommée "pré-allumage". Si cette combustion se produit de manière violente, aléatoire et sporadique, elle est appelée "claquement" ou "rumble" (« pre-ignition »)In the case where this abnormal combustion occurs repeatedly, engine-cycle engine-cycle, and is carried out from a hot spot of the cylinder for example, it is called "pre-ignition". If this combustion occurs in a violent, random and sporadic way, it is called "snap" or "rumble" ("pre-ignition")
Cette dernière combustion anormale entraîne des niveaux de pressions très élevés (120 à 250 bars), ainsi qu'une augmentation des transferts thermiques qui peuvent entraîner une destruction partielle ou totale de l'équipage mobile du moteur, comme le piston ou la bielle.This last abnormal combustion leads to very high pressure levels (120 to 250 bars), as well as an increase in heat transfer which can lead to a partial or total destruction of the mobile engine, such as the piston or the connecting rod.
La méthodologie générale de traitement de ces combustions anormales est schématisée sur la
La phase de détection comporte une phase d'acquisition de signaux, puis une phase de traitement de signaux permettant de détecter l'apparition du pré allumage à forte charge, de le caractériser et de le quantifier.The detection phase includes a signal acquisition phase and then a signal processing phase to detect the appearance of the high-load pre-ignition, to characterize it and to quantify it.
On connaît par la demande de brevet
Cependant, selon cette méthode, la détection ainsi réalisée ne permet pas d'agir au cours du cycle même de la détection. Les actions de corrections de ce type de pré allumage ne peuvent donc être réalisée qu'après la réalisation d'un tel phénomène, ce qui peut nuire sérieusement à l'intégrité du moteur.However, according to this method, the detection thus made does not make it possible to act during the very cycle of the detection. Corrective actions of this type of pre-ignition can therefore be performed only after the occurrence of such a phenomenon, which can seriously affect the integrity of the engine.
On connaît également la méthode décrite dans le brevet
Cependant, l'utilisation de cartographies, ne permet pas de détecter à tout moment, c'est-à-dire en temps réel, le début d'un tel phénomène. De ce fait, il est toujours possible que la détection se fasse trop tardivement. De plus, aucune quantification dé l'évolution du phénomène ne peut être réalisée. Ainsi, la nécessité ou non d'appliquer une phase de correction repose uniquement sur la comparaison de deux amplitudes à un instant donné. Or un tel phénomène peut très bien débuter, puis s'arrêter sans entraîner de dommage pour le moteur, et donc ne pas nécessiter de phase corrective.However, the use of cartographies, does not detect at any time, that is to say, in real time, the beginning of such a phenomenon. Therefore, it is always possible that the detection is done too late. Moreover, no quantification of the evolution of the phenomenon can be achieved. Thus, the need or not to apply a correction phase is based solely on the comparison of two amplitudes at a given instant. Or such a phenomenon may well begin, then stop without causing damage to the engine, and therefore do not require a corrective phase.
Ainsi, l'objet de l'invention concerne un procédé alternatif permettant de détecter en temps réel l'apparition d'un phénomène de pré allumage à forte charge (du type rumble), de le caractériser et de le quantifier, avec les dispositifs et systèmes couramment utilisés dans les moteurs, de façon à prendre des mesures permettant de l'éviter dans la suite du fonctionnement du moteur, au cours du même cycle que celui de la détection. Cette détection et cette quantification peuvent être réalisées à chaque angle vilebrequin. La méthode s'appuie sur un traitement d'une mesure de la pression cylindre combinée à une modélisation de la pression cylindre.Thus, the subject of the invention relates to an alternative method for detecting in real time the occurrence of a high-load pre-ignition phenomenon (of the rumble type), of characterizing it and of quantifying it, with the devices and systems commonly used in engines, so as to take measures to avoid it in the further operation of the engine, during the same cycle as that of detection. This detection and quantification can be performed at each crank angle. The method relies on a processing of a cylinder pressure measurement combined with a cylinder pressure modeling.
L'invention concerne un procédé de contrôle de la combustion d'un moteur à combustion interne suralimenté à allumage commandé, dans lequel on détecte une combustion anormale dans une chambre de combustion (14) d'au moins un cylindre (12) dudit moteur, au moyen d'une mesure continue de pression Pm (α) au sein dudit cylindre. Le procédé comporte les étapes suivantes :
- a- on choisit un modèle physique décrivant, en fonction de l'angle α de rotation du vilebrequin dudit moteur, l'évolution de la pression dans le cylindre dans le cadre d'une combustion sans aucun phénomène de pré allumage ;
- b- on estime une pression cylindre Pe (α) à partir dudit modèle et de ladite mesure de pression d'admission ;
- c- on détecte le début d'une combustion anormale en comparant au moins une première valeur d'une grandeur calculée à partir de la mesure de la pression cylindre, à au moins une seconde valeur de ladite grandeur calculée à partir de l'estimation de la pression cylindre ;
- d- on caractérise l'amplitude du pré allumage en réitérant les étapes b) et c) pour un nombre défini d'angles vilebrequin ;
- e- on contrôle le déroulement de la combustion anormale détectée dans la chambre de combustion, selon l'amplitude du phénomène de pré allumage.
- a) a physical model describing, according to the angle α of rotation of the crankshaft of said engine, the evolution of the pressure in the cylinder in the context of a combustion without any pre-ignition phenomenon;
- b- a cylinder pressure P e (α) is estimated from said model and said intake pressure measurement;
- c- the beginning of an abnormal combustion is detected by comparing at least a first value of a quantity calculated from the measurement of the cylinder pressure, to at least a second value of said quantity calculated from the estimate of cylinder pressure;
- d- the amplitude of the pre-ignition is characterized by repeating steps b) and c) for a defined number of crank angle;
- e- it controls the unfolding of the abnormal combustion detected in the combustion chamber, according to the amplitude of the pre-ignition phenomenon.
Selon l'invention, le modèle physique peut décrire l'évolution de la pression dans le cylindre en fonction de la pression d'admission et du volume de la chambre de combustion du cylindre.According to the invention, the physical model can describe the evolution of the pressure in the cylinder as a function of the inlet pressure and the volume of the combustion chamber of the cylinder.
On peut contrôler le déroulement de la combustion anormale en introduisant dans la chambre de combustion un agent contenant du carburant, de l'eau, ou du dioxyde de carbone. On peut aussi contrôler le déroulement de la combustion anormale en faisant chuter la pression à l'intérieur de la chambre de combustion (14). Selon un autre mode de réalisation, on peut encore contrôler le déroulement de la combustion anormale en ouvrant au moins une soupape additionnelle pour faire chuter la pression à l'intérieur de la chambre de combustion (14). Enfin, selon un autre mode de réalisation, on peut contrôler le déroulement de la combustion anormale en ouvrant au moins une des soupapes (24, 30) pour faire chuter la pression à l'intérieur de la chambre de combustion (14).The course of the abnormal combustion can be controlled by introducing into the combustion chamber an agent containing fuel, water, or carbon dioxide. The progress of the abnormal combustion can also be controlled by lowering the pressure inside the combustion chamber (14). According to another embodiment, it is still possible to control the progress of the abnormal combustion by opening at least one additional valve to reduce the pressure inside the combustion chamber (14). Finally, according to another embodiment, it is possible to control the unfolding the abnormal combustion by opening at least one of the valves (24, 30) to lower the pressure inside the combustion chamber (14).
Selon l'invention, la grandeur peut être un gradient de pression cylindre. On détecte alors le début d'une combustion anormale en analysant le signe de ce gradient. On peut également, choisir la grandeur parmi l'une des grandeurs suivantes : un gradient de pression cylindre, un dégagement d'énergie, une température de gaz frais, le logarithme de la pression cylindre.According to the invention, the magnitude may be a cylinder pressure gradient. We then detect the beginning of an abnormal combustion by analyzing the sign of this gradient. It is also possible to choose the quantity from one of the following quantities: a cylinder pressure gradient, a release of energy, a fresh gas temperature, the logarithm of the cylinder pressure.
Enfin, selon l'invention, on peut comparer plusieurs grandeurs mesurées et estimées. Ceci peut être réalisé au moyen de seuils.Finally, according to the invention, several measured and estimated magnitudes can be compared. This can be achieved by means of thresholds.
Les autres caractéristiques et avantages de l'invention apparaîtront à la lecture de la description donnée ci-après en se référant aux graphiques annexés où :
- la
figure 1 montre la méthodologie générale de traitement des combustions anormales de type pré allumage ; - la
figure 2 montre un moteur utilisant la méthode de détection selon l'invention ; - la
figure 3 montre, en fonction de l'angle vilebrequin α, une courbe de pression cylindre mesurée (R P ) et une courbe de pression cylindre modélisée (NP ) ; - la
figure 4 illustre les modèles physiques utilisés par l'invention selon différents modes de réalisation, et dérivant de la pression cylindre. - la
figure 5 montre, en fonction de l'angle vilebrequin α, une courbe de gradient de pression cylindre mesurée (RdP ) et une courbe de gradient de pression cylindre modélisée (NdP ); - les
figures 6A à 6D illustrent la sensibilité de la température des gaz frais au pré allumage. Lafigure 6A représente le dégagement d'énergie maximal (DEM) en fonction du CA10, pour une température de l'air admis (mesurée dans le plénum) de 30°C en gris, et une température de l'air admis (mesurée dans le plénum) de 40°C en noir. Lesfigures 6B et6C représentent le dégagement d'énergie maximal (DEM) en fonction du CA10, pour une température d'eau de 80°C (figure 6B ) et une température d'eau de 100°C (figure 6C ). La zone encerclée sur ce graphique représente une zone de pré allumage. Lafigure 6D illustre le lien entre la température de l'eau et la température de gaz frais. Les courbes représentent l'évolution de la température des gaz frais (TGF) en fonction de l'angle vilebrequin (α). La courbe du haut correspond à une température d'eau de 100°C, et celle du bas une température de 80°C. - la
figure 7 représente l'évolution de log(P) en fonction de log(V), dans un cas de pré allumage (courbe noire, Nlog ) et selon une modélisation d'une combustion conventionnelle sans pré allumage (courbe grise, Rlog ).
- the
figure 1 shows the general methodology for the treatment of abnormal combustions of the pre-ignition type; - the
figure 2 shows a motor using the detection method according to the invention; - the
figure 3 shows, as a function of crankshaft angle α, a measured cylinder pressure curve (R P ) and a modeled cylinder pressure curve ( N P ); - the
figure 4 illustrates the physical models used by the invention according to different embodiments, and derived from the cylinder pressure. - the
figure 5 shows, as a function of the crankshaft angle α, a measured cylinder pressure gradient curve ( R dP ) and a modeled cylinder pressure gradient curve ( N dP ); - the
Figures 6A to 6D illustrate the sensitivity of the fresh gas temperature to pre-ignition. TheFigure 6A represents the maximum energy release (DEM) as a function of CA10, for a temperature of the intake air (measured in the plenum) of 30 ° C in gray, and a temperature of the intake air (measured in the plenum) 40 ° C in black. TheFigures 6B and6C represent the maximum energy release (DEM) as a function of CA10, for a water temperature of 80 ° C (Figure 6B ) and a water temperature of 100 ° C (Figure 6C ). The circled area on this graph represents a preignition zone. TheFigure 6D illustrates the relationship between water temperature and fresh gas temperature. The curves represent the evolution of the temperature of the fresh gases ( TGF ) in Crank angle function (α). The upper curve corresponds to a water temperature of 100 ° C, and the lower one a temperature of 80 ° C. - the
figure 7 represents the evolution of log ( P ) as a function of log ( V ), in a case of pre-ignition (black curve, N log ) and according to a modeling of a conventional combustion without pre-ignition (gray curve, R log ).
Sur la
Le cylindre comprend au moins un moyen d'alimentation en carburant sous pression 16, par exemple sous la forme d'un injecteur de carburant 18 contrôlé par une vanne 20, qui débouche dans la chambre de combustion, au moins un moyen d'admission d'air 22 avec une soupape 24 associée à une tubulure d'admission 26 se terminant par un plénum 26b (non représenté sur la figure), au moins un moyen d'échappement des gaz brûlés 28 avec une soupape 30 et une tubulure d'échappement 32 et au moins un moyen d'allumage 34, comme une bougie, qui permet de générer une ou plusieurs étincelles permettant d'enflammer le mélange carburé présent dans la chambre de combustion.The cylinder comprises at least one pressurized fuel supply means 16, for example in the form of a
Les tubulures 32 des moyens d'échappement 28 de ce moteur sont raccordées à un collecteur d'échappement 36 lui-même connecté à une ligne d'échappement 38. Un dispositif de suralimentation 40, par exemple un turbocompresseur ou un compresseur volumétrique, est placé sur cette ligne d'échappement et comprend un étage d'entraînement 42 avec une turbine balayée par les gaz d'échappement circulant dans la ligne d'échappement et un étage de compression 44 qui permet de faire admettre un air d'admission sous pression dans les chambres de combustion 14 par les tubulures d'admission 26.The
Le moteur comprend des moyens 46a de mesure de la pression cylindre, disposés au sein même du cylindre 12 du moteur. Ces moyens de mesure sont généralement constitués par un capteur de pression qui permet de générer un signal représentatif de l'évolution de la pression dans un cylindre.The engine comprises means 46a for measuring the cylinder pressure, arranged within the
Le moteur comprend des moyens 46b de mesure de la pression d'admission, disposés dans le plénum 26b. Ces moyens de mesure sont généralement constitués par un capteur de pression absolue, de type piézoélectrique, qui permet de générer un signal représentatif de l'évolution de la pression d'admission dans le plénum d'admission.The engine comprises means 46b for measuring the intake pressure, arranged in the plenum 26b. These measuring means are generally constituted by an absolute pressure sensor, of piezoelectric type, which makes it possible to generate a signal representative of the evolution of the admission pressure in the intake plenum.
Le moteur comprend également une unité de calcul et de commande 48, dénommée calculateur-moteur, qui est reliée par des conducteurs (pour certains bidirectionnels) aux différents organes et capteurs du moteur de façon à pouvoir recevoir les différents signaux émis par ces capteurs, comme la température de l'eau ou la température de l'huile, pour les traiter par calcul et ensuite commander les organes de ce moteur pour assurer son bon fonctionnement.The motor also comprises a computing and
Ainsi, dans le cas de l'exemple montré à la
Au sein d'un tel moteur, le procédé selon l'invention permet de détecter l'apparition d'un phénomène de pré allumage à forte charge (du type rumble), de le caractériser et de le quantifier. Cette détection et cette quantification peuvent être réalisée à chaque angle vilebrequin.Within such an engine, the method according to the invention makes it possible to detect the occurrence of a high-load pre-ignition phenomenon (of the rumble type), to characterize it and to quantify it. This detection and quantification can be performed at each crank angle.
La méthode s'appuie sur un traitement d'une mesure de la pression cylindre combinée à une modélisation de la pression cylindre (les signaux issus de capteur de pression cylindre sont représentatifs de l'état de la combustion). Selon un exemple de réalisation, le procédé comporte les étapes suivantes :
- 1- on modélise la pression dans le cylindre ;
- 2- on mesure la pression dans le cylindre ;
- 3- on détecte le début d'une combustion anormale en comparant ladite pression cylindre mesurée à ladite pression cylindre modélisée ;
- 4- on contrôle le déroulement de la combustion anormale détectée dans la chambre de combustion.
- 1- model the pressure in the cylinder;
- 2- the pressure in the cylinder is measured;
- 3- the beginning of an abnormal combustion is detected by comparing said measured cylinder pressure with said modeled cylinder pressure;
- 4- control of the unfolding of the abnormal combustion detected in the combustion chamber.
La pression cylindre au cours de la phase de compression peut être modélisée pour chacun des cycles moteur, en utilisant l'hypothèse d'une compression polytropique :
où P est la pression dans le cylindre et V le volume de la chambre de combustion du cylindre. Ces deux paramètres varient bien sûr en fonction de l'angle de rotation du vilebrequin α.The cylinder pressure during the compression phase can be modeled for each engine cycle, using the hypothesis of a polytropic compression:
where P is the pressure in the cylinder and the volume V of the cylinder combustion chamber. These two parameters of course vary depending on the angle of rotation of the crankshaft α.
On appelle « loi de volume du moteur » V(α), la relation qui lie le volume de la chambre de combustion à l'angle de rotation du vilebrequin α. Cette loi est fonction des caractéristiques géométriques du moteur (course, alésage, rapport volumétrique de compression, longueur de bielle). Le volume mort Vm correspond au volume minimal de la chambre (au Point Mort Haut). On note VPMB , le volume de la chambre de combustion au Point Mort Bas, c'est-à-dire le volume maximal, qui est atteint deux fois dans le cycle (une première fois à la fin de la phase d'admission, et une seconde fois à la fin de la phase de détente).The term "volume law of the engine" V (α) is the relation which links the volume of the combustion chamber to the angle of rotation of the crankshaft α. This law is a function of the geometric characteristics of the engine (stroke, bore, volumetric compression ratio, connecting rod length). The dead volume Vm corresponds to the minimum volume of the chamber (at Top Dead Center). Note V PMB , the volume of the combustion chamber at the Low Dead Point, that is to say the maximum volume, which is reached twice in the cycle (a first time at the end of the admission phase, and a second time at the end of the relaxation phase).
En utilisant cette relation pour tout angle vilebrequin, et la même relation pour la pression à l'admission Padm (moment où le Point Mort Bas est atteint), on peut estimer la pression cylindre Pe (α), dans le cadre d'une combustion conventionnelle, c'est-à-dire sans aucun phénomène de pré allumage, à partir du modèle suivant :
La loi de volume V(α) du moteur est connue. La pression pendant la phase d'admission est également connue grâce aux moyens 46b de mesure de la pression d'admission. L'exposant n, appelé exposant polytropique, est également connu. Ainsi, il est possible d'estimer une pression cylindre « théorique », c'est-à-dire la pression qui devrait régner dans le cylindre si aucun pré allumage n'a lieu, tout au long de la compression.The volume law V (α) of the motor is known. The pressure during the intake phase is also known thanks to the
Remarque : La pression pendant la phase d'admission correspond théoriquement à la pression dans le cylindre au moment de l'admission du mélange carburé. Cette pression est mesurée dans le plénum. On peut remplacer cette pression par la pression dans le cylindre en début de compression (i.e. en fin d'admission), recalée sur la pression absolue mesurée à l'admission dans le plénum en fin de phase d'admission (on suppose que l'équilibre est atteint en fin de phase d'admission et qu'à ce moment : Padm = P). Note : The pressure during the intake phase corresponds theoretically to the pressure in the cylinder at the time of admission of the fuel mixture. This pressure is measured in the plenum. This pressure can be replaced by the pressure in the cylinder at the beginning of compression (ie at the end of admission), adjusted to the absolute pressure measured at the admission in the plenum at the end of the admission phase (it is assumed that the balance is reached at the end of the admission phase and at this time: P adm = P ).
La mesure de la pression cylindre Pm (α) est réalisée à partir des moyens 46a de mesure de la pression cylindre. L'instrumentation des cylindres pour une mesure de pression est de plus en plus courante sur les véhicules.The measurement of the cylinder pressure P m (α) is carried out from the
Pour déterminer si un pré allumage est en train de se produire, on compare la pression cylindre mesurée Pm (α) à la pression cylindre modélisée Pe (α). Cette comparaison peut donc être réalisée à chaque angle vilebrequin. Ceci permet donc de détecter très rapidement le moindre écart de la pression cylindre mesurée par rapport à la pression cylindre théorique (modélisée). En réalisant cette comparaison, sur plusieurs angles vilebrequin, on peut caractériser cet écart : l'écart peut augmenter de façon lente, de façon rapide, se stabiliser, diminuer... En fonction de l'évolution de cet écart, on caractérise ainsi le pré allumage, et on est en mesure de décider des actions correctives à entreprendre ou non.To determine if a pre-ignition is occurring, the measured cylinder pressure P m (α) is compared to the modeled cylinder pressure P e (α) . This comparison can be made at each crank angle. This makes it possible to detect very quickly the slightest difference in cylinder pressure measured with respect to the theoretical (modeled) cylinder pressure. By making this comparison, on several angles crankshaft, we can characterize this difference: the gap can increase slowly, rapidly, stabilize, decrease ... Depending on the evolution of this difference, we characterize the pre-ignition, and one is able to decide corrective actions to be undertaken or not.
La
On peut également quantifier cet écart, de façon à déterminer à quel moment il est important d'intervenir.This gap can also be quantified to determine when it is important to intervene.
Pour ce faire, on peut déterminer des seuils, à partir desquels on considère qu'un phénomène de pré allumage de type rumble est en train de se produire, et que ce phénomène devrait avoir une telle ampleur qu'il est nécessaire d'intervenir.To do this, we can determine thresholds, from which we consider that a rumble-type pre-ignition phenomenon is occurring, and that this phenomenon should be of such magnitude that it is necessary to intervene.
On peut par exemple définir les seuils suivants à chaque angle vilebrequin
- une pression cylindre absolue à ne pas dépasser Pm (α) < S 1
- un écart de pression à ne pas dépasser Pm (α) - Pe (α) < S 2
- un rapport de pression à ne pas dépasser Pm (α)/Pe (α) < S 3
- an absolute cylinder pressure not to be exceeded P m (α) < S 1
- a pressure difference not to be exceeded P m (α) - P e (α) < S 2
- a pressure ratio not to be exceeded P m (α) / P e (α) < S 3
Les seuils S1, S2 et S3 sont définis avant le fonctionnement du moteur, sur banc d'essai par exemple.The thresholds S1, S2 and S3 are defined before operation of the engine, for example on a test bench.
Selon un mode de réalisation avantageux, ces seuils peuvent évoluer au cours du fonctionnement du moteur. On peut par exemple pondérer ces seuils de façon à prendre en compte le vieillissement du véhicule. En effet, l'encrassement du moteur peut être un facteur aggravant en ce qui concerne la sensibilité du moteur au pré allumage. Selon l'invention, on tient compte de ce phénomène en rendant arbitrairement plus sévère les différents seuils évoqués (en réduisant la limite de pression par exemple) tout en en scrutant régulièrement le comportement du moteur pour ajuster ces seuils périodiquement. Le niveau d'ajustement nécessaire peut être déterminé pendant la phase de mise au point du moteur, en simulant un vieillissement accéléré de celui-ci, en générant par exemple un encrassement important à l'aide d'une procédure spécifique. On joue généralement sur la thermique du moteur, mais aussi sur les phasages d'injection et d'allumage pour dégrader la combustion, et générer ainsi des dépôts carbonés sur les parois de la chambre de combustion à l'identique de que ce qui se passe lors du vieillissement naturel du moteur. Chaque expérimentateur est alors libre de définir la correspondance entre un vieillissement accéléré volontaire, et le vieillissement naturel du moteur considéré. Au final, les seuils évoqués précédemment évoluent de manière inversement proportionnelle au vieillissement du véhicule, grâce à un coefficient de correction K.
La comparaison des deux signaux peut bien sûr se faire à plusieurs angles vilebrequin. Une détection précoce pendant la phase de compression est toutefois préférable, d'une part pour garder une marge de manoeuvre suffisante pour intervenir dans le cycle, et d'autre part, car les pré allumages les plus violents démarrent dès cette phase de compression.The comparison of the two signals can of course be done at several crank angles. An early detection during the compression phase is however preferable, firstly to keep a margin of maneuver sufficient to intervene in the cycle, and secondly, because the most violent pre-ignitions start at this stage of compression.
Au moyen de cette comparaison, le calculateur-moteur peut détecter le début d'une combustion anormale de type "rumble" ou du type "pré-allumage" dans la chambre de combustion.By means of this comparison, the engine calculator can detect the beginning of an abnormal "rumble" or "pre-ignition" type combustion in the combustion chamber.
En cas de combustion anormale, ce calculateur lance ensuite les actions nécessaires au contrôle de cette combustion afin d'éviter la poursuite d'une telle combustion.In the event of abnormal combustion, this computer then initiates the actions necessary to control this combustion in order to avoid the continuation of such combustion.
Par contrôle de la combustion anormale, il est entendu non seulement la possibilité de maîtriser le déroulement de cette combustion pour éviter les augmentations brutales de pressions destructrices mais aussi d'arrêter complètement une telle combustion, telle que par étouffement.By controlling the abnormal combustion, it is understood not only the possibility of controlling the course of this combustion to avoid sudden increases in destructive pressures but also to completely stop such combustion, such as by choking.
A titre préférentiel, ce contrôle de la combustion est réalisé par une réinjection de carburant à un angle de vilebrequin déterminé par les injecteurs 18. Plus précisément, le calculateur commande les vannes 20 de façon à ce que l'injecteur du cylindre concerné permette d'introduire dans la chambre de combustion une quantité de carburant sous forme liquide. La quantité de carburant réinjectée dépend de la constitution du moteur et peut aller de 10% à 200% de la quantité de carburant initialement introduite dans cette chambre de combustion. De ce fait, le carburant réinjecté sert à contrarier la flamme qui commence à se déployer lors de la combustion anormale. Cette réinjection permet soit de souffler cette flamme, soit d'étouffer cette flamme par augmentation de la richesse du mélange carburé. De plus, le carburant injecté sous forme liquide utilise la chaleur présente autour de cette flamme pour se vaporiser et les conditions de température autour de la flamme vont baisser en retardant la combustion du mélange carburé et surtout son auto-inflammation.Preferably, this control of the combustion is achieved by a fuel injection at a crankshaft angle determined by the
Après cette injection de carburant, la pression dans le cylindre augmente mais moins brutalement. Cette pression décroît ensuite pour atteindre un niveau compatible avec le niveau de pression d'une combustion conventionnelle.After this injection of fuel, the pressure in the cylinder increases but less suddenly. This pressure then decreases to a level compatible with the pressure level of a conventional combustion.
Par ce mécanisme, tout développement d'une combustion anormale avec une grande vitesse de combustion et des pressions élevées est prohibé. Bien entendu, la mise en oeuvre des moyens pour contrôler la combustion anormale se fait à chaque cycle durant lequel une telle combustion est détectée par le calculateur.By this mechanism, any development of abnormal combustion with a high rate of combustion and high pressures is prohibited. Of course, the implementation of the means for controlling the abnormal combustion is done at each cycle during which such a combustion is detected by the computer.
Les actions du procédé telles que décrites ci-dessus peuvent être combinées à d'autres actions plus lentes, telles que la fermeture du papillon, pour empêcher que les conditions de pression de la chambre de combustion soient favorables à une combustion anormale dans les cycles qui suivent.The actions of the process as described above can be combined with other slower actions, such as butterfly closure, to prevent the pressure conditions of the combustion chamber from being conducive to abnormal combustion in cycles which follow.
La présente invention n'est pas limitée aux exemples de réalisation décrits ci-dessus mais englobe toutes variantes et tous équivalents.The present invention is not limited to the embodiments described above but encompasses all variants and all equivalents.
Notamment et cela sans sortir du cadre de l'invention, d'autres agents pour arrêter la combustion anormale peuvent être introduits dans la chambre de combustion. Ainsi, ces agents peuvent être de l'eau sous forme vapeur ou liquide, ou du dioxyde de carbone. Dans ce cas, le moteur comprend des injecteurs spécifiques additionnels pour l'introduction de ces agents en association avec un circuit dédié (pompe, réservoir,...).In particular and without departing from the scope of the invention, other agents to stop the abnormal combustion can be introduced into the combustion chamber. Thus, these agents may be water in vapor or liquid form, or carbon dioxide. In this case, the engine comprises additional specific injectors for the introduction of these agents in association with a dedicated circuit (pump, tank, ...).
Il peut également être envisagé de contrôler la combustion anormale en faisant baisser la pression interne de la chambre de combustion en effectuant une décharge de pression en ouvrant une soupape de décharge. Cette soupape de décharge peut être soit une soupape additionnelle soit la soupape d'admission 24 et/ou la soupape d'échappement 30.It can also be considered to control the abnormal combustion by lowering the internal pressure of the combustion chamber by performing a pressure discharge by opening a relief valve. This relief valve may be either an additional valve or the
De plus, la présente invention peut également concerner un moteur à allumage commandé et à injection indirecte. Dans ce cas, le contrôle du déroulement de la combustion anormale se fera par l'utilisation d'un injecteur spécifique (carburant, eau, CO2), comme évoqué ci-dessus, ou par ouverture de soupape.In addition, the present invention may also relate to a spark ignition engine and indirect injection. In this case, the control of the unfolding of the abnormal combustion will be done by the use of a specific injector (fuel, water, CO2), as mentioned above, or by valve opening.
Un mode de réalisation utilisant directement un modèle de la pression cylindre a été décrit. Selon d'autres modes de réalisation, on peut utiliser des modèles dérivés (
Les conditions d'apparition du pré allumage (bas régime et fortes charges) font qu'en règle générale, l'allumage par l'étincelle de la bougie est fortement sous calée pendant la phase de détente de manière à éviter le cliquetis. La courbe de pression cylindre fait alors apparaître un premier pic lié à la compression et un second pic décalé lié à la combustion (
De la même manière que pour la pression cylindre, des seuils de détection sur la dérivée de la pression cylindre peuvent également être définis, à chaque angle vilebrequin (l'indice 'e' indique une estimation et l'indice 'm' une mesure) :
- par un gradient de pression absolu à ne pas dépasser dPm (α) < S 4
- un écart à ne pas dépasser dPm (α)-dPe (α) < S 5
- un rapport à ne pas dépasser dPm (α)/dPe (α) < S 6
- by an absolute pressure gradient not to be exceeded dP m (α) < S 4
- a difference not to be exceeded dP m (α) -dP e (α) <S 5
- a ratio not to be exceeded dP m (α) / dP e (α) < S 6
La dérivée de la pression cylindre peut aussi être utilisée pour calculer un dégagement d'énergie ∂Q simplifié :
Ce dégagement d'énergie simplifié peut alors lui aussi servir à définir un seuil (l'indice 'e' indique une estimation et l'indice 'm' une mesure) :
- par un dégagement d'énergie absolu à ne pas dépasser ∂Qm (α) < S 7
- par un écart de dégagement d'énergie ∂Qm (α) - ∂Qe (α) < S 8
- par un rapport de dégagement d'énergie ∂Qm (α)/∂Qe (α) < S 9
- en calculant des indicateurs d'avancement de la combustion, notés CAX, et en les comparant aux mêmes indicateurs calculés à partir de la pression cylindre théorique évaluée par modélisation. X désigne le pourcentage d'avancement de la combustion. L'angle CA10 correspond par exemple à l'angle où 10 % de l'énergie introduite a été dégagée ou, selon la convention utilisée, à 10 % de l'énergie totale libérée.
- by an absolute energy release not to be exceeded ∂ Q m (α) <S 7
- by a deviation of energy release ∂ Q m (α) - ∂ Q e (α) < S 8
- by an energy release ratio ∂ Q m (α) / ∂ Q e (α) < S 9
- by calculating combustion progress indicators, denoted CAX, and comparing them with the same indicators calculated from the theoretical cylinder pressure evaluated by modeling. X is the percentage of advancement of the combustion. The angle CA10 corresponds, for example, to the angle at which 10% of the energy introduced has been released or, according to the convention used, to 10% of the total energy released.
La température moyenne des gaz frais T (air et carburant) est un paramètre qui présente l'avantage d'être très influent sur la sensibilité de la combustion au pré allumage. Or, cette température peut être estimée à partir de plusieurs autres grandeurs comme la température dans le répartiteur d'admission (
La
Les
La
Cette température moyenne des gaz frais Te (α) peut être calculée simplement en utilisant l'équation d'état des gaz parfait :
La masse de mélange m peut être connue sur moteur, soit par mesure directe par débitmètre, soit par des modèles qui évaluent en temps réel le débit d'air entrant à partir de mesures de pression dans la ligne d'admission.The mass of mixture m can be known on the motor, either by direct measurement by flow meter, or by models that evaluate in real time the flow of air entering from pressure measurements in the intake line.
Le seuil de détection sur la température peut lui aussi être défini de trois manières à un angle vilebrequin donné (l'indice 'e' indique une estimation et l'indice 'm' une mesure) :
- par une température absolue à ne pas dépasser Tm (α) < S 10
- par un écart de température Tm (α)-Te (α) < S 11
- par un rapport de température Tm (α)/Te (α) < S 12
- by an absolute temperature not to be exceeded T m (α) < S 10
- by a temperature difference T m (α) -T e (α) < S 11
- by a temperature ratio T m (α) / T e (α) < S 12
Les grandeurs log(P) et log(V) offrent l'avantage de simplifier la représentation de l'évolution de la pression cylindre au cours du cycle moteur.
La
L'avantage de cette représentation réside dans l'exploitation de la linéarité qui lie log P et log V. Cette linéarité permet en effet de gagner en capacité prédictive car la pente suivie par la compression (Comp) jusqu'au PMH peut être connue dès les premiers instants de cette compression. On peut donc modéliser la pression théorique en calculant la pente n à partir des mesures réalisées en début de compression.The advantage of this representation lies in the exploitation of the linearity which links log P and log V. This linearity makes it possible to gain predictive capacity because the slope followed by compression ( Comp ) up to PMH can be known as soon as possible. the first moments of this compression. We can therefore model the theoretical pressure by calculating the slope n from measurements made at the beginning of compression.
De plus, cette méthode permet de détecter non seulement les pré allumages qui se déclenchent pendant la compression, mais également ceux qui se déclenchent pendant la détente (Det), puisque cette relation linéaire existe aussi pendant cette détente. Dans le cas d'un allumage (All) à la bougie décalé dans la détente on est donc capable de prédire le chemin que doit suivre la pression cylindre jusqu'à cet allumage.Moreover, this method makes it possible to detect not only the pre-ignitions which are triggered during the compression, but also those which are triggered during the relaxation ( Det ), since this linear relation also exists during this relaxation. In the case of an ignition ( All ) to the candle shifted in the trigger is thus able to predict the path that must follow the cylinder pressure until ignition.
Pour rappel, l'allumage à la bougie à très forte charge doit être décalée dans la détente pour éviter l'apparition du cliquetis. Bien que négatif en terme de rendement, ce décalage est très efficace pour éviter le cliquetis. On se retrouve alors avec une courbe de pression cylindre à deux bosses : une première bosse correspondant à la compression pure du mélange, et une seconde bosse correspondant à l'augmentation de pression générée par la combustion (
Le seuil peut alors être défini par une déviance entre la courbe représentant le log de la pression cylindre mesurée et la courbe représentant le log de la pression cylindre théorique (modélisée) :
- par un terme log(P) absolu à ne pas dépasser log Pm (α) < S 13
- par un écart à ne pas dépasser logPm (α)-logPe (α) < S 14
- par un rapport à ne pas dépasser logPm (α)/logPe (α) < S 15
- by an absolute log ( P ) not to exceed log P m (α) < S 13
- by a gap not to exceed log P m (α) - log P e (α) <14 S
- by a ratio not to be exceeded log P m (α) / log P e (α) < S 15
Selon un mode de réalisation, pour tous les rapports entre une grandeur expérimentale et une grandeur modélisée, notamment ceux qui risquent de s'annuler, on rend le rapport moins instable, en régularisant l'expression avec un ou plusieurs termes constants (ici P0m et P0e), empêchant l'annulation ou le calcul, et permettant par ailleurs de compenser une non-linéarité stricte entre les grandeurs. Par exemple :
Ces termes sont déterminés a priori, en fonction des grandeurs attendues.These terms are determined a priori, according to the expected magnitudes.
De façon avantageuse, on n'utilise non pas une grandeur mais une combinaison de grandeurs, par exemple P et V.Advantageously, not a quantity but a combination of quantities, for example P and V, are used.
Enfin, pour limiter l'impact des fluctuations localisées, il est intéressant d'effectuer des comparaisons avec les seuils, non seulement avec des grandeurs prise en un angle α, mais avec des estimations de ces grandeurs sur une certaine plage angulaire (petite ou du même ordre que la durée minimale nécessaire à estimer le franchissement d'un seuil). Si l'on prend trois mesures angulaires successives P(-1) P(0) P(+1) par exemple, une estimation de P au point 0 peut être obtenue en prenant la moyenne des [P(-1) P(0) P(+1)], leur valeur médiane, leur max... ou toute combinaison avec une pondération de ces valeurs. Ceci est utile pour le calcul de la dérivée par exemple. Ce calcul peut se faire de manière récursive, c'est-à-dire en réutilisant au point 0 la mesure précédente au point -1 portant sur [P(-2) P(-1) P(0)].Finally, to limit the impact of localized fluctuations, it is interesting to make comparisons with the thresholds, not only with magnitudes taken at an angle α, but with estimates of these magnitudes over a certain angular range (small or small). same order as the minimum duration necessary to estimate the crossing of a threshold). If we take three successive angular measurements P (-1) P (0) P (+1) for example, an estimate of P at
Ainsi, lors du fonctionnement du moteur décrit en relation avec la
Ainsi, selon l'invention, la détection du pré allumage a lieu dès que celui-ci s'amorce, de façon à pouvoir quantifier et caractériser son évolution en temps réel. La détection peut se faire pour tout angle vilebrequin de chaque cycle moteur. Elle a donc lieu bien avant que le pré allumage ne conduise à des conditions thermodynamiques critiques pour l'intégrité du moteur. L'invention permet ainsi, d'une part de juger si ce pré allumage est critique, et d'autre part d'agir dans le cycle même de la détection pour le faire disparaître ou l'amoindrir. La détection repose sur une comparaison de signaux liés à la pression cylindre avec des signaux modélisés correspondant aux valeurs obtenus pour ces mêmes signaux dans le cas de combustion conventionnelle, c'est-à-dire sans apparition de pré allumage, et ce pour tout angle vilebrequin de chaque cycle moteur, permettant ainsi une détection extrêmement précise du phénomène, une quantification, et une action rapide.Thus, according to the invention, the detection of the pre-ignition takes place as soon as it starts, so as to quantify and characterize its evolution in real time. The detection can be done for any crankshaft angle of each engine cycle. It therefore takes place well before pre-ignition leads to thermodynamic conditions that are critical for the integrity of the engine. The invention thus makes it possible, on the one hand, to judge whether this pre-ignition is critical, and on the other hand to act in the very cycle of the detection to make it disappear or reduce it. The detection is based on a comparison of signals related to the cylinder pressure with modeled signals corresponding to the values obtained for these same signals in the case of conventional combustion, that is to say without appearance of pre-ignition, and this for any angle crankshaft of each engine cycle, allowing extremely precise detection of the phenomenon, quantification, and fast action.
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- 2009-09-15 JP JP2009212869A patent/JP5405950B2/en not_active Expired - Fee Related
- 2009-09-18 US US12/562,339 patent/US8677975B2/en not_active Expired - Fee Related
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GB2331153A (en) * | 1997-11-11 | 1999-05-12 | Bosch Gmbh Robert | Determining the start of fuel injection or point of combustion in an internal combustion engine |
WO2006067333A1 (en) * | 2004-12-17 | 2006-06-29 | Institut Francais Du Petrole | Method for detecting abnormal combustion for internal combustion engines |
EP1828737A1 (en) | 2004-12-17 | 2007-09-05 | Institut Français du Pétrole | Method for detecting abnormal combustion for internal combustion engines |
EP1826379A1 (en) * | 2006-02-28 | 2007-08-29 | Institut Français du Pétrole | Method for controlling the combustion phase of an internal combustion engine, in particular of a supercharged, direct injection gasoline engine |
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WO2014079649A1 (en) * | 2012-11-21 | 2014-05-30 | Continental Automotive Gmbh | Method and device for detecting autoignitions on the basis of measured and estimated internal cylinder pressure values of an internal combustion engine |
WO2014079648A1 (en) * | 2012-11-21 | 2014-05-30 | Continental Automotive Gmbh | Method and device for detecting autoignitions on the basis of measured and estimated internal cylinder pressure values of an internal combustion engine |
US9869290B2 (en) | 2012-11-21 | 2018-01-16 | Continental Automotive Gmbh | Method and device for detecting auto-ignitions on the basis of measured and estimated internal cylinder pressure values of an internal combustion engine |
US10508639B2 (en) | 2012-11-21 | 2019-12-17 | Continental Automotive Gmbh | Method and device for detecting autoignitions on the basis of measured and estimated internal cylinder pressure values of an internal combustion engine |
EP3112644A4 (en) * | 2014-02-26 | 2017-03-22 | Nissan Motor Co., Ltd | Internal combustion engine control device and control method |
WO2019038470A1 (en) * | 2017-08-24 | 2019-02-28 | Wärtsilä Finland Oy | Method and arrangement for detecting abnormal closing timing or malfunction of intake valves |
Also Published As
Publication number | Publication date |
---|---|
FR2936019B1 (en) | 2010-09-10 |
US20100077992A1 (en) | 2010-04-01 |
JP2010071284A (en) | 2010-04-02 |
JP5405950B2 (en) | 2014-02-05 |
EP2166214B1 (en) | 2013-02-20 |
US8677975B2 (en) | 2014-03-25 |
FR2936019A1 (en) | 2010-03-19 |
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