Method and system for controlling a spark-ignition internal combustion engine to detect and eliminate fouling of a spark plug

Abstract

A method (100) for controlling an internal combustion engine, the internal combustion engine comprising at least one cylinder, the cylinder comprising a spark plug. The method (100) comprises a step (101) of detecting a combustion problem in at least one cylinder, a verification step (102) in which it is verified whether the engine operating point is in a critical load and speed range for spark plug fouling, and a step (103) of de-fouling the spark plug, the step being configured to increase the pressure and temperature levels in the given cylinder so as to exceed a temperature threshold, for example greater than or equal to 500°C.

Description

[0001] This invention relates to the field of internal combustion engines, and more particularly to spark ignition engines.

[0002] More specifically, the present invention relates to the removal of spark plug deposits in spark-ignition engines.

[0003] Typically, in a turbocharged internal combustion engine, there are cylinders that are turbocharged by a turbocharger, and each cylinder is equipped with a spark plug for initiating combustion.

[0004] Spark plugs, as are known in the art, include: a connection terminal through which current flows and which extends from an insulator; a central electrode and a ground electrode, which form the functional portion of the spark plug and extend partially into the combustion chamber. It is between these two electrodes that the spark that forms ignition is generated.

[0005] Figure 1A and Figure 1B Spark plugs in normal working condition and spark plugs in a dirty condition are shown respectively.

[0006] exist Figure 1A In this case, electrodes 2 and 3 of spark plug 1 are free of dirt and can effectively generate a spark.

[0007] exist Figure 1B In the test chamber, deposits of contaminant particles, such as a mixture of soot, engine oil, and fuel, can be seen. In this case, the spark energy is too low to ignite effectively. If the entire gap between the two electrodes is filled with contaminant particles, a short circuit is formed, preventing any spark from being generated, meaning the relevant cylinder cannot be ignited.

[0008] This leads to combustion problems in one or more affected cylinders, such as difficulty starting or even failure to start the engine, insufficient torque, unstable engine speed, or the engine operating only on some of its cylinders.

[0009] A typical driving pattern that leads to spark plug buildup is a series of short drives where the engine is cold, at low speeds, and without applying significant load to the engine.

[0010] On the one hand, repeated cold starts can lead to spark plug contamination because under these conditions, the air-fuel mixture is richer, i.e., the air-fuel ratio is greater than 1, in order to ensure reliable starting and subsequent stable combustion. This results in a higher concentration of particulate matter and unburned fuel, which can cause spark plug contamination.

[0011] Furthermore, the engine operates within a relatively low RPM / load range where exhaust temperatures inside the combustion chamber are low. Therefore, sludge buildup on the spark plugs cannot be naturally removed, as a minimum temperature of 500°C is required to burn off the deposits. Driving on the highway, however, allows these deposits to burn off automatically.

[0012] If the spark plugs are heavily clogged, they need to be replaced.

[0013] However, this does not solve the problem of dirt buildup in the long term, because spark plugs will become dirty again during normal use, and users will need to replace them again.

[0014] Therefore, a robust approach is needed to address the issue of spark plug fouling.

[0015] The document FR 2 680 833 – A1 is known, which proposes a method for detecting contamination on spark plugs connected to a spark ignition system, which includes a coil having a primary circuit and a secondary circuit, through which a primary current and a secondary current flow, respectively. This document proposes calculating the slope of a secondary voltage curve as a function of the secondary current, and generating a cleaning signal when the slope is greater than or equal to zero.

[0016] However, the document does not specify the cleaning strategy.

[0017] Additionally, document EP 961 029 – B1 discloses a method for controlling an internal combustion engine in a motor vehicle, wherein the ignition system—including spark plugs connected to induction coils—and fuel injection into the cylinders are controlled by an electronic control unit. The method includes a stage in which the control unit detects contamination on the spark plugs and compares the contamination with an alarm threshold. If contamination is detected, the control unit temporarily modifies the ignition advance angle and / or injection timing of one or more cylinders associated with the contaminated spark plug.

[0018] However, this method is not satisfactory in cleaning spark plugs.

[0019] The purpose of this invention is to reliably remove contaminants from spark plugs at a lower cost.

[0020] The present invention relates to a method for controlling an internal combustion engine, the internal combustion engine including at least one cylinder, an intake system including, at least in the direction of fresh air flow, a compressor of a turbocharger, a heat exchanger, an intake valve in a throttle body or engine, and a fresh air intake manifold supplying fresh air, each cylinder including a spark plug including a first electrode and a second electrode, the first electrode and the second electrode extending partially into the combustion chamber of the associated cylinder, particularly for enabling the generation of a spark for cylinder ignition.

[0021] The methods include:

[0022] - A step of detecting combustion problems in at least one cylinder, during which the torque generated by each cylinder is calculated based on an analysis of instantaneous engine speed; the torque is compared with a torque setpoint to obtain the difference between the torque setpoint and the calculated torque; and the difference is compared with a critical threshold.

[0023] If the difference between the torque setpoint and the calculated torque is greater than the critical threshold, a combustion problem is detected.

[0024] The method also includes a verification step, in which the engine operating point is verified to be within the critical speed and load range for spark plug fouling, the critical speed and load range corresponding to the speed and load range where the gas temperature in the combustion chamber is below 500°C.

[0025] The term "critical speed and load range" refers to the range where the speed is less than or equal to 2,500 revolutions per minute and the load is less than or equal to 50% of the full load value.

[0026] If the difference between the torque setpoint and the calculated torque exceeds a critical threshold, and the engine operating point is within the critical speed and load range, the process initiates the spark plug cleaning phase, which removes contaminant deposits from the electrodes. The cleaning phase is configured to increase the pressure and temperature levels in a given cylinder to exceed a temperature threshold, such as greater than or equal to 500°C, thereby removing contaminant deposits.

[0027] During the spark plug cleaning phase, an ignition advance command greater than the optimal advance angle is transmitted to the engine control system to increase the pressure and temperature levels within the cylinder.

[0028] "Over-advance" refers to an efficiency reduction to less than 1, preferably less than or equal to 0.8.

[0029] For example, the ignition advance level is predetermined during testing at each operating point within the critical speed and load range to achieve temperatures of 500°C or higher, and is mapped into the control system as a function of speed and load.

[0030] Advantageously, a throttle body opening command is issued to allow more air into the engine when the ignition advance command is transmitted, either simultaneously with or after the spark plug cleaning phase.

[0031] The pressure of fresh air in the intake manifold will increase as a result, and the gas pressure level in the cylinder will increase accordingly.

[0032] On the other hand, the present invention relates to an electronic control unit for an internal combustion engine, the internal combustion engine including at least one cylinder, an intake system including, at least in the direction of fresh air flow, a turbocharger compressor, a heat exchanger, a throttle body or an intake valve for the engine, and a fresh air intake manifold supplying fresh air, each cylinder including a spark plug including a first electrode and a second electrode, the first electrode and the second electrode extending partially into the combustion chamber of the associated cylinder, particularly for enabling the generation of a spark for cylinder ignition.

[0033] The electronic control unit includes the engine control system, which includes:

[0034] - A module for detecting combustion problems in at least one cylinder, the module is configured to calculate the torque produced by each cylinder based on the analysis of instantaneous engine speed, compare the torque with a torque setpoint to obtain the difference between the torque setpoint and the calculated torque, and compare the difference with a critical threshold.

[0035] If the difference between the torque setpoint and the calculated torque exceeds a critical threshold, the combustion problem is considered to have become serious.

[0036] The engine control system also includes a verification module that checks whether the engine operating point is within the critical speed and load range for spark plug fouling, where the gas temperature in the combustion chamber is below 500°C.

[0037] The engine control system also includes a spark plug cleaning module, which is used to remove soot particle deposits from the electrodes. This module is configured to increase the pressure and temperature levels in a given cylinder to exceed, for example, a temperature threshold of 500°C or higher, when the difference between the torque setpoint and the calculated torque exceeds a critical threshold and the engine operating point is within a critical speed and load range, thereby removing the accumulated particulate deposits.

[0038] - Ignition advance control module: The ignition advance control module is configured to transmit an ignition advance command greater than the optimal advance angle to the control system in order to increase the pressure and temperature levels in the cylinder.

[0039] Advantageously, the control system is configured to transmit a throttle body opening command to allow more air into the engine when the control module transmits an ignition advance command.

[0040] The pressure of fresh air in the intake manifold will increase as a result, and thus the gas pressure level in the cylinder will also increase.

[0041] In another aspect, the present invention relates to a motor vehicle comprising a spark-ignition internal combustion engine and an electronic control unit as described above.

[0042] Other objects, features, and advantages of the invention will become apparent from the following description, which is given by way of non-limiting example only, and with reference to the accompanying drawings, wherein:

[0043] Figure 1A and Figure 1B The diagrams schematically show a spark plug in normal working condition and a spark plug in a dirty condition.

[0044] Figure 2 A structural example of an internal combustion engine in a motor vehicle, including a control unit, is shown in a highly schematic manner. The control unit includes a control system configured according to the invention to detect and eliminate spark plug fouling.

[0045] Figure 3 The calculated torques of the three individual cylinders relative to the torque setpoint are shown.

[0046] Figure 4 The diagram shows the variation in advance efficiency as a function of the applied advance angle at a given engine operating point.

[0047] Figure 5A and Figure 5B The diagram shows a comparison of gas pressure and temperature levels in a given cylinder as a function of crankshaft angle at a given operating point within the critical region, between nominal advance setting and excessive advance setting of the control system according to the invention.

[0048] Figure 6 It shows the result of Figure 2 The system configuration is a flowchart of the control process for detecting and eliminating spark plug contaminants.

[0049] Figure 1 schematically illustrates the general structure of an internal combustion engine 10, particularly a spark-ignition internal combustion engine for motor vehicles, which runs, for example, on gasoline, or alternatively on alcohol, liquefied petroleum gas (LPG), etc.

[0050] These architectures are given by way of example and do not limit the invention to the only configurations in which engine control according to the invention can be applied.

[0051] In the illustrated example, the internal combustion engine 10 includes, by way of example only, three inline cylinders 12, a fresh air intake manifold 14, an exhaust manifold 16, and a turbocharging system 18.

[0052] Cylinder 12 is supplied with air via intake manifold 14, which itself is supplied with air by pipe 20 equipped with air filter 22 and compressor 18b of turbocharger 18 of engine 10.

[0053] Each cylinder 12 is supplied with fuel, such as gasoline.

[0054] As is known in the art, a turbocharger 18 essentially comprises an exhaust-driven turbine 18a and a compressor 18b mounted on the same shaft as the turbine 18a. The compressor compresses air supplied by an air filter 22 to increase the amount (mass flow rate) of air entering the cylinders 12 of the engine 10. The turbine 18a may be of a "variable geometry" type, meaning that the turbine impeller is equipped with blades of variable angle to adjust the amount of energy extracted from the exhaust, thereby adjusting the boost pressure.

[0055] The heat exchanger 30 is located downstream of the outlet of the compressor 18b, and supplies fresh air to the intake manifold 14 via the supply pipe 14a.

[0056] The internal combustion engine 10 therefore includes an intake circuit Ca, an exhaust circuit Ce, and a fuel injection circuit Ci.

[0057] The intake circuit Ca, from upstream to downstream in the airflow direction, includes:

[0058] - Air filter 22 or air filter box;

[0059] - The compressor 18b of the turbocharger 18 is configured to compress air drawn in from the outside atmosphere and, where applicable, to recirculate exhaust gas at low pressure, as described below;

[0060] - Heat exchanger 30, which is configured to cool the intake air after it has been compressed in compressor 18b, the intake air comprising a mixture of fresh air and recirculated gas;

[0061] - Throttle body 28 or intake valve for the engine; and

[0062] - Intake manifold 14.

[0063] Heat exchanger 30 is a cooler for so-called "pressurized" intake air, corresponding in this context to an air-to-water heat exchanger, referred to in English as a "water-charged air cooler". The terms "heat exchanger 30" and "pressurized air cooler 30" refer to the same component hereinafter. Alternatively, it can be an air-to-air cooler.

[0064] The exhaust system Ce, from upstream to downstream in the exhaust flow direction, includes:

[0065] - Exhaust manifold 16;

[0066] - The turbine 18a of the turbocharger 18 is configured to extract energy from the exhaust flowing through it, and the expansion energy is transmitted via a common shaft to the compressor 18b for compressing the intake air; and

[0067] - System 40 for processing combustion gases from the engine.

[0068] Regarding the exhaust manifold 16, it collects the exhaust gas produced by combustion and discharges the exhaust gas to the outside through the exhaust pipe 32 leading to the turbine 18a of the turbocharger 18 and the exhaust line 34 installed downstream of the turbine 18a.

[0069] By way of example, but by no means limited thereto, the engine exhaust purification system 40 includes a first device 42, which includes a three-way catalytic converter 42a.

[0070] The exhaust purification system 40 also includes a second device 44, in this case a particulate filter, and an exhaust pipe 45 installed at the outlet of the second purification device 44 and leading to the outside.

[0071] As illustrated, engine 10 does not include a portion of the exhaust gas recirculation circuit to the intake air, namely the so-called "EGR" ("exhaust gas recirculation") circuit.

[0072] As a variant, the engine can be designed to include an exhaust gas recirculation circuit, particularly a low-pressure exhaust gas recirculation circuit, known as “EGR BP”, which starts at a point on exhaust line 34—in this case, downstream of turbine 18a in exhaust line 45, particularly downstream of exhaust aftertreatment system 40—and returns exhaust gas to a point on fresh air supply line 20, upstream of compressor 18b of turbocharger 18.

[0073] As a variation, the low-pressure exhaust gas recirculation loop may begin at the outlet of turbine 18a, or downstream of only a portion of exhaust gas aftertreatment system 40, for example, between the first aftertreatment unit 42 and the second aftertreatment unit 44.

[0074] By way of a non-limiting example, the engine is associated with a fuel system, which includes, for example, fuel injectors (not shown) that inject gasoline directly from a fuel tank (not shown) into each cylinder.

[0075] Engine 10 may also include a fuel vapor purging circuit (not shown) by way of example only.

[0076] Each cylinder 12 includes a spark plug 13, which includes a first electrode and a second electrode (not shown) that extend partially into the combustion chamber of the associated cylinder 12 to generate a spark for ignition of the cylinder 12.

[0077] The engine 10 includes an engine control unit (not shown) and an electronic control unit (ECU) 50 housed within the engine control unit.

[0078] The electronic control unit ECU 50 includes a control system 60, which is configured to control various components of the internal combustion engine, particularly the ignition advance angle.

[0079] The control system 60 receives data or estimated data collected by sensors at various locations on the engine, particularly the torque calculated for each cylinder 12.

[0080] The control system 60 can receive other data.

[0081] The control system 60 includes a module 61 for detecting combustion problems in at least one cylinder 12.

[0082] The detection module 61 is configured to calculate the torque C_calc generated by each cylinder 12 based on the analysis of the instantaneous rotational speed n, compare the torque C_calc with the torque setpoint C_cs to obtain the difference x% between the torque setpoint C_cs and the calculated torque C_calc, and compare the difference x% with the critical threshold e%.

[0083] The torque C_calc produced by each of the 12 cylinders is calculated based on the analysis of the instantaneous rotational speed n, and this calculation can be performed, for example, according to the teachings of publication FR 2 681 425 – A1.

[0084] When a contaminated spark plug in a given cylinder 12 causes reduced combustion efficiency or even a combustion failure cycle (i.e., "misfire"), the calculated torque C_calc for that particular cylinder will be lower than the torque setpoint C_cs, such as... Figure 3 As shown in the figure, this figure shows the calculated torque C_calc relative to the torque setpoint C_cs for three individual cylinders Cyl1, Cyl2 and Cyl3.

[0085] If the difference x% between the torque setpoint C_cs and the calculated torque C_calc exceeds the critical threshold e, the combustion problem is considered to have become serious.

[0086] The control system 60 includes module 62 for checking whether the engine operating point is within the critical speed and load range for spark plug fouling.

[0087] In the critical speed and load range, the gas temperature in the combustion chamber is below 500°C.

[0088] The term "critical speed and load zone" refers to the zone where the speed is less than or equal to 2,500 revolutions per minute and the load is less than or equal to 50% of the full load value.

[0089] The control system 60 also includes a module 63 for cleaning the spark plug 13, namely a module for removing soot particle deposits from the electrode.

[0090] The spark plug cleaning module 63 is configured to increase the pressure and temperature levels in cylinder 12 to exceed the temperature threshold T_seuil, for example, greater than or equal to 500°C, when the difference x% between the torque setpoint C_cs and the calculated torque C_calc exceeds the critical threshold e% and the engine operating point is within the critical speed and load range, thereby achieving the removal of accumulated particulate deposits.

[0091] To increase the pressure and temperature levels in the cylinder, the cleaning module 63 includes a module 64 for controlling the ignition advance angle.

[0092] It is currently known that the ignition advance angle can be controlled. For example... Figure 4 As shown in the figure, this graph illustrates the variation in ignition advance efficiency (Rend_Av) as a function of the applied ignition advance angle (Av_appl) for a given operating point. Entrance efficiency reflects the impact of ignition advance angle on engine efficiency, and thus on fuel consumption. When the ignition advance angle is the optimal advance angle Av_opt, the advance efficiency equals 1. When the ignition advance angle is low—that is, less than the optimal advance angle—this is called "under-advance," and when the ignition advance angle is high—that is, greater than the optimal advance angle—this is called "over-advance." In these cases, efficiency decreases and is less than 1.

[0093] Currently, all engines are operating within the optimal advance angle Av_opt or under-adv. Under-adv allows for rapid torque adjustment. However, it lowers the temperature level of the gases in the cylinder.

[0094] The ignition advance control module 64 is configured to operate in a region corresponding to over-advance that is not currently being utilized. This allows for an increase in the temperature and pressure of the gas in cylinder 12, as shown in Figure 5.

[0095] The term "over-premature" refers to an efficiency reduction to less than 1, preferably less than or equal to 0.8.

[0096] In this situation, the ignition advance control module 64 transmits an advance command Av_appl greater than the optimal advance angle Av_opt to the control system 60.

[0097] The ignition advance level is predetermined during testing at each operating point within the critical speed and load range to achieve a temperature of 500°C or higher, and is mapped in the control system 60 as a function of speed and load.

[0098] The greater the ignition advance, the lower the efficiency, which leads to a decrease in engine torque. In order to maintain the torque C_cal at the setpoint value C_cs, the control system 60 sends a throttle body 28 opening command to allow more air to enter the engine. The pressure of fresh air in the intake manifold 14 will therefore increase, and thus the gas pressure level in cylinder 12 will increase accordingly.

[0099] The control method 100 is configured to control various components of the internal combustion engine, particularly the ignition advance angle.

[0100] The control method 100 includes step 101 for detecting combustion problems in at least one cylinder 12.

[0101] During detection step 101, the torque C_calc generated by each cylinder 12 is calculated based on the analysis of the instantaneous rotational speed n, and the torque C_calc is compared with the torque setpoint C_cs to obtain the difference x between the torque setpoint C_cs and the calculated torque C_calc.

[0102] Then compare the difference x% with the critical threshold e%.

[0103] If the difference x% between the torque setpoint C_cs and the calculated torque C_calc is greater than the critical threshold e, the combustion problem is considered to have become serious.

[0104] Control method 100 includes a verification step 102, in which the engine operating point is checked to see if it is within the critical speed and load range for spark plug fouling.

[0105] In the critical speed and load range, the gas temperature in the combustion chamber is below 500°C.

[0106] The term "critical speed and load range" refers to the range where the speed is less than or equal to 2,500 revolutions per minute and the load is less than or equal to 50% of the full load.

[0107] The control method 100 also includes a spark plug 13 cleaning step 103, which removes the deposited particles from the electrode when the engine operating point is within the critical speed and load range for spark plug contamination and when the difference x% between the torque set point C_cs and the calculated torque C_calc is greater than the critical threshold e%.

[0108] During spark plug 13 cleaning step 103, when the engine operating point is within the critical speed and load range, the pressure and temperature levels in cylinder 12 are increased to exceed the temperature threshold T_seuil—for example, greater than or equal to 500°C—to remove accumulated particulate deposits.

[0109] To increase the pressure and temperature levels in the cylinder, ignition advance is applied. For this purpose, an advance command Av_appl greater than the optimal advance angle Av_opt is transmitted to the control system 60.

[0110] "Excessive advance of ignition" refers to an efficiency reduction to less than 1, preferably less than or equal to 0.8.

[0111] The over-advance level is predetermined during testing at each operating point within the critical speed and load range to achieve a temperature of 500°C or higher, and is mapped in the control system 60 as a function of speed and load.

[0112] The greater the ignition advance, the lower the efficiency, which leads to a decrease in engine torque. To maintain the torque C_calc at the setpoint C_cs, method 100 further includes step 104: transmitting a throttle body 28 opening command to allow more air into the engine. The pressure of fresh air in the intake manifold 14 will thus increase, and consequently, the gas pressure level in cylinder 12 will increase accordingly.

[0113] Thanks to this invention, spark plug buildup can be detected and eliminated simply and reliably at low cost.

Claims

1. A method (100) for controlling an internal combustion engine (10), the internal combustion engine comprising at least one cylinder (12), an intake circuit (Ca), the intake circuit including, at least in the direction of fresh air flow, a compressor (18b) of a turbocharger (18), a heat exchanger (30), a throttle body (28), and a fresh air intake manifold (14) supplied with fresh air, each cylinder (12) comprising a spark plug (13), the spark plug comprising a first electrode and a second electrode, the first electrode and the second electrode extending partially into the combustion chamber of the associated cylinder (12), the method (100) comprising: - A step (101) for detecting a combustion problem in at least one cylinder (12), during which the torque (C_calc) generated by each of the cylinders (12) is calculated based on an analysis of the instantaneous engine speed (n), the torque (C_calc) is compared with a torque setpoint (C_cs) to obtain a difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc), and the difference (x%) is compared with a critical threshold (e%); if the difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc) exceeds the critical threshold (e%), then a combustion problem is determined to have been detected; - Verification step (102), wherein the engine operating point is checked to see if it is within the critical speed and load range for spark plug fouling, the critical speed and load range corresponding to the speed and load range where the gas temperature in the combustion chamber is below 500°C; - If the difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc) exceeds a critical threshold (e%) and the engine operating point is within the critical speed and load range, then the method (100) initiates a spark plug (13) cleaning step (103), which is configured to increase the pressure and temperature level in a given cylinder (12) to exceed a temperature threshold, for example, greater than or equal to 500°C; during the spark plug (13) cleaning step (103), an ignition over-advance command (Av_appl) greater than the optimal advance angle (Av_opt) is transmitted to the engine control system (60) to increase the pressure and temperature level in the cylinder (12).

2. The method (100) according to claim 1, wherein, Simultaneously with or after the spark plug (13) cleaning step (103), when the ignition advance command is transmitted, the throttle body (28) opening command is transmitted to allow more air into the engine.

3. An electronic control unit (ECU 50) for an internal combustion engine (10), the internal combustion engine including at least one cylinder (12), an intake system (Ca) including, at least in the direction of fresh air flow, a compressor (18b) of a turbocharger (18), a heat exchanger (30), a throttle body (28), and a fresh air intake manifold (14) supplying fresh air, each cylinder (12) including a spark plug (13) including a first electrode and a second electrode, the first electrode and the second electrode extending partially into the combustion chamber of the associated cylinder (12), the electronic control unit (ECU 50) including an engine control system (60), the engine control system including: - A module (61) for detecting combustion faults in at least one cylinder (12), the module being configured to calculate the torque (C_calc) generated by each of the cylinders (12) based on an analysis of an instantaneous engine speed (n), compare the torque (C_calc) with a torque setpoint (C_cs) to obtain a difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc), and compare the difference (x%) with a critical threshold (e%); if the difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc) is greater than the critical threshold (e%), then a combustion problem is determined to have been detected; - Verification module (62), which checks whether the engine operating point is within the critical speed and load range of spark plug fouling, wherein the gas temperature in the combustion chamber is below 500°C; - Spark plug (13) cleaning module (63), which is configured to increase the pressure and temperature level in a given cylinder (12) to exceed, for example, a temperature threshold of 500°C or higher when the difference (x%) between the torque setpoint (C_cs) and the calculated torque (C_calc) exceeds a critical threshold (e%) and the engine operating point is within the critical speed and load range; as well as - Ignition advance control module (64), which is configured to transmit an ignition advance command (Av_appl) greater than the optimal advance angle (Av_opt) to the control system (60) to increase the pressure and temperature levels in the cylinder (12).

4. The control unit according to claim 4, wherein, The control system (60) is configured to transmit a throttle body (28) opening command to allow more air into the engine when the control module (64) transmits an ignition advance command.

5. A motor vehicle comprising an electronic control unit according to claim 3 or 4.

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