EP0757168A2 - Méthode et dispositif pour la commande d'un moteur à combustion interne - Google Patents

Méthode et dispositif pour la commande d'un moteur à combustion interne Download PDF

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Publication number
EP0757168A2
EP0757168A2 EP96106814A EP96106814A EP0757168A2 EP 0757168 A2 EP0757168 A2 EP 0757168A2 EP 96106814 A EP96106814 A EP 96106814A EP 96106814 A EP96106814 A EP 96106814A EP 0757168 A2 EP0757168 A2 EP 0757168A2
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EP
European Patent Office
Prior art keywords
correction
signal
operating
fuel
map
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP96106814A
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German (de)
English (en)
Other versions
EP0757168A3 (fr
EP0757168B1 (fr
Inventor
Gerhard Dipl.-Ing. Engel
Manfred Dipl.-Ing. Birk
Peter Dipl.-Ing. Rupp
Christopher Dipl.-Ing. Huber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0757168A2 publication Critical patent/EP0757168A2/fr
Publication of EP0757168A3 publication Critical patent/EP0757168A3/fr
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Publication of EP0757168B1 publication Critical patent/EP0757168B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2416—Interpolation techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • Such a method and such a device for controlling an internal combustion engine is known for example from DE-OS 41 05 740 (US 315,976).
  • a method for additive and multiplicative correction of a characteristic map is described there.
  • a first deviation signal represents an additive and a second deviation signal represents a multiplicative error.
  • Such a correction of characteristic maps referred to as global correction, only delivers sufficiently accurate correction values if the characteristic map is divided into areas in which the additive errors dominate and in areas in which multiplicative errors dominate.
  • the invention has for its object to achieve the simplest and most accurate possible adaptation of a characteristic map in a method and a device for controlling an internal combustion engine of the type mentioned.
  • the procedure according to the invention has the advantage that a simple adaptation of the map is possible, which is very precise where it is required for the functionality.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows the correction map
  • FIG. 3 different working areas.
  • the quantity-determining actuator 100 designates a first actuator which, depending on the control signal US fed to it, meters a certain amount of fuel to an internal combustion engine (not shown).
  • the quantity-determining actuator 100 is supplied with the signal US by a so-called pump map 105.
  • the pump signal map 105 is supplied with the output signal of the node 110 as an input variable.
  • An output signal MKS of a minimum selection 120 is present at the first input of node 110 with a positive sign.
  • the minimum selection 120 is supplied with the output signal MKW of a quantity specification 142, which evaluates, for example, a signal FP from an accelerator pedal position sensor 144.
  • the minimum selection 120 becomes the output signal of a smoke limitation 122 and the output signal of a Torque limit 124 supplied.
  • the smoke limitation 122 evaluates, for example, the output signal ⁇ of a lambda sensor 130, which detects the oxygen concentration of the exhaust gas, and / or the output signal ML of an air quantity sensor 133.
  • a torque signal N 136 is fed in particular to the torque limiter 124.
  • the output signal of the minimum selection 120 can also be fed to further control loops. For example, it is fed to a start of injection regulator 140, which sets the desired start of injection as a function of this quantity signal MKS. Furthermore, it can be fed to an exhaust gas recirculation controller 145 or an air quantity controller.
  • This controller also includes a map in which a control signal for controlling a second actuator 148 is stored depending on the operating parameters. This second actuator influences, for example, the amount of air sucked in via an exhaust gas recirculation flap.
  • the exhaust gas recirculation controller 145 processes the output signal of the speed sensor 136 and the lambda sensor 130 and / or an air mass meter. Such an arrangement is essentially known.
  • the output signal K of an adaptation 115 is fed to the second input of the node 110 with a negative sign.
  • the adaptation processes the output signal of a node 155 as well as the speed signal N of the speed sensor 136 and a fuel quantity signal MK, which is provided by a block 157.
  • the output point MKS of the minimum selection is supplied to the addition point 155 with a negative sign and a signal MKI with a quantity calculation 150 with a positive sign.
  • the quantity calculation 150 is fed with the lambda signal ⁇ of the lambda sensor 130 and an air quantity signal MLV of an air quantity specification 152 or the air mass sensor 133 as input variables.
  • the output signal K of the adaptation 115 is provided by a correction map 180.
  • the output of a first controller 170, a second controller 172 and a third controller 174 is fed to the correction map 180.
  • the first controller 170 is connected to the node 155 via a first switching means 160, the second controller 172 via a second switching means 162 and the third controller 174 via a third switching means 164.
  • the switching means 160, 162 and 164 are controlled by an adaptation control 166 as a function of operating parameters.
  • the speed signal N and a quantity signal MK are used as operating parameters, for example.
  • block 142 specifies a desired amount MKW that corresponds to the driver request.
  • This desired quantity is limited to the maximum permissible values depending on the output signal of the smoke limiter 122 and the torque limiter 124.
  • the smoke limitation 122 depends, for example, on the air quantity ML supplied to the internal combustion engine and the lambda value ⁇ , that is to say the oxygen concentration of the exhaust gas.
  • the torque limit 124 is essentially dependent on the speed.
  • the setpoint MKS for the fuel quantity MKS to be injected is present.
  • This variable can be supplied to various regulators which, depending on this variable, set the start of injection or the exhaust gas recirculation rate, for example.
  • this variable MKS is fed to the so-called pump map 105.
  • the pump map sets the signal MKS with respect to the amount of fuel to be injected into a control signal US for the actuator 100 ⁇ m, which determines the amount of fuel to be injected.
  • the quantity of fuel MKI actually injected is determined by means of a quantity calculation 150 and compared at the comparison point 155 with the target quantity MKS. Depending on this comparison result, a correction quantity K is then determined, which is also referred to as correction quantity K. With this correction variable, the setpoint for the quantity MKS is corrected in addition point 110.
  • the intake air quantity MLV and the lambda value ⁇ I of the exhaust gas are used to calculate the quantity 150.
  • An air quantity that is detected directly by a sensor can be used as the air quantity signal MLV, or the air quantity signal MLV can be calculated on the basis of various operating parameters such as the temperature and pressure of the air quantity drawn in.
  • the needle stroke or the duration of the spray, the pressure in the fuel line, the torque, the exhaust gas temperature or the output signal of a NOX or HC sensor can be used.
  • the lambda value ⁇ I of the exhaust gas is usually measured directly with a lambda probe.
  • a deviation signal DMK results.
  • the output signal of a lambda controller can be used as the deviation signal.
  • the adaptation controller 166 ensures that the controllers 170, 172 and 174 only receive a signal when certain operating parameters are present.
  • the speed N and the fuel quantity MK are taken into account as operating parameters.
  • the fuel quantity MK is a fuel quantity value present in the control device, such as, for example, the target fuel quantity MKS.
  • other quantity signals such as the quantity MKI, can also be used.
  • one of the switches 160, 162 or 164 is optionally closed and the deviation signal DMK is fed to the corresponding controller 170, 172 or 174.
  • controllers are preferably implemented as integral controllers. This is a slow control loop, which regulates the determined difference in quantity between the target quantity MKS and the calculated actual quantity MKI to 0 at a certain operating point.
  • the deviation signal DMK is determined only in the vicinity of three operating points, which are defined by the speed and fuel quantity MK. Based on these three deviation values, three correction values are determined for these three operating points. These three correction values at three operating points define a so-called correction level. This correction level assigns a correction quantity K to each operating point, which is defined by a fuel quantity value MK, a speed value N.
  • these three points are chosen such that an operating point is located in each functionally important working area of the internal combustion engine.
  • a first work area is given at low speeds and small amounts of fuel. Exhaust gas recirculation is active in this operating range.
  • the smoke control is active in a second work area at low speeds and large amounts of fuel. In a third work area at high speeds and large amounts of fuel, torque is limited.
  • a correction value is learned in each of these operating areas. On the basis of these three correction values, the correction level is then calculated, via which a global correction of the pump characteristic map is finally carried out.
  • a first correction value K1 results.
  • a second correction value K2 is determined.
  • the speed values N1 and N2 are the same.
  • a third correction value K3 is determined at the third operating point, defined by the speed N3 and the quantity MK3.
  • the speed N1 takes for example a value of 1000 min -1 and the speed N2 a value of 4000 min -1 .
  • These three operating points which can also be referred to as support points of a correction plane, and the three correction values K1, K2 and K3 define a plane which is indicated by a dash-dotted line.
  • a point of the plane and thus a specific correction quantity K is assigned to any operating point, that is to say any combination of speed value N and fuel quantity value MK.
  • the controllers 170, 172 and 174 provide the correction values K1, K2 and K3. On the basis of these correction values and the known operating points which are assigned to these values, a correction level results which is stored in the correction map 180. A correction quantity K can be read out from this correction map 180 for each operating point.
  • a correction value is learned in each of the work areas. This is preferably the mean value over several measurements of the deviation signal DMK. Based on the three correction values K1, K2 and K3, a correction level is then calculated, via which a global correction of the pump characteristic map is carried out. The high accuracy of the global correction lies exactly where it is required for the functionality.
  • This procedure corrects both multiplicative and additive errors. Areas for the separate recording of multiplicative or additive errors are not differentiated, which simplifies the procedure in the application. Thanks to the global correction, the errors can be learned quickly and thus quickly compensated for in the entire map area without discontinuities.
  • the selected valid deviation signals DMK are continuously averaged by the controllers 170, 172 and 174 responsible for the respective work area. As long as there is no usable signal for the adaptation, i.e. the corresponding operating point has not yet been reached, the output signal of the corresponding controller assumes the value 0. All deviation signals, which are measured at an operating point within a working range and are considered to be valid, pass via the switching means 160, 162 or 164 to the associated controller 170, 172 or 174, which has a long integration time.
  • the continuously averaged quantity errors can be represented as a correction map for the pump map.
  • the reference points at which the correction values are calculated are preferably placed in the middle of the work area or in the area of the work area whose values occur most frequently. The between these three correction values
  • the spanned plane approaches a fully measured correction map globally after a relatively short measurement time. Since only three correction values are required to calculate the level, all intermediate values are available very quickly with sufficient accuracy.
  • This procedure has the advantages that an additive correction value measured in its vicinity is present in each operating point after a short measuring time. Multiplicative error components are taken into account indirectly via the level equation defined by the three correction values. By calculating the level over the entire operating range, the correction also detects operating points that are rarely approached with sufficient accuracy. Discontinuities, such as in a pump map that has been adapted at certain points, do not occur. The application effort can be greatly reduced.
  • the learning area is limited to the immediate vicinity of the bases. This takes place against the background that operating points which are relatively far away from the base and which are driven stationary for a long time can be learned incorrectly in relation to the base.
  • the limited learning areas must be set for fast learning on functionally important points that are driven as often as possible.
  • the correction level is limited. This means that a threshold value for the amount of the correction values K1, K2, K3 can be specified. Furthermore, it can be provided that the gradient, that is the Slope of the plane is limited. This means that the difference between two correction values must not exceed a threshold value. This limitation protects against incorrect extrapolations, for example after the start.
  • a particularly advantageous embodiment results when a plurality of correction levels are specified. It is particularly advantageous if a partial correction level can be specified for each of the three functional areas (exhaust gas recirculation, full load and torque limitation).
  • the number of levels can take any value.
  • the increased number of sub-levels results in more support points and thus greater flexibility, especially in the peripheral zones. No jumps may occur at the transitions between the sub-levels.
  • a line of intersection is preferably defined between the planes, or a minimum and / or a maximum selection is made between two planes, or the planes are averaged at the operating point.
  • the influence of sensor errors can be reduced.
  • the lambda probe is more accurate with small lambda values and the air mass meter is more accurate with large lambda values. From this, for example, when the lambda full load is adjusted, it is concluded that an existing averaged difference between the two air signals is largely due to a sensor error in the air mass meter.
  • the mean value of this deviation with regulated full load enables a global correction of the air mass sensor.
  • the mean value of the deviation with regulated exhaust gas recirculation for example when idling, enables a global correction of the lambda sensor.
  • the speed values N1 and N2 are selected to be the same for the first and second operating points.
  • the quantity values MK2 and MK3 are selected accordingly.
  • the correction plane can be calculated very easily with these pairs of identical coordinates.
  • the work areas 1, 2 and 3 for the different sub-levels are separated from one another by means of a solid line or a dash-dotted line.
  • the reference points at which the correction values Kn are determined are identified by crosses.
  • a straight line is defined.
  • the transition from sub-level 3 to sub-level 1 takes place in the area of the dash-dotted line by means of a minimum selection.
  • the correction amounts of the two levels are read out and the smaller of the two correction amounts is used.
  • correction levels 1 and 2 and correction levels 2 and 3 each have two common support points on the respective intersection line. Another base lies within the 1 and 3 correction levels

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP96106814A 1995-08-04 1996-04-30 Méthode et dispositif pour la commande d'un moteur à combustion interne Expired - Lifetime EP0757168B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19528696A DE19528696A1 (de) 1995-08-04 1995-08-04 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE19528696 1995-08-04

Publications (3)

Publication Number Publication Date
EP0757168A2 true EP0757168A2 (fr) 1997-02-05
EP0757168A3 EP0757168A3 (fr) 1999-02-03
EP0757168B1 EP0757168B1 (fr) 2002-01-02

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EP96106814A Expired - Lifetime EP0757168B1 (fr) 1995-08-04 1996-04-30 Méthode et dispositif pour la commande d'un moteur à combustion interne

Country Status (3)

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EP (1) EP0757168B1 (fr)
JP (1) JPH09105352A (fr)
DE (2) DE19528696A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1363008A1 (fr) * 2002-05-14 2003-11-19 Robert Bosch Gmbh Procédé et dispositif de contrôle d'injection du carburant pour un moteur à auto-allumage
FR2917459A3 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de correction des derives d'un dispositif de mesure de debit d'air
DE102004044463B4 (de) 2004-03-05 2020-08-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6253748B1 (en) 1998-05-09 2001-07-03 Robert Bosch Gmbh Method and device for controlling an internal combustion engine
DE10003548A1 (de) 1999-02-05 2000-08-10 Denso Corp Vorrichtung und Verfahren zur Berechnung einer von einem Klimaanlagensystem gesteuerten Variablen
JP3775942B2 (ja) * 1999-04-20 2006-05-17 本田技研工業株式会社 内燃機関の燃料噴射制御装置
DE10044412A1 (de) * 2000-09-08 2002-03-21 Bayerische Motoren Werke Ag Vorrichtung und Verfahren zur Adaption von Kennfeldwerten in Steuergeräten
DE10146317A1 (de) 2001-09-20 2003-04-10 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10202156B4 (de) * 2002-01-22 2010-08-26 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
DE102005012950B4 (de) 2005-03-21 2019-03-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP5218536B2 (ja) * 2010-12-10 2013-06-26 株式会社デンソー 制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3438781A1 (de) * 1984-10-23 1986-04-24 Robert Bosch Gmbh, 7000 Stuttgart Elektronische steuereinrichtung fuer eine kraftstoffeinspritzanlage
JPS6187941A (ja) * 1984-10-05 1986-05-06 Nippon Denso Co Ltd デイ−ゼル機関用燃料噴射時期制御装置
DE3603137A1 (de) * 1986-02-01 1987-08-06 Bosch Gmbh Robert Verfahren und einrichtung zur steuerung/regelung von betriebskenngroessen einer brennkraftmaschine
EP0352782A2 (fr) * 1988-07-29 1990-01-31 Daimler-Benz Aktiengesellschaft Procédé de commande adaptative pour une valeur de marche d'un élément de propulsion d'un vehicule à moteur
DE4304441A1 (de) * 1993-02-13 1994-08-18 Bosch Gmbh Robert Verfahren zum Betreiben eines Prozesses mit Hilfe eines Kennfeldes

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6187941A (ja) * 1984-10-05 1986-05-06 Nippon Denso Co Ltd デイ−ゼル機関用燃料噴射時期制御装置
DE3438781A1 (de) * 1984-10-23 1986-04-24 Robert Bosch Gmbh, 7000 Stuttgart Elektronische steuereinrichtung fuer eine kraftstoffeinspritzanlage
DE3603137A1 (de) * 1986-02-01 1987-08-06 Bosch Gmbh Robert Verfahren und einrichtung zur steuerung/regelung von betriebskenngroessen einer brennkraftmaschine
EP0352782A2 (fr) * 1988-07-29 1990-01-31 Daimler-Benz Aktiengesellschaft Procédé de commande adaptative pour une valeur de marche d'un élément de propulsion d'un vehicule à moteur
DE4304441A1 (de) * 1993-02-13 1994-08-18 Bosch Gmbh Robert Verfahren zum Betreiben eines Prozesses mit Hilfe eines Kennfeldes

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 010, no. 265 (M-515), 10. September 1986 & JP 61 087941 A (NIPPON DENSO CO LTD;OTHERS: 01), 6. Mai 1986 *

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1363008A1 (fr) * 2002-05-14 2003-11-19 Robert Bosch Gmbh Procédé et dispositif de contrôle d'injection du carburant pour un moteur à auto-allumage
DE102004044463B4 (de) 2004-03-05 2020-08-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
FR2917459A3 (fr) * 2007-06-12 2008-12-19 Renault Sas Procede de correction des derives d'un dispositif de mesure de debit d'air

Also Published As

Publication number Publication date
DE19528696A1 (de) 1997-02-06
EP0757168A3 (fr) 1999-02-03
DE59608534D1 (de) 2002-02-07
EP0757168B1 (fr) 2002-01-02
JPH09105352A (ja) 1997-04-22

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