EP0760056A1 - Procede et dispositif de commande d'un moteur a combustion interne - Google Patents

Procede et dispositif de commande d'un moteur a combustion interne

Info

Publication number
EP0760056A1
EP0760056A1 EP95915778A EP95915778A EP0760056A1 EP 0760056 A1 EP0760056 A1 EP 0760056A1 EP 95915778 A EP95915778 A EP 95915778A EP 95915778 A EP95915778 A EP 95915778A EP 0760056 A1 EP0760056 A1 EP 0760056A1
Authority
EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
air supply
controlling
throttle valve
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
EP95915778A
Other languages
German (de)
English (en)
Other versions
EP0760056B1 (fr
Inventor
Eckart Damson
Martin Klenk
Stefan Miller
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
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0760056A1 publication Critical patent/EP0760056A1/fr
Application granted granted Critical
Publication of EP0760056B1 publication Critical patent/EP0760056B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the generic terms of the independent claims.
  • a method and a device for controlling an internal combustion engine is known from DE-OS 38 08 696 (US Pat. No. 5,014,668).
  • the internal combustion engine is operated in the lower and middle load range with excess air, that is to say with a lean air / fuel mixture ( ⁇ > 1).
  • a throttle valve that is to say the air supply to the internal combustion engine, is adjusted such that essentially a stoichiometric mixture ( ⁇ - 1) is obtained.
  • the adjustment of the throttle valve in order to move from operation with a lean operation to operation with a stoichiometric mixture or vice versa is carried out gradually within a predetermined period of time in order to rule out torque jumps.
  • the gradual transition can result in high pollution levels in the exhaust gas, so that a gradual adjustment of the throttle valve can have unfavorable consequences in some operating conditions.
  • the aim of the procedure according to the invention is to specify the conditions under which a change in the mode of operation appears suitable, i.e. e.g. in which operating states to select one or the other operating mode and on the basis of which signals or signal profiles the transition is recognized.
  • the throttle valve is controlled electrically in all operating areas, that is to say a so-called electronic accelerator pedal system is used.
  • a so-called electronic accelerator pedal system is used.
  • a second throttle valve which can be actuated electrically from its fully open to its closed position is provided for traction control. This is generally in the fully open position and is actuated in the direction of closing when the drive wheels of the vehicle slip in order to reduce the power of the internal combustion engine.
  • the procedure according to the invention provides a control system for an internal combustion engine, which controls a transition from an operating mode with a lean mixture composition in the first operating states to an operating state. type with stoichiometric mixture composition in second operating states without torque jump and increased pollutant emissions guaranteed.
  • an option for intervening in the air supply for realizing the procedure according to the invention is advantageously specified, which can be provided without great effort and which influences the air supply to the internal combustion engine to a sufficient extent for realizing the transition.
  • FIG. 1 shows an overview block diagram of a control for an internal combustion engine, in which the inventive Procedure is implemented.
  • FIG. 2 shows an overview block diagram of the control unit for implementing the procedure according to the invention, while FIG. 3 shows typical time profiles of suitable operating variables of the internal combustion engine or of the motor vehicle.
  • FIG. 4 finally shows a flow chart as an example of a realization of the procedure according to the invention as a computer program.
  • FIG. 1 shows a preferred exemplary embodiment of a control device for an internal combustion engine, in which the procedure according to the invention is implemented.
  • the internal combustion engine 10 has an air intake system 12 and an exhaust system 1.
  • a first throttle valve 16 is arranged in the air intake system 12 and is connected via a mechanical connection 18 to an operating element 20 that can be actuated by the driver, an accelerator pedal.
  • the accelerator pedal 20 or the throttle valve itself is biased in a known manner against its rest position by means of a spring.
  • a second throttle valve 22 is attached in the intake system, which is connected to an electric motor 26 via a mechanical connection 24.
  • the throttle valve 22 is biased into its fully open position by a spring 28.
  • one or more injection valves 30 are provided for the fuel metering.
  • a control unit 32 receives from a sensor 34 determining the air supply to the internal combustion engine (air quantity, mass, pressure or throttle valve position sensor) via a line 36 a measure of the air supply to the internal combustion engine.
  • the throttle valve 16 is connected to a position sensor 40 via a mechanical connection 38 Detection of the position of the throttle valve 16 connected, whose output line 42 leads to the control unit 32.
  • the throttle valve 22 is also connected via a mechanical connection 44 to a throttle valve position sensor 46, the output line 48 of which leads to the control unit 32.
  • the position sensors are potentiometers.
  • the internal combustion engine also has a speed sensor 50, which is connected to the control unit 32 via a line 52.
  • At least one exhaust gas sensor 54 is provided, which is connected to the control unit 32 via a line 56. Furthermore, the control unit 32 has further input lines 58 to 60, which it connects to measuring devices 62 to 64 for further operating variables of the internal combustion engine and / or vehicle. As the output line, the control unit 32 has the line 66, which connects it to the at least one injection valve 30 for controlling the fuel metering. Furthermore, an output line 68 is provided which leads to the electric motor 26 for actuating the throttle valve 22. In addition to influencing the fuel metering and the throttle valve 22, an influencing of the ignition angle (not shown for reasons of clarity) and possibly regulation of the idle position of the throttle valve 16 are provided.
  • a so-called electronic accelerator pedal system is provided in another advantageous embodiment, which is not shown for reasons of clarity, in which a single throttle valve is set electrically depending on the position of the accelerator pedal.
  • the throttle valve 16 is connected via a mechanical connection to an electric servomotor, which is connected via a control line from the control unit 32 is operated.
  • a signal for the position of the throttle valve is fed to the control unit 32 via the position transmitter 40 and the line 42.
  • the elements 68, 26, 24, 22, 28, 44, 46, 48 from FIG. 1 are omitted.
  • individual throttle valves are provided which influence the air supply to individual cylinders or throttle valves for so-called duct shutdown can be provided which influence the air supply to a predetermined number of cylinders.
  • duct shutdown can be provided which influence the air supply to a predetermined number of cylinders.
  • electrical actuation of the throttle valve it has proven advantageous in other exemplary embodiments to actuate the throttle valve hydraulically or pneumatically.
  • the control unit 32 depending on the engine speed supplied via the line 52 and the air mass supplied via the line 36, forms a load signal from a map in a known manner, which, at least corrected by an exhaust gas control, corrects the injection pulse for the injection represents spray valve 30.
  • the injection pulse is output via line 66.
  • the exhaust gas probe 54 preferably exhibits essentially linear behavior.
  • the fuel metering system is set such that the internal combustion engine is operated at least in stationary operation in the lower and middle part-load range with excess air, at which ⁇ preferably has a value in the range of 1.5.
  • FIG. 2 shows a realization of the control unit 32 for carrying out the procedure described.
  • the control unit 32 comprises a first calculation unit or a first characteristic diagram 200, to which the lines 52 and 36 are fed.
  • the output line 202 of the unit 200 leads to a correction stage 204, the output line of which represents the line 66.
  • the correction stage 204 is connected via a line 206 to a lambda regulator ( ⁇ regulator) 208, to which an actual signal is supplied via line 56 and a desired signal via line 210.
  • the line 210 starts from a switching element 212, to which the setpoint ⁇ l is fed via line 214 and a setpoint ⁇ > 1 on line 216.
  • the switching element 212 is switched via a line 218, which is the output line of a calculation unit or a characteristic diagram 220.
  • line 42 driver's request
  • lines 52, 36 and 58 to 60 are fed to this.
  • the output line 218 also leads to a further calculation unit or a further characteristic map 222, to which the lines 42 and 52 Unit 222 leads to a calculation unit or a map 226 or alternatively to a correction stage 228.
  • Lines 42 and 52 are fed to map 226.
  • the output line 230 of map 226 leads to a positioner 232, to which line 48 is also connected , When using an electronic accelerator pedal system, the line 42 is supplied.
  • the output line 234 of the positioner 232 optionally leads via the correction stage 228 to the output line 68.
  • the control unit 32 forms a base load signal TL as a function of the engine speed (line 52) and the signal for the air mass, air quantity, intake manifold pressure or the throttle valve position, which line is sent to the correction stage 204 via the line 202 is given.
  • the correction stage 204 serves to correct the load signal or the basic injection signal TL as a function of the output signal of the ⁇ controller 208.
  • the controller 208 emits an output signal on the line 206, which corrects the basic injection signal TL in the sense of an approximation of the actual value to the target value, in accordance with a predetermined control strategy (for example proportional-integral) and together with a precontrol which is dependent, for example, on the target value.
  • the corrected signal forms the injection signal ti and is delivered via line 66 to the injection valve or valves.
  • the ⁇ controller 208 is fed a line via line 216 and 210 through a corresponding position of the switching element 212, which corresponds to a lean air-fuel mixture. In the preferred embodiment, this setpoint is 1.5.
  • the setpoint of the ⁇ controller is set to 1 by switching the switching element 212 to improve the driving behavior. This results in a stoichiometric ratio between air and fuel mass.
  • the changeover is triggered by the calculation unit 220, which evaluates the accelerator pedal position and, if necessary, additionally the throttle valve position, the load signal, the gearbox position and / or the engine speed, in order to recognize a driver's performance request and from this the need for a switchover of the ⁇ controller is derived.
  • this is done by specifying a threshold value for the accelerator pedal position in the vicinity of the full-load range (for example at 70 ° accelerator pedal position). If this threshold value is exceeded, the system switches to stoichiometric operation. Equally advantageous is the consideration of the gear position and engine speed or the load signal in connection with the accelerator pedal or throttle valve position in such a way that a request for a high engine torque is recognized. Furthermore, the calculation unit 220 for detecting transient processes can determine and evaluate the time derivative of the accelerator pedal position. If the time derivative exceeds a predetermined limit value, that is to say the accelerator pedal is actuated very quickly in the direction of acceleration, this is a sign of a switchover to stoichiometric operation.
  • the switch from stoichiometric operation to lean operation takes place with the opposite sign. If the accelerator pedal position drops, for example, below the predetermined threshold value, the system switches back to lean operation, likewise if it was recognized from the above-mentioned parameters that only a small torque is required of the internal combustion engine, or if the time derivative of the accelerator pedal position after a certain time The threshold value is exceeded.
  • the switching element 212 If the calculation unit 220 detects a driver's power request, the switching element 212 is actuated.
  • the setpoint value of the ⁇ control is accordingly changed abruptly, while the injection quantity is initially unaffected. In conventional systems, such a change in the ⁇ setpoint would result in a change in the torque of the engine, which is not desired, by correspondingly correcting the injection time. Therefore, the switchover signal on line 218 is supplied to both the switching element 212 and the map 222.
  • the map 222 is activated by the switchover signal and determines a throttle valve position based on the momentary accelerator pedal position and the engine speed corresponding to the direction of the switchover. This is delivered via lines 224 and 230 to the positioner, which adjusts the additional flap on the basis of the throttle valve position value.
  • the setpoint is compared with the actual value of the throttle valve position and an output signal is generated which actuates the position of the additional throttle valve in the sense of adjusting the setpoint.
  • the extent of the adjustment of the throttle valve is determined in such a way that the torque adjustment of the internal combustion engine takes place through the throttle valve adjustment, which essentially compensates for the torque change caused by the switching of the ⁇ controller.
  • This is achieved by means of the map 222, in which corresponding, experimentally determined values for the extent of the throttle valve adjustment for each operating point (determined by the accelerator pedal position and engine speed) are stored.
  • the change in the torque generated by a specific adjustment of the throttle valve is determined experimentally for each operating point or for individual support points. If only a switchover between two fixed setpoints for the two operating modes is used in the ⁇ control, the determination of the necessary throttle valve adjustment is sufficient to compensate for the change in torque due to the switchover for each operating point.
  • variable setpoints the determination must be carried out for every possible setpoint jump or for individual reference points of setpoint jumps.
  • the result is then entered in the characteristic diagram 222, in which the amounts for the throttle valve adjustment via the accelerator pedal position and engine speed are plotted, if necessary additionally, over the ⁇ change.
  • the additional throttle valve is adjusted in stoichiometric operation as a function of accelerator pedal position and engine speed and, if appropriate, as a function of the lambda value to be set in lean operation, by means of characteristic diagram 222 such that the Torque change of a changeover occurring at any point in time is compensated for by adjusting the throttle valve to a further open position.
  • a map 226 is provided which, in lean operation, determines a desired throttle valve position on the basis of the accelerator pedal position and possibly the engine speed. The positioner 232 then regulates the throttle valve position over the entire operating range such that the actual throttle valve position corresponds to the setpoint. In such an embodiment, in stoichiometric operation, a switch is made to the map 222 for controlling the throttle valve, which is set with respect to the map 226 in such a way that the differences in the read-out throttle valve positions exactly compensate for the torque change generated by the ⁇ switchover.
  • map 226 is not controlled by map 222, but the map values of map 226 are corrected additively, multiplicatively or in some other way by the values read from map 222.
  • the throttle valve is set directly via the correction stage 228 independently of the positioner in the context of an open control.
  • the values read from the characteristic diagram 222 either form correction values for the controller output signal or replace it.
  • the above embodiment switches between two fixed setpoints for ⁇ .
  • the current ⁇ setpoint is also included in the map 222 before and after the changeover, so that a measure of the throttle valve position change and thus a measure of the torque compensation can be obtained there on the basis of the accelerator pedal position and engine speed .
  • Typical signal curves for an exemplary operating situation are recorded in FIG.
  • the time is horizontal, the vertical ⁇ value in FIG. 3a, the accelerator pedal position ⁇ in FIG. 3b, the air supply QL in FIG. 3c, and the torque M of the internal combustion engine in FIG. 3d.
  • the engine runs in the lean range until time t1. If a predetermined accelerator pedal threshold ⁇ is exceeded, a switch is made from the lean setting to the stoichiometric one. According to FIG. 3a, this leads to a change in the ⁇ value and, according to FIG. 3c, to an abrupt reduction in the air supply QL.
  • the torque contributions of the ⁇ change and the change in the air supply are selected such that they essentially compensate each other. Therefore, no change in torque can be seen in FIG. 3d at time t1. At time t2, the accelerator pedal position drops below the threshold.
  • FIG. 4 shows a flow diagram as an implementation of the procedure according to the invention as a computer program.
  • the relevant operating variables accelerator pedal position ⁇ , engine speed N, air supply QL, transmission ratio Ü, lambda value ⁇ and throttle valve position DK are read in in the first step 300, and in the following step 302 the basic injection time ti is determined by forming the quotient from the air supply and engine speed.
  • the query step 304 In this query step, it is determined whether the driver has a request for performance.
  • step 306 checks whether this request for performance occurred for the first time. If the desired performance was recognized for the first time, then the ⁇ setpoint is set to 1 in step 308 and the setpoint value of the throttle valve is determined in step 310 based on the accelerator pedal position and engine speed in accordance with a first map.
  • This characteristic field is selected in such a way that the torque jump occurring when changing from a ⁇ value> 1 to ⁇ value 1 occurs exactly the corresponding adjustment of the throttle valve and reduction of the air supply is compensated for. If the throttle valve setpoint was determined after step 310, then in step 312 the throttle valve control signal is determined by the positioner on the basis of the difference between the setpoint and actual value. In the subsequent step 314, the injection time ti is determined on the basis of the basic injection time tl and the output of the ⁇ controller.
  • step 306 If it was recognized in step 306 that the power request had already been recognized in a previous program run, the throttle valve setpoint was determined in step 316 on the basis of the accelerator pedal position and engine speed in accordance with the first map and continued with steps 312 and 314.
  • step 318 determines whether this was the first time. If this is the case, the ⁇ setpoint is set to a value> 1 in step 320 and the throttle valve setpoint is determined in the following step 322 in accordance with a second map on the basis of the accelerator pedal position and engine speed. Here, too, the change in torque to be expected due to the change in the setpoint of the ⁇ controller is compensated for by an appropriate configuration of the second map in step 322. After step 322 follows step 324 and the calculation of the throttle valve control signal by the positioner. If it was recognized in step 318 that "no performance request" was recognized at least in the previous program run, the process continues directly with step 322.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un procédé et un dispositif de commande d'un moteur à combustion interne. Selon ce procédé, un mélange carburant/air pauvre est introduit, dans au moins une première plage de fonctionnement. Lorsque le conducteur désire disposer d'une puissance plus élevée, par ex. dans des régimes non stationnaires ou à proximité de la zone de pleine charge, il y a inversement d'alimentation, avec un mélange stoechiométrique. Pendant la transition, la modification de couple due à la modification du rapport air/carburant est sensiblement compensée par réglage correspondant du volume d'air alimentant le moteur à combustion interne.
EP95915778A 1994-05-11 1995-04-12 Procede et dispositif de commande d'un moteur a combustion interne Expired - Lifetime EP0760056B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE4416611A DE4416611A1 (de) 1994-05-11 1994-05-11 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE4416611 1994-05-11
PCT/DE1995/000505 WO1995031636A1 (fr) 1994-05-11 1995-04-12 Procede et dispositif de commande d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP0760056A1 true EP0760056A1 (fr) 1997-03-05
EP0760056B1 EP0760056B1 (fr) 1998-12-30

Family

ID=6517860

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95915778A Expired - Lifetime EP0760056B1 (fr) 1994-05-11 1995-04-12 Procede et dispositif de commande d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US5746176A (fr)
EP (1) EP0760056B1 (fr)
JP (1) JP3880618B2 (fr)
CN (1) CN1067141C (fr)
DE (2) DE4416611A1 (fr)
WO (1) WO1995031636A1 (fr)

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Also Published As

Publication number Publication date
JPH10500188A (ja) 1998-01-06
CN1067141C (zh) 2001-06-13
WO1995031636A1 (fr) 1995-11-23
JP3880618B2 (ja) 2007-02-14
EP0760056B1 (fr) 1998-12-30
DE4416611A1 (de) 1995-11-16
DE59504697D1 (de) 1999-02-11
US5746176A (en) 1998-05-05
CN1149906A (zh) 1997-05-14

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