EP0856099A1 - Systeme et procedure de double boucle de commande pour moteur a combustion interne - Google Patents
Systeme et procedure de double boucle de commande pour moteur a combustion interneInfo
- Publication number
- EP0856099A1 EP0856099A1 EP96934935A EP96934935A EP0856099A1 EP 0856099 A1 EP0856099 A1 EP 0856099A1 EP 96934935 A EP96934935 A EP 96934935A EP 96934935 A EP96934935 A EP 96934935A EP 0856099 A1 EP0856099 A1 EP 0856099A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- signal
- correction signal
- krich
- kcl
- circuit
- 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
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
- F02D41/14—Introducing closed-loop corrections
-
- 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
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural sensors
Definitions
- the invention relates to internal combustion engines of the injection type and comprising a catalytic exhaust and, more particularly in such engines, a system and a method for controlling the fuel / air ratio by a double feedback loop. operating in real time.
- the signal from this second probe is used to slowly adjust the fuel / air ratio of the first loop by changing its operating point or by changing its transfer function.
- This slow adjustment compensates for aging of the first probe according to an average but does not carry out the real-time regulation of the fuel / air ratio, called regulation of the richness, so that it is maintained at stoichiometry or at a close value and thus ensuring a good functioning of the pot catalytic, which leads to less pollution.
- An object of the present invention is therefore to implement a double control loop system and method for an internal combustion engine which allow real-time regulation of the fuel / air ratio.
- the regulation of the richness is for example obtained by an injection computer thanks to the voltage of the signal supplied by the nonlinear probe, by modifying the injection time by means of a corrective term.
- This corrector term is a function of the sign of the difference between the probe voltage and a threshold voltage. For example, when the probe voltage is lower than the threshold voltage, this means that the oxygen content is too high and the correction consists in increasing the injection time to increase the quantity of fuel, i.e. say wealth. In the opposite case, the correction consists in decreasing the duration of injection to decrease the richness.
- the physical characteristics of the probe such as the response time during lean-rich or rich-lean transitions and the dependence of the voltage characteristic as a function of richness according to the composition of the exhaust gases can lead to an average richness of regulation different from stoichiometry.
- Another object of the present invention is therefore to implement a double control loop system and method for an internal combustion engine which makes it possible to modify the average richness and to control it to a predetermined value.
- the invention therefore relates to a double wealth control loop system for an internal combustion engine of the injection type controlled by an electric computer and equipped with a catalytic converter which comprises:
- a first control loop comprising a first non-linear probe for supplying a first upstream electrical signal v representative of the proportion of one of the components of the engine exhaust gases at the inlet of the catalytic converter and a first correcting circuit for processing said first electrical signal so as to provide the computer with a first correction signal KCL of the quantity of fuel injected,
- a second control loop comprising a second non-linear probe for 'v providing a second downstream electrical signal representative of the proportion of one component of the exhaust gas exiting said catalytic converter, characterized in that it comprises in addition, in the second control loop, a second correction circuit for processing said second signal V ava ⁇ so as to supply the computer with a second correction signal KRICH of the quantity of fuel injected.
- the second correction signal KRICH is added to the first correction signal KCL either at the time of the lean-rich and / or rich-lean transitions of the first KCL correction signal, ie continuously.
- the invention also relates to a method for controlling the quantity of fuel injected into an internal combustion engine of the injection type controlled by an electronic computer and equipped with a catalytic converter, said electronic computer receiving a first correction signal KCL of a first feedback loop comprising a first non-linear probe, the method being characterized by the following steps:
- FIG. 1 is a functional diagram of a first double wealth loop according to the invention
- FIGS. 2-A and 2-B are diagrams showing a richness correction strategy according to the prior art with a single feedback loop
- FIGS. 3-A to 3-J are diagrams showing different ways or strategies for correcting the richness according to the invention.
- FIGS. 4-A, 4-B and 4-C are diagrams showing another way of correcting the richness according to the invention.
- FIG. 5 is a block diagram of several variants according to the invention.
- an internal combustion engine 10 is controlled, in a known manner, by an electronic computer 12.
- the exhaust gases from this engine are filtered by an exhaust pipe 14 of catalytic type, from which they escape towards the open air.
- a first probe 16 is disposed at the inlet of the exhaust pipe and measures the content of one of the main components of the exhaust gases, this component usually being oxygen.
- This probe is of the non-linear type and is often called, as indicated above, "lambda" probe or EGO probe.
- This probe provides on its output terminal an electrical signal V 0 £ ( Figure 2-A) which is applied to a comparator circuit 18 in which V a ⁇ I) ⁇ nt is compared to a threshold voltage VS amon £ to determine the sign of V mo £ compared to this threshold.
- the value of the upstream VS threshold depends on the characteristics of the probe and corresponds to the tilting voltage of the probe when the stoichiometry conditions are met.
- the output terminal of the comparator circuit 18, which provides a binary signal 1 or 0, is connected to the input terminal of a first correction regulator 20 for richness regulation which is of the proportional type of gain P and integral of gain I
- the corrector circuit 20 supplies a signal KCL which has the form represented by the diagram of the figure 2-B. It is this signal KCL which is supplied to the computer 12 to control the quantity of fuel to be injected.
- KCL which has the form represented by the diagram of the figure 2-B. It is this signal KCL which is supplied to the computer 12 to control the quantity of fuel to be injected.
- the correction value KCL supplied by the corrector circuit 20 is modified by a second corrector circuit 22, which introduces a corrector term KRICH, before being applied to the computer 12.
- This corrector term KRICH is determined by a circuit 24 from an output signal V downstream of a second lambda probe 26 which is arranged at the output of the pot of catalytic exhaust 14.
- This circuit 24 essentially consists of a comparator 28 to which the signal V ava ⁇ is applied and a so-called reference signal VC ava - L and of a third corrector circuit 30 to which the signal ( v ava ⁇ is applied) ⁇ vc downstream ⁇ supplied by the comparator circuit 28.
- the third corrector circuit 30 is for example of the proportional and integral type and supplies the signal KRICH which is applied to the second corrector circuit 22.
- the second correction circuit 22 can introduce the KRICH correction in different ways or strategies which will be explained in relation to the time diagrams of FIGS. 3-A to 3-J.
- the diagrams of FIGS. 3-A to 3-J are plots of the signal KCL as modified by the second corrector circuit 22 according to different ways, the modified KCL signal being called KCL ⁇ .
- the KRICH signal is applied during the lean-to-rich transitions which are detected by the first probe, which corresponds to the falling edge of the KCL signal.
- the plot of KCL ⁇ is that of figure 3-A while in the case where KRICH ⁇ 0 (depletion), the plot of KCL ⁇ is that of figure 3-C .
- the KRICH signal is applied during the rich-lean transitions which are detected by the first probe, which corresponds to the rising edge of the KCL signal.
- the plot of KCl ⁇ is that of figure 3-C while in the case where KRICH ⁇ 0 (depletion), the plot of KCL is that of figure 3-D.
- the KRICH signal is applied to each transition but with a value half of KRICH, ie KRICH / 2.
- the plot of KCL ⁇ is that of figure 3-E while in the case where KRICH ⁇ 0 (depletion), the plot of KCL is that of figure 3-F.
- KRICH is applied during poor-rich transitions (falling edge) when it is positive (enrichment) according to the plot of Figure 3-G and during rich transitions -poor (rising edge) when it is negative (depletion) according to the plot in Figure 3-H.
- KRICH is applied during rich-poor transitions (rising edge) when it is positive (enrichment) according to the line of figure 3-1 and during the poor-rich transitions (falling edge) when it is negative (impoverishment) according to the line of figure 3-J.
- the circuits 18, 20, 22, 28 and 30 have been separated from each other to clearly show the characteristics of the invention. In reality, these circuits are an integral part of the computer 12, the latter encompassing all the circuits inside the rectangle in broken lines 12 ′.
- the system of FIG. 1 can present variants which will be described in relation to FIG. 5.
- the output signal KRICH of the corrector circuit 24 is applied to the corrector circuit 22 through through an adder circuit 40.
- This adder circuit 40 includes a first input terminal to which the KRICH signal is applied and a second input terminal to which a KRICH C signal or information is supplied by a cartographic table or memory 42 as a function of the engine operating point.
- To this first variant relating to the modification of the value of KRICH it is possible to add either in combination or separately a variant according to the dotted rectangle cn 52 and relating to the variation of the reference voltage v C ava ⁇ according to a mapping for a number of operating points.
- These values vc val T o are the various points of functioned are stored in a table 44 which is addressed by the computer 12.
- the signal V ava - ⁇ is filtered by a lowpass filter 46 before to be applied to the correction circuit 24.
- a lowpass filter 46 makes it possible to eliminate the frequencies corresponding to the beats of the richness regulation which have not been completely damped by the catalytic converter.
- the signal KRICH is filtered in a first order filter 54 to obtain a signal KRICH_ ov whose value is recorded in a memory 56.
- the signal read is applied to an adder circuit 58 which also receives the KRICH signal.
- the signal is applied to the correction circuit 22 either through the adder circuit 40, or directly in the absence of the adder circuit 40.
- the memory 56 can contain several values each corresponding to an engine operating point which is defined by an engine speed and a manifold pressure.
- the memory 56 is addressed by the computer 12 just like the memories 42 and 44.
- the proportional term has a zero mean value so that KRICH mov is a filtered value of KRICH int .
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)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9512237A FR2740176B1 (fr) | 1995-10-18 | 1995-10-18 | Systeme et procede de double boucle de commande pour moteur a combustion interne |
FR9512237 | 1995-10-18 | ||
PCT/FR1996/001632 WO1997014877A1 (fr) | 1995-10-18 | 1996-10-18 | Systeme et procedure de double boucle de commande pour moteur a combustion interne |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0856099A1 true EP0856099A1 (fr) | 1998-08-05 |
EP0856099B1 EP0856099B1 (fr) | 2000-06-28 |
Family
ID=9483659
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP96934935A Expired - Lifetime EP0856099B1 (fr) | 1995-10-18 | 1996-10-18 | Systeme et procedure de double boucle de commande pour moteur a combustion interne |
Country Status (7)
Country | Link |
---|---|
US (1) | US6067794A (fr) |
EP (1) | EP0856099B1 (fr) |
JP (1) | JP3734836B2 (fr) |
KR (1) | KR100419330B1 (fr) |
DE (1) | DE69609075T2 (fr) |
FR (1) | FR2740176B1 (fr) |
WO (1) | WO1997014877A1 (fr) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT1306318B1 (it) * | 1998-07-16 | 2001-06-04 | Magneti Marelli Spa | Dispositivo di controllo del rapporto aria/combustibile dellamiscela alimentata ad un motore endotermico |
JP3846480B2 (ja) | 2003-02-03 | 2006-11-15 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
US7197866B2 (en) * | 2003-11-10 | 2007-04-03 | Ford Global Technologies, Llc | Control approach for use with dual mode oxygen sensor |
JP4039380B2 (ja) * | 2004-03-24 | 2008-01-30 | トヨタ自動車株式会社 | 内燃機関の空燃比制御装置 |
JP4185111B2 (ja) * | 2006-05-12 | 2008-11-26 | 三菱電機株式会社 | 内燃機関の空燃比制御装置 |
DE102007041227B8 (de) * | 2006-09-05 | 2014-01-23 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | System zum Steuern der Regeneration von Mager-NOx-Fallen |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3939654A (en) * | 1975-02-11 | 1976-02-24 | General Motors Corporation | Engine with dual sensor closed loop fuel control |
CA1268529A (fr) * | 1985-07-31 | 1990-05-01 | Toyota Jidosha Kabushiki Kaisha | Systeme a double sonde de captage du rapport air-carburant, a fonction d'apprentissage de la regulation |
US4809501A (en) * | 1987-01-16 | 1989-03-07 | Toyota Jidosha Kabushiki Kaisha | Double air-fuel ratio sensor system having improved exhaust emission characteristics |
US5335493A (en) * | 1990-01-24 | 1994-08-09 | Nissan Motor Co., Ltd. | Dual sensor type air fuel ratio control system for internal combustion engine |
JPH0833127B2 (ja) * | 1990-05-01 | 1996-03-29 | 株式会社ユニシアジェックス | 内燃機関の空燃比制御装置 |
US5115639A (en) * | 1991-06-28 | 1992-05-26 | Ford Motor Company | Dual EGO sensor closed loop fuel control |
US5319921A (en) * | 1992-08-04 | 1994-06-14 | Ford Motor Company | Catalytic converter efficiency monitoring |
US5363647A (en) * | 1992-10-13 | 1994-11-15 | Mitsubishi Denki Kabushiki Kaisha | Dual-sensor type air fuel ratio control system for internal combustion engine and catalytic converter diagnosis apparatus for the same |
JP3181113B2 (ja) * | 1992-10-20 | 2001-07-03 | 本田技研工業株式会社 | 内燃機関の空燃比制御装置 |
JPH08261045A (ja) * | 1995-03-27 | 1996-10-08 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
-
1995
- 1995-10-18 FR FR9512237A patent/FR2740176B1/fr not_active Expired - Lifetime
-
1996
- 1996-10-18 DE DE69609075T patent/DE69609075T2/de not_active Expired - Lifetime
- 1996-10-18 EP EP96934935A patent/EP0856099B1/fr not_active Expired - Lifetime
- 1996-10-18 KR KR10-1998-0702853A patent/KR100419330B1/ko not_active IP Right Cessation
- 1996-10-18 WO PCT/FR1996/001632 patent/WO1997014877A1/fr active IP Right Grant
- 1996-10-18 JP JP51557597A patent/JP3734836B2/ja not_active Expired - Fee Related
- 1996-10-18 US US09/077,898 patent/US6067794A/en not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO9714877A1 * |
Also Published As
Publication number | Publication date |
---|---|
US6067794A (en) | 2000-05-30 |
KR100419330B1 (ko) | 2004-04-17 |
FR2740176A1 (fr) | 1997-04-25 |
FR2740176B1 (fr) | 1997-11-28 |
KR19990064349A (ko) | 1999-07-26 |
EP0856099B1 (fr) | 2000-06-28 |
WO1997014877A1 (fr) | 1997-04-24 |
DE69609075T2 (de) | 2001-03-08 |
DE69609075D1 (de) | 2000-08-03 |
JP2000508036A (ja) | 2000-06-27 |
JP3734836B2 (ja) | 2006-01-11 |
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