EP0886055A1 - Verfahren und Vorrichtung zur Steuerung des Betriebs einer fremdgezündeten Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Steuerung des Betriebs einer fremdgezündeten Brennkraftmaschine Download PDF

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Publication number
EP0886055A1
EP0886055A1 EP98401507A EP98401507A EP0886055A1 EP 0886055 A1 EP0886055 A1 EP 0886055A1 EP 98401507 A EP98401507 A EP 98401507A EP 98401507 A EP98401507 A EP 98401507A EP 0886055 A1 EP0886055 A1 EP 0886055A1
Authority
EP
European Patent Office
Prior art keywords
torque
air
engine
richness
airmot
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
EP98401507A
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English (en)
French (fr)
Other versions
EP0886055B1 (de
Inventor
Vincent Rauch
Jean-Marie Taupin
Luis Rodrigues
Edouard Valenciennes
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.)
Renault SAS
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Renault SAS
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Publication date
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D37/00—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for
    • F02D37/02—Non-electrical conjoint control of two or more functions of engines, not otherwise provided for one of the functions being ignition
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/143—Controller structures or design the control loop including a non-linear model or compensator
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration

Definitions

  • the invention relates to a method for controlling an engine. internal combustion, positive ignition and injection electronically controlled, with at least three actuators, acting on the ignition advance, the engine air flow control and richness of the air-fuel mixture, and several sensors to determine the operating point of the engine.
  • This control process essentially consists by regulating the torque supplied by the motor. She also relates to a device for implementing this process.
  • Today's motor vehicles are increasingly equipped more electronic equipment and services news, in addition to electronic engine control, such as the electronic control of the gearbox speed, anti-lock braking system when braking or electronic regulation of air conditioning by example. All this equipment induces variations of the torque consumed, so that the correct operation of the engine and associated equipment driver comfort and comfort passengers, requires control at all times and precisely the torque delivered by the engine.
  • electronic engine control such as the electronic control of the gearbox speed, anti-lock braking system when braking or electronic regulation of air conditioning by example. All this equipment induces variations of the torque consumed, so that the correct operation of the engine and associated equipment driver comfort and comfort passengers, requires control at all times and precisely the torque delivered by the engine.
  • This torque delivered by the motor can be modulated by variation of command values applied to actuators, such as the amount of air admitted to the manifold, the amount of fuel mixed with air, or the instant of ignition of the air / fuel mixture.
  • actuators such as the amount of air admitted to the manifold, the amount of fuel mixed with air, or the instant of ignition of the air / fuel mixture.
  • These actuators have different effects on the torque, in terms of speed of action due to pure delay or a rise time, and in terms of authority by the magnitude of the effects. They also have effects on other quantities whose regulation must be otherwise assured, such as wealth in fuel of the fuel mixture, for reasons of consumption and pollution. That's why it is desirable to limit the impact of the regulation of engine torque on these other quantities, while advantageously using several of these actuators.
  • Another disadvantage of this example of regulation is its high cost due to the addition of a sensor chamber pressure to measure the torque supplied by the engine.
  • the invention aims to solve these drawbacks by proposing a method of controlling the engine by a motor torque regulation, type multivariable integral quadratic linear based on a non-model linear of the motor, using as variables of controls the ignition advance and the amount of air allowed in the collector, and the quantity of gasoline injected in a particular case, and receiving two torque setpoints calculated simultaneously according to the engine operating model.
  • a second object of the invention is a device for implementation of the torque regulation process engine, consisting of the electronic computer of motor control including a linear regulator integral quadratic.
  • the first step in the torque regulation process engine consists in performing dynamic modeling of the production of the engine torque reflecting the physical operation of the engine. This modeling is performed during the engine development phase, on bench test.
  • the richness yield ⁇ Ri is a mapped function of the function R i for example, and the advance yield ⁇ AV is a mapped function of the advance, the speed, the manifold pressure and possibly the richness.
  • logCP (k) logC AIRMOT (k) + log ⁇ Avcons (k) + log ⁇ Ricons (k)
  • the feed rate and the richness are equal to their set values, so that the projected torque CP is equal to the torque CMI + .
  • Two torque setpoints are sent to the torque regulator and are calculated simultaneously, one CMI + cons from the CMI + torque supplied by the engine and which the regulator must follow as quickly as possible, and the other CP cons , which is in the longer term, from the projected pair CP.
  • the modeling of the engine according to the invention also consists in describing the engine air intake manifold by a first order model, from the mass of air M AIRPAP entering the manifold by the throttle body, at each top dead center, whether this case is constituted by a single butterfly or else it includes other actuators.
  • M AIRMOT (k) M AIRMOT (k-1) + F collar * [M AIRPAP (k) - M AIRMOT (k-1) ] in which the term F col is a filtering factor translating the dynamics of the collector and expressed according to the following equation (E 7 ), from the total displacement V word of the engine, the number of cylinders n cyl , the volume V col of the manifold and of the average filling rate Remp of the engine with air, related to the conditions of the manifold.
  • F collar ⁇ V word * Remp ⁇ / ⁇ n cyl * V collar ⁇
  • the collector model is connected to the AIRMOT C torque supplied by the engine and expressed by equation (E 1 ).
  • E 1 the collector model is connected to the AIRMOT C torque supplied by the engine and expressed by equation (E 1 ).
  • VS AIRPAP (k) R (N k , P k ) * M AIRPAP (k) .
  • Different air actuators can be used in an engine, such as an RCO valve, a motorized throttle valve or a stepper.
  • the dynamics of the air actuator used is described as a first-order model, as part of the theoretical modeling of the production of engine torque, from the air flow Q AIRPAP entering the manifold and the flow d air Q AIRCMD actuator control.
  • VS AIRCMD (k) R (N k , P k ) * ⁇ 120 * Q AIRCMP (k) ⁇ / ⁇ not cyl * NOT k ⁇ .
  • Equation (E 10 ) of the air flow entering the manifold, modeling the behavior of the air actuator, is brought back in the form of a torque which is written, neglecting the variations of the speed N and yield R (N k , P k ):
  • VS AIRPAP (k + 1) C AIRPAP (k) + F act * [VS AIRCMD (k) - VS AIRPAP (k) ].
  • logC AIRPAP (k + 1) logC AIRPAP (k) + F act * [logC AIRCMD (k) -logC AIRPAP (k) ].
  • Figure 1 is the block diagram of the modeling of the production of the engine torque receiving an air flow control C AIRCMD applied to the throttle body 1 which delivers a mass of air entering the manifold 2 and providing torque, in the form from the logCMI + logarithm and the logCP logarithm to the torque regulator 3.
  • Figure 2 is the block diagram modeling the torque production of a single-wealth engine.
  • control process is carried out during engine operation and consists of regulation of the engine torque developed from the linear model of the engine which has just been described, and of linear type integral quadratic.
  • the matrix of state variables X k contains on the one hand the logarithm logC AIRPAP of the quantity C AIRPAP proportional to the mass of air entering the manifold through the butterfly unit, and that logC AIRMOT of the quantity C AIRMOT proportional to the mass of air leaving the manifold, on the other hand the error of the logarithm of the torque supplied by the engine elogCMI + k-1 , the error of the logarithm of the projected torque elogCP k-1 , the error of the logarithm of the wealth yield for two consecutive high dead points elog ⁇ Ri (k-1 ) and elog ⁇ Ri (k-2 ), and finally the three previously defined integral variables ⁇ logCMI + (k) , ⁇ logCP (k) and ⁇ log ⁇ Ri (k) .
  • the disturbance matrix Xs k contains the logarithm of the torque setpoint supplied by the logCMI + cons engine and the projected torque setpoint logCP cons , and the logarithm of the advance setpoint returns log ⁇ Avcons and the wealth setpoint log ⁇ Ricons .
  • the matrix U k of the commands comprises the logarithm logC AIRCMD of the quantity proportional to the actuator control air flow, the logarithms log ⁇ Av and log ⁇ Ri of the ignition advance and of the richness.
  • the state return matrix K is calculated from these matrices.
  • the representation matrices of the state variables X k , U k and Xs k do not have of variable relating to wealth. They are shown in Table 3 in the appendix, while the matrices A , B, F and As which are also simplified are shown in Table 4.
  • FIG 3 is the block diagram of the device implementing the method of regulating the engine torque according to the invention, in the case of an engine 4 whose throttle body 5 comprises a mechanical throttle 6, including the opening control S p is determined by depressing the accelerator pedal, associated with an additional air valve 7, the opening of which is electronically controlled, in other words section S v .
  • FIG. 4 is the same diagram in the case of a motorized throttle valve 8 whose opening S pm is completely controlled.
  • the engine 4 receives a command to open the throttle valve S p as well as an electronic control for ignition advance Av, opening of the valve S v and possibly of injection time Ti, and in FIG. 4, the engine receives an opening command S pm from its motorized throttle valve 8.
  • the speed value N k and that of the manifold pressure P k or of any other quantity representative of the mass of air actually absorbed by the engine such as the air flow rate, entering the manifold for example.
  • the air flow is measured by a flow meter and the manifold pressure is measured by a pressure sensor.
  • the electronic engine control computer 9 calculates the mass of air Q AIRMOT leaving the collector, in means 10, then the richness Ri and the richness yield ⁇ Ri of the mixture from this air mass and the time d injection Ti, in means 11 and 12. From the sections of the butterfly S p and of the valve S v , in the case of FIG.
  • the modules 13 of the computer determine the torque values defined above, ie the supplied torque CMI + , the projected torque CP, the torque defined from the mass of air entering the AIRPAP collector C and that leaving the AIRMOT C collector , the instructions for the couples supplied CMI + cons and projected CP cons , the instructions for the wealth returns ⁇ Ricons and in advance ⁇ Avcons and the wealth returns ⁇ Ri .
  • Means 14 compute the logarithm of these values which enter into an integral quadratic linear regulator 15, the role of which is to reconstruct the state vector of the torque model and the matrix product to deliver the logarithm of the feed efficiency commands log ⁇ Av , of the air flow of the logC actuator AIRCMD and possibly of the richness yield log ⁇ Ri .
  • Means 16 calculate the exponential of these values, which is then clipped in means 17, to take account of the limitations linked to the operation of the actuators and the motor, which deliver the advance efficiency ⁇ Av , the air control C AIRCMD and the wealth yield ⁇ Ri .
  • Means 18 calculate the value of the ignition advance Av from the yield ⁇ Av , the speed N, the manifold pressure P and possibly the richness Ri.
  • Means 19 calculate the final control of the air actuator 5, either the section of the valve S v or the opening S pm of the motorized throttle valve.
  • Means 20 calculate the richness Ri from the richness yield control ⁇ Ri as well as from a richness yield table as a function of the richness.
  • Means 21 then calculate the injection time Ti from this richness objective and the operating conditions of the engine, such as the pressure in the manifold, the speed, etc. From this injection time, means 22 estimate the richness in each cylinder and the associated richness yield.
  • FIGS. 5 and 6 are the same functional diagrams of the regulation device as FIGS. 3 and 4, respectively with a throttle associated with an air valve and with a motorized throttle, but in the case of an engine operating with single richness .
  • the wealth yield ⁇ Ri and the wealth yield setpoint ⁇ Ricons are equal to 1.
  • a first advantage of the engine control method according to the invention comes from the use of torque control from a non-linear model of the engine, which allows the regulator of the electronic computer to know precisely the effects of commands on the behavior of the engine and to determine the values of the commands in order to cause the expected effect.
  • the interest of formulating the model of the motor torque, described by multiplicative equations, by a logarithm function is to obtain a single linear model, which describes in all points the non-linear operation of the motor. This results in a gain in performance for the regulation proposed by the invention compared to the regulations currently existing.
  • the regulation of the motor torque is multivariable, that is to say that it acts simultaneously on several control variables to simultaneously regulate several state operating variables.
  • each of the state variables is thus regulated taking account of the couplings between the different state and control variables, and it is then possible to exploit the complementarity of the different commands in terms of authority and speed of action.
  • Another advantage comes from the definition of the projected engine torque, which allows in certain operating modes, to position in advance the different commands in a coordinated way to better respect the engine torque setpoint, by anticipating the dynamics or the delays in the operation of controls.
  • this regulation of the engine torque makes it possible, by the addition of simple methods, to take charge of the regulation of other quantities, such as the idling speed, without the development of a complete regulation method acting directly on the actuators.
  • This advantage results in a reduction in the complexity and in the size of the processes to be implemented in the electronic engine computer, as well as in a simplification of the procedures for calibration and development of the processes.

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  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Electrical Control Of Ignition Timing (AREA)
EP19980401507 1997-06-19 1998-06-19 Verfahren und Vorrichtung zur Steuerung des Betriebs einer fremdgezündeten Brennkraftmaschine Expired - Lifetime EP0886055B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9707664A FR2764941B1 (fr) 1997-06-19 1997-06-19 Procede et dispositif de controle d'un moteur a combustion interne, a allumage commande
FR9707664 1997-06-19

Publications (2)

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EP0886055A1 true EP0886055A1 (de) 1998-12-23
EP0886055B1 EP0886055B1 (de) 2003-01-22

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EP19980401507 Expired - Lifetime EP0886055B1 (de) 1997-06-19 1998-06-19 Verfahren und Vorrichtung zur Steuerung des Betriebs einer fremdgezündeten Brennkraftmaschine

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EP (1) EP0886055B1 (de)
DE (1) DE69810849T2 (de)
ES (1) ES2190571T3 (de)
FR (1) FR2764941B1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6955107B2 (en) 2000-10-02 2005-10-18 Metso Paper, Inc. Equipment for cutting particularly a paper web with a water jet
FR2944317A3 (fr) * 2009-04-10 2010-10-15 Renault Sas Systeme d'admission et d'echappement de gaz d'un moteur a combustion interne de vehicule automobile

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9581080B2 (en) * 2012-12-21 2017-02-28 Toyota Motor Engineering & Manufacturing North America, Inc. Rate-based model predictive control method for internal combustion engine air path control
US9989001B2 (en) 2012-12-21 2018-06-05 Toyota Motor Engineering & Manufacturing North America, Inc. Discrete time rate-based model predictive control method for internal combustion engine air path control

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0185552A2 (de) * 1984-12-19 1986-06-25 Nippondenso Co., Ltd. Vorrichtung zum Steuern des Betriebs eines Innenverbrennungsmotors
EP0337366A2 (de) * 1988-04-12 1989-10-18 Toyota Jidosha Kabushiki Kaisha Verfahren und Vorrichtung zur nichtlinearen Regelung eines Innenverbrennungsmotors

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0185552A2 (de) * 1984-12-19 1986-06-25 Nippondenso Co., Ltd. Vorrichtung zum Steuern des Betriebs eines Innenverbrennungsmotors
EP0337366A2 (de) * 1988-04-12 1989-10-18 Toyota Jidosha Kabushiki Kaisha Verfahren und Vorrichtung zur nichtlinearen Regelung eines Innenverbrennungsmotors

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
E. KAMEI ET AL.: "APPLICATION OF REDUCED ORDER MODEL TO AUTOMOTIVE ENGINE CONTROL SYSTEM", PROCEEDING OF THE 1987 AMERICAN CONTROL CONFERENCE, vol. 3, 10 June 1987 (1987-06-10) - 12 June 1987 (1987-06-12), MINNEAPOLIS (US), pages 1815 - 1820, XP000042674 *
TSUTOMU TABE ET AL.: "ON THE APPLICATION OF MODERN CONTROL THEORY TO AUTOMOTIVE ENGINE CONTROL", I.E.E.E. TRANSACTION ON INDUSTRIAL ELECTRONICS, vol. IE-34, no. 1, February 1987 (1987-02-01), NEW YORK,USA, pages 35 - 39, XP002058209 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6955107B2 (en) 2000-10-02 2005-10-18 Metso Paper, Inc. Equipment for cutting particularly a paper web with a water jet
FR2944317A3 (fr) * 2009-04-10 2010-10-15 Renault Sas Systeme d'admission et d'echappement de gaz d'un moteur a combustion interne de vehicule automobile

Also Published As

Publication number Publication date
DE69810849D1 (de) 2003-02-27
EP0886055B1 (de) 2003-01-22
FR2764941A1 (fr) 1998-12-24
ES2190571T3 (es) 2003-08-01
FR2764941B1 (fr) 1999-08-27
DE69810849T2 (de) 2003-11-13

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