EP1036269B1 - Procede de controle de l'injection d'un moteur a combustion interne - Google Patents

Procede de controle de l'injection d'un moteur a combustion interne Download PDF

Info

Publication number
EP1036269B1
EP1036269B1 EP98958328A EP98958328A EP1036269B1 EP 1036269 B1 EP1036269 B1 EP 1036269B1 EP 98958328 A EP98958328 A EP 98958328A EP 98958328 A EP98958328 A EP 98958328A EP 1036269 B1 EP1036269 B1 EP 1036269B1
Authority
EP
European Patent Office
Prior art keywords
probe
measurement signal
integral
value
state
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.)
Expired - Lifetime
Application number
EP98958328A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1036269A1 (fr
Inventor
Vasco Afonso
Edouard Simon
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
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP1036269A1 publication Critical patent/EP1036269A1/fr
Application granted granted Critical
Publication of EP1036269B1 publication Critical patent/EP1036269B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • 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
    • 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
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/148—Using a plurality of comparators

Definitions

  • the invention relates to internal combustion engines of the injection connected to at least one catalytic converter and, more particularly a method of controlling the injection of such an engine.
  • double wealth loop which are based on information provided by two "lambda” probes, respectively located upstream and downstream of the catalytic converters.
  • the upstream probe, and its associated correction, called the loop upstream allow rapid reaction to wealth excursions, on the single loop model.
  • the downstream probe provides more information filtered but more precise and more representative of the catalytic efficiency.
  • the voltage it delivers is therefore used to construct a correction slow, superimposing on the correction induced by the upstream probe, and thus allowing to bias the average richness of regulation of the loop upstream.
  • double wealth loop mentioned above is able to support this richness correction, and to reduce the quantity of oxygen stored in the desired level.
  • the invention aims to remedy these drawbacks.
  • An object of the invention is to provide a richness correction important, especially during injection cut-off returns or enrichment at full load.
  • the invention also aims to arrive as soon as possible after entry into wealth regulation to a stabilized situation "with regard to catalytic converter "and the various corrective terms for the quantity injected. This can thus make it possible to implement different strategies of diagnostic of the catalytic converter or oxygen sensors.
  • the invention therefore provides a method of controlling injection an internal combustion engine connected to at least one exhaust catalytic, in which we place a first nonlinear probe in upstream of the catalytic converter capable of delivering a representative measurement signal the proportion of one of the engine exhaust components at the inlet of the catalytic converter, and a second nonlinear probe downstream of the catalytic converter capable of delivering a second representative measurement signal the proportion of one of the engine exhaust components at the outlet of the catalytic converter. A corrective value is then determined at from the two measurement signals so as to correct the amount of fuel injected.
  • the first measurement signal to a first predetermined reference signal corresponding to a richness of the mixture present in the combustion substantially equal to 1, so as to define for this first probe "rich” or “poor” states. So the first probe will be in its “rich” state if the value of the first measurement signal is greater than first reference signal and in its “poor” state otherwise.
  • the second measurement signal is also compared to a high threshold. predetermined and at a predetermined low threshold, these two thresholds defining for said mixture a wealth range close to 1.
  • the second three-state probe namely a so-called “rich” state (second measurement signal higher than the high threshold), a state called “poor” (second measurement signal below the low threshold) and a state called “stoichiometric” (measurement signal between the low and high thresholds).
  • an essential feature of the invention is to give greater importance to the information delivered by the downstream probe.
  • the pot catalytic in return for an injection cut, for example, the pot catalytic will be saturated with oxygen.
  • the voltage delivered by the downstream probe will be low corresponding to a fuel-poor mixture.
  • the upstream probe also provides a signal indicative of a poor mixture, the wealth loop will enrich naturally, using a correction, for example of the proportional-integral type, to from the signal delivered by the upstream probe.
  • the upstream probe is representative of a rich mixture, we will still continue to enrich, using a correction, for example of the proportional type integral, from the signal delivered by the downstream probe until sufficient oxygen has been "destocked" from the catalyst and the voltage of the downstream probe is raised to the threshold marking the lower limit of the stoichiometric domain. Only then a double loop of wealth will be set in motion thus avoiding the excesses and instabilities of a double wealth loop described in the prior art.
  • the correction from the downstream probe alone results in a deliberate distance from the stoichiometric operating conditions of the engine.
  • a transition from the poor state to the stoichiometric state corresponds for example a return after a long injection cut-off.
  • the correction phase using the first measurement signal we determines said corrective value with first means of correction of the proportional-integral type having a first gain proportional and a first integral gain.
  • the said measurement is determined corrective value with second means of the proportional-integral type having a second proportional gain and a second gain integral.
  • said corrective value with the first means of correction and third means of correction of the proportional-integral type having a third proportional gain and a third gain integral and receiving as input the difference between the second signal of measurement and a setpoint signal depending on the operating point of the engine.
  • This third correction includes for example the addition at the first proportional term of the first correction means, from corrective term (offset) issued by the third correction means.
  • the full term of the third correction means is advantageously reset to zero each time one leaves a phase of correction using the first measurement signal, which allows resetting to zero the value of the offset.
  • first and second winnings proportional equal are generally gains that have already been proven in terms of driving and comfort for the vehicle user. Choosing second wins equal to the first avoids a additional calibration.
  • a second zero integral gain can be chosen. This allows in particular to limit the excursion on the corrective value of the quantity of fuel injected, in particular when the downstream probe (second probe) is in its poor state and the upstream probe (first probe) is in its rich state.
  • an integral amplitude is calculated at each current instant current equal to the product of the second integral gain by the current duration separating said current instant and the start instant of this phase of correction.
  • the current integral amplitude reaches the minimum value or the value maximum, we freeze the value of this integral amplitude to the value thus reached, i.e. at the minimum or maximum value.
  • the value of the integral amplitude is then subtracted from the corrective value of the quantity of fuel injected, previously determined.
  • the reference CLC generally designates an electronic computer on board the vehicle and commander the quantity QY of fuel to be injected into the engine MOT.
  • Gas of this engine are filtered by a type exhaust CAT catalytic, from which they escape towards the open air.
  • a first SD1 probe (upstream probe) is located at the inlet of the catalytic converter and measures the content of one of the main components of gases exhaust, this component usually being oxygen.
  • This probe is of the non-linear type and is often called by those skilled in the art a "lambda" probe or EGO probe.
  • a second SD2 probe (downstream probe) similar to the first probe, is placed at the outlet of the catalytic converter and also measures the content of one of the main components of the exhaust gas, usually oxygen.
  • the CLC computer has loop control means open MCBO, of realization known per se, determining the quantity of fuel to inject depending on the engine operating point (Rg regime and Ch load). At this quantity supplied by the means in open loop MCBO, multiplies a corrective value KCL delivered by a richness loop using the two measurement signals V1 and V2 delivered by the two probes SD1 and SD2. As we will see in more detail below, this wealth loop is in fact made up here of three loops B1, B2 and B3 feedback.
  • the means of control in open loop, as well as the whole means of the CLC computer illustrated in FIG. 1, are for example performed in software using this computer.
  • the upstream sensor SD1 delivers a first measurement signal electric V1 (voltage across its terminals) which is applied to a circuit comparator CMP1 in which the signal V1 is compared to a voltage Vb which depends on the characteristics of the probe and corresponds to the voltage of tilting of the probe when the stoichiometric conditions are met.
  • This tilting voltage Vb is typically of the order of 450 mV.
  • the downstream probe SD2 delivers a second signal from measure V2 which is compared in a second comparator circuit CMP2 at a high threshold VS2 and at a low threshold VS1, these two thresholds being located on either side of the tilting voltage of this downstream probe, typically equal to 600 mV.
  • the downstream probe When the voltage V2 is above the threshold high VS2, the downstream probe is said to be in a rich state while when the voltage V2 is below the low threshold VS1, the downstream probe is said in a poor state.
  • the probe is then in a third state called stoichiometric (figure 3).
  • the value of the high threshold VS2 is for example taken at 750 mV while the value of the low threshold VS1 is equal for example to 350 mV or to 150 mV depending on the direction of flow of the downstream probe between its lean state and its stoichiometric state.
  • a rich state means that the gas mixture at the probe is rich (respectively lean) in fuel.
  • the first feedback loop B1 (upstream loop) conventionally comprises first correction means COR1 of the proportional-integral type, of realization known per se. These means COR1 have a proportional gain Kp1 and an integral gain Ki1.
  • comparator CMP1 delivers to the input of the means COR1 a first binary signal SGN1 having the values 1 or -1 in function of the position of the voltage V1 with respect to the switching voltage Vb.
  • the output of the first COR1 correction means deliver a first correction signal KCL1.
  • this third loop B3 When this third loop B3 is activated, it forms with the upstream loop B1 a double wealth loop.
  • a second wealth loop B2, or downstream loop, is formed of the CMP2 comparator circuit and of second correction means COR2 of the proportional-integral type having a proportional gain Kp2 and an integral gain Ki2.
  • These second COR2 correction means receive as input the signal SGN2 output from the CMP2 comparator.
  • This signal SGN2 takes for example respectively the values + 1.0 and - 1 depending on whether the downstream probe SD2 is in its state rich, stoichiometric, or poor.
  • the CLC computer also includes control means MCC receiving as input the comparators CMP1 and CMP2 and outputting two command signals SC1 and SC2 commanding respectively two switches I1 and I2 so as to activate selectively the different loops which have just been mentioned.
  • the SD2 downstream probe when the SD2 downstream probe is in its stoichiometric state, we activate then the double loop B1 and B3.
  • the corrective value KCL of injected fuel is then corrected from the two signals V1 and V2 delivered by the two probes, and using a corrector proportional-integral with integral gain Ki1 and equal proportional term the sum of the proportional gain + Kp1 or - Kp1 and the OFS offset.
  • loop B2 is activated and switches to Kp2 and Ki2 gains. It is assumed in this example that the two proportional gains Kp1 and Kp2 are equal. This is the reason for no jump to the KCL signal during switching.
  • the corrective value KCL keeps a constant value until the downstream probe goes into the stoichiometric state. At this time, the corrective value KCL undergoes an amplitude jump - Ks equal to - 2Kp 1 - BM.
  • the double loop B1 and B3 is then activated which has for consequence at first, taking into account that the probe upstream is still in its rich state, leading to a linear evolution of the corrected value KCL with a slope equal to - Ki1, then when the upstream probe goes into lean state, at a jump equal to 2 (Kp1 + OFS) followed of a linear evolution of slope + Ki1.
  • An advantageous variant of the invention makes it possible to ensure that the engine works well at stochiometry before triggering a correction using the B2 loop which causes a voluntary removal compared to this stoichiometry.
  • the correction phase using only the second measurement signal V2 is only authorized if at least one transition of the first measurement signal V1, namely a transition from the state rich in a poor state or vice versa, took place beforehand, that is to say between the moment of entering wealth and the present moment. If this this is not the case, the correction of loop B1 is applied by default using only the first measurement signal V1.
  • having recorded at least one transition of the upstream probe ensures that the engine works well at stoichiometry, and that the voluntary removal caused by the correction of the downstream probe does not start from too rich or too poor a state of the mixture in the combustion chamber.

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)
EP98958328A 1997-12-05 1998-12-04 Procede de controle de l'injection d'un moteur a combustion interne Expired - Lifetime EP1036269B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9715407A FR2772078B1 (fr) 1997-12-05 1997-12-05 Procede de controle de l'injection d'un moteur a combustion interne
FR9715407 1997-12-05
PCT/FR1998/002621 WO1999030022A1 (fr) 1997-12-05 1998-12-04 Procede de controle de l'injection d'un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1036269A1 EP1036269A1 (fr) 2000-09-20
EP1036269B1 true EP1036269B1 (fr) 2002-07-31

Family

ID=9514233

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98958328A Expired - Lifetime EP1036269B1 (fr) 1997-12-05 1998-12-04 Procede de controle de l'injection d'un moteur a combustion interne

Country Status (6)

Country Link
EP (1) EP1036269B1 (es)
JP (1) JP4054529B2 (es)
DE (1) DE69806964T2 (es)
ES (1) ES2177099T3 (es)
FR (1) FR2772078B1 (es)
WO (1) WO1999030022A1 (es)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10025034A1 (de) * 2000-05-20 2001-11-22 Dmc2 Degussa Metals Catalysts Verfahren zum Betreiben einer Abgasreinigungsvorrichtung an einem Otto-Motor
US8347866B2 (en) * 2009-09-29 2013-01-08 GM Global Technology Operations LLC Fuel control system and method for more accurate response to feedback from an exhaust system with an air/fuel equivalence ratio offset

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5535181A (en) * 1978-09-05 1980-03-12 Nippon Denso Co Ltd Air fuel ratio control device
JPH0417747A (ja) * 1990-05-07 1992-01-22 Japan Electron Control Syst Co Ltd 内燃機関の空燃比制御装置
JPH06213042A (ja) * 1992-12-21 1994-08-02 Ford Motor Co 内燃機関用排気ガスセンサシステムおよび酸素レベル信号供給工程
US5392598A (en) * 1993-10-07 1995-02-28 General Motors Corporation Internal combustion engine air/fuel ratio regulation
JPH0821283A (ja) * 1994-07-08 1996-01-23 Unisia Jecs Corp 内燃機関の空燃比制御装置

Also Published As

Publication number Publication date
WO1999030022A1 (fr) 1999-06-17
ES2177099T3 (es) 2002-12-01
DE69806964D1 (de) 2002-09-05
EP1036269A1 (fr) 2000-09-20
JP4054529B2 (ja) 2008-02-27
FR2772078A1 (fr) 1999-06-11
DE69806964T2 (de) 2002-12-05
JP2001526353A (ja) 2001-12-18
FR2772078B1 (fr) 2000-02-18

Similar Documents

Publication Publication Date Title
FR2783874A1 (fr) Procede de diagnostic portant sur une sonde lambda continue
FR2784137A1 (fr) Procede permettant de corriger la caracteristique d'une sonde lambda lineaire
FR2721351A1 (fr) Système de commande de dosage de carburant d'un moteur combustion interne.
FR2860831A1 (fr) Dispositif de regulation du rapport air-carburant pour un moteur a combustion interne
FR3033364A1 (fr) Dispositif et procede de regulation de la richesse d'un moteur a combustion interne
EP0997626A1 (fr) Procédé de commande de la purge en oxydes d'azote d'un pot catalytique de traitement des gaz d'échappement d'un moteur à combustion interne
EP1058781B1 (fr) Procede et dispositif d'autoadaptation rapide de richesse pour moteur a combustion interne
EP1036269B1 (fr) Procede de controle de l'injection d'un moteur a combustion interne
FR2910931A1 (fr) Procede de commande anticipe d'une regulation delta
EP0236207B1 (fr) Procédé et système d'injection électronique à régulation par sonde lambda pour moteur à combustion interne
EP0856099B1 (fr) Systeme et procedure de double boucle de commande pour moteur a combustion interne
FR3101673A1 (fr) Procédé de réglage de la richesse d’un moteur à combustion interne à allumage commandé
FR2630501A1 (fr) Procede et dispositif pour commander l'alimentation en carburant pour un moteur a combustion interne entrainant un vehicule
EP0961875B1 (fr) Procede de commande de purge d'un pot catalytique de traitement des gaz d'echappement d'un moteur a combustion interne
FR2950975A1 (fr) Procede de gestion de sondes lambda et dispositif pour la mise en oeuvre du procede
EP2538046B1 (fr) Méthode de contrôle d'un moteur à combustion interne
FR2574123A1 (fr) Appareil de controle du rapport air/carburant dans un moteur a combustion interne
FR2993318A3 (fr) Adaptation de reglage moteur en transitoire
EP1787020B1 (fr) Systeme de controle du fonctionnement d'un moteur diesel de vehicule automobile
EP0636778B1 (fr) Procédé et dispositif de correction de la durée d'injection en fonction du débit de purge d'un circuit de purge à canister, pour moteur à injection
WO2021052808A1 (fr) Procede de reglage de la richesse d'un moteur a combustion interne a allumage commande
FR2844306A1 (fr) Procede et dispositif de commande d'un moteur a combustion interne
FR2570127A1 (fr) Procede et dispositif pour la regulation de la composition du melange carburant-air d'un moteur a combustion interne
FR2715439A1 (fr) Régulateur de mélange pour moteur à combustion interne d'une valeur prédéfinie du rapport air/carburant.
WO2007034095A1 (fr) Procede de traitement d'un signal de mesure representatif de la richesse en oxygene d'un gaz et dispositif correspondant

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20000529

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES GB IT

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

17Q First examination report despatched

Effective date: 20010808

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES GB IT

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: RENAULT S.A.S.

REF Corresponds to:

Ref document number: 69806964

Country of ref document: DE

Date of ref document: 20020905

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20020829

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2177099

Country of ref document: ES

Kind code of ref document: T3

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20030506

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20171211

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20171221

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20180123

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20171221

Year of fee payment: 20

REG Reference to a national code

Ref country code: DE

Ref legal event code: R071

Ref document number: 69806964

Country of ref document: DE

REG Reference to a national code

Ref country code: GB

Ref legal event code: PE20

Expiry date: 20181203

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20181203

REG Reference to a national code

Ref country code: ES

Ref legal event code: FD2A

Effective date: 20200901

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20181205