EP1129279A1 - Procede pour la determination de grandeurs reglantes pour la commande de moteurs a injection directe d'essence - Google Patents
Procede pour la determination de grandeurs reglantes pour la commande de moteurs a injection directe d'essenceInfo
- Publication number
- EP1129279A1 EP1129279A1 EP99960845A EP99960845A EP1129279A1 EP 1129279 A1 EP1129279 A1 EP 1129279A1 EP 99960845 A EP99960845 A EP 99960845A EP 99960845 A EP99960845 A EP 99960845A EP 1129279 A1 EP1129279 A1 EP 1129279A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- lambda
- torque
- determination
- determining
- air
- 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
- 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
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
-
- 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
Definitions
- the invention relates to the setting of a desired engine torque by a suitable calculation of the manipulated variables, in particular for setting the air and fuel supply to the engine in an engine with gasoline direct injection.
- An important operating mode of an engine with gasoline direct injection is the approximately unthrottled operation with a high excess of air.
- the air mass in the combustion chamber is then largely constant and the air ratio lambda as a measure of the composition of the fuel / air mixture is determined by the injected fuel mass.
- the air mass in the combustion chamber in conjunction with the air ratio lambda and the speed n determine the torque applied by the engine. If there is a high excess of air, the desired torque can largely be set by varying the amount of fuel.
- the flammability of the mixture with a high excess of air is achieved through a spatially inhomogeneous mixture distribution in the combustion chamber.
- This operating mode is also called shift operation. A distinction is made between the operation with homogeneous Mixture distribution without or with less excess air.
- the invention relates to the determination of the actuating variable depending on the required moment in shift operation.
- the object of the invention is to avoid undesirable changes in torque.
- the determination of the manipulated variable injection time is advantageously supplemented by a determination of the manipulated variable of the air supply.
- This additional task is solved by restricting the air supply to maximum values. This restriction ensures the reproducible setting small torques by varying the injection pulse widths. Without this restriction, undesirable lean mixtures could be set, which could cause problems with the flammability of the mixture and / or the exhaust gas emissions.
- Fig. 1 shows the technical environment of the invention.
- Fig. 2 discloses an exemplary embodiment of the invention in the form of functional blocks and
- Fig. 3 shows the formation of the restriction of the air supply.
- the 1 in FIG. 1 represents the combustion chamber of a
- Cylinder of an internal combustion engine Cylinder of an internal combustion engine.
- the inflow of air to the combustion chamber is controlled via an inlet valve 2.
- the air is sucked in via a suction pipe 3.
- the amount of intake air can be varied via a throttle valve 4, which is controlled by a control device 5.
- the tax device
- Signals about the driver's torque request for example about the position of an accelerator pedal 6, a signal about the engine speed n from a speed sensor 7 and a signal about the amount ml of the intake air supplied by an air flow meter 8. From these and possibly other input signals via further parameters of the
- the control unit 5 forms output signals for setting the throttle valve angle alpha by an actuator 9 and for controlling a fuel injection valve 10, through which fuel is metered into the combustion chamber of the engine.
- the throttle valve angle alpha and the injection pulse width ti are considered within the scope of the invention as essential, coordinated actuating variables for realizing the desired torque.
- the control device controls an exhaust gas recirculation system 11, a tank ventilation 12 and other functions such as the ignition of the fuel / air mixture in the combustion chamber.
- the gas force resulting from the combustion is converted into a torque by pistons 13 and crank mechanism 14.
- FIG. 2 shows an exemplary embodiment of the invention.
- Block 2.1 represents a map that is addressed by the speed n and the relative air filling rl.
- the relative air filling is related to a maximum filling of the combustion chamber with air and thus indicates to a certain extent the fraction of the maximum combustion chamber or cylinder filling. It is essentially formed from the signal ml.
- the relative charge rl formed from measured quantities and the speed n define an operating point of the engine. With characteristic diagram 2.1, different operating points are assigned torques which the engine generates under standard conditions in the different operating points.
- Standard conditions can be determined by certain values of
- Lambda is 1 as a standard condition with regard to the air ratio.
- the ignition angle can be defined at which the maximum possible moment occurs.
- an efficiency eta can be defined as the ratio of the moment under standard conditions to the moment which occurs when the influencing variable is isolated.
- desired torque / standard torque product of the efficiency.
- the division of the desired or target torque depending on the driver's request, for example, by the standard torque determined for the individual operating point in block 2.2 therefore provides the product of all efficiencies.
- the values of the influencing variables such as EGR rate, ignition angle USW are available in the control unit.
- E.g. The associated efficiencies are determined with the aid of stored characteristic curves.
- the product of the efficiencies of the known influencing variables follows. These are all influencing variables except lambda.
- the associated lambda is determined in block 2.4 from the lambda efficiency etalam, for example, by accessing a characteristic curve.
- the characteristic curve eta of lambda indicates the ratio of the standard torque for lambda equal to one to the torque for other lambda values for different lambda values.
- Block 2.4 thus provides exactly the load value that must be set in the combustion chamber in order to induce the desired torque in the current operating point defined by the air filling rl and speed n in the case of the known other influencing variables such as ignition timing, EGR rate etc.
- inducing means generating the gas force that delivers the desired torque via the piston and crank mechanism.
- This target lambda value in conjunction with the air filling rl of the combustion chamber derived from measured variables, determines the amount of fuel that must be injected in order to generate the desired torque.
- a relative fuel mass can be determined by dividing rl by the lambda setpoint value determined as a function of the desired torque in block 2.5, which is then converted into the specific injection pulse width as a manipulated variable in the fuel path.
- This exemplary embodiment enables the desired torque to be set in the largely dethrottled shift operation of the engine.
- the addition shown in FIG. 3 enables the appropriate adjustment of the fuel and air supply to the engine in order to implement a predetermined engine torque, taking into account a maximum permissible value for the air ratio lambda.
- variable lambda is permitted, there is a certain bandwidth of adjustable moments with a solid filling.
- the bandwidth is specified by lambda limit values, outside of which, for example, the flammability is not guaranteed.
- the appropriate air filling and fuel mass, which deliver this predetermined target torque are set in shift operation for a specific predetermined target torque, taking into account a maximum permissible lambda value.
- the air fill can be set as a manipulated variable via the throttle valve opening angle.
- This manipulated variable is calculated in the so-called air path.
- the fuel mass is set as a manipulated variable, for example, by varying an injection pulse width. As described above, this manipulated variable is calculated in the so-called fuel path.
- the actual setting of the engine torque is done as described using the fuel path.
- the filling is limited in the air path to values that correspond to moments that can be set via the fuel supply.
- the cylinder charge is limited to a value that results from the maximum permissible lambda for the desired torque.
- the maximum permissible lambda value Lambda_zul is first determined, which can be dependent, for example, on the speed n and which can therefore be determined, for example, from a characteristic curve.
- the associated lambda efficiency etalam is determined from this maximum permissible lambda in block 3.2.
- this product corresponds to the ratio of the desired or actual moment to that
- this actual moment corresponds to the moment that arises at the maximum permissible lambda.
- This actual torque to be assigned to the maximum permissible lambda value is generated in block 3.4 by linking the product of the efficiencies with the standard torque provided by block 3.5.
- a maximum cylinder charge rl f (Lambda_zul) can be uniquely assigned to this special actual torque by accessing the characteristic curve in block 3.6, at which this torque assumes a maximum lambda, i.e. a lambda at the lean-burn limit between just combustible and just no longer combustible mixtures.
- This air filling rl thus represents the upper filling limit below which the desired torque can be achieved solely by intervening in the fuel path.
- This filling limit can be achieved by limiting the opening angle of the throttle valve to a maximum value alpha max in block 3.7.
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)
Abstract
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19851990 | 1998-11-03 | ||
DE19851990A DE19851990A1 (de) | 1998-11-03 | 1998-11-03 | Verfahren zur Bestimmung von Stellgrößen bei der Steuerung von Benzindirekteinspritzmotoren |
PCT/DE1999/003479 WO2000026522A1 (fr) | 1998-11-03 | 1999-11-02 | Procede pour la determination de grandeurs reglantes pour la commande de moteurs a injection directe d'essence |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1129279A1 true EP1129279A1 (fr) | 2001-09-05 |
EP1129279B1 EP1129279B1 (fr) | 2003-03-05 |
Family
ID=7887423
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP99960845A Expired - Lifetime EP1129279B1 (fr) | 1998-11-03 | 1999-11-02 | Procede pour la determination de grandeurs reglantes pour la commande de moteurs a injection directe d'essence |
Country Status (5)
Country | Link |
---|---|
US (1) | US6512983B1 (fr) |
EP (1) | EP1129279B1 (fr) |
JP (1) | JP2003502540A (fr) |
DE (2) | DE19851990A1 (fr) |
WO (1) | WO2000026522A1 (fr) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10000918A1 (de) * | 2000-01-12 | 2001-07-19 | Volkswagen Ag | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
DE10040251A1 (de) * | 2000-08-14 | 2002-03-07 | Bosch Gmbh Robert | Verfahren, Computerprogramm und Steuer- und/oder Regeleinrichtung zum Betreiben einer Brennkraftmaschine |
DE10043375A1 (de) | 2000-09-02 | 2002-03-14 | Bosch Gmbh Robert | Verfahren zur Aufheizung eines Katalysators bei Verbrennungsmotoren mit Benzindirekteinspritzung |
DE10043699A1 (de) | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Verfahren zur Bestimmung des Kraftstoffgehaltes des Regeneriergases bei einem Verbrennungsmotor mit Benzindirekteinspritzung im Schichtbetrieb |
DE10043859A1 (de) | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Verfahren zur Diagnose der Gemischbildung |
DE10043687A1 (de) | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Koordination verschiedener Anforderungen an die Abgastemperatur und entsprechende Heiz-oder Kühl-Maßnahmen |
DE10043690A1 (de) * | 2000-09-04 | 2002-03-14 | Bosch Gmbh Robert | Verfahren zur NOx-Massenstrombestimmung aus Kennfelddaten bei variabler Lufteinlass- und Motortemperatur |
DE10100682A1 (de) * | 2001-01-09 | 2002-07-11 | Bosch Gmbh Robert | Verfahren zur Aufheizung eines Katalysators bei Verbrennungsmotoren mit Benzindirekteinspritzung |
DE10255488A1 (de) | 2002-11-27 | 2004-06-09 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
DE10317464A1 (de) * | 2003-04-16 | 2004-11-11 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine |
DE102004054240B4 (de) * | 2004-11-10 | 2016-07-14 | Robert Bosch Gmbh | Verfahren zum Betreiben einer Brennkraftmaschine |
DE102006015264A1 (de) * | 2006-04-01 | 2007-10-04 | Bayerische Motoren Werke Ag | Verfahren zum Steuern einer Brennkraftmaschine |
JP4396748B2 (ja) * | 2007-08-21 | 2010-01-13 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
JP5278606B2 (ja) * | 2010-05-13 | 2013-09-04 | トヨタ自動車株式会社 | 内燃機関の制御装置 |
EP3877235A4 (fr) | 2018-11-09 | 2023-07-19 | Iocurrents, Inc. | Prédiction, planification et optimisation basées sur l'apprentissage automatique du temps de voyage, du coût de voyage et/ou de l'émission de polluants pendant la navigation |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4407475C2 (de) | 1994-03-07 | 2002-11-14 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs |
US5479898A (en) * | 1994-07-05 | 1996-01-02 | Ford Motor Company | Method and apparatus for controlling engine torque |
DE19618849B4 (de) * | 1996-05-10 | 2010-04-29 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine eines Fahrzeugs |
US6273076B1 (en) * | 1997-12-16 | 2001-08-14 | Servojet Products International | Optimized lambda and compression temperature control for compression ignition engines |
DE19850581C1 (de) * | 1998-11-03 | 2000-02-10 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Ermittlung des Drehmoments einer Brennkraftmaschine mit Benzindirekteinspritzung |
DE19900740A1 (de) * | 1999-01-12 | 2000-07-13 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
US6308697B1 (en) * | 2000-03-17 | 2001-10-30 | Ford Global Technologies, Inc. | Method for improved air-fuel ratio control in engines |
-
1998
- 1998-11-03 DE DE19851990A patent/DE19851990A1/de not_active Withdrawn
-
1999
- 1999-11-02 WO PCT/DE1999/003479 patent/WO2000026522A1/fr active IP Right Grant
- 1999-11-02 DE DE59904486T patent/DE59904486D1/de not_active Expired - Lifetime
- 1999-11-02 JP JP2000579880A patent/JP2003502540A/ja active Pending
- 1999-11-02 US US09/830,872 patent/US6512983B1/en not_active Expired - Fee Related
- 1999-11-02 EP EP99960845A patent/EP1129279B1/fr not_active Expired - Lifetime
Non-Patent Citations (1)
Title |
---|
See references of WO0026522A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE19851990A1 (de) | 2000-06-21 |
WO2000026522A1 (fr) | 2000-05-11 |
US6512983B1 (en) | 2003-01-28 |
JP2003502540A (ja) | 2003-01-21 |
DE59904486D1 (de) | 2003-04-10 |
EP1129279B1 (fr) | 2003-03-05 |
WO2000026522A9 (fr) | 2000-09-28 |
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