EP1134390B1 - Méthode et dispositif pour la commande d'un moteur à combustion - Google Patents

Méthode et dispositif pour la commande d'un moteur à combustion Download PDF

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Publication number
EP1134390B1
EP1134390B1 EP20000125559 EP00125559A EP1134390B1 EP 1134390 B1 EP1134390 B1 EP 1134390B1 EP 20000125559 EP20000125559 EP 20000125559 EP 00125559 A EP00125559 A EP 00125559A EP 1134390 B1 EP1134390 B1 EP 1134390B1
Authority
EP
European Patent Office
Prior art keywords
combustion engine
internal combustion
variable
controller
fuel
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
EP20000125559
Other languages
German (de)
English (en)
Other versions
EP1134390A2 (fr
EP1134390A3 (fr
Inventor
Andreas Huber
Peter Skala
Horst Wagner
Michael Scheidt
Dirk Samuelsen
Ruediger Fehrmann
Markus Jung
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 EP1134390A2 publication Critical patent/EP1134390A2/fr
Publication of EP1134390A3 publication Critical patent/EP1134390A3/fr
Application granted granted Critical
Publication of EP1134390B1 publication Critical patent/EP1134390B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F02D31/007—Electric control of rotation speed controlling fuel supply
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/0225—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio or shift lever position
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • 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
    • 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
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • various speed controls contribute to ride comfort.
  • Examples of such speed controllers are an idle speed controller, a jerk damper, a running noise control and / or a quantity compensation control.
  • the manipulated variable of all these regulators is the injection quantity.
  • the injection quantity in normal operation is approximately: proportional to the torque available to the internal combustion engine. This has an advantageous effect on the controller efficiency.
  • a method and a device for controlling the speed is known for example from DE 195 27 218.
  • This regulation / control influences the rotational speed of the internal combustion engine, wherein, depending on at least one rotational speed value Size, which determines the amount of fuel injected into the internal combustion engine, is specified.
  • exhaust aftertreatment concepts are used, in particular in diesel internal combustion engines.
  • Such exhaust aftertreatment concepts include, inter alia, so-called NOx storage catalysts and particulate filters.
  • Such exhaust aftertreatment systems require intervention in fuel injection.
  • the injection quantity, the start of injection and the distribution of the injection quantity to a pilot injection, a main injection and possibly a post-injection depending on the control of the exhaust aftertreatment system is divided.
  • the exhaust aftertreatment system can influence the air supply to the internal combustion engine in the sense of a reduction in the amount of air or a reduction in the lambda value of the exhaust gas.
  • Such an exhaust aftertreatment system is known for example from DE 195 47 646. There, additional fuel is added, with the additional fuel in the exhaust aftertreatment system contributing to the reduction of nitrogen oxides.
  • the procedure according to the invention makes it possible to significantly reduce the impairment of driving comfort as a result of the interventions of the exhaust aftertreatment system.
  • the impact of other systems on fuel injection and speed control can be significantly reduced.
  • Knowledge of the intervention of the exhaust aftertreatment system or the other systems on the fuel metering are not required in the correction in the speed controller. That is, the causes of the impairment need not be known in the speed controller.
  • FIG. 1 shows a block diagram of the device according to the invention
  • FIG. 2 shows a flow chart of the procedure according to the invention.
  • the procedure according to the invention is described using the example of an exhaust aftertreatment system.
  • the exhaust aftertreatment system intervenes in the quantity and / or air control in such a way that the ratio between injected fuel quantity and torque is no longer constant.
  • the procedure according to the invention is not limited to this application. It can also be used on other systems that perform a corresponding procedure.
  • FIG. 1 shows the procedure according to the invention on the basis of a block diagram.
  • An internal combustion engine is designated 100.
  • a speed sensor 105 is arranged.
  • the internal combustion engine 100 is metered via a quantity controller 110 fuel.
  • the fuel metering is dependent on a quantity distribution 115, which controls the quantity adjuster 110.
  • the quantity distribution 115 processes the output signal of a node 120 at whose first input the output signal of a node 125 is present.
  • At the first input of the node 125 is the output of a driver request determination 130 to which at least the output of an accelerator pedal encoder 135 is supplied as input.
  • This accelerator pedal 135 provides a signal that characterizes the driver's request.
  • an e-gas system or other means providing a signal characterizing the driver's request may also be used.
  • a speed controller 140 which is acted upon by the output signal N of the speed sensor 105.
  • a running restrainer a volume compensation control.
  • the term speed controller 140 is to be understood in the sense that, based on a speed signal, a fuel quantity is determined as a manipulated variable. In particular, the speed controller 140 may also be designed as a controller.
  • an exhaust aftertreatment 150 which additionally acts on an air control 145 and the amount distribution 115 with signals.
  • the air control 145 acts on an air actuator 120, which influences the amount of air supplied to the internal combustion engine.
  • the exhaust gas aftertreatment 150 other systems can also occur which influence the amount of fuel and / or the amount of air.
  • the driver Via the accelerator pedal 135, the driver prescribes a driver request, which is converted by the driver request determination 130 into an amount of fuel.
  • the quantity distribution 115 divides this amount of fuel into at least one partial injection. In normal operation, the total amount of fuel is preferably metered by means of a partial injection. In newer systems, it may be provided that the noise is minimized in certain operating states, the injection into a pilot injection and a main injection is divided.
  • the speed controller 140 ensures that the speed does not drop below a minimum speed. Furthermore, the speed controller 140 includes various functions, such as a jerk, a jog or a leveling control. Usually, the speed controller 140 are designed such that a certain manipulated variable, the one corresponds to a certain amount of fuel on the internal combustion engine has a certain torque change.
  • Newer systems are equipped with an exhaust aftertreatment system 150.
  • an exhaust aftertreatment system 150 For example, it may be provided that the regeneration of a storage catalytic converter and / or a soot filter or another exhaust aftertreatment system at a certain time in certain operating conditions, the control of the internal combustion engine carried out so that the air ratio lambda is less than 1. This means there is a rich mixture in the cylinder. This in turn means that some of the fuel passes unburned into the exhaust tract and there reacts in the exhaust aftertreatment system. Furthermore, it can be provided that a portion of the injected fuel quantity is metered by the quantity distribution 115 after the actual fuel metering as post-injection. Also, this fuel is unburned in the exhaust tract. These effects have the result that the injected fuel quantity and the output torque are no longer proportional to each other.
  • speed controller 140 To maintain its setpoint, speed controller 140 must inject an increased amount of fuel.
  • the exact quantity specification by the speed controller is only possible if the exact relationships of the exhaust aftertreatment system and the mode of action are known.
  • penetration a variable, which is referred to below as penetration. This is the ratio between torque and injection quantity.
  • the standardized penetration D is obtained by dividing the penetration by a value of the penetration which is present in normal operation. Normal operation is the usual operating condition of the diesel engine at excess air, ie at a lambda value greater referred to as 1.
  • mass penetration D the normalized penetration is referred to as mass penetration D.
  • the speed controller takes into account the mass flow D. The consideration of the mass flow D is independent of the reason for which the changed mass flow is due.
  • the quantity penetration D assumes the value 1. It is particularly advantageous, even if values are slightly smaller than 1, the normal operation takes place. This means that normal operation takes place in a first value range of the mass pass.
  • the speed controller 140 is suitably switched off or frozen. It is particularly advantageous if controller with integral behavior, such as in the case of the quantity compensation control or the tiller control, the I component of the controller is frozen. It is particularly advantageous if appropriate measures take place even at values which are slightly greater than zero. This means that the speed controller 140 is switched off in a second value range of the mass feedthrough.
  • the speed controller still has a torque intervention via the injection quantity. However, this can be weakened compared to normal operation.
  • Compensated according to the invention Controllers this reduced mass penetration by adjusting the controller parameters. For example, in a PI controller, the corresponding constants are raised compared to normal operation. This means that between the first and the second value range, the behavior of the speed control 140 is changed such that the attenuated effect of the injected amount of fuel is compensated.
  • a mass pass determination 160 acts on the speed controller 140 with a corresponding signal D.
  • the mass sweep determination 160 receives signals from a lambda sensor 165 and / or from the quantity split 115.
  • the mass flow D is determined on the basis of the air ratio lambda.
  • a sensor 165 can be used. But it is also possible to determine the air ratio by calculation from the target injection quantity and the fresh air quantity.
  • the air ratio lambda can be determined by means of a model from other input variables.
  • Another possibility to determine the size D is to specify the mass flow D based on the distribution of the injection in the pilot, main and post-injection.
  • the speed controller 140 takes into account the mass flow D by adjusting the control parameters.
  • a signal is transmitted to the exhaust aftertreatment 150, which ensures that a mass flow is made possible again. This can be done by the exhaust aftertreatment 150 withdrawing the intervention as quickly as possible, or omits an intended intervention.
  • a signal from the accelerator pedal position transmitter 135 and signals from further sensors 175 reach a priority setting 170.
  • This priority specification 170 in turn acts on the exhaust aftertreatment 150 with a corresponding priority signal.
  • a clutch switch is provided which ensures the speed control of the internal combustion engine in the disengaged state.
  • FIG. 2 shows a flow chart of the procedure according to the invention.
  • the normalized mass penetration D is determined. This can be done, for example, by storing the relationship between a lambda value which is detected by means of a lambda sensor and the value D in a characteristic map.
  • step 225 the flag M is likewise set to zero. Furthermore, various measures are taken in step 125 to compensate for the reduced mass transfer. In particular, the gain of the proportional component is increased.

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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)

Claims (7)

  1. Méthode pour commander un moteur à combustion interne (100) par l'intermédiaire d'une commande/régulation (140) qui influence la vitesse de rotation (N) du moteur (100), selon laquelle, en fonction d'au moins une caractéristique de fonctionnement (N) du moteur (100), une grandeur de débit, qui définit le débit de carburant injecté dans le moteur (100), est prédéfinie, et en partant d'une première grandeur (D) qui définit le rendement du débit de carburant injecté, le comportement de la commande/régulation (140) peut être influencé,
    caractérisée en ce que
    la première grandeur (D) correspond au rapport entre la variation de la grandeur du débit et la modification en résultant d'une seconde grandeur qui caractérise le couple du moteur à combustion interne (100).
  2. Méthode selon la revendication 1,
    caractérisée en ce qu'
    un fonctionnement normal est obtenu dans une première plage de valeurs de la première grandeur (D).
  3. Méthode selon la revendication 1 ou 2,
    caractérisée en ce que
    la commande/régulation (140) est déconnectée dans une seconde plage de valeurs de la première grandeur (D).
  4. Méthode selon une des revendications précédentes,
    caractérisée en ce que
    la commande/régulation (140) est gelée.
  5. Méthode selon une des revendications précédentes,
    caractérisée en ce qu'
    entre la première et la seconde plage de valeurs, le comportement de la commande/régulation (140) est modifié de manière à compenser le rendement affaibli du débit de carburant injecté.
  6. Méthode selon une des revendications précédentes,
    caractérisée en ce que
    la première grandeur (D) est établie à partir d'une valeur lambda et/ou de la courbe de l'injection.
  7. Dispositif pour commander un moteur à combustion (100) par l'intermédiaire d'une commande/régulation (140) qui influence la vitesse de rotation (N) du moteur, dispositif comportant des moyens qui, en fonction d'au moins une caractéristique de fonctionnement (N) du moteur (100), prédéfinissent une grandeur de débit définissant le débit de carburant injecté dans le moteur (100), ainsi que des moyens qui influencent le comportement de la commande/régulation (140), en partant d'une première grandeur (D) qui caractérise le débit de carburant injecté,
    caractérisé en ce que
    la première grandeur (D) correspond au rapport entre la variation de la grandeur du débit et la modification en résultant d'une seconde grandeur qui caractérise le couple du moteur à combustion interne (100).
EP20000125559 2000-01-29 2000-11-22 Méthode et dispositif pour la commande d'un moteur à combustion Expired - Lifetime EP1134390B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10004001 2000-01-29
DE2000104001 DE10004001A1 (de) 2000-01-29 2000-01-29 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP1134390A2 EP1134390A2 (fr) 2001-09-19
EP1134390A3 EP1134390A3 (fr) 2002-06-12
EP1134390B1 true EP1134390B1 (fr) 2006-02-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP20000125559 Expired - Lifetime EP1134390B1 (fr) 2000-01-29 2000-11-22 Méthode et dispositif pour la commande d'un moteur à combustion

Country Status (3)

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EP (1) EP1134390B1 (fr)
DE (2) DE10004001A1 (fr)
ES (1) ES2257994T3 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10044411A1 (de) * 2000-09-08 2002-03-21 Bayerische Motoren Werke Ag Verfahren zur Steuerung eines Verbrennungsmotors bei einem Regenerationszyklus
DE10252988B3 (de) * 2002-11-14 2004-06-09 Siemens Ag Verfahren zur Ermittlung der Einspritzmenge einer Brennkraftmaschine
DE10315814A1 (de) * 2003-04-07 2004-10-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4154596B2 (ja) * 2003-06-02 2008-09-24 三菱自動車工業株式会社 内燃機関の排気浄化装置
US8903575B2 (en) 2011-06-03 2014-12-02 General Electric Company Methods and systems for air fuel ratio control
DE102013021523A1 (de) * 2013-12-13 2015-07-02 Mtu Friedrichshafen Gmbh Verfahren zur Drehzahlregelung einer Brennkraftmaschine

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3729771A1 (de) * 1987-09-05 1989-03-16 Bosch Gmbh Robert Verfahren und einrichtung zur kraftstoffzumessung bei einer diesel-brennkraftmaschine
DE4028809B4 (de) 1990-09-11 2005-03-10 Bosch Gmbh Robert System zur Steuerung eines Kraftfahrzeugs
DE19527218B4 (de) 1994-12-23 2004-03-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Regelung der Laufruhe einer Brennkraftmaschine
JP2762350B2 (ja) * 1995-06-23 1998-06-04 株式会社ゼクセル ディーゼルエンジンのアイドル回転制御装置及び方法
DE19547646A1 (de) 1995-12-20 1997-06-26 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US5931138A (en) * 1996-02-23 1999-08-03 Nissan Motor Co., Ltd. Engine torque control apparatus

Also Published As

Publication number Publication date
ES2257994T3 (es) 2006-08-16
DE10004001A1 (de) 2001-08-02
DE50012250D1 (de) 2006-04-27
EP1134390A2 (fr) 2001-09-19
EP1134390A3 (fr) 2002-06-12

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