EP1199457A2 - Méthode de commande d'un moteur à combustion interne à mélange pauvre - Google Patents

Méthode de commande d'un moteur à combustion interne à mélange pauvre Download PDF

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Publication number
EP1199457A2
EP1199457A2 EP01120794A EP01120794A EP1199457A2 EP 1199457 A2 EP1199457 A2 EP 1199457A2 EP 01120794 A EP01120794 A EP 01120794A EP 01120794 A EP01120794 A EP 01120794A EP 1199457 A2 EP1199457 A2 EP 1199457A2
Authority
EP
European Patent Office
Prior art keywords
lean operation
combustion engine
internal combustion
inadmissible
frequency
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
EP01120794A
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German (de)
English (en)
Other versions
EP1199457B1 (fr
EP1199457A3 (fr
Inventor
Ekkehard Dr. Pott
Michael Dr. Zillmer
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.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of EP1199457A2 publication Critical patent/EP1199457A2/fr
Publication of EP1199457A3 publication Critical patent/EP1199457A3/fr
Application granted granted Critical
Publication of EP1199457B1 publication Critical patent/EP1199457B1/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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
    • 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
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to a method for controlling a lean-running Internal combustion engine with one in an exhaust duct Internal combustion engine arranged catalyst system consisting of at least one catalyst.
  • internal combustion engines are preferably operated at least temporarily in a lean operating mode, that is to say with a mixture with a low fuel content and an excess of air ( ⁇ > 1). Under these conditions, unburned hydrocarbon HC and other pollutant emissions can also be reduced.
  • the permissible lambda value can be raised very much towards lean by realizing a so-called stratified operation, in which the injected fuel is concentrated in the combustion chamber of the engine in the area of a spark plug.
  • NO x nitrogen oxides
  • the invention has for its object a method for controlling a to develop lean-burn internal combustion engine in which in simple and Lean operation is controlled cost-effectively such that the HC conversion rate of the catalyst system when lean operation is approved is taken into account to reduce pollutant emissions.
  • impermissible combustion events are registered and lean operation of the internal combustion engine is controlled as a function of a frequency of the impermissible combustion events, the lean operation being restricted or blocked as the frequency of the impermissible combustion events increases.
  • Inadmissible combustion events of the internal combustion engine are a main cause for the impairment of the HC, but also the CO and NO x conversion rate of the catalyst system, in particular a pre-catalyst of the catalyst system close to the engine. By determining the frequency of these events, a drop in the HC- , CO and NO x conversion rate can be estimated. With increasing frequency of inadmissible combustion events and thus decreasing conversion rate of the catalyst system, an operating parameter range of the internal combustion engine in which lean operation is permitted is then restricted or completely blocked.
  • the registered ones improper combustion events delayed burns and / or Misfiring or ignition misfiring.
  • the inadmissible combustion events are preferably detected by Evaluation of a speed or quiet running signal, for example from a Speed sensor is output. This procedure is from the so-called Misfire detection is known and will not be explained in more detail here.
  • the Lean operation of the internal combustion engine either as a function of an absolute or a specific frequency of illegal combustion events. Both manipulated variables can also be combined with one another.
  • the absolute frequency is detected by integrating those during a period of lean operation impermissible combustion events determined.
  • the specific one Frequency for example, to a predetermined number of crankshaft revolutions or to a fixed time unit.
  • a suitable range for the number of Crankshaft revolutions are between 10 and 10,000, in particular between 50 and 500.
  • the impermissible combustion events are based on 200 to 2000 crankshaft revolutions determined.
  • crankshaft revolutions specific frequency of inadmissible combustion events lies for one four-cylinder four-stroke engine typically between 0.1 and 5%, in particular between 0.5 and 3%, primarily between 0.8 and 3.5%. It should be noted that two ignitions per crankshaft revolution.
  • the accuracy of the method can be further increased if not every unacceptable combustion event is weighted equally, but an individual Weighting is carried out according to its damage potential.
  • an individual Weighting is carried out according to its damage potential.
  • the weighting can be one Catalyst temperature and / or level of a speed and / or level of a load and / or Amount of fuel in the air-fuel mixture and / or frequency inadmissible combustion events, i.e. the degree of pre-damage to the Catalyst system to increase.
  • the lean operation of the internal combustion engine is restricted preferably by limiting the operating parameter ranges of the Internal combustion engine within which lean operation is permitted.
  • the method according to the invention is particularly expediently carried out in combination with the conventional control of the lean operation, which takes place as a function of a NO x storage rate of a NO x storage catalytic converter of the catalyst system. In this way, both NO x emissions and HC emissions can be effectively protected during lean operation.
  • FIG. 1 shows an internal combustion engine 10 with a downstream exhaust gas duct 12.
  • a small-volume pre-catalyst 14 typically configured as a 3-way catalyst.
  • the pre-catalyst 14 promotes oxidative conversion of unburned hydrocarbons HC and carbon monoxide CO and simultaneously a reduction of nitrogen oxides NO x .
  • Excess NO x which cannot be completely converted due to the small amount of reducing agent in the lean exhaust gas, is stored in a downstream NO x storage catalytic converter 16, which is typically arranged at an underbody position of a vehicle.
  • various sensors are installed in the exhaust duct 12.
  • a lambda probe 18 directly downstream of the internal combustion engine 10 sends a signal proportional to an oxygen content of the exhaust gas to a control unit 20 which regulates an air-fuel mixture to be supplied to the internal combustion engine 10 (lambda control).
  • a NO x sensor 22 connected downstream of the NO x storage catalytic converter 16 serves to monitor the storage catalytic converter 16 and to control the lean operation of the internal combustion engine 10. Its signal is also processed by the control unit 20. If, for example, the NO x sensor 22 detects a decreasing NO x storage capacity of the storage catalytic converter 16, the operating range of the internal combustion engine 10, in which lean operation is permitted, is restricted or blocked until NO x regeneration of the storage catalytic converter 16 can be carried out.
  • impermissible combustion events are therefore measured during lean operation of the internal combustion engine in order to detect damage to the catalyst system 14, 16 with regard to the HC conversion.
  • a speed sensor 24 is arranged at a suitable position of the internal combustion engine 10. The speed sensor 24 provides a steady-state signal and also transmits this to the control unit 20. This evaluates the signal in a manner to be described and controls the permissible operating range for the lean operation as a function of the signal.
  • FIG. 2 shows a typical process sequence for controlling the lean-burn internal combustion engine 10.
  • combustion events which occur in an impermissible manner are detected by the control unit 20 by evaluating the smoothness signal provided by the speed sensor 24.
  • weighting is carried out of the detected inadmissible combustion events based on their damage potential with regard to the HC conversion rate of the pre-catalytic converter 14 and / or the NO x storage catalytic converter 16. For example, a misfire that occurs at an already relatively high catalyst temperature can be weighted higher than a misfire that occurs at a relatively low catalyst temperature.
  • the absolute frequency is determined by integrating the weighted or unweighted inadmissible combustion events during a lean phase.
  • a specific frequency of the impermissible combustion events for example per crankshaft revolution or unit of time, can also be determined here.
  • a query is carried out, in which it is checked whether the determined absolute and / or specific frequency of the impermissible combustion events exceeds a predefinable threshold. If this is not the case, step S1 is started again without taking any further measures. Otherwise, if the query in step S4 is answered in the affirmative, lean operation of the internal combustion engine is either restricted or completely blocked in a fifth step S5.
  • the lean operation can be restricted by restricting a permissible operating range for lean operation, for example by restricting a permissible load range and / or speed range etc. Be special.
  • the step size for example for the permissible load and / or speed, can either be predefined or can be determined variably depending on the frequency of impermissible events. It is also conceivable to partially cancel after a predefinable time interval and / or a predefinable fuel has elapsed. In this way, a certain spontaneous regeneration of the internal combustion engine 10 or the catalyst system 14, 16 can be taken into account.
  • the method according to the invention enables the permissible operating range for the lean operation of internal combustion engines, in particular of direct-injection engines, to be matched very precisely to the current combustion quality of the internal combustion engine 10 with little process effort.
  • a NO x loading of the NO x storage catalytic converter 16, but also an HC conversion rate of the catalytic converter system 14, 16 can thus be taken into account.
  • compliance with limit values for HC emissions can be ensured more effectively.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP20010120794 2000-10-16 2001-09-11 Méthode de commande d'un moteur à combustion interne à mélange pauvre Expired - Lifetime EP1199457B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2000151184 DE10051184A1 (de) 2000-10-16 2000-10-16 Verfahren zur Steuerung einer magerlauffähigen Verbrennungskraftmaschine
DE10051184 2000-10-16

Publications (3)

Publication Number Publication Date
EP1199457A2 true EP1199457A2 (fr) 2002-04-24
EP1199457A3 EP1199457A3 (fr) 2002-10-23
EP1199457B1 EP1199457B1 (fr) 2006-08-16

Family

ID=7659929

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20010120794 Expired - Lifetime EP1199457B1 (fr) 2000-10-16 2001-09-11 Méthode de commande d'un moteur à combustion interne à mélange pauvre

Country Status (2)

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EP (1) EP1199457B1 (fr)
DE (2) DE10051184A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10253613B4 (de) * 2002-11-15 2004-09-30 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine eines Fahrzeugs, insbesondere eines Kraftfahrzeuges
DE10261618B4 (de) * 2002-12-27 2014-05-22 Volkswagen Ag Laufunruheauswertungsverfahren
DE10328117A1 (de) 2003-06-23 2005-01-13 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
DE102004017092B4 (de) * 2004-04-07 2008-10-16 Audi Ag Verfahren zur Optimierung des Betriebs eines Otto-Verbrennungsmotors eines Kraftfahrzeugs

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19744410A1 (de) * 1997-10-08 1999-04-15 Ford Global Tech Inc Verfahren zur Überwachung der Laufruheregelung eines Verbrennungsmotors
DE19850786A1 (de) * 1998-08-05 2000-02-17 Volkswagen Ag Regelung eines NOx-Speicher-Katalysators

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4303332C2 (de) * 1993-02-03 2002-01-10 Opel Adam Ag Otto-Motor für Kraftfahrzeuge mit Kraftstoffeinspritzung
DE19706807C2 (de) * 1997-02-21 1999-01-28 Ford Global Tech Inc Verfahren zur Regelung der Laufruhe eines Verbrennungsmotors

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19744410A1 (de) * 1997-10-08 1999-04-15 Ford Global Tech Inc Verfahren zur Überwachung der Laufruheregelung eines Verbrennungsmotors
DE19850786A1 (de) * 1998-08-05 2000-02-17 Volkswagen Ag Regelung eines NOx-Speicher-Katalysators

Also Published As

Publication number Publication date
EP1199457B1 (fr) 2006-08-16
DE50110740D1 (de) 2006-09-28
DE10051184A1 (de) 2002-04-25
EP1199457A3 (fr) 2002-10-23

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