EP1215388A2 - Méthode et système de commande d'un moteur à combustion interne - Google Patents

Méthode et système de commande d'un moteur à combustion interne Download PDF

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Publication number
EP1215388A2
EP1215388A2 EP01123016A EP01123016A EP1215388A2 EP 1215388 A2 EP1215388 A2 EP 1215388A2 EP 01123016 A EP01123016 A EP 01123016A EP 01123016 A EP01123016 A EP 01123016A EP 1215388 A2 EP1215388 A2 EP 1215388A2
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EP
European Patent Office
Prior art keywords
signal
cylinder
control
internal combustion
combustion engine
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
EP01123016A
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German (de)
English (en)
Other versions
EP1215388A3 (fr
EP1215388B1 (fr
Inventor
Jens Damitz
Dirk Dr. Samuelsen
Ruediger Dr. Fehrmann
Matthias Schueler
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 EP1215388A2 publication Critical patent/EP1215388A2/fr
Publication of EP1215388A3 publication Critical patent/EP1215388A3/fr
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Publication of EP1215388B1 publication Critical patent/EP1215388B1/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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/1448—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 exhaust gas pressure
    • 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
    • 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
    • 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
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the General terms of the independent claims.
  • Such a method and such a device for Control of an internal combustion engine is, for example, off known from DE 195 27 218.
  • the aim of this procedure is to help the individual Equal amount of fuel allocated to cylinders. Differences in the metered amount of fuel between the individual cylinders are balanced.
  • exhaust emissions can be significantly reduced, whereby the power output of the internal combustion engine is not is affected.
  • Sensors are preferably used which have a signal provide that the oxygen concentration in the exhaust gas characterized, or a signal representing the pressure in the exhaust gas characterized.
  • the lambda values, ie the Oxygen concentrations, all cylinders equal. Both the injected and the manipulated variable can be used Amount of fuel as well as the amount of air supplied for example by means of an individual cylinder Exhaust gas recirculation is adjustable, can be used. in the The following is the procedure using the example of Fuel quantity described.
  • a particularly simple Signal processing consists in that the signal of the im Exhaust tract arranged sensor with at least two Filter media with different frequencies can be filtered is, based on the filtered signal at least two frequency-specific actual values, a setpoint and frequency-specific control deviations can be determined.
  • a particularly meaningful signal results when the Provision of the frequency-specific quantities the output signal of the sensor arranged in the exhaust tract by means of at least two bandpasses with adjustable Center frequencies can be filtered, the center frequencies are integer multiples of the camshaft frequency.
  • Realizations are of particular importance in the form of a computer program with program code means and in the form of a computer program product with program code means.
  • the computer program according to the invention has Program code means to complete all steps of the perform the inventive method if that Program on a computer, in particular a control device for an internal combustion engine of a motor vehicle becomes.
  • the invention is represented by an in program stored in the control unit, so that this control unit provided with the program in the same
  • the invention represents how the method for its Execution the program is suitable.
  • the invention Computer program product has program code means that are stored on a computer-readable medium in order to to carry out the method according to the invention if that Program product on a computer, especially one Control device for an internal combustion engine of a motor vehicle is performed.
  • the invention realized by a disk so that the inventive method can be carried out if that Program product or the data carrier in a control unit for an internal combustion engine, in particular of a motor vehicle is integrated.
  • a data carrier or as Computer program product can in particular be an electrical one Storage medium are used, for example Read-only memory (ROM), an EPROM or an electrical one Permanent storage such as a CD-ROM or DVD.
  • FIG. 1 shows a block diagram of the device according to the invention
  • Figure 2 is a detailed Representation
  • Figure 3 is a representation of the target and Actual value.
  • the invention but is not on self-igniting internal combustion engines limited. It can also be used in other types of Internal combustion engines are used. In this case replace corresponding components.
  • the Invention also in internal combustion engines with others Number of cylinders and / or in internal combustion engines without Exhaust gas turbochargers are used.
  • the internal combustion engine is 100 characterized. You will get air through a fresh air line 118, a compressor 115 and an intake line 110 fed. The exhaust gases from the internal combustion engine pass through an exhaust pipe 120 and a turbine 125 into one Exhaust pipe 128. Turbine 125 drives the compressor 115 via a shaft, not shown.
  • the internal combustion engine is a determining quantity Actuator 150 assigned. This is the Internal combustion engine supplied with fuel.
  • Sandra can Cylinder an individual amount of fuel metered become. This is shown in Figure 1 in that each Cylinder a quantity-determining control element 151 to 154 assigned.
  • the individual control elements 151 to 154 are generated by a control unit 160 with control signals applied.
  • the actuators 151 to 154 are concerned are, for example, solenoid valves or piezo actuators that control the fuel metering in the respective cylinder. It can be provided that one injector per cylinder, a distributor pump or another the injected Fuel quantity determining element affecting the cylinders alternately metering fuel is provided.
  • the control unit 160 also acts on another Actuator 155, which is the amount of fresh air that the Internal combustion engine is influenced. At a simplified embodiment, this actuator 155 also be omitted. Furthermore, the Control unit 160 the output signals of various sensors 170, which, for example, the environmental conditions such as Temperature and pressure values as well as the driver's request characterized.
  • control unit 170 processes signals from Sensors 180 that measure the exhaust gas composition or pressure and / or characterize the temperature in the exhaust gas.
  • This Sensor is preferably between the engine and the turbine 125 arranged.
  • the sensor 185 also after the turbine in the exhaust pipe be arranged.
  • the sensors 180 and 185 preferably detect a signal that characterized the oxygen concentration in the exhaust gas. Alternatively and / or additionally, it can also be provided that the pressure in the exhaust pipe upstream or downstream of the turbine is evaluated.
  • the fresh air is compressed by the compressor 115 and passes through the Intake line 110 in the internal combustion engine.
  • the Internal combustion engine is about the quantity-determining Actuator 150 metered fuel.
  • everyone will Cylinder depending on the control signal from the control unit 160 a cylinder-specific amount of fuel supplied.
  • the Exhaust gases reach the turbine via the exhaust pipe and drive These arrive and then pass through the exhaust pipe 128 in the environment.
  • the turbine 125 drives the compressor 115 via a shaft, not shown.
  • the control unit 160 calculates on the basis of the various input signals, especially the Driver request, the control signals to act on the Actuators 151 to 154.
  • an actuating device 155 provided the air supply to the internal combustion engine controls.
  • This can preferably be a Exhaust gas recirculation device act the amount of recirculated exhaust gas determined.
  • the determination of the control signals for the control elements 151 to 155 is shown in more detail in FIG. It is in particular the calculation of the fuel quantity QK shown. When calculating the amount of air can be followed accordingly.
  • the actuator 150 becomes the output signal QK of an addition point 202 acted upon.
  • the output signal QKF is applied to a quantity specification 210. This is due to the second input of addition point 2 Output signal QKL of a multiplexer 250 on.
  • the quantity specification 210 processes the output signal various sensors, such as one Accelerator pedal position sensor 170a and a speed sensor 170b. Furthermore, it can be provided that the Quantity specification 210 the output signal L of a sensor 180 processed.
  • the output signal L of the sensor 180 corresponds the oxygen concentration in the exhaust tract.
  • the signal L of the sensor 180 also comes to a Filter device 230, which in turn has a first controller 241, a second controller 242, a third controller 243 and one fourth controller 244 is supplied with a signal that one Control deviation corresponds. Overall, the controllers 241 to 244 referred to as controller 240. The individual controllers in turn act on the multiplexer 250 Control signals, which then cyclically as signal QKL to Add addition point 202.
  • the Quantity specification 210 Based on the various sensor signals, the Quantity specification 210 an amount of fuel QKF to be injected, which is to be fed to the internal combustion engine. That amount of QKF corresponds to the amount required to meet the Provide driver with desired torque.
  • the quantity control 210 contains further functions, such as an idle controller or Interventions by other control units.
  • quantity specification 210 can already be a smooth running control, as known from the prior art. It is also possible that a non-cylinder individual Quantity specification also takes into account a lambda signal that the Characterized oxygen concentration in the exhaust gas.
  • Air volume error i.e. Deviations between the air volumes, which are fed to the individual cylinders are used by the Quantity specification 210 not taken into account.
  • different Lambda values of the individual cylinders lead to fluctuations of the lambda signal. These are recorded and used cylinder-specific regulation used.
  • the Filter device 230 calculates from the lambda signal L that with the sensor 180, a cylinder-specific one Control deviation between the cylinder-specific target and Actual value for the lambda signal.
  • This individual cylinder Control deviation is the respective controller, the cylinder is assigned. It can be provided that a controller is provided for each cylinder. Alternative is it is also possible that a controller successively the cylinder-specific control deviations processed. This is particularly the case when the invention as Control program is realized.
  • the multiplexer 250 holds these signals together to form a signal QKL that the Deviations of the individual lambda signals from a target value characterized.
  • This signal is designed so that at the actuation of the actuating device 150 Fuel quantity is metered that the lambda signal at assumes the same value for all cylinders.
  • a first alternative is the lambda probe arranged in front of the turbine. This has the advantage that no mixing of the individual cylinders Exhaust gas flows through the turbine have occurred. however are in this area by opening the exhaust valves strong pressure vibrations stimulated. Compensate for this partly due to the cylinder-specific lambda differences excited vibrations on the probe signal. This is based on that described below Mode of action. Becomes a higher one in a cylinder Injection quantity injected, the corresponding one decreases Residual oxygen content in the exhaust gas and thus the output voltage the lambda probe. At the same time results from the stronger Burning a higher pressure when opening the Outlet valve. By positive cross coupling between Pressure and probe signal increases the pressure rise Sensor signal and affects the actual oxygen change opposite. This makes the measurable signal amplitude clear smaller than expected based on the pure oxygen vibration would. Another disadvantage is that an additional probe is needed.
  • the lambda probe is behind the Turbine arranged.
  • the advantage here is that the Interference amplitude of those caused by the combustion Pressure fluctuations in the exhaust system is smaller. adversely however, the mixing of the individual cylinders affects Exhaust gas flows out through the turbine. This also reduces this arrangement of the probe the amplitude of the measured Oxygen vibrations.
  • the heating frequency is a particularly serious disturbance To call the lambda probe.
  • Their interference amplitude is approximately like this big, like that due to the cylinder-specific lambda differences caused vibrations. These vibrations can be compensated by fast signal preprocessing become.
  • the output signal of the sensor 180 arrives at a Prefilter 300 to a first filter 310 and a second Filter 320.
  • the output signal of the first filter 310 arrives at a first setpoint determination 312 and one first actual value determination 314.
  • the output signal of the second Filter 320 arrives at a second setpoint determination 322 and a second actual value determination 324.
  • the output signal NWS of the first setpoint determination 312 arrives with positive sign and the output signal NWI to the first actual value determination 314 with a negative sign a node 316.
  • node 318 becomes the output signal of node 316 with linked to a weighting factor FNW.
  • the weighted first Control deviation NWL arrives at an addition point 340 and thence to block 240.
  • the output signal KWS of the second setpoint determination 322 arrives with a positive sign and the output signal KWI the second actual value determination 324 with a negative sign to a node 326.
  • node 328 becomes the output signal of the node 326 linked to a weighting factor HFC.
  • the so weighted second control deviation KWL reaches the addition point 340
  • the weighting factor FNW and the weighting factor FKW become provided by the weighting target 330.
  • the control deviation is at the output of the addition point 340 L available, which forwarded to controller 240 becomes.
  • junction points 318 and 328 are a preferred embodiment of the invention. Alternatively, you can it can also be provided that the factors FNW and / or FKW otherwise, for example in filters 310 or 320, be taken into account or not taken into account.
  • a Internal combustion engine with 4 cylinders are only two Filters provided the signal components with camshaft and Filter out the crankshaft frequency.
  • further Frequency ranges are taken into account.
  • a filter is provided which the Frequencies up to and including half the ignition frequency filter out.
  • the filters are 310 and 320 um bandpass filters, whose center frequency at Filter 310 at the camshaft frequency and filter 320, is at the crankshaft frequency.
  • band passes there may be other band passes provided.
  • a bandpass the camshaft frequency and a bandpass with double Camshaft frequency that corresponds to the crankshaft frequency provided.
  • the output signal of the sensor 180 passes through the Prefilter 300 to the bandpasses 310 and 320.
  • This one Prefilter 300 is designed such that it is undesirable Filters out interference.
  • the prefilter is preferably 300 formed such that it vibrates the signal, the caused by the probe heating, does not let through.
  • the output signal is obtained by means of bandpasses 310 and 320 of the sensor 180 separated into spectral components. For each Spectral components determine the first, second and third Actual value determination and the first, second and third Setpoint determination frequency-specific setpoints and actual values. The setpoints and actual values are calculated for the individual spectral components are preferably different.
  • the probe signal for the individual frequencies separately.
  • the first actual value determination 314 and the second Actual value determination 324 a frequency-specific actual value. Accordingly, it can be provided that for each frequency first setpoint specification 312 and the second setpoint specification 320 calculates a frequency-specific setpoint. In the Junction points 316 and 326 then become the frequency-specific control deviation determined.
  • control deviations weighted or not weighted NWL and KWL are added in node 340 and the Regulator supplied.
  • the controller corresponds to that in FIG. 1 controller 240 shown.
  • a Pressure sensor can be used, the pressure in front or behind the turbine evaluates.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP01123016A 2000-12-16 2001-09-26 Méthode et système de commande d'un moteur à combustion interne Expired - Lifetime EP1215388B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10062895A DE10062895A1 (de) 2000-12-16 2000-12-16 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10062895 2000-12-16

Publications (3)

Publication Number Publication Date
EP1215388A2 true EP1215388A2 (fr) 2002-06-19
EP1215388A3 EP1215388A3 (fr) 2003-05-28
EP1215388B1 EP1215388B1 (fr) 2005-08-17

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EP01123016A Expired - Lifetime EP1215388B1 (fr) 2000-12-16 2001-09-26 Méthode et système de commande d'un moteur à combustion interne

Country Status (4)

Country Link
US (1) US6675787B2 (fr)
EP (1) EP1215388B1 (fr)
JP (1) JP2002213284A (fr)
DE (2) DE10062895A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7203591B2 (en) 2004-06-25 2007-04-10 Robert Bosch Gmbh Method for controlling an internal combustion engine
FR2892464A1 (fr) * 2005-10-24 2007-04-27 Bosch Gmbh Robert Procede et dispositif de commande d'un moteur a combustion interne
WO2009124327A1 (fr) * 2008-04-07 2009-10-15 Ge Jenbacher Gmbh & Co Ohg Moteur à combustion interne
DE102008042633A1 (de) 2008-10-06 2010-04-08 Robert Bosch Gmbh Verfahren zur Überwachung eines Kraftstoff-Luftverhältnisses in Zylindern eines Dieselmotors
DE102007030562B4 (de) 2007-06-30 2018-03-15 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine

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US7143500B2 (en) * 2001-06-25 2006-12-05 Micron Technology, Inc. Method to prevent damage to probe card
CN1296615C (zh) * 2001-08-29 2007-01-24 新泻原动机株式会社 发动机、发动机的排气温度控制装置及控制方法
DE10206906C1 (de) * 2002-02-19 2003-11-06 Siemens Ag Verfahren zur Steuerung einer durch Pienoinjektor eingespritzten Kraftstoffmenge
DE10234091A1 (de) * 2002-07-26 2004-02-05 Robert Bosch Gmbh Verfahren zur Überwachung von wenigstens zwei elektromagnetischen Ventilen einer Brennkraftmaschine, insbesondere eines Kraftfahrzeugs
JP4205030B2 (ja) * 2003-10-06 2009-01-07 本田技研工業株式会社 内燃機関の空燃比制御装置
DE10358108A1 (de) * 2003-12-12 2005-07-14 Daimlerchrysler Ag Verfahren und Vorrichtung zur zylinderindividuellen Bestimmung und Regelung der Kraftstoffeinspritzmenge
DE102004026176B3 (de) * 2004-05-28 2005-08-25 Siemens Ag Verfahren zum Erfassen eines zylinderindividuellen Luft/Kraftstoff-Verhältnisses bei einer Brennkraftmaschine
DE102004046083B4 (de) * 2004-09-23 2016-03-17 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
US7089922B2 (en) * 2004-12-23 2006-08-15 Cummins, Incorporated Apparatus, system, and method for minimizing NOx in exhaust gasses
DE102007051553A1 (de) 2007-10-29 2009-04-30 Robert Bosch Gmbh Verfahren zum Betreiben einer Brennkraftmaschine
DE102008001670B4 (de) * 2008-05-08 2022-03-31 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102009045723A1 (de) 2009-10-15 2011-04-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP5263327B2 (ja) * 2011-04-05 2013-08-14 トヨタ自動車株式会社 多気筒内燃機関の気筒間空燃比ばらつき異常検出装置
DE102020107132A1 (de) 2020-03-16 2021-09-16 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur thermodynamischen Optimierung mittels Nutzung von zylinderindividuellen Einspritzmustern in Kraftfahrzeugen

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Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7203591B2 (en) 2004-06-25 2007-04-10 Robert Bosch Gmbh Method for controlling an internal combustion engine
DE102004030759B4 (de) * 2004-06-25 2015-12-17 Robert Bosch Gmbh Verfahren zur Steuerung einer Brennkraftmaschine
FR2892464A1 (fr) * 2005-10-24 2007-04-27 Bosch Gmbh Robert Procede et dispositif de commande d'un moteur a combustion interne
DE102007030562B4 (de) 2007-06-30 2018-03-15 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
WO2009124327A1 (fr) * 2008-04-07 2009-10-15 Ge Jenbacher Gmbh & Co Ohg Moteur à combustion interne
DE102008042633A1 (de) 2008-10-06 2010-04-08 Robert Bosch Gmbh Verfahren zur Überwachung eines Kraftstoff-Luftverhältnisses in Zylindern eines Dieselmotors

Also Published As

Publication number Publication date
US6675787B2 (en) 2004-01-13
US20020096157A1 (en) 2002-07-25
EP1215388A3 (fr) 2003-05-28
JP2002213284A (ja) 2002-07-31
DE50107109D1 (de) 2005-09-22
DE10062895A1 (de) 2002-06-27
EP1215388B1 (fr) 2005-08-17

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