EP1215388B1 - Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine Download PDF

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Publication number
EP1215388B1
EP1215388B1 EP01123016A EP01123016A EP1215388B1 EP 1215388 B1 EP1215388 B1 EP 1215388B1 EP 01123016 A EP01123016 A EP 01123016A EP 01123016 A EP01123016 A EP 01123016A EP 1215388 B1 EP1215388 B1 EP 1215388B1
Authority
EP
European Patent Office
Prior art keywords
frequency
signal
cylinder
specific
internal combustion
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
EP01123016A
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German (de)
English (en)
French (fr)
Other versions
EP1215388A2 (de
EP1215388A3 (de
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
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Publication of EP1215388A2 publication Critical patent/EP1215388A2/de
Publication of EP1215388A3 publication Critical patent/EP1215388A3/de
Application granted granted Critical
Publication of EP1215388B1 publication Critical patent/EP1215388B1/de
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 Preambles of the independent claims.
  • Such a method and apparatus for Control of an internal combustion engine is for example off DE 195 27 218 known.
  • the goal of this approach is to guide the individual Cylinders equalize metered amount of fuel. Differences in the metered amount of fuel between the individual cylinders are compensated. It can the Case occur that, although all cylinders the same Amount of fuel is metered and / or all cylinders that same torque contribute to the overall torque, the individual cylinders assigned different amounts of air to get. This has the consequence that in individual cylinders increased exhaust emissions, in particular particulate emissions, occur. These increased emissions can be seen in the state of the art Technology can only be reduced by reducing the total Injection quantity and / or the mean value of cylinder-specific fuel quantities so far reduced will minimize emissions. These Quantity reduction leads to a reduction in the performance of Internal combustion engine.
  • DE 199 03 721 describes a lambda control for an internal combustion engine, in which for various Cylinders or cylinder groups individual cylinder setpoints and actual values determined and compared with each other. This citation shows a cylinder-specific regulation of Lambda value.
  • sensors are used which are a signal provide the oxygen concentration in the exhaust gas characterizes, or a signal that the pressure in the exhaust gas characterized.
  • a particularly simple Signal processing consists in that the signal of the im Exhaust tract arranged sensor with at least two Filtering means with different frequencies filterable is, starting from the filtered signal at least two frequency-specific actual values, a setpoint and Frequency-specific deviations can be determined.
  • the sensor arranged in the exhaust tract means at least two bandpasses with adjustable Center frequencies is filterable, with the center frequencies lie at integer multiples of the camshaft frequency.
  • the computer program according to the invention has Program code means to clear all steps of the to carry out inventive method, if the Program on a computer, in particular a control unit for an internal combustion engine of a motor vehicle, executed becomes.
  • the invention is characterized by a in the program stored program, so that this provided with the program control unit in the same Way the invention represents as the method, to whose Execution the program is suitable.
  • the invention Computer program product comprises program code means which stored on a computer-readable medium to to carry out the process according to the invention, if the Program product on a computer, especially one Control unit for an internal combustion engine of a motor vehicle is performed.
  • the invention realized by a data carrier, so that the inventive method can be carried out when the Program product or the data carrier in a control unit for an internal combustion engine, in particular a motor vehicle is integrated.
  • disk or as Computer program product may in particular be an electrical Storage medium are used, for example, a Read-only memory (ROM), an EPROM or an electric one Permanent memory such as a CD-ROM or DVD.
  • FIG. 1 shows a block diagram of FIG Device according to the invention
  • Figure 2 is a detailed Representation
  • Figure 3 is a representation of the setpoint and Actual value.
  • the internal combustion engine is 100 characterized. You will air over a fresh air line 118, a compressor 115 and an intake passage 110 fed. The exhaust gases of the internal combustion engine pass over an exhaust pipe 120 and a turbine 125 in one Exhaust pipe 128. The turbine 125 drives the compressor 115 via a shaft, not shown.
  • the internal combustion engine is a quantity-determining Assigned adjusting device 150. About this is the Internal combustion engine supplied fuel. Sandra can do this Cylinder an individual amount of fuel metered become. This is shown in Figure 1, that each Cylinder a quantity-determining actuator 151 to 154 assigned.
  • the individual control elements 151 to 154 are from a control unit 160 with drive signals applied.
  • the actuators 151 to 154 are For example, to solenoid valves or piezo actuators, the control the fuel metering into the respective cylinder. It can be provided that per cylinder, an injector, a distributor pump or another that is injected Fuel quantity determining element, the cylinders alternately fuel literallyißt, is provided.
  • the control unit 160 also acts on another Actuator 155, the amount of fresh air that the Internal combustion engine is supplied, influenced. At a simplified embodiment, this actuator 155 may also be omitted. Furthermore, the processed Control unit 160, the output signals of various sensors 170, for example, the environmental conditions such. Temperature and pressure values as well as the driver's request characterized.
  • control unit 170 processes signals from Sensors 180, the exhaust gas composition or the pressure and / or characterizing 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 line 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 may also be provided that the pressure in the exhaust pipe in front of or behind the turbine is evaluated.
  • This facility works as follows.
  • 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. Everybody gets involved Cylinder dependent on the drive signal of the control unit 160 supplied a cylinder-specific amount of fuel.
  • the Exhaust gases pass through the exhaust pipe to the turbine, drive this and then get on the exhaust pipe 128 in the environment.
  • the turbine 125 drives the compressor 115 via a shaft, not shown.
  • the control unit 160 calculates, based on the various input signals, in particular the Driver request, the control signals to act on the Actuators 151 to 154.
  • an adjusting device 155th provided that the air supply to the engine controls.
  • This may preferably be a Exhaust gas recirculation act, which is the amount of recirculated exhaust gas determined.
  • Particularly preferred is a Embodiment in which the individual cylinder supplied amount of air is affected. This is for example, by a valve control of inputs and Exhaust valves possible.
  • the determination of the control signals for the actuating elements 151 to 155 is shown in more detail in FIG. It is in particular the calculation of the amount of fuel QK shown. When calculating the amount of air can be proceeded accordingly.
  • the actuator 150 becomes the output QK of a summing point 202 acted upon.
  • the output QKF At the first entrance of the addition point 202 is the output QKF a setpoint 210 at.
  • the quantity default 210 processes the output signal various sensors, such as one Accelerator pedal position transmitter 170a and a speed sensor 170b. Furthermore, it can be provided that the Setpoint 210, the output signal L of a sensor 180th 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 arrives at a Filter device 230, in turn, a first controller 241, a second controller 242, a third controller 243 and a fourth controller 244 with a signal applied to a Control deviation corresponds.
  • controller 241 to 244 referred to as controller 240.
  • the individual controllers in turn act on the multiplexer 250 with Control signals, which then cyclically as signal QKL for Addition point 202 arrive.
  • the Quantity specification 210 Based on the various sensor signals determines the Quantity specification 210 an amount of fuel QKF to be injected, which is to be supplied to the internal combustion engine. This amount QKF corresponds to the amount required by the Driver to provide desired torque.
  • the quantity control 210 contains additional functions, such as an idle controller or Quantity interventions by other control units.
  • the quantity specification 210 can already be a truancy regulation, as known in the art include.
  • a non-cylinder individual Quantity specification also takes into account a lambda signal that the Oxygen concentration in the exhaust gas characterized.
  • Air quantity error i. Deviations between the air volumes, which are supplied to the individual cylinders, are of the Quantity requirement 210 not taken into account.
  • different Lambda values of the individual cylinders lead to fluctuations of the lambda signal. These are recorded and the cylinder-specific control used.
  • the Filter device 230 calculates from the lambda signal L, the is detected with the sensor 180, a cylinder-individual Control deviation between the cylinder-specific nominal and Actual value for the lambda signal.
  • This cylinder-individual Control deviation is the respective controller, the cylinder is assigned supplied. It can be provided that a regulator is provided for each cylinder. Alternatively it is also possible that a controller in succession the processed cylinder-specific control deviations.
  • the multiplexer 250 holds these signals together to a signal QKL, which the Deviations of the individual lambda signals from a setpoint characterized.
  • This signal is designed so that at the control of the actuator 150 such Fuel quantity is metered that the lambda signal at all cylinders take the same value.
  • internal combustion engines equipped with a turbocharger i.e. one for compressor and one turbine are the signal conditioning requirements of the Lambda signal particularly high, since the evaluated Signal amplitude when using a lambda probe after the turbine is very small.
  • the lambda probe In the arrangement of the lambda probe are two alternatives to disposal.
  • the lambda probe arranged in front of the turbine. This offers the advantage that still no mixing of the cylinder individual Exhaust gas flows through the turbine has taken place. however be in this area by opening the exhaust valves strong pressure oscillations excited. These compensate partly due to the cylinder-specific lambda differences excited vibrations on the probe signal. This is based on the following Mode of action. Will be higher in a cylinder Injected injection quantity, so the corresponding sinks 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 at the opening of the Outlet valve. Through a positive cross-coupling between Pressure and probe signal increases the pressure increase Sensor signal and affects the actual change in oxygen opposite. As a result, the measurable signal amplitude is clear less than expected from 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 Störamplitude caused by the combustion Pressure oscillations in the exhaust system is smaller. adversely However, the mixing of cylinder-specific affects Exhaust gas flows through the turbine. This also reduces at this arrangement of the probe the amplitude of the measured Oxygen vibrations.
  • the output signal of the sensor 180 passes through a Pre-filter 300 to a first filter 310 and a second Filter 320.
  • the output of the first filter 310 arrives at a first setpoint determination 312 and a first actual value determination 314.
  • the output signal of the second Filter 320 arrives at a second set point determination 322 and a second actual value determination 324.
  • the output signal NWS of the first setpoint determination 312 passes with positive sign and the output signal NWI the first actual value determination 314 with a negative sign a node 316.
  • the output signal of the node 316 with linked to a weighting factor FNW.
  • the so weighted first Control deviation NWL arrives at a summing point 340 and from there to Block 240.
  • the output signal KWS of the second setpoint determination 322 passes with 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 of the node 326 associated with a weighting factor HFC.
  • the so weighted second control deviation KWL arrives at the addition point 340
  • the weighting factor FNW and the weighting factor HFC become from weighting 330.
  • the nodes 318 and 328 are a preferred embodiment of the invention. Alternatively, you can also be provided that the factors FNW and / or HFC otherwise, for example in filters 310 or 320, taken into account or not taken into account.
  • cylinder numbers may have different bandpasses provided. For example, in an internal combustion engine with four or five cylinders a band pass with the camshaft frequency and a bandpass with the double Camshaft frequency, which corresponds to the crankshaft frequency provided.
  • the output signal of the sensor 180 passes through the Pre-filter 300 to the bandpasses 310 and 320th
  • This Prefilter 300 is designed to be unwanted Interference filters out.
  • the pre-filter 300 is designed so that it oscillates the signal, the caused by the probe heating, does not let through.
  • the output signal of the sensor 180 separated into spectral components. For each Spectral component determine the first, second and third Actual value determination and the first, second and third Setpoint determination Frequency-specific setpoints and actual values. The calculation of the setpoints and actual values takes place for the individual spectral components preferably different.
  • the probe signal for the individual frequencies separated. For every frequency calculates the first actual value determination 314 and the second one Actual value determination 324 a frequency-specific actual value. Accordingly, it can be provided that for each frequency first setpoint input 312 and the second setpoint input 322 calculates a frequency-specific setpoint. In the Join points 316 and 326 then become the Frequency-specific control deviation determined.
  • the weighted or unweighted control deviations NWL and KWL are added at node 340 and the Regulator supplied.
  • the regulator corresponds to that in FIG. 2 illustrated controller 240.
  • Pressure sensor can be used, the pressure in front of 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 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine Expired - Lifetime EP1215388B1 (de)

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)

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EP1215388A2 EP1215388A2 (de) 2002-06-19
EP1215388A3 EP1215388A3 (de) 2003-05-28
EP1215388B1 true EP1215388B1 (de) 2005-08-17

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EP01123016A Expired - Lifetime EP1215388B1 (de) 2000-12-16 2001-09-26 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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US (1) US6675787B2 (ja)
EP (1) EP1215388B1 (ja)
JP (1) JP2002213284A (ja)
DE (2) DE10062895A1 (ja)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
DE102009045723A1 (de) 2009-10-15 2011-04-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

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Also Published As

Publication number Publication date
DE50107109D1 (de) 2005-09-22
US6675787B2 (en) 2004-01-13
US20020096157A1 (en) 2002-07-25
EP1215388A2 (de) 2002-06-19
DE10062895A1 (de) 2002-06-27
JP2002213284A (ja) 2002-07-31
EP1215388A3 (de) 2003-05-28

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