EP1216352B1 - Procede pour commander un moteur a combustion interne - Google Patents

Procede pour commander un moteur a combustion interne Download PDF

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Publication number
EP1216352B1
EP1216352B1 EP00945597A EP00945597A EP1216352B1 EP 1216352 B1 EP1216352 B1 EP 1216352B1 EP 00945597 A EP00945597 A EP 00945597A EP 00945597 A EP00945597 A EP 00945597A EP 1216352 B1 EP1216352 B1 EP 1216352B1
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EP
European Patent Office
Prior art keywords
cylinders
cylinder
air
variable
torque
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
EP00945597A
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German (de)
English (en)
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EP1216352A1 (fr
Inventor
Johann Graf
Michael Henn
Gerhard Schopp
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Siemens AG
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Siemens AG
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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
    • F02D41/1454—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
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • 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
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • 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
    • 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
    • F02D41/0085—Balancing of cylinder outputs, e.g. speed, torque or 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
    • F02D41/1497—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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

  • the invention relates to a method for controlling an internal combustion engine, in particular an internal combustion engine with Quantity control, that is one according to the Otto principle working internal combustion engine.
  • From US 5 515 828 is a method for air / fuel ratio control and torque control in an internal combustion engine known.
  • Control signals for the injection valves and the actuators for adjusting the air mass are determined and are corrected depending on correction signals.
  • For individual cylinder correction of the air ratio and of the torque become in a stationary operating state The actual values of the air ratio are simultaneously displayed for each segment and the torque determined and the respective Assigned to cylinders. All 720 ° crankshaft angles are off these values are then determined the correction signals and the Control signals then for the injectors and the Adjusted to adjust the air mass.
  • the object of the invention is to provide a method this is a low-emission and at the same time comfortable control an internal combustion engine guaranteed.
  • An internal combustion engine (FIG. 1) comprises an intake tract, a throttle valve 10 and at least one injection valve 15 are assigned, and an engine block 2, a cylinder 20 and a crankshaft 23 has.
  • a piston 21 and a connecting rod 22 are associated with the cylinder 20.
  • the Connecting rod 22 is connected to the piston 21 and the crankshaft 23rd connected.
  • the injection valve 15 is either for injection of fuel in several cylinders of the internal combustion engine or only for injecting fuel into each cylinder provided the internal combustion engine. In the latter case
  • Each cylinder 20 of the internal combustion engine is an injection valve 15 assigned.
  • the injection valve 15 may alternatively be provided in a cylinder head 3 and arranged so be that the fuel is directly into the combustion chamber of the cylinder 20 is metered.
  • the injection valve 15 also to a mixing chamber of a Gemischinjektors be arranged, which is the air / fuel mixture from the Mixing chamber blows directly into the cylinder 20.
  • a valve train is also arranged, with at least one inlet valve 30 and one outlet valve 31.
  • the valvetrain comprises at least one not shown Camshaft with a transmission device that the Nokkenhub to the intake valve 30 or the exhaust valve 31 transmits.
  • Such a device for adjusting the Ventilhubverlaufs a gas exchange valve is known from DE 42 44 550 A1 known.
  • This device is preferably for throttle-free Load control of gasoline engines used.
  • the device has two opposing camshafts, which have a Swing lever act on the gas exchange valve.
  • One of the Camshafts determines the opening function and the other camshaft the closing function of the gas exchange valve.
  • the gas exchange valve that is, the stroke and the opening time, can be changed in many areas by a relative rotation of the two camshafts against each other by means of a four-wheeled linkage, wherein a corresponding actuator for adjusting the relative Twist is provided.
  • an electromechanical actuator may also be provided be, the valve lift of the intake or exhaust valve 30, 31 controls.
  • Such an electromechanical actuator is known for example from DE 297 12 502 U1.
  • the actuator comprises a spring-mass oscillator with an armature.
  • the actuator comprises two electromagnets.
  • the anchor acts on the gas exchange valves, so the inlet valve 30th or the exhaust valve 31 a. If an electromechanical Actuator is provided for controlling the gas exchange valves, so There is no camshaft.
  • a spark plug 34 is further introduced.
  • the internal combustion engine is in the figure 1 with a Cylinder 20 shown. However, it includes more cylinders Z2, Z3, Z4.
  • the cylinders Z2 to Z4 are preferably identical formed to the cylinder 20. Further, they are too in each case at least one outlet valve 31 and an inlet valve 30 assigned.
  • An exhaust tract 4 with a catalyst 40 and an oxygen probe 41 is assigned to the internal combustion engine.
  • a Control device 6 is provided, assigned to the sensors are that capture different measures and each of the Determine measured value of the measured variable.
  • the control device 6 determines one or more depending on at least one measured variable Control signals, each controlling a positioning device.
  • the Sensors are a pedal position sensor 71, which is a pedal position the accelerator pedal 7 detected, a throttle position sensor 11, which detects an opening degree of the throttle valve 10, a Air mass meter 12, which detects an air mass flow MAF and / or a Saugrohr horrsensor 13, the intake manifold pressure detected in the intake tract 1, a first temperature sensor 14, detects an intake air temperature, a speed sensor 24, detects a rotational speed N of the crankshaft 23, a second Temperature sensor 25, which detects a coolant temperature TCO, a combustion chamber pressure sensor 26, the pressure P_BR in the Interior of the cylinder 20, so in the combustion chamber, detected, and the oxygen probe 41, which determines the residual oxygen content of the Exhaust gas detected in the exhaust system 4 and this the measured value the air ratio ⁇ assigns.
  • the air ratio ⁇ is the ratio of the cylinder 20 supplied air mass to the theoretical air requirement for stoichiometric ratios at the injected fuel quantity. The air ratio is thus a characterizing the air / fuel ratio Size.
  • a torque sensor 28 is preferably provided, the torque that is in each cylinder 20, Z2 - Z4 generated is detected on the crankshaft 23.
  • the invention may be any subset of be mentioned sensors or additional sensors.
  • the actuators each include an actuator and a Actuator.
  • the actuator is an electric motor drive, an electromagnetic drive or another dem Professional known drive.
  • the actuators are called throttle 10, as an injection valve 15, as a spark plug 34 or as a means for adjusting the valve lift of the or exhaust valves 30, 31 or as electromechanical actuators for controlling the valve lift of the intake and exhaust valves 30, 31 formed. On the actuators will in the following with taken the respective associated actuator reference.
  • the control device 6 is preferably designed as an electronic engine control. However, it may also include multiple controllers that are electrically connected to each other, such. B. over a bus system.
  • FIG. 2 is a flowchart of a method for controlling the internal combustion engine shown, the equality the cylinder 20, Z2 to Z4 causes.
  • the program is in the control device 6 is stored and processed there.
  • the program can either be at predetermined intervals during operation of the internal combustion engine or in predetermined Operating conditions of the internal combustion engine processed become.
  • Such an operating state can, for example be a stationary partial load operation or an idling or be characterized in that the coolant temperature TCO exceeds a predetermined threshold.
  • a step S1 the program is started.
  • the air ratio ⁇ is determined individually for each cylinder, which is represented by the ⁇ indicated by i.
  • the air ratio ⁇ i attributable to them is calculated, which is then a measure for the respective air / fuel ratio in the respective cylinder 20, Z2 to Z4.
  • the cylinder-specific determination of the air ratio ⁇ i for each cylinder averaged over several cycles.
  • a first correction value K1 i for each of the cylinders 20, Z2 to Z4 is determined as a function of the air ratio ⁇ i assigned to the respective cylinder and a desired value ⁇ sp of the air ratio.
  • the desired value ⁇ sp may be equal to one in order to ensure a stoichiometric air / fuel mixture in the cylinders 20, Z 2 to Z 4.
  • the first correction value K1 i is used in the program for general control of the internal combustion engine shown in FIG. 3 and will be described in more detail below.
  • step S4 the program for a predetermined Duration remain in a wait state or alternatively directly go to step S5.
  • step S5 for each cylinder 20, Z2 to Z4, the torque TQ i generated respectively by it is determined.
  • the measurement signal of the torque sensor 28 or the measurement signal of the combustion chamber pressure sensor 26 is evaluated or, for example, the measurement signal of the speed sensor 24.
  • average values of the torques TQ i related to the respective cylinders are determined over several operating cycles of the internal combustion engine.
  • a second correction value K2 i is determined individually for each cylinder 20, Z2 calculated to Z4 depending on the particular a cylinder Z2 to Z4, 20 associated torque TQ i and by averaging all torques TQ i calculated average TQ_MV of the torques.
  • the second correction value K2 i is used in the general program for controlling the internal combustion engine described in FIG. The program is subsequently terminated in a step S7.
  • a main program for Control of the internal combustion engine started.
  • step S11 becomes a target value TQI_SP of the engine torque to be generated depending on the speed N, the Accelerator pedal value PV and other operating variables of the internal combustion engine, such as the coolant temperature TCO, and others Calculated torque contributions, such as from a electronic transmission control or traction control.
  • a fuel injection time period T KSTi for the one or more injectors 15 is calculated individually for each cylinder.
  • the fuel injection time duration T KSTi is calculated for each cylinder 20, Z2 to Z4 as a function of the setpoint value of the torque, the respectively assigned first correction value K1 i and optionally further variables.
  • the dependence of the fuel injection time period T KSTi on the respective correction value K1 i associated with the cylinder 20, Z2 through Z4 ensures that the air / fuel ratio in all cylinders approximates within narrow limits the predetermined desired value of the air / fuel ratio , As a result, caused by manufacturing tolerances different flow rates of the fuel in the injectors 15 can be compensated.
  • a valve lift time T VHi is calculated for each individual cylinder 20, Z2 to Z4 as a function of the desired value TQI_SP of the torque, the second correction value K2 i assigned to the respective cylinder 20, Z2 to Z4 and optionally further variables.
  • the throttle valve 10 or electromechanical actuators or the means or devices are controlled to adjust the valve lift.
  • step S13 a maximum valve lift or a Ventilhubverlauf as a control variable for driving the means for adjusting the Ventilhubverlaufs determined become.
  • steps S12 and S13 is thus advantageously Ensures that both the air / fuel ratio in each cylinder 20, Z2 to Z4 of the internal combustion engine the predetermined Setpoint corresponds as well as in the respective Cylinders torque is equal. This is on the one hand an efficient and gentle operation of the catalyst 14 ensured with a corresponding emission reduction and on the other hand ensures a high level of ride comfort of a vehicle, in which the internal combustion engine is arranged.
  • the program is ended.
  • the program according to FIG. 3 is preferably at predetermined time intervals or depending on the speed N called.
  • FIG. 4 shows a further method for equalizing the cylinders.
  • the steps S1 to S4 are identical to the corresponding steps in FIG. 2.
  • the speed N i assigned to the respective cylinder is determined individually for each cylinder 20, Z2 to Z4.
  • the rotational speed during the expansion stroke of the respective cylinder or in a subsequent cycle or segment is determined.
  • a segment is determined by the time interval of the top dead centers of two cylinders following each other in the firing order.
  • a rough-running value LU i is determined as a function of the speed N i determined for the respective cylinder 17.
  • a dependence on the third power of the respective rotational speed N i has proved to be particularly advantageous.
  • the uneven running is a measure of differences between the torques generated in the cylinders.
  • the rough-running values LU i can also be determined as a function of a change in the rotational speed N i assigned to the respective cylinder.
  • the second correction value K2 i is determined individually for each cylinder as a function of the respective rough running value LU i . This takes place in the sense of an approximation of the torques generated by the individual cylinders. For an existing torque sensor 28, a deviation of the individual torque from the torque averaged over all cylinders can be calculated individually for each cylinder and then the second correction value K2 i can be calculated as a function of this deviation.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour commander un moteur à combustion interne qui comporte plusieurs cylindres, auxquels sont associés au moins une soupape d'injection de carburant et au moins un organe de commande servant à régler la masse d'air à conduire aux cylindres, ce moteur étant pourvu d'au moins un capteur servant à mesurer une grandeur caractérisant le rapport air/carburant dans les cylindres individuels, et au moins d'un capteur servant à mesurer une grandeur caractérisant le couple produit dans chaque cylindre, ou bien à mesurer une grandeur caractéristique des différences entre les couples produits dans les cylindres. Le procédé comprend les étapes suivantes: le rapport air/carburant est défini individuellement pour chaque cylindre; la commande de la ou des soupape(s) d'injection de carburant est corrigée individuellement pour chaque cylindre, en fonction du rapport air/carburant mesuré et d'une valeur de consigne du rapport air/carburant; la grandeur caractérisant le couple ou la différence entre les couples est déterminée pour chaque cylindre; et la commande du ou des organe(s) de commande servant au réglage de la masse d'air est corrigée en fonction de la valeur mesurée de la grandeur caractérisant le couple ou de la grandeur caractérisant la différence entre les couples, cela pour équilibrer les couples produits par les cylindres individuels.

Claims (7)

  1. Procédé pour la commande d'un moteur à combustion interne avec plusieurs cylindres (20, Z2, Z3, Z4), auxquels sont affectés au moins une soupape d'injection de carburant (15) et au moins un actionneur pour le réglage de la masse d'air à envoyer dans les cylindres, dans lequel au moins un capteur pour la détection d'une grandeur caractérisant le rapport air/carburant dans chacun des cylindres (20, Z2, Z3, Z4) et au moins un capteur pour la détection d'une grandeur caractérisant le couple moteur généré dans chacun des cylindres (20, Z2, Z3, Z4) sont prévus, comprenant les étapes successives suivantes :
    la grandeur caractérisant le rapport air/carburant est déterminée individuellement par cylindre en faisant la moyenne sur plusieurs cycles de fonctionnement,
    la commande d'au moins une soupape d'injection de carburant (15) est corrigée individuellement par cylindre en fonction de la grandeur détectée individuellement par cylindre qui caractérise le rapport air/carburant, et d'une valeur de consigne de la grandeur qui caractérise le rapport air/carburant,
    la grandeur caractérisant le couple moteur est déterminée pour chaque cylindre en faisant la moyenne sur plusieurs cycles de fonctionnement,
    la commande d'au moins un actionneur pour le réglage de la masse d'air est corrigée individuellement par cylindre en fonction de la valeur détectée de la grandeur caractérisant le couple moteur et dans le but d'un équilibrage des couples moteur générés par chacun des cylindres (20, Z2, Z3, Z4).
  2. Procédé selon la revendication 1, caractérisé en ce que la grandeur caractérisant le couple moteur est le couple moteur.
  3. Procédé selon la revendication 1, caractérisé en ce que la grandeur caractérisant le couple moteur est la pression de la chambre de combustion (P_BR).
  4. Procédé pour commander un moteur à combustion interne avec plusieurs cylindres, auxquels sont affectés au moins une soupape d'injection de carburant (15) et au moins un actionneur pour le réglage de la masse d'air à envoyer dans les cylindres (20, Z2, Z3, Z4), dans lequel au moins un capteur pour la détection d'une grandeur caractérisant le rapport air/carburant dans chacun des cylindres et au moins un capteur pour la détection d'une grandeur, qui est caractéristique de la différence entre les couples moteur générés dans les cylindres (20, Z2, Z3, Z4), sont prévus, comprenant les étapes successives suivantes :
    la grandeur caractérisant le rapport air/carburant est déterminée individuellement par cylindre en faisant la moyenne sur plusieurs cycles de fonctionnement,
    la commande d'au moins une soupape d'injection de carburant (15) est corrigée individuellement par cylindre en fonction de la grandeur détectée individuellement par cylindre qui caractérise le rapport air/carburant, et d'une valeur de consigne de la grandeur qui caractérise le rapport air/carburant,
    la grandeur, qui est caractéristique de la différence entre les couples moteur générés dans les cylindres (20, Z2, Z3, Z4), est déterminée pour chaque cylindre en faisant la moyenne sur plusieurs cycles de fonctionnement,
    la commande d'au moins un actionneur pour le réglage de la masse d'air est corrigée individuellement par cylindre en fonction de la grandeur, qui est caractéristique de la différence entre les couples moteur générés dans les cylindres (20, Z2, Z3, Z4), et dans le but d'un équilibrage des couples moteur générés par chacun des cylindres (20, Z2, Z3, Z4).
  5. Procédé selon la revendication 4, caractérisé en ce que la grandeur, qui est caractéristique de la différence entre les couples moteur générés dans les cylindres (20, Z2, Z3, Z4), est dérivée du nombre de tours (N) du vilebrequin (23).
  6. Procédé selon la revendication 4, caractérisé en ce que la grandeur, qui est caractéristique de la différence entre les couples moteur générés dans les cylindres (20, Z2, Z3, Z4) est dérivée d'un signal de mesure d'un capteur de pression (26) de la chambre de combustion.
  7. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que l'actionneur pour le réglage de la masse d'air à envoyer dans les cylindres (20, Z2, Z3, Z4) est une soupape d'échange de gaz.
EP00945597A 1999-09-30 2000-06-07 Procede pour commander un moteur a combustion interne Expired - Lifetime EP1216352B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19947037 1999-09-30
DE19947037A DE19947037C1 (de) 1999-09-30 1999-09-30 Verfahren zum Steuern einer Brennkraftmaschine
PCT/DE2000/001846 WO2001023733A1 (fr) 1999-09-30 2000-06-07 Procede pour commander un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP1216352A1 EP1216352A1 (fr) 2002-06-26
EP1216352B1 true EP1216352B1 (fr) 2005-08-17

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EP00945597A Expired - Lifetime EP1216352B1 (fr) 1999-09-30 2000-06-07 Procede pour commander un moteur a combustion interne

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US (1) US6619262B2 (fr)
EP (1) EP1216352B1 (fr)
DE (2) DE19947037C1 (fr)
WO (1) WO2001023733A1 (fr)

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EP1216352A1 (fr) 2002-06-26
DE19947037C1 (de) 2000-10-05
WO2001023733A1 (fr) 2001-04-05
US6619262B2 (en) 2003-09-16
US20020121268A1 (en) 2002-09-05
DE50010987D1 (de) 2005-09-22

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