EP1517023A1 - Procédé pour pré-ajuster l'étranglement de l'air d'aspiration dans un moteur à combustion interne - Google Patents

Procédé pour pré-ajuster l'étranglement de l'air d'aspiration dans un moteur à combustion interne Download PDF

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Publication number
EP1517023A1
EP1517023A1 EP03102363A EP03102363A EP1517023A1 EP 1517023 A1 EP1517023 A1 EP 1517023A1 EP 03102363 A EP03102363 A EP 03102363A EP 03102363 A EP03102363 A EP 03102363A EP 1517023 A1 EP1517023 A1 EP 1517023A1
Authority
EP
European Patent Office
Prior art keywords
signal
throttling
presetting
calibration
fresh air
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
EP03102363A
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German (de)
English (en)
Other versions
EP1517023B1 (fr
Inventor
Yasser Mohammed Sayed Yacoub
Paul Eduard Moraal
Johannes Kuenstler
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.)
Ford Global Technologies LLC
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Ford Global Technologies LLC
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.)
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Publication date
Application filed by Ford Global Technologies LLC filed Critical Ford Global Technologies LLC
Priority to DE50306754T priority Critical patent/DE50306754D1/de
Priority to EP20030102363 priority patent/EP1517023B1/fr
Publication of EP1517023A1 publication Critical patent/EP1517023A1/fr
Application granted granted Critical
Publication of EP1517023B1 publication Critical patent/EP1517023B1/fr
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0007—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using electrical feedback
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • 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
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2464—Characteristics of actuators
    • 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
    • F02D2041/141—Introducing closed-loop corrections characterised by the control or regulation method using a feed-forward control element

Definitions

  • the present invention relates to a method for presetting the Fresh air supply throttling in an internal combustion engine, in particular in a diesel engine, which is equipped with a control circuit for regulating the Choking the fresh air supply is equipped, a method for Regenerating an exhaust gas purification device of an internal combustion engine, as well as an internal combustion engine.
  • particle filters are used. For example. collects in a diesel engine a particulate filter (DPF, diesel particulate Filter) the soot produced in the diesel engine. Thereby gather carbonaceous filter residues, the flow resistance for the increase the exhaust gas passing through the particulate filter. Therefore, such a Particulate filters can be regenerated from time to time to reduce fuel consumption the engine is not due to the flow resistance in undesirably increased.
  • the regeneration is done by a Oxidation process, d. H. by burning the filter residues.
  • the in the Filter residues contain carbon but does not ignite until relatively high temperatures of about 550 ° C, if the combustion process no receives catalytic support.
  • the said procedures have in common that a precise Control of the throttling is necessary to maintain the high exhaust gas temperature also in the non-stationary operation of the engine, d. H. at the transition between Different operating conditions, eg. When driving in city traffic with frequent idle operation and frequent braking events, maintained can.
  • the previous control strategies for throttling the Fresh air intake typically consist of a control term, too Preset term called the rapid resetting of the throttling allows, as well as a Regelterm, by the error in stationary operation the throttling are compensated.
  • the tax term which during the Development process, specifies a throttle position or the duty cycle of an actuator associated with the throttle.
  • One Vacuum adjusting device can be the same throttle devices to significant deviations in one work cycle lead assigned throttle positions.
  • significant deviations in the effective Flow cross sections occur at identical throttle positions. Therefore can be a throttle control for a motor (with nominal Throttle characteristics) are well set, whereas in others Motors due to (summed) manufacturing tolerances at identical Adjustment signal for throttling to a higher or lower flow through the throttle.
  • a lower river, d. H. a stronger one Throttling can cause instabilities in the combustion process in the engine or lead to problems during driving (especially with throttle plates with low leakage rate), whereas too high a flow, i. H.
  • Yet another object of the present invention is to provide a to provide improved combustion engine.
  • the first object is achieved by a method according to claim 1 to Presetting the fresh air supply throttling in an internal combustion engine, the second object by a method according to claim 12 for Regenerating a particulate filter in the exhaust system of an internal combustion engine and the third task by an internal combustion engine after Claim 13 solved.
  • the dependent claims represent advantageous Further developments of the invention.
  • a Control signal of the control loop with a preset signal to a the Throttling adjusting throttle signal combined.
  • the invention Method is characterized in that a calibration of the preset signal done on the basis of the control signal.
  • the invention is based on the following considerations:
  • the preset signal would be the correct Represent throttle signal, d. H. there would be no need for regulation. In fact, however, errors occur, in particular on manufacturing tolerances or aging of components are.
  • the control circuit is therefore used in stationary operation of the throttling these errors by means of a to be combined with the preset signal To balance the actuating signal.
  • the calibration according to the invention of the preset signal on the basis of Control signal now allows the manufacturing tolerances or aging phenomena already to be considered in the preset signal and so the Reduce contribution of the control signal to the throttle signal.
  • the result is a adapted to the present in each motor parameters preset signal.
  • the inventive method allows due to the improved preset signal especially in non-stationary Operation of the internal combustion engine improved control of Fresh air.
  • the method according to the invention enables an adaptive control strategy for the throttling, in which the preset signal again and again updated, d. H. to the current tolerances or aging phenomena is adapted.
  • the invention therefore takes a repeated calibration of the preset signal based on the control signal.
  • the Adaptation can be viewed as a "learning process” in which the throttling "learns" changing tolerances or aging phenomena account.
  • the adaptive control strategy can be position sensors make redundant for the throttle.
  • the Production costs for the throttling and adjusting device are reduced, because less stringent requirements for the specifications for the Manufacturing tolerances can be made.
  • the correction term can in particular be based on a presetting signal to be added and based on the control signal offsets determined become.
  • an area can be defined in which the Adjusting signal may vary without any calibration of the preset signal he follows. Ie. a calibration takes place in the presence of such Limit value only if that with the tolerances and / or aging phenomena accompanying error is no longer acceptable, by exceed the limit defined measure.
  • the correction term can in one embodiment of the method in particular be given by the offset itself. If the correction term is replaced by the Offset itself is given, there is a rapid response of the preset signal on the offset, d. H. There is a quick calibration. If a big one Offset, but it can be a big jump in the Preset signal come. Alternatively, the correction term can therefore also be given by a fraction of the offset, with the calibration then in several, corresponding to the number of fractions calibration steps he follows. This avoids large jumps in the preset signal.
  • a check may be made take place, whether the control loop in a stationary operating condition with calibration of the preset signal taking place only when a stationary operating state of the control loop is detected. This may cause erroneous calibration in a non-stationary state be avoided.
  • the stationary operating state be determined if selected engine parameters, eg. About a predetermined period of time are almost constant.
  • the determination of the presetting signal for the throttling can take place on the basis of a mapping rule which supplies a value for the presetting signal as a function of engine parameters of the internal combustion engine. Possibly. Corrections for ambient and / or engine conditions may be added to the presetting signal thus determined.
  • the determination of the preset signal is generally based on such a mapping rule.
  • the calibration of the preset signal can therefore be realized in a simple manner by updating the mapping rule. During calibration, either the entire mapping rule can be updated, ie the mapping rule for all engine parameters is updated, or the part of the mapping rule whose motor parameters correspond to the stationary operating state can only be updated.
  • the inventive method for presetting the Frischluftzuchtdrosselung in an internal combustion engine can be used in particular as part of a method for regenerating a particulate filter while increasing the exhaust gas temperature in the exhaust system of an internal combustion engine by throttling the fresh air supply.
  • FIG. 1 For a better understanding of the invention, first with reference to FIG. 1 typical structure of a control for the fresh air supply throttle 1, hereafter referred to as throttle, in an internal combustion engine described.
  • throttle By means of the throttle 1, the intake pressure in the intake manifold of the engine.
  • the controller includes a controller that receives a control signal or Preset signal u_ff for influencing the throttle 1 outputs. Determining the preset signal u_ff is based on a calibrated Mapping rule 3, the control signal u_ff depending on the Engine speed 2 and the engine torque 4 outputs. The basis of the Ab Struktursvorschrift 3 determined value for the preset signal u_ff can by means of a correction unit 5 as a function of others Operating conditions 6 of the engine are corrected.
  • control / regulation comprises a control loop with a Controller 7, which outputs a control signal u_fb for influencing the throttle 1.
  • the controller 7 generates the control signal u_fb in response to the deviation map_error of the actual pressure map measured in the intake manifold from a setpoint map_ref.
  • the setpoint map_ref for the pressure in Intake manifold is based on a calibrated mapping rule 9 determines the setpoint map_ref as a function of the engine speed 2 and the engine torque 4 outputs.
  • a setpoint correction unit 11 may be to enter ambient conditions and other engine operating conditions 12 take into account the setpoint determined using the mapping rule 11 get a correction before the deviation map_error of the actual Pressure map in the intake manifold of the desired value map_ref is determined.
  • the Deviation map_error is finally entered into the regulator, which is on the basis of the deviation map_error that control signal u_fb calculated.
  • the control signal u_fb becomes the preset signal u_ff added to a throttle signal u as a setting signal actuator_cmd for to get the actuator of the throttle 1.
  • the Throttle signal u in an optional scaling unit 13 is still a scale so that the scaled throttle signal is the actual tuning signal actuator_cmd for the actuator of the throttle 1 represents.
  • control is used to quickly adjust the To allow throttle 1 during non-stationary operation of the engine while the control in stationary operation of the engine correcting errors takes over due to aging effects or manufacturing tolerances occur.
  • the control signal u_fb now becomes the control used to the preset signal u_ff bspw.
  • an offset ff_offset especially to calibrate repeatedly and so the preset signal u_ff to changed operating conditions of the engine, eg. Due to Aging phenomena, adapt.
  • the thus adapted or updated presetting signal u_ff then allows a more precise setting throttling.
  • Step 24 is a query of whether to allow the calibration of the preset signal is. If not, the process returns to its starting point.
  • Both Conditions, d. H. Regulation of the throttle and allowance of the calibration must be met before the actual calibration procedure in Step 26 can begin. If no regulation of the throttle takes place, stands the necessary information for calibrating the preset signal u_ff not to disposal.
  • a stationary state of the engine can be, for example. by establishing limits for the engine speed and the derivative Torque are set when they reach or fall below a stationary state of the engine is present.
  • a stationary condition of the engine is strictly speaking characterized from that the engine speed and the torque are constant, d. H. the Derivation of the engine speed and the torque after the time Have zero value. Therefore, the set limits should be close to zero lie. The closer the limits are to zero, the more accurate is one steady state when falling below the limits reached. The Limits should therefore be chosen in particular depending on it How exactly the steady state must be reached to a allow meaningful calibration of the preset signal u_ff.
  • a stationary state of the control is given when the control signal u_fb has reached a steady (constant) value, i. H. the deviation map_error of the actual map pressure in the intake manifold from the setpoint map_ref has reached zero.
  • a steady (constant) value i. H. the deviation map_error of the actual map pressure in the intake manifold from the setpoint map_ref has reached zero.
  • the limit should be chosen depending on it be how exactly the steady state of the scheme must be reached, to allow a meaningful calibration of the preset signal u ff.
  • step 26 of the stationary state If the described values and possibly the values of other relevant signals are constant over a certain period of time, the presence is in step 26 of the stationary state.
  • the period of time over which the constancy must be available, can be chosen freely. If, however, they are elected too long This may result in infrequent stationary conditions being detected so that calibration can rarely be done. Usually amounts to the duration of a few seconds.
  • step 26 If the steady state is not detected in step 26, it will Procedure back to its starting point. If, on the other hand, this is the case a steady state is detected, then next in step 28 the offset ff_offset to be added to the preset signal u_ff is calculated.
  • a range defined by a value ⁇ is permitted, in which the value y% of the actuating signal u_fb may move without an offset being added to the preset signal.
  • the value of the offset ff_offset is then calculated as follows: where ⁇ is an adjustable value, which is typically about 3% to 5%.
  • step 30 which follows the calculation of the offset, the Calculating a correction term for the calibrated mapping rule 3 (Fig. 1), the control signal u_ff in response to the engine speed 2 and the motor torque 4 outputs.
  • step 32 the calibrated Mapping instruction 3 is then updated on the basis of the correction term or corrected.
  • the correction term can, for example, the total value of the calculated in step 28 Offsets be ff_offset.
  • the method can updating, d. H. correcting, calibrating Figure 3 in steps that follow in their increment are limited above. If, for example, the value of the preset signal is 50% in the basic calibration, although under the current operating conditions Should be 65% to the desired degree of throttling (as in the Setpoint map_ref is set), so takes place in the one Configuration updating the mapping rule from 50% to 65% in a single update step, whereas updating the calibrated mapping rule 3 in the alternative embodiment in several small update steps, for example, in three steps to each 5% per step.
  • Updating the calibrated mapping rule 3 may save the entire relate to calibrated mapping rule 3, d. H. there is an update the calibrated mapping rule 3 for all engine parameters. alternative However, it may just be an update of that part of be performed calibrated mapping rule 3, the motor parameters of the correspond stationary operation state.
  • Step 26 After updating the calibration mapping rule that is Calibration of the preset signal stops and the process returns to its Initial state back. If to determine the steady state in Step 26 is using a timer, this will be before returning to the Initial state reset.
  • the method according to the invention can be realized both in the form of a hardware solution and in the form of a software solution.
  • a software solution for example, the following algorithm can be used:

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Processes For Solid Components From Exhaust (AREA)
EP20030102363 2003-07-30 2003-07-30 Procédé pour pré-ajuster l'étranglement de l'air d'aspiration dans un moteur à combustion interne Expired - Fee Related EP1517023B1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE50306754T DE50306754D1 (de) 2003-07-30 2003-07-30 Verfahren zum Voreinstellen der Frischluftzufuhrdrosselung in einem Verbrennungsmotor
EP20030102363 EP1517023B1 (fr) 2003-07-30 2003-07-30 Procédé pour pré-ajuster l'étranglement de l'air d'aspiration dans un moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20030102363 EP1517023B1 (fr) 2003-07-30 2003-07-30 Procédé pour pré-ajuster l'étranglement de l'air d'aspiration dans un moteur à combustion interne

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Publication Number Publication Date
EP1517023A1 true EP1517023A1 (fr) 2005-03-23
EP1517023B1 EP1517023B1 (fr) 2007-03-07

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EP (1) EP1517023B1 (fr)
DE (1) DE50306754D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2007096327A1 (fr) * 2006-02-21 2007-08-30 Continental Automotive Gmbh Procédé de positionnement adaptatif d'un actionneur
CN100419239C (zh) * 2005-05-04 2008-09-17 通用汽车环球科技运作公司 燃油控制系统及其校准方法、系统处理的模型的校准方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0221386A2 (fr) * 1985-11-07 1987-05-13 Robert Bosch Gmbh Procédé et dispositif d'adaptation de la commande du mélange dans un moteur à combustion
DE3816520A1 (de) * 1988-05-14 1989-11-23 Bosch Gmbh Robert Regelverfahren und -vorrichtung, insbesondere lambdaregelung
DE4142155A1 (de) * 1991-12-20 1993-06-24 Bosch Gmbh Robert Digitales adaptives regelungssystem und -verfahren, insbesondere fuer einen verbrennungsmotor
EP0976922A2 (fr) * 1998-07-29 2000-02-02 DaimlerChrysler AG Méthode d'ajustement de couple moteur
WO2003012559A1 (fr) * 2001-07-26 2003-02-13 Motorola, Inc. A Corporation Of The State Of Delaware Commande de suivi de systemes d'etranglement electroniques

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0221386A2 (fr) * 1985-11-07 1987-05-13 Robert Bosch Gmbh Procédé et dispositif d'adaptation de la commande du mélange dans un moteur à combustion
DE3816520A1 (de) * 1988-05-14 1989-11-23 Bosch Gmbh Robert Regelverfahren und -vorrichtung, insbesondere lambdaregelung
DE4142155A1 (de) * 1991-12-20 1993-06-24 Bosch Gmbh Robert Digitales adaptives regelungssystem und -verfahren, insbesondere fuer einen verbrennungsmotor
EP0976922A2 (fr) * 1998-07-29 2000-02-02 DaimlerChrysler AG Méthode d'ajustement de couple moteur
WO2003012559A1 (fr) * 2001-07-26 2003-02-13 Motorola, Inc. A Corporation Of The State Of Delaware Commande de suivi de systemes d'etranglement electroniques

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100419239C (zh) * 2005-05-04 2008-09-17 通用汽车环球科技运作公司 燃油控制系统及其校准方法、系统处理的模型的校准方法
WO2007096327A1 (fr) * 2006-02-21 2007-08-30 Continental Automotive Gmbh Procédé de positionnement adaptatif d'un actionneur
US7905213B2 (en) 2006-02-21 2011-03-15 Continental Automotive Gmbh Adaptive positioning method for an actuator
CN101384808B (zh) * 2006-02-21 2012-01-11 欧陆汽车有限责任公司 调整构件的自适应定位方法

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Publication number Publication date
EP1517023B1 (fr) 2007-03-07
DE50306754D1 (de) 2007-04-19

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