EP1517023B1 - 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
EP1517023B1
EP1517023B1 EP20030102363 EP03102363A EP1517023B1 EP 1517023 B1 EP1517023 B1 EP 1517023B1 EP 20030102363 EP20030102363 EP 20030102363 EP 03102363 A EP03102363 A EP 03102363A EP 1517023 B1 EP1517023 B1 EP 1517023B1
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EP
European Patent Office
Prior art keywords
signal
throttling
presetting
value
offset
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 - Fee Related
Application number
EP20030102363
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German (de)
English (en)
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EP1517023A1 (fr
Inventor
Yasser Mohammed Sayed Yacoub
Paul Eduard Moraal
Johannes Kuenstler
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication date
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Priority to EP20030102363 priority Critical patent/EP1517023B1/fr
Priority to DE50306754T priority patent/DE50306754D1/de
Publication of EP1517023A1 publication Critical patent/EP1517023A1/fr
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Publication of EP1517023B1 publication Critical patent/EP1517023B1/fr
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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 controlling the throttling of the fresh air air supply, a method for regenerating an exhaust gas purification device of an internal combustion engine, and an internal combustion engine.
  • particulate filters In order to reduce harmful emissions from internal combustion engines, arranged in the exhaust system particulate filters are used.
  • a particulate filter DPF, Diesel Particulate Filter
  • DPF Diesel Particulate Filter
  • carbonaceous filter residues accumulate, which increase the flow resistance for the exhaust gases passing through the particle filter. Therefore, such a particulate filter must be regenerated from time to time so that the fuel consumption of the engine does not increase undesirably due to the flow resistance.
  • the regeneration is carried out by an oxidation process, ie by burning the filter residues.
  • the carbon contained in the filter residues ignites only at relatively high temperatures of about 550 ° C, unless the combustion process undergoes catalytic support.
  • a measure for increasing the exhaust gas temperature is, if appropriate in interaction with further measures, the throttling of the fresh air supply of the engine, as described, for example, in EP 1 205 647, EP 1 296 050 and EP 1 304 458.
  • a negative pressure-adjusting device can lead to significant deviations in the throttling positions associated with a duty cycle in the same throttle devices.
  • significant deviations in the effective flow cross sections may occur at identical throttle positions. Therefore, throttle control may be well set for one engine (with nominal throttle characteristics), whereas in other engines, due to (summed) manufacturing tolerances with identical throttle adjustment signal, it will result in higher or lower throttle flow.
  • a lower flow ie a stronger throttling
  • too high a flow ie a lower throttling
  • the importance of the last point should not be underestimated.
  • a method for adapting a pilot value of a lambda control is known.
  • the value of a pilot variable in a calibration procedure is determined such that the effect of at least one predictor is minimized.
  • Another object of the present invention is to provide an improved internal combustion engine.
  • the first object is achieved by a method according to claim 1 for presetting the fresh air supply throttling in an internal combustion engine, and the second object by an internal combustion engine according to claim 12.
  • the dependent claims represent advantageous developments of the invention.
  • a control signal of the control loop is combined with a preset signal to a throttling adjusting throttle signal.
  • the method according to the invention is characterized in that a calibration of the presetting signal is carried out on the basis of the actuating signal.
  • the invention is based on the following considerations:
  • the preset signal would represent the correct throttle signal, i. H. there would be no need for regulation. In fact, however, errors occur that are due in particular to manufacturing tolerances or aging phenomena in components.
  • the control circuit therefore serves to compensate for these errors during stationary operation of the throttling by means of a control signal to be combined with the presetting signal.
  • the inventive calibration of the preset signal based on the control signal now makes it possible to take into account the manufacturing tolerances or aging phenomena already in the preset signal and thus to reduce the contribution of the control signal to the throttle signal.
  • the result is a preset signal adapted to the characteristics present in the respective engine.
  • the method according to the invention makes possible an improved control of the fresh air supply, in particular in non-stationary operation of the internal combustion engine.
  • the method according to the invention enables an adaptive control strategy for the throttling, in which the preset signal is constantly updated, ie to the current tolerances or aging phenomena is adapted. In one embodiment of the invention, therefore, a repeated calibration of the preset signal based on the control signal.
  • the Adjustment can be considered as a "learning process” in which the throttling "learns” to consider changing tolerances or aging phenomena.
  • the adaptive control strategy may obviate position sensors for the throttle.
  • the manufacturing costs for the throttling and adjusting device can be reduced, since less stringent requirements can be made of the specifications for the manufacturing tolerances.
  • the calibration takes place on the basis of a correction term determined from the actuating signal and the preset signal.
  • the correction term can be determined in particular on the basis of an offset to be added to the presetting signal and based on the actuating signal.
  • a range can be defined in which the control signal can vary without a calibration of the preset signal. Ie. Calibration takes place in the presence of such a limit value only if the errors associated with the tolerances and / or aging phenomena exceed an unacceptable level defined by the limit value.
  • the correction term can be given in one embodiment of the method, in particular by the offset itself. If the correction term is given by the offset itself, a rapid response of the preset signal takes place on the offset, ie there is a rapid calibration. If a big one Offset is present, but it can lead to a large jump in the preset signal. Alternatively, the correction term can therefore also be given by a fraction of the offset, the calibration then taking place in a plurality of calibration steps corresponding to the number of fractions. This avoids large jumps in the preset signal.
  • the stationary operating state can be determined if selected engine parameters, for example, over 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.
  • throttle a control / regulation for the fresh air supply throttle 1, hereinafter referred to as throttle, in an internal combustion engine
  • the intake pressure is adjusted in the intake manifold of the engine.
  • the control comprises a controller which outputs a control signal or preset signal u_ff for influencing the throttle 1.
  • the determination of the presetting signal u_ff takes place on the basis of a calibrated mapping rule 3 which outputs the actuating signal u_ff as a function of the engine speed 2 and the engine torque 4.
  • the value for the presetting signal u_ff determined on the basis of the mapping rule 3 can be corrected by means of a correction unit 5 as a function of further operating states 6 of the motor.
  • 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 target value map_ref.
  • the setpoint map_ref for the intake manifold pressure is determined by means of a calibrated mapping instruction 9 which outputs the setpoint map_ref as a function of the engine speed 2 and the engine torque 4.
  • the setpoint determined using the mapping rule 11 can be corrected before the deviation map_error of the actual pressure map in the intake manifold from the setpoint value map_ref is determined.
  • the deviation map_error is finally input to the controller, which calculates the control signal u_fb on the basis of the deviation map_error.
  • control signal u_fb is added to the presetting signal u_ff in order to obtain a throttle signal u as a setting signal actuator_cmd for the actuator of the throttle 1.
  • the throttle signal u may still undergo scaling in an optional scaling unit 13, so that the scaled throttle signal represents the actual adjustment signal actuator_cmd for the actuator of the throttle 1.
  • control is to allow rapid adjustment of the throttle 1 in the 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.
  • control signal u_fb of the control is now used to repeatedly calibrate the preset signal u_ff, for example by means of an offset ff_offset and thus to adapt the preset signal u_ff to changed operating conditions of the engine, for example due to aging phenomena.
  • the thus adjusted or updated preset signal u_ff then enables a more precise setting of the throttling.
  • step 22 a query is first of all made in step 22 as to whether regulation of the throttle takes place. If this is answered in the negative, the method returns to its starting point. If the query for the control is affirmative, the next step 24 is a query whether the calibration of the preset signal is permitted. If not, the process returns to its starting point. Both conditions, d. H. Regulating the throttle and allowing calibration must be met before the actual calibration procedure can begin in step 26. If no regulation of the throttle takes place, the necessary information for calibrating the preset signal u_ff is not available. By means of the second condition, it is possible to take account of switching off the calibration, for example during the warm-up phase of the engine or in operating states of the engine in which calibration is not necessary, for example during the high-load operation of the engine.
  • step 26 a query is made in step 26 as to whether the control and / or the engine are in a stationary state.
  • a stationary state of the engine can be detected, for example, by setting limit values for the derivatives of the engine speed and the torque, at which a stationary state of the engine is reached or fallen below.
  • a stationary state of the engine is strictly speaking characterized in that the engine speed and the torque are constant, d. H. the derivatives of the engine speed and the torque after time have the value zero. Therefore, the set limits should be close to zero. The closer the limit values are to zero, the more precisely a stationary state is reached when the limit values are undershot. The limit values should therefore be chosen in particular as a function of how exactly the stationary state must be reached in order to allow a meaningful calibration of the preset signal u_ff.
  • a steady state of the control is given when the control signal u_fb has reached a steady state (constant) value, i. H. the deviation map_error of the actual pressure map in the intake manifold has reached zero from the nominal value map_ref. For reasons of practicability, it is sufficient if the deviation map_error has reached or fallen below a limit value close to zero.
  • the limit value should be chosen depending on how exactly the stationary state of the control must be reached in order to allow a meaningful calibration of the preset signal u ff.
  • the presence of the stationary state is determined in step 26.
  • the period of time over which the constancy must be present can be chosen freely. However, choosing it too long may result in infrequent stationary conditions, so calibration can rarely occur. As a rule, the duration is a few seconds.
  • step 26 If the stationary state is not detected in step 26, if the steady state is not detected in step 26, the process returns to its starting point. If, on the other hand, the presence of a stationary state is detected, the offset ff_offset to be added to the presetting signal u_ff is next computed in step 28.
  • 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.
  • step 30 following the calculation of the offset, a correction term for the calibrated mapping rule 3 (FIG. 1) is calculated, which outputs the control signal u_ff in dependence on the engine rotational speed 2 and the engine torque 4.
  • step 32 the calibrated mapping rule 3 is then updated or corrected on the basis of the correction term.
  • the correction term can be, for example, the total value of the offset ff_offset calculated in step 28.
  • the updating, ie the correction, of the calibrated mapping rule 3 can be carried out in increments which are limited in their increment. For example, if the value of the preset signal is 50% in the basic calibration, although it should be 65% under the current operating conditions to achieve the desired degree of throttling (as set in the target map_ref), updating will occur in one embodiment of the mapping rule from 50% to 65% in a single update step, whereas updating the calibrated mapping rule 3 in the alternative embodiment is done in several small update steps, such as three steps of 5% per step.
  • the updating of the calibrated mapping rule 3 can relate to the entire calibrated mapping rule 3, ie. H. there is an updating of the calibrated mapping rule 3 for all engine parameters. Alternatively, however, only an updating of that part of the calibrated mapping rule 3 whose motor parameters correspond to the stationary operating state can take place.
  • the calibration of the preset signal is completed and the method returns to its initial state. If a timer is used to detect the steady state in step 26, it is reset before returning to the initial state.
  • 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.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (12)

  1. Procédé pour régénérer un filtre à particules dans le système de gaz d'échappement d'un moteur à combustion interne équipé d'un circuit de régulation pour réguler l'étranglement de l'arrivée d'air frais en augmentant la température des gaz d'échappement par étranglement de l'arrivée d'air frais, un signal de commande (u_fb) du circuit de régulation étant combiné avec un signal de préréglage (u_ff) en un signal d'étranglement (u) qui règle l'étranglement, caractérisé en ce qu'un calibrage du signal de préréglage (u_ff) est effectué au moyen du signal de commande (u_fb).
  2. Procédé selon la revendication 1, caractérisé en ce que le calibrage du signal de préréglage au moyen du signal de commande a lieu de manière répétitive.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le calibrage est effectué au moyen d'un terme de correction déterminé à partir du signal de commande (u_fb) et du signal de préréglage (u_ff).
  4. Procédé selon la revendication 3, caractérisé en ce que le terme de correction est déterminé au moyen d'un décalage (ff_offset) à additionner au signal de préréglage (u_ff) et basé sur le signal de commande (u_fb).
  5. Procédé selon la revendication 4, caractérisé en ce que le décalage est défini par la valeur du signal de commande (u_fb) moins une valeur limite positive (α) si la valeur du signal de commande (u_fb) est supérieure à la valeur limite (α),
    - par la valeur du signal de commande (u_fb) plus la valeur limite (α) si la valeur du signal de commande (u_fb) est inférieure au négatif de la valeur limite (α) et
    - par la valeur zéro si la valeur du signal de commande (u_fb) est inférieure ou égale à la valeur limite (α).
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce que le terme de correction est donné par le décalage (ff_offset).
  7. Procédé selon la revendication 4 ou 5, caractérisé en ce que le terme de correction est donné par une fraction du décalage (ff_offset) et en ce que le calibrage s'effectue en plusieurs étapes de calibrage correspondant au nombre de fractions.
  8. Procédé selon l'une des revendications 1 à 7, caractérisé en ce qu'avant de calibrer le signal de préréglage (u_ff), il est vérifié si le circuit de régulation se trouve dans une situation de fonctionnement stable et le calibrage du signal de préréglage (u_ff) n'est effectué que si une situation de fonctionnement stable du circuit de régulation est constatée.
  9. Procédé selon l'une des revendications 1 à 8, caractérisé en ce que la détermination du signal de préréglage (u_ff) s'effectue au moyen d'une consigne de représentation qui délivre une valeur pour le signal de préréglage (u_ff) en fonction des paramètres du moteur à combustion interne et en ce que la consigne de représentation est actualisée pour calibrer le signal de préréglage (u_ff).
  10. Procédé selon la revendication 9, caractérisé en ce qu'une actualisation de la consigne de représentation a lieu pour tous les paramètres du moteur en vue du calibrage.
  11. Procédé selon la revendication 8 et la revendication 9, caractérisé en ce qu'en vue du calibrage, il est réalisé une actualisation de cette partie de la consigne de représentation dont les paramètres du moteur correspondent à la situation de fonctionnement stable.
  12. Moteur à combustion interne comprenant :
    - un dispositif d'étranglement pour étrangler l'arrivée d'air frais,
    - un circuit de régulation qui est équipé pour délivrer un signal de commande (u_fb) en vue de réguler l'étranglement de l'arrivée d'air frais,
    - une unité de commande qui est équipée pour délivrer un signal de préréglage (u_ff) en vue de prérégler l'étranglement de l'arrivée d'air frais,
    - une unité de combinaison qui est équipée pour générer un signal d'étranglement (u) qui règle l'étranglement au moyen d'une combinaison du signal de préréglage (u_ff) avec le signal de commande (u_fb),
    - un filtre à particules disposé dans le système de gaz d'échappement qui peut être régénéré en augmentant la température des gaz d'échappement par étranglement de l'arrivée d'air frais et
    - un dispositif de régénération pour régénérer le filtre à particules par étranglement de l'arrivée d'air frais en augmentant la température des gaz d'échappement,
    caractérisé
    par une unité de calibrage destinée à calibrer le signal de préréglage (u_ff) et qui est équipée pour mettre en oeuvre le procédé de régénération d'un filtre à particules selon l'une des revendications 1 à 11.
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
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
DE50306754T DE50306754D1 (de) 2003-07-30 2003-07-30 Verfahren zum Voreinstellen der Frischluftzufuhrdrosselung in einem Verbrennungsmotor

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

Publications (2)

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

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EP20030102363 Expired - Fee Related 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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DE (1) DE50306754D1 (fr)

Families Citing this family (2)

* 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
DE102006008051B3 (de) * 2006-02-21 2007-11-29 Siemens Ag Adaptives Positionierverfahren eines Stellglieds

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3539395A1 (de) * 1985-11-07 1987-05-14 Bosch Gmbh Robert Verfahren und einrichtung zur adaption der gemischsteuerung bei brennkraftmaschinen
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
EP0976922B1 (fr) * 1998-07-29 2006-01-04 DaimlerChrysler AG Méthode d'ajustement de couple moteur
US6622080B2 (en) * 2001-07-26 2003-09-16 Motorola, Inc. Tracking control for electronic throttle systems

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DE50306754D1 (de) 2007-04-19
EP1517023A1 (fr) 2005-03-23

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