EP1646777B1 - Procede et dispositif pour commander un moteur a combustion interne - Google Patents

Procede et dispositif pour commander un moteur a combustion interne Download PDF

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Publication number
EP1646777B1
EP1646777B1 EP04738673A EP04738673A EP1646777B1 EP 1646777 B1 EP1646777 B1 EP 1646777B1 EP 04738673 A EP04738673 A EP 04738673A EP 04738673 A EP04738673 A EP 04738673A EP 1646777 B1 EP1646777 B1 EP 1646777B1
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EP
European Patent Office
Prior art keywords
variable
fuel
amount
air
internal combustion
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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
EP04738673A
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German (de)
English (en)
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EP1646777A1 (fr
Inventor
Andreas Michalske
Thomas Zein
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • F02D41/1405—Neural network control
    • 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
    • F02D41/1406—Introducing closed-loop corrections characterised by the control or regulation method with use of a optimisation method, e.g. iteration
    • 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
    • F02D41/1456—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 with sensor output signal being linear or quasi-linear with the concentration of oxygen
    • 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
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/32—Air-fuel ratio control in a diesel engine
    • 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
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1479—Using a comparator with variable reference
    • 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
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1482—Integrator, i.e. variable slope
    • 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
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • F02D41/1487—Correcting the instantaneous control value

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • a correction unit calculates a correction value for the correction of a pump characteristic field on the basis of the fuel quantity to be injected and various input signals such as, for example, the air quantity and a lambda signal.
  • the correction device the fuel quantity to be injected and the actually injected fuel quantity are compared and, depending on this comparison, the pump map is corrected such that the defined relationship between the fuel quantity to be injected and the control signal for the fuel pump is restored. It is further provided that, starting from a humidity signal, a correction signal for correcting the air quantity is specified.
  • the desired amount of fuel QKW is limited to a maximum allowable amount of fuel through a minimum selection. This limited amount of fuel then serves as fuel to be injected.
  • a method and a device for controlling an internal combustion engine is known from the unpublished DE 102 21376 known. There, a method and a device for controlling an internal combustion engine is described in which, based on operating parameters, a lambda value of the exhaust gas is determined. This is compared with the actual lambda value and, based on the comparison, a correction value for the correction of a fuel quantity or an air quantity signal is calculated.
  • a first variable characterizing the actually injected fuel quantity is determined from the sensor signal of a lambda sensor and an air mass sensor and compared with a second variable characterizing the desired fuel quantity to be injected. Based on this comparison, a first correction value for the correction of a fuel quantity and / or a second correction value for the correction of an air quantity is specified.
  • the actual amount of fuel injected would have to correspond to the desired amount of fuel. Due to tolerances and / or aging effects, the case occurs that the desired fuel quantity deviates from the actually injected fuel quantity. If now the amount of air metered to the internal combustion engine is controlled and / or regulated as a function of the desired amount of fuel to be injected, a faulty amount of air is set. A control depending on the actually injected amount of fuel is not readily possible because it is difficult to detect. By measuring the lambda value of the exhaust gas and the amount of air supplied to the internal combustion engine, the actual injected fuel quantity can be calculated and compared with the desired amount of fuel to be injected. Based on the deviation of these two signals results in a correction value.
  • the correction value can now be intervened on the air system. This is done, for example, such that the fuel amount value supplied to the air system is corrected with the corresponding correction value. Furthermore, it can be provided that directly the amount of air is corrected accordingly.
  • the lambda signals or other quantities characterizing the fuel quantity can also be used directly.
  • intervention is made directly in the fuel metering system in such a way that a quantity of fuel quantity is corrected by means of the correction value until the amount of fuel to be injected and the fuel quantity actually injected coincide.
  • a direct correction of the amount of fuel is problematic because such a correction can lead to an increase in quantity.
  • the direct intervention of the quantity corrects arbitrarily large deviations or acts in the entire engine operating range.
  • the correction value acts on the amount of fuel and / or on the amount of air.
  • the correction value which acts on the amount of fuel, limited to a maximum value.
  • the entire error is compensated by means of a direct intervention. If this is not possible, the remaining error is compensated by means of an indirect intervention.
  • the direct intervention affects the amount of fuel and the indirect intervention affects the amount of air.
  • the quantity error corresponding to the deviation between the actual and the desired fuel quantity is proportionately compensated for via a direct intervention in the metering and an adaptation to the air mass to the remaining quantity error.
  • the type of intervention is dependent on the engine operating state. This is realized, for example, in that the limit and thus the proportion of the direct intervention is specified as a function of operating conditions and is thus continuously adjusted. In this case, preferably the rotational speed and / or a variable characterizing the load of the internal combustion engine are used as operating parameters.
  • the first and / or the second correction value be adapted. That is to say, in states in which the correction values can be determined, the correction values are stored in one or more characteristic fields depending on the operating state of the internal combustion engine or quantities are determined and stored which can be used to calculate the correction values according to a mathematical method. In states in which the correction values can not be determined, the stored correction values or the stored variables are used.
  • the cylinders of the internal combustion engine are divided into at least two groups, and that different second correction values are specified for the different groups. This means that the mean quantity error of the two groups is corrected by a fuel quantity intervention. The remaining and / or the individual errors of the individual groups are compensated by an indirect intervention.
  • the correction takes place by means of a fuel quantity intervention up to a certain error.
  • an additional correction by means of an air quantity intervention takes place.
  • FIG. 1 is a fuel quantity control designated 100. This is dependent on various input variables, such as the speed of the internal combustion engine and a signal FP, which characterizes the driver's desire, a desired amount of fuel to be injected MES. This is also referred to below as the second size.
  • This signal regarding the desired amount of fuel to be injected passes through a node 105 to a fuel quantity actuator 110.
  • the fuel quantity actuator 110 determines the time and the end and thus the duration of the fuel metering. Preferably, this is designed as a solenoid valve or as a piezoelectric actuator, which is preferably arranged in an injector, an injection nozzle, or another actuator.
  • An air quantity control 200 supplies an air quantity signal MLS on the basis of various input variables, such as the engine speed N and a quantity MES characterizing the quantity of fuel to be injected.
  • the output signal of the quantity control 100 is preferably used.
  • an air quantity actuator 210 is acted upon via a node 205.
  • the air quantity actuator 210 sets the appropriate amount of air. This is preferably an actuator for influencing the amount of recirculated exhaust gas in the form of an exhaust gas recirculation controller, a throttle valve, which influences the amount of air supplied to the internal combustion engine, and / or a supercharger.
  • a fuel quantity calculation 120 determines, based on various input variables, a quantity MEI which characterizes the actually injected fuel quantity, which is also referred to below as the first quantity.
  • the fuel quantity calculation processes, in particular, a signal L, which characterizes the oxygen concentration in the exhaust gas, and a signal MLI, which characterizes the air quantity supplied to the internal combustion engine.
  • the two signals are preferably provided by sensors, in particular a lambda probe and an air mass meter. Alternatively, these signals can also be determined on the basis of other variables.
  • Input variables can be taken into account by the fuel quantity control, the air flow control and the fuel quantity calculation yet other input variables.
  • the first and the second quantities MES and MEI arrive at a node 125 with different signs.
  • the output point DME of the node indicates the deviation between the actually injected fuel quantity and the desired quantity of fuel to be injected.
  • This signal DME with respect to the injection quantity error passes via an integrator 130 and a limiter 132 to a first characteristic map 134.
  • the output QME of the first characteristic field is applied to the second input of the connection point 105.
  • the limiter 132 in turn supplies the integrator 130 with a signal. Both the limiter 132 and the map 134 are different Operating characteristics, such as the speed N of the internal combustion engine and other variables supplied.
  • the signal DME with respect to the injection amount error passes through a filter 140 and a sign inverter 142 to a second map 144, whose output QML of the second input of the node 205 is applied.
  • the second map 144 also different signals with respect to various operating characteristics such as the rotational speed N are supplied.
  • the integrator 130 and the limiter 132 act as integral controllers with output limiting and anti-windup function. That is, the injection quantity error is integrated by the integrator 130. Upon reaching the limit value of the limiter 132, the integrator is stopped, this is indicated by the connection between the limiter and the integrator 130. Once the limit value of the limiter 132 is reached, the output of the limiter remains at the value achieved.
  • the limiting value of the limiter 132, to which the output signal of the integrator 130 is limited, according to the invention in one embodiment depending on the operating condition of the internal combustion engine can be predetermined.
  • the limiting value is preferably predefined as a function of the rotational speed N of the internal combustion engine and / or further operating parameters.
  • the output of limiter 132 is the amount of error that is to be compensated for by direct intervention on the amount of fuel. This is adapted in the subsequent first map 134. This means, if a specific operating point of the internal combustion engine is reached, which is preferably defined by the rotational speed and the load, then based on the comparison between the first and the second variable, the injection quantity error is determined and integrated and limited. The value thus determined is then stored in the map 134 depending on the operating point.
  • the injection amount error will not be completely corrected via the fuel metering. Accordingly, the input signal of the integrator remains nonzero, i. the injection quantity error is not equal to zero. This remaining injection quantity error is compensated by the amount of air.
  • the signs of the two interventions differ, this is ensured by the inverted 142.
  • the filter 140 which is preferably realized as a low-pass filter, the dynamics of the air branch can be applied independently of the fuel quantity measurement.
  • the air flow branch has a dynamically slower behavior so that the learning of the fuel quantity correction is not unnecessarily affected.
  • the correction quantities QME for the quantity of fuel to be injected and QML for the amount of air are calculated and stored in the maps 134 and 144 depending on the respective operating point, i. learned. If the first variable MEI does not exist, this is the case, for example, if the lambda signal does not provide reliable values, the values stored in the maps 134 and 144 are used to correct the fuel quantity and / or the air quantity.
  • FIG. 2 a further embodiment of the procedure according to the invention is shown.
  • This procedure is provided in particular for special so-called V-engines, which essentially consist of two in-line engines which have a common crankshaft.
  • this embodiment is not limited to such engines, it is generally applicable to internal combustion engines, in which the cylinders of the internal combustion engine are assigned to different banks / groups, wherein each of the banks / groups is assigned in each case an actuating element for influencing the amount of air.
  • the approach is also applicable to a larger number of banks.
  • the procedure can also be used if each cylinder is assigned an actuating element for influencing the amount of air.
  • the quantity calculation for the first bank is the same as in FIG. 1 designated.
  • the quantity calculation for the second bank is designated 320.
  • the first variable associated with the first bank is hereinafter referred to as MEIL and the first variable associated with the second bank is designated MEIR.
  • the node 125 of the first bank corresponds to the node 325 of the second bank.
  • the quantity error of the first bank is denoted by DMEL and the quantity error of the second bank by DMER.
  • the first bank elements 140, 142, 144 and 205 are labeled 340, 342, 344 and 305 at the second bank. The operation of these elements corresponds to the operation of the corresponding elements of the FIG. 1 ,
  • the integrator 130 is supplied with the output of a divider 350, which processes the output of the link 160.
  • the node 160 is supplied with the injection quantity error of the first bank DMEL and the injection amount error of the second bank DMER. This means that the integrator is supplied with the mean value of the two injection quantity errors of the two different banks. It is understood that the input signals of the quantity calculation 120 or 320 are provided by different sensors that are assigned to the individual banks.
  • the procedure of FIG. 1 is essentially transferred to one of the banks, ie the individual elements are designed twice.
  • the correction of the amount of fuel is uniform for both banks. This is necessary because a different correction would cause interference with other controls.
  • the limit is reached during the fuel quantity correction, the remaining bank-specific residual errors are compensated via the air volume interventions. The same applies if different injection quantity errors occur for the different banks. In this case, the average error is compensated by the fuel quantity intervention, and the bank-individual residual errors are additionally compensated by the air volume interventions.
  • FIG. 3 another embodiment is shown. It essentially corresponds to the functionality of the embodiment 2, but requires less overhead on computer runtime and storage space requirements.
  • Elements described are designated by corresponding reference numerals.
  • the injection quantity error DMEL of the first bank arrives at a connection point 410 and at a connection point 420. Accordingly, the injection quantity error of the second bank DMER likewise reaches the two connection points 410 and 420.
  • the connection point 410 the sum of the two signals and, in the connection point 420, the difference between the two formed two signals.
  • the output signals of the connection points 410 and 420 are divided by two.
  • the filter 140 is thus supplied with the mean value of the two injection quantity errors of the two banks.
  • the filter 340 is supplied with the deviation from the mean value.
  • a filter 430 and on the other the two nodes 440 and 450 applied.
  • the filter is preferably designed as a factor member. Accordingly, the output of the map 344, the two nodes 440 and 450 are applied.
  • the output signal of the filter 430 reaches the limiter 132.
  • the signal QMLL is present at the output of the connection point 440 and the signal QMLR is present at the output of the connection point 450.
  • the three correction terms QME, QMLL and QMLR are determined by suitable adaptive linkage with suitable sign choice. That is, the elements 430 and 132 are predeterminable depending on the operating point.
  • the two interventions on the air quantity are symmetrical with respect to the mean with the opposite sign.
  • the maps 144 and / or 344 may alternatively be configured as any learning functions.
  • the correction takes place via a uniform intervention on the fuel quantity for all cylinders.
  • the correction by means of the intervention on the air quantity takes place individually for different groups of cylinders. It can be provided that the correction takes place for individual cylinders or common to several cylinders.
  • the number of correction values preferably corresponds to the number of air mass meters and / or the number of control elements.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Artificial Intelligence (AREA)
  • Evolutionary Computation (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

La présente invention concerne un dispositif et un procédé pour commander un moteur à combustion interne. Ce procédé consiste à déterminer, à partir de grandeurs caractéristiques de fonctionnement, une première grandeur qui caractérise la quantité de carburant effectivement injectée, et une seconde grandeur qui caractérise la quantité de carburant à injecter souhaitée, à comparer la première grandeur à la seconde grandeur, puis à prédéfinir, à partir de cette comparaison, une première valeur de correction permettant de corriger une quantité de carburant et une seconde valeur de correction permettant de corriger une quantité d'air, la première valeur de correction étant limitée à une valeur maximale.

Claims (7)

  1. Procédé de commande d'un moteur à combustion interne selon lequel, partant de paramètres de fonctionnement, on détermine une première grandeur qui caractérise la quantité de carburant effectivement injectée, une seconde grandeur caractérisant la quantité de carburant que l'on souhaite injecter,
    on compare la première grandeur à la seconde grandeur et, partant de la comparaison de la première grandeur et de la seconde grandeur, on prédéfinit une première valeur de correction pour corriger la quantité de carburant, et
    partant de la comparaison de la première grandeur et de la seconde grandeur, on prédéfinit une seconde valeur de correction pour corriger une quantité d'air et on limite la première valeur de correction à une valeur maximale.
  2. Procédé selon la revendication précédente,
    caractérisé en ce qu'
    on adapte la première et/ ou la seconde valeur de correction.
  3. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on prédéfinit la valeur maximale en fonction des paramètres de fonctionnement.
  4. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la première et/ ou la seconde valeur de correction est sont enregistrée en mémoire en fonction des paramètres de fonctionnement.
  5. Procédé selon l'une des revendications précédentes,
    caractérisé en ce que
    la seconde valeur de correction est retardée par rapport à la première valeur de correction.
  6. Procédé selon l'une des revendications précédentes,
    caractérisé en ce qu'
    on répartit les cylindres du moteur à combustion interne en au moins deux groupes et pour les groupes différents, on prédéfinit des secondes valeurs de correction, différentes.
  7. Dispositif de commande d'un moteur à combustion interne comprenant des moyens qui, partant des paramètres de fonctionnement, déterminent une première grandeur caractérisant la quantité de carburant effectivement injectée et une seconde grandeur caractérisant la quantité de carburant que l'on souhaite injecter,
    partant de la comparaison de la première grandeur et de la seconde grandeur, on prédéfinit une première valeur de correction pour corriger une quantité de carburant, et
    partant de la comparaison de la première grandeur et de la seconde grandeur, on prédéfinit une seconde valeur de correction pour corriger une quantité d'air et on limite la première valeur de correction à une valeur maximale.
EP04738673A 2003-07-10 2004-06-12 Procede et dispositif pour commander un moteur a combustion interne Expired - Fee Related EP1646777B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10331159A DE10331159A1 (de) 2003-07-10 2003-07-10 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
PCT/DE2004/001221 WO2005008048A1 (fr) 2003-07-10 2004-06-12 Procede et dispositif pour commander un moteur a combustion interne

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Publication Number Publication Date
EP1646777A1 EP1646777A1 (fr) 2006-04-19
EP1646777B1 true EP1646777B1 (fr) 2008-10-08

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US (1) US7320309B2 (fr)
EP (1) EP1646777B1 (fr)
JP (1) JP2007506896A (fr)
CN (1) CN100538052C (fr)
DE (2) DE10331159A1 (fr)
WO (1) WO2005008048A1 (fr)

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US7320309B2 (en) 2008-01-22
EP1646777A1 (fr) 2006-04-19
DE10331159A1 (de) 2005-01-27
WO2005008048A1 (fr) 2005-01-27
CN1802495A (zh) 2006-07-12
US20070062504A1 (en) 2007-03-22
DE502004008217D1 (de) 2008-11-20
JP2007506896A (ja) 2007-03-22
CN100538052C (zh) 2009-09-09

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