EP1646778A1 - Procede et dispositif de regulation d'un moteur a combustion - Google Patents

Procede et dispositif de regulation d'un moteur a combustion

Info

Publication number
EP1646778A1
EP1646778A1 EP04741476A EP04741476A EP1646778A1 EP 1646778 A1 EP1646778 A1 EP 1646778A1 EP 04741476 A EP04741476 A EP 04741476A EP 04741476 A EP04741476 A EP 04741476A EP 1646778 A1 EP1646778 A1 EP 1646778A1
Authority
EP
European Patent Office
Prior art keywords
adaptation
value
size
determined
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04741476A
Other languages
German (de)
English (en)
Inventor
Michael Henn
Martin Jehle
Hong Zhang
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.)
Continental Automotive GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1646778A1 publication Critical patent/EP1646778A1/fr
Withdrawn legal-status Critical Current

Links

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
    • F02D41/24—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
    • F02D41/2454—Learning of the air-fuel ratio 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
    • 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
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F02D41/248—Methods of calibrating or learning characterised by the method used for learning using a plurality of learned values
    • 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
    • F02D41/2487—Methods for rewriting
    • F02D41/2493—Resetting of data to a predefined set of values
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control

Definitions

  • the invention relates to a method for regulating an internal combustion engine according to one or more physical models, wherein measured values and manipulated values are made available as system variables on which the physical model is based.
  • the invention further relates to a device for controlling an internal combustion engine according to one or more physical models.
  • Engine controls for internal combustion engines usually use physical models that have parameters that can be used to describe the ideal condition of the internal combustion engine.
  • the underlying parameters of the physical model generally differ from the real parameters of the engine.
  • the parameters are adapted based on a comparison between the measured quantities and theoretically expected values.
  • the parameters are adapted by applying one or more adaptation values to them.
  • adaptations are carried out in such a way that adaptation parameters are applied to those parameters of the physical models that are actually the cause of the deviation between the physical models and the real conditions in the internal combustion engine.
  • those parameters corrected with the aid of adaptation values that are actually the cause of the deviation between model and reality the physical models deliver precise results even with rapid changes in the operating point of the internal combustion engine, without the need to adapt again.
  • a new adaptation is usually necessary when the operating point changes. Assigning deviations to the correct system sizes (parameters) can be difficult, however, because the number of sensors used to measure the sizes is often limited.
  • the intake manifold pressure depends primarily on the flow cross-section at a throttle valve and the engine's ability to swallow.
  • the swallowing capacity of the engine is essentially determined by the positions of the intake and exhaust valves or by the speed of the internal combustion engine. If the intake manifold pressure sensor detects an intake manifold pressure that is higher than the theoretically expected value, this can be caused by a larger flow cross-section at the throttle valve than specified by the corresponding parameter or by a lower swallowing capacity than specified by the corresponding parameter. If the flow cross-section of the throttle valve is adapted upwards in this state, the calculated air mass becomes too large and the injection quantity is incorrectly increased.
  • Document WO 97/35106 discloses such a physical model for determining the air mass flow, which is determined with the aid of the measured intake manifold pressure.
  • An adaptation is also provided in order to permanently correct the model parameters in a stationary and in a non-stationary operation in order to adapt the accuracy of the selected physical model.
  • a method for controlling an internal combustion engine according to one or more physical models is provided.
  • Measured values and manipulated values are made available as system sizes which are the basis of the physical model.
  • the system sizes can each be loaded with one or more adaptation values in order to adapt the physical model to the real conditions of the internal combustion engine.
  • Treasure sizes are determined on the basis of the system sizes, physical large measurement values on which the underlying are based are determined in a measurement of the treasure sizes.
  • the measured variables are evaluated with respect to the treasure variables and determined according to an adaptation method using the measured variable adaptation values for at least some of the system variables.
  • a first operating mode or a second operating mode is adopted.
  • the adaptation method is preferably carried out in the first operating mode and a further adaptation method is carried out in a second operating mode.
  • a first treasure size and a second treasure size are determined on the basis of a first system size and / or a second system size and / or a third system size.
  • a first measurement variable is determined and based on a measurement of the second treasure size lying physical size z. B. determined in a suction tract a second measurement.
  • the first measurement variable is evaluated with respect to the first treasure size and the second measurement variable with respect to the second treasure size, a first adaptation value of the first system variable being determined with the aid of the first measurement variable.
  • a second adaptation value for the second system size is determined using the second measurement variable and a third adaptation value for the third system size is left unchanged.
  • a change in the second adaptation value causes a change in the first system size due to the regulation.
  • a second operating mode is adopted if the determined first adaptation value deviates from a neutral value by a first absolute or relative deviation value and the second adaptation mode determined in the first operating mode by a second absolute or relative deviation value.
  • the second adaptation value for the second system size is reset and the third adaptation value for the third system size is determined with the aid of the second measurement quantity, the second adaptation value for the second system size being left unchanged after the reset.
  • the method according to the invention has the advantage that when the system sizes on which a physical model is based are adapted on the basis of measured values, those system sizes which are probably the cause of the deviation of the actual conditions and the theoretical model are adapted. Since, as a rule, only a limited number of sensors are provided which can be used to adapt system sizes of the physical model, it is often not possible to clearly determine which of the system sizes will be adapted due to a deviation of a measured value from a theoretically expected value got to. This is the case when the deviation from the theoretically expected value can be caused by two or more deviations from system variables.
  • the adaptation of the second system variable resulting in the regulation that the first system variable has to be adapted again it can be assumed with a certain probability that the third system variable instead of the second System size must be adapted if the determined adaptation value deviates from the neutral value by the first deviation value and the second adaptation value by the second deviation value.
  • the neutral value is determined by the value for which there is no deviation, i.e. no adaption had to or had to be made.
  • the second system variable has to be loaded with a second adaptation value that was changed by a certain deviation value during the adaptation and at the same time the first system variable has to be loaded with a first adaptation value, it may be obvious instead of the to adapt the second system size to the third system size and to bring the previous adaptation of the second system size back to the initial value.
  • the advantage of the method according to the invention is that it can be determined on the basis of already determined adaptation values whether the adaptation of one of the system variables corresponds to a deviation from a physical variable on which the system variable is based or whether there is a deviation from another system variable. If this is determined, the adaptation of the second system variable is ended according to the invention and instead carried out an adaptation of the third system size.
  • the system sizes of the physical model can be adapted in any way in order to provide suitable adapted system sizes for a defined operating point.
  • the adaptation of the system size that is responsible for the deviation between the treasure size and the measured value is advantageous, however, since when the engine operating point changes, a substantial change in the adaptation values is not necessary if the correct system sizes have been adapted. If the wrong system sizes have been adapted, a new adaptation is necessary at every new engine operating point.
  • the second adaptation value when the second adaptation value is reset, the second adaptation value can be converted into a corresponding change in the first adaptation value and / or a corresponding third adaptation value. In this way it is also possible to create a “smooth” transition between the first and second operating modes.
  • the second operating mode is preferably assumed when the determined first adaptation value is increased by the amount of the first deviation value compared to the neutral value and the second adaptation value determined in the first operating mode is reduced by the amount of the second deviation value compared to the neutral value or when the determined first adaptation value is reduced by the amount of the first deviation value compared to the neutral value and the second adaptation value determined in the first operating mode is increased by the amount of the second deviation value compared to the neutral value.
  • the first operating mode is assumed each time the internal combustion engine is started.
  • FIG. 1 shows a schematic model of an internal combustion engine
  • FIG. 2 shows a diagram of the swallowing behavior of the internal combustion engine
  • FIG. 3 shows two flow diagrams to illustrate the method according to the invention.
  • FIG. 1 an internal combustion engine with a cylinder 1 is shown schematically.
  • the cylinder 1 has a piston 2 and a combustion chamber 3.
  • a fuel-air mixture is provided in an intake pipe 4 and can be let into the combustion chamber 3 via an inlet valve 5.
  • an exhaust valve 6 is provided which is arranged on the combustion chamber 3 in order to discharge exhaust gas into an exhaust pipe 7.
  • the position (relative opening and closing times) of the inlet valve 5 and the outlet valve 6 are controlled by a control unit (not shown) and are adjusted with regard to the swallowing behavior of the overall system.
  • An injection valve 9 is also arranged on the intake pipe 4 in order to inject fuel.
  • the amount of fuel injected is determined by the opening time of the injection valve tils 9 determined.
  • the opening time of the injection valve 9 is controlled by the control unit (not shown).
  • the intake pipe 4 is also connected to an air supply 10 in order to supply air with a specific air mass flow to the intake pipe 4.
  • a throttle valve is arranged in the air supply 10 and can pivotally control the air mass flow into the intake pipe 4. Depending on the control, the throttle valve has a flow cross section.
  • the throttle valve 11 can be controlled via the control unit (not shown).
  • the internal combustion engine according to FIG. 1 is based on a physical model, according to which the mass flows into the intake pipe 4 and from the intake pipe 4 determine the pressure in the intake pipe 4.
  • the pressure in the intake pipe 4 is considerable for the control of the internal combustion engine, since the mass flow into the cylinder 1 is determined via the pressure and the swallowing characteristic of the cylinder 1. Since the positions of the intake and exhaust valves, i.e. whose phase position influences the swallowing behavior of the cylinder 1, precise knowledge of the swallowing behavior is necessary.
  • the pressure in the intake pipe is determined by:
  • T is the temperature in the intake pipe
  • V is the volume of the intake
  • Air-fuel mixture The slide shown chung represents a physical model by which the pressure in the intake pipe 4 can be determined.
  • Air mass flow m thr into the intake pipe 4 have a different value than is to be expected on the basis of the flow cross section of the throttle valve 11. Such a deviation can occur due to errors or other tolerances.
  • the amount of fuel injected by the injection valve 9 does not correspond to the amount that would be expected on the basis of the control signal given to the injection valve 9.
  • the amount of fuel injected is thus determined by the opening time of the injection valve 9, although deviations in the opening cross section of the injection valve 9 may occur due to component tolerances. Furthermore, deviations between the calculated exhaust gas flow into the intake pipe 4 and the real exhaust gas flow into the exhaust pipe 4 may also occur due to component fluctuations.
  • a lambda probe 13 can be used to determine whether the combustion in the cylinder 1 has occurred with an air-fuel mixture that is too rich or an air-fuel mixture that is too lean. Via a lambda control carried out in the control unit, the value for the air-fuel ratio is fed to a control with which the Opening time of the injection valve 9 and thus the amount of fuel to be injected is controlled.
  • a pressure sensor 14 is arranged in the intake pipe 4 in order to detect the pressure in the intake pipe.
  • the value of the pressure in the intake pipe 4 is made available to the control unit. If the measured pressure deviates from the pressure theoretically to be expected in the intake pipe 4, there must be a deviation in one of the system sizes mentioned above.
  • adaptation values are provided for each of the system sizes.
  • the adaptation values can be changed and adapt one or more of the system sizes so that the physical model for the operating point assumed in the internal combustion engine is suitable for describing the overall system, so that the control of the throttle valve, the injection valve 9 and the exhaust and exhaust valves 5 , 6 can be carried out optimized for the internal combustion engine.
  • the measured pressure in the intake manifold 4 deviates from the theoretically expected value, this can indicate an incorrectly determined air mass flow into the intake manifold 4 and a different swallowing behavior of the cylinder 1 compared to an expected swallowing behavior.
  • the increased pressure in the intake pipe 4 can however, also come about as a result of a different swallowing behavior, in which less of the air-fuel mixture is let into the combustion chamber 3 than is predefined on the basis of the swallowing characteristic. Since an adaptation based on the measured pressure can only be sensible at the same time either on the flow cross-section of the throttle valve or on the swallowing behavior, it may be that an adaptation is made to a system size that is not responsible for the deviation of the intake manifold pressure.
  • the system size of the flow cross section is adapted, although the increased pressure in the intake manifold 4 is caused by a different swallowing behavior of the cylinder 1, the calculated air mass becomes too large and the injection quantity is incorrectly increased.
  • the increased injection quantity leads to a too rich air-fuel ratio, which can be determined with the help of the lambda probe.
  • the lambda probe With the lambda probe, a further adaptation with regard to the injection quantity is then carried out, the fuel quantity being reduced in order to obtain the desired air-fuel ratio.
  • the model for an operating point of the internal combustion engine can be booked in this way in accordance with the measured values, the wrong system sizes are adapted, which are not likely to be adapted at another operating point. At another operating point, an adaptation must then be carried out again, which requires a certain time during which the internal combustion engine is not working optimally.
  • the cause of an increased intake manifold pressure is that the swallowing behavior of the cylinder 1 is less than the theoretically expected value, ie it becomes low for a certain valve opening duration and valve position If the amount of the air-fuel mixture is let into the combustion chamber 3, it would make sense to adapt the swallowing behavior of the cylinder 1 with the aid of one or more adaptation values. If the adaptation value of the flow cross-section is increased instead, a further adaptation of the injection quantity causes a change in the adaptation value for the injection quantity based on the measured lambda value.
  • the characteristic curve of the swallowing behavior of the cylinder 1 is shown in FIG.
  • the absorption curve represents a straight line with an offset value ⁇ 0 Fs ur > d of a slope ⁇ S L0P.
  • the absorption curve describes a relationship between the flow of the air-fuel mixture in the cylinder and the pressure in the intake manifold.
  • the offset value ⁇ oFS, the slope ⁇ s O P are variables which result from the respective valve positions of the intake and exhaust valves, the speed of the engine and possibly other variables.
  • the values ⁇ 0FS and / or ⁇ SL op as well as the values for the valve positions can be assigned adaptation values.
  • FIG. 3 shows two flow diagrams to illustrate the method according to the invention for adapting the system variables, flow cross section, swallowing behavior and injection quantity.
  • the adaptation is made using the measured intake manifold pressure and the lambda value from the combustion chamber 3 outflowing exhaust gas performed.
  • the adaptation process is carried out as soon as the internal combustion engine is started.
  • two adaptations namely the adaptation of the injection quantity and the adaptation of the flow cross section or the swallowing behavior, run in parallel.
  • the adaptations can also be carried out alternately one after the other.
  • FIG. 3 shows two flow diagrams.
  • the first flow chart shows the regularly occurring adaptation of the injection quantity according to the determined lambda value in the exhaust pipe 7.
  • a ratio of the air-fuel mixture is first calculated, for example, using the speed of the internal combustion engine and using the air mass flow to be let into the combustion chamber 3 in order to achieve the desired operating state of the internal combustion engine (step S2).
  • the air-fuel ratio is essentially balanced, so that the air-fuel mixture is neither too rich nor too lean.
  • an adaptation value for the injection quantity is reduced (step S5), so that the fuel quantity to be injected is reduced. This can be done gradually, i.e. according to a fixed increment or based on the size measured by the lambda probe 13.
  • step S6 If it is only determined in a step S4 that the air / fuel mixture is leaner than calculated, the injected fuel quantity must be increased by increasing the relevant adaptation value (step S6).
  • the adaptation process for adapting the injection quantity is carried out periodically, so that the adaptation value for the injection quantity converges to a value after several periods represents, in which the measured air-fuel ratio corresponds to the calculated air-fuel ratio.
  • the second flowchart in FIG. 3 shows the adaptation of the flow cross section or the swallowing behavior of the internal combustion engine according to the invention.
  • the sequence of the second flow diagram runs essentially parallel to the sequence of the first flow diagram.
  • the system sizes for regulating the internal combustion engine are measured or ascertained by computer in a step S11 and the theoretically expected intake manifold pressure in the intake manifold 4 is determined from the system sizes.
  • the pressure in the intake manifold is then measured in a step S12 using the pressure sensor 14 and compared with the calculated intake manifold pressure. If it is determined that the intake manifold pressure is greater than calculated, it is initially assumed that this is caused by a larger flow cross section at the throttle valve 11. In this case the flow cross-section is adapted upwards
  • Step S13 so that the calculated air mass flow becomes larger. If the cause of the intake manifold pressure being too high is that swallowing behavior is reduced compared to the expected value and therefore less air-fuel mixture gets into the combustion chamber than calculated, the air mass flow is calculated too large by the corresponding adaptation value. Due to the excessively calculated air mass flow, the injection quantity of the fuel has to be increased in a step S14 on the basis of the regulation that is intended to maintain a specific air-fuel ratio. The increase in the injection quantity then leads to an air / fuel mixture that is too rich, since the calculated air mass is greater than the air mass actually present in the intake manifold 4.
  • the lambda adaptation according to the first flowchart in FIG. 3 then reduces the injection quantity in order to obtain the desired air-fuel ratio.
  • Step S15 the adaptation value for the flow cross section is reduced, so that the calculated air mass is reduced, and the injection quantity is reduced in accordance with the regulation of the internal combustion engine. This leads to a thinning of the air-fuel ratio, the injection quantity being increased if the air-fuel ratio is too lean.
  • the adaptation for the flow cross section After the adaptation for the flow cross section has been run through, it is checked whether, based on the adaptation values for the injection quantity and the flow cross section, it can be concluded that there is a considerable deviation of the real swallowing behavior from ideally expected swallowing behavior. This is most likely the case if the adaptation value for the flow cross section is increased and the adaptation value for the injection quantity is reduced, or vice versa. For a deviation of the adaptation value from a neutral value, certain threshold values for the percentage or absolute deviation are preferably assumed. For example, it is possible to switch from adapting the flow cross section to adapting the swallowing behavior of the internal combustion engine if the adaptation value for the flow cross section is increased by at least a first percentage, e.g. B.
  • a first percentage e.g. B.
  • step S18 the adaptation value for the Flow cross section is reduced by the first percentage compared to the neutral value, and the adaptation value for the injection quantity is increased by the second percentage compared to the corresponding neutral value (step S18). If this is not the case, the system jumps back to step S11 and the flow cross section is adapted again. However, if these deviations are determined, the adaptation value for the flow cross section is reset in a subsequent step S19 and the adaptation for the swallowing behavior of the motor begins.
  • the swallowing behavior is adjusted accordingly by applying the appropriate values ⁇ SIj0 p, ⁇ oFs (step S21).
  • the adaptation values can also be applied to the corresponding values for the valve positions. The adaptation values are chosen so that the calculated swallowing behavior is reduced. If the measured intake manifold pressure is lower than expected (step S22), the adaptation value or the adaptation values for the swallowing behavior of the internal combustion engine are increased accordingly (step S23). Essentially, the adaptation of the injection quantity is continued at the same time, at which a changed adaptation value is determined with which the injection quantity is applied.
  • the adaptation value for the flow cross section it is possible for the adaptation value for the flow cross section to be reset step-by-step and, for example, for each passage of the adaptation method for the swallowing behavior of the internal combustion engine to be reset by a specific value in the direction of the neutral value.
  • step S24 conditions can be defined (step S24) which make it possible for the flow cross section to be adapted again.
  • a condition can be, for example, after a certain period of time has passed, so that it is possible to adapt the flow cross-section again after the absorption curve has been adapted. This makes sense, as it can happen that both the swallowing characteristic and the flow cross-section have deviations and must therefore be corrected.
  • the swallowing behavior of the internal combustion engine can be adapted in that parameters of the valve control are corrected, for example by an additive correction of the valve overlap or the outlet or exhaust valve position.
  • the method described is merely an example of a possibility of optimizing the adaptation of system sizes in an overall system, which is most likely the cause of the difference between the calculated values and the measured values.
  • the invention consists in evaluating a number of deviations between the measured variables and expected values or a plurality of adaptation values with regard to their size and their sign when regulating an internal combustion engine and the corresponding system variables for the adaptation are selected in such a way that those responsible for the deviation between model and reality are most likely to be adapted.
  • the criterion that can generally be used here is that the weighted sum of all corrections that are required for a comparison of modeled quantities and measured values is minimal.
  • several different operating points of the internal combustion engine are preferably also considered. It can also be used as a criterion that the adaptation values for a comparison of modeled quantities and measured values vary as little as possible over the operating points under consideration.
  • a system variable is selected for a correction if several deviations between measured variables and expected values or several adaptation values indicate a deviation of this system variable in the same direction. It is not absolutely necessary to adapt the system sizes that are most likely to cause the model deviation using an adaptation process, it is also possible to directly calculate suitable correction values with which the corresponding system size is applied. It is important to ensure that the adaptation values of the other system sizes are reduced accordingly in order to prevent the control system from oscillating.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

L'invention concerne un procédé pour réguler un moteur à combustion d'après un ou plusieurs modèles physiques, ce procédé consistant à fournir des valeurs de mesure et des valeurs de réglage sous forme de variables système à la base dudit modèle physique pour faire fonctionner le moteur à combustion d'après une régulation. Les variables système peuvent être soumises respectivement à l'action d'une ou de plusieurs valeurs d'adaptation de façon à adapter le modèle physique à des états réels du moteur à combustion. Des variables d'estimation sont déterminées à l'aide des variables système. Des variables de mesure sont déterminées lors d'une mesure des variables physiques à la base des variables d'estimation, ces variables de mesure étant évaluées par rapport aux variables d'estimation. Des valeurs d'adaptation sont déterminées pour au moins une partie des variables système d'après un procédé d'adaptation au moyen des variables de mesure, un premier ou un second mode de fonctionnement étant adopté en fonction de ces valeurs d'adaptation.
EP04741476A 2003-07-17 2004-04-20 Procede et dispositif de regulation d'un moteur a combustion Withdrawn EP1646778A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10332608A DE10332608B3 (de) 2003-07-17 2003-07-17 Verfahren zum Regeln einer Brennkraftmaschine sowie eine Vorrichtung zum Regeln einer Brennkraftmaschine
PCT/EP2004/050569 WO2005010333A1 (fr) 2003-07-17 2004-04-20 Procede et dispositif de regulation d'un moteur a combustion

Publications (1)

Publication Number Publication Date
EP1646778A1 true EP1646778A1 (fr) 2006-04-19

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EP04741476A Withdrawn EP1646778A1 (fr) 2003-07-17 2004-04-20 Procede et dispositif de regulation d'un moteur a combustion

Country Status (4)

Country Link
US (1) US7209824B2 (fr)
EP (1) EP1646778A1 (fr)
DE (1) DE10332608B3 (fr)
WO (1) WO2005010333A1 (fr)

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DE102006006552B8 (de) * 2006-02-13 2007-06-06 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006015970B4 (de) * 2006-04-05 2008-06-05 Siemens Ag Verfahren zur Reduzierung von Ruß-Emissionen bei Brennkraftmaschinen
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US20060167612A1 (en) 2006-07-27

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