EP1712766B1 - Méthode de contrôle du couple indiqué pour moteurs à combustion interne - Google Patents

Méthode de contrôle du couple indiqué pour moteurs à combustion interne Download PDF

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Publication number
EP1712766B1
EP1712766B1 EP20050102982 EP05102982A EP1712766B1 EP 1712766 B1 EP1712766 B1 EP 1712766B1 EP 20050102982 EP20050102982 EP 20050102982 EP 05102982 A EP05102982 A EP 05102982A EP 1712766 B1 EP1712766 B1 EP 1712766B1
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Prior art keywords
torque
ind
controller
engine
lookup table
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German (de)
English (en)
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EP1712766A1 (fr
Inventor
Stephane Sadai
Warren Bayliss
Alain Chevalier
Urs Christen
Katie Vantine
Paul Eduard Moraal
Yasser Mohammed Sayed Yacoub
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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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
    • F02D41/1497—With detection of the mechanical response of the 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
    • F02D41/24—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
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D41/26—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using computer, e.g. microprocessor
    • F02D41/28—Interface circuits
    • F02D2041/286—Interface circuits comprising means for signal processing
    • F02D2041/288—Interface circuits comprising means for signal processing for performing a transformation into the frequency domain, e.g. Fourier transformation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • F02D2200/1004—Estimation of the output torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • 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
    • F02D2250/18—Control of the engine output torque
    • F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
    • 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
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3017—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used
    • F02D41/3035—Controlling fuel injection according to or using specific or several modes of combustion characterised by the mode(s) being used a mode being the premixed charge compression-ignition mode

Definitions

  • the present invention relates to a method" of controlling indicated torque for internal combustion engines by means of feedback control, wherein
  • Modem control strategies for combustion engines - both diesel and gasoline engines - are using the torque to describe the engine load rather than fuel quantity (diesel) or air mass (gasoline) as in prior strategies.
  • Indicated torque can be derived from in-cylinder pressure measurements and be used for feedback control.
  • Modem control systems for engines often use torque demand T , which is generated from accelerator pedal position ( ⁇ ped ) and torque losses, and the engine speed N as the most important input data for lookup tables in order to read out from these lookup tables the variable to be controlled (output data), i.e., boost pressure, injection-timing and the like.
  • output data i.e., boost pressure, injection-timing and the like.
  • These input data are utilized by many engine control substructures, for instance to control the boost pressure, the exhaust gas recirculation (EGR) or within a fuel injection control substructure.
  • torque demand T and engine speed N are used as input data to read injection-timing, injection duration and fuel mass from the respective lookup tables.
  • additional input data have to be taken into account. For example, the rail pressure has to be taken into consideration within the fuel control.
  • the lookup tables are usually stored in an engine control unit (ECU).
  • the torque setpoint is first converted into fuel quantity ( w f ); this conversion is dependent on many additional signals, such as engine speed, injection or spark timing, engine temperature, etc.
  • Fuel quantity is then converted into the injection duration (t pulse ), i.e., the time during which the injector nozzle needs to be open; this conversion depends, among other things, on fuel pressure and immediately preceding injection pulses.
  • the in-cylinder pressure p can be measured and used for calculating indicated torque T ind .
  • the torque setpoint generation consists of two parts.
  • the driver asks for a certain torque at the clutch, T clutch,setpt , or the wheel by adjusting the pedal position ( ⁇ ped ).
  • the engine must produce a somewhat higher torque in order to compensate for all the torque losses in the engine due to friction and/or auxiliaries such as fuel pump and the like. This higher torque, produced by pressure acting on the piston, is called indicated torque, T ind .
  • the fuel injected during the injector opening time is burnt and creates increased pressure in the cylinder and the corresponding indicated torque and thus torque at the clutch.
  • the indicated torque T ind produced would be exactly the same as the setpoint for it, i.e., T ind,setpt .
  • the conversions are never exact. In particular the torque losses are only rough estimate.
  • the resulting difference between setpoint and actual torque is not critical (as long as the conversions are smooth and monotonic) because the driver will compensate for it by adjusting the accelerator pedal position ( ⁇ ped ) .
  • the setpoints for exhaust gas recirculation or boost pressure control are calculated from lookup tables in which the engine load is given by the setpoint for the indicated torque, as mentioned above.
  • the torque difference thus means that the setpoints for EGR and boost pressure are not as intended. This is one of the main sources for deviations from the intended emissions levels, and it becomes more significant the more stringent legislation for emissions is.
  • Internal combustion engines have to be provided with various types of aftertreatment devices for purifying exhaust gas generated by the combustion and emitted from combustion chambers into the exhaust pipe.
  • aftertreatment devices for purifying exhaust gas generated by the combustion and emitted from combustion chambers into the exhaust pipe.
  • devices to filter and trap the soot particulates contained in the exhaust gas Within a regenartion phase the particulate filter has to be regenerated and the trapped particulates have to be burned.
  • a mode for the periodic regeneration of the aftertreatment devices is needed.
  • the soot accumulated in a diesel particulate filter is burned periodically by heating the exhaust gas to rather high temperatures which may be achieved by a combination of intake throttling and post injection. Both of these measures can lead to torque fluctuations or offsets noticeable to the driver and due to this a sophisticated control strategy for torque is required.
  • NO x storage catalyst For reducing nitrogen oxides (NO x ) emissions of an internal combustion engine a NO x storage catalyst could be disposed in the exhaust pipe. Such a catalyst is also known as NO x trap or lean NO x trap (abbreviated LNT - Lean NO x Trap).
  • a diesel lean NO x trap adsorbs and stores molecules of nitrogen oxides (NO x ) during the lean operation of the internal combustion engine. When saturated with NO x molecules, a rich operation phase is required to purge the trap. This allows the release of the stored NO x molecules and its reduction into non-polluting components, mainly nitrogen (N 2 ), carbon dioxide (CO 2 ), and water vapor (H 2 O).
  • NO x trap purging the engine must be operated under rich conditions (excess fuel) for a short period of time rather often, and this transition from the conventional lean operation to rich operation again can lead to noticeable torque fluctuations or offsets. Thus a sophisticated control strategy for indicated torque is required.
  • modem combustion concepts with combustion at low temperature involve mode changes as well because low temperature combustion is only possible for low engine load while conventional combustion is needed for higher loads.
  • the change between the two modes of operation can involve torque fluctuations or offsets, so that with respect to these combustion concepts a sophisticated control strategy for torque is required.
  • Consistency for torque can be achieved, i.e., can be improved in comparison to the feedforward control described above ( Figure 1 ), by closing the loop on indicated torque such that the produced actual indicated torque T ind is controlled to the setpoint T ind,setpt .
  • such a closed-loop torque control is disclosed in the UK Patent Application GB 2 331 154 A , which relates to a method of determining the injected quantity of fuel in an internal combustion engine, in which the in-cylinder pressure p in a cylinder of the engine is measured by a pressure sensor and the crankshaft angular position is measured by an angular position sensor.
  • the measured pressure p is synchronized with the measured crank angle in order to calculate the indicated work corresponding to the difference between high-pressure work and charge change work.
  • the injected fuel quantity is then ascertained from the calculated indicated work value.
  • the torque at the crankshaft is ascertained from the ascertained quantity of fuel and/or the calculated indicated work, i.e., the torque is calculated using the measured in-cylinder pressure p indirectly.
  • the torque at the crankshaft which is equal to the torque at the clutch T clutch , is compared with a setpoint T setpt ascertained from the gas pedal position ( ⁇ ped ), in order to determine the difference ⁇ T between the actual torque at the crankshaft T clutch and the setpoint T setpt , which is used to adjust the injected fuel quantity in such a way that the difference ⁇ T is reduced.
  • the controller is equipped with a low bandwidth b such that the changes of said manipulated variable are damped, if deviation ⁇ T ind is affected substantially by signal noise.
  • the bandwidth b is lower than each of the frequencies f i with large magnitude in the spectrum of the calculated, i.e., measured indicated torque T ind (Fourier analysis).
  • T ind measured indicated torque
  • T ind is recorded and then Fourier transformed.
  • the resulting spectrum shows which frequencies are present - ideally only 0 Hz, since it is steady state; any other frequencies with large magnitude result from signal noise.
  • the relation between the bandwidth b and the frequencies f i is described by the following expression: b ⁇ f i . Because of this setup the controller acts like a low-pass filter with respect to the signal noise. Hence the controller is enabled to deal with the signal noise.
  • the bandwidth b of the torque controller is maybe too low for sufficiently fast reactions during transients.
  • the controller is scheduled on relevant parameters, i.e., variables, preferably on signals describing the engine operation conditions, in particular engine speed N and load T ind,setpt and/or engine temperature ( ⁇ eng), for example.
  • the manipulated variable i.e., the correction of the manipulated variable
  • the bandwidth b can be scheduled, too.
  • the controller can adapt slowly, and when a fast change to a different operating condition occurs, the controller can quickly change to those controller states, i.e., locations in the lookup table, which had been adapted slowly during a previous visit of that operating point. With respect to that issue it is referred to the application 05102979.1 filed by the Ford Global Technologies, LLC.
  • This application relates to a method for automatically adapting lookup tables, in particular for use in a control unit for an internal combustion engine, wherein the lookup table is a one-dimensional or multi-dimensional point-based lookup table with n ⁇ 1 indexing parameters x as input data and in which the output data are stored at the points.
  • the torque controller can either operate on indicated torque averaged for the n cyl cylinders or, as preferred, such a controller can be implemented for each individual cylinder, which allows for the correction of cylinder imbalance. This has additional advantages for reducing vibrations, noise, and emissions.
  • a preferred embodiment of the method is characterised in that a PI-controller is used as torque controller, which is characterised by controller parameters K P and K I or an 1-controller is used as torque controller, which is characterised by controller parameters K I .
  • the character P denotes the proportional part (P-part) and the character I denotes the integral part (1-part) of the controller.
  • a preferred embodiment of the method is characterised in that at least one of the controller parameters Kp and/or K I is schedulded.
  • the controller parameters (K P , K I ) are preferably scheduled if the bandwidth b of the controllers needs to be operating point dependent.
  • the feedforward path in Figure 3 which is the same as the path in Figure 1 , converts the torque setpoint T ind,setpt into injector opening durations (t pulse ) for the individual injection pulses. This can either be done in a one-step conversion or, as indicated in the figures, in two steps.
  • a preferred embodiment of the method is characterised in that said conversion from torque setpoint T ind,setpt to injection pulse duration (t pulse ) is a two-step conversion.
  • the first conversion from torque T ind,setpt to fuel quantity (w f ) is done with a model of the combustion in the cylinder in mind, for example.
  • the pressure p in the cylinder is a function of the fuel quantity ( w f ), the injection timing and whether there are other injections during compression prior to the main injection(s), the engine speed, the engine and the intake air temperature, the gas composition (EGR level), the intake manifold pressure, and other parameters. Most of these parameters are controlled as a function of engine speed N and load described by torque T , for example.
  • the second conversion from fuel mass ( w f ) to injection duration ( t pulse ) is essentially a lookup table with fuel mass ( w f ) and fuel pressure p fuel - across the nozzle or in a common rail - as input data and the injection duration ( t pulse ) as output data.
  • Another preferred embodiment of the method is characterised in that said conversion from torque setpoint T ind,setpt to injection pulse duration ( t pulse ) is a one-step conversion. Since fuel pressure p fuel is a function of engine speed N and load T ind,setpt as well, it is sufficient to use a structure similar to that shown in Figure 5 for the one-step conversion as illustated in Figure 6 . Within the one-step conversion injection pulse duration (t pulse ) is stored in lookup tables, in which speed N and load T ind,setpt are used as input data, so that said torque setpoint T ind,setpt can be converted to injection pulse duration (t pulse ) directly, i.e., in one step.
  • a preferred embodiment of the method is characterised in that said at least one lookup table of said controller is scheduled in a similar way as the at least one lookup table used for conversion within the feedforward path, i.e., by using the same scheduling variables. This simplifies implementation of the inventive method.
  • a preferred embodiment of the method is characterised in that said at least one lookup table of said controller is stored in a permanent memory unit. While the engine is stationary at a certain operating point, the corresponding controller state, i.e., location or point in the lookup table, is active and can control torque by changing its value slowly. As soon as a change of the engine operating point is requested by the driver, the corresponding controller state, i.e., point in the lookup table, is activated while the previously active state of the controller is frozen such that it can be used again the next time it becomes active. This allows for instantaneous switching between corrections, i.e., values for the manipulated variable (for example ⁇ w f ), which themselves have been found by controllers with a sufficiently low bandwidth.
  • the manipulated variable for example ⁇ w f
  • controller state variables i.e., said at least one lookup table need to be stored in permanent memory such that they are available the next time the ECU is booted.
  • the inventive method is also used to deal with different modes and the transitions between modes.
  • the modes and the transitions between them are used like an additional scheduling variable or a separate set of lookup tables is used for each mode or transition.
  • the set of scheduling variables may be different for different modes, and for the transitions.
  • a preferred embodiment of the method is characterised in that for controlling torque during a specific engine mode said engine mode is used as an additional scheduling variable for said at least one lookup table.
  • Said specific engine mode can be the HCCI mode with combustion at low temperature, the diesel particulate filter regeneration mode, the lean NO x purging mode or others.
  • said specific engine mode can be used for scheduling the controller parameters, namely K P and/or K I , and/or the bandwidth b .
  • a specific set of at least one lookup table assigned to said engine mode is used. So, if the engine operates in m different modes the controller comprises or has access to m different sets of at least one lookup table.
  • the at least one lookup table In order to avoid switching between different storage locations in the at least one lookup table for any of said modes at idle operation of the engine, it is preferred to have separate lookup tables used if the engine is at idle speed. If the at least one lookup table used during normal operation in a mode is also used at idle, it may happen that the torque controller adversely interacts because of the switching between different storage locations.
  • a preferred embodiment of the method is characterised in that for controlling torque during a transition between different engine modes, said specific transition is used as an additional scheduling variable for said at least one lookup table.
  • Modem engines often require a mode change due to the aftertreatment devices provided for cleaning the exhaust gas. Devices to filter and trap the soot particulates contained in the exhaust gas require a regeneration phase, for instance by heating the exhaust gas to rather high temperatures which may be achieved by a mode change.
  • Other examples for transitions between different engine modes are already mentioned in the introduction.
  • said specific transition can be used for scheduling the controller parameters, namely K P and/or K I , and/or the bandwidth b .
  • said at least one lookup table is scheduled, that means the controller is scheduled such that controller parameters, the bandwidth b and/or the like are scheduled or can be scheduled, too
  • a preferred embodiment of the method is characterised in that for controlling torque during a transition between different engine modes, a specific set of at least one lookup table assigned to said specific transitions is used.
  • an embodiment of the method is preferred which is characterised in that for controlling torque during a transition between different engine modes or during a specific engine mode said at least one lookup table is scheduled on variables, i.e., parameters describing said transition or said specific engine mode.
  • variables are used for scheduling which effect the specific engine mode or transition in question.
  • a preferred embodiment of the method is characterised in that for controlling torque during a transition between different engine modes, said manipulated variable, i.e., the correction of the manipulated variable, is found by interpolation using the lookup tables of said different engine modes, which can be the normal mode and the filter regeneration mode, for example.
  • the transition is achieved by interpolating between the lookup tables for the two different engine modes, between which the engine operation is changed.
  • the interpolation is preferably based on an auxiliary variable. For instance, progress on a time ramp or progress on the transition of the signal which effects the mode change ( p i or w f,post for example). If linear interpolation is not good enough, interpolation factors may be adapted in closed-loop operation.
  • Modem engines often undergo operation mode changes, which may because of exhaust gas aftertreatment devices which periodically need special conditions, or may because of an especially advantageous operating mode of the engine (e.g., HCCI) can only be run at low load such that a transition to conventional operation is necessary when higher load is demanded. If such mode changes are controlled in a feedforward manner, they usually lead to some torque fluctuations, which might be noticeable to the driver, and the calibration of these controllers is very tedious because it involves the careful coordination of two or more actuators.
  • HCCI especially advantageous operating mode of the engine
  • the torque fluctuations can be suppressed, and calibration can be simplified substantially. But again the mode changes are too fast for being controlled with an unscheduled controller, because the controller bandwidth b has to be low.
  • a fast controller reaction can be achieved by using a scheduled controller as described above, but with different scheduling parameters. Instead or in addition to the variables used during engine operation in the modes, those variables which effect the mode change and are relatively slow are used for scheduling, while - as example for a manipulated variable - fueling, which can be changed instantaneously, is used to keep torque at the setpoint.
  • a preferred embodiment of the method is characterised in that during the transition to and/or from diesel particulate filter regeneration mode, intake manifold pressure p i and additional fuel mass w f,post injected during at least one post injection are used as scheduling variables, i.e., for scheduling the at least one lookup table.
  • the exhaust gas For the regeneration of a diesel particulate filter (DPF), the exhaust gas must reach rather high temperatures of about 550 °C which are not reached under normal engine operation. Thus, the engine must be operated in a special DPF regeneration mode for the regeneration.
  • the air intake is throttled - in order to reduce the intake manifold pressure p i and the air mass flow - and additional fuel w f,post is injected after the main injection during a so-called post injection. Both measures lead to changes in torque if the main fuel injection - and, if existing, pilot fuel injection - is kept constant.
  • DPF regenerations are only initiated when the engine is no longer very cold. Hence, there may be no need for scheduling the controller on engine temperature ( ⁇ eng ) . But - by applying the above mentioned transition mode - torque fluctuates as a function of intake manifold pressure p i and post injection quantity w f,post , such that these two signals, i.e., variables, are used for scheduling, in addition to engine speed N and load T, for example. With each mode transition the engine has gone through, the torque fluctuations are reduced further, because the at least one lookup table used is adapted and updated during operation.
  • auxiliary variable could be introduced which is then used to control intake manifold pressure p i and post injection quantity w f,post and which is also utilized as the scheduling variable for the torque controller.
  • This auxiliary variable could for instance be the time elapsed in time-based ramps governing the transition between modes.
  • a preferred embodiment of the method is characterised in that during transition from normal, lean operation to rich operation for purging a LNT and/or back, said at least one lookup table is scheduled on EGR level or mass air flow, intake manifold pressure p i , and/or post-injection fuel quantity w f,post .
  • NO x traps are exhaust gas aftertreatment devices which accumulate and store NO and NO 2 during some 100 seconds and then need to be operated with a lack of oxygen and an excess of hydrocarbons for a few seconds for the purging reactions to take place.
  • the change from the normal, lean operation of a diesel engine to rich operation can be achieved by increased levels of EGR, intake air throttling and/or post-injection(s) of additional fuel. This transition is accompanied by torque fluctuations. This is aggravated by the fact that the transitions need to be rather fast in order to avoid the desorption of NO x and slippage of CO and HC if the conditions for conversion are not right yet.
  • the torque controller i.e., said at least one lookup table and/or controller parameters and/or the bandwidth b for this mode transition is scheduled preferably on EGR level or mass air flow, intake manifold pressure, and/or - if the post-injection is early enough for producing torque - on post-injection fuel quantity, besides engine speed N and load T .
  • it could again be scheduled on an auxiliary variable (e.g., a time ramp) which is used to deploy the other three signals.
  • TDC top dead center
  • a preferred embodiment of the method is characterised in that during the transition to and/or from HCCI-mode, said at least one lookup table is scheduled on EGR level and intake air temperature t i .
  • HCCI combustion is achieved by changes to the EGR level, the compression ratio (possibly done with variable valve timing - VVT), the intake air temperature t i , and the injection timing.
  • VVT and injection timing changes can be instantaneous, but the other two are slower such that they are suitable as scheduling variables for the torque controller, i.e., for the at least one lookup table and/or controller parameters and/or the bandwidth b .
  • an auxiliary variable could be introduced again which is used to deploy the HCCI controlling signals and to schedule the torque controller.
  • Figures 3 shows schematically a first embodiment according to the inventive method of controlling indicated torque by means of feedback control.
  • the torque setpoint T ind,setpt is computed from the accelerator pedal position ( ⁇ ped ).
  • the torque losses (not shown) are taken into consideration and, if necessary, additional signals like engine speed, gear and the like.
  • the torque setpoint T ind,setpt is converted to injection pulse duration (t pulse ) ⁇ According to the illustrated embodiment this conversion is a two-step conversion.
  • the first conversion step relates to the conversion from torque T to fuel quantity ( w f ), whereas the second conversion step converts fuel mass ( w f ) to injection duration ( t pulse ) ⁇
  • the in-cylinder pressure p created by burning the fuel injected during injection pulse duration ( t pulse ) is measured and used for calculating actual indicated torque T ind , which is controlled to the setpoint T ind,setpt by means of feedback control, i.e., by closing the loop by means of a feedback path, in order to adjust said actual indicated torque T ind .
  • a torque controller is disposed in the feedback path.
  • the controller uses, in addition to other signals describing the engine operating conditions, the deviation ⁇ T ind between setpoint T ind,setpt and actual value T ind for the indicated torque as an input for reading out from and updating at least one lookup table the correction ( ⁇ w f ) of the manipulated variable ( w f ).
  • the manipulated variable is fuel mass ( w f ).
  • the correction ( ⁇ w f ) of the fuel mass ( w f ) is added to the fuel mass ( w f ) generated within the feedforward path in order to adjust said actual indicated torque T ind by modifying fuel mass quantity ( w f ).
  • the control authority can be extended to use fuel mass and injection timing in a staggered way.
  • the output of the controller may be a normalized signal from -2 to 2 which is, as long as it is between ⁇ 1 and 1, translated into fuel mass corrections within the permissible range; for signals in [-2...-1, 1...2], the fuel mass correction is saturated and injection timing is used to further influence the indicated torque.
  • Figure 4 shows schematically a second embodiment according to the inventive method of controlling indicated torque by means of feedback control.
  • the manipulated variable is the injection pulse duration (t pulse ) and thus the output data read out from the at least one lookup table is the correction ( ⁇ t pulse ) of the injection pulse duration (t pulse ) ⁇
  • the correction ( ⁇ t pulse ) of the manipulated variable (t pulse ) is added to the injection pulse duration (t pulse ) generated within the feedforward path in order to adjust said actual indicated torque T ind by modifying injection pulse duration (t pulse ) ⁇
  • Figure 5 shows the first step within a two-step conversion from torque setpoint T ind,setpt to injection pulse duration (t pulse ), which takes place within the feedforward path as can be seen in Figures 3 and 4 .
  • the first step of the two-step conversion relates to the conversion from torque T ind,setpt to fuel quantity ( w f ).
  • a model of the combustion can be used in which the in-cylinder pressure p is a function of fuel quantity ( w f ) and engine temperature ( ⁇ eng ), which are controlled as a function of engine speed N and load T ind,setpt .
  • fuel mass ( w f ) is stored in speed N and load T ind,setpt dependent lookup tables which are switched or interpolated based on engine temperature ( ⁇ eng ).
  • a three-dimensional lookup table is used, in which engine speed N , torque demand T ind,setpt and engine temperature ( ⁇ eng ) are used as input data in order to read out from this lookup table the variable of interest, i.e., the fuel mass ( w f ) to be injected during injection pulse duration ( t pulse )
  • Figure 6 shows a one-step conversion from torque setpoint T ind,setpt to injection pulse duration (t pulse ), which takes place within the feedforward path and can be applied instead of the two-step conversion illustrated in Figure 5 .
  • the second conversion within a two-step conversion relates to the conversion from fuel mass ( w f ) to injection duration (t pulse ), for which a lookup table scheduled on fuel mass ( w f ) and fuel pressure p fuel can be used, and furthermore taking into account that fuel pressure p fuel is a function of engine speed N and load T ind,setpt , it is sufficient to use a structure similar to that shown in Figure 5 for the one-step conversion as illustated in Figure 6 .
  • injection pulse duration ( t pulse ) is stored in lookup tables scheduled on engine speed N and load T ind,setpt , which are switched or interpolated based on engine temperature ( ⁇ eng ) , so that said torque setpoint T ind,setpt can be converted to injection pulse duration ( t pulse ) directly, i.e., in one step.
  • Figure 7 shows a first embodiment of a torque controller disposed in the feedback path shown in Figure 3 .
  • the illustrated torque controller uses the deviation ⁇ T ind between setpoint T ind,setpt and actual value T ind for the indicated torque in addition to engine speed N and torque setpoint T ind,setpt as input data for reading out from and updating in lookup tables based on engine temperature ( ⁇ eng ) the correction ( ⁇ w f ) of the manipulated variable ( w f ) as output data, in order to enable a fast controller reaction during transient conditions when the engine operating conditions are changing. Consequently, the lookup table used is scheduled on engine speed N , torque setpoint T ind,setpt and engine temperature ( ⁇ eng ) and because of this, the lookup table used is a three-dimensional one.
  • the scheduling variables can also be used for scheduling the controller parameters, namely K P and/or K I , and/or the bandwidth b.
  • Feedback corrections must be fast and precise when the engine operationg conditions are changed. This is achieved by scheduling the controller in a similar way as the at least one lookup table used for conversion within the feedforward path. While the engine is stationary at a certain operating point, the corresponding controller, i.e., a certain location in one of the various lookup tables, is active and can control torque by changing its internal state slowly. As soon as a change of the engine operating point is requested by the driver, the respective controller, i.e., the respective location in the respective lookup table corresponding to the actual engine operating condition, is activated while the state of the previously active controller is frozen such that it can be used again the next time that controller, i.e., that location, becomes active.
  • Changing engine operation conditions could result either in changing the lookup table corresponding to said actual engine temperature (switching based on engine temprature) due to a change in engine temperature ( ⁇ eng ) or jumping to another location in the same lookup table or both.
  • Figure 8 shows a second embodiment of a torque controller disposed in the feedback path shown in Figure 4 .
  • Figure 9 shows an embodiment of a torque controller disposed in the feedback path and used during mode change for diesel particulate filter regeneration.
  • intake manifold pressure p i and additional fuel mass w f are used as scheduling variables, i.e., for scheduling the at least one lookup table beside engine speed N and torque setpoint T ind,setpt .
  • the lookup table used is a four-dimensional one
  • This controller setup could be compared with the controllers shown in Figure 7 and 8 .
  • the difference is that a specific engine operating point op i is characterised by intake manifold pressure p i and additional fuel mass w f,post injected instead of engine temprature ( ⁇ eng ) .
  • the lookup tables shown in Figure 9 are switched or interpolated based on intake manifold pressure p i and additional fuel mass w f,post , in order to generate the output data ( ⁇ w f ), i.e., the correction of the manipulated variable, namely fuel mass ( w f ).
  • Figure 10 shows schematically an 1-controller, characterised by controller parameters K I , used as torque controller disposed in the feedback path.
  • Figure 11 shows schematically a PI-controller, characterised by controller parameters K P and K I , used as torque controller disposed in the feedback path, which is characterised by controller parameters K P and K I
  • controller parameters K P , K I ) can be scheduled if the bandwidth b of the controllers needs to be operating point dependent.
  • Both torque controller use the deviation ⁇ T ind between setpoint T ind,setpt and actual value T ind for the indicated torque to adapt a lookup table and the engine speed N, torque setpoint T ind,setpt and engine temperature ( ⁇ eng ) as input data for reading out from said lookup table the correction ( ⁇ w f ) of the manipulated variable (w f ) as output data.

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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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (22)

  1. Procédé de régulation du couple indiqué pour moteurs à combustion interne au moyen d'une régulation à contre-réaction, selon lequel
    * le couple de consigne Tind,setpt est calculé à partir de la position de la pédale d'accélérateur (αped), des pertes de couple et, si nécessaire, de signaux supplémentaires comme la vitesse de rotation du moteur, de la boîte de vitesses et similaire,
    * ledit couple de consigne Tind,setpt est converti en la durée d'impulsion d'injection (tpulse) dans un chemin à action directe,
    * la pression dans le cylindre p, créée par la combustion du carburant injecté pendant la durée d'impulsion d'injection (tpulse), est mesurée et utilisée pour calculer le couple indiqué réel Tind,
    * ledit couple indiqué réel Tind est régulé au point de consigne Tind,setpt par la biais d'une régulation à contre-réaction, c'est-à-dire en fermant la boucle de régulation avec un chemin de contre-réaction afin d'ajuster ledit couple indiqué réel Tind,
    caractérisé en ce que
    * ledit chemin de contre-réaction est réalisé par un régulateur de couple qui utilise, en plus d'autres signaux qui décrivent les conditions de fonctionnement du moteur, l'écart ΔTind entre le point de consigne Tind,setpt et la valeur réelle Tind du couple indiqué comme entrée pour au moins un tableau de conversion qui stocke la correction d'une variable manipulée, laquelle est utilisée pour ajuster ledit couple indiqué réel Tind, la variable manipulée étant soit la quantité de carburant (wf), soit ladite durée d'impulsion d'injection (tpulse),
    * lesdits autres signaux sont utilisés comme des paramètres d'ordonnancement pour ordonnancer ledit au moins un tableau de conversion afin de permettre une réaction rapide du régulateur pendant des conditions transitoires lorsque les conditions de fonctionnement du moteur changent au point que la correction de la variable manipulée est lue depuis ledit au moins un tableau de conversion en utilisant les paramètres d'ordonnancement comme données d'entrée et
    * ledit régulateur de couple est doté d'une faible largeur de bande b en raison du bruit présent sur le signal de la pression mesurée dans le cylindre, p, et ainsi sur le couple calculé Tind, afin de rendre ladite variable manipulée moins sensible au bruit du couple calculé Tind en ralentissant la convergence de la valeur réelle Tind du couple indiqué vers le point de consigne Tind,setpt si l'écart ΔTind est essentiellement affecté par le bruit du signal.
  2. Procédé selon la revendication 1, caractérisé en ce que ladite largeur de bande b est inférieure à chacune des fréquences fi de grande amplitude dans le spectre du couple indiqué Tind calculé, c'est-à-dire mesuré, de sorte que la relation entre la largeur de bande b et les fréquences fi est décrite par l'expression suivante : b < fi.
  3. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que lesdites variables d'ordonnancement qui décrivent les conditions de fonctionnement du moteur comprennent la vitesse du moteur N, la charge Tind,setpt et/ou la température du moteur (ϑeng).
  4. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que le régulateur de couple utilisé est un régulateur PI qui est caractérisé par les paramètres de régulateur Kp et Ki.
  5. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce que le régulateur de couple utilisé est un régulateur I qui est caractérisé par les paramètres de régulateur Ki.
  6. Procédé selon la revendication 4 ou 5, caractérisé en ce que seule la variable d'intégrateur est ordonnancée.
  7. Procédé selon la revendication 4, 5 ou 6, caractérisé en ce qu'au moins l'un des paramètres de régulateur Kp et/ou Ki est ordonnancé.
  8. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que ladite conversion du couple de consigne Tind,setpt en durée d'impulsion d'injection (tpulse) est une conversion en deux étapes.
  9. Procédé selon la revendication 8, caractérisé en ce que dans la première étape de ladite conversion en deux étapes, ledit couple de consigne Tind,setpt est converti en une quantité de carburant (wf) et, dans la deuxième étape, ladite quantité de carburant (wf) est convertie en ladite durée d'impulsion d'injection (tpulse).
  10. Procédé selon l'une quelconque des revendications 1 à 7, caractérisé en ce que ladite conversion du couple de consigne Tind,setpt en durée d'impulsion d'injection (tpulse) est une conversion en une étape.
  11. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce qu'au moins un tableau de conversion dudit régulateur est ordonnancé d'une manière similaire à l'au moins un tableau de conversion utilisé pour la conversion dans le chemin à action directe, c'est-à-dire en utilisant les mêmes variables d'ordonnancement.
  12. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que ledit au moins un tableau de conversion dudit régulateur est stocké dans une unité de mémoire permanente.
  13. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour réguler le couple pendant un mode spécifique du moteur, ledit mode du moteur est utilisé comme variable d'ordonnancement supplémentaire pour ledit au moins un tableau de conversion.
  14. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour réguler le couple pendant un mode spécifique du moteur, un ensemble spécifique d'au moins un tableau de conversion affecté audit mode du moteur est utilisé.
  15. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour réguler le couple pendant une transition entre différents modes du moteur, ladite transition spécifique est utilisée comme variable d'ordonnancement supplémentaire pour ledit au moins un tableau de conversion.
  16. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour réguler le couple pendant une transition entre différents modes du moteur, un ensemble spécifique d'au moins un tableau de conversion affecté auxdites transitions spécifiques est utilisé.
  17. Procédé selon l'une quelconque des revendications précédentes, caractérisé en ce que pour réguler le couple pendant une transition entre différents modes du moteur, ladite variable manipulée, c'est-à-dire la correction de la variable manipulée, est trouvée par interpolation en utilisant les tableaux de conversion desdits différents modes du moteur.
  18. Procédé selon l'une quelconque des revendications 14 à 17, caractérisé en ce que pour réguler le couple pendant une transition entre différents modes du moteur ou pendant un mode spécifique du moteur, ledit au moins un tableau de conversion est ordonnancé sur des variables, c'est-à-dire des paramètres, qui décrivent ladite transition ou ledit mode spécifique du moteur.
  19. Procédé selon la revendication 18, caractérisé en ce que lesdites variables utilisées pour ordonnancer ledit au moins un tableau de conversion changent plus lentement pendant les transitions du mode du moteur que la variable manipulée, c'est-à-dire la correction de la variable manipulée.
  20. Procédé selon l'une quelconque des revendications 15 à 19, caractérisé en ce que pendant la transition vers et/ou depuis la régénération du filtre à particules diesel, la pression du collecteur d'admission de mode pi et la masse de carburant supplémentaire wf,post injecté pendant au moins une post-injection sont utilisées comme variables d'ordonnancement, c'est-à-dire pour ordonnancer ledit au moins un tableau de conversion.
  21. Procédé selon l'une quelconque des revendications 15 à 19, caractérisé en ce que pendant la transition du fonctionnement normal appauvri au fonctionnement riche pour purger un LNT et/ou inversement, ledit au moins un tableau de conversion est ordonnancé sur le niveau d'EGR ou le débit massique d'air, la pression du collecteur d'admission pi et/ou la quantité de carburant de post-injection wf,post.
  22. Procédé selon l'une quelconque des revendications 15 à 19, caractérisé en ce que pendant la transition vers et/ou depuis le mode HCCI, ledit au moins un tableau de conversion est ordonnancé sur le niveau d'EGR et la température de l'air d'admission ti.
EP20050102982 2005-04-15 2005-04-15 Méthode de contrôle du couple indiqué pour moteurs à combustion interne Active EP1712766B1 (fr)

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DE200560024517 DE602005024517D1 (de) 2005-04-15 2005-04-15 Verfahren zur Ansteuerung des indizierten Drehmomentes für Brennkraftmaschinen
EP20050102982 EP1712766B1 (fr) 2005-04-15 2005-04-15 Méthode de contrôle du couple indiqué pour moteurs à combustion interne

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FR3119423A1 (fr) * 2021-02-03 2022-08-05 Renault S.A.S Procédé d’interpolation linéaire de la valeur de consignes de paramètres de combustion d’un moteur

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WO2015065593A1 (fr) 2013-11-01 2015-05-07 Cummins Inc. Systèmes de commande de moteur et procédés pour obtenir une valeur de couple
CN114352420B (zh) * 2022-01-24 2023-03-21 一汽解放汽车有限公司 一种非均匀做功发动机的扭矩控制方法及扭矩控制系统
CN114526165A (zh) * 2022-01-26 2022-05-24 合肥氢聚科技有限公司 一种氨气-天然气双燃料发动机的扭矩标定方法
CN115324758B (zh) * 2022-08-16 2024-02-13 中联重科股份有限公司 一种挖掘机功率控制方法
CN117846799B (zh) * 2024-01-15 2024-06-07 北京电子科技职业学院 一种基于实时校准的发动机扭矩控制方法与系统

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FR3119423A1 (fr) * 2021-02-03 2022-08-05 Renault S.A.S Procédé d’interpolation linéaire de la valeur de consignes de paramètres de combustion d’un moteur
EP4039960A1 (fr) * 2021-02-03 2022-08-10 Renault s.a.s Procédé d'interpolation linéaire de la valeur de consignes de paramètres de combustion d'un moteur

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