EP1729000B1 - Auf einem erweiterten Kalmanfilter basiertes Verfahren zur Abschätzung des Kraftstoff/Luft-Verhältnisses in einem Zylinder eines Verbrennungsmotors - Google Patents

Auf einem erweiterten Kalmanfilter basiertes Verfahren zur Abschätzung des Kraftstoff/Luft-Verhältnisses in einem Zylinder eines Verbrennungsmotors Download PDF

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Publication number
EP1729000B1
EP1729000B1 EP06290557A EP06290557A EP1729000B1 EP 1729000 B1 EP1729000 B1 EP 1729000B1 EP 06290557 A EP06290557 A EP 06290557A EP 06290557 A EP06290557 A EP 06290557A EP 1729000 B1 EP1729000 B1 EP 1729000B1
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Prior art keywords
richness
cylinders
air
exhaust
mass
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Expired - Fee Related
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EP06290557A
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English (en)
French (fr)
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EP1729000A1 (de
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Jonathan Chauvin
Philippe Moulin
Gilles Corde
Nicolas Petit
Pierre Rouchon
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • F02D41/1458—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 determination means using an estimation
    • 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
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • 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
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1417—Kalman 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
    • F02D41/02—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
    • F02D2041/143—Controller structures or design the control loop including a non-linear model or compensator
    • 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
    • F02D2041/1431—Controller structures or design the system including an input-output delay
    • 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
    • F02D41/1408—Dithering techniques
    • 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

Definitions

  • the present invention relates to a method for estimating the fuel richness of each cylinder of an internal combustion engine injection, from a measurement of the richness downstream of the collector and an extended Kalman filter.
  • the knowledge of wealth characterized by the ratio of the mass of fuel on the air mass, is important for all vehicles, whether they are petrol engines because it conditions a good combustion of the mixture when it is close of 1, or for vehicles with diesel engines for which the interest of the knowledge of the wealth is different since they work with poor mixture (wealth lower than 1).
  • catalysts using a NOx trap lose their effectiveness over time. In order to return to optimum efficiency, the richness must be kept close to 1 for a few seconds, then return to normal operation at a lean mixture. Depollution by DeNOx catalysis therefore requires precise control of the cylinder-by-cylinder richness.
  • a probe placed at the outlet of the turbine (turbocharged engine) and upstream of the NOx trap, gives a measure of the average richness by the exhaust process. This measurement, being very filtered and noisy, is used for the control of the masses injected into the cylinders during the phases of richness equal to 1, each cylinder then receiving the same mass of fuel.
  • An engine control can thus, from the reconstructed wealth, adapt the fuel masses injected into each of the cylinders so that the wealth is balanced in all the cylinders.
  • the object of the present invention is to model the exhaust process more finely so as, on the one hand, to dispense with the identification step, and on the other hand to bring more robustness to the wealth estimation model. , and this for all operating points of the engine.
  • the invention also makes it possible to perform a measurement every 6 ° of rotation of the crankshaft and thus to have a high frequency information of the measurement of richness, without falling into the measurement noise.
  • the physical model can comprise at least the following four variables: the total mass of gas in the exhaust manifold ( M T ), the fresh air mass in the exhaust manifold (M air ) the wealth measured by said sensor ( ⁇ ) and the wealth in each of the cylinders ( ⁇ i ).
  • This mode can then comprise at least the two following output data: the total mass of gas in the exhaust manifold ( M T ) and mass flow rates out of said cylinders (d;).
  • the measured richness ( ⁇ ) can be estimated as a function of the total mass of gas in the exhaust manifold ( M T ) and the fresh air mass in the exhaust manifold ( M air ).
  • the estimation of the value of the richness in each of the cylinders may then comprise a real-time correction of the estimate of the total mass of gas in the exhaust manifold ( M T ), the estimation of the mass of the fresh air in the exhaust manifold ( M air ) and estimating the value of the richness in each of the cylinders ( ⁇ i ).
  • the method can be applied to an engine control to adapt the fuel masses injected into each of the cylinders to adjust the richness in all the cylinders.
  • the composition of the exhaust gas depends on the amount of fuel and air introduced into the combustion chamber, the fuel composition and the development of the combustion.
  • the richness probe measures the concentration of O 2 inside a diffusion chamber, connected to the exhaust pipe by a diffusion barrier made of porous materials. This configuration may induce differences depending on the location of the chosen probe, in particular because of temperature variations and / or pressures in the vicinity of the richness probe.
  • the measured wealth ( ⁇ ) is connected to the mass of air (or to the air flow) around the probe and to the total mass ( or at the total rate).
  • the model is based on a three-gas approach: air, fuel and flue gas.
  • the lean mixture richness formula is used in the estimator, at the level of integration of richness in equation (7), neglecting a very small portion of the air ( ⁇ 3%).
  • the invention is not limited to this mode, in fact, the formula is continuous in the vicinity of a richness equal to 1, and its inversion does not pose a problem for rich mixtures.
  • AMESim is a 0D modeling software, particularly well suited to thermal and hydraulic phenomena. It allows to model volumes, behaviors or restrictions.
  • the basic tubing, restriction and volume modeling blocks are described in the AMESim "Thermal Pneumatic Library" user manual. Standard equations are used to calculate a flow through a restriction and energy and mass conservations. In addition, the model takes into account gas inertia, which is important for studying the dynamics of gas composition.
  • a unique real-time physical model is defined for modeling the overall system, that is to say the entire path of the exhaust gases, from the cylinders to the downstream exhaust from the turbine, through the collector.
  • the exhaust manifold is modeled according to a volume in which there is conservation of the mass. It is assumed that the temperature is substantially constant, and determined from an abacus function of the load and the engine speed.
  • Model to determine the flow passing through the turbine model of the turbine
  • the turbine is modeled according to a flow passing through a flow restriction.
  • the flow rate in the turbine is generally given by mapping (abacus) as a function of the turbine speed and the upstream / downstream pressure ratio of the turbine.
  • the first equation contains an unknown: M T.
  • the second contains two: M air and ⁇ i . This leads to the additional assumptions described below.
  • the measured richness at the sensor is calculated from the richness in the cylinders, the air flow at the cylinder output and the total gas flow rate.
  • This structure is hardly used in a Kalman filter, because it is necessary to estimate the entries of the model.
  • the model is therefore completed by the addition of entries, M T and ⁇ (Mohinder S. Grewal: "Kalman Filtering Theory and Practice” Prentice Hall 1993).
  • the response dynamics of the richness sensor are taken into account, and the transfer function of the measurement probe (of the "UEGO" probe type) is modeled according to a first-order filter.
  • the real-time physical model RTM can be put in the following matrix form from equations (3), (5) and (6):
  • p M T ⁇ i 1 not cyl 1 - ⁇ i . d i ⁇ - M air .
  • the unknowns of the physical model are ultimately M T , M air , ⁇ and ⁇ i .
  • the output data of the physical model is M T and d i .
  • a process (x) is governed by a nonlinear stochastic equation ( f ).
  • a measure ( y ) is given by a nonlinear observation equation h .
  • h h x k ⁇ v k
  • the random variables w k and v k respectively represent the model noises and the measurement noises.
  • the different elements are initialized thanks to the values obtained in simulation with AmeSim.
  • the index of the time step k has not been indicated, even if these matrices are actually different at each step.
  • the richness is measured, the total gas mass is the result of the calculation of the model (7) in parallel with the Kalman filter.
  • This estimator based on a Kalman filter allows, ultimately, an estimation of the cylinder to cylinder richness from the measurement of wealth by the sensor located behind the turbine.
  • the estimator thus constructed, makes it possible to correct in real time M T , M air , ⁇ i and ⁇ , from a first value of M T provided by the RTM model (7) and from the measurement of wealth performed. by the probe.
  • the Kalman filter is solved numerically in real time, the calculator using explicit Euler discretization, which is well known to those skilled in the art.
  • the 4 cylinders are successively unbalanced by introducing 80 ⁇ s of injection into the cylinder, and the cylinder 1 and 4 are unbalanced in the same way.
  • the Figures 2A and 2B show below the wealth of references ⁇ i ref given by AmeSim as a function of time (T) and at the top the results of the estimator ( ⁇ i ) as a function of time (T).
  • the four curves correspond to each of the four cylinders.
  • the performance of the estimator based on the Kalman filter is very good. However, there is a slight difference in phase, due to the inertia of the gas which is not taken into account in the present model. It is therefore proposed to complete the model and the estimator by an estimator of the exhaust delay time.
  • the estimator implemented as described above does not allow the estimation method to take into account the delay time between the cylinder exhaust and the signal acquired by the probe.
  • the delay time comes from several sources: transport time in the pipes and through the volumes, dead time of the measuring probe.
  • the penalty is given by ⁇ . If there is a positive variation in the estimated wealth value for cylinder 2, then the delay time between the estimator and the measurements is positive. If there is a variation on cylinder 3, the delay is negative and the penalty is negative. A variation of the cylinder 4 can be considered as a consequence of a positive or negative delay.
  • the delay D applied to the output variables of the RTM model is an additive delay, it is computed by least squares by minimizing J k .
  • the criterion J k is controlled to zero by a PI (Proportional Integral) controller on the delay of the estimator.
  • PI Proportional Integral
  • FIGS 4A to 4F illustrate the estimation of the cylinder-to-cylinder richness by the estimator described above on two points of operation 2000tr / min high load, 9 bar, ( Figures 4A to 4C ) and 2500 rpm low load, 3 bar, ( Figures 4D to 4F ).
  • These figures show up the wealth of references ⁇ i ref as a function of time (T) and at the bottom the results of the estimator ( ⁇ i ) as a function of time (T).
  • the four curves correspond to each of the four cylinders.
  • the present invention relates to an estimation method comprising the construction of an estimator, making it possible, from the measurement of the richness of the probe ( ⁇ ) and the total mass of gas information inside the collector ( M T ), to estimate the wealth at the output of the four cylinders ( ⁇ i ).
  • the estimator thus produced is efficient, and above all does not require any additional adjustment in the case of change of the operating point. No identification phase is necessary, only a measurement and model noise adjustment must be carried out, once and only once.
  • a delay time controller is put in parallel with the estimator, making it possible to reset the delay time following a step of injection time on a cylinder. This allows optimal calibration of the estimator, for example before a rich phase equal to 1.
  • the invention also makes it possible to perform a measurement every 6 ° of rotation of the crankshaft and thus to have a high frequency information of the measurement of richness, without falling into the measurement noise.
  • the high frequency representation makes it possible to take into account the pulsating effect of the system.
  • the modeled system is periodic and makes it possible to obtain an estimator with a better dynamics: one anticipates the pulsation of the escapement.
  • the invention makes it possible to reduce the calculation time by a factor of about 80 compared to the previous methods.

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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)

Claims (8)

  1. Verfahren zur Schätzung des Kraftstoff/Luft-Verhältnisses in jedem der Zylinder eines Verbrennungsmotors, umfassend eine Abgasleitung, umfassend mindestens Zylinder, die mit einem Krümmer und einem Sensor zur Messung des Kraftstoff/Luft-Verhältnisses (λ) vor dem Krümmer verbunden sind, dadurch gekennzeichnet, dass es die folgenden Schritte umfasst:
    - es wird eine Schätzung des vom Sensor gemessenen Kraftstoff/Luft-Verhältnisses (λ) ausgehend von mindestens einer Variablen des Modells definiert;
    - es wird eine Modellierung der Transferfunktion dieses Sensors durchgeführt, wobei die Schätzung der Messung des gemessenen Kraftstoff/Luft-Verhältnisses berücksichtigt wird;
    - es wird ein physikalisches Echtzeitmodell des Gasdurchlaufs in dieser Abgasleitung bis zum Sensor erzeugt, in welchem die Modellierung der Transferfunktion berücksichtigt wird, und das umfasst:
    - ein physikalisches Modell des Gasausstoßes in jedem dieser Zylinder;
    - ein physikalisches Modell einer Abgasmasse in diesem Auspuffkrümmer;
    - ein physikalisches Modell des Durchsatzes, der eine Turbine durchläuft;
    - ein Modell der Verzögerungszeit vom Auslass bis zum Sensor;
    - dieses Modell wird mit einem nichtlinearen erweiterten Kalman-Filter gekoppelt;
    - es wird eine Echtzeitschätzung des Werts des Kraftstoff/Luft-Verhältnisses in jedem der Zylinder ausgehend vom nichtlinearen erweiterten Kalman-Filter durchgeführt.
  2. Verfahren nach Anspruch 1, wobei die Modellierung der Transferfunktion mit einem Filter erster Ordnung durchgeführt wird.
  3. Verfahren nach einem der vorherigen Ansprüche, wobei eine Verzögerungszeit, die auf die Durchlaufzeit der Gase und die Ansprechzeit des Sensors zurückzuführen ist, geschätzt wird, indem eine Teststörung in einem bestimmten Zylinder erzeugt wird und ihr Einfluss auf den Sensor gemessen wird.
  4. Verfahren nach einem der vorherigen Ansprüche, wobei das physikalische Modell mindestens die folgenden vier Arten von Variablen aufweist: Die Gesamtgasmasse im Auspuffkrümmer (Mr), die Frischluftmasse im Auspuffkrümmer (Mair), das Kraftstoff/Luft-Verhältnis (λ), das vom Sensor gemessen wurde, und die Kraftstoff/Luft-Verhältnisse (λi) in jedem der Zylinder.
  5. Verfahren nach einem der vorherigen Ansprüche, wobei das physikalische Modell mindestens die folgenden zwei Arten von Ausgangsdaten aufweist: Die Gesamtgasmasse im Auspuffkrümmer (Mr) und die aus den Zylindern austretenden Massenströme (di).
  6. Verfahren nach einem der vorherigen Ansprüche, wobei das gemessene Kraftstoff/Luft-Verhältnis (λ) von der Gesamtgasmasse im Auspuffkrümmer (Mr) und der Frischluftmasse im Auspuffkrümmer (Mair) abhängig geschätzt wird.
  7. Verfahren nach einem der vorherigen Ansprüche, wobei die Schätzung des Werts des Kraftstoff/Luft-Verhältnisses in jedem der Zylinder eine Echtzeitkorrektur der Schätzung der Gesamtgasmasse im Auspuffkrümmer (Mr), der Schätzung der Frischluftmasse im Auspuffkrümmer (Mair) und der Schätzung des Werts des Kraftstoff/Luft-Verhältnisses (λi) in jedem der Zylinder umfasst.
  8. Anwendung des Verfahrens nach einem der vorherigen Ansprüche auf eine Motorsteuerung zur Anpassung der Kraftstoffmassen, die in jeden der Zylinder eingespritzt werden, um das Kraftstoff/Luft-Verhältnis in allen Zylindern zu regeln.
EP06290557A 2005-05-30 2006-04-03 Auf einem erweiterten Kalmanfilter basiertes Verfahren zur Abschätzung des Kraftstoff/Luft-Verhältnisses in einem Zylinder eines Verbrennungsmotors Expired - Fee Related EP1729000B1 (de)

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FR0505443A FR2886346B1 (fr) 2005-05-30 2005-05-30 Methode d'estimation par un filtre de kalman etendu de la richesse dans un cylindre d'un moteur a combustion

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EP1729000B1 true EP1729000B1 (de) 2008-07-02

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US (1) US7581535B2 (de)
EP (1) EP1729000B1 (de)
JP (1) JP4703488B2 (de)
DE (1) DE602006001609D1 (de)
FR (1) FR2886346B1 (de)

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JP3361316B2 (ja) * 2000-08-24 2003-01-07 本田技研工業株式会社 内燃機関の気筒別空燃比推定装置および制御装置
FR2834314B1 (fr) 2001-12-31 2005-01-07 Peugeot Citroen Automobiles Sa Procede d'estimation de la richesse en carburant d'un melange combustible consomme par un moteur a injection, utilisable quel que soit le regime moteur
US6882929B2 (en) * 2002-05-15 2005-04-19 Caterpillar Inc NOx emission-control system using a virtual sensor
JP4357863B2 (ja) * 2003-04-14 2009-11-04 株式会社デンソー 多気筒内燃機関の気筒別空燃比算出装置
JP4314573B2 (ja) * 2003-07-30 2009-08-19 株式会社デンソー 多気筒内燃機関の気筒別空燃比算出装置
FR2867232B1 (fr) * 2004-03-05 2006-05-05 Inst Francais Du Petrole Methode d'estimation de la richesse en carburant dans un cylindre d'un moteur a combustion
JP4420288B2 (ja) * 2005-04-25 2010-02-24 株式会社デンソー 内燃機関の気筒別空燃比制御装置
FR2886346B1 (fr) * 2005-05-30 2010-08-27 Inst Francais Du Petrole Methode d'estimation par un filtre de kalman etendu de la richesse dans un cylindre d'un moteur a combustion
FR2886345B1 (fr) * 2005-05-30 2010-08-27 Inst Francais Du Petrole Methode d'estimation par un filtre non-lineaire adaptatif de la richesse dans un cylindre d'un moteur a combustion

Also Published As

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FR2886346A1 (fr) 2006-12-01
EP1729000A1 (de) 2006-12-06
US7581535B2 (en) 2009-09-01
FR2886346B1 (fr) 2010-08-27
JP4703488B2 (ja) 2011-06-15
DE602006001609D1 (de) 2008-08-14
JP2006336645A (ja) 2006-12-14
US20060271270A1 (en) 2006-11-30

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