EP1729001B1 - Verfahren zur Abschätzung mit einem nichtlinearen adaptiven Filter des Luft/Kraftstoffverhältnisses in einem Zylinder einer Brennkraftmaschine - Google Patents

Verfahren zur Abschätzung mit einem nichtlinearen adaptiven Filter des Luft/Kraftstoffverhältnisses in einem Zylinder einer Brennkraftmaschine Download PDF

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Publication number
EP1729001B1
EP1729001B1 EP06290558A EP06290558A EP1729001B1 EP 1729001 B1 EP1729001 B1 EP 1729001B1 EP 06290558 A EP06290558 A EP 06290558A EP 06290558 A EP06290558 A EP 06290558A EP 1729001 B1 EP1729001 B1 EP 1729001B1
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EP
European Patent Office
Prior art keywords
air
richness
cylinders
exhaust
mass
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EP06290558A
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English (en)
French (fr)
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EP1729001A1 (de
Inventor
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
    • F02D2041/143—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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • 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 wealth downstream of the collector and an adaptive nonlinear 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 may comprise at least the following three types of variables: the total mass of gas in the exhaust manifold ( M T ), the fresh air mass in the exhaust manifold ( M air ) and the riches in each cylinder ( ⁇ i ).
  • This mode can then comprise at least the two following types of output data: the total mass of gas in the exhaust manifold ( M T ) and the mass flow rates leaving said cylinders ( d i ).
  • 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 parameters of the function f are optimized by correlation with the mapping 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 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 .
  • the physical model (5) is non-linear, and it is impossible to solve such a system in real time. It is therefore necessary to use an estimator, rather than seeking to directly calculate the unknowns of the system.
  • the choice of the estimator according to the invention is based on the fact that the structure of the system is linear as a function of the wealth in the cylinders ⁇ i (the air mass variation is linear as a function of ⁇ i ).
  • a particularly suitable technique is to use an adaptive filter.
  • the method according to the invention proposes to construct an estimator based on an adaptive filter. This estimator ultimately allows an estimation of the cylinder to cylinder richness from the measurement of wealth by the sensor located behind the turbine.
  • the principle of the estimator is to converge the physical model (5), and consequently the riches ⁇ i towards reality.
  • the model (5) outputs M T and M Air , and we also have input parameters Y.
  • the estimator therefore compares the output values of the RTM model with the input values, then make the appropriate corrections.
  • L 1 , L 2 , L ⁇ are adjustment parameters, making it possible to control the speed of convergence of the solution to the three unknowns. These are strictly positive real parameters. These parameters are set manually to obtain a good compromise between the speed of convergence and the low sensitivity to measurement noise.
  • the estimator thus constructed makes it possible to correct in real time M T , M air and ⁇ , from a first value of M T provided by the RTM model and from the measurement of richness made by the probe.
  • the system (8) is numerically solved in real time, the calculator using an explicit Euler discretization, 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 AMESIM data by a function of time (T) and above the results of the estimator ( ⁇ i) in function of time (T).
  • the four curves correspond to each of the four cylinders.
  • the performance of the estimator based on the adaptive 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 and 4B illustrate the cylinder-to-cylinder richness estimate by the estimator previously described at 1500rpm average load. These figures show up the wealth of references ⁇ i ref versus time (T) and below the results of the estimator ( ⁇ i) in 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 made 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)
  • Exhaust Silencers (AREA)
  • Testing Of Engines (AREA)

Claims (7)

  1. Verfahren zur Abschätzung des Kraftstoffverhältnisses in jedem der Zylinder einer Brennkraftmaschine, umfassend einen Abgaskreislauf, der mindestens Zylinder umfasst, die mit einem Sammler und einem Messfühler für das Kraftstoffverhältnis stromabwärts des Sammlers (λ) verbunden sind, dadurch gekennzeichnet, dass es die folgenden Schritte umfasst:
    - von dem Gasdurchlauf in dem Abgaskreislauf bis zum Messfühler wird ein physikalisches Modell in Echtzeit erstellt, umfassend:
    - ein physikalisches Modell des Abgassammlers;
    - ein physikalisches Modell des eine Turbine durchlaufenden Durchsatzes;
    - ein Modell der Verzögerungszeit des Abgases bis zum Messfühler;
    - es wird eine Abschätzung des Kraftstoffverhältnisses (λ) definiert, welches von dem Messfühler gemessen wurde, ausgehend von mindestens einer Variablen des Modells;
    - das Modell wird mit einem nichtlinearen adaptiven Schätzer gekoppelt, in dem die Abschätzung der Messung des gemessenen Kraftstoffverhältnisses berücksichtigt wird;
    - es erfolgt eine Abschätzung in Echtzeit des Wertes des Kraftstoffverhältnisses in jedem der Zylinder, ausgehend von dem nichtlinearen adaptiven Schätzer.
  2. Verfahren nach Anspruch 1, bei dem eine Verzögerungszeit ausgewertet wird, die durch die Durchlaufzeit des Gases und durch die Reaktionszeit des Messfühlers begründet ist, indem in einem gegebenen Zylinder ein Störungstest durchgeführt und seine Wirkung auf den Messfühler gemessen wird.
  3. Verfahren nach einem der vorhergehenden Ansprüche, bei dem das physikalische Modell mindestens die drei folgenden Variablenarten umfasst: die Gesamtgasmasse in dem Abgassammler (MT ), die Frischluftmasse in dem Abgassammler (Mair ) und die Kraftstoffverhältnisse in jedem der Zylinder (λ i ).
  4. Verfahren nach einem der vorhergehenden Ansprüche, bei dem das physikalische Modell mindestens die beiden folgenden Datenausgabearten umfasst: die Gesamtgasmasse in dem Abgassammler (My ) und die aus den Zylindern austretenden Massedurchsätze (di ).
  5. Verfahren nach einem der vorhergehenden Ansprüche, bei dem das gemessene Kraftstoffverhältnis (λ) in Abhängigkeit von der Gesamtgasmasse in dem Abgassammler (MT ) und der Frischluftmasse in dem Abgassammler (Mair ) abgeschätzt wird.
  6. Verfahren nach einem der vorhergehenden Ansprüche, bei dem die Abschätzung des Werts des Kraftstoffverhältnisses in jedem der Zylinder eine Korrektur in Echtzeit der Abschätzung der Gesamtgasmasse in dem Abgassammler (MT ), der Abschätzung der Frischluftmasse in dem Abgassammler (Mair ) und der Abschätzung des Werts des Kraftstoffverhältnisses in jedem der Zylinder (λ l ) umfasst.
  7. Anwendung des Verfahrens nach einem der vorhergehenden Ansprüche auf eine Motorsteuerung zum Anpassen der in jeden der Zylinder eingespritzten Kraftstoffmassen, um das Kraftstoffverhältnis in jedem der Zylinder zu regulieren.
EP06290558A 2005-05-30 2006-04-03 Verfahren zur Abschätzung mit einem nichtlinearen adaptiven Filter des Luft/Kraftstoffverhältnisses in einem Zylinder einer Brennkraftmaschine Ceased EP1729001B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0505442A FR2886345B1 (fr) 2005-05-30 2005-05-30 Methode d'estimation par un filtre non-lineaire adaptatif de la richesse dans un cylindre d'un moteur a combustion

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EP1729001A1 EP1729001A1 (de) 2006-12-06
EP1729001B1 true EP1729001B1 (de) 2008-03-26

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US (1) US7483782B2 (de)
EP (1) EP1729001B1 (de)
JP (1) JP4964503B2 (de)
DE (1) DE602006000790T2 (de)
FR (1) FR2886345B1 (de)

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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
US7015725B1 (en) * 2004-12-06 2006-03-21 Faraday Technology Corp. Delay-locked loop device capable of anti-false-locking
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

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FR2886345B1 (fr) 2010-08-27
DE602006000790D1 (de) 2008-05-08
DE602006000790T2 (de) 2008-07-10
JP4964503B2 (ja) 2012-07-04
JP2006336644A (ja) 2006-12-14
US20060271271A1 (en) 2006-11-30
US7483782B2 (en) 2009-01-27
FR2886345A1 (fr) 2006-12-01
EP1729001A1 (de) 2006-12-06

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