EP1766210A1 - Procede de commande d'un moteur a combustion interne - Google Patents

Procede de commande d'un moteur a combustion interne

Info

Publication number
EP1766210A1
EP1766210A1 EP05754547A EP05754547A EP1766210A1 EP 1766210 A1 EP1766210 A1 EP 1766210A1 EP 05754547 A EP05754547 A EP 05754547A EP 05754547 A EP05754547 A EP 05754547A EP 1766210 A1 EP1766210 A1 EP 1766210A1
Authority
EP
European Patent Office
Prior art keywords
temperature
value
predicted
control
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05754547A
Other languages
German (de)
English (en)
Inventor
Gerhard Haft
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1766210A1 publication Critical patent/EP1766210A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • 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
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • F02D2200/0804—Estimation of the temperature of the exhaust gas treatment apparatus
    • 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
    • F02D41/1446—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 exhaust temperatures

Definitions

  • the present invention relates to a method for Steue ⁇ tion of an internal combustion engine with an engine control that ein ⁇ provides the exhaust gas temperature on the air / fuel mixture and has a temperature model.
  • catalysts are used in the exhaust gas tract for purifying the exhaust gases in order to comply with emission regulations.
  • a temperature model is used in the engine control, which calculates the exhaust gas and / or catalyst temperature.
  • cooling measures to protect the catalyst are initiated if the temperature is too high.
  • Such cooling measures consist of a change in the air / fuel ratio in the direction of a fuel overflow, so-called enrichment of the mixture.
  • the enrichment is taken over by a regulator, at the input of which the difference between simulated and maximum permissible catalyst temperature is applied. In this approach, the problem arises that the real catalyst temperature only reacts to the enrichment with a considerable delay.
  • the controller therefore has a long controlled system.
  • the temperature model in the engine control system takes into account this long control path and simulates the delayed behavior of the catalytic converter. Depending on the selected control parameters, this leads either to a vibration state of the regulator or to an overshooting of the catalyst temperature during the first activation of the regulator.
  • the invention has for its object to provide a reliable method for controlling an internal combustion engine, which provides effective component protection in a short time without much computational effort for the engine control.
  • the inventive method relates to the control of an internal combustion engine with a motor control.
  • the engine control adjusts the exhaust gas temperature via the air / fuel mixture and has a temperature model which preferably calculates the temperature for a component to be protected in the exhaust gas tract.
  • a component may be, for example, the catalyst arranged in the exhaust tract and / or the turbine of an exhaust gas turbocharger.
  • the temperature model determines a predicted temperature for the component arranged in the exhaust tract.
  • the predicted temperature is the temperature that sets itself after a longer time while maintaining the current operating and Fahrbe ⁇ .
  • a predicted component temperature requires a longer time until the predicted temperature is reached than a predicted exhaust gas temperature. Nevertheless, for example, during cold start, the actual value and the predicted value for the exhaust gas temperature differ from each other.
  • the predicted component temperature or the predicted exhaust-gas temperature or both temperatures is / are always designated with the predicted temperature.
  • the temperature model of the engine control system according to the invention thus also calculates, alternatively or in addition to the current temperature, the temperature which will occur in continuous operation.
  • the engine control regulates the component protection according to the invention, the exhaust gas temperature depending on the predicted temperature.
  • One or more other sizes can still be used in the control.
  • the problem of the long controlled system, as occurs in the prior art is effectively avoided by using the predicted temperature. Also, the inaccuracy occurring in the inversion of the temperature model is avoided according to the invention, as well as the neglect of certain dependencies such as, for example, the exothermicity.
  • the control takes place as a function of the predicted temperature and a maximum permissible temperature value.
  • the currently occurring predicted temperature value is always determined and applied to the controller as an input variable.
  • an integral controller is provided as the controller, in which the manipulated variable results as the sum of the actual value and a weighted difference between the predicted temperature and the maximum permissible temperature value.
  • the component to be protected is deposited on the catalyst.
  • the predicted temperature is the catalyst temperature.
  • the temperature control according to the method of the invention starts when the current actual value of the component temperature exceeds a predetermined threshold value. The predetermined threshold value is smaller than the maximum permissible temperature value.
  • the value for the predicted temperature is recalculated at predetermined time intervals during the control process.
  • the regulation of the temperature takes place at a maximum permissible temperature value.
  • FIG. 1 shows the behavior of an I controller for the catalyst protection using a predicted catalyst temperature
  • Fig. 2 shows the behavior of two differently set I-controller for the catalyst protection using the current catalyst temperature.
  • FIG. 1 shows a plurality of variables which are decisive for the method according to the invention over a common time axis t.
  • the temperature model calculates the predicted temperature 12 for the increased value of the air mass flow 10, which will be set for the catalyst in continuous operation at the increased air mass flow.
  • the current catalytic converter temperature 14 subsequently increases in response to the load jump in Ti and reaches a switch-on threshold 16 for the catalyst protection function at time T2.
  • the I-controller is used to control the exhaust gas temperature by enriching the air / fuel mixture.
  • the signals of the I-controller are marked 18 in FIG.
  • Input variables to the controller is the predicted catalyst temperature 12 and a maximum permissible temperature value 28 for the catalyst.
  • the controlled variable 18 has already fallen since the predicted temperature value 12 has continued to approach the target variable, the maximum permissible temperature value 28.
  • the actual value 14 also approaches the temperature value 28.
  • FIG. 2 shows the temperature profile 26 arising on the catalyst due to the control intervention.
  • the temperature 26 approaches the marked temperature value for the permissible maximum catalyst temperature without excessive overshooting.
  • the temperature curve 30 shown in FIG. 1 which would have resulted without a control intervention. In this case, as expected, the approaching
  • FIG. 2 shows, by way of example, the course of the catalyst temperature, as it results when two different I controllers are used, using the current catalyst temperature.
  • a load jump takes place, which is represented by the suddenly rising air mass flow 32.
  • the current actual temperature 34 of the catalytic converter rises to Ti and cuts at time T2 the predetermined switch-on threshold 36 for the catalyst protection function.
  • an I controller is used, which performs enrichment of the air / fuel mixture depending on the current actual temperature 34 of the catalytic converter and a predetermined desired value 38.
  • the temperature curve 40 oscillating about the setpoint value 38 with the associated control variables 42 of the controller is produced when a fast-reacting I-damper is selected.
  • vibrating controller states 40 may occur in which the maximum permissible value for the catalyst temperature 38 is repeatedly exceeded. If a slow-reacting I controller is used, the temperature profile marked 44 and the associated control variable 46 appear. The temperature profile 44 shows a clear overshoot, which requires a longer time until decay. For comparison, the unregulated temperature profile is indicated at 48.
  • a preferred embodiment has been described above for the component protection of a catalyst.
  • Other components in the exhaust system can also be effectively protected by using the predicted temperature.
  • the exhaust gas temperature is turned off in front of the turbine.

Landscapes

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

Abstract

L'invention concerne un procédé de commande d'un moteur à combustion interne pourvu d'une commande de moteur qui règle la température des gaz d'échappement en influant sur le mélange air-carburant et qui possède un modèle de température définissant, pour un composant placé dans le circuit d'échappement des gaz, une température prédéterminée qui s'établit lors du maintien des conditions de fonctionnement et de roulement après une longue période, cette commande de moteur régulant la température des gaz d'échappement en fonction de la température prédéterminée pour protéger ledit composant.
EP05754547A 2004-07-09 2005-06-27 Procede de commande d'un moteur a combustion interne Withdrawn EP1766210A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004033394A DE102004033394B3 (de) 2004-07-09 2004-07-09 Verfahren zur Steuerung einer Brennkraftmaschine
PCT/EP2005/053007 WO2006005678A1 (fr) 2004-07-09 2005-06-27 Procede de commande d'un moteur a combustion interne

Publications (1)

Publication Number Publication Date
EP1766210A1 true EP1766210A1 (fr) 2007-03-28

Family

ID=34971474

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05754547A Withdrawn EP1766210A1 (fr) 2004-07-09 2005-06-27 Procede de commande d'un moteur a combustion interne

Country Status (6)

Country Link
US (1) US7726117B2 (fr)
EP (1) EP1766210A1 (fr)
JP (1) JP2008506062A (fr)
KR (1) KR20070029826A (fr)
DE (1) DE102004033394B3 (fr)
WO (1) WO2006005678A1 (fr)

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DE102006007417B4 (de) * 2006-02-17 2012-08-09 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006009241A1 (de) * 2006-02-28 2007-09-06 Siemens Ag Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
FR2912183A1 (fr) * 2007-02-05 2008-08-08 Peugeot Citroen Automobiles Sa Systeme de controle pour moteur a allumage commande de vehicule automobile comportant un module de controle de la temperature des gaz d'echappement de ce moteur
JP4818376B2 (ja) * 2009-02-12 2011-11-16 本田技研工業株式会社 触媒の温度制御装置
US8333071B2 (en) * 2009-07-31 2012-12-18 Ford Global Technologies, Llc Method and a system to control turbine inlet temperature
JP5333185B2 (ja) * 2009-12-04 2013-11-06 三菱自動車工業株式会社 エンジン制御装置
DE102010012988B4 (de) 2010-03-26 2012-02-09 Continental Automotive Gmbh Verfahren zur Diagnose eines flüssigkeitsgekühlten Abgaskrümmers einer Brennkraftmaschine
WO2011132264A1 (fr) * 2010-04-20 2011-10-27 トヨタ自動車株式会社 Dispositif de commande pour moteur à combustion interne
SE535930C2 (sv) * 2010-06-21 2013-02-26 Scania Cv Ab Förfarande och anordning för undvikande av överhettning hos en doseringsenhet vid ett SCR-system
JP6043297B2 (ja) * 2011-01-07 2016-12-14 デルファイ・インターナショナル・オペレーションズ・ルクセンブルク・エス・アー・エール・エル 排気後処理を備えた内燃機関およびその運転方法
DE102013226063A1 (de) * 2013-12-16 2015-06-18 Volkswagen Aktiengesellschaft Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
AT15462U1 (de) * 2016-09-13 2017-09-15 Ivd Prof Hohenberg Gmbh Verfahren und einrichtung zur regelung oder steuerung der thermischen bedingungen an einem prüfstand
DE102019107514A1 (de) * 2019-03-25 2020-10-01 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Verbrennungsmotors sowie Verbrennungsmotor
DE102019212824A1 (de) * 2019-08-27 2021-03-04 Robert Bosch Gmbh Verfahren zum Einstellen einer Temperatur einer Komponente eines Abgassystems
DE102022205990A1 (de) 2022-06-14 2023-12-14 Psa Automobiles Sa Verfahren zur Abgastemperaturregelung für ein verbrennungsmotorisch angetriebenes Kraftfahrzeug sowie Motorsteuerung eines Kraftfahrzeugs

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Also Published As

Publication number Publication date
US20070186541A1 (en) 2007-08-16
DE102004033394B3 (de) 2005-12-22
JP2008506062A (ja) 2008-02-28
WO2006005678A1 (fr) 2006-01-19
KR20070029826A (ko) 2007-03-14
US7726117B2 (en) 2010-06-01

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