EP1787020B1 - System zur dieselmotorlaufsteuerung für ein kraftfahrzeug - Google Patents

System zur dieselmotorlaufsteuerung für ein kraftfahrzeug Download PDF

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Publication number
EP1787020B1
EP1787020B1 EP05794878A EP05794878A EP1787020B1 EP 1787020 B1 EP1787020 B1 EP 1787020B1 EP 05794878 A EP05794878 A EP 05794878A EP 05794878 A EP05794878 A EP 05794878A EP 1787020 B1 EP1787020 B1 EP 1787020B1
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EP
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Prior art keywords
engine
control point
torque control
predetermined
mapping
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EP05794878A
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English (en)
French (fr)
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EP1787020A1 (de
Inventor
Fayçal Souidi
Vincent Souchon
Benjamin Desmarquet
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PSA Automobiles SA
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Peugeot Citroen Automobiles SA
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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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine

Definitions

  • the present invention relates to a system for controlling the operation of a motor vehicle diesel engine associated with means for supplying the cylinders with fuel and with means for recirculating the exhaust gas at its inlet.
  • the control system comprising means for controlling the supply means as a function of the rotational speed of the engine and an effective torque setpoint thereof and means for controlling the recirculation means as a function of at least the effective torque setpoint.
  • a diesel engine of a motor vehicle is associated with fuel supply means for the cylinders thereof.
  • These supply means comprise, for example, common feed ramp means delivering fuel to electronic fuel injectors in the combustion chambers of the engine cylinders.
  • a diesel engine is also associated with exhaust gas recirculation means, also known as the EGR system, which recycles a portion of the exhaust gas at the engine inlet.
  • EGR system exhaust gas recirculation means
  • These supply and recirculation means are conventionally controlled by a unit for controlling the operation of the engine, or ECU unit.
  • the latter delivers to the supply means a fuel injection instruction in the cylinders as a function of the rotational speed of the engine and a torque setpoint from the driver of the vehicle,
  • the ECU also delivers to the recirculation means an air flow setpoint in the cylinders as a function of the rotational speed of the engine and the torque setpoint from the driver of the vehicle or as a function of this regime and the flow rate of the engine. fuel injected into the cylinders.
  • the emission of pollutants by it is then minimized.
  • the characteristics of the fuel injection in the cylinders, and in particular the fuel flow characteristics of the injectors, vary over time due to the state of wear and fouling of the latter.
  • the characteristics of the rolls in particular their compression ratio, the permeability of their valves and of their segments, also vary over time because of their state of wear.
  • the injection control law implemented by the ECU unit may become inappropriate after a certain time due to the sum of the drifts of the characteristics of the injectors and the cylinders.
  • DE 10208 426 it is known to DE 10208 426 to control an engine using for certain settings, such as those of the turbocharger, the air intake valve or the EGR valve - maps based on the engine speed and the torque setpoint (or the status of depression of the accelerator pedal) and for the quantity of fuels to be injected, an input based on the measurement of the oxygen concentration in the exhaust gas, measured compared to a setpoint determined from a first setpoint determined in conditions stabilized from a mapping based on the operating point, (NE speed, torque TT), this first setpoint being corrected to take into account the dynamic nature of the torque demand.
  • the fuel injection instruction is not directly related to the torque setpoint.
  • this document does not propose a reconstruction of the torque setpoint to limit pollutant emissions associated with the aging of some of the engine components.
  • the object of the present invention is to solve the aforementioned problems by proposing a system for controlling the operation of the engine which corrects the drifts of the characteristics by regulating the control of the recirculation means throughout the life of the vehicle.
  • FIG. 1 a system for controlling the operation of a diesel engine 10 of a motor vehicle is schematically illustrated.
  • the engine 10 comprises cylinders 12 supplied with fuel by supply means which comprise, for example, means 13 forming a common supply rail delivering fuel to piloted injectors 14 associated with the cylinders 12.
  • the injectors 14 are controlled by injection control means 16 which deliver therein an IC injection setpoint as a function of the rotational speed of the engine CR, for example delivered by a speed sensor, and a setpoint effective DC torque for it from the driver of the vehicle, and possibly other information such as for example the water temperature of the engine coolant and the atmospheric pressure P.
  • the injection control means 16 are adapted to control the injectors 14 so that they deliver to the cylinders 12, by engine cycle, multiple injections of fuel, for example a main injection, a pilot injection and post-injections.
  • the control means 16 evaluate, for the regime CR and the effective instruction of DC torque and at each engine cycle, a predetermined mapping associated with each type of injection, as is known in itself in the state of the art.
  • the effective DC torque setpoint advantageously comes from a prior filtering of a CCC torque setpoint delivered by the driver of the vehicle, for example by means of an accelerator pedal. This filtering is performed by filtering means 18 which select the maximum between the torque setpoint of the driver CCC and an idle torque setpoint CCR, for satisfactory control of the idling of the engine 10 for example.
  • the diesel engine 10 is also associated with means 20 for recirculating the exhaust gas at the inlet thereof.
  • These means 20 comprise, for example, a bypass 22 of an exhaust line 24 of the engine 10 for withdrawing part of the exhaust gas by means of a duct 26, and air / gas mixture admission means 28. exhaust at the inlet of the engine 10 receiving the exhaust gas taken and air at an air inlet 30.
  • the means 20 for recirculating the exhaust gases are controlled by piloting means 32 adapted to deliver an EGR control setpoint, for example airflow, to the intake means 28 as a function of the effective DC torque setpoint. .
  • the recirculation means 20 are also controlled as a function of the rotational speed of the engine CR, the recirculation means 20 being thus qualified as recirculation means of the "torque structure" type.
  • the control means 32 thus receive the torque set point CC and the speed CR and deliver the recirculation means 20 the EGR control setpoint as a function of these.
  • the means 32 for controlling the recirculation means determine in particular the EGR control setpoint as a function of a predetermined air / exhaust gas control law, for example implemented in the form of a predetermined mapping of EGR steering instructions as a function of speed and torque values, as will be explained in more detail below.
  • diesel engine 10 is associated with means 34 of pollution control, arranged in the exhaust line 24 and being regenerated regularly and / or periodically "as is known per se in the state of the art.
  • control laws implemented by the control means 16 and 32 are, in general, determined at the factory outlet.
  • the characteristics of the engine 10, and in particular the characteristics of its injectors 14 and its cylinders 12, vary over time, as a function, for example, of the fouling of the injectors 14, the permeability of the valves and the segments of the cylinders. 12, etc ...
  • the operation of the motor 10 can be disordered because the control laws of the means 16 and 32 are no longer adapted to the actual characteristics of the injectors 14 and the cylinders 12.
  • the engine 10 is associated with a control system of its operation according to the invention, adapted to correct such drifts by adjusting the operation of the recirculation means 20 by adjusting the control means 32 associated with them .
  • the system for controlling the operation of the engine 10 comprises means 36 for acquiring the oxygen richness RI of the exhaust gases, for example a proportional ⁇ probe arranged in the exhaust line 24 of the engine 10, and means 38 for acquiring the air flow DA at the inlet of the engine 10, for example a flow meter arranged at the air inlet 30 of the air / exhaust admission means 28.
  • the system comprises determination means 40 adapted to reconstruct an input torque setpoint of the control means 16 as a function of the oxygen richness R1 of the exhaust gas acquired and the airflow DA acquired, in a manner that will be explained in more detail later.
  • the driving torque, induced by the effective DC torque setpoint is equal to the effective DC torque setpoint.
  • the engine torque is not equal to this setpoint, but for example equal to C ⁇ CC.
  • this engine torque C corresponds to the engine torque resulting from an effective torque setpoint CCR which would be delivered to an engine operating optimally, that is to say having no drift.
  • the difference between the effective torque setpoint CC and the effective torque setpoint CCR of an optimally operating engine then makes it possible to characterize the drifts in time of the injectors 14 and the cylinders 12.
  • the means 40 are adapted to reconstruct such a CCR torque setpoint as a function of the oxygen richness Ri acquired and the airflow DA acquired, as will be explained in more detail below.
  • the reconstructed torque setpoint CCR and the effective torque setpoint CC are delivered to means 42 for adjusting the means 32 for controlling the recirculation means 20.
  • These adjustment means 42 are adapted to adjust the control means 32 as a function thereof to make the EGR setpoint delivered by the control means 32 to the recirculation means 20 to a setpoint value EGR corresponding to the torque setpoint. reconstructed CCR.
  • drifts of the engine are then corrected and the operation of the engine 10 optimized from the point of view of the emission of pollutants.
  • the system according to the invention also comprises means 44 for triggering the adjustment implemented by the adjustment means 42.
  • the triggering of the adjustment is carried out according to predetermined conditions of operation of the engine 10.
  • the triggering of the adjustment is carried out in order to optimize the execution of the adjustment and also to take account of particular characteristics of the control of the operation of the engine 10, for example the control laws implemented by the means 16, 32 of the supply and recirculation means, as will be explained in more detail later.
  • the means 40 for determining the reconstructed torque setpoint CCR comprise means 50 for determining the quantity of fuel Qc injected into the cylinders of the engine for each engine cycle.
  • the means 50 are adapted to determine, as a function of the air flow DA, the quantity of air Qair admitted to the engine inlet for the engine cycle, for example by integrating the airflow DA acquired on the engine cycle.
  • the quantity Qc determined and the regime CR are delivered to means 52 for determining the reconstructed torque setpoint CCR as a function of these.
  • the injection set point C1 delivered by the control means 16 to the injectors 14 typically consists of a set of multiple injections of fuel into the cylinders, for example a pilot injection, a main injection and a post-injection. injection. These injections are determined from respective predetermined mappings for the regime CR and the effective torque setpoint CC, as is known per se in the state of the art.
  • mapping Qc carto1 (CR, CC) of fuel quantity injection into the engine cylinders per engine cycle as a function of the speed CR and the effective torque setpoint CC.
  • the setting of the means 32 for controlling the recirculation means 20 is subject to certain predetermined conditions of operation of the motor 10, monitored by the triggering means 44.
  • a first type of engine operating conditions are general operating conditions thereof which are monitored by monitoring means 56.
  • the outputs of the various means 58 to 70 are delivered to means 72 carrying out the AND logic operation, so that a first necessary condition for triggering the adjustment is that the speed CR, the effective torque set point CC, the atmospheric pressure, the coolant temperature, the engine inlet air temperature are included in their respective associated ranges and the regeneration phase of the pollution control means 34 is not active and the proportional probe is operational.
  • a second type of engine operating conditions relates to conditions of stability of the operation of the engine around predetermined operating points, and more particularly the operating points associated with the control law of the means 32 for controlling the recirculation means.
  • control means 32 use an effective torque setpoint correction mapping to correct the effective torque setpoint delivered to the mapping EGR steering instructions.
  • This effective torque reference correction mapping consists of predetermined torque setpoint correction values associated with predetermined pairs of speed and torque values, i.e. consisting of a discrete set of values associated with a desired torque. discrete set of pairs of values.
  • the adjustment means 42 are then adapted to adjust the values of this map, as will also be explained in more detail later.
  • the speed CR and the effective torque setpoint CC must be substantially equal, that is to say neighbors, during the adjustment period implemented by the adjustment means 42. to a pair of values (speed, torque) of the effective torque reference correction mapping for which adjustment is made.
  • the delays in the transport of the information for example induced by the gas transport time or the response time of the sensors, are of no importance, so that the measurements are substantially equal to their actual physical magnitudes.
  • the output of the means 72 is delivered to means 74 for monitoring the static operating conditions of the engine 10.
  • the means 74 are activated when the general operating conditions of the engine are validated.
  • the monitoring means 74 are adapted to compare the speed CR and the effective torque setpoint CC with the pairs of the effective torque reference correction mapping. The means 74 then monitor whether the torque (CR, CC) remains stable around one of these pairs for at least a predetermined duration time_stab, and then triggers the setting of the control means 32 for this pair, if this is the case.
  • the means 74 test whether the regime CR and the setpoint CC are included in intervals [Ri - ⁇ R; Ri + ⁇ R] and [Ci- ⁇ C; Ci + ⁇ C] respectively during stab_time, where Ri and Ci are the values of speed and torque of a torque of the effective torque reference correction mapping respectively, and ⁇ R and ⁇ C are predetermined positive tolerances.
  • monitoring means 74 If the monitoring means 74 detect such a stability, they then deliver to the adjustment means 42 a setting triggering signal DR and the values Ri and Ci of the pair of the mapping for an adjustment of the control means 32 for the latter.
  • the Figures 3A to 3D are timing diagrams illustrating an example of operation of the means 44 for triggering the adjustment.
  • the figure 3A is a graph of the output S of the means 72 performing the AND function.
  • the Figures 3B and 3C are two examples of evolution of the regime CR and the effective setpoint of the DC torque respectively, and the 3D figure is the evolution of the trigger DR signal setting of the corresponding control means 32.
  • the general operating conditions of the engine tested by the monitoring means 56 are enabled and the monitoring means 74 are activated.
  • the speed CR and the effective torque set point CC are respectively substantially equal to the speed and torque values Ri and Ci respectively of a torque (Ri, Ci) of the torque reference correction mapping. , that is to say included in the intervals [Ri - ⁇ R; Ri + ⁇ R] and [Ci - ⁇ C; Ci + ⁇ C] respectively.
  • the adjustment means 42 are then activated and receive the torque (Ri, Ci) for setting the control means 32 for it.
  • the effective torque set point CC is no longer in the range [ Ci - ⁇ C ; Ci + ⁇ C ].
  • the DR signal is then set to the low level. If the adjustment means 42 have not performed the entire adjustment, that is to say if t3-t2 is less than the sum of the measurement collection time, the calculation time of the adjustment algorithm and the time of storage of the results of the adjustment, the means 42 are thus deactivated and does not complete their adjustment of the control means 32.
  • the control means 32 comprise means 76 for determining a corrected torque setpoint CCcorr as a function of the speed CR and the effective torque setpoint CC.
  • the means 76 comprise means 78 forming an effective torque reference correction mapping.
  • the mapping means 78 receive the regime CR and the setpoint CC and evaluate therefor a predetermined map of effective torque setpoint correction to generate a value ⁇ Ccor correction.
  • the ⁇ Ccor value of the map is adjusted regularly and / or periodically to correct the drifts of the engine and thus ensure the optimal operation of it.
  • the ⁇ Ccor value is delivered to an adder 80 which also receives the effective DC torque setpoint.
  • the means 42 for adjusting the control means 32 for the recirculation means 20 are adapted to adjust the actual torque setpoint correction mapping as a function of the difference between the effective torque setpoint CC and the reconstructed torque setpoint. JRC.
  • the adjustment means 42 comprise means 83 for forming the difference between the actual torque setpoints CC and the reconstructed CCR. This setpoint difference is for example delivered to a switch 84 controlled according to the DR triggering signal delivered by the triggering means 44.
  • the switch 84 takes the closed state when the general conditions and the static operating conditions of the engine are verified, thus enabling the difference between the CC-CCR torque setpoints to be delivered to means 86 for correcting the mapping. effective torque setpoint correction.
  • the difference in DC-CCR torque setpoint is, for example, sampled by the difference-forming means 83, which comprise an analog / digital converter for this purpose, or the entire control system according to the invention is discrete, for example .
  • Carto + (CR, CC) is the value of the torque setpoint correction mapping for the CR regime and the CC setpoint after correction
  • Carto - (CR, CC) is the value of this same mapping for the CR regime and the control point before correction
  • ⁇ is a predetermined filter factor
  • ⁇ C is a difference term determined according to the difference between the DC effective torque setpoints and rebuilt CCR.
  • the correction of the target mapping is carried out for a regime CR and an effective torque set point CC equal to a torque (Ri, Ci) of the effective torque reference correction mapping that has been determined by the means 44 for tripping.
  • the value of the term ⁇ C is determined by a predetermined low-pass filtering of the instantaneous difference between the effective torque control point TC and the reconstructed CCR torque setpoint.
  • the means 86 stores N difference values between CC and CCR instructions and determine the term ⁇ C difference as the average of these N differences.
  • low-pass filtering of order 1 or higher.
  • the means 74 for monitoring the static operating conditions of the motor 10 are still active and therefore continue to examine the stability of the torque (CR, CC) around the selected torque (Ri, Ci).
  • the means 74 then deliver a signal DR deactivating the current setting.
  • the system according to the invention takes into account its own errors in the calculation of the reconstructed torque setpoint, for example induced by an imprecise knowledge of the characteristics of the air flow, the oxygen richness, or others.
  • the effective torque command correction mapping is formed by the subtraction of a first mapping 88 by a second correction map 90 which are initialized to 0 at the first start of the engine.
  • the adjustment means 42 then comprise means 92, 94 for selecting the map to be corrected.
  • These means 92, 94 comprise for example a controlled switch 92 and means 94 of comparing the mileage of the vehicle with a predetermined value of the mileage, for example 3000 km. If the mileage is less than this value, the second map 90 is selected by the switch 92 and is corrected by the correction means 86.
  • the first map 88 is selected by the switch 92 and is corrected by the correction means 86.
  • the effective torque setpoint DC delivered to the engine 10 at the beginning of its life is optimal for the emission of pollutants because the engine 10 operates optimally.
  • the difference between the effective torque setpoint CC and the reconstructed torque setpoint CCR is representative of errors in the determination thereof by the system itself.
  • the setting of the second map 90 during the optimal operation of the engine 10 thus makes it possible to take into account such errors.
  • the first map 88 is representative of the only drifts of the engine over time.
  • the system also corrects the operating drifts of the flow meter 38 arranged in the air inlet 30 of the air intake means 28.
  • the fuel supply means of the engine, the exhaust gas recirculation means at the inlet thereof and the control means thereof can be structurally different from those described above and / or operate in a different way.
  • Embodiments of the system according to the invention are then adapted to the engine characteristics while remaining within the scope of the invention which is to correct operating drifts of the engine by adjusting the recirculation means.

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

Claims (19)

  1. Laufsteuersystem eines Kraftfahrzeug-Dieselmotors (10), das mit Mitteln (13, 14) zur Kraftstoffversorgung der Zylinder dieses und mit Mitteln (20) zur Rezirkulation der Abgase zum Eingang dieses verbunden ist, wobei das Steuersystem Mittel (16) zu Steuern der Versorgungsmittel (13, 14) in Abhängigkeit von der Drehzahl des Motors und einem effektiven Drehmomentsollwert dieses und Mittel (32) zum Steuern der Rezirkulationsmittel (20) in Abhängigkeit von mindestens dem effektiven Drehmomentsollwert aufweisen, dadurch gekennzeichnet, dass es Folgendes aufweist:
    Mittel (40) zum Bestimmen eines Drehmomentsollwerts, der ausgehend von Informationen rekonstruiert wird, die von Erfassungsmitteln (36, 38) der Reichhaltigkeit der Abgase des Motors und von dem Luftdurchfluss am Eingang dieses rekonstituiert werden, wobei diese Mittel (40) zum Bestimmen des rekonstruierten Drehmomentsollwerts Folgendes aufweisen:
    - Mittel (50) zum Bestimmen der in die Zylinder des Motors in Abhängigkeit von der Reichhaltigkeit an Sauerstoff der Abgase eingespritzten Kraftstoffmenge und des erfassten Luftdurchsatzes, und
    - Mittel (52) zum Bestimmen des rekonstruierten Drehmomentsollwerts in Abhängigkeit von der bestimmten Kraftstoffmenge und der Drehzahl und
    - Mittel (42) zum Einstellen der Steuermittel (32) der Mittel (20) zur Rezirkulation in Abhängigkeit von dem effektiven Drehmomentsollwert und dem rekonstruierten Drehmomentsollwert, um die Abgabe von Schadstoffen, die von dem Motor ausgegeben werden, zu minimieren, und dass die Steuermittel (16) der Versorgungsmittel (13, 14) geeignet sind, um eine erste vorbestimmte Kartographie zum Einspritzen von Kraftstoff in die Zylinder in Abhängigkeit von der Drehzahl und dem effektiven Drehmomentsollwert umzusetzen, und dass die Mittel (52) zum Bestimmen des rekonstruieren Drehmomentsollwert geeignet sind, um diesen zu rekonstruieren, indem sie eine zweite Kartographie, die zu der ersten umgekehrt ist, umsetzen.
  2. System nach Anspruch 1, dadurch gekennzeichnet, dass die Mittel (50) zum Bestimmen der in die Zylinder eingespritzten Kraftstoffmenge angepasst sind, um eine Kraftstoffmenge zu bestimmen, die in die Zylinder für jeden Motorzyklus eingespritzt wird, gemäß der Gleichung: Qc = A x Ri x Qair
    Figure imgb0009
    wobei Qc die Menge des in die Zylinder für den Motorzyklus eingespritzten Kraftstoffs, Ri die erfasste Reichhaltigkeit an Sauerstoff, A ein vorbestimmter Parameter und Qair eine Luftmenge ist, die am Einlass des Zylinders für den Motorzyklus eingelassen wird, der in Abhängigkeit von dem erfassten Luftdurchsatzes bestimmt wird.
  3. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Steuermittel (32) der Rezirkulationsmittel (20) Mittel (76) aufweisen, um in Abhängigkeit von dem effektiven Drehmomentsollwert einen korrigierten Drehmomentsollwert ausgehend von einer Korrekturkartographie des effektiven Drehmomentsollwerts zu bestimmen, der in Abhängigkeit von dem Unterschied zwischen dem effektiven Drehmomentsollwert und dem rekonstruierten Drehmomentsollwert bestimmt wird, und Mittel (82) zum Bestimmen eines Steuersollwerts der Rezirkulationsmittel (20) in Abhängigkeit von dem korrigierten Drehmomentsollwert.
  4. System nach Anspruch 3, dadurch gekennzeichnet, dass die Korrekturkartographie des effektiven Drehmomentsollwerts gemäß folgender Gleichung bestimmt wird: Carto + E CC = 1 - α x ΔC + α x Carto - E CC
    Figure imgb0010
    wobei CC der effektive Sollwert des Drehmoments, E ein anderer Steuereingang der Steuermittel (32) der Rezirkulationsmittel (20), Carto+ (E, CC) der Wert der Kartographie nach dem Einstellen für E und CC, Carto- (E, CC) der Wert der Kartographie vor dem Einstellen für E und CC, α ein vorbestimmter Filterfaktor und ΔC ein Unterschiedsglied ist, das in Abhängigkeit von dem Unterschied zwischen dem effektiven Drehmomentsollwert und dem rekonstruierten Drehmomentsollwert bestimmt wird.
  5. System nach Anspruch 4, dadurch gekennzeichnet, dass das Unterschiedsglied durch ein vorbestimmtes Tiefpassfiltern des Momentanunterschieds zwischen dem effektiven Drehmomentsollwert und dem rekonstruierten Drehmomentsollwert bestimmt wird.
  6. System nach Anspruch 3, 4 oder 5, dadurch gekennzeichnet, dass die Korrekturkartographie des effektiven Drehmomentsollwerts gleich der Subtraktion einer ersten Kartographie (88) von einer zweiten Kartographie (90) ist, wobei die erste Kartographie (88) eine Korrektur des effektiven Drehmomentsollwerts für Driften im Laufe der Betriebszeit des Motors (10) definiert, und die zweite Kartographie (90) eine Korrektur von Fehlern in Zusammenhang mit der Bestimmung des durch das System rekonstruierten Drehmomentsollwerts definiert.
  7. System nach Anspruch 6, dadurch gekennzeichnet, dass die Einstellmittel (42) die zweite Kartographie (90) während einer vorbestimmten Anfangsphase der Motorlebensdauer und dann, im Anschluss an diese Phase, die erste Kartographie (88) korrigieren.
  8. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es ferner Mittel (44) zum Auslösen der Einstellung der Steuermittel (32) der Rezirkulationsmittel (20) aufweist, die angepasst sind, um die Einstellmittel (42) dieser Steuermittel (32) für vorbestimmte Bedingungen des Betriebs des Motors (10) zu aktivieren.
  9. System nach Anspruch 8, dadurch gekennzeichnet, dass eine vorbestimmte Bedingung des Betriebs des Motors eine Zugehörigkeitsbedingung der Motordrehzahl zu einem vorbestimmten Bereich von Drehzahlen ist.
  10. System nach Anspruch 8 oder 9, dadurch gekennzeichnet, dass eine vorbestimmte Bedingung des Betriebs des Motors eine Zugehörigkeitsbedingung des effektiven Drehmomentsollwerts zu einem vorbestimmten Bereich von Drehmomenten ist.
  11. System nach Anspruch 8, 9 oder 10, dadurch gekennzeichnet, dass eine vorbestimmte Bedingung des Betriebs des Motors eine Zugehörigkeitsbedingung des Luftdrucks zu einem bestimmten Druckbereich ist.
  12. System nach einem der Ansprüche 8 bis 11, dadurch gekennzeichnet, dass eine vorbestimmte Bedingung des Betriebs des Motors eine Zugehörigkeitsbedingung der Temperatur der Kühlflüssigkeit des Motors zu einem vorbestimmten Temperaturbereich ist.
  13. System nach einem der Ansprüche 8 bis 12, dadurch gekennzeichnet, dass eine vorbestimmte Bedingung des Betriebs des Motors eine Zugehörigkeitsbedingung der Temperatur der Luft zu einem vorbestimmten Temperaturbereich ist.
  14. System nach einem der Ansprüche 8 bis 13, dadurch gekennzeichnet, dass der Motor (10) mit Reinigungsmitteln (34) verbunden ist, die in einer Abgasanlage (24) dieses eingerichtet sind und wenigstens regelmäßig regeneriert werden, und dass eine vorbestimmte Bedingung des Laufens des Motors ist, dass die Regenerierung der Reinigungsmittel (34) nicht aktiv ist.
  15. System nach einem der Ansprüche 8 bis 14, dadurch gekennzeichnet, dass die Mittel (36) zum Erfassen der Reichhaltigkeit an Sauerstoff der Abgasanlage eine proportionale Lambdasonde aufweisen, die in der Abgasanlage (24) des Motors eingerichtet ist, wobei diese Sonde während einer vorbestimmten Dauer nach ihrem Aktivieren durch das Laufsteuersystem des Motors betriebsbereit ist, und dass eine Auslösebedingung ist, dass diese Sonde betriebsbereit ist.
  16. System nach einem der Ansprüche 8 bis 15, dadurch gekennzeichnet, dass eine Auslösebedingung das Erfassen der Stabilität der Steuereingänge der Steuermittel (32) der Rezirkulationsmittel (20) um einen Eingängewert einer vorbestimmten Einheit von Eingängewerten ist.
  17. System nach Anspruch 16, dadurch gekennzeichnet, dass die Auslösemittel (44) angepasst sind, um die Steuereingänge der Steuermittel (32) mit dem Eingängewert der vorbestimmten Einheit von Eingängewerten zu vergleichen, und dass eine Auslösebedingung ist, dass diese Steuereingänge während mindestens einer vorbestimmten Dauer in einer vorbestimmten Nähe des Eingängewerts sind.
  18. System nach Anspruch 16 oder 17, dadurch gekennzeichnet, dass die Auslösemittel (44) die Stabilität der Steuereingänge um den Eingängewert während der Ausführung der Einstellung der Steuermittel (32) der Rezirkulationsmittel (20) abtasten, und dass die Einstellmittel (42) deaktiviert werden, wenn die Steuereingänge nicht mehr um den Eingängewert beständig sind.
  19. System nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Rezirkulationsmittel (20) außerdem in Abhängigkeit von der Drehzahl des Motors gesteuert werden.
EP05794878A 2004-08-31 2005-07-29 System zur dieselmotorlaufsteuerung für ein kraftfahrzeug Active EP1787020B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0409231A FR2874656B1 (fr) 2004-08-31 2004-08-31 Systeme de controle du fonctionnement d'un moteur diesel de vehicule automobile
PCT/FR2005/050631 WO2006027511A1 (fr) 2004-08-31 2005-07-29 Systeme de controle du fonctionnement d'un moteur diesel de vehicule automobile

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EP1787020A1 EP1787020A1 (de) 2007-05-23
EP1787020B1 true EP1787020B1 (de) 2012-12-12

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EP (1) EP1787020B1 (de)
FR (1) FR2874656B1 (de)
WO (1) WO2006027511A1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2136057B1 (de) * 2008-06-19 2021-12-08 Vitesco Technologies GmbH Kraftstoffqualitätsabhängige einspritzzeitpunktsteuerung für eine brennkraftmaschine
EP2623753A3 (de) * 2012-01-31 2015-09-16 International Engine Intellectual Property Company, LLC NOx-Steuerung

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4332171C2 (de) * 1993-09-22 2002-09-19 Bosch Gmbh Robert Verfahren zum Betrieb einer Viertaktbrennkraftmaschine mit Fremdzündung und Direkteinspritzung und Vorrichtung zur Durchführung des Verfahrens
FR2759415B1 (fr) * 1997-02-10 1999-04-16 Siemens Automotive Sa Procede de commande d'un moteur a combustion interne equipe d'un dispositif de recirculation des gaz d'echappement
FR2804175B1 (fr) 2000-01-20 2002-04-12 Peugeot Citroen Automobiles Sa Systeme d'aide a la regeneration d'un filtre a particules integre dans une ligne d'echappement d'un moteur diesel de vehicule automobile
JP2003532829A (ja) * 2000-05-08 2003-11-05 カミンス インコーポレイテッド 初期制御噴射を行なうｐｃｃｉモードで作動可能な内燃機関と作動方法
US6412279B1 (en) * 2000-12-20 2002-07-02 Caterpillar Inc. Twin turbine exhaust gas re-circulation system having a second stage variable nozzle turbine
JP3945240B2 (ja) * 2001-02-28 2007-07-18 株式会社デンソー ディーゼルエンジンの制御装置
JP2003090250A (ja) * 2001-09-18 2003-03-28 Nissan Motor Co Ltd ディーゼルエンジンの制御装置
US6860101B2 (en) * 2001-10-15 2005-03-01 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification system for internal combustion engine

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Publication number Publication date
US20090055086A1 (en) 2009-02-26
FR2874656B1 (fr) 2006-12-29
EP1787020A1 (de) 2007-05-23
WO2006027511A1 (fr) 2006-03-16
US7694668B2 (en) 2010-04-13
FR2874656A1 (fr) 2006-03-03

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