EP1793106A1 - Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine Download PDF

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Publication number
EP1793106A1
EP1793106A1 EP05026065A EP05026065A EP1793106A1 EP 1793106 A1 EP1793106 A1 EP 1793106A1 EP 05026065 A EP05026065 A EP 05026065A EP 05026065 A EP05026065 A EP 05026065A EP 1793106 A1 EP1793106 A1 EP 1793106A1
Authority
EP
European Patent Office
Prior art keywords
throttle
model
controller
manifold
input
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.)
Granted
Application number
EP05026065A
Other languages
English (en)
French (fr)
Other versions
EP1793106B1 (de
Inventor
Julien Schmitt
Michael J. Parmentier
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.)
Delphi Technologies Operations Luxembourg SARL
Original Assignee
Delphi Technologies Inc
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 Delphi Technologies Inc filed Critical Delphi Technologies Inc
Priority to DE602005019757T priority Critical patent/DE602005019757D1/de
Priority to EP05026065A priority patent/EP1793106B1/de
Priority to AT05026065T priority patent/ATE459794T1/de
Publication of EP1793106A1 publication Critical patent/EP1793106A1/de
Application granted granted Critical
Publication of EP1793106B1 publication Critical patent/EP1793106B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F02D2200/0408—Estimation of intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines

Definitions

  • the present invention relates to an apparatus for controlling a combustion engine comprising an intake manifold and a throttle disposed before said intake manifold, where an air flow through said intake manifold is subject to a throttle position. More specifically, the invention relates to a method and apparatus for controlling a position, i.e. an opening or closing status, of said throttle. The invention further relates to a method for operating this apparatus.
  • An apparatus or a corresponding method known in the art for controlling a throttle position relies on two pressure sensors, a boost press pressure sensor and a manifold pressure sensor. Based on the readings from both these sensors modern turbocharged or supercharged engines are engineered in a way where a desired throttle position required to provide a desired air flow is calculated from a desired pressure ratio, e.g. a ratio between downstream and upstream pressure, more particularly a ratio between manifold air pressure and boost air pressure. Furthermore, throttle flow characteristics are accounted for.
  • An approach to accomplish this, known in the art is based on a standard orifice equation for compressible fluid flow. The orifice equation is implemented in the control apparatus by means of a throttle model. Furthermore, the known approach relies on a throttle controller, implemented as a standard PID controller, which is provided for ensuring that the throttle position follows the demand. To this end a throttle position feedback is provided.
  • An object of the present invention therefore is to provide a remedy for the defects of the prior art. It is furthermore an object of the present invention to overcome problems and drawbacks described above.
  • an apparatus for controlling a combustion engine comprising an air path and a throttle associated with said air path or disposed in or upstream of an intake manifold comprised in the air path, where an air flow through said air path or intake manifold is subject to a throttle position
  • the apparatus comprises a first throttle model and a first throttle controller
  • the apparatus is characterised by further comprising a second throttle model disposed on an input side of first throttle model and wherein said second throttle model is provided for modelling a measure representative of a boost pressure.
  • One advantage of the invention is that by means of the second throttle model, which is provided for modelling a measure representative of a boost pressure, the boost pressure sensor, which was required for prior approaches, is now redundant.
  • the apparatus further comprises a second throttle controller, wherein both the second throttle model and said second throttle controller are disposed on an input side of said first throttle model.
  • This second throttle controller controls the manifold pressure by adapting the second throttle model.
  • Implementing the second throttle controller basically has the same effect as adapting a sonic flow curve of the throttle.
  • a real throttle position which is used as an input for the first throttle controller, is also provided as an input for the second throttle model.
  • a difference between a measure representative of a desired manifold pressure and an output of a manifold pressure sensor, the only external sensor which is required for the approach according to the invention, is fed to the second throttle controller, wherein an output of said second throttle controller and a measure representative of a desired flow through the manifold are combined and wherein said combination is fed as an input to the first throttle model and controller.
  • This embodiment basically pertains to the second throttle controller, its implementation and its connection to external data and the implementation of other function blocks comprised in the apparatus.
  • the benefit of the second throttle controller basically is that, with accounting for a difference between a measure representative of a desired manifold pressure and an output of a manifold pressure sensor, the second throttle controller compensates errors of the apparatus and the function blocks comprised therein. More particularly, the second throttle controller compensates for errors resulting from the second throttle model (boost pressure) and for errors resulting from the first throttle model, since a learn function, which was comprised in the approach known in the art is not applicable when no boost sensor signal is available.
  • the invention is also concerned with a computer programme for implementing the new approach according to the invention or a computer programme product with a computer programme for implementing the new approach stored thereon.
  • Fig. 1 shows a schematically simplified block diagram of a combustion engine 10, considering, as an example, a diesel engine, whereby an engine block 12 is represented by four schematically indicated cylinders 14 and a crank shaft 16.
  • An intake manifold 18, a throttle 20 and an intercooler 22 are, in the direction of the mass flow through the combustion engine 10, located upstream of the engine block 12.
  • a compressor 24 and an air filter 26 are attached thereto and located further upstream of the engine block 12.
  • a fresh air inlet 28 is located at the input of the air filter 26.
  • the aforementioned devices, i.e. the intake manifold 18 and all subsequent devices 20-28 define an air path 18-28, corresponding to which is provided downstream of the engine block 12 and exhaust path comprising at least an exhaust manifold 32 and an exhaust line 34.
  • Fig. 2 shows a simplified block diagram of an apparatus for controlling a combustion engine 10 (Fig. 1) known in the art.
  • the known approach relies on a first throttle model 40 and a first throttle controller 42.
  • the apparatus further relies on readings received from two external sensors, namely a boost pressure sensor 44 and a manifold pressure sensor 46.
  • the manifold pressure sensor 46 is, as is known in the art located in our near the intake manifold 18 (Fig. 1).
  • the boost pressure sensor 44 is located between the intercooler 22 and the throttle 20.
  • the first throttle model 40 Based on the reading from the boost pressure sensor 44, an input representative of an air temperature, a further input representative of a desired manifold pressure and a still further input representative of a desired flow, the first throttle model 40 generates an output indicative of a desired throttle position.
  • the output of the first throttle model 40 is fed as an input to the first throttle controller 42.
  • a further input to the first throttle controller 42 is a measure indicative of a real throttle position.
  • the real throttle position derived from the throttle 20 (cf. Fig. 1 also) is fed back from the throttle 20, which is effected by the output of the first throttle controller 42.
  • the approach known in the art further involves means 48 for learning throttle flow characteristics, where the throttle flow learn is based on a reading received from the boost pressure sensor 44 and a reading received from the manifold pressure sensor 46. Further, the throttle flow learn is based on a measure indicative of the air temperature and a measure indicative of a real flow.
  • Fig. 3 is a schematically simplified block diagram of an apparatus for controlling a combustion engine according to the invention.
  • the new approach involves the employment of the first throttle model 40 and the first throttle controller 42 from the approach known in the art (cf. Fig. 2).
  • the new approach further relies on a second throttle model 50 disposed on an input side of the first throttle model 40.
  • the second throttle model 50 is provided for modeling a measure representative of a boost pressure.
  • the output of the second throttle model 50 is fed to the input of the first throttle model 40 where in the known approach (Fig. 2) the reading from the no longer required external boost pressure sensor 44 (Fig. 2) was fed to the first throttle model 40.
  • the second throttle model 50 further relies a reading received from the manifold pressure sensor 46 indicative of a manifold pressure, and data indicative of the real flow and the air temperature as have been employed as inputs in the known approach.
  • the new approach relies on a second throttle controller 52 also disposed on an input side of the first throttle model 40.
  • a difference between a measure representative of a desired manifold pressure and the output or reading of the external manifold pressure sensor 46 is fed to the second throttle controller 52, wherein an output of said second throttle controller 52 and a measure representative of the desired flow are combined, e.g. multiplied, and wherein said combination is fed as an input to the first throttle model 40.
  • p boost m ⁇ ⁇ R ⁇ T boost A pos ⁇ p ⁇ r 1 ⁇ ⁇ 2 ⁇ ⁇ ⁇ - 1 ⁇ 1 - p ⁇ r ⁇ - 1 ⁇
  • Equation 1 The standard orifice flow equation (Equation 1) is used to position the throttle 20.
  • Equation 3 shows the formula used to estimate the pressure loss over the throttle 20.
  • the second throttle model 50 is basically an implementation of Equation 3.
  • Equation 3 Y is a function of both ⁇ p and d/D.
  • C is a discharge co-efficient. Y approaches "1.0" when ⁇ p approaches "0". C never reaches "0".
  • the second throttle controller 50 is implemented in a preferred embodiment as a (simple) PID controller and is provided for controlling the manifold pressure by adapting the desired flow used in the first throttle model 40 (which is based on the standard orifice flow equation; Equation 1).
  • the second throttle controller 52 aims at compensating for errors of the second throttle model 50 and for errors of the first throttle model 40, since the learn function (48; Fig.2) is not applicable if no boost sensor signal is available.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP05026065A 2005-11-30 2005-11-30 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine Active EP1793106B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE602005019757T DE602005019757D1 (de) 2005-11-30 2005-11-30 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
EP05026065A EP1793106B1 (de) 2005-11-30 2005-11-30 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
AT05026065T ATE459794T1 (de) 2005-11-30 2005-11-30 Verfahren und vorrichtung zur steuerung einer brennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP05026065A EP1793106B1 (de) 2005-11-30 2005-11-30 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Publications (2)

Publication Number Publication Date
EP1793106A1 true EP1793106A1 (de) 2007-06-06
EP1793106B1 EP1793106B1 (de) 2010-03-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05026065A Active EP1793106B1 (de) 2005-11-30 2005-11-30 Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine

Country Status (3)

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EP (1) EP1793106B1 (de)
AT (1) ATE459794T1 (de)
DE (1) DE602005019757D1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007035312B4 (de) 2007-07-27 2018-08-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
WO2021180412A1 (de) * 2020-03-10 2021-09-16 Bayerische Motoren Werke Aktiengesellschaft Ansaugluftführung mit ansaugluftdruckermittlung und verfahren zur ansaugluftdruckermittlung
CN114563126A (zh) * 2022-03-03 2022-05-31 东风商用车有限公司 空气系统压力信号滤波自学习方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5968504B1 (ja) 2015-06-29 2016-08-10 三菱電機株式会社 過給機付き内燃機関の制御装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001090543A (ja) * 1999-09-20 2001-04-03 Unisia Jecs Corp 過給機付エンジンの制御装置
DE10123034A1 (de) * 2001-05-11 2002-11-14 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Drucks in einer Massenstromleitung vor einer Drosselstelle
EP1398490A2 (de) * 2002-09-10 2004-03-17 Volkswagen AG Verfahren zum Betreiben einer Brennkraftmaschine
US6895946B1 (en) * 2004-09-29 2005-05-24 General Motors Corporation Torque control of supercharged engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001090543A (ja) * 1999-09-20 2001-04-03 Unisia Jecs Corp 過給機付エンジンの制御装置
DE10123034A1 (de) * 2001-05-11 2002-11-14 Bosch Gmbh Robert Verfahren und Vorrichtung zur Ermittlung des Drucks in einer Massenstromleitung vor einer Drosselstelle
EP1398490A2 (de) * 2002-09-10 2004-03-17 Volkswagen AG Verfahren zum Betreiben einer Brennkraftmaschine
US6895946B1 (en) * 2004-09-29 2005-05-24 General Motors Corporation Torque control of supercharged engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 2000, no. 21 3 August 2001 (2001-08-03) *

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007035312B4 (de) 2007-07-27 2018-08-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
WO2021180412A1 (de) * 2020-03-10 2021-09-16 Bayerische Motoren Werke Aktiengesellschaft Ansaugluftführung mit ansaugluftdruckermittlung und verfahren zur ansaugluftdruckermittlung
US12000347B2 (en) 2020-03-10 2024-06-04 Bayerische Motoren Werke Aktiengesellschaft Intake air guide with intake air pressure ascertainment and method for intake air pressure ascertainment
CN114563126A (zh) * 2022-03-03 2022-05-31 东风商用车有限公司 空气系统压力信号滤波自学习方法

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Publication number Publication date
ATE459794T1 (de) 2010-03-15
DE602005019757D1 (de) 2010-04-15
EP1793106B1 (de) 2010-03-03

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