EP2078150B1 - System und verfahren zur überwachung des betriebs eines verbrennungsmotors mit fehlerkompensation bei der ansaugluftstrommessung - Google Patents
System und verfahren zur überwachung des betriebs eines verbrennungsmotors mit fehlerkompensation bei der ansaugluftstrommessung Download PDFInfo
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- EP2078150B1 EP2078150B1 EP07848375A EP07848375A EP2078150B1 EP 2078150 B1 EP2078150 B1 EP 2078150B1 EP 07848375 A EP07848375 A EP 07848375A EP 07848375 A EP07848375 A EP 07848375A EP 2078150 B1 EP2078150 B1 EP 2078150B1
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- engine
- flowrate
- measured
- correction
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- 238000002485 combustion reaction Methods 0.000 title claims abstract description 13
- 238000012544 monitoring process Methods 0.000 title claims abstract 13
- 238000005259 measurement Methods 0.000 title claims description 23
- 238000000034 method Methods 0.000 title claims description 16
- 239000007789 gas Substances 0.000 claims abstract description 54
- 238000012937 correction Methods 0.000 claims abstract description 43
- 230000006870 function Effects 0.000 claims abstract description 16
- 239000006185 dispersion Substances 0.000 claims description 19
- 239000000654 additive Substances 0.000 claims description 5
- 230000000996 additive effect Effects 0.000 claims description 5
- 230000007613 environmental effect Effects 0.000 claims description 3
- 238000012795 verification Methods 0.000 description 7
- 230000001276 controlling effect Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000011217 control strategy Methods 0.000 description 3
- 239000000446 fuel Substances 0.000 description 3
- 238000004519 manufacturing process Methods 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- 230000006872 improvement Effects 0.000 description 2
- 238000013507 mapping Methods 0.000 description 2
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- 230000001105 regulatory effect Effects 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003197 catalytic effect Effects 0.000 description 1
- 238000012512 characterization method Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 239000003344 environmental pollutant Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 231100000719 pollutant Toxicity 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000001960 triggered effect Effects 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
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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
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2474—Characteristics of sensors
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
-
- 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
- F02D2200/0414—Air temperature
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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
- F02D2200/00—Input parameters for engine control
- F02D2200/70—Input parameters for engine control said parameters being related to the vehicle exterior
- F02D2200/703—Atmospheric pressure
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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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
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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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
-
- 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
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
- F02D41/2448—Prohibition of learning
Definitions
- the present invention relates to a system and a method for controlling the operation of an internal combustion engine of a motor vehicle.
- the control of the operation of the engine is managed by a set of sensors and actuators according to a set of control laws, called "software strategies", and characterization parameters or engine calibrations. All of these laws and parameters can be stored in an electronic control unit or ECU.
- a turbocharger comprising a turbine driving a compressor so as to increase the pressure of the air admitted into the engine cylinders.
- the turbine is placed at the outlet of the exhaust manifold of the engine and is driven by the exhaust gas.
- the power provided by the exhaust gases to the turbine can be modulated by installing a relief valve or by providing vanes with variable geometry on the turbine.
- the compressor is mounted on the same mechanical axis as the turbine. It compresses the air that enters the intake manifold.
- the internal combustion engines may be equipped with partial recirculation circuits of the exhaust gas engine (called "EGR" for Exhaust Gas Recirculation) to the intake circuit to reduce the amount of pollutants.
- the control of the operation of the engine is provided electronically to regulate, in particular, the optimal flow rates of air and fuel.
- the enslavement of the actual flows with respect to the setpoint flows is done thanks to the measurements provided by a set of sensors. These sensors include the flowmeter which measures the flow of fresh air entering the engine.
- the solutions generally relate to the component itself via, for example, technological improvements or changes in manufacturing processes. For substantial gains, these solutions are often expensive.
- systems and methods for controlling the operation of the engine have been developed so as to use calculation means to correct the dispersions of the measurement results.
- the document EP 0 962 642 A2 discloses a system in which the drifts and dispersions of the admitted fresh air flow measurements are decreased by applying a correction value to a measurement value. This correction value is calculated on the basis of the proportion and direction of the drifts. To evaluate these quantities, this document proposes the use of a calculation of standard deviation or variance from the measured values.
- the present invention relates to a system and a method for compensating in a simple manner, without adding additional sensor and for each engine, the dispersion and drift of the fresh air flow measuring means admitted in a internal combustion engine.
- the subject of the invention is also the conditions and the logic diagram necessary for triggering a procedure for learning the correction of the measured air flow rate.
- the system for controlling the operation of an internal combustion engine of a motor vehicle that is supercharged with air comprises reducing the drifts and dispersions of a means for measuring the fresh air flow rate based on the comparison between the flow rate measured by the flow meter on the one hand and a gas flow estimator entering the engine on the other hand in the absence of exhaust gas recirculation (EGR).
- EGR exhaust gas recirculation
- the flow rate of the gases admitted to the estimated engine and the measured air flow rate as well as the standard deviations of the respective dispersions are quantified.
- the intake air flow is equal to the gas flow admitted into the engine.
- the measured air flow rate and the flow rate of the gases admitted into the estimated engine are then compared at different times in the life of the vehicle and a corrective table is derived that makes it possible to establish an airflow correction function.
- the invention also provides an improvement of the methods of correction of the airflows by a correction of the measurement of the air flow by learning, such a correction that can be applied in the context of the use of the vehicle by the user. final.
- the correction takes place transparently for the user and throughout the life of the vehicle, which ensures a correction adapted to the evolution over time of the engine.
- the standard deviation of the dispersion of the measurements of the incoming air flow rate is determined.
- the estimated optimum flow rate of the gases admitted to the engine is then determined after comparing the standard deviations of the dispersions of the measured air flow and the flow rate of the gases admitted to the estimated engine.
- a function of correction of the measured air flow is calculated according to the discrepancies observed between the measured air flow rate and the estimated optimum flow rate of the gases admitted to the engine during learning phases.
- learning of patches is subject to verification of stored learning conditions. Once verified, a trigger signal is sent to the comparison means for calculating the measured airflow rate corrections.
- Verification of learning conditions is provided by a set of logic gates comparing the information collected by a set of sensors to the reference data.
- the first logic gate ensures that the motor operates in sufficiently stable conditions to ensure the reliability of the correction process.
- These stability conditions can be restricted to stored temperature and pressure ranges. For example and without limitation, there may be mentioned a motor water temperature range, an external temperature range or an atmospheric pressure range.
- the second door makes it possible to verify that the exhaust gas redirection valve is closed and that the turbocharger has compensated for this closure by keeping the flow of gases admitted into the engine at a constant level.
- the last door receives the signal from the first door, the means for verifying the state of opening of the partial recirculation valve of the exhaust gases as well as the means for comparing the measurement of the flow rate of the intake air with the reference value.
- the latter gate triggers the transmission of the signal triggering learning if each of the three signals provide a positive response.
- the patches resulting from the comparison between the estimated optimal flow rate of the gases entering the engine and the air flow are stored in a patch table. measured, as well as the corresponding measured airflows, for each learning point.
- the patch table is stored in a non-volatile memory.
- Fixes and correction functions can be defined as additive or multiplicative error corrections.
- the measured airflow is corrected by the corrective function.
- This corrected airflow is then provided to control strategies using fresh air flow measurement to reduce the impact of fresh air measurement dispersions on their operation.
- FIG 1 is schematically an internal combustion engine 1 comprising four cylinders 1a.
- the fresh air entering the intake manifold of the engine 2 passes through before a compressor 3a of a turbocharger 3.
- the turbocharger 3 is composed of a compressor 3a and a turbine 3b arranged on the same axis.
- the fresh air taken from the outside, symbolized by the arrow F, first passes through an air filter 4, then a flow meter 5, before entering the compressor 3a.
- Compressed air by the compressor 3a crosses, an intake pipe 6 containing a pressure sensor 7 measuring the boost pressure of the engine 1 followed by a three-way valve 8 capable of regulating a partial exhaust gas recirculation flow (EGR valve) before to enter the intake manifold 2.
- EGR valve partial exhaust gas recirculation flow
- the other part of the exhaust gas is fed through the exhaust pipe 12 to the turbine 3b to drive the compressor 3a.
- the exhaust gases pass through the exhaust elbow 13, then an optional catalytic filter for nitrogen oxides 14 and / or an optional particulate filter 15, before being discharged into the exhaust. 16.
- the flow meter 5, the turbocharger 3, the pressure sensor 7 and the EGR valve 8 are connected to the control means 17 via electrical connections 18.
- the control means 17 is electronically connected to a nonvolatile memory 19.
- the assembly 20 formed by the control means 17 and the nonvolatile memory 19 is integrated in an electronic control unit (ECU) referenced 20 which furthermore ensures the management of the operation of the engine 1.
- ECU electronice control unit
- the learning strategy of the fix table and the correction of the incoming fresh air flow measurement is illustrated by the figure 2 .
- the strategy starts with the measurement of the flow of fresh air admitted by the flowmeter 4, then the estimate of the standard deviation of the measurement of the air flow by a calculation means 21.
- a means of estimation 22 estimates the flow of gases admitted into the engine followed by a calculation means 23 which calculates the standard deviation on the estimation of the flow rate of the gases admitted to the engine.
- the values of the standard deviation of the intake air flow rate and the flow rate of the gases admitted to the engine are provided by calculation means 24 which compares these values with a calibration value ( ⁇ ) and calculates the estimated optimum flow rate of the gases entering the engine.
- the correction means 25 calculates the corrections and the function of correction of the measured air flow, according to the flow of air supplied by the flowmeter 4, and the estimated optimum flow rate of the gases entering the engine supplied by the means of calculation 24, if it has received a learning triggering signal 26 from the verification means of the learning conditions 27.
- the verification means 27 receives the flow rate of the gases admitted to the engine estimated by the estimation means 22 and the air flow rate measured by the flow meter 4.
- the logic diagram of the verification means 27 is detailed on the figure 3 .
- the correction function calculated by the correction means 25 is supplied to the correction means 28 in parallel with the measurement of fresh air admitted measured by the flowmeter 4 which then calculates the corrected admitted fresh air flow rate.
- the corrected value of the intake air flow is supplied to the ECU 20 for use in engine operation control strategies.
- the estimated optimum flow rate of the gases admitted into the engine, coming from the correction means 25, is calculated by comparing the standard deviations of the dispersions of the measured air flow rate ( ⁇ Qair _ mes ) and the flow rate of the gases admitted into the estimated engine. ( ⁇ Qmot _ is ). For this, we use the function: ⁇ Qair_mes 2 + ⁇ Qmot_est 2 2 ⁇ ⁇ Qmot_est - ⁇
- the means of verification of the learning conditions is detailed on the figure 3 . It is composed of three logic gates connected on the one hand to the comparison means themselves connected to the different sensors and calculation means and, on the other hand, to actuators or to the learning device of the patch table.
- a first gate of the "AND" type 29 sees on its inputs signals coming from the comparison means comparing the reference values with the corresponding measurements, namely the stability conditions 30, the environmental conditions 31, as well as the conditions over the elapsed time since the last iteration 32. Its outputs are connected to the second 34 and third gate 37.
- the environmental conditions include the measurement results of a set of sensors (not shown) of temperature and pressure of the conditions outside the vehicle (outside temperature). , atmospheric pressure, .7) and internal (cooling water temperature, ..)
- a second gate of the "AND" type 34 sees on its inputs signals from the first gate 29 and the comparison means 33 of the flow of gases admitted into the engine 1 with a reference value. Its outputs are connected to the control device 35 of the turbocharger 3 and to the control device 36 of the valve 7. This door 34 is only necessary in the case where the engine 1 is equipped with an EGR valve 7 and a turbocharger 3.
- a third gate of the "AND" type 37 sees on its inputs signals coming from the control device 36 of the EGR valve 7, the first gate 29 and the comparison means 38 of the flow rate measured by the flowmeter 4 with a range of stored values. Its output sends a signal 26 to the correction means 25 triggering the learning of the patch table.
- the reference values used by the different comparison means form the learning conditions.
- the EGR valve 7 is closed so that the only flow entering the engine 1 is the flow of fresh air . Under these conditions, the fresh air flow is equal to the flow rate of the gases admitted into the engine. It is then possible to determine the measurement error of the flowmeter 5.
- the closure of the EGR valve 7 may lead to a pressure drop at the input of the engine 1 that can move the flow of the gases entering the engine estimated from the operating point that has triggered the 'learning. To mitigate this pressure drop and the variations of the boost pressure that may result, specific parameters can be imposed on the supercharging control so that the flow of gases admitted to the engine without exhaust gas control remains at maximum identical to the flow rate of gases admitted to the engine with recirculation.
- Errors in fresh air flow measurement can be interpreted mathematically, either as multiplicative factors or as additive factors.
- the fix table stores the measured and corrected airflow torque for each learning point. The average of several measurements of fresh air flow rate and several gas flow calculations admitted to the estimated engine prior to storing the values. The table thus obtained is stored in a non-volatile memory 19 making it possible to ensure the durability of the correctives learned during the stopping of the engine 1. The correction factor is then interpolated from the patch table and the air flow rate corrected.
- the present invention makes it possible to define a system and method for correcting the dispersions and drifts of the measured fresh air flow, based on a method of learning a patch table under particular operating conditions of the engine, said conditions learning. A correction function is deduced from this table and is used to correct the measurement of the fresh air flow measured.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Analytical Chemistry (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Testing Of Engines (AREA)
- Measuring Volume Flow (AREA)
- Exhaust Gas After Treatment (AREA)
Claims (10)
- System zur Überwachung des Betriebs eines Kraftfahrzeug-Verbrennungsmotors, das ein Organ (4) zur Messung des Durchflusses von in den Motor (1) angesaugter Luft, eine Vorrichtung (22) zur Schätzung des Durchflusses der in den Motor (1) angesaugten Gase und eine elektronische Steuereinheit (UCE) (20) enthält, dadurch gekennzeichnet, dass sie eine Einrichtung (21) zur Bestimmung der Standardabweichung der Streuung des gemessenen Luftdurchflusses in Abhängigkeit vom gemessenen Wert, eine erste Vergleichseinrichtung (24) der so bestimmten Standardabweichung mit einem Kalibrierungswert, um einen geschätzten optimalen Durchfluss der in den Motor gelangenden Gase zu bestimmen, und eine Korrektureinrichtung (25) enthält, um eine Korrekturfunktion des gemessenen Luftdurchflusses ausgehend vom geschätzten optimalen Durchfluss der in den Motor gelangenden Gase und vom gemessenen Luftdurchfluss abzuleiten, wenn Lernbedingungen geprüft werden.
- Überwachungssystem nach Anspruch 1, bei dem eine zweite Vergleichseinrichtung (27) die Augenblicksbedingungen mit den gespeicherten Lernbedingungen vergleichen und ein Auslösesignal (26) an die Korrektureinrichtung (25) liefern kann.
- Überwachungssystem nach den Ansprüchen 1 oder 2, bei dem die zweite Vergleichseinrichtung (27) eine Einheit von "UND"-Logikgliedern enthält, die das Senden des Auslösesignals (26) an die Korrektureinrichtung (25) überwachen.
- Überwachungssystem nach Anspruch 3, bei dem ein erstes Glied an seinen Eingängen Signale empfängt, die von den Vergleichseinrichtungen mit den Lernwerten der Messungen der Stabilitätsbedingungen (30), der Umgebungsbedingungen (31) sowie der seit der letzten Iteration (32) vergangenen Dauer stammen.
- Überwachungssystem nach Anspruch 4 für einen mit einem Turbolader (3) und mit einem gesteuerten Ventil zur Teilrückführung der Abgase (EGR) (8) ausgestatteten Motor, bei dem ein zweites Glied (34) an seinen Eingängen Signale empfängt, die von einem ersten Glied (29) und von einer Vergleichseinrichtung (33) des Durchflusses der in den Motor angesaugten Gase mit den Lernwerten stammen, wobei die Ausgänge des zweiten Glieds (34) mit Steuereinrichtungen (35) des Turboladers (3) und des Ventils zur Teilrückführung der Abgase (8) verbunden sind.
- Überwachungssystem nach Anspruch 5, bei dem ein drittes Glied (37) an seinen Eingängen Signale empfängt, die von den Überwachungseinrichtungen (36) des Rückführungsventils, vom ersten Glied (29), sowie von einer Vergleichseinrichtung (38) des vom Messorgan des Ansaugluftdurchflusses gemessenen Luftdurchflusses, einem Durchflussmesser (4), mit den Lernbedingungen stammen, wobei der Ausgang des dritten Glieds ein Auslösesignal (26) an die Korrektureinrichtung (25) sendet, um die Speicherung der Betriebsparameter des Motors auszulösen.
- Überwachungssystem nach einem der vorhergehenden Ansprüche, bei dem die Korrektureinrichtung eine Korrekturwerttabelle enthält, die eine Reihe von Korrekturwerten, die aus einem Vergleich zwischen dem geschätzten optimalen Durchfluss der in den Motor gelangenden Gase und dem gemessenen Luftdurchfluss stammen, sowie eine Reihe von gemessenen Luftdurchflusswerten speichern kann, die je einem der Korrekturwerte entsprechen.
- Überwachungssystem nach Anspruch 7, das einen nicht flüchtigen Speicher (19) enthält, in dem die Korrekturwerttabelle gespeichert ist.
- Verfahren zur Überwachung des Betriebs eines Verbrennungsmotors, bei dem der Durchfluss von in den Motor (1) angesaugter Frischluft gemessen und der Durchfluss der in den Motor angesaugten Gase geschätzt wird, dadurch gekennzeichnet, dass die Standardabweichung der Streuung des gemessenen Luftdurchflusses in Abhängigkeit vom gemessenen Wert bestimmt wird, dass die so bestimmte Standardabweichung mit einem Kalibrierungswert verglichen wird, um einen geschätzten optimalen Durchfluss der in den Motor gelangenden Gase zu bestimmen, und dass vom geschätzten optimalen Durchfluss der in den Motor gelangenden Gase eine Korrekturwerttabelle und eine Korrekturfunktion des gemessenen Luftdurchflusses abgeleitet werden, wenn Lernbedingungen geprüft werden.
- Überwachungsverfahren nach Anspruch 9, dadurch gekennzeichnet, dass die Korrekturwerte und die Korrekturfunktion des Luftdurchflusses als Korrekturen an multiplikativen und/oder additiven Fehlern berechnet werden.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0654206A FR2907169B1 (fr) | 2006-10-11 | 2006-10-11 | Systeme et procede de controle du fonctionnement d'un moteur a combustion interne avec compensation des derives et des dispersions de la mesure de debit d'air admis |
PCT/FR2007/052037 WO2008043933A1 (fr) | 2006-10-11 | 2007-09-27 | Systeme et procede de controle du fonctionnement d'un moteur a combustion interne avec compensation des erreurs de la mesure de debit d'air admis |
Publications (2)
Publication Number | Publication Date |
---|---|
EP2078150A1 EP2078150A1 (de) | 2009-07-15 |
EP2078150B1 true EP2078150B1 (de) | 2010-07-14 |
Family
ID=38055240
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP07848375A Active EP2078150B1 (de) | 2006-10-11 | 2007-09-27 | System und verfahren zur überwachung des betriebs eines verbrennungsmotors mit fehlerkompensation bei der ansaugluftstrommessung |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP2078150B1 (de) |
AT (1) | ATE474134T1 (de) |
DE (1) | DE602007007799D1 (de) |
FR (1) | FR2907169B1 (de) |
WO (1) | WO2008043933A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2953561A3 (fr) * | 2009-12-04 | 2011-06-10 | Renault Sa | Procede et systeme de correction d'une mesure de debit d'air admis dans un moteur a combustion interne |
FR2953564A3 (fr) * | 2009-12-04 | 2011-06-10 | Renault Sa | Procede et systeme de correction d'une mesure de debit d'air admis dans un moteur a combustion interne |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19825305A1 (de) * | 1998-06-05 | 1999-12-09 | Bayerische Motoren Werke Ag | Verfahren zur Korrektur der durch ein Saugrohr angesaugten und im Saugrohr gemessenen Luftmasse eines Verbrennungsmotors |
US6370935B1 (en) * | 1998-10-16 | 2002-04-16 | Cummins, Inc. | On-line self-calibration of mass airflow sensors in reciprocating engines |
FR2861427B1 (fr) * | 2003-10-24 | 2008-01-18 | Renault Sa | Procede d'injection de carburant dans un moteur a combustion interne mettant en oeuvre le calcul d'une valeur de consigne |
FR2876739B1 (fr) * | 2004-10-18 | 2009-11-13 | Peugeot Citroen Automobiles Sa | Procede de regulation d'un systeme d'admission d'un moteur a combustion interne et vehicule automobile mettant en oeuvre ce procede |
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2006
- 2006-10-11 FR FR0654206A patent/FR2907169B1/fr not_active Expired - Fee Related
-
2007
- 2007-09-27 AT AT07848375T patent/ATE474134T1/de not_active IP Right Cessation
- 2007-09-27 WO PCT/FR2007/052037 patent/WO2008043933A1/fr active Application Filing
- 2007-09-27 EP EP07848375A patent/EP2078150B1/de active Active
- 2007-09-27 DE DE602007007799T patent/DE602007007799D1/de active Active
Also Published As
Publication number | Publication date |
---|---|
EP2078150A1 (de) | 2009-07-15 |
WO2008043933A1 (fr) | 2008-04-17 |
FR2907169B1 (fr) | 2009-01-23 |
DE602007007799D1 (de) | 2010-08-26 |
ATE474134T1 (de) | 2010-07-15 |
FR2907169A1 (fr) | 2008-04-18 |
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