EP2142784B1 - Régulation de lambda à adaptation de caractéristiques - Google Patents

Régulation de lambda à adaptation de caractéristiques Download PDF

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Publication number
EP2142784B1
EP2142784B1 EP08734800.9A EP08734800A EP2142784B1 EP 2142784 B1 EP2142784 B1 EP 2142784B1 EP 08734800 A EP08734800 A EP 08734800A EP 2142784 B1 EP2142784 B1 EP 2142784B1
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EP
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Prior art keywords
probe
lambda
internal combustion
combustion engine
mixture
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EP08734800.9A
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German (de)
English (en)
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EP2142784A2 (fr
Inventor
Hermann Hahn
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Volkswagen AG
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Volkswagen AG
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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
    • F02D41/2454—Learning of the air-fuel ratio control
    • F02D41/2458—Learning of the air-fuel ratio control with an additional dither signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1408—Dithering techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1402—Adaptive control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—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

Definitions

  • the invention relates to a method for ⁇ -control in an internal combustion engine with an engine control for mixture formation and arranged in an exhaust system of the combustion engine ⁇ -probe for generating an oxygen content of a guided in the exhaust system exhaust gas by means of a stored characteristic characterizing probe signal.
  • Procedures for ⁇ control in internal combustion engines can be used to reduce the emissions of harmful gases into the environment.
  • at least one catalyst can be arranged in the exhaust system of the internal combustion engine. In order to keep the catalyst in an optimal operating point, it is necessary to control the mixture preparation of the internal combustion engine with the aid of a ⁇ -control so that, at least in the mean value, a regulated ⁇ -value which is as close as possible to 1.0.
  • a ⁇ probe can be arranged in the exhaust system of the internal combustion engine.
  • a probe signal of the ⁇ probe can be assigned to an associated ⁇ value by means of a characteristic curve.
  • ⁇ -probe a ⁇ -deviation which is included as an offset or temporal impact on a period in the front ⁇ control.
  • a ⁇ -probe a ⁇ -deviation which is included as an offset or temporal impact on a period in the front ⁇ control.
  • the track behavior of the ⁇ control loop is modeled, wherein the sensor delay time is included in the model as a model parameter. It is further described that aging and / or poisoning phenomena reduce the sensor delay time, i. the ⁇ -probe slows down. This also changes the amplitude gain above a cutoff frequency, which depends on the probe aging. By evaluating the ratio of the amplitude gain of the model and of the actual system, an adaptation of the model parameter sensor delay time can then take place.
  • the US 5,777,204 A refers to a method by which an inactive state of an "air-fuel ratio" sensor can be determined with certainty, whereby incorrect output data of such a sensor can be avoided. Furthermore, the possibility of performing an adaptation of this curve by a displacement along the ordinate is described.
  • the US 5,778,866 A relates to an "air-fuel ratio detecting system" of an internal combustion engine having, inter alia, means for determining a characteristic variation of the output signal of the sensor relative to a variation of the air-fuel radio of an air-fuel mixture. Further, the system includes means for forming correction data related to the mentioned variation characteristic, the correction being made when the fuel supply is cut off.
  • the US 5,551,410 A relates to a control system for the supply of fuel to an internal combustion engine, wherein a current dynamic response of the system is determined in comparison to a predetermined dynamic response. This is not about adapting a ⁇ characteristic, but about bringing the system response back into a predetermined range by changing the supply of fuel.
  • the DE 10 2006 017 863 B3 relates to a method for adjusting a fuel-air mixture by means of a two-point regulator.
  • the switching point of the two-position controller is adapted.
  • the switching point of the two-point controller is shifted in the direction of the desired, deviating from the stoichiometric ratio ⁇ value, wherein the oscillation of the measuring signal of the ⁇ -probe is added to the switching point and a constant control stroke is secured.
  • the method is based on the recognition of a correlation of the residual ripple for a given control stroke with a assignable ⁇ value, wherein the ⁇ control takes place on the measured variable of the residual ripple.
  • the object of the invention is to provide an improved ⁇ control in an internal combustion engine, in particular with an improved evaluation of a probe signal of an A probe.
  • the object is in a method for ⁇ control in an internal combustion engine with an engine control for mixture formation and arranged in an exhaust system of the internal combustion engine A-probe for generating an oxygen content of a guided in the exhaust system exhaust gas by means of a stored characteristic characterizing probe signal, by the following steps solved: Pre-control of mixture changes of the internal combustion engine by means of the engine control and adapting the stored characteristic of the ⁇ -probe using the pilot-controlled mixture changes.
  • a high level of effectiveness of exhaust gas cleaning measures is necessary. This can serve as accurate as possible adjustment of the exhaust gas composition of the internal combustion engine, wherein a catalyst located in the exhaust system can work as effectively as possible.
  • the catalyst for example, a three-way catalyst
  • this can be acted upon with exhaust gas, which alternately by means of the mixture changes a slight excess of fuel (fat) or a slight oxygen excess (lean).
  • Such mixture changes are also referred to as ⁇ modulation.
  • the pilot-controlled, ie known mixture changes for adapting the stored characteristic of the ⁇ -probe can be used.
  • the ⁇ -probe can be, for example, a jump ⁇ -probe, which works according to the Nernst principle.
  • Such ⁇ probes generally have a very flat characteristic with lean or rich exhaust gas composition, which can be subject to tolerances, in particular in the case of aging of the probe.
  • the known - since pilot-controlled - mixture changes can be used to adapt the characteristic of such a jump ⁇ probe, this despite possible existing tolerances and / or aging phenomena, the determination of a more accurate ⁇ value, especially at lean and / or fat Exhaust gas composition allows.
  • a pilot-controlled mixture change or ⁇ modulation a deterioration in the conversion performance of the catalyst due to tolerances and / or errors in the characteristic curve can be avoided.
  • a long-term stable good conversion performance of the catalyst can be achieved despite the use of relatively inexpensive jump ⁇ probes.
  • the method further comprises the step of: piloting the mixture changes as A-modulation.
  • the changes in the mixture may be an increase and a reduction in the amount of fuel used in any case for ⁇ controls, for example by +/- 2%.
  • the adaptation of the stored characteristic during normal operation of the internal combustion engine can be made. A special, different from the usual control of the mixture changes pilot control is not necessary.
  • the method further comprises the step of: correlating a signal change of the ⁇ -probe with the pilot-controlled mixture changes.
  • the exhaust system in particular due to the duration of the exhaust gas and mixing effects, acts as a delay element, so that the pilot-controlled mixture changes cause time-shifted corresponding signal changes of the ⁇ -probe.
  • this time delay can be estimated based on the course of the signal changes of the ⁇ -probe and / or additionally by knowing the dimensioning of the exhaust system and the exhaust gas mass flow guided therein for correlating.
  • the method further comprises the step of: relating to a maximum difference of an amount of fuel pilot-controlled in the piloting of the mixture changes to a resulting maximum signal change of the ⁇ -probe.
  • the delay time or transit time of the exhaust gas can thereby be determined, wherein advantageously a signal value corresponding to a specific fuel quantity can be determined.
  • the method further comprises the step of: changing the amount of fuel from a stoichiometric mixture composition.
  • the change in the amount of fuel for example, +/- 2%, for example via a piloted ramp occur.
  • the method also comprises the following step: Determining an extreme value of the probe signal temporally following the change of the fuel quantity.
  • a time stamp can be set.
  • the method further comprises the following step: determining a pair of values of the extreme value of the probe signal at an extreme value of the fuel quantity which precedes this time. At the previous extreme value of the amount of fuel, a time signal can also be set, resulting in the delay time from the time difference.
  • a value pair of the characteristic curve of the used ⁇ -probe can be determined by the respective determination of the extreme value of the pilot fuel quantity and of the probe signal. Due to the basically known pilot-controlled amount of fuel, it is possible to assign a theoretical calculable ⁇ value to the extreme value of the fuel quantity. This calculated or expected A-value can be assigned to the probe signal via the value pair.
  • the method further comprises the following step: adapting the characteristic to the value pair.
  • it can be checked whether the determined value pair is element of the stored characteristic curve. If this is not the case, ie the characteristic curve for the probe signal associated with the value pair would result in a deviating ⁇ value, the characteristic curve can advantageously be adapted such that the precalculated ⁇ value lies on the characteristic curve.
  • the adaptation of the characteristic can be done in various ways, for example by a parallel shift of the characteristic, by shifting certain parts of the characteristic, for example in a rich and / or lean area and / or by replacing the characteristic or at least a portion of the characteristic previously known, for example by long-term measurements determined characteristics of aged ⁇ probes.
  • the method further comprises the step of: determining the value pair in a rich mixture composition.
  • an area of the characteristic curve for measured values ⁇ ⁇ 1 can thus be adapted particularly well.
  • a further embodiment of the method comprises the following step: adapting the stored characteristic after the occurrence of a release condition, in particular at least one of the following release conditions: the internal combustion engine is at an approximately constant speed / load point, a mixture adaptation of the internal combustion engine has settled, the ⁇ control is settled, a tank ventilation of the internal combustion engine is deactivated and / or an engine temperature of the internal combustion engine is in a predetermined range.
  • the object is also achieved by carrying out the method described above in the normal driving operation of the motor vehicle or in a diagnostic operation.
  • the object is finally with a motor vehicle with an internal combustion engine with a motor control, designed and / or set up to carry out a method as described above.
  • FIG. 1 shows a block diagram of a method for ⁇ -control in an internal combustion engine 1.
  • the engine control unit 5 has, among other components, not shown, an adaptation device 6, a front controller 7 of the front control loop 2 and a rear regulator 9 of the rear control circuit 3.
  • the front controller 7 of the engine control unit 5 controls the mixture formation of the internal combustion engine 1.
  • the internal combustion engine 1 discharges its exhaust gas into an exhaust system 11 having a catalyst 13 with a first A probe 15 and a second A probe 17.
  • the first ⁇ probe 15 is in the exhaust path of the exhaust system 11 upstream of the catalyst 13.
  • the second ⁇ -probe 17 is connected downstream of the catalyst 13 in the exhaust path of the exhaust system 11.
  • the first ⁇ probe 15 supplies a probe signal 19, which is supplied to the front controller 7 after subtraction of a set value 21.
  • the second ⁇ -probe 17 supplies a rear probe signal 23, which is fed to the rear controller 9.
  • the rear controller 9 generates from this a control signal 25, which is additionally added to the setpoint 21. Consequently, the rear controller 9 causes a change in the setpoint value 21 before it is subtracted from the probe signal 19.
  • the first ⁇ probe 15 may be, for example, a jump A probe according to the Nernst principle.
  • the applied control method of the front loop 2 may be designed, for example, as a two-point crizvertahren, wherein mixture changes as ⁇ modulation be pre-controlled.
  • the amount of fuel can be increased or decreased alternately by +/- 2%.
  • the second ⁇ probe 17 may be, for example, a broadband ⁇ probe.
  • FIG. 2 shows a characteristic curve 27 of a jump ⁇ -probe. Characteristics of broadband ⁇ probes provide a comparatively good signal resolution even at ⁇ not equal to 1.
  • FIG. 2 symbolizes an x-axis 29 a ⁇ -value and a y-axis 31 an associated signal value of a probe signal of the broadband A-probe.
  • FIG. 3 shows a characteristic 35 of a jump ⁇ -probe with a pair of values 37 for adapting the characteristic curve 35.
  • On an x-axis 36 is the size ⁇ and on a y-axis 38 is a probe signal or a signal characterizing the probe signal, for example a voltage, applied.
  • the value pair 37 corresponds to an A value of 0.98 and the associated probe signal.
  • the probe signal may be, for example, the front probe signal 19 of the first A probe 15.
  • the characteristic curve 35 is located within a region 39.
  • the region 39 runs in the rich mixture-forming region, that is to say for probe signals which correspond to a ⁇ ⁇ 1.
  • the area 39 places in FIG. 3 the characteristic curve 35 can be adapted within the range 39 or selected within the range 39 such that the characteristic 35 runs through the value pair 37, ie the value pair 37 is element of the characteristic 35.
  • FIG. 4 shows a graph of a first time profile 41 of a pilot-controlled mixture change in comparison with a corresponding second time profile of a resulting probe signal, for example the front probe signal 29, as shown in FIG FIG. 4
  • the ramps 45 always start in a rising or falling direction from a stoichiometric mixture formation in order to jump back to the jumps 47 for stoichiometric mixture formation.
  • a value pair 37 as in FIG. 3 is shown at a time in FIG. 4 is marked with t 1 and corresponds to an extreme value 49 of the first time course 41 of the pilot-controlled mixture formation, set a time.
  • the extreme value 49 corresponds in the present example to a ⁇ value of 0.98.
  • an extreme value 51 of the second time course 43 of the front probe signal 19 is determined. From the time difference between the time marked t 1 and a time marked t 2 , which corresponds to the extreme value 51, a delay time, which in FIG. 4 with t v identified.
  • a value pair results, namely from the extreme values 49 and 51.
  • the pre-controlled ⁇ value of 0.98 can be a value of the front probe signal, 19 at the time of the extreme value 51 be assigned.
  • This value pair which is thus determined, for example, by means of the adaptation device 6 of the motor control 5, can advantageously be used to adapt the in FIG. 3 shown characteristic curve 35 are determined, for example, also in the adaptation device 6.
  • the characteristic 35 may be stored in the engine controller 5.
  • the characteristic 35 currently stored at the time of determining the value pair 37 can be checked to see whether the determined value pair 37 is element of the characteristic 35. If this is not the case at the time the value pair 37 is determined, a new characteristic can be determined and stored by the adaptation device 6, which is adapted such that the value pair 37 is again an element of the characteristic curves 35.
  • the characteristic curve 35 in the rich region can be adjusted by this checking and adaptation such that, despite possible temporal changes and / or tolerances, it also assigns a comparatively precise ⁇ value to the measured front probe signal 19 in the region of a rich mixture formation.
  • the characteristic curve 35 of the first ⁇ probe 15, which may be designed as a Nernst probe, is adapted with the aid of the known mixture changes of the internal combustion engine 1.
  • the mixture changes are also referred to as ⁇ modulation, wherein the amount of fuel is increased or decreased by, for example, +/- 2%.
  • ⁇ modulation wherein the amount of fuel is increased or decreased by, for example, +/- 2%.
  • t v With a certain time delay, in FIG. 4 is denoted by t v , and resulting from the installation of the first A-probe 15 and the running time of the guided in the exhaust system 11 exhaust gas, the front probe signal 19 reacts to this mixture change.
  • the signal change of the first ⁇ -probe 15 can be correlated with the pilot fuel quantity. This can be done by taking into account the maximum difference of the pilot fuel quantity in FIG.
  • the engine control 5 of the internal combustion engine 1 increases the mixture composition to a maximum value of + 2% starting from a stoichiometric mixture composition along the ramp 45 by adding an additional amount of fuel. Subsequently, this factor along the jump 47 of the first time course 41 again reduced. This increase by 2% corresponds to a minimum value of a mixture of 0.98, eg at time t 1 , as in FIG. 4 shown.
  • the front probe signal 19 reacts with a signal increase.
  • the extreme value 51 which represents a maximum value of the front probe signal 19 and results at time t 2 , can now be added to or assigned to the set mixture ⁇ of 0.98. This results in the value pair 37, by means of which a correction of the characteristic 35 of the first ⁇ -probe 15 can be made, such as in FIG. 3 shown.
  • the release of this adaptation can be made dependent on different release conditions.
  • the adaptation can, for example, only be started when the internal combustion engine 1 is operated at an approximately constant speed / load point, a mixture adaptation of the internal combustion engine 1 has settled, the ⁇ control has settled, a tank ventilation of the internal combustion engine is deactivated and / or an engine temperature of the internal combustion engine is within a predetermined range.
  • the signal of a Nernst ⁇ probe can also be used directly in regions A not equal to 1 for downstream methods which, for example, can also be implemented in the motor control 5.

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

Claims (7)

  1. Procédé de régulation de λ dans un moteur à combustion interne (1) comportant une commande de moteur (5) destinée à produire un mélange et une sonde λ (15), disposée dans un système d'échappement (11) du moteur à combustion interne (1), d'une régulation λ destinée à générer une teneur en oxygène d'un gaz d'échappement guidé dans le système d'échappement (11), au moyen d'un signal de sonde caractérisant une courbe caractéristique λ (35) stockée dans la commande de moteur (5), comportant les étapes consistant à :
    - commander à l'avance des variations de mélange du moteur à combustion interne (1) sous la forme d'une modulation λ au moyen de la commande de moteur (5), pour ainsi modifier la quantité de carburant à partir d'une composition de mélange stoechiométrique dans le cas d'une composition de mélange grasse ;
    - corréler une variation de signal de la sonde λ (15) avec des variations de mélange commandées à l'avance, caractérisé par le fait de
    - rapporter une différence maximale d'une quantité de carburant commandée à l'avance lors de la commande effectuée à l'avance des variations du mélange à une variation de signal maximale de la sonde λ (15) se produisant à partir de celle-ci et déterminer une valeur extrême (51) du signal de sonde (19) de la sonde λ (15) suivant dans le temps la variation de la quantité de carburant ;
    - déterminer une paire de valeurs (37) constituée de la valeur extrême (51) du signal de sonde (19) et d'une valeur extrême (49) de la quantité de carburant précédant celle-ci dans le temps ;
    - adapter la courbe caractéristique λ stockée (35) de la sonde λ (15) en utilisant les variations de mélange commandées à l'avance de manière à ce que la paire de valeurs (37) soit un élément de la courbe caractéristique λ (35).
  2. Procédé selon la revendication 1, comprenant les étapes consistant à :
    - adapter la courbe caractéristique λ stockée (35) après la survenue d'une condition de déclenchement, notamment de l'une des conditions de déclenchement suivantes : le moteur à combustion interne (1) se trouve à un point de vitesse de rotation/charge pratiquement constant, une adaptation du mélange du moteur à combustion interne (1) est transitoire, la régulation λ du moteur à combustion interne (1) est transitoire, une ventilation du réservoir du moteur à combustion interne (1) est désactivée et/ou une température de moteur du moteur à combustion interne (1) se situe dans une région prédéterminée.
  3. Procédé selon la revendication 1 ou 2, caractérisé en ce que le système d'échappement (11) comprend un catalyseur (13) comportant une première sonde λ (15) et une seconde sonde λ (17), dans lequel la première sonde λ (15) est la sonde λ (15) de la régulation λ.
  4. Procédé selon la revendication 1, caractérisé en ce que la première sonde λ (15) est une sonde λ (15) à sauts.
  5. Procédé selon la revendication 3, caractérisé en ce que la première sonde λ est une sonde λ à large bande.
  6. Mise en oeuvre d'un procédé selon les revendications précédentes lors d'un fonctionnement normal du véhicule à moteur ou lors d'un fonctionnement de diagnostic.
  7. Véhicule à moteur comportant un moteur à combustion interne (1) muni d'une commande de moteur (5), configuré et/ou conçu pour mettre en oeuvre le procédé selon l'une quelconque des revendications précédentes.
EP08734800.9A 2007-04-04 2008-03-27 Régulation de lambda à adaptation de caractéristiques Active EP2142784B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007016276A DE102007016276A1 (de) 2007-04-04 2007-04-04 Lambda-Regelung mit einer Kennlinienadaption
PCT/EP2008/002407 WO2008122369A2 (fr) 2007-04-04 2008-03-27 Régulation de lambda à adaptation de caractéristiques

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Publication Number Publication Date
EP2142784A2 EP2142784A2 (fr) 2010-01-13
EP2142784B1 true EP2142784B1 (fr) 2016-03-16

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WO2008122369A2 (fr) 2008-10-16
WO2008122369A3 (fr) 2008-11-27
DE102007016276A1 (de) 2008-10-09
EP2142784A2 (fr) 2010-01-13

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