EP2708726B1 - Procédé pour évaluer la vitesse d'écoulement de gaz d'échappement pour un moteur à combustion interne - Google Patents

Procédé pour évaluer la vitesse d'écoulement de gaz d'échappement pour un moteur à combustion interne Download PDF

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EP2708726B1
EP2708726B1 EP13184641.2A EP13184641A EP2708726B1 EP 2708726 B1 EP2708726 B1 EP 2708726B1 EP 13184641 A EP13184641 A EP 13184641A EP 2708726 B1 EP2708726 B1 EP 2708726B1
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Prior art keywords
sensor
flow rate
internal combustion
combustion engine
exhaust gas
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EP13184641.2A
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German (de)
English (en)
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EP2708726A1 (fr
Inventor
Stefano Sgatti
Matteo De Cesare
Federico Stola
Federico Covassin
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Marelli Europe SpA
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Magneti Marelli SpA
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Priority claimed from IT000489A external-priority patent/ITBO20120489A1/it
Priority claimed from IT000487A external-priority patent/ITBO20120487A1/it
Priority claimed from IT000488A external-priority patent/ITBO20120488A1/it
Priority claimed from IT000486A external-priority patent/ITBO20120486A1/it
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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
    • F02D41/14—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
    • F02D41/1445—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 related to the exhaust flow
    • 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
    • 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
    • F02D41/187—Circuit arrangements for generating control signals by measuring intake air flow using a hot wire flow sensor

Definitions

  • the present invention relates to a method for estimating the exhaust gas flow rate for an internal combustion engine.
  • Internal combustion engines are typically provided with a number of injectors that inject the fuel for the combustion into respective cylinders, each of which is connected to an intake manifold by means of at least one respective intake valve and to an exhaust manifold by means of at least one respective exhaust valve.
  • Said exhaust manifold is connected to an exhaust pipe, which feeds the exhaust gases produced by the combustion to an exhaust system, which emits the gases produced by the combustion into the atmosphere and normally comprises at least one catalyzer (possibly provided with particulate trap) and at least one muffler arranged downstream of the catalyzer.
  • most internal combustion engines are provided with an air flow meter which is suited to measure the air flow rate aspirated by the internal combustion engine.
  • Knowing the exhaust gas flow rate is needed in order to optimize the management of a plurality of exhaust components.
  • such an exhaust gas flow rate is calculated by an electronic control unit of the internal combustion engine by adding the air flow rate aspirated by the internal combustion engine provided by the air flow meter to the fuel flow rate used during the injection into the four cylinders; or alternatively by means of a speed density law. In both cases, however, determining the exhaust gas flow rate is critical because it is neither sufficiently accurate nor reliable.
  • EP1529952 shows a gas flow sensor.
  • numeral 1 indicates as a whole an internal combustion engine supercharged by means of a turbocharger supercharging system.
  • the internal combustion engine 1 comprises four injectors 2, which inject the fuel directly into four cylinders 3, each of which is connected to an intake manifold 4 by means of at least one respective intake valve (not shown) and to an exhaust manifold 5 by means of at least one respective exhaust valve (not shown).
  • the intake manifold 4 receives fresh air (i.e. air coming from the external environment) through an intake duct 6, which is provided with an air cleaner 7 and is adjusted by a throttle 8.
  • An air flow meter 7* which is suited to measure the air flow rate ⁇ AFM aspirated by the internal combustion engine 1, is arranged along the intake duct 6 downstream of the air cleaner 7.
  • An intercooler 9 for cooling the intake air is arranged along the intake duct 6.
  • An exhaust duct 10, which feeds the exhaust gases produced by the combustion to an exhaust system, is connected to the exhaust manifold 5, emits the gases produced by the combustion into the atmosphere, and normally comprises at least one catalyzer 11 (possibly provided with particulate trap) and at least one silencer (not shown) arranged downstream of the catalyzer 11.
  • the supercharging system 2 of the internal combustion engine 1 comprises a turbocharger 12 provided with a turbine 13, which is arranged along the exhaust pipe 10 to turn at high speed under the bias of the exhaust gases expelled from the cylinders 3, and a compressor 14, which is arranged along the intake pipe 6 and is mechanically connected to the turbine 13 in order to be rotatably fed by the turbine 13 itself and increase the pressure of the air fed into the intake pipe 6.
  • a bypass pipe 15 is provided along the exhaust pipe 10 and is connected in parallel to the turbine 13 so as to have the ends thereof connected upstream and downstream of the turbine 13 itself; a wastegate valve 16 is arranged along the bypass pipe 15 and is adapted to adjust the exhaust gas flow rate flowing through the bypass pipe 15 and is driven by a solenoid valve 17.
  • a bypass pipe 18 is provided along the intake pipe 6 and is connected in parallel to the compressor 14 so as to have the ends thereof connected upstream and downstream of the compressor 14 itself; a Poff valve 19 is arranged along the bypass pipe 18, is adapted to adjust the exhaust gases which flow through the bypass pipe 18 and is driven by an EGR solenoid valve 20.
  • the internal combustion engine 1 is controlled by an electronic control unit 21, which governs the operation of all the components of the internal combustion engine 1.
  • the electronic control unit 21 is connected to a sensor 22 which measures the temperature T aircol and the pressure P aircol of the air present in the intake manifold 4, to a sensor 23 which measures the revolution speed ⁇ mot of the internal combustion engine 1, and to a sensor 24 (typically a linear oxygen sensor of the UHEGO or UEGO type - known and not described in detail) which measures the air/fuel ratio ⁇ upstream of the catalyzer 11.
  • the sensor 24 i.e. of the linear oxygen sensor of the UEGO type, for instance
  • the sensor 24 must keep an internal temperature as stable as possible.
  • the internal combustion engine 1 is thus equipped with a controller CS, which is provided to control the sensor 24, is connected to the electronic control unit 21 and to the sensor 24, and is arranged, according to a first variant, close to the sensor 24 or, according to an alternative variant, directly inside the electronic control unit 21.
  • a controller CS which is provided to control the sensor 24, is connected to the electronic control unit 21 and to the sensor 24, and is arranged, according to a first variant, close to the sensor 24 or, according to an alternative variant, directly inside the electronic control unit 21.
  • the controller CS is made to guarantee that the internal temperature of the sensor 24 is kept constant as the surrounding conditions vary, which conditions are typically the exhaust gas flow rate crossing the sensor 24 and the temperature of the exhaust gas flow crossing the sensor 24.
  • the controller CS is provided with a heater, which is made to supply electric power P, which by Joule effect is transformed into thermal power in order to keep the temperature inside the sensor 24 constant.
  • the estimation method includes determining a reference temperature value T ref for the sensor 24 during a preliminary step of setting up and adjusting.
  • such a reference temperature value T ref is constant and preferably comprised between 760 °C and 850 °C.
  • the reference temperature value T ref is determined so that it is higher than the temperature T g of the exhaust gases; such a condition occurs particularly in compression ignited internal combustion engines 1, in which the average temperature T g_avg of the exhaust gases is lower than that of spark ignited internal combustion engines 1.
  • the controller CS is thus provided to compare the reference temperature value T ref with a temperature inside the sensor 24.
  • the temperature inside the sensor 24 is determined by the controller CS as a function of the resistance R(T ref ) of the heater inside the sensor 24 itself.
  • the controller CS is provided to control the heater and vary the supplied electric power P, which is turned by Joule effect into thermal power in order to keep the temperature inside the sensor 24 constant as a function of the result of the comparison between the reference temperature value T ref and of the temperature inside the sensor 24.
  • the temperature inside the sensor 24 is variable as a function of a plurality of parameters, such as the exhaust gas flow rate m hitting the sensor 24 and the temperature T g of the exhaust gases hitting the sensor 24.
  • the electronic control unit 21 is configured to determine the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature and to estimate the exhaust gas flow rate m as a function of the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature.
  • the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature is also variable as a function of the pressure of the exhaust gases hitting the sensor 24, of the exhaust gas flow rate m hitting the sensor 24 and of the temperature T g of the exhaust gases hitting the sensor 24; and therefore the exhaust gas flow rate m hitting the sensor 24 can be established by knowing the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature, since the pressure value ps of the exhaust gases close to the sensor 24 is estimated by the electronic control unit 21 and varies limitedly during the normal operation of the internal combustion engine 1, while the temperature T g of the exhaust gases hitting the sensor 24 may be determined by using a sensor or estimated by the electronic control unit 21 (e.g. by means of the method described in patent application EP-A1-2110535 ).
  • the controller CS is thus made to work in a closed loop by determining the temperature inside the sensor 24 and modulating the electric heating power P which is supplied to the sensor 24 itself.
  • the electronic control unit 21 is configured to estimate the exhaust gas flow rate m as a function of the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature.
  • the heating electric power P supplied to the sensor 24 must balance the thermal power that the sensor 24 yields to the exhaust gases when in use.
  • the thermal power that the sensor 24 yields to the exhaust gases is as a function of the exhaust gas flow rate m of the temperature T g of the exhaust gases hitting the sensor 24.
  • the electronic control unit 21 is thus configured to control the exhaust gas flow rate m as follows:
  • the air flow ⁇ Cyl entering the cylinders 3 is estimated using the speed density model and is adequately robust and accurate.
  • the estimated exhaust gas flow rate m can be corrected, in particular by correcting the calculation of the heat exchange coefficient h.
  • Formula [11] thus allows to calculate the exhaust gas flow rate m by means of the speed density model minus the fuel flow rate ⁇ FUEL entering the cylinders 3.
  • the exhaust gas flow rate value ⁇ calculated by means of the speed density model may be compared with the exhaust gas flow rate value m calculated by means of the estimation method illustrated in the figure 2 , and the exhaust gas flow rate value m calculated by means of the speed density model may be used to update the calculation block f1 which outputs the heat exchange coefficient h so as to consolidate the estimation method described above.
  • the estimated exhaust gas flow rate m may be used by the electronic control unit 21 for various purposes, some of which will be described below (regardless of the sensor 24 used to implement the mentioned exhaust gas flow rate ⁇ estimation method).
  • the air flow rate ⁇ AFM aspirated by the internal combustion engine 1 may thus be alternatively measured by the air flow meter 7* or calculated by means of the difference of the equation [12].
  • implementing the method for estimating the exhaust gas flow rate ⁇ may allow to check the coherence with the aspirated air flow rate values ⁇ AFM measured by the air flow meter 7* (regardless of the sensor 24 used for implementing the mentioned estimation of the exhaust gas flow rate ⁇ ).
  • the aspirated air flow rate value ⁇ AFM measured by the air flow meter 7* becomes less reliable over time because the performance of the air flow meter 7* decays considerably (by way of example, passing from an initial measurement dispersion of 4% to a measurement dispersion of 15% may be considered) and the implementation of the estimation method described above allows to obtain a very accurate estimation of the exhaust gas flow rate m which can be used to correct the air flow rate ⁇ AFM aspirated by the internal combustion engine 1 measured by the flow meter 7*.
  • the electronic control unit 21 is configured to measure the air flow rate ⁇ AFM aspirated by the internal combustion engine 1 by means of the air flow meter 7*; comparing the air flow rate ⁇ AFM aspirated by the internal combustion engine 1 measured by the air flow meter 7* with the air flow rate value ⁇ AFM aspirated by the internal combustion engine 1 determined as a function of the fuel flow rate ⁇ FUEL entering into the cylinders 3 and of the exhaust gas flow rate ⁇ produced by the combustion of the internal combustion engine 1 estimated using the method described above; and updating the air flow meter 7* as a function of the comparison between the air flow rate value ⁇ AFM aspirated by the internal combustion engine 1 and measured by the air flow meter 7* and the air flow rate value ⁇ AFM aspirated by the internal combustion engine 1 determined as a function of the fuel flow rate ⁇ FUEL entering the cylinders 3 and the exhaust gas flow rate m produced by the combustion of the internal combustion engine 1 estimated using the method described above.
  • the internal combustion engine 1 comprises an EGR gas recirculation circuit divided into a low-pressure branch and a high-pressure branch, in addition to an air flow meter 7* and a sensor 24 placed immediately downstream of the turbine 13 of the turbocharger 12 and upstream of the catalyzer 11.
  • the electronic control unit 21 is configured to estimate the exhaust gas flow rate m produced by the combustion of the internal combustion engine 1 to be emitted into the atmosphere according to the method described above (regardless of the sensor 24 used); to determine both the exhaust gas flow rate ⁇ EGR_LP recirculated through the low-pressure branch LP of the EGR circuit of the internal combustion engine 1 and the exhaust gas flow rate ⁇ EGR_HP recirculated through the high-pressure branch HP of the EGR circuit of the internal combustion engine 1 as a function of the exhaust gas flow rate m produced by the internal combustion engine 1; and to control the internal combustion engine 1 as a function of the exhaust gas flow rate ⁇ EGR_LP recirculated through the low-pressure branch LP of the EGR circuit of the internal combustion engine 1 and by the exhaust gas flow rate ⁇ EGR_HP recirculated through the HP branch of the EGR circuit of the internal combustion engine 1.
  • the unknown factors are the exhaust gas flow rate ⁇ EGR_LP recirculated through the low-pressure branch of the EGR circuit of the internal combustion engine 1 and the exhaust gas flow rate ⁇ EGR_HP recirculated through the high-pressure branch of the EGR circuit of the internal combustion engine 1.
  • the system of two equations [13] is thus easily solved and allows to establish how the flow rate is split into an EGR gas recirculation circuit divided into a low-pressure branch and a high-pressure branch.
  • the internal combustion engine 1 comprises an EGR gas recirculation circuit divided into a low-pressure branch and a high-pressure branch, in addition to an air flow meter 7* and a sensor 24 placed immediately downstream of the catalyzer 11.
  • Knowing the exhaust gas flow rate ⁇ ' s through the sensor 24' placed immediately downstream of the catalyzer 11 allows to optimize the management of the downstream devices (e.g. of the SCR - selective catalytic reduction - system).
  • the internal combustion engine 1 comprises a number of sensors NOx placed typically downstream of the catalyzer 11 and/or downstream of the SCR - selective catalytic reduction - system (if present) and, consequently, downstream of the sensor 24.
  • Estimating the exhaust gas flow rate m by means of the method described above allows to know with considerable accuracy also the exhaust gas flow rate hitting the other sensors NOx with evident advantages both in terms of accuracy and response dynamics.
  • the estimation of the exhaust gas flow rate m may be used to estimate a further magnitude of the exhaust system, i.e. the exhaust pressure P3 (independently from the sensor 24 used).
  • the turbine manufacturers 13 typically provide the characteristic curves of the turbines 13 themselves which are represented by a plurality of curves (in the case of a variable geometry turbine 13, also known as VGT) or by a single curve (in the case of a fixed geometry turbine 13) on the exhaust gas flow rate m / P3/P4 ratio map.
  • Obtaining the ratio of the exhaust pressure P3 upstream of the turbine 13 and the pressure P4 downstream of the turbine 13 is immediate knowing the exhaust gas flow rate m through the sensor 24, which is estimated with the method described above, the control position of the turbine 13 in the case of the variable geometry turbine 13 and having the characteristic curve of the turbine 13 available. Knowing such a ratio and having obtained the pressure P4 downstream of the turbine 13 (e.g. by means of the updating method described in patent application BO2011A000213 ), the exhaust pressure P3 upstream of the turbine 13 is also obtained.
  • the exhaust pressure P3 described above may be also estimated in transient conditions, in which case it is much more reliable than the traditional estimates which are characterized by a high degree of uncertainty, above all in transient conditions.
  • the method described above does not include the use of a dedicated sensor to be accommodated also the exhaust duct 10 so as to be hit, when in use, by the exhaust gases to estimate the exhaust gas flow rate m; instead, the implementation of such a method is possible by means of the sensors 24 already provided in the internal combustion engine 1 for other functions, such as, for example, measuring the air/fuel ratio ⁇ in the exhaust gases (in the case of the linear oxygen sensor 24 of the UEGO or UHEGO type), measuring the air/fuel ratio of the exhaust gases (in the case of the non-linear oxygen sensor of the ON/OFF type) or of measuring the concentration of NH3 or of NOx etc.
  • the electronic control unit 21 is provided to estimate the exhaust gas flow rate m both by means of a sensor 24 (e.g. the linear oxygen sensor 24 of the UEGO or UHEGO type which measures the air/fuel ratio ⁇ of the exhaust gases) and by means of a further sensor 24' (e.g. the sensor 24' to measure the concentration of NH3 or NOx).
  • a sensor 24 e.g. the linear oxygen sensor 24 of the UEGO or UHEGO type which measures the air/fuel ratio ⁇ of the exhaust gases
  • a further sensor 24' e.g. the sensor 24' to measure the concentration of NH3 or NOx
  • the exhaust gas flow rate m in as a function of the electric power P to be supplied to the sensor 24 in order to keep the sensor 24 itself at a constant temperature; and is estimated the exhaust gas flow rate ⁇ as a function of the electric power P to be supplied to the second sensor 24' in order to keep the second sensor 24' itself at a constant temperature.
  • the electronic control unit 21 is thus provided to compare the estimated exhaust gas flow rate m by means of the sensor 24 with the estimated exhaust gas flow rate m made by means of the sensor 24' and to generate an error signal if the absolute value difference between the estimated exhaust gas flow rate m obtained by means of the sensor 24 and the estimated exhaust gas flow rate m obtained by means of the sensor 24' is higher than a safety value (which can be calibrated and is usually determined in a preliminary step of setting up and adjusting). In this manner, it is also possible to diagnose possible malfunctions of the sensors 24, 24' which are provided to measure the air/fuel ratio ⁇ of the exhaust gases or to measure the concentration of NH3 or of NOx.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
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Claims (16)

  1. Procédé pour estimer le débit de gaz d'échappement (ṁ) pour un moteur à combustion interne (1) ; le moteur à combustion interne (1) est pourvu d'un système d'échappement pour émettre les gaz d'échappement produits par la combustion dans l'atmosphère, qui comprend, à son tour, un collecteur (5) pour collecter les gaz d'échappement, un conduit d'échappement (10) relié au collecteur d'échappement (5), et au moins un capteur (24) logé le long du conduit d'échappement (10) de manière à être touché, lors de l'utilisation, par les gaz d'échappement ; le procédé d'estimation comprend les étapes consistant à :
    - déterminer la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante ; et
    - estimer le débit de gaz d'échappement (ṁ) en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante ;
    le procédé d'estimation est caractérisé en ce que ledit au moins un capteur (24) est choisi parmi les capteurs (24) suivants : un capteur d'oxygène linéaire (24) du type UEGO (oxygène de gaz d'échappement universel) ou UHEGO (oxygène de gaz d'échappement chauffé universel) approprié pour mesurer le rapport air/carburant des gaz d'échappement, un capteur d'oxygène non linéaire (24) (ou capteur d'oxygène de type ON/OFF) approprié pour mesurer le rapport air/carburant des gaz d'échappement, un capteur (24) approprié pour mesurer la concentration de NH3 ou de NOx.
  2. Procédé d'estimation selon la revendication 1, dans lequel la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante peut varier en fonction du débit de gaz d'échappement (ṁ) touchant le capteur (24), et de la température (Teff) des gaz d'échappement touchant le capteur (24).
  3. Procédé d'estimation selon la revendication 1 ou 2, dans lequel le moteur à combustion interne (1) comprend un premier capteur (24) et un second capteur (24') logés le long du conduit d'échappement (10) de manière à être touchés, lors de l'utilisation, par les gaz d'échappement, tous les deux étant choisis parmi les capteurs (24, 24') suivants : un capteur d'oxygène linéaire (24, 24') du type UEGO (oxygène de gaz d'échappement universel) ou UHEGO (oxygène de gaz d'échappement chauffé universel) approprié pour mesurer le rapport air/carburant des gaz d'échappement, un capteur d'oxygène non linéaire (24, 24') (ou capteur d'oxygène de type ON/OFF) approprié pour mesurer le rapport air/carburant dans les gaz d'échappement, un capteur (24, 24') approprié pour mesurer la concentration de NH3 ou de NOx ; le procédé comprenant les étapes supplémentaires consistant à :
    estimer le débit de gaz d'échappement (ṁ) en fonction de la puissance électrique (P) à apporter au premier capteur (24) afin de maintenir le premier capteur (24) lui-même à une température constante ;
    estimer le débit de gaz d'échappement (ṁ) en fonction de la puissance électrique (P) à apporter au second capteur (24') afin de maintenir le second capteur (24') lui-même à une température constante ;
    comparer le débit de gaz d'échappement (ṁ) estimé obtenu à l'aide du premier capteur (24) et le débit de gaz d'échappement (ṁ) estimé obtenu à l'aide du second capteur (24') ; et
    générer un signal d'erreur si la différence de valeur absolue entre le débit de gaz d'échappement (ṁ) estimé obtenu à l'aide du premier capteur (24) et le débit de gaz d'échappement (ṁ) estimé obtenu à l'aide du second capteur (24') est supérieure à une valeur de sécurité.
  4. Procédé selon l'une des revendications précédentes et comprenant les étapes supplémentaires consistant à :
    - déterminer une valeur de température de référence (Tref) lors d'une étape préliminaire de réglage et d'ajustement ;
    - déterminer la température interne du capteur (24) ;
    - comparer la température interne du capteur (24) à la valeur de température de référence (Tref) ; et
    - déterminer la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante en fonction de la comparaison entre la température interne du capteur (24) et la valeur de température de référence (Tref).
  5. Procédé d'estimation selon l'une quelconque des revendications précédentes, dans lequel l'étape d'estimation du débit de gaz d'échappement (ṁ) en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante comprend les sous-étapes consistant à :
    calculer la densité (p) des gaz d'échappement près du capteur (24) ;
    calculer la vitesse moyenne (Vp) des gaz d'échappement en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante ; et
    estimer le débit de gaz d'échappement (ṁ) en fonction de la densité (p) des gaz d'échappement près du capteur (24) et en fonction de la vitesse moyenne (Vp) des gaz d'échappement.
  6. Procédé de commande selon la revendication 5, dans lequel l'étape de calcul de la vitesse moyenne (Vp) des gaz d'échappement en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante comprend les sous-étapes consistant à :
    calculer un coefficient de transfert de chaleur (h) en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante ; et
    calculer la vitesse moyenne (Vp) des gaz d'échappement en fonction du coefficient de transfert de chaleur (h).
  7. Procédé de commande selon la revendication 6, dans lequel l'étape de calcul d'un coefficient de transfert de chaleur (h) en fonction de la puissance électrique (P) à apporter au capteur (24) afin de maintenir le capteur (24) lui-même à une température constante est effectuée à l'aide des équations : h = 1 A s ⋅ T ref − T g ⋅ ε d ⋅ P S
    Figure imgb0024
     P s = V eff 2 R T ref
    Figure imgb0025
     dans lesquelles
    Veff tension effective apportée au capteur (24) ;
    R(Tref) résistance du capteur (24) en fonction de la valeur de température de référence (Tref) pour le capteur (24) ;
    h coefficient de transfert de chaleur ;
    As zone du transfert de chaleur entre le capteur (24) et les gaz d'échappement ;
    Tref valeur de température de référence ; et
    Tg température des gaz d'échappement
  8. Procédé d'estimation selon la revendication 6, dans lequel le moteur à combustion interne (1) est pourvu d'un certain nombre de cylindres (3) ; le procédé comprend les étapes supplémentaires consistant à :
    déterminer, à l'aide d'une loi de type densité-vitesse, le débit d'air (ṁCyl) entrant dans les cylindres (3) ;
    vérifier si certaines conditions de travail données du moteur à combustion interne (1) sont remplies ; et
    mettre à jour le calcul du coefficient de transfert de chaleur (h) en fonction du débit d'air (ṁCyl) entrant dans les cylindres (3) déterminé à l'aide d'une loi de type densité-vitesse.
  9. Procédé d'estimation selon l'une des revendications précédentes, dans lequel le moteur à combustion interne (1) est pourvu d'un certain nombre de cylindres (3) ; le procédé incluant les étapes supplémentaires consistant à :
    déterminer le débit de carburant (ṁFUEL) entrant dans les cylindres (3) ;
    déterminer le débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) en fonction du débit de carburant (ṁFUEL) entrant dans les cylindres (3) et du débit de gaz d'échappement (ṁ) produit par la combustion du moteur à combustion interne (1) à émettre dans l'atmosphère ; et
    commander le moteur à combustion interne (1) en fonction du débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) lui-même.
  10. Procédé d'estimation selon la revendication 9, dans lequel le moteur à combustion interne (1) est pourvu d'un capteur supplémentaire (7*) configuré pour mesurer le débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) et logé le long du conduit d'admission (6) du moteur à combustion interne (1) lui-même ; le procédé incluant les étapes supplémentaires consistant à :
    mesurer le débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) à l'aide du capteur supplémentaire (7*) ;
    comparer le débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) mesuré par le capteur supplémentaire (7*) à la valeur de débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) déterminé en fonction du débit de carburant (ṁFUEL) entrant dans les cylindres (3) et du débit de gaz d'échappement (m) produit par la combustion du moteur à combustion interne (1) ; et
    mettre à jour le capteur supplémentaire (7*) en fonction de la comparaison entre le débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) mesuré par le capteur supplémentaire (7*) et la valeur de débit d'air (ṁAFM) aspiré par le moteur à combustion interne (1) déterminé en fonction du débit de carburant (ṁFUEL) entrant dans les cylindres (3) et du débit de gaz d'échappement (m) produit par la combustion du moteur à combustion interne (1).
  11. Procédé d'estimation selon l'une des revendications précédentes, dans lequel le moteur à combustion interne (1) est suralimenté à l'aide d'un turbocompresseur (12) pourvu d'une turbine (13) et d'un compresseur (14) ; le procédé de commande comprend les étapes consistant à :
    déterminer la pression d'échappement (P3) en amont de la turbine (13) en fonction du débit de gaz d'échappement (ṁ) produit par la combustion du moteur à combustion interne (1) à l'aide d'une carte de rapport de compression/débit massique caractéristique du fonctionnement de la turbine (13) ; et
    commander le moteur à combustion interne suralimenté (1) en fonction de la pression d'échappement (P3) en amont de la turbine (13).
  12. Procédé d'estimation selon la revendication 11, dans lequel la turbine (13) est une turbine à géométrie variable (13) ; le procédé inclut les étapes supplémentaires consistant à :
    déterminer la pression d'échappement (P3) en amont de la turbine (13) en fonction de la position de commande (posvgt) de la turbine (13) sur une carte de rapport de compression/débit massique caractéristique du fonctionnement de la turbine (13) ; et
    commander le moteur à combustion interne suralimenté (1) en fonction de la pression d'échappement (P3) en amont de la turbine (13).
  13. Procédé d'estimation selon la revendication 11 ou 12 et comprenant les étapes supplémentaires consistant à :
    déterminer la pression (P4) en aval de la turbine (13) ;
    déterminer la pression d'échappement (P3) en amont de la turbine (13) en fonction de la pression (P4) en aval de la turbine (13) sur une carte de rapport de compression/débit massique caractéristique du fonctionnement de la turbine (13) ; et
    commander le moteur à combustion interne suralimenté (1) en fonction de la pression d'échappement (P3) en amont de la turbine (13).
  14. Procédé d'estimation selon l'une quelconque des revendications précédentes, dans lequel le moteur à combustion interne (1) comprend un circuit de recirculation de gaz EGR divisé en une branche basse-pression (LP) et en une branche haute-pression (HP) ; le procédé d'estimation inclut les étapes supplémentaires consistant à :
    déterminer à la fois le débit de gaz d'échappement (ṁEGR_LP) mis en circulation à travers la branche basse-pression (LP) du moteur à combustion interne (1) et le débit de gaz d'échappement (ṁEGR_HP) remis en circulation à travers la branche haute-pression (HP) du circuit EGR du moteur à combustion interne (1) en fonction du débit de gaz d'échappement (m) produit par la combustion du moteur à combustion interne (1) ; et
    commander le moteur à combustion interne (1) en fonction du débit de gaz d'échappement (ṁEGR_LP) remis en circulation à travers la branche basse-pression (LP) du circuit EGR du moteur à combustion interne (1) et du débit de gaz d'échappement (ṁEGR_HP) remis en circulation à travers la branche haute-pression (HP) du circuit EGR du moteur à combustion interne (1).
  15. Procédé d'estimation selon la revendication 14, dans lequel l'étape de détermination à la fois du débit de gaz d'échappement (ṁEGR_LP) mis en circulation à travers la branche basse-pression (LP) du moteur à combustion interne (1) et du débit de gaz d'échappement (ṁEGR_HP) remis en circulation à travers la branche haute-pression (HP) du circuit EGR du moteur à combustion interne (1) en fonction du débit de gaz d'échappement (ṁ) produit par la combustion du moteur à combustion interne (1) est effectuée à l'aide du système d'équations suivant : m . AFM + m . EGR _ LP + m . EGR _ HP = m . SD
    Figure imgb0026
     m . AFM + m . FUEL = m . S − m . EGR _ LP
    Figure imgb0027
     dans lesquelles :
    ṁAFM débit d'air aspiré par le moteur à combustion interne (1) ;
    ṁFUEL débit de carburant entrant dans les cylindres (3) du moteur à combustion interne (1) ;
    ṁEGR_LP débit de gaz d'échappement remis en circulation à travers la branche basse-pression (LP) du circuit EGR du moteur à combustion interne (1) ;
    ṁEGR_HP débit de gaz d'échappement remis en circulation à travers la branche haute-pression (HP) du circuit EGR du moteur à combustion interne (1) ;
    ṁSD débit d'air entrant dans les cylindres (3) du moteur à combustion interne (1) calculé en utilisant le modèle de densité-vitesse ; et
    ṁS débit de gaz d'échappement à travers le capteur (24) .
  16. Unité de commande électronique (21) pour l'industrie automobile, qui est configurée pour mettre en œuvre, lors de l'utilisation, le procédé pour estimer le débit de gaz d'échappement (ṁ) pour un moteur à combustion interne (1) selon l'une quelconque des revendications 1 à 15.
EP13184641.2A 2012-09-17 2013-09-16 Procédé pour évaluer la vitesse d'écoulement de gaz d'échappement pour un moteur à combustion interne Active EP2708726B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
IT000489A ITBO20120489A1 (it) 2012-09-17 2012-09-17 Metodo di controllo di un motore a combustione interna
IT000487A ITBO20120487A1 (it) 2012-09-17 2012-09-17 Metodo di controllo di un motore a combustione interna
IT000488A ITBO20120488A1 (it) 2012-09-17 2012-09-17 Metodo di controllo di un motore a combustione interna sovralimentato
IT000486A ITBO20120486A1 (it) 2012-09-17 2012-09-17 Metodo di stima della portata dei gas di scarico per un motore a combustione interna

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US10024265B2 (en) 2016-07-13 2018-07-17 Ford Global Technologies, Llc Systems and methods for estimating exhaust pressure

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JPH0229990B2 (ja) * 1984-06-08 1990-07-03 Nippon Kokan Kk Gasuryusokusokuteihoho
DE19959854A1 (de) * 1999-12-10 2001-06-13 Heraeus Electro Nite Int Verfahren zur Abgasrückführung in einem Luftansaugbereich von Fahrzeug-Brennkraftmaschinen sowie Vorrichtung
JP4192763B2 (ja) * 2003-11-07 2008-12-10 株式会社日立製作所 電子式ｅｇｒガス制御装置
DE102005032067A1 (de) * 2004-07-09 2006-02-16 Denso Corp., Kariya Steuervorrichtung für eine Brennkraftmaschine mit einem Turbolader
EP2110535B1 (fr) 2008-04-15 2012-10-17 Magneti Marelli S.p.A. Procédé de contrôle de la température des gaz d'échappement dans un moteur à combustion interne

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