EP2786002B1 - Method for operating a combustion engine and device for implementing the method - Google Patents
Method for operating a combustion engine and device for implementing the method Download PDFInfo
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- EP2786002B1 EP2786002B1 EP12795389.1A EP12795389A EP2786002B1 EP 2786002 B1 EP2786002 B1 EP 2786002B1 EP 12795389 A EP12795389 A EP 12795389A EP 2786002 B1 EP2786002 B1 EP 2786002B1
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- lambda
- controller
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- probe
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- 238000002485 combustion reaction Methods 0.000 title claims description 32
- 238000000034 method Methods 0.000 title claims description 31
- 239000000523 sample Substances 0.000 claims description 75
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- 238000006243 chemical reaction Methods 0.000 description 10
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 7
- 239000001301 oxygen Substances 0.000 description 7
- 229910052760 oxygen Inorganic materials 0.000 description 7
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- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 6
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- BMMGVYCKOGBVEV-UHFFFAOYSA-N oxo(oxoceriooxy)cerium Chemical compound [Ce]=O.O=[Ce]=O BMMGVYCKOGBVEV-UHFFFAOYSA-N 0.000 description 1
- RVTZCBVAJQQJTK-UHFFFAOYSA-N oxygen(2-);zirconium(4+) Chemical compound [O-2].[O-2].[Zr+4] RVTZCBVAJQQJTK-UHFFFAOYSA-N 0.000 description 1
- 229910052763 palladium Inorganic materials 0.000 description 1
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/101—Three-way catalysts
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
- F02D41/1482—Integrator, i.e. variable slope
-
- 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
- F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
- F02D41/1483—Proportional component
-
- 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
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1488—Inhibiting the regulation
-
- 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
- F02D41/1493—Details
- F02D41/1495—Detection of abnormalities in the air/fuel ratio feedback system
-
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1422—Variable gain or coefficients
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1413—Controller structures or design
- F02D2041/1431—Controller structures or design the system including an input-output delay
Definitions
- the invention relates to a method for operating an internal combustion engine, wherein an exhaust gas generated by the internal combustion engine is guided over a arranged in an exhaust passage 3-way catalyst.
- Processes for lambda control in internal combustion engines can be used to reduce the emissions of harmful exhaust gases into the environment.
- at least one catalyst can be arranged in the exhaust system of the internal combustion engine.
- a lambda probe can be arranged in the exhaust system of the internal combustion engine.
- FIG. 2 illustrated is a control method, as is commonly used when using jump lambda probes.
- the upper curve shows the probe signal versus time and the lower curve the regulator action against time.
- These probes change the direction of the controller when the probe crosses a predetermined threshold, for example 450mV, which is the stoichiometric point (here at times t1, t2 and t3).
- a predetermined threshold for example 450mV, which is the stoichiometric point (here at times t1, t2 and t3).
- the course of the signal above or below the respective threshold is not further used or utilized in the regulation, but the adjustment takes place independently of this pilot-controlled, usually via a fixed P and I share, which in turn depends on other variables such as for example, the operating point.
- a disadvantage of this method is the comparatively slow control speed, since above or below the control threshold, the absolute signal value no further is considered and thus larger mixture deviations are compensated only with the previously determined control speed. Furthermore, it is disadvantageous that the switching frequency is comparatively high and is essentially determined only by the line transit time to the probe and the probe dead time. Thus, it is not possible to predetermine the oxygen introduction or discharge into the downstream catalyst, so that the conversion efficiency of the catalyst is limited.
- FIG. 3 is a control method, as is usually the case when using probes with accurate lambda signal also outside the stoichiometric point, so usually broadband lambda probes is applied (lambda actual value from the probe signal: bold solid curve, Lambda setpoint at the probe: narrow solid curve, control variable: bold dashed curve, engine lambda nominal value: narrow dashed square curve).
- the modulation is set via a variation of the lambda setpoint.
- the control deviation is determined, which is supplied to a suitable controller (for example PID controller).
- a consideration of the track behavior takes place, if not the motor target value is used for calculating the difference, but, taking into account the track runtime, the course of the motor target value is related to the position of the probe and this value is used as setpoint at the probe position.
- An advantage of this method is that the desired lambda value can be set accurately and the controller has a fast control speed.
- the disadvantage is that it can lead to overshoot of the controller and stronger fluctuations of the fuel-air mixture, if the stored track behavior does not match the actual line dynamics. This is the case, for example, when the probe becomes more sluggish due to aging or poisoning.
- FIG. 4 displayed (Lambda actual value from the probe signal: rich dark curve, control value of the controller: bold bright curve, engine lambda nominal value: narrow rectangle curve).
- the probe signal is significantly slower here than in FIG.
- FIG. 3 yet another disadvantage.
- an exhaust gas generated by the internal combustion engine is passed over a 3-way catalyst arranged in the exhaust passage.
- a lambda probe detects a variable characteristic of an exhaust lambda in front of the 3-way catalytic converter and forwards it to an engine control unit with integrated PI or PID controller.
- the PI or PID controller of the engine control unit sets a substantially stoichiometric exhaust lambda and the exhaust lambda with predetermined periodic setpoint variation alternately deflected in the direction of a lean lambda value and a lambda lambda value (lambda modulation).
- a pre-controlled P-component with subsequent I-component is preset up to a time t2, the time t2 being set by means of stored parameter characterizing a time-lapse behavior such that at this time t2 the probe signal or a variable derived therefrom would have reached the setpoint specification.
- switching is effected to a regulation for a predefinable period of time until the end of the respective desired value variation, which is based on a difference between an actual value and the desired value of the lambda probe or a variable derived therefrom.
- the invention is based on the finding that a change from the pilot-controlled regulator setting to a (preferably continuous) control brings with it the advantages of the two different controller types without the disadvantages of the two controller types having to be accepted.
- a size of the P component is determined as a function of a desired amplitude of the setpoint variation.
- An I component can then be set so that at time t2 the probe signal or a quantity derived therefrom would reach the setpoint.
- a preferred variant of the method provides that for determining a reaction time of the lambda probe, a minimum reaction of the lambda probe is defined in comparison to the state before the controller switching and the time is detected as the reaction time, which has passed since the controller switching to the minimum response of the lambda probe.
- the response time is preferably only determined if the setpoint specified by the PI or PID controller exceeds a predetermined minimum size. The reaction time can be recorded separately from the lambda probe after a fat-lean jump and a lean-fat jump.
- control device for controlling an operation of an internal combustion engine, which is set up for carrying out the method according to the invention.
- the controller may include a computer-readable control algorithm for performing the method.
- the control unit is an integral part of the engine control unit.
- FIG. 1 schematically shows the structure of an internal combustion engine 10 with a downstream exhaust system.
- the internal combustion engine 10 may be a spark ignition engine (gasoline engine). With regard to their fuel supply, they can have a direct injection fuel supply, so working with internal mixture formation, or have a pilot fuel injection and thus work with external mixture formation.
- the internal combustion engine 10 can be operated homogeneously, with a homogeneous air-fuel mixture present at the ignition point in the entire combustion chamber of a cylinder, or in an inhomogeneous mode (stratified charge mode) in which a comparatively rich air-fuel mixture at the time of ignition, especially in the area of a spark plug, is present, which is surrounded by a very lean mixture in the remaining combustion chamber.
- the internal combustion engine 10 with a substantially stoichiometric air-fuel mixture can be operated, that is, with a mixture with a lambda value close to or equal to 1.
- the exhaust system comprises an exhaust manifold, which merges the exhaust gas of the individual cylinders of the internal combustion engine 10 into an exhaust gas channel 16.
- various exhaust gas purifying components may be present.
- Essential within the scope of the present invention is a 3-way catalyst 20 arranged in the exhaust gas duct 16.
- the 3-way catalyst 20 has a coating of catalytically active components, such as platinum, rhodium and / or palladium, which are on a porous catalyst support, for example, Al 2 O 3 , applied.
- the coating further comprises an oxygen storage component, for example cerium oxide (CeO 2 ) and / or zirconium oxide (ZrO 2 ), which determines the oxygen storage capacity (OSC) of the 3-way catalyst 20.
- an oxygen storage component for example cerium oxide (CeO 2 ) and / or zirconium oxide (ZrO 2 ), which determines the oxygen storage capacity (OSC) of the 3-way catalyst 20.
- OSC oxygen storage capacity
- the 3-way catalyst 20 can reduce nitrogen oxides NO x to nitrogen N 2 and oxygen O 2 .
- the exhaust duct 16 may contain various sensors, in particular gas and temperature sensors. Shown here is a lambda probe 26, which is arranged at a position close to the engine in the exhaust gas channel 16.
- the lambda probe 26 can be configured as a step response lambda probe or as a broadband lambda probe and, in a known manner, enables the lambda control of the internal combustion engine 10, for which purpose it measures the oxygen content of the exhaust gas.
- various parameters of the internal combustion engine 10, in particular the engine speed and the engine load are read from the engine control unit 28.
- a controller implemented in the engine control unit 28 thus controls the operation of the internal combustion engine 10, in particular regulating the fuel supply and the air supply such that a desired fuel mass and a desired air mass supplied to represent a desired air-fuel mixture (the exhaust target lambda).
- the air-fuel mixture is determined as a function of the operating point of the internal combustion engine 10, in particular the engine speed and the engine load from maps.
- the internal combustion engine 10 is operated continuously with a substantially stoichiometric average lambda value, wherein the air-fuel ratio supplied to the internal combustion engine 10 with a predetermined oscillation frequency and a predetermined oscillation amplitude around this mean lambda value is periodically alternately deflected in the direction of a lean lambda value and a lambent lambda value (so-called lambda modulation).
- the oscillation frequency and the oscillation amplitude are selected so that the 3-way catalyst 20 is regenerated quasi-continuously.
- a continuous stoichiometric operation of internal combustion engine 10 is understood to mean that it is not switched back and forth between a standard operating mode and a regeneration operating mode, as is conventional in the prior art, but is operated virtually over its entire operating range in the illustrated stoichiometric mode with the lambda oscillation ,
- the internal combustion engine is driven over at least 98% of all stored in the operating map of the controller 28 operating points in the illustrated stoichiometric operation and this is not interrupted by regeneration intervals.
- the term quasi-continuous regeneration of the 3-way catalytic converter 20 is understood to mean that its load state remains substantially constant and in particular at an extremely low level. This means that in the time average during a time interval in the size range less lambda oscillations no increasing loading of the 3-way catalyst 20 takes place. Preferably, a limit of at most 50% of the maximum load of the 3-way catalyst 20 is not exceeded.
- the oscillation frequency and the oscillation amplitude are further selected so that a minimum conversion rate of unburned hydrocarbons (HC) and / or carbon monoxide (CO) and / or nitrogen oxides (NO x ) is present at the 3-way catalytic coating 22, wherein the minimum conversion rate of statutory Limit values.
- the oscillation frequency is determined as a function of a current operating point of the internal combustion engine 10, in particular as a function of the engine load and / or engine rotational speed.
- the oscillation amplitude can also be determined as a function of the OSC.
- a controller implemented in the engine control unit 28 thus controls the operation of the internal combustion engine 10 to represent a desired exhaust target lambda.
- Controllers automatically influence one or more physical variables to a predetermined level while reducing disturbing influences.
- controllers within a control loop continuously compare the signal of the setpoint with the measured and returned actual value of the controlled variable and determine from the difference of the two variables - the control deviation (control deviation) - a manipulated variable which influences the controlled system in such a way that the control deviation becomes a minimum .
- the controller must increase the value of the control deviation and at the same time compensate for the time behavior of the path so that the controlled variable reaches the desired value in the desired manner. Incorrectly set controllers make the control loop too slow, lead to a large control deviation or to undamped oscillations of the controlled variable and thus possibly to the destruction of the controlled system.
- the controllers are distinguished according to continuous and unsteady behavior. Among the best-known continuous controllers are the "standard controllers" with P, PI, PD and PID behavior.
- a linear proportional, integral and derivative (PID) controller is preferably used.
- the PID controller therefore consists of the proportions of the P-element, the I-element and the D-element.
- the P element provides a contribution to the manipulated variable, which is proportional to the control deviation.
- the I-element acts by temporal integration of the control deviation on the manipulated variable with a weighting by the reset time.
- the D-element is a differentiator that is only used in conjunction with regulators with P and / or I behavior as a controller. He does not react to the level of the control deviation, but only to the rate of change.
- lambda modulation is carried out as in FIG. 6 represented (lambda actual value from the probe signal: rich dark curve, control variable of the controller: rich light curve, lambda reference ranges: bright rectangles).
- the switching of the controller direction takes place.
- P-component to reach the setpoint.
- the size of the P-jump can depend on various parameters. Among others, the P-jump may be dependent on a fixed desired amplitude. In a preferred embodiment, it may be determined here which portion of the setpoint desired amplitude is to be displayed via the P-jump.
- the current distance of the probe signal or a quantity derived therefrom preferably lambda
- the P jump can additionally be made dependent on this distance.
- the magnitude of the P-jump is determined, which is necessary in order to arrive at the future setpoint value from the current lambda actual value, the desired setpoint containing the predetermined proportion, which of the setpoint desired amplitude is assigned to the P-set. Jump was assigned.
- the controller is further adjusted with a fixed I component. From stored data, the runtime and the probe response time is known. Therefore, the I-component is determined so that at time t2 (without further interference) the probe signal or a quantity derived therefrom (preferably lambda) is expected to reach the target value or the target range, which means setting the full desired nominal amplitude ,
- the I component depends on both the track characteristics, as well as the fixed portion of the amplitude to the P-jump, since the difference between the total amplitude and the fixed portion of the amplitude for the P-jump over the I component must be adjusted until the time t2.
- the method combines the advantages of feedforward control and (continuous) control.
- the data stored to characterize the track behavior may behave as in FIG. 4 consider at time t4. Overshoots are therefore avoided, and both lambda and controller value remain stable.
- the dynamics of the probe can also be determined very simply and with good accuracy. Since the controller switching takes place in a controlled manner via a P-jump and an I-component and during the time of this pre-controlled control, the probe signal is not evaluated for regulation, the in FIG. 7 Lambda actual value from the probe signal: rich dark curve, control variable of the controller: bold bright curve, engine lambda nominal value: narrow rectangular curve, ⁇ t s : step response time).
- a minimum reaction of the probe is defined in comparison to the state before the controller switchover. This can be, for example, a signal change which corresponds to 20 to 50%, preferably 30%, of the pilot-controlled mixture adjustment.
- the step response time is now the time that has passed since the controller jump until the minimum reaction of the probe has been reached.
- the actual time of the controller switching is not used exactly as the time of the controller switching for the determination of the minimum reaction of the probe, but taking into account the known line parameters of the reference value of the probe is determined only at a definable later date, which is after the controller switching, but before the modified mixture reaches the probe.
- a valid step response time is only determined if the pilot-controlled regulator adjustment had at least one predeterminable minimum size.
- the current time or a substitute variable is also evaluated as a valid step response time.
- the probe signal has a consistently constant value due to an error, that is, the minimum response would never be reached and thus no step response time would be determined.
- the stored distance dead time can be deducted and so the pure probe reaction time can be determined.
- the probe response time may be used to generate a maintenance signal if this or a quantity derived therefrom exceeds defined thresholds.
- the probe reaction time for evaluation can be considered separately after fat-lean jump and lean-fat jump.
- a further advantage of the method according to the invention is that with dynamically deteriorating probes the in FIG. 4 Overshoot described at the times t1 and t2 can be easily avoided, so that the inventive method has a higher stability and robustness against dynamically deteriorating probes than previously known methods.
- a certain certainty can be added to the runtime parameters. This can be done, for example, by multiplicative and / or additive values. Switching to the fast controller is done a little later than would be possible with a fast sensor, but only if a slower reacting sensor had arrived at the signal target value.
- the probe reaction time determined as described above can be used to adapt the control method.
- at least one, preferably the larger of the two probe reaction times that is to say reaction times separated according to fat-lean or lean-fat jump
- suitable timers for the route parameters are preferably derived.
- the determination of the time t2 in FIG. 6 ie switching to the fast controller, taking into account the determined probe reaction time so that the probe signal or a derived quantity (preferably lambda) has reached the target value at this time.
- control parameters of the subsequently activated, continuous control are adapted to the probe reaction time.
- the controller can be made slower for a dynamically worse probe and thus overshoots can be avoided.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Materials Engineering (AREA)
- Health & Medical Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Toxicology (AREA)
- Analytical Chemistry (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Exhaust Gas After Treatment (AREA)
Description
Die Erfindung betrifft ein Verfahren zum Betreiben einer Verbrennungskraftmaschine, wobei ein von der Verbrennungskraftmaschine erzeugtes Abgas über einen in einem Abgaskanal angeordneten 3-Wege-Katalysator geführt wird.The invention relates to a method for operating an internal combustion engine, wherein an exhaust gas generated by the internal combustion engine is guided over a arranged in an exhaust passage 3-way catalyst.
Verfahren zur Lambdaregelung bei Verbrennungsmotoren können eingesetzt werden, um die Emissionen schädlicher Abgase in die Umwelt zu reduzieren. Dazu kann in der Abgasanlage des Verbrennungsmotors zumindest ein Katalysator angeordnet werden. Um den Katalysator in einem optimalen Betriebspunkt zu halten, ist es notwendig, die Gemischaufbereitung des Verbrennungsmotors mit Hilfe einer Lambdaregelung so zu steuern, dass sich zumindest im Mittelwert ein geregelter Lambdawert ergibt, der möglichst nahe bei 1,0 liegt. Zum Generieren eines Messsignals kann in der Abgasanlage des Verbrennungsmotors eine Lambdasonde angeordnet sein.Processes for lambda control in internal combustion engines can be used to reduce the emissions of harmful exhaust gases into the environment. For this purpose, at least one catalyst can be arranged in the exhaust system of the internal combustion engine. In order to keep the catalyst at an optimum operating point, it is necessary to control the mixture preparation of the internal combustion engine with the aid of a lambda control in such a way that, at least in the mean value, a regulated lambda value is obtained which is as close as possible to 1.0. To generate a measurement signal, a lambda probe can be arranged in the exhaust system of the internal combustion engine.
Stand der Technik ist unter anderem die Anwendung eines der beiden nachfolgend beschriebenen Regelverfahren.The state of the art is inter alia the application of one of the two control methods described below.
In
Nachteilig bei diesem Verfahren ist die vergleichsweise langsame Regelgeschwindigkeit, da ober- beziehungsweise unterhalb der Regelschwelle der absolute Signalwert nicht weiter betrachtet wird und somit auch größere Gemischabweichungen nur mit der vorher bestimmten Regelgeschwindigkeit ausgeregelt werden. Des Weiteren ist es nachteilig, dass die Umschaltfrequenz vergleichsweise hoch ist und im Wesentlichen nur von der Streckenlaufzeit bis zur Sonde und der Sondentotzeit bestimmt ist. Somit besteht nicht die Möglichkeit, den Sauerstoffeintrag oder -austrag in den nachgeschalteten Katalysator definiert vorzugeben, so dass die Konvertierungseffizienz des Katalysators eingeschränkt ist.A disadvantage of this method is the comparatively slow control speed, since above or below the control threshold, the absolute signal value no further is considered and thus larger mixture deviations are compensated only with the previously determined control speed. Furthermore, it is disadvantageous that the switching frequency is comparatively high and is essentially determined only by the line transit time to the probe and the probe dead time. Thus, it is not possible to predetermine the oxygen introduction or discharge into the downstream catalyst, so that the conversion efficiency of the catalyst is limited.
In
Vorteilhaft an diesem Verfahren ist, dass der gewünschte Lambda-Wert genau eingestellt werden kann und der Regler eine schnelle Regelgeschwindigkeit aufweist. Nachteilig ist, dass es zu Überschwingen des Reglers und stärkeren Schwankungen des Kraftstoff-Luft-Gemisches kommen kann, wenn das hinterlegte Streckenverhalten nicht mit der tatsächlichen Streckendynamik übereinstimmt. Dies ist zum Beispiel der Fall, wenn die Sonde durch Alterung oder Vergiftung dynamisch träger wird. Dies ist beispielhaft in
Wenn das Lambdasignal aus dem Signal einer Sprung-Lambdasonde bestimmt wird, hat ein Regler gemäß
Aus
Ein oder mehrere der angesprochenen Probleme des Standes der Technik lassen sich mit Hilfe des erfindungsgemäßen Verfahrens zum Betreiben einer Verbrennungskraftmaschine beheben oder zumindest mindern. Gemäß dem Verfahren wird ein von der Verbrennungskraftmaschine erzeugtes Abgas über einen im Abgaskanal angeordneten 3-Wege-Katalysator geführt. Eine Lambdasonde erfasst eine für ein Abgaslambda charakteristische Größe vor dem 3-Wege-Katalysator und leitet diese an ein Motorsteuergerät mit integriertem PI- oder PID-Regler weiter. Mit dem PI- oder PID-Regler des Motorsteuergeräts wird durch Vorgabe eines Sollwertes ein im Wesentlichen stöchiometrisches Abgaslambda eingestellt und das Abgaslambda mit vorgegebener periodischer Sollwertvariation alternierend in Richtung eines Magerlambdawertes und eines Fettlambdawertes ausgelenkt (Lambdamodulation). Zu Beginn einer jeden Sollwertvariation wird ein vorgesteuerter P-Anteil mit anschließendem I-Anteil bis zu einem Zeitpunkt t2 vorgegeben, wobei der Zeitpunkt t2 mittels hinterlegter, ein Streckenzeitverhalten charakterisierender Parameter so festgelegt wird, dass zu diesem Zeitpunkt t2 das Sondensignal oder eine davon abgeleitete Größe die Sollwertvorgabe erreicht haben müsste. Vom Zeitpunkt t2 an wird für eine vorgebbare Zeitspanne bis zum Ende der jeweiligen Sollwertvariation auf eine Regelung umgeschaltet, welche auf einer Differenz zwischen einem Istwert und dem Sollwert der Lambdasonde oder einer davon abgeleiteten Größe beruht.One or more of the mentioned problems of the prior art can be eliminated or at least reduced with the aid of the method according to the invention for operating an internal combustion engine. According to the method, an exhaust gas generated by the internal combustion engine is passed over a 3-way catalyst arranged in the exhaust passage. A lambda probe detects a variable characteristic of an exhaust lambda in front of the 3-way catalytic converter and forwards it to an engine control unit with integrated PI or PID controller. By setting a setpoint value, the PI or PID controller of the engine control unit sets a substantially stoichiometric exhaust lambda and the exhaust lambda with predetermined periodic setpoint variation alternately deflected in the direction of a lean lambda value and a lambda lambda value (lambda modulation). At the beginning of each setpoint variation, a pre-controlled P-component with subsequent I-component is preset up to a time t2, the time t2 being set by means of stored parameter characterizing a time-lapse behavior such that at this time t2 the probe signal or a variable derived therefrom would have reached the setpoint specification. From the point in time t2, switching is effected to a regulation for a predefinable period of time until the end of the respective desired value variation, which is based on a difference between an actual value and the desired value of the lambda probe or a variable derived therefrom.
Der Erfindung liegt die Erkenntnis zu Grunde, dass ein Wechsel von der vorgesteuerten Reglereinstellung auf eine (vorzugsweise stetige) Regelung die Vorteile der beiden verschiedenen Reglertypen mit sich bringt, ohne dass die geschilderten Nachteile der beiden Reglertypen in Kauf genommen werden müssen.The invention is based on the finding that a change from the pilot-controlled regulator setting to a (preferably continuous) control brings with it the advantages of the two different controller types without the disadvantages of the two controller types having to be accepted.
Vorzugsweise wird eine Größe des P-Anteils in Abhängigkeit von einer Soll-Amplitude der Sollwertvariation festgelegt. Ein I-Anteil kann dann so festgelegt werden, dass zum Zeitpunkt t2 das Sondensignal oder eine daraus abgeleitete Größe den Sollwert erreichen würde.Preferably, a size of the P component is determined as a function of a desired amplitude of the setpoint variation. An I component can then be set so that at time t2 the probe signal or a quantity derived therefrom would reach the setpoint.
Eine bevorzugte Variante des Verfahrens sieht vor, dass zur Ermittlung einer Reaktionszeit der Lambdasonde eine Mindestreaktion der Lambdasonde im Vergleich zum Zustand vor der Reglerumschaltung definiert wird und als Reaktionszeit die Zeit erfasst wird, die seit der Reglerumschaltung bis zur Mindestreaktion der Lambdasonde vergangen ist. Die Reaktionszeit wir vorzugsweise jedoch nur ermittelt, wenn der vom PI- oder PID-Regler vorgegebene Sollwert eine vorgegebene Mindestgröße übersteigt. Die Reaktionszeit kann von der Lambdasonde getrennt nach fett-mager-Sprung und mager-fett-Sprung erfasst werden.A preferred variant of the method provides that for determining a reaction time of the lambda probe, a minimum reaction of the lambda probe is defined in comparison to the state before the controller switching and the time is detected as the reaction time, which has passed since the controller switching to the minimum response of the lambda probe. However, the response time is preferably only determined if the setpoint specified by the PI or PID controller exceeds a predetermined minimum size. The reaction time can be recorded separately from the lambda probe after a fat-lean jump and a lean-fat jump.
Ein weiterer Aspekt der vorliegenden Erfindung betrifft ein Steuergerät zur Steuerung eines Betriebs einer Verbrennungskraftmaschine, das zur Ausführung des erfindungsgemäßen Verfahrens eingerichtet ist. Zu diesem Zweck kann das Steuergerät einen computerlesbaren Steuerungsalgorithmus zur Durchführung des Verfahrens enthalten. In vorteilhafter Ausgestaltung ist das Steuergerät integraler Bestandteil des Motorsteuergeräts.Another aspect of the present invention relates to a control device for controlling an operation of an internal combustion engine, which is set up for carrying out the method according to the invention. For this purpose, the controller may include a computer-readable control algorithm for performing the method. In an advantageous embodiment, the control unit is an integral part of the engine control unit.
Weitere bevorzugte Ausgestaltungen der Erfindung ergeben sich aus den übrigen, in den Unteransprüchen genannten Merkmalen oder aus der nachfolgenden Beschreibung.Further preferred embodiments of the invention will become apparent from the remaining, mentioned in the dependent claims characteristics or from the following description.
Die Erfindung wird nachfolgend in Ausführungsbeispielen anhand der zugehörigen Zeichnungen erläutert. Es zeigen:
Figur 1- schematischer Aufbau einer Verbrennungskraftmaschine mit einer Abgasanlage und 3-Wege-Katalysator;
- Figur 2
- zeitlicher Verlauf des Abgaslambdas stromauf des 3-Wege-Katalysators sowie des Reglereingriffs nach einer ersten Variante des herkömmlichen Verfahrens;
- Figur 3
- zeitlicher Verlauf des Abgaslambdas stromauf des 3-Wege-Katalysators sowie des Reglereingriffs nach einer zweiten Variante des herkömmlichen Verfahrens;
- Figur 4
- Verhalten des Reglers für das herkömmliche Verfahren gemäß
Fig. 3 bei unpassenden Streckenparametern; - Figur 5
- Kennlinie einer Sprung-Lambdasonde für das herkömmliche Verfahren gemäß
Fig. 3 ; - Figur 6
- zeitlicher Verlauf des Abgaslambdas stromauf des 3-Wege-Katalysators sowie des Reglereingriffs nach dem erfindungsgemäßen Verfahren; und
- Figur 7
- Ermittlung der Sprungantwortzeit nach dem erfindungsgemäßen Verfahren.
- FIG. 1
- schematic structure of an internal combustion engine with an exhaust system and 3-way catalytic converter;
- FIG. 2
- time course of the exhaust gas lambda upstream of the 3-way catalyst and the regulator engagement according to a first variant of the conventional method;
- FIG. 3
- time course of the exhaust gas lambda upstream of the 3-way catalyst and the regulator engagement according to a second variant of the conventional method;
- FIG. 4
- Behavior of the controller for the conventional method according to
Fig. 3 with inappropriate route parameters; - FIG. 5
- Characteristic curve of a jump lambda probe for the conventional method according to
Fig. 3 ; - FIG. 6
- time course of the exhaust gas lambda upstream of the 3-way catalyst and the regulator intervention according to the inventive method; and
- FIG. 7
- Determining the step response time according to the method of the invention.
Die Abgasanlage umfasst einen Abgaskrümmer, welcher das Abgas der einzelnen Zylinder der Verbrennungskraftmaschine 10 in einen Abgaskanal 16 zusammenführt. In dem Abgaskanal 16 können verschiedene Abgasreinigungskomponenten vorhanden sein. Wesentlich im Rahmen der vorliegenden Erfindung ist ein im Abgaskanal 16 angeordneter 3-Wege-Katalysator 20.The exhaust system comprises an exhaust manifold, which merges the exhaust gas of the individual cylinders of the
Der 3-Wege-Katalysator 20 besitzt eine Beschichtung aus katalytisch wirksamen Komponenten, wie Platin, Rhodium und/oder Palladium, die auf einem porösen Katalysatorträger auf, beispielsweise aus Al2O3, aufgebracht sind. Der Beschichtung umfasst ferner eine Sauerstoffspeicherkomponente, beispielsweise Ceroxid (CeO2) und/oder Zirkoniumoxid (ZrO2), welche die Sauerstoffspeicherkapazität (OSC für oxygen storage capacity) des 3-Wege-Katalysators 20 bestimmt. Bei einer stöchiometrischen oder leicht fetten Abgasatmosphäre vermag der 3-Wege-Katalysator 20 Stickoxide NOx zu Stickstoff N2 und Sauerstoff O2 zu reduzieren. Bei stöchiometrischem oder leicht magerem Betrieb werden unverbrannte Kohlenwasserstoffe HC und Kohlenmonoxid CO zu Kohlendioxid CO2 und Wasser H2O oxidiert. Bei im Wesentlichen stöchiometrischer Abgasatmosphäre, das heißt bei einem λ von 1 oder nahe 1, laufen diese Umsätze praktisch vollständig ab. Derartige katalytische Beschichtungen sind im Stand der Technik aus der Abgasnachbehandlung von Ottomotoren bekannt und üblich. Aufbau und Funktionsweise von 3-Wege-Katalysatoren sind im Stand der Technik somit hinreichend bekannt und bedürfen hier keiner näheren Erläuterung.The 3-
Der Abgaskanal 16 kann verschiedene Sensoren, insbesondere Gas- und Temperatursensoren enthalten. Dargestellt ist vorliegend eine Lambdasonde 26, die an einer motornahen Position im Abgaskanal 16 angeordnet ist. Die Lambdasonde 26 kann als Sprungantwortlambdasonde oder als Breitbandlambdasonde ausgestaltet sein und ermöglicht in bekannter Weise die Lambdaregelung des Verbrennungsmotors 10, wofür sie den Sauerstoffgehalt des Abgases misst.The
Die von den verschiedenen Sensoren erfassten Signale, insbesondere das mit der Lambdasonde 26 gemessene Abgaslambda gehen in ein Motorsteuergerät 28 ein. Desgleichen werden verschiedene Parameter der Verbrennungskraftmaschine 10, insbesondere die Motordrehzahl sowie die Motorlast von dem Motorsteuergerät 28 eingelesen. In Abhängigkeit der verschiedenen Signale regelt ein in das Motorsteuergerät 28 implementierter Regler somit den Betrieb der Verbrennungskraftmaschine 10, wobei sie insbesondere die Kraftstoffzufuhr sowie die Luftzufuhr so regelt, dass eine gewünschte Kraftstoffmasse und eine gewünschte Luftmasse zugeführt werden, um ein gewünschtes Luft-Kraftstoff-Gemisch (das Abgas-Solllambda) darzustellen. Das Luft-Kraftstoff-Gemisch wird in Abhängigkeit von dem Betriebspunkt der Verbrennungskraftmaschine 10, insbesondere der Motordrehzahl sowie der Motorlast aus Kennfeldern ermittelt.The signals detected by the various sensors, in particular the exhaust lambda measured with the
Zur Verbesserung der Reinigungswirkung des 3-Wege-Katalysators 20 ist vorgesehen, dass die Verbrennungskraftmaschine 10 kontinuierlich mit einem im Wesentlichen stöchiometrischen mittleren Lambdawert betrieben wird, wobei das der Verbrennungskraftmaschine 10 zugeführte Luft-Kraftstoff-Verhältnis mit einer vorbestimmten Schwingungsfrequenz und einer vorbestimmten Schwingungsamplitude um diesen mittleren Lambdawert periodisch alternierend in Richtung eines Magerlambdawertes und eines Fettlambdawertes ausgelenkt wird (so genannte Lambdamodulation). Dabei werden die Schwingungsfrequenz und die Schwingungsamplitude so gewählt, dass der 3-Wege-Katalysator 20 quasi-kontinuierlich regeneriert wird.To improve the cleaning effect of the 3-way
Dabei wird vorliegend unter einem kontinuierlichen stöchiometrischen Betrieb der Verbrennungskraftmaschine 10 verstanden, dass diese nicht zwischen einem Standardbetriebsmodus und einem Regenerationsbetriebsmodus wie im Stand der Technik üblich hin- und hergeschaltet wird, sondern praktisch über ihren gesamten Betriebsbereich in dem dargestellten stöchiometrischen Betrieb mit der Lambdaschwingung betrieben wird. Vorzugsweise wird die Verbrennungskraftmaschine über zumindest 98 % aller in dem Betriebskennfeld des Steuergeräts 28 gespeicherten Betriebspunkte in dem dargestellten stöchiometrischen Betrieb gefahren und dieser wird nicht durch Regenerationsintervalle unterbrochen.In the present case, a continuous stoichiometric operation of
Ferner wird unter dem Begriff quasi-kontinuierliche Regeneration des 3-Wege-Katalysators 20 verstanden, dass sein Beladungszustand im Wesentlichen konstant und insbesondere auf einem äußerst geringen Niveau bleibt. Dies bedeutet, dass im Zeitmittel während eines Zeitintervalls im Größenbereich weniger Lambdaschwingungen keine zunehmende Beladung des 3-Wege-Katalysators 20 stattfindet. Vorzugsweise wird eine Grenze von höchstens 50 % der maximalen Beladung des 3-Wege-Katalysators 20 nicht überschritten.Furthermore, the term quasi-continuous regeneration of the 3-way
Die Schwingungsfrequenz und die Schwingungsamplitude werden ferner so gewählt, dass an der 3-Wege-katalytischen Beschichtung 22 eine Mindestkonvertierungsrate von unverbrannten Kohlenwasserstoffen (HC) und/oder Kohlenmonoxid (CO) und/oder Stickoxiden (NOx) vorliegt, wobei sich Mindestkonvertierungsrate an gesetzlichen Grenzwerten orientieren kann.The oscillation frequency and the oscillation amplitude are further selected so that a minimum conversion rate of unburned hydrocarbons (HC) and / or carbon monoxide (CO) and / or nitrogen oxides (NO x ) is present at the 3-way catalytic coating 22, wherein the minimum conversion rate of statutory Limit values.
Zumeist wird die Schwingungsfrequenz in Abhängigkeit von einem aktuellen Betriebspunkt der Verbrennungskraftmaschine 10, insbesondere in Abhängigkeit von der Motorlast und/oder Motordrehzahl, bestimmt. Die Schwingungsamplitude kann ergänzend auch in Abhängigkeit von der OSC bestimmt werden.In most cases, the oscillation frequency is determined as a function of a current operating point of the
In Abhängigkeit der verschiedenen Signale, die am Motorsteuergerät 28 auflaufen, regelt ein in das Motorsteuergerät 28 implementierter Regler demnach den Betrieb der Verbrennungskraftmaschine 10, um ein gewünschtes das Abgas-Solllambda darzustellen.In response to the various signals accumulating on the
Regler beeinflussen selbsttätig eine oder mehrere physikalische Größen auf ein vorgegebenes Niveau unter Reduzierung von Störeinflüssen. Dazu vergleichen Regler innerhalb eines Regelkreises laufend das Signal des Sollwertes mit dem gemessenen und zurückgeführten Istwert der Regelgröße und ermitteln aus dem Unterschied der beiden Größen - der Regelabweichung (Regeldifferenz) - eine Stellgröße, welche die Regelstrecke so beeinflusst, dass die Regelabweichung zu einem Minimum wird. Weil die einzelnen Regelkreisglieder ein Zeitverhalten haben, muss der Regler den Wert der Regelabweichung verstärken und gleichzeitig das Zeitverhalten der Strecke so kompensieren, dass die Regelgröße den Sollwert in gewünschter Weise erreicht. Falsch eingestellte Regler machen den Regelkreis zu langsam, führen zu einer großen Regelabweichung oder zu ungedämpften Schwingungen der Regelgröße und damit unter Umständen zur Zerstörung der Regelstrecke. Allgemein werden die Regler nach stetigem und unstetigem Verhalten unterschieden. Zu den bekanntesten stetigen Reglern gehören die "Standardregler" mit P-, PI-, PD- und PID-Verhalten.Controllers automatically influence one or more physical variables to a predetermined level while reducing disturbing influences. For this purpose, controllers within a control loop continuously compare the signal of the setpoint with the measured and returned actual value of the controlled variable and determine from the difference of the two variables - the control deviation (control deviation) - a manipulated variable which influences the controlled system in such a way that the control deviation becomes a minimum , Because the individual control circuit elements have a time response, the controller must increase the value of the control deviation and at the same time compensate for the time behavior of the path so that the controlled variable reaches the desired value in the desired manner. Incorrectly set controllers make the control loop too slow, lead to a large control deviation or to undamped oscillations of the controlled variable and thus possibly to the destruction of the controlled system. In general, the controllers are distinguished according to continuous and unsteady behavior. Among the best-known continuous controllers are the "standard controllers" with P, PI, PD and PID behavior.
Für die Zwecke der vorliegenden Erfindung wird vorzugsweise ein linearer Regler mit proportionalem, integralem und differentialem Verhalten (PID-Regler) verwendet. Der PID-Regler besteht demnach aus den Anteilen des P-Gliedes, des I-Gliedes und des D-Gliedes. Das P-Glied liefert einen Beitrag zur Stellgröße, der zur Regelabweichung proportional ist. Das I-Glied wirkt durch zeitliche Integration der Regelabweichung auf die Stellgröße mit einer Gewichtung durch die Nachstellzeit. Das D-Glied ist ein Differenzierer, der nur in Verbindung zu Reglern mit P-und/oder I-Verhalten als Regler eingesetzt wird. Er reagiert nicht auf die Höhe der Regelabweichung, sondern nur auf deren Änderungsgeschwindigkeit.For the purposes of the present invention, a linear proportional, integral and derivative (PID) controller is preferably used. The PID controller therefore consists of the proportions of the P-element, the I-element and the D-element. The P element provides a contribution to the manipulated variable, which is proportional to the control deviation. The I-element acts by temporal integration of the control deviation on the manipulated variable with a weighting by the reset time. The D-element is a differentiator that is only used in conjunction with regulators with P and / or I behavior as a controller. He does not react to the level of the control deviation, but only to the rate of change.
Erfindungsgemäß erfolgt die Lambdamodulation wie in
Zum Zeitpunkt t1 erfolgt die Umschaltung der Reglerrichtung. Zunächst erfolgt ein vorgesteuerter P-Sprung (P-Anteil zur Erreichung des Sollwerts). Die Größe des P-Sprunges kann hierbei von verschiedenen Parametern abhängen. Unter anderen kann der P-Sprung von einer festgelegten Soll-Amplitude abhängig sein. In einer bevorzugten Ausgestaltung kann hierbei festgelegt werden, welcher Anteil der festgelegten Soll-Amplitude über den P-Sprung dargestellt werden soll. Zusätzlich kann der aktuelle Abstand des Sondensignals oder einer daraus abgeleiteten Größe (bevorzugt Lambda) vom derzeitigen oder zukünftigen Zielwert beziehungsweise Zielbereich bewertet und der P-Sprung zusätzlich von diesem Abstand abhängig gemacht werden. In einer besonders bevorzugten Ausgestaltung wird daher die Größe des P-Sprunges bestimmt, welcher notwendig ist, um vom aktuellen Lambda-Istwert zum künftigen Sollwert zu kommen, wobei der gewünschte Sollwert den festgelegten Anteil beinhaltet, welcher von der festgelegten Soll-Amplitude dem P-Sprung zugeordnet wurde.At time t1, the switching of the controller direction takes place. First, there is a pre-controlled P-jump (P-component to reach the setpoint). The size of the P-jump can depend on various parameters. Among others, the P-jump may be dependent on a fixed desired amplitude. In a preferred embodiment, it may be determined here which portion of the setpoint desired amplitude is to be displayed via the P-jump. In addition, the current distance of the probe signal or a quantity derived therefrom (preferably lambda) can be evaluated by the current or future target value or target range, and the P jump can additionally be made dependent on this distance. In a particularly preferred embodiment, therefore, the magnitude of the P-jump is determined, which is necessary in order to arrive at the future setpoint value from the current lambda actual value, the desired setpoint containing the predetermined proportion, which of the setpoint desired amplitude is assigned to the P-set. Jump was assigned.
Zwischen den Zeitpunkten t1 und t2 wird der Regler mit einem festgelegten I-Anteil weiter verstellt. Aus hinterlegten Daten ist die Streckenlaufzeit und die Sondenreaktionszeit bekannt. Es wird daher der I-Anteil so festgelegt, dass zum Zeitpunkt t2 (ohne weitere Störeinflüsse) das Sondensignal oder eine daraus abgeleitete Größe (bevorzugt Lambda) den Zielwert beziehungsweise den Zielbereich voraussichtlich erreichen wird, wobei dieser die Einstellung der vollen gewünschten Soll-Amplitude bedeutet. Damit wird der I-Anteil sowohl von den Strecken-Kenngrößen, als auch von dem festgelegten Anteil der Amplitude auf den P-Sprung abhängig, da die Differenz zwischen der Gesamt-Amplitude und dem festgelegten Anteil der Amplitude für den P-Sprung nun über den I-Anteil bis zum Zeitpunkt t2 eingeregelt werden muss.Between times t1 and t2, the controller is further adjusted with a fixed I component. From stored data, the runtime and the probe response time is known. Therefore, the I-component is determined so that at time t2 (without further interference) the probe signal or a quantity derived therefrom (preferably lambda) is expected to reach the target value or the target range, which means setting the full desired nominal amplitude , Thus, the I component depends on both the track characteristics, as well as the fixed portion of the amplitude to the P-jump, since the difference between the total amplitude and the fixed portion of the amplitude for the P-jump over the I component must be adjusted until the time t2.
Ab dem Zeitpunkt t2 wird nun von der vorgesteuerten Reglereinstellung auf eine (stetige) Regelung umgeschaltet, welche auf der Differenz zwischen dem Istwert und dem Sollwert des Sondensignals oder einer daraus abgeleiteten Größe (bevorzugt Lambda) beruht.From the time t2 is now switched from the pilot-controlled regulator setting to a (continuous) control, which is based on the difference between the actual value and the desired value of the probe signal or a derived quantity (preferably lambda).
Damit kombiniert das Verfahren die Vorteile einer Vorsteuerung und einer (stetigen) Regelung. Die Daten, welche zur Charakterisierung des Streckenverhaltens hinterlegt werden, können zum Beispiel ein Verhalten wie in
Des Weiteren kann mit dem erfindungsgemäßen Verfahren auch sehr einfach und mit guter Genauigkeit die Dynamik der Sonde ermittelt werden. Da die Reglerumschaltung gesteuert über einen P-Sprung und einen I-Anteil erfolgt und während der Zeit dieser vorgesteuerten Regelung das Sondensignal nicht zur Regelung ausgewertet wird, kann die in
In einer bevorzugten Ausgestaltung wird abhängig von der Größe des P-Sprunges oder der bis zum Zeitpunkt der Sprungantwortzeitermittlung erfolgten Gemischverstellung eine Mindestreaktion der Sonde im Vergleich zum Zustand vor der Reglerumschaltung definiert. Dies kann zum Beispiel eine Signaländerung sein, welche 20 bis 50%, bevorzugt 30%, der vorgesteuerten Gemischverstellung entspricht. Als Sprungantwortzeit ergibt sich nun die Zeit, welche seit dem Reglersprung bis zur Erreichung der Mindestreaktion der Sonde vergangen ist.In a preferred embodiment, depending on the size of the P-jump or the mixture adjustment made up to the time of the step response time determination, a minimum reaction of the probe is defined in comparison to the state before the controller switchover. This can be, for example, a signal change which corresponds to 20 to 50%, preferably 30%, of the pilot-controlled mixture adjustment. The step response time is now the time that has passed since the controller jump until the minimum reaction of the probe has been reached.
In einer bevorzugten Ausgestaltung wird als Zeitpunkt der Reglerumschaltung für die Ermittlung der Mindestreaktion der Sonde nicht exakt der tatsächliche Zeitpunkt der Reglerumschaltung herangezogen, sondern unter Berücksichtigung der bekannten Streckenparameter wird der Vergleichswert der Sonde erst zu einem festlegbaren späteren Zeitpunkt bestimmt, welcher nach der Reglerumschaltung liegt, aber bevor das geänderte Gemisch die Sonde erreicht. Damit können dynamische Gemischstreuungen, welche sich ggf. unmittelbar vor der Reglerumschaltung im Motor ereignet haben, berücksichtigt werden und führen nicht zu einer Verfälschung der Sprungantwortzeiten. In einer weiteren bevorzugten Ausgestaltung wird eine gültige Sprungantwortzeit nur dann ermittelt, wenn die vorgesteuerte Reglerverstellung mindestens eine vorgebbare Mindestgröße hatte.In a preferred embodiment, the actual time of the controller switching is not used exactly as the time of the controller switching for the determination of the minimum reaction of the probe, but taking into account the known line parameters of the reference value of the probe is determined only at a definable later date, which is after the controller switching, but before the modified mixture reaches the probe. Thus, dynamic mixture variations, which may have occurred immediately before the controller changeover in the engine, are taken into account and do not lead to a falsification of the step response times. In a further preferred refinement, a valid step response time is only determined if the pilot-controlled regulator adjustment had at least one predeterminable minimum size.
In einer weiteren bevorzugten Ausgestaltung wird nach Ablauf einer vorgebbaren Mindestzeit seit der Reglerumschaltung, ohne dass die Sonde die festgelegte Mindestreaktion zeigte, die aktuelle Zeit oder eine Ersatzgröße ebenfalls als gültige Sprungantwortzeit ausgewertet. Damit wird der Fall berücksichtigt, dass das Sondensignal durch einen Fehler einen durchgängig konstanten Wert aufweist, dass heißt, die Mindestreaktion nie erreicht werden würde und somit keine Sprungantwortzeit ermittelt werden würde.In a further preferred embodiment, after a predeterminable minimum time has elapsed since the controller switchover, without the probe showing the specified minimum reaction, the current time or a substitute variable is also evaluated as a valid step response time. Thus, the case is taken into account that the probe signal has a consistently constant value due to an error, that is, the minimum response would never be reached and thus no step response time would be determined.
Von der ermittelten Sprungantwortzeit kann die hinterlegte Streckentotzeit abgezogen und so die reine Sondenreaktionszeit ermittelt werden. Die Sondenreaktionszeit kann zur Erzeugung eines Wartungssignals genutzt werden, wenn diese oder eine davon abgeleitete Größe definierte Schwellwerte überschreitet. Dabei kann die Sondenreaktionszeit zur Bewertung getrennt nach fett-mager-Sprung und mager-fett-Sprung betrachtet werden.From the determined step response time, the stored distance dead time can be deducted and so the pure probe reaction time can be determined. The probe response time may be used to generate a maintenance signal if this or a quantity derived therefrom exceeds defined thresholds. The probe reaction time for evaluation can be considered separately after fat-lean jump and lean-fat jump.
Ein weiterer Vorteil des erfindungsgemäßen Verfahrens besteht darin, dass bei dynamisch schlechter werdenden Sonden die in
Für dynamisch nur geringfügig schlechter werdende Sonden, kann zur Festlegung des Zeitpunktes t2 in
In einer weiteren Ausgestaltung kann die wie oben beschrieben ermittelte Sondenreaktionszeit zur Anpassung des Regelverfahrens genutzt werden. Dazu wird mindestens eine, vorzugsweise die größere der beiden Sondenreaktionszeiten (dass heißt Reaktionszeiten getrennt nach fett-mager- bzw. mager-fett-Sprung) genutzt. Aus dieser Sondenreaktionszeit werden vorzugsweise geeignete Zeitglieder für die Streckenparameter abgeleitet. Dabei erfolgt die Festlegung des Zeitpunktes t2 in
In einer weiteren bevorzugten Ausgestaltung werden die Regelparameter der nachfolgend aktivierten, stetigen Regelung an die Sondenreaktionszeit angepasst. Insbesondere kann so für einer dynamisch schlechtere Sonde der Regler langsamer gemacht und so Überschwinger vermieden werden.In a further preferred refinement, the control parameters of the subsequently activated, continuous control are adapted to the probe reaction time. In particular, the controller can be made slower for a dynamically worse probe and thus overshoots can be avoided.
- 1010
- VerbrennungskraftmaschineInternal combustion engine
- 1616
- Abgaskanalexhaust duct
- 2020
- 3-Wege-Katalysator3-way catalyst
- 2222
- 3-Wege-katalytischen Beschichtung3-way catalytic coating
- 2626
- Lambdasondelambda probe
- 2828
- MotorsteuergerätEngine control unit
- Δts Δt s
- SprungantwortzeitStep response time
Claims (7)
- Method for operating an internal combustion engine (10) in which exhaust gas produced by the internal combustion engine (10) is passed via a 3-way catalytic converter (20) disposed in the exhaust duct (16) and a lambda probe (26) detects a variable that is characteristic of an exhaust gas lambda number before the 3-way catalytic converter (20) and forwards the same to an engine controller (28) with integrated PI controller or PID controller, wherein an essentially stoichiometric exhaust gas lambda number is set up with the PI controller or PID controller of the engine controller (28) by specifying a target value and the exhaust gas lambda number is alternately deflected towards a weak lambda number and a rich lambda number with a specified periodic target value variation such that at the start of each target value variation a precontrolled P component with following I component is specified up to a point in time t2, wherein the point in time t2 is specified using stored parameters characterizing a path behavior so that at said point in time t2 the probe signal or a variable derived therefrom must have reached the specified target value, characterized in that from the point in time t2 a changeover to control based on a difference between an actual value and the target value of the lambda probe (26) or a variable derived therefrom takes place for a specifiable time period until the end of the respective target value variation.
- Method according to Claim 1, characterized in that for determining a response time of the lambda probe (26) a minimum response of the lambda probe (26) is defined in comparison to the state before the controller changeover and the time that has passed between the controller changeover and the minimum response of the lambda probe (26) is recorded as the response time.
- Method according to Claim 2, characterized in that the response time is only determined if the target value specified by the PI controller or PID controller exceeds a specified minimum magnitude.
- Method according to Claim 2 or 3, characterized in that the response time of the lambda probe (26) is recorded separately for a rich-weak step and a weakrich step.
- Method according to any one of the preceding claims, characterized in that a magnitude of the P component is specified depending on a target amplitude of the target value variation.
- Method according to Claim 5, characterized in that the I component is specified such that the probe signal or a variable derived therefrom has reached the target value at the point in time t2.
- Engine controller (20) for controlling an operation of an internal combustion engine (10), which is set up to perform the method according to any one of Claims 1 to 6.
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DE102011087399.6A DE102011087399B4 (en) | 2011-11-30 | 2011-11-30 | Method for operating an internal combustion engine and control unit set up for carrying out the method |
PCT/EP2012/073470 WO2013079405A1 (en) | 2011-11-30 | 2012-11-23 | Method for operating an internal combustion engine, and control unit set up for carrying out the method |
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EP2786002A1 EP2786002A1 (en) | 2014-10-08 |
EP2786002B1 true EP2786002B1 (en) | 2016-09-28 |
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US (1) | US9212584B2 (en) |
EP (1) | EP2786002B1 (en) |
CN (1) | CN103958868B (en) |
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DE102018007647B4 (en) * | 2018-09-27 | 2021-06-02 | Mtu Friedrichshafen Gmbh | Method for the model-based control and regulation of an internal combustion engine with an SCR catalytic converter |
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DE3802444A1 (en) * | 1988-01-28 | 1989-08-10 | Vdo Schindling | METHOD FOR REGULATING THE FUEL-AIR RATIO OF AN INTERNAL COMBUSTION ENGINE |
US7162359B2 (en) * | 2001-06-19 | 2007-01-09 | Honda Giken Kogyo Kabushiki Kaisha | Device, method, and program recording medium for control of air-fuel ratio of internal combustion engine |
JP4213148B2 (en) * | 2005-08-09 | 2009-01-21 | 三菱電機株式会社 | Control device for internal combustion engine |
JP4380625B2 (en) * | 2005-11-24 | 2009-12-09 | トヨタ自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
US8132400B2 (en) * | 2005-12-07 | 2012-03-13 | Ford Global Technologies, Llc | Controlled air-fuel ratio modulation during catalyst warm up based on universal exhaust gas oxygen sensor input |
JP2007231844A (en) * | 2006-03-01 | 2007-09-13 | Mitsubishi Electric Corp | Control device for internal combustion engine |
DE102006047188B4 (en) * | 2006-10-05 | 2009-09-03 | Continental Automotive Gmbh | Method and device for monitoring an exhaust gas probe |
DE102006049656B4 (en) | 2006-10-18 | 2016-02-11 | Volkswagen Ag | Lambda control with a jump lambda probe |
JP4256898B2 (en) * | 2007-04-20 | 2009-04-22 | 三菱電機株式会社 | Air-fuel ratio control device for internal combustion engine |
DE102007038478A1 (en) * | 2007-08-14 | 2009-02-19 | Volkswagen Ag | Method for λ control in fuel-shortage or excess fuel areas in a Nernst probe |
JP4743443B2 (en) * | 2008-02-27 | 2011-08-10 | 株式会社デンソー | Exhaust gas purification device for internal combustion engine |
JP4877246B2 (en) * | 2008-02-28 | 2012-02-15 | トヨタ自動車株式会社 | Air-fuel ratio control device for internal combustion engine |
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2011
- 2011-11-30 DE DE102011087399.6A patent/DE102011087399B4/en active Active
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2012
- 2012-11-23 WO PCT/EP2012/073470 patent/WO2013079405A1/en active Application Filing
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US9212584B2 (en) | 2015-12-15 |
US20140345256A1 (en) | 2014-11-27 |
DE102011087399A1 (en) | 2013-06-06 |
WO2013079405A1 (en) | 2013-06-06 |
CN103958868A (en) | 2014-07-30 |
WO2013079405A8 (en) | 2013-09-12 |
DE102011087399B4 (en) | 2022-08-11 |
CN103958868B (en) | 2017-06-30 |
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