EP2786003B1 - Verfahren und vorrichtung zur regelung eines luft-kraftstoff-verhältnisses eines verbrennungsmotors - Google Patents

Verfahren und vorrichtung zur regelung eines luft-kraftstoff-verhältnisses eines verbrennungsmotors Download PDF

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Publication number
EP2786003B1
EP2786003B1 EP12795783.5A EP12795783A EP2786003B1 EP 2786003 B1 EP2786003 B1 EP 2786003B1 EP 12795783 A EP12795783 A EP 12795783A EP 2786003 B1 EP2786003 B1 EP 2786003B1
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EP
European Patent Office
Prior art keywords
probe
exhaust gas
lambda
disturbance variable
internal combustion
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Application number
EP12795783.5A
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German (de)
English (en)
French (fr)
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EP2786003A1 (de
Inventor
Hermann Hahn
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Volkswagen AG
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Volkswagen AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • 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
    • 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)
    • F02D41/1479—Using a comparator with variable reference
    • 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
    • F02D41/1487—Correcting the instantaneous control value
    • 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
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural 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
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1493—Details
    • F02D41/1496—Measurement of the conductivity of a sensor

Definitions

  • the invention relates to a method for controlling an air-fuel ratio of an internal combustion engine as a function of a composition of its exhaust gas and a correspondingly configured control device.
  • the probe signal not only depends on the exhaust gas composition but is also influenced by additional disturbing influences which cause the characteristic curve not to be constant under all conditions.
  • the probe temperature that is to say the temperature of the measuring element of the probe
  • the accuracy of the conversion rule or the characteristic curve This has an effect especially in the rich lambda range, ie at lambda values ⁇ 1.
  • changes in the characteristic curve resulting from increasing aging of the measuring element of the probe over the operating time can cause progressive poisoning of the measuring element and thus to a change in the characteristic curve.
  • the probe temperature is determined as a function of the internal resistance of the probe from a stored characteristic curve.
  • DE 199 19 427 A describes a method for correcting a characteristic curve of a broadband lambda probe which is installed upstream of an exhaust gas catalytic converter, wherein in a fuel cut-off phase of the internal combustion engine the sensor signal of the lambda probe is evaluated and the signal level thus determined is used for the correction of the slope of the characteristic curve.
  • a disadvantage of all known methods is that even the corrections have only a limited accuracy and therefore deviations of the corrected characteristic of the exact characteristic can remain. This circumstance is taken into account in the prior art in that lambda desired values or lambda threshold values to be regulated, the achievement of which trigger a change in the air-fuel mixture, are defined with a safety margin taking into account the uncertainty. This safety distance is usually dimensioned so that the largest assumed inaccuracy of the characteristic is taken into account.
  • a typical example of this procedure is the enrichment of a motor, which is made to protect components from overheating.
  • the combustion and thus the exhaust gas temperature is lowered by additional addition of fuel and thus prevents overheating example of turbochargers or catalysts.
  • the Gemischanfettung for component protection usually takes place when reaching a permissible limit temperature, for example, of 900 ° C, with a target lambda value of, for example, 0.9 is set by additional fuel addition, which ensures an effective cooling effect.
  • a maximum tolerance band of 2% is calculated for the lambda probe used
  • the lambda threshold of 0.88 is conventionally set for the engine in order to remain safely below the necessary limit of lambda 0.9 under all conditions.
  • the object of the present invention is therefore to provide a method and a device for regulating an air-fuel ratio of an internal combustion engine and in which the safety distance to be maintained by threshold values for the exhaust gas composition, in particular lambda threshold values, is determined according to actual requirements and thus the fuel consumption is reduced.
  • an assessment of a current accuracy of the at least one disturbance variable and / or an actual influence of the at least one disturbance variable on the probe signal is undertaken and the safety distance caused by the at least one disturbance variable is established as a function of the result of the evaluation.
  • the safety margin is thus always set constant and in the amount of its highest possible value in the sense of a worst-case scenario, according to the invention, its variable definition.
  • the method thus not only allows a higher accuracy of the regulation of a desired value, but also a fuel economy.
  • the disturbance value evaluated in the context of the invention comprises a temperature of the exhaust gas probe and / or an aging of the exhaust gas probe and / or a chemical poisoning of the exhaust gas probe.
  • the influence of these disturbances on the probe signal, in particular of lambda probes, is known in the prior art. As already described above, according to the invention, however, it is not assumed that their greatest possible uncertainty or their greatest possible influence on the probe signal for these disturbances, but this / this is currently evaluated.
  • a spread is determined for the evaluation of the current accuracy of the at least one disturbance, within which values of this disturbance lie, which were detected in a past period.
  • the safety distance is then determined as a function of the spread, it being understood that the safety level is chosen the greater, the greater the spread. For example, if the disturbance is the temperature of the probe, then for a predetermined past period of time it is determined what variance the sensed temperature values had from the true value. If only a small variance of the determined temperature has been found in the past, the safety distance can be set correspondingly small.
  • a duration is determined for the assessment of the current accuracy of the at least one disturbance, which has elapsed since a past calibration of a detection system of this disturbance.
  • the safety distance is then determined as a function of the duration determined in this way, the safety distance being chosen to be greater with increasing duration, since an increasingly imprecise disturbance variable detection can be assumed.
  • an absolute height of the currently detected disturbance variable is determined for the evaluation of the current influence of the at least one disturbance variable on the probe signal, and the safety distance is established as a function of the absolute altitude. For example, if the absolute value of the internal resistance of the measuring element of the probe in a range in which a temperature determination can be very inaccurate, for example at resistance values close to zero, is assumed by a relatively high error of the temperature determination and set a correspondingly high safety margin.
  • the safety distance is also determined depending on an operating point of the internal combustion engine, in particular as a function of an engine speed and / or an engine load.
  • a map can be used which represents the safety distance as a function of the speed and / or the load. In this way influences can be taken into account which can not be quantified in the evaluation.
  • the method can be used particularly advantageously in connection with the performance of a mixture enrichment for component protection of the internal combustion engine and / or the exhaust system against overheating.
  • the lambda input provided for the mixture enrichment is preferably determined according to the method.
  • the method makes it possible to set the lambda input for component protection as lean as possible, that is to say with the smallest possible safety distance to the target value, thereby minimizing the additional fuel consumption required for component protection.
  • the method according to the invention can advantageously also be used within the scope of the lambda control of the internal combustion engine, wherein the lambda desired value to be adjusted is determined in the manner according to the invention.
  • the invention enables a particularly precise lambda control.
  • the invention further relates to a control device for controlling an air-fuel ratio of an internal combustion engine, which is set up to carry out the method according to the invention as described above.
  • FIG. 1 shows an internal combustion engine 10, the fuel supply via a fuel injection system 12 takes place.
  • the injection system 12 may be a port injection or a cylinder direct injection.
  • the internal combustion engine 10 is also supplied via an intake manifold 14 with combustion air.
  • the amount of air supplied via a arranged in the intake manifold 14 controllable actuator 16, such as a throttle valve, are regulated.
  • An exhaust gas generated by the internal combustion engine 10 is released into the environment via an exhaust passage 18, whereby environmentally relevant exhaust gas constituents are converted by a catalyst 20.
  • an exhaust gas probe 22 is arranged at a position close to the engine, which is in particular a lambda probe, typically a jump lambda probe.
  • a further exhaust gas probe 24 may be arranged downstream of the catalytic converter 20, which may likewise be a lambda probe, in particular a broadband lambda probe, or an NO x sensor.
  • the signals of the exhaust probes 22 and 24 are transmitted to a motor controller 26. Other signals not shown sensors also go into the engine control 26.
  • the engine controller 26 controls in dependence on the incoming signals in a known manner to various components of the internal combustion engine 10.
  • the engine controller 26 includes a control device 28, which for carrying out the method according to the invention for controlling the Air-fuel ratio of the internal combustion engine 10 is set up.
  • the control device 28 includes a corresponding algorithm in computer-readable form and suitable characteristics and maps.
  • the present method is described below using the example of the motor control to perform the component protection against overheating based on FIG. 2 explained.
  • the illustrated method starts from a state in which the temperature T M (see FIG. 1 ) of a component, for example of intake or exhaust valves of the engine 10 or an exhaust gas turbocharger or the catalyst 20, exceeds a permissible temperature, and thus the implementation of a Gemischanfettung for the purpose of component protection is required.
  • T M see FIG. 1
  • the method starts in step 100, where, for the purpose of detecting the temperature of the lambda probe 22, the internal resistance R i of the measuring element of the probe 22 is read in.
  • the sensor temperature T S of the probe 22 is determined as a function of the internal resistance R i .
  • a characteristic curve which maps the probe temperature T S as a function of the internal resistance R i .
  • Such a method for determining the probe temperature is for example off DE 100 36 129 A1 known. Of course, however, other methods for determining the probe temperature can be used in the context of the present invention.
  • the exhaust gas composition-dependent probe signal U actual of the lambda probe 22 is read.
  • the determination of the exhaust gas composition, in particular of the actual lambda value ⁇ actual in dependence on the probe signal U actual as well as the probe temperature T S determined in step 102.
  • a stored characteristic map which maps the lambda value ⁇ actual as a function of the probe signal U actual and the probe temperature T S.
  • FIG. 3 shows an example of such a map in which the characteristics of the jump lambda probe for three different probe temperatures T S are shown. It can be seen that, in particular for fat lambda values ⁇ actual ⁇ 1, the probe voltage U actual depends strongly on the temperature.
  • a step 104 following step 102 an assessment is made of a current accuracy of the disturbing probe temperature ⁇ T S or an actual influence of this disturbance variable on the probe signal U actual .
  • the spread of the measured resistance value ⁇ R i or the derived probe temperature ⁇ T S are determined in a predetermined past period. Further embodiments of the evaluation carried out in step 104 have already been explained above.
  • the safety distance ⁇ S is determined in a subsequent step 106, the safety distance ⁇ S being selected to be greater, the greater the spread ⁇ T S of the probe temperature.
  • a linear relationship can be used.
  • step 108 a setpoint for the lambda preset ⁇ setpoint for the mixture enrichment for the purpose of component protection is determined.
  • the previously determined safety distance .DELTA.S is deducted from the lambda target specification .lambda.- target to be maintained for the component protection. If the target ⁇ target for component protection is, for example, 0.9 and if a safety distance ⁇ S of 0.02 has been determined in step 106, the lambda setpoint ⁇ setpoint is 0.88. Notwithstanding the embodiment described above, it is understood that the lambda deviation .DELTA.S can also be a factor which is multiplied by the lambda target.
  • a control of the air-fuel mixture to be supplied to the internal combustion engine 10 takes place in accordance with the lambda desired preset ⁇ set determined in step 108, as is generally known in the prior art.
  • a query takes place in step 114, in which the actual lambda value ⁇ actual determined in step 112 is compared with the desired lambda value ⁇ Soll determined in step 108.
  • it can be checked in step 114 whether the difference ⁇ actual - ⁇ setpoint > 0.
  • step 116 an amount of fuel m KS supplied to the internal combustion engine 10 is increased by a predetermined increment of the fuel quantity ⁇ KS in order to enrich the air To achieve fuel mixture. Otherwise, if the query is denied in step 114, that is, the actual lambda value ⁇ actual is smaller (richer) than the desired lambda value ⁇ setpoint , the method proceeds to step 118, where the fuel quantity m KS is decreased by a corresponding increment ⁇ KS in order to achieve a leaning of the engine. In step 120, the supply of the fuel to the internal combustion engine 10 takes place in accordance with the fuel quantity m KS ascertained in step 116 or 118.
  • the method then returns to step 110 in order to detect the probe signal U actual again, in step 112 to determine the actual lambda value ⁇ actual as a function of the probe signal U actual and in step 114, the actual lambda value ⁇ actual again to be compared with the target specification ⁇ target .
  • This cycle is repeated during the entire component protection measure until the component temperature T M has reached a permissible value.
  • the query cycle for checking the component temperature T M is in FIG. 2 not shown.
  • steps 104 to 108 it is possible, but not necessary, for steps 104 to 108 to be carried out during each passage, since a change in the safety distance ⁇ S and thus of the desired lambda value ⁇ nominal does not usually change in the short term.
  • steps 100 and 102 for determining the probe temperature T S in each interrogation cycle especially in the case of the mixture enrichment for component protection makes sense, since a sinking temperature is also to be expected from the sensor.
  • the safety distance .DELTA.S is applied to the target lambda value ⁇ target , so as to set the desired lambda value ⁇ target for the lambda control.
  • a corresponding safety distance ⁇ S can also be applied to the characteristic curve used in step 112 in order to adapt it to take account of a lambda scattering which reflects the uncertainty of the temperature determination.
  • the safety distance .DELTA.S is additionally made dependent on which absolute value assumes the current desired lambda value of the engine. This can take into account that some disturbances gain influence in certain areas. For example, the probe temperature T S influences the characteristic curve significantly more with rich lambda values than with lean lambda values (see FIG FIG. 3 ). Thus, in step 106 in FIG. 2 The function used to determine the safety distance ⁇ S takes into account the current lambda value in such a way that as the lambda values decrease, the safety distance ⁇ S is increased.
  • the consideration of the probe temperature TS was shown as a disturbance in the lambda detection, this can alternatively or additionally also for the disturbance variable of the aging of the lambda probe 22.
  • the aging of the lambda probe 22 for example by means of the downstream lambda probe 24 (see FIG. 1 ), which acts as a reference probe here.
  • a deviation from the average mixture value can be determined via the signal of the Breibandlambdasonde 24 and the characteristic curve of the lambda probe 22 are corrected accordingly.
  • Corresponding methods for taking account of such aging effects and for correcting the characteristic are known in the prior art. Other methods for determining an aging correction value may also be used within the scope of the present invention.
  • the inaccuracies of the aging of the exhaust gas probe in spite of the characteristic curve correction in the conversion of the probe signal U actual into the actual lambda value ⁇ actual , can now be evaluated on the basis of the thus determined aging correction value. If, for example, the probe 22 has not yet aged and the conversion rule or characteristic curve used in step 112 is stored correctly, there will be virtually no deviation of the actual value determined in step 112 from an actual lambda value. Thus, there is no need to correct the target lambda value ⁇ target to be set for the component protection. Thus, the safety distance .DELTA.S can be set equal to zero in step 106 in extreme cases.
  • an aging correction value will result on aging of the lambda probe 22 and concomitant correction of the probe characteristic. From the extent of this correction value is now inventively evaluated, for example, which tolerance in the determined actual lambda value despite characteristic correction can still remain. Depending on this, the safety distance .DELTA.S, that is the additionally necessary enrichment for the component protection is determined.
  • influences which can not be quantified explicitly with evaluation variables but nevertheless can disturb the lambda determination are taken into account.
  • the influence of the operating point of the internal combustion engine 10 can be evaluated here, for example by determining an additional safety distance operating point-dependent from a speed-load characteristic map.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP12795783.5A 2011-11-28 2012-11-27 Verfahren und vorrichtung zur regelung eines luft-kraftstoff-verhältnisses eines verbrennungsmotors Active EP2786003B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011087213A DE102011087213A1 (de) 2011-11-28 2011-11-28 Verfahren und Vorrichtung zur Regelung eines Luft-Kraftstoff-Verhältnisses eines Verbrennungsmotors
PCT/EP2012/073690 WO2013079468A1 (de) 2011-11-28 2012-11-27 Verfahren und vorrichtung zur regelung eines luft-kraftstoff-verhältnisses eines verbrennungsmotors

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EP2786003A1 EP2786003A1 (de) 2014-10-08
EP2786003B1 true EP2786003B1 (de) 2019-09-18

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US (1) US9714623B2 (zh)
EP (1) EP2786003B1 (zh)
CN (1) CN103958867B (zh)
DE (1) DE102011087213A1 (zh)
WO (1) WO2013079468A1 (zh)

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CN108240268B (zh) * 2016-12-27 2020-07-14 上海汽车集团股份有限公司 车辆中的电子执行器及其控制方法
CN113217210B (zh) * 2021-04-16 2023-05-12 联合汽车电子有限公司 氧传感器低温闭环控制的优化方法和系统、发动机闭环控制系统和可读存储介质
FR3123089A1 (fr) * 2021-05-20 2022-11-25 Psa Automobiles Sa Procede d'amelioration d'un signal de mesure d'une sonde a oxygene

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EP1048834A2 (de) * 1999-04-28 2000-11-02 Siemens Aktiengesellschaft Verfahren zur Korrektur der Kennlinie einer Breitband-Lambda-Sonde
WO2003010497A1 (de) * 2001-07-11 2003-02-06 Robert Bosch Gmbh Verfahren und vorrichtung zur korrektur des dynamikfehlers eines sensors

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DE19629552C1 (de) * 1996-07-22 1997-12-18 Siemens Ag Vorrichtung zum Kompensieren der Temperaturdrift einer Abgassonde
DE10036129B4 (de) 2000-07-25 2009-12-17 Volkswagen Ag Verfahren zum Messen einer Abgaszusammensetzung
DE102006053110B3 (de) * 2006-11-10 2008-04-03 Audi Ag Verfahren zur Überprüfung des von einer binären Lambdasonde angezeigten Lambdawertes
DE102007015362A1 (de) 2007-03-30 2008-10-02 Volkswagen Ag Verfahren zur Lambda-Regelung mit Kennlinienanpassung
DE102007038487A1 (de) 2007-08-14 2009-02-19 Basf Coatings Ag Wässriger Beschichtungsstoff, Verfahren zu seiner Herstellung und seine Verwendung
DE102007038478A1 (de) * 2007-08-14 2009-02-19 Volkswagen Ag Verfahren zur λ-Regelung in Betriebsbereichen mit Kraftstoff-Mangel oder Kraftstoff-Überschuss bei einer Nernst-Sonde
US8903625B2 (en) * 2008-12-05 2014-12-02 Toyota Jidosha Kabushiki Kaisha Air-fuel ratio imbalance among cylinders determining apparatus for a multi-cylinder internal combustion engine
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DE102010003143B4 (de) * 2010-03-23 2014-08-28 Ford Global Technologies, Llc Verfahren zum Betreiben einer fremdgezündeten Brennkraftmaschine und Brennkraftmaschine zur Durchführung eines derartigen Verfahrens

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Publication number Priority date Publication date Assignee Title
EP1048834A2 (de) * 1999-04-28 2000-11-02 Siemens Aktiengesellschaft Verfahren zur Korrektur der Kennlinie einer Breitband-Lambda-Sonde
WO2003010497A1 (de) * 2001-07-11 2003-02-06 Robert Bosch Gmbh Verfahren und vorrichtung zur korrektur des dynamikfehlers eines sensors

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US20150096544A1 (en) 2015-04-09
EP2786003A1 (de) 2014-10-08
WO2013079468A1 (de) 2013-06-06
CN103958867B (zh) 2017-08-15
CN103958867A (zh) 2014-07-30
US9714623B2 (en) 2017-07-25
DE102011087213A1 (de) 2013-05-29

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