EP2786004A1 - Verfahren und vorrichtung zur kontinuierlichen schätzung der zylinderverdichtungsrate eines motors - Google Patents

Verfahren und vorrichtung zur kontinuierlichen schätzung der zylinderverdichtungsrate eines motors

Info

Publication number
EP2786004A1
EP2786004A1 EP12794388.4A EP12794388A EP2786004A1 EP 2786004 A1 EP2786004 A1 EP 2786004A1 EP 12794388 A EP12794388 A EP 12794388A EP 2786004 A1 EP2786004 A1 EP 2786004A1
Authority
EP
European Patent Office
Prior art keywords
richness
probe
wealth
signal
drift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12794388.4A
Other languages
English (en)
French (fr)
Other versions
EP2786004B1 (de
Inventor
Annabelle Cornette
Olivier Hayat
Alexandre MAZER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
PSA Automobiles SA
Original Assignee
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Peugeot Citroen Automobiles SA filed Critical Peugeot Citroen Automobiles SA
Publication of EP2786004A1 publication Critical patent/EP2786004A1/de
Application granted granted Critical
Publication of EP2786004B1 publication Critical patent/EP2786004B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1458—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with determination means using an estimation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F02D41/2454—Learning of the air-fuel ratio control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • 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
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1417—Kalman filter
    • 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
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—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 NOx content or concentration
    • F02D41/1461—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 NOx content or concentration of the exhaust gases emitted by the engine

Definitions

  • the present invention relates to a method and a device for continuously estimating the cylinder richness of an engine. It concerns in particular, but not exclusively, a method and a device for continuously estimating the cylinder richness of a diesel engine, by means of a measurement of richness achieved by a sensor such as a probe.
  • information relating to the richness of an engine can also be estimated by performing a calculation using the parameters of the admission air flow rate (measured or estimated) and the injected fuel flow rate ( valued).
  • the result obtained has the advantage of having been calculated taking into account the dynamics associated with said parameters, as well as the slowness of establishing the air loop relative to that of the fuel circuit.
  • the determination of the richness of an engine by proceeding in this way does not eliminate the dispersions and drifts of the engine components, such as injectors, the fuel pump, the flow meter measuring the air admitted. A dynamic but potentially derivative signal is thus obtained.
  • the estimation of the richness of an engine can also be achieved by mapping this estimate according to parameters characterizing the operating point which can be typically the speed and torque.
  • EP 0 643 21 1 which relates to a device for estimating the air / fuel ratio of a mixture supplied to an internal combustion engine, by means of a probe which can be of type 02.
  • the implementation of this invention results in the modeling of the behavior of the probe and the use of a Kalman filter.
  • This device makes it possible to estimate the cylinder-by-cylinder richness, by detecting in the exhaust puffs the relative impact of the different combustions on the overall richness, the measurement of which is carried out by means of a probe disposed at the level of the collector. exhaust.
  • the estimation of the richness per cylinder is weighted by previously identified coefficients in a table.
  • patent application WO 07 041 092 discloses a system and a method for controlling a diesel engine by means in particular of sensors shaped to detect at least one specific component of the exhaust gas, and that the patent application EP 1 413 728 which relates to a control unit and a control method of a NOx probe placed in the exhaust pipe of an internal combustion engine.
  • the present invention therefore more particularly aims to solve these problems by providing a method for continuously estimating the cylinder richness of an engine, with high accuracy and good dynamics, the implementation of the method can advantageously on the basis of stabilized operating points but also in transient.
  • the invention relates to a method for continuously estimating the cylinder richness of an internal combustion engine, said engine comprising a plurality of cylinders, at least one wealth measurement probe, a plurality of injectors connected to the cylinders, a flow meter,
  • said method comprising the steps of:
  • ⁇ Identify and quantify any dispersions and potential drifts on stabilized and / or transient operating points using at least one drift identifier
  • the device according to the invention allows a continuous estimation of the engine cylinder richness using a calculated model of wealth, and recaling the result of this calculation by relative to the dispersions and possible drifts in order to obtain a continuous correction of the calculated value of richness.
  • the method according to the invention may also comprise an additional step making it possible to identify and quantify the possible transient dispersions and wealth drifts by means of at least one additional drift identifier. preferably consisting of a Kalman filter which can be included in a calculator.
  • the correction of the calculated wealth t> _Calc can be advantageously completed in order to refine the final value of the richness of the cylinder.
  • the combined use of these two drift identifiers makes it possible to take into account, without any limit, the non-uniformity of the wealth drift over the entire engine field, as well as its motor-driven dispersion. .
  • the invention also relates to a device for continuously estimating the cylinder richness of an internal combustion engine, characterized in that it comprises a drift identifier and a Kalman filter shaped to implement the method or methods according to the invention.
  • Figure 1 is a schematic representation of the main elements used in the implementation of an alternative embodiment of the method according to the invention, with a highlighting of existing relationships between them.
  • FIG. 2 is a diagrammatic representation, in the form of curves, of the various richness and wealth drift signals produced during the implementation of the method according to the invention.
  • the simple model of wealth t> _Calc is calculated by a calculator 1 by means of the fuel setpoint injection qlnj in a cylinder and the measurement of the flow rate. Qair air intake in the same cylinder.
  • the fuel charge to be injected qlnj is equivalent to the estimated value of the injected fuel flow, the air intake flow Qair being modeled or measured using a flowmeter.
  • the constitutive signal of the wealth model is the quotient of the injected fuel flow qlnj (or Qcarburantjnjected) on the intake air flow Qair or (Qair_cylindre), multiplied by the stoichiometric ratio ⁇ .
  • the signal thus obtained has the particularity of being at the right momentum, but potentially derived.
  • the constitutive signal of the wealth model allows:
  • a measured signal of wealth is defined. This signal makes it possible to produce in transitory information on the wealth that is delayed and attenuated; on the other hand, in stabilized, the information carried by the signal is considered to be precise.
  • the richness probe 2 may be of the NOx type but it may also, for example, be of the lambda type.
  • the constitutive signal of the richness model and the measured signal of richness are carried as input of a drift identifier 3 which identifies and quantifies the dispersions and possible drifts of wealth on stabilized operating points.
  • the drift identifier 3 thus allows the realization of a possible drift training resulting in the establishment of a mapping of these wealth drifts in the engine field. In this way, the drift identifier 3 proceeds to a registration of the calculated model of wealth with respect to possible dispersions and drifts using the measured signal of wealth which has the advantage of being accurate in stabilized regimes. .
  • the value of the calculated richness carried by the constitutive signal of the richness model is corrected continuously by said drift learning carried out by the drift identifier 3, these drifts being preferentially recorded in a map and then read again. without discontinuity with interpolation.
  • the value of richness obtained at the output of the drift identifier 3 may be recaled only incompletely due for example to incomplete learning, or approximations inherent to the storage method.
  • the correction of the calculated richness t> _Calc can be advantageously completed in order to refine the final value of said richness of the cylinder, in particular by means of a Kalman filter 4 which allows to obtain a complementary dynamic identification of the wealth drift.
  • the general equation of the Kalman filter is as follows, the equations to be considered are more particularly the equation (1) of the table “Update Time” and the equation (2) of the table “Mise en jour up to date Measure ".
  • % k the prior estimate of the state vector at time k
  • Xk the posterior estimation of the state vector at time k
  • Uk ⁇ 1 the vector of deterministic variables; in this case, it is the calculated wealth in the combustion chamber.
  • Each of these signals is assigned a relative confidence by introducing process noises w and measurement v.
  • the first filter processing step consists in applying to the model wealth signal 02 the alteration that it would suffer in the event that it would be picked up by the probe 2 of the NOx type.
  • the Kalman filter thus creates a signal filtered calculated richness' 2 ° or z (and delayed, but upstream of the equation of state). This creates the 'a priori' state vector of the Kalman structure (see the equation of the state vector below).
  • the second step of processing the Kalman filter which is performed a posteriori, consists in comparing this virtual signal with the signal actually picked up and analyzed by the richness probe 2. The difference between these two signals g
  • the behavior (generally characterized by the delay and attenuation) of the probe 2 can not be perfectly known. It is therefore necessary to limit the trust in this drift identification to not make it too random in case of errors (even transient). This limitation of confidence is obtained by means of the Kalman gain, which forces a convergence time before considering the fully identified drift.
  • the finally estimated wealth signal is thus the model signal 02 recalibrated by the measurement of the probe 2 with a time of integration, linked to the necessarily limited confidence in the model of the behavior of the wealth probe 2.
  • ° 2 the identified drift, ie the difference between the measured richness and the calculated richness signal passed by the model of behavior of the probe;
  • ⁇ 2 the filtered computed wealth (order 1) in order to take into account the behavior of the probe
  • the vector composed of these four variables constitutes the state vector. 0.
  • this state vector could be achieved by using a probe behavior model having greater variability, or by not showing the said model. , the latter being then defined upstream.
  • the Kalman gain resulting from these calibration compromises is unique and pre-calculated, for the sake of simplicity of implementation.
  • measurement noise and process and the resulting optimal Kalman gain (infinite gain Kinf) can be updated.
  • the Kalman gain can be mapped by separate areas of the motor field.
  • learning drift on stabilized points makes it possible to accelerate the work of the Kalman filter, to make it more robust, and even to ensure that the result provided is correct.
  • the combination of the Kalman filter and the stabilized learning technique ensures the overall high adaptability. Indeed, the wealth drift, which depends first and foremost on component drifts such as the flowmeter and the injectors, is not expected to be uniform in the engine field, but variable from one point to another in transient.
  • a single Kalman filter which by definition takes a significant amount of time to embed a drift and converge there, would see its dynamic of identification and updating conflict with the dynamics of the operating point and its associated wealth drift. .
  • the filter would thus keep - at least partially - a specific drift to the previous point whereas this one would already have radically changed on the following point. Failing to immediately integrate the new drift, that retained and applied would possibly be shifted, and could even distort the correction to aggravate the estimate rather than improve it.
  • the stabilized learning is freed from the model of behavior of the probe 2, insofar as it no longer intervenes on a stationary point (the two input signals being constant, there is no longer any attenuation and cylinder-probe delay is inconsistent).
  • a cartography of the drift of richness can thus be established (relying for example on the points regime-torque), the latter being obviously dependent on the stabilized points actually encountered on the road.
  • the estimated final richness signal (bold dots) is calibrated on the dynamics of the model of wealth modeled (fine continuous line), but recaled with respect to its drift at least partially, on transient points as on stabilized points ( drift observed by the
  • Kalman vertical arrows, between the probe signal (measure of richness, continuous line in bold) and the virtual signal in fine dotted black).
  • the combination of the use of the drift identifier 3 and the Kalman filter 4 makes it possible in particular:

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP12794388.4A 2011-11-28 2012-10-26 Verfahren und vorrichtung für die kontinuierliche schätzung des luft-kraftstoff-verhältnis in einem motorzylinder Active EP2786004B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1160865A FR2983244B1 (fr) 2011-11-28 2011-11-28 Procede et dispositif permettant d'estimer en continu la richesse cylindre d'un moteur
PCT/FR2012/052475 WO2013079839A1 (fr) 2011-11-28 2012-10-26 Procede et dispositif permettant d'estimer en continu la richesse cylindre d'un moteur

Publications (2)

Publication Number Publication Date
EP2786004A1 true EP2786004A1 (de) 2014-10-08
EP2786004B1 EP2786004B1 (de) 2017-09-20

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP12794388.4A Active EP2786004B1 (de) 2011-11-28 2012-10-26 Verfahren und vorrichtung für die kontinuierliche schätzung des luft-kraftstoff-verhältnis in einem motorzylinder

Country Status (3)

Country Link
EP (1) EP2786004B1 (de)
FR (1) FR2983244B1 (de)
WO (1) WO2013079839A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2650516B1 (de) * 2012-04-11 2024-05-15 Stellantis Auto SAS Schätzverfahren des Kraftstoff-Luftgemischs in einem Verbrennungsmotor eines Kraftfahrzeugs

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2834314A1 (fr) * 2001-12-31 2003-07-04 Peugeot Citroen Automobiles Sa Procede d'estimation de la richesse en carburant d'un melange combustible consomme par un moteur a injection, utilisable quel que soit le regime moteur

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Publication number Priority date Publication date Assignee Title
JPH0783097A (ja) 1993-09-13 1995-03-28 Honda Motor Co Ltd 内燃機関の空燃比検出方法
US5715796A (en) * 1995-02-24 1998-02-10 Honda Giken Kogyo Kabushiki Kaisha Air-fuel ratio control system having function of after-start lean-burn control for internal combustion engines
FR2773847B1 (fr) * 1998-01-19 2000-03-24 Sagem Dispositif d'estimation de richesse de systeme d'injection pour moteur a combustion interne
JP2002318604A (ja) * 2001-04-20 2002-10-31 Unisia Jecs Corp 制御装置
DE10250219A1 (de) 2002-10-23 2004-05-06 Volkswagen Ag Regler und Verfahren zur Regelung eines in einem Abgaskanal einer Verbrennungskraftmaschine angeordneten NOx-Sensors
JP4184058B2 (ja) * 2002-12-05 2008-11-19 本田技研工業株式会社 制御装置
US7167791B2 (en) * 2004-09-27 2007-01-23 Ford Global Technologies, Llc Oxygen depletion sensing for a remote starting vehicle
US7155334B1 (en) 2005-09-29 2006-12-26 Honeywell International Inc. Use of sensors in a state observer for a diesel engine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2834314A1 (fr) * 2001-12-31 2003-07-04 Peugeot Citroen Automobiles Sa Procede d'estimation de la richesse en carburant d'un melange combustible consomme par un moteur a injection, utilisable quel que soit le regime moteur

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2013079839A1 *

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2650516B1 (de) * 2012-04-11 2024-05-15 Stellantis Auto SAS Schätzverfahren des Kraftstoff-Luftgemischs in einem Verbrennungsmotor eines Kraftfahrzeugs

Also Published As

Publication number Publication date
EP2786004B1 (de) 2017-09-20
FR2983244A1 (fr) 2013-05-31
FR2983244B1 (fr) 2013-12-20
WO2013079839A1 (fr) 2013-06-06

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