EP4133170B1 - Verfahren zur korrektur des kraftstoff-luftverhältnisses eines eine brennkraftmaschine speisenden luft-kraftstoff-gemisches - Google Patents

Verfahren zur korrektur des kraftstoff-luftverhältnisses eines eine brennkraftmaschine speisenden luft-kraftstoff-gemisches Download PDF

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Publication number
EP4133170B1
EP4133170B1 EP21716798.0A EP21716798A EP4133170B1 EP 4133170 B1 EP4133170 B1 EP 4133170B1 EP 21716798 A EP21716798 A EP 21716798A EP 4133170 B1 EP4133170 B1 EP 4133170B1
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Prior art keywords
engine
richness
temperature
oxygen sensor
determined
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EP21716798.0A
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English (en)
French (fr)
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EP4133170A1 (de
Inventor
Frederic Dambricourt
Cyril TRAVAILLARD
Clement POULY
Martin Tropee
Fabrice Charlette
Hatim TAIBALY
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Stellantis Auto SAS
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Stellantis Auto SAS
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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
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • 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
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • 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
    • F02D41/1493—Details
    • F02D41/1494—Control of sensor heater
    • 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
    • F02D41/2422—Selective use of one or more tables
    • 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
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F02D41/2445—Methods of calibrating or learning characterised by the learning conditions characterised by a plurality of learning conditions or ranges
    • 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
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/021—Engine temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/023—Temperature of lubricating oil or working fluid

Definitions

  • the control system associated with internal combustion engines includes a richness regulation based on measurements obtained by a probe called a lambda probe or oxygen sensor, present in the exhaust line. This probe measures the oxygen content of the burnt gases resulting from combustion.
  • the richness regulation is not active until this sensor has reached its operating temperature.
  • a large part of the pollutants are produced during the first seconds following the start of a cold internal combustion engine and one of the reasons which explains these high emissions is the lack of control of the richness of the air/fuel mixture during this phase when the lambda sensor is not active.
  • the document FR-A-3 052 189 describes a method for recalibrating the behavior models of air intake and fuel injection line actuators of a motor vehicle internal combustion engine.
  • the engine is equipped with controlled actuators.
  • the retiming is done according to a difference between an actual flow measurement and a model estimating the flow in each cylinder.
  • the recalibration is done according to a difference between an actual richness measurement and the richness setpoint.
  • This document does not, however, provide any information on controlling the richness of the air/fuel mixture during a cold start of the internal combustion engine during which the richness sensor in the exhaust gases is inoperative.
  • the problem underlying the invention is to correct the richness of the air/fuel mixture of a cold internal combustion engine when a richness sensor, present in the exhaust line of this engine, is inoperative because it has not yet reached its operating temperature, which does not allow the richness regulation loop to be activated.
  • the technical effect is to obtain an adjustment of the actual richness of an air and fuel mixture supplying an internal combustion engine according to the thermal state of the engine when the richness regulation is inactive.
  • the determined engine shutdown duration threshold for which the engine is considered to be sufficiently cooled is greater than one hour.
  • the mapping comprises several corrective factors, each of these factors establishing the correction for a determined range of the temperature representative of the thermal state of the engine.
  • the temperature representative of the thermal state of the engine is the engine coolant or the lubricating oil.
  • the invention also relates to an engine control unit, characterized in that it comprises the means of acquisition, processing by software instructions stored in a memory as well as the control means required for implementing the method according to any one of the variants previously described.
  • the invention also relates to a vehicle comprising an internal combustion engine connected to an exhaust line equipped with an oxygen sensor, and comprising such an engine control unit.
  • FIG. 1 shows an engine control unit 7 responsible for the operation of an internal combustion engine 1 opening onto an exhaust line 2 for evacuating exhaust gases from the internal combustion engine 1.
  • the present invention is intended more particularly for a spark-ignition internal combustion engine, in particular using gasoline fuel or containing gasoline.
  • the present invention can also be applied to a compression-ignition engine.
  • the internal combustion engine can be integrated into a motor vehicle.
  • the control unit 7 comprises the means of acquisition, processing by software instructions stored in a memory as well as the control means required for implementing the method of the invention detailed later.
  • the internal combustion engine 1 comprises actuators 3 managing the air loop such as for example an air metering butterfly valve and actuators 4 managing a fuel supply system.
  • the exhaust line 2 comprises a pollution control system 5 and an oxygen sensor 6, which is operational only when it reaches a minimum operating temperature.
  • the engine control unit 7 comprises an air loop control module 8.
  • the air loop control module 8 sends an intake air setpoint to the air loop actuators 3 of the internal combustion engine 1 and a fuel setpoint to the fuel supply system actuators 4 of the internal combustion engine 1.
  • the engine control unit 7 also comprises an adaptation module comprising an adaptive air loop sub-module 11 and an adaptive fuel injection model sub-module 10 in the engine 1.
  • the adaptive air loop sub-module 11 communicates with the air loop actuators 3 of the engine 1 and the adaptive fuel injection pattern sub-module 10 in the engine 1 communicates with the fuel system actuators 4 of the engine 1.
  • the engine control unit 7 also includes a richness regulation module 13 of the air/fuel mixture, a selector 9 which can alternate between a first position when the oxygen sensor 6 present in the exhaust line 2 is operational (position of the cursor of the selector 9 shown in dotted lines on the Figure 1 ) and a second position when the oxygen sensor 6 is not operational (position of the selector cursor 9 shown in solid line on the Figure 1 ).
  • the engine control unit 7 also includes a module for determining a richness setpoint 14 of the air/fuel mixture.
  • This module communicates with the actuators of the fuel supply system 4 of the engine 1 by sending a richness setpoint, Cr, of the air/fuel mixture to the actuators of the fuel supply system 4 of the engine 1.
  • This richness setpoint, Cr makes it possible to determine a quantity of fuel to be injected.
  • the selector 9 communicates with the actuators of the fuel supply system 4 of the engine 1 by also sending a corrective factor, Fcr, for the richness of the air/fuel mixture to the actuators of the fuel supply system 4 of the engine 1.
  • a corrective factor, Fcr for the richness of the air/fuel mixture
  • the corrective factor, Fcr for the richness of the air/fuel mixture will come from the richness regulation module 13 (first position) or from the richness correction module 12 (second position).
  • This corrective factor, Fcr makes it possible to modify the quantity of fuel to be injected determined from the richness setpoint, Cr.
  • the engine control unit 7 also comprises a richness correction module 12 which will be detailed later in more detail for the implementation of the method of the invention for correcting the richness of the air/fuel mixture supplying the engine 1 during start-up, during the phase where the oxygen sensor 6 is not operational.
  • the richness correction method according to the invention takes place when the internal combustion engine 1 is started, between the instant of start and the subsequent instant when the oxygen sensor has reached its operating temperature, which makes it operational and then allows the richness regulation module 13 to be activated.
  • the module 14 determines a richness setpoint, Cr, and the heating of the oxygen sensor is activated. However, as long as the oxygen sensor 6 is not operational, the selector 9 is positioned in its second position. A richness correction factor, Fcr, is then provided by the richness correction module 12.
  • a temperature T representative of the thermal state of the engine 1 is measured.
  • This temperature T can be that of the coolant or the engine lubricating oil.
  • This temperature T is supplied to the richness correction module 12 which determines, as a function of the value of this temperature representative of the thermal state of the engine 1, the corrective factor, Fcr, to be applied to the quantity of fuel to be injected determined from the richness setpoint Cr.
  • This corrective factor, Fcr, determined by the richness correction module 12, is applied until the oxygen sensor 6 has reached its operating temperature.
  • the selector 9 switches to its first position and the corrective factor Fcr is applied to the quantity of fuel to inject determined by the richness setpoint Cr is now provided by the richness regulation module 13 which receives the measurement from the oxygen sensor 6.
  • the richness correction factor Fcr1 is selected. If the temperature T is in the temperature range respectively between T1 and T2, or between T2 and T3, or between T3 and T4, the selected richness correction factor will be respectively Fc2, Fc3, Fc4. Finally, if the temperature T is higher than the maximum temperature T4, the richness correction factor Fcr5 is selected.
  • the correction process is activated if the time elapsed between the last shutdown of engine 1 and the start of the start is greater than a determined engine shutdown duration threshold, a duration threshold for which the engine is considered to be sufficiently cooled.
  • This engine shutdown duration for which the engine is considered to be sufficiently cooled can be a duration greater than 1 hour.
  • correction module 12 can update the mapping through learning, which allows regular adjustment of the wealth correction factor.
  • the temperature T representative of the thermal state of the engine (1) is stored, measured during start-up. Then, when the oxygen sensor 6 has reached its operating temperature, the richness regulation module then being active, a current corrective factor is determined from the difference between the richness setpoint Cr and the richness determined from the measurement of the oxygen sensor 6, and the existing corrective factor associated with the measured temperature T is replaced in the map by this current corrective factor.
  • the operating time threshold can be between a few seconds, for example 5 seconds, and a few minutes, for example 5 minutes, while the engine shutdown time threshold is greater than 1 hour. Indeed, it takes a few seconds to heat the probe 6 if drying the line is not necessary, while it takes a few minutes if it is necessary to wait until the line is dry, in the case where the probe 6 can break upon contact with liquid water during its heating.
  • the learning function allows the richness to be brought closer to the desired value engine by engine and therefore helps reduce pollutant emissions.
  • the invention makes it possible to reset the richness of the air/fuel mixture when cold and only when cold, when the richness regulation is not activated because the oxygen sensor is not operational.
  • the invention therefore makes it possible to reduce pollutant emissions during this phase when the richness regulation is not activated.
  • the invention not being based on a physical model, is generalizable to all systems and makes it possible to reset any dispersion that could cause a richness difference.

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  • 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)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (6)

  1. Verfahren zur Korrektur des Fettgehalts eines Luft-Kraftstoff-Gemisches, das einen Verbrennungsmotor (1) in der Zeit zwischen dem Anlassen des Motors versorgt (1) und Erreichen der Betriebstemperatur einer Sauerstoffsonde (6) positioniert in einem Abgasstrang (2) des Motors (1), in dem:
    - wird und aus diesem Sollwert (Cr) eine in den Verbrennungsmotor (1) einzuspritzende Kraftstoffmenge bestimmt wird,
    - beim Starten des Motors (1) eine für den thermischen Zustand des Motors (1) repräsentative Temperatur (T) gemessen wird,
    - wir erhitzen die Sauerstoffsonde (6),
    - wird berechnet und das Verfahren aktiviert, wenn diese Zeit größer als ein Schwellenwert für die Anhaltedauer des Motors ist
    ermittelt, bei dem davon ausgegangen wird, dass der Motor ausreichend gekühlt ist, und wenn der Prozess aktiviert wird,
    - Wir bestimmen, basierend auf dem Wert dieser repräsentativen Temperatur (T) des thermischen Zustands des Motors (1), einen Korrekturfaktor ( Fcr ), der auf die einzuspritzende Kraftstoffmenge anzuwenden ist, die aus dem Fettgehalt-Sollwert (Cr) bestimmt wird. und wir wenden diesen Faktor an Korrekturfaktor (Fcr), bis die Sauerstoffsonde (6) ihre Betriebstemperatur erreicht hat, wobei der Korrekturfaktor ( Fcr) aus einer Karte bestimmt wird, die diesen Faktor als Funktion der Temperatur (T) festlegt, die repräsentativ für den thermischen Zustand des Motors ist ( 1), dadurch gekennzeichnet , dass:
    - während des Anlaufs gemessene, für den thermischen Zustand des Motors (1) repräsentative Temperatur (T) gespeichert wird,
    - Wir messen die Zeit, die zwischen dem Start des Startvorgangs und dem Erreichen der Sonde vergeht Sauerstoff (6) seiner Betriebstemperatur,
    und wenn die Sauerstoffsonde (6) ihre Betriebstemperatur erreicht hat,
    - aus der Differenz zwischen dem Fettgehalt-Sollwert (Cr) und dem aus der Messung der Sauerstoffsonde (6) ermittelten Fettgehalt wird ein aktueller Korrekturfaktor ermittelt,
    - Wir ersetzen in der Zuordnung den vorhandenen Korrekturfaktor, der mit der gemessenen Temperatur (T) verbunden ist, durch diesen aktuellen Korrekturfaktor, wobei die Ersetzung des Korrekturfaktors ( Fcr ) nur zulässig ist, wenn zwischen dem Start und dem Erreichen von Zeit verstrichen ist die Sonde zu
    Die Betriebstemperatur des Sauerstoffs (6) liegt über einem Grenzwert für die Betriebsdauer der Sauerstoffsonde (6).
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, dass die ermittelte Schwelle für die Motorabschaltdauer, bei der davon ausgegangen wird, dass der Motor ausreichend gekühlt ist, größer als eine Stunde ist.
  3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Abbildung mehrere Korrekturfaktoren (Fcr1, Fcr2, Fcr3, Fcr4, Fcr5) umfasst, wobei jeder dieser Faktoren die Korrektur für einen bestimmten Bereich der Temperatur (T) festlegt, der repräsentativ für die Thermik ist Zustand des Motors (1).
  4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die für den thermischen Zustand des Motors (1) repräsentative Temperatur (T) das Motorkühlmittel oder das Schmieröl ist.
  5. Motorsteuergerät (7), dadurch gekennzeichnet, dass es die Mittel zur Erfassung, Verarbeitung durch in einem Speicher abgelegte Softwareanweisungen sowie die zur Durchführung des Verfahrens nach einem der vorhergehenden Ansprüche erforderlichen Steuermittel umfasst.
  6. Fahrzeug mit einem Verbrennungsmotor (1), der an eine Abgasleitung (2) angeschlossen ist und mit einer Sauerstoffsonde (6) ausgestattet ist, dadurch gekennzeichnet, dass es ein Motorsteuergerät (7) gemäß dem vorherigen Anspruch umfasst.
EP21716798.0A 2020-04-07 2021-03-10 Verfahren zur korrektur des kraftstoff-luftverhältnisses eines eine brennkraftmaschine speisenden luft-kraftstoff-gemisches Active EP4133170B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR2003439A FR3108948B1 (fr) 2020-04-07 2020-04-07 Procede de correction d’une richesse d’un melange d’air et de carburant alimentant un moteur a combustion interne
PCT/FR2021/050404 WO2021205089A1 (fr) 2020-04-07 2021-03-10 Procede de correction d'une richesse d'un melange d'air et de carburant alimentant un moteur a combustion interne

Publications (2)

Publication Number Publication Date
EP4133170A1 EP4133170A1 (de) 2023-02-15
EP4133170B1 true EP4133170B1 (de) 2025-05-07

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EP21716798.0A Active EP4133170B1 (de) 2020-04-07 2021-03-10 Verfahren zur korrektur des kraftstoff-luftverhältnisses eines eine brennkraftmaschine speisenden luft-kraftstoff-gemisches

Country Status (4)

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EP (1) EP4133170B1 (de)
CN (1) CN115362313A (de)
FR (1) FR3108948B1 (de)
WO (1) WO2021205089A1 (de)

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3516217A (en) 1968-03-07 1970-06-23 Bemis Co Inc Compression packaging
JPH01219327A (ja) * 1988-02-27 1989-09-01 Hitachi Ltd エンジン制御装置
JP2005256804A (ja) * 2004-03-15 2005-09-22 Denso Corp 内燃機関の排気浄化装置
DE102004040708A1 (de) * 2004-08-19 2006-03-02 Audi Ag Verfahren zum Start einer Brennkraftmaschine
DE102007016572B4 (de) * 2007-04-07 2018-08-02 Volkswagen Ag Verfahren zum Betreiben einer Brennkraftmaschine
GB2438706A (en) * 2007-05-02 2007-12-05 Ford Global Tech Llc A method for controlling the fuelling of an engine.
DE102008001670B4 (de) * 2008-05-08 2022-03-31 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
JP2009293446A (ja) * 2008-06-03 2009-12-17 Toyota Motor Corp エンジンの始動制御装置
US8370017B2 (en) * 2009-07-13 2013-02-05 Ford Global Technologies, Llc Smart vehicle sensor
FR3052189B1 (fr) 2016-06-01 2018-06-15 Peugeot Citroen Automobiles Sa Procede de recalage des modeles de comportement d’actionneurs de lignes d’admission et d’injection de moteur a combustion interne
FR3086004B1 (fr) * 2018-09-18 2020-09-11 Psa Automobiles Sa Procede d’apprentissage d’une correction de richesse d’un moteur froid

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FR3108948B1 (fr) 2022-10-21
WO2021205089A1 (fr) 2021-10-14
FR3108948A1 (fr) 2021-10-08
CN115362313A (zh) 2022-11-18
EP4133170A1 (de) 2023-02-15

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