WO2004016929A1 - Procede, programme informatique et organe de commande et/ou de regulation permettant le fonctionnement d'un moteur a combustion interne, et moteur a combustion interne - Google Patents

Procede, programme informatique et organe de commande et/ou de regulation permettant le fonctionnement d'un moteur a combustion interne, et moteur a combustion interne Download PDF

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Publication number
WO2004016929A1
WO2004016929A1 PCT/DE2003/002098 DE0302098W WO2004016929A1 WO 2004016929 A1 WO2004016929 A1 WO 2004016929A1 DE 0302098 W DE0302098 W DE 0302098W WO 2004016929 A1 WO2004016929 A1 WO 2004016929A1
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WO
WIPO (PCT)
Prior art keywords
lambda value
internal combustion
combustion engine
target
combustion chamber
Prior art date
Application number
PCT/DE2003/002098
Other languages
German (de)
English (en)
Inventor
Andreas Michalske
Ralf Kienzle
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2004016929A1 publication Critical patent/WO2004016929A1/fr

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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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate 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
    • F02D41/30—Controlling fuel injection
    • F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
    • F02D41/3064—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes
    • F02D41/307—Controlling fuel injection according to or using specific or several modes of combustion with special control during transition between modes to avoid torque shocks
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention initially relates to a method for operating an internal combustion engine with a catalyst, in particular with direct fuel injection, in which, depending on specific operating conditions of the internal combustion engine, a switch is made from a first to a second operating mode and vice versa, the operating modes being determined at least by a predetermined lambda value of the fuel - Differentiate air mixtures in the combustion chamber.
  • Such a method is known from the market. It is used in internal combustion engines with gasoline direct injection.
  • a NOx storage catalytic converter is used to reduce pollutant emissions.
  • the internal combustion engine normally works in an operating mode in which the fuel-air mixture present in the combustion chamber is lean. The nitrogen oxides generated in this operating mode are absorbed by the NOx storage catalytic converter and temporarily stored. The NOx storage catalytic converter is therefore loaded with the nitrogen oxides. Before the NOx storage catalytic converter is completely loaded with the nitrogen oxides, the first lean operating mode is converted into a second operating mode
  • the object of the invention is to develop a method of the type mentioned in such a way that the fuel-air mixture can be set with the highest possible precision in all operating conditions and operating modes, without causing undesired deviations of the actual torque from that of the user desired torque comes.
  • this object is achieved in that, from a desired torque and the predetermined lambda value, a target air mass to be supplied to the combustion chamber and below
  • a target fuel quantity to be supplied to the combustion chamber is determined such that compliance with the desired torque has priority over compliance with the predetermined lambda value, and that the target lambda value is compared with an actual lambda value to determine the target fuel quantity and a correction fuel quantity is determined from this.
  • the target lambda value is set accordingly. It may well be, for example, under transient conditions that the target lambda value deviates from the predetermined lambda value. Beyond that however, it also ensures that the target fuel quantity can be set with very high precision, since the target lambda value is continuously compared with the actual lambda value and the target fuel quantity is corrected accordingly.
  • lambda control is already known, but it is surprising in the present invention that the input variable for lambda control is not simply the difference between the actual lambda value and the predetermined lambda value, but rather the actual lambda value and modified target lambda value. Only in this way is it possible, on the one hand, to set the fuel-air mixture in the combustion chamber of the internal combustion engine with high precision, but, on the other hand, to avoid torque jumps, for example, if the air mass actually supplied to the combustion chamber deviates from the target air mass.
  • the fuel quantity to be injected per work cycle is divided into a plurality of individual quantities and the individual quantities by a plurality of corresponding individual injections the combustion chamber.
  • the formation of the mixture, the combustion noise and the emission behavior can be improved by such individual injections.
  • the target lambda value is limited downwards by a minimum value.
  • the inertia in the setting of the amount of air to be supplied to the combustion chamber can lead to a brief, unwanted enrichment of the fuel / air mixture. If the lambda value is too low, however, this leads to an undesirably high soot emission. Furthermore, the combustion can become unstable with such a rich fuel-air mixture. The downward limitation of the lambda value counteracts this.
  • the target lambda value be set equal to the predetermined lambda value when certain operating conditions exist.
  • the target lambda value is usually determined on the basis of the amount of air actually supplied to the combustion chamber. However, as long as the deviations of the actually supplied air volume from the target air volume and the corresponding ones
  • the operating conditions in which the target lambda value is set equal to the predefined lambda value lie then, if the target lambda value limited by a minimum value and the predetermined lambda value are each at most equal to one. Under these conditions it can be assumed that the torque fluctuations are so small that the assumption of stationary conditions is justified. In this way, a stationary accuracy and good driving behavior required for the regeneration of the catalytic converter can be combined with one another.
  • the present invention also relates to a computer program which is suitable for carrying out the above method when it is executed on a computer. It is preferred if the computer program is stored on a memory, in particular on a flash memory.
  • the invention relates to a control and / or regulating device for operating an internal combustion engine.
  • a control and / or regulating device for operating an internal combustion engine comprises a memory on which a computer program of the above type is stored.
  • An internal combustion engine is also the subject of the present invention. It includes a combustion chamber, a fuel injection device, a device for adjusting the air mass entering the combustion chamber, an air mass sensor in the intake area, a NOx storage catalytic converter, and a control or regulating device that controls the internal combustion engine so that fuel is in enters a combustion chamber in a first operating mode and in a second operating mode, a predetermined lambda value in the second operating mode being different from that in the first operating mode.
  • it is advantageous if it comprises a control and / or regulating device of the above type.
  • Figure 1 is a schematic representation of an internal combustion engine
  • Figure 2 is a schematic block diagram of a
  • FIG. 3 shows a diagram with two curves which link a target fuel mass with a target air mass with a constant torque in each case
  • Figure 4 is a diagram with two curves, which one
  • FIG. 5 shows a diagram in which an actual and a target air aces are shown over time
  • FIG. 6 shows a diagram in which a lambda value with constant torque and a predetermined lambda value are shown over time
  • FIG. 7 shows a diagram in which a basic fuel mass to be injected is shown over time with different target lambda values
  • FIG. 8 shows a diagram in which a torque is shown over time with different target lambda values
  • FIG. 9 shows a schematic block diagram similar to that of FIG. 2 of a second exemplary embodiment of a method for operating the internal combustion engine of FIG. 1;
  • Figure 10 is a schematic block diagram of a
  • FIG. 11 shows a schematic block diagram similar to FIG. 10 of an alternative embodiment of the detailing.
  • An internal combustion engine bears the overall reference number 10 in FIG. 1. It comprises several cylinders, of which only one is shown in FIG. Overall, it bears the reference number 12.
  • the cylinder 12 comprises a combustion chamber 14, to which combustion air is supplied via an inlet valve 16 and an intake pipe 18.
  • a throttle valve 20 and an air mass meter 22 are arranged in the intake pipe 18. The latter is also referred to as an “HFM sensor”.
  • the hot combustion exhaust gases pass from the combustion chamber 14 into an exhaust pipe 26 via an exhaust valve 24 there is a catalytic converter 28 with two lambda probes, which are only shown schematically and are designated overall by reference numeral 30.
  • One of the lambda sensors 30 is arranged in front of the catalytic converter 28 and the other behind the catalytic converter 28. Downstream from the catalyst 28, a combined NOx-02 sensor can also be used.
  • Fuel is fed directly to the combustion chamber 14 via an injection valve 32, which is connected to a fuel system 34.
  • a system 36 controls an annealing device 38.
  • a piston, not shown, of the cylinder 12 works on a crankshaft 40, the speed of which is picked up by a speed sensor 42.
  • the operation of the internal combustion engine 10 is controlled or regulated by a control and regulating device 44.
  • the throttle valve 20, the system 36 with the glow device 38 and the injection valve 32 are controlled by the control and regulating device 44.
  • the control and regulating device 44 receives signals from the HFM sensor 22, the lambda probes 30 and the speed sensor 42.
  • the present internal combustion engine 10 is a diesel internal combustion engine (in principle, however, the method described below can also be applied to a gasoline internal combustion engine).
  • the internal combustion engine 10 also includes an exhaust gas recirculation valve 46, with which exhaust gases from the exhaust pipe 26 can be directed into the intake pipe 18 downstream of the throttle valve 20.
  • a heat exchanger 48 serves to cool the recirculated exhaust gases.
  • the amount of the recirculated exhaust gas can be adjusted with the exhaust gas recirculation valve 46.
  • the air mass entering the combustion chamber 14 is often primarily influenced by such an exhaust gas recirculation valve 46.
  • a Exhaust gas turbocharger may be present. This in turn can have a variable turbine geometry.
  • the exhaust gas recirculation valve 46 is also controlled by the control and regulating device 44.
  • a throttle valve is not available as standard in a diesel internal combustion engine; however, as in the present exemplary embodiment, it must also be provided if a NOx storage catalytic converter 28 is used.
  • An operating mode "bold”, which is described in detail below, requires high
  • the catalytic converter 28 is a NOx storage catalytic converter. Usually it works
  • the internal combustion engine 10 Before the NOx storage catalytic converter 28 is completely loaded with the nitrogen oxides, the internal combustion engine 10 is switched to an operating mode “rich”. In this “rich” operating mode, there is an excess fuel in the combustion chamber 14 of the internal combustion engine 10 (lambda ⁇ 1). The corresponding exhaust gas now contains unburned hydrocarbons, as well as carbon monoxide and hydrogen, which reach the NOx storage catalytic converter 28 via the exhaust pipe 26. The nitrogen oxides stored there react with the hydrocarbons, carbon monoxide and hydrogen and can now be released into the atmosphere as nitrogen, carbon dioxide and water. The rich operating mode of the internal combustion engine 10 is maintained until the NOx storage catalytic converter 28 is again completely discharged from the nitrogen oxides. This discharge of nitrogen oxides is also called
  • a method for operating the internal combustion engine of FIG. 1 will now be explained in detail with reference to FIGS. 2 to 8.
  • This method is stored in the form of a computer program on a memory of the control and regulating device 44.
  • the two input variables for the control of the internal combustion engine 10 are those of the user of the
  • the predetermined lambda value Lreg has a value that corresponds to a lean fuel / air mixture in the
  • Combustion chamber 14 of internal combustion engine 10 corresponds.
  • the internal combustion engine 10 turns into a rich one from time to time
  • the operating mode is switched, in which the predetermined lambda value Lreg assumes a value which corresponds to a rather rich fuel-air mixture in the combustion chamber 14 of the internal combustion engine 10.
  • the two input variables target torque MDset and predefined lambda value Lreg are fed into a control block 50. This is not further detailed in FIG. 2 (a detailed explanation can be found below in connection with FIGS. 10 and 11).
  • a target air mass ML target and a target lambda value L target are determined. From these, the control signals UDK for the throttle valve 20, UAV for the exhaust gas recirculation valve 46, and UME for the injection valve 32 are ultimately determined.
  • the target lambda value Lsoll is converted using the stochiometric constants in block 54 and the result in division block 56 is used for the division of the actual air mass MLact.
  • the result is a base fuel mass MEbas to be injected.
  • 58 the difference between the target lambda value Lsoll and an actual lambda value list, which is detected by the lambda probes 30 of the catalytic converter 28, is formed.
  • the difference is fed into a lambda controller 60, which outputs a correction fuel mass MEkorr to be injected.
  • This is added in 62 to the base fuel mass MEbas to be injected, which results in a target fuel mass MEsoll to be injected.
  • This is fed into a metering block 64 which outputs a corresponding control signal UME with which the injection valve 32 of the cylinder 12 is controlled.
  • Catalyst 28 required rich lambda value Lfett and is constant.
  • a so-called "positive air mass error” is assumed. This is understood to mean that the air mass MLact actually supplied to the combustion chamber 14 briefly exceeds the target air mass MLsoll (cf. FIG. 5).
  • the torque would increase from a value MD1 to a value MD2 (see arrows 64 in FIGS Figures 3 and 4).
  • the lambda controller 60 were to use the difference between the actual lambda value list and the target lambda value Lsoll as the input variable, but instead the difference between the actual lambda value list and the predefined lambda value Lreg (this would correspond to a regulation to the regeneration value Lfett) to a proportional increase in injection mass and the actual torque would increase even further (dashed arrows 66 in Figures 3 and 4).
  • a positive air mass error would - without appropriate countermeasures - lead to an increase in the torque that is not desired and clearly noticeable by the user of the internal combustion engine 10.
  • the control lambda value Lsoll is formed in the control block 50 in such a way that the maintenance of the torque MDsoll desired by the user has priority over the maintenance of the predetermined lambda value Lreg. Furthermore, it is not the predetermined lambda value Lreg that is used for the formation of the input variable of the lambda controller 60, but rather the target lambda value Lsoll.
  • the target lambda value Lsoll in FIG. 3 is increased to a lambda value L2 and the torque is corrected again as quickly as possible to the value MD1 originally desired by the user.
  • the set lambda value L setpoint is then reduced again while the air mass ML is being set.
  • FIGS. 5 to 8 show the courses of different operating variables of the internal combustion engine 10 in the case of the positive air mass error.
  • FIG. 5 shows the air mass MList actually supplied to the combustion chamber 14 (solid line) and the target air mass MLsoll (dashed line). It can be seen that a brief disturbance of the air mass begins at time zero, through which more air is supplied to the combustion chamber 14 than is actually required.
  • the predetermined lambda value Lreg is plotted in dashed lines in FIG. This does not change due to the positive air mass error.
  • a lambda value LMD is plotted with a solid line, which corresponds to the lambda value at which the torque of the internal combustion engine corresponds to the desired torque MDset. This lambda value is therefore significantly increased compared to the specified lambda value.
  • the basic fuel mass MEbas to be injected is plotted in FIG. 7, with a solid line for the case that the target lambda value Lsoll is equal to the lambda value LMD of FIG. 6 and dashed for the case that the target lambda value Lsoll is equal to that predefined lambda value Lreg.
  • the target lambda value Lsoll is set equal to the lambda value LMD, which applies to a constant torque
  • the basic fuel quantity MEbas to be injected decreases in spite of the additional air quantity MLact supplied to the combustion chamber 14.
  • this leads to the constant torque curve MD shown with a solid line.
  • the target lambda value Lsetpoint would be set equal to the predetermined lambda value Lreg (dashed line in Figure 7)
  • FIG. 9 shows a variant of the process sequence shown in FIG. 2 (in FIG. 9, those blocks which have functions equivalent to the blocks of FIG. 2 have the same reference numerals; they are not explained again in detail).
  • Control block 50 outputs a base fuel mass MEbas to be injected instead of a target lambda value. This is then processed in 54 with the stoichiometric constant and used in the division block 56 as a divisor for the division of the actual air mass MList detected by the air mass meter 22. The result is then the target lambda value Lsoll, from which the actual lambda value list is subtracted in 58. This result is then fed back into the lambda controller 60, which generates a correction fuel mass MEkorr to be injected, which is added in 62 to the basic fuel mass MEbas to be injected, which as a result supplies the fuel mass MEsoll to be injected.
  • FIG. 10 shows a detail of the provision of the setpoint value for the air volume MLsoll to be fed to the combustion chamber 14 and the fuel mass MEsoll to be fed to the combustion chamber 14 of the method shown in FIG. 2:
  • the method assumes that the internal combustion engine 10 is operated “air-guided”. This means that the throttle valve 20 and the exhaust gas recirculation valve 46 from the control and regulating device 44 should be set according to the torque MD desired by the user.
  • the HFM sensor 22 determines the actual air mass MList entering the combustion chamber 14 through the intake pipe 18. Depending on this actual air mass MList, the injection valve 32 is activated in such a way that a fuel quantity MEsoll corresponding to the torque MDsoll and, in stationary operation, a fuel quantity MEsoll corresponding to the predetermined mixture composition Lreg reaches the combustion chamber 14 of the internal combustion engine 10. Further details are described in DE 100 30 936, the teaching of which is hereby expressly incorporated.
  • the starting point in the method shown in FIG. 10 is an air mass MLmean and the above-mentioned air mass MList.
  • the air mass MLmager is predetermined by the control and regulating device 44 and corresponds to the air mass desired at the current speed (speed sensor 42) and the current torque in the “lean” operating mode of the internal combustion engine 10.
  • the size MLmager is generated to a considerable extent by a control system for this exhaust gas recirculation.
  • the size MList is the air mass actually detected by the HFM sensor 22 entering the combustion chamber 14 via the intake pipe 18 and the inlet valve 16 (in principle, it is possible for the signal of the HFM sensor 22 to be corrected by means of further measured variables ).
  • An air mass ratio ⁇ reg is determined via the specified lambda value Lreg.
  • the determination is carried out in a characteristic block 68. With the aid of this block, that air mass ratio can be given for each predetermined lambda value Lreg ⁇ reg can be specified at which the torque MD remains constant.
  • the characteristic curve block 68 processes various operating variables of the internal combustion engine 10. In the present case, these include the speed n of the crankshaft 40 and the fuel mass MEmager to be injected in the “lean” operating mode.
  • the air mass ratio ⁇ reg is multiplied by the air mass MLmager, which results in a target air mass MLset.
  • the throttle valve 20 and the exhaust gas recirculation valve 46 are actuated by the control and regulating device 44.
  • the actual air mass MList detected by the HFM sensor 22 is divided by the air mass MLmean desired in the “lean” operating mode, which results in an actual air mass ratio ⁇ act.
  • This is fed into a characteristic curve block 74, with which the lambda value Lset is determined from the air mass ratio ⁇ actual, at which the torque of the internal combustion engine 10 remains unchanged.
  • the function of the characteristic curve block 74 also depends on the speed n and the fuel mass MEmager to be injected into the combustion chamber 14 in the “lean” operating mode.
  • the further processing of the target lambda value Lsoll corresponds to that as shown in FIG.
  • the use of the lambda controller 60 enables a very precise setting of the fuel mass to be injected into the combustion chamber 14 of the internal combustion engine 10
  • ME should ensure without undesirable torque deviations in the event of a fault (positive air mass error).
  • FIG. 11 shows a modification of that in FIG. 10 method shown.
  • function blocks whose functions are equivalent to the corresponding blocks in FIG. 10, have the same reference symbols. They are not explained in detail again.
  • the setpoint Lsetpoint is limited downwards by a minimum value Lmin. This takes place as follows: The lambda value generated in the characteristic curve block 74 (this applies to a torque corresponding to the torque desired by the user
  • Torque MD and is therefore referred to as LMD
  • LMD Torque MD and is therefore referred to as LMD
  • LMD is fed into a comparison block 76.
  • the lambda value LMD is compared with the predetermined and constant minimum value Lmin.
  • Block 76 passes on the larger of the two values LMD and Lmin as a limited lambda value Lbg. This is fed into a switch 78 which, in its rest position, passes on the lambda value Lbg as the desired lambda value Lsoll for the blocks 54 and 58.
  • a switch 78 which, in its rest position, passes on the lambda value Lbg as the desired lambda value Lsoll for the blocks 54 and 58.
  • the operating state of the internal combustion engine 10 in which the limited lambda value Lbg and the predefined lambda value Lreg each have a value of at most 1, brings the switch 78 into its switched position, in which instead the predefined lambda value Lreg is passed on as the desired lambda value Lsetpoint.
  • the value of the target lambda value Lsoll is limited to the predetermined minimum value Lmin. This means that the target lambda value Lsoll cannot assume a smaller value than Lmin in any operating state. This is based on the following idea.
  • the air mass ratio ⁇ act which corresponds to the quotient MList / MLmager, can decrease because the actual air mass MList decreases or because the air mass MLmager increases. A sudden increase in the torque desired by the user of the internal combustion engine 10 results in a very rapid increase in the air mass MLmean, whereas the actual air mass MList changes only slowly due to the inertia of the air mass system of the internal combustion engine 10.
  • the quotient ⁇ act can temporarily assume very small values, which leads to a comparatively very rich mixture in the characteristic curve block 74, that is to say a very small lambda value LMD. If this low lambda value were passed on as a setpoint, this could lead to problems with the soot emission and to combustion instability. This is prevented by limiting the lambda value Lsoll by means of the minimum value Lmin in block 76.
  • the air mass ratio ⁇ act decreases, for example because the actual air mass MLact decreases, this means that the mixture must be enriched if the desired torque of the user remains unchanged.
  • This can be deliberate (for example, if the specified lambda value Lreg is changed in order to carry out a catalyst regeneration) or undesired (negative air mass error). The same desired reaction takes place in both cases. Additional function blocks are not required in this case of a decrease in the air mass ratio ⁇ ist.
  • Characteristic curve could be used, which kinks when the minimum lambda value Lmin is reached and runs parallel to the ordinate.
  • the switchover in block 78 is based on the following Thoughts: As long as the changes in the torque of the internal combustion engine 10 caused by the mixture setting remain so small that the user of the internal combustion engine 10 does not feel them, it is not necessary for the target lambda value Lsoll to follow every change in the actual air mass MLact. Under certain stationarity conditions, it is therefore permissible and advantageous to switch the target lambda value to the predetermined lambda value Lreg. This calms the course of the target lambda value Lsoll.

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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)

Abstract

L'invention concerne un procédé de fonctionnement d'un moteur à combustion interne à catalyseur, procédé selon lequel le passage d'un premier mode de fonctionnement à un deuxième mode de fonctionnement et inversement s'effectue en fonction de conditions de fonctionnement spécifiques du moteur à combustion interne. Ces modes de fonctionnement se différencient notamment par une valeur lambda prédéfinie (Lreg) du mélange air-carburant dans la chambre de combustion. L'objectif de cette invention est de permettre un dosage du mélange air-carburant avec une grande précision et d'éviter, dans un même temps, tout saut de couple de rotation intempestif en cas de défaillances. A cet effet, une masse d'air de consigne (MDsoll) à amener à la chambre de combustion et, en fonction d'une valeur lambda de consigne (Lsoll), une quantité de carburant de consigne à amener à ladite chambre de combustion sont déterminées à partir d'un couple de rotation souhaité (MDsoll) et de la valeur lambda prédéfinie (Lreg), de sorte que le respect du couple de rotation souhaité (MDsoll) est prioritaire par rapport à celui de la valeur lambda prédéfinie (Lreg) et que la valeur lambda de consigne (Lsoll) est comparée à une valeur lambda effective (List) afin de permettre la détermination de la quantité de carburant de consigne (MEsoll) et d'une quantité de carburant de correction (MEkorr).
PCT/DE2003/002098 2002-07-31 2003-06-24 Procede, programme informatique et organe de commande et/ou de regulation permettant le fonctionnement d'un moteur a combustion interne, et moteur a combustion interne WO2004016929A1 (fr)

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DE10234849.9 2002-07-31
DE10234849A DE10234849A1 (de) 2002-07-31 2002-07-31 Verfahren, Computerprogramm und Steuer- und/oder Regelgerät zum Betreiben einer Brennkraftmaschine, sowie Brennkraftmaschine

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DE10241458B4 (de) * 2002-09-07 2014-02-13 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
JP4466008B2 (ja) 2003-07-31 2010-05-26 日産自動車株式会社 エンジンの燃料噴射制御装置
JP2008297968A (ja) * 2007-05-31 2008-12-11 Denso Corp 内燃機関の制御装置
DE102014217218A1 (de) 2014-08-28 2016-03-03 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät und Brennkraftmaschine
DE102015210381A1 (de) 2014-09-09 2016-03-10 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät und Brennkraftmaschine
DE102014218032B4 (de) 2014-09-09 2023-03-02 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät und Brennkraftmaschine

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