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DE19505687A1 - Control of fuel-injected IC engine, with exhaust catalyst, in secondary-air mode - Google Patents

Control of fuel-injected IC engine, with exhaust catalyst, in secondary-air mode

Info

Publication number
DE19505687A1
DE19505687A1 DE19505687A DE19505687A DE19505687A1 DE 19505687 A1 DE19505687 A1 DE 19505687A1 DE 19505687 A DE19505687 A DE 19505687A DE 19505687 A DE19505687 A DE 19505687A DE 19505687 A1 DE19505687 A1 DE 19505687A1
Authority
DE
Germany
Prior art keywords
lambda
internal combustion
combustion engine
injection
air
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.)
Ceased
Application number
DE19505687A
Other languages
German (de)
Inventor
Michael Rieger
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.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Priority to DE19505687A priority Critical patent/DE19505687A1/en
Publication of DE19505687A1 publication Critical patent/DE19505687A1/en
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/0015—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for using exhaust gas sensors
    • F02D35/0023—Controlling air supply
    • F02D35/0038—Controlling air supply by means of air pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/22—Control of additional air supply only, e.g. using by-passes or variable air pump drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
    • 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
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature 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
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • 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
    • Y02T10/12—Improving ICE efficiencies

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

The method involves an exhaust gas catalyser (1) and a control system (2) for the IC engine injection valves (10,11,12,13) which maintains optimum Lambda values in the exhaust gas duct, relative to the permitted emission levels. The injection times (Ti) of the injection valves are controlled according to the total quantity of air (M) with allowance for other parameters. The total air-quantity when operating in the secondary air mode can be the sum of the quantity of secondary air (Ms) and the aspirated air (Ma). An additional control parameter can be the motor speed, and the injection times for the individual cylinders can be calculated from the formula: Ti = 2M / (14.5 Lambda .k.i.n) (Lambda = required Lambda value; k = injection valve constant; i = number of cylinders and n = revs).

Description

Die vorliegende Erfindung betrifft ein Verfahren zur Steuerung einer Brennkraftmaschine mit einem Abgaskatalysator und einer Steuereinrichtung für die Steuerung der Einspritzventile der Brennkraftmaschine und insbesondere die Steuerung der Einspritzventile im Sekundärluftbetrieb der Brennkraftmaschine.The present invention relates to a method for controlling a Internal combustion engine with an exhaust gas catalytic converter and a control device for the control of the injection valves of the internal combustion engine and in particular the Control of the injection valves in the secondary air mode of the internal combustion engine.

Ein Verfahren zur Steuerung der Einspritzventile einer Brennkraftmaschine, bei dem die Einspritzzeiten abhängig von einem Steuersignal gesteuert werden, das von einer Lambda-Sonde geliefert wird, ist beispielsweise aus DE 43 10 145 A1 bekannt. Die Lambda-Sonde liefert den sogenannten Lambda-Wert, mit dem im allgemeinen das Verhältnis der zugeführten Luftmenge zu dem theoretischen Luftbedarf, der für die Verbrennung des Kraftstoffs erforderlich ist, bezeichnet wird.A method for controlling the injection valves of an internal combustion engine, at which the injection times are controlled depending on a control signal that is supplied by a lambda probe, for example from DE 43 10 145 A1 known. The lambda probe delivers the so-called lambda value with which the generally the ratio of the amount of air supplied to the theoretical Air requirement, which is required for the combustion of the fuel becomes.

Die vom Lambda-Wert abhängige Steuerung der Brennkraftmaschine ist jedoch nicht voll befriedigend. Denn der Lambda-Wert ist starken Schwankungen unterworfen, die sich ungünstig auf die Steuerung auswirken.However, the control of the internal combustion engine, which is dependent on the lambda value, is not fully satisfactory. Because the lambda value fluctuates greatly subject to adverse effects on the control.

Es ist daher Aufgabe der Erfindung, ein Verfahren zur Steuerung des Luft- Kraftstoffgemisches einer Brennkraftmaschine zu schaffen, bei dem die in der Abgasleitung vor dem Katalysator erhaltenen Lambda-Werte optimal sind.It is therefore an object of the invention to provide a method for controlling the air To create fuel mixture of an internal combustion engine, in which the in the Exhaust pipe upstream of the catalyst lambda values are optimal.

Diese Aufgabe wird durch das in Anspruch 1 angegebene Verfahren gelöst. Das erfindungsgemäße Verfahren zur Steuerung einer Brennkraftmaschine mit einem Abgaskatalysator und einer Steuereinrichtung für die Steuerung der Einspritz­ ventile der Brennkraftmaschine ermöglicht es, im Hinblick auf einzuhaltende Emissionsgrenzwerte optimale Lambda-Werte im Abgastrakt vor dem Katalysator zu erhalten, und zeichnet sich dadurch aus, daß die Einspritzzeiten der Ein­ spritzventile abhängig von der Gesamtluftmenge gesteuert werden. This object is achieved by the method specified in claim 1. The Method according to the invention for controlling an internal combustion engine with a Exhaust gas catalytic converter and a control device for controlling the injection valves of the internal combustion engine makes it possible to comply with Emission limit values optimal lambda values in the exhaust tract upstream of the catalytic converter to get, and is characterized in that the injection times of the Ein spray valves can be controlled depending on the total air volume.  

Im Normalbetrieb der Brennkraftmaschine ist die Gesamtluftmenge die vom An­ saugverteiler der Brennkraftmaschine angesaugte Luftmenge. Im Sekundärluft­ betrieb der Brennkraftmaschine ist es vorteilhaft, die Summe der Ansaugluft­ menge und der Sekundärluftmenge als Gesamtluftmenge als Steuerungsparameter zu betrachten.In normal operation of the internal combustion engine, the total amount of air is from the start Air intake manifold of the internal combustion engine. In secondary air Operation of the internal combustion engine, it is advantageous to sum the intake air volume and the secondary air volume as total air volume as control parameters consider.

Es ist ferner vorteilhaft, weitere Betriebsparameter wie beispielsweise die Anzahl der Zylinder, die Drehzahl und die Einspritzventilkonstanten der Einspritzventile bei der Steuerung der Einspritzventile zu berücksichtigen. Wie bereits eingangs erwähnt, werden die Einspritzzeiten der Einspritzventile laufend in Abhängigkeit der Gesamtluftmenge eingestellt. Im Sekundärluftbetrieb gilt für die Gesamtluft­ menge folgende Beziehung:It is also advantageous to include other operating parameters such as the number the cylinder, the speed and the injector constants of the injectors to be taken into account when controlling the injection valves. As already mentioned mentioned, the injection times of the injection valves are continuously dependent of the total air volume. In secondary air operation applies to the total air the following relationship:

M = Ms + Ma (1)M = Ms + Ma (1)

In Beziehung 1 ist M die Gesamtluftmenge, Ms die eingeblasene Sekundär­ luftmenge und Ma die über den Ansaugverteiler angesaugte Ansaugluftmenge.In relation 1, M is the total amount of air, Ms is the blown-in secondary air volume and Ma the intake air volume drawn in via the intake manifold.

Es hat sich gezeigt, daß sich die folgende Beziehung am besten zur Beschreibung der funktionellen Abhängigkeit der Einspritzzeit Ti von der Gesamtluftmenge eignet; sie lautet:It has been shown that the following relationship is best for description the functional dependence of the injection time Ti on the total air volume suitable; it is:

Ti = 2M 1(14,5 Lambda ·k·i·n) (2)Ti = 2M 1 (14.5 Lambda · k · i · n) (2)

In Beziehung 2 ist Lambda der im Sekundärluftbetrieb gewünschte Lambda-Wert, k die Einspritzventilkonstante, i die Anzahl der Zylinder und n die Motordrehzahl. Wie aus Beziehung 2 ersichtlich, gehen in die Steuerung der Einspritzzeiten der Einspritzventile die Einspritzventilkonstante k, die Anzahl der Zylinder i und die Motordrehzahl n als weitere Betriebsparameter ein.In relation 2, lambda is the lambda value desired in secondary air operation, k the injector constant, i the number of cylinders and n the engine speed. As can be seen from relationship 2, the injection times are controlled by the Injectors the injector constant k, the number of cylinders i and the Engine speed n as additional operating parameters.

Im Sekundärluftbetrieb kann der Katalysator mittels der erfindungsgemäßen Steuerung und Beibehaltung eines optimalen Lambda-Verlaufs auf die optimale Betriebstemperatur aufgeheizt werden.In secondary air operation, the catalyst can be operated using the inventive Control and maintenance of an optimal lambda curve to the optimal one Operating temperature to be heated.

Im folgenden wird ein Ausführungsbespiel anhand der beigefügten Zeichnung beschrieben:
In der Zeichnung ist eine Brennkraftmaschine mit vier Zylindern 5, 6, 7 und 8 dargestellt. Die Brennkraftmaschine saugt über einen Ansaugverteiler 3 Luft ein, die über mehrere Einlaßleitungen den Zylindern 5, 6, 7 und 8 zugeführt wird. In jeder Einlaßleitung befindet sich ein Einspritzventil. Die Einspritzventile der Einlaßleitungen sind in der Zeichnung mit 10, 11, 12 und 13 bezeichnet. Die Abgasanlage der Brennkraftmaschine umfaßt einen Katalysator 1. Im Sekundär­ luftbetrieb wird zusätzlich Sekundärluft über in der Zeichnung nicht dargestellte Leitungen eingeblasen. An exemplary embodiment is described below with reference to the attached drawing:
In the drawing, an internal combustion engine with four cylinders 5 , 6 , 7 and 8 is shown. The internal combustion engine sucks in air via an intake manifold 3 , which is supplied to the cylinders 5 , 6 , 7 and 8 via a plurality of inlet lines. There is an injection valve in each inlet line. The injection valves of the inlet lines are designated 10 , 11 , 12 and 13 in the drawing. The exhaust system of the internal combustion engine comprises a catalytic converter 1 . In secondary air operation, secondary air is additionally blown in via lines not shown in the drawing.

Für die Steuerung der Brennkraftmaschine ist eine Steuereinrichtung 2 mit zwei Eingängen 21 und 22 vorgesehen. Der Eingang 21 dient zum Empfang eines Signals, das der Ansaugluftmenge Ma entspricht, während der Eingang 22 zum Empfang eines weiteren Signals dient, der ein Maß für die eingeblasene Sekundärluftmenge ist. Die Steuereinrichtung 2 besitzt mehrere Ausgänge, die zur Steuerung der Einspritzzeiten mit den Einspritzventilen 10, 11, 12 und 13 verbunden sind. Der wohl größte Vorteil des erfindungsgemäßen Verfahrens ist darin zu sehen, daß im Sekundärluftbetrieb für die Sekundärluft keine Regelung erfolgt. Die Sekundärluftmenge ist im wesentlichen zeitlich konstant und nur geringen Schwankungen unterworfen. Zur Anwendung des erfindungsgemäßen Verfahrens genügt die Erfassung der eingeblasenen Sekundärluftmenge über eine Sonde oder die Errechnung aus einem last-, drehzahl- und spannungsabhängigen Sekundärluftmengen-Kennfeld, das in 2 abgespeichert ist.A control device 2 with two inputs 21 and 22 is provided for controlling the internal combustion engine. The input 21 serves to receive a signal which corresponds to the intake air quantity Ma, while the input 22 serves to receive a further signal which is a measure of the blown-in secondary air quantity. The control device 2 has a plurality of outputs which are connected to the injection valves 10 , 11 , 12 and 13 in order to control the injection times. The greatest advantage of the method according to the invention can be seen in the fact that no regulation takes place for the secondary air in the secondary air mode. The amount of secondary air is essentially constant over time and is only subject to slight fluctuations. To use the method according to the invention, it is sufficient to determine the amount of secondary air blown in by means of a probe or to calculate it from a load, speed and voltage-dependent secondary air quantity map, which is stored in FIG. 2 .

Der Lambda-Wert kann noch genauer auf den gewünschten Wert eingestellt werden, wenn zusätzlich die Lambda-Regelung aktiviert wird. In diesem Fall dient ein von einer Lambda-Sonde geliefertes Signal neben der Gesamtluftmenge als zusätzlicher Eingangsparameter.The lambda value can be set even more precisely to the desired value if the lambda control is also activated. In this case serves a signal supplied by a lambda probe in addition to the total air volume as an additional input parameter.

Claims (6)

1. Verfahren zur Steuerung einer Brennkraftmaschine mit einem Abgas­ katalysator (1) und einer Steuereinrichtung (2) für die Steuerung der Einspritzventile (10, 11, 12, 13) der Brennkraftmaschine derart, daß im Hinblick auf Emissionsgrenzwerte optimale Lambda-Werte im Abgastrakt erhalten werden, dadurch gekennzeichnet, daß die Einspritzzeiten (Ti) der Einspritzventile abhängig von der Gesamtluftmenge (M) gesteuert werden und vorzugsweise weitere Betriebsparameter bei der Steuerung berücksichtigt werden.1. A method for controlling an internal combustion engine with an exhaust gas catalytic converter ( 1 ) and a control device ( 2 ) for controlling the injection valves ( 10 , 11 , 12 , 13 ) of the internal combustion engine in such a way that optimal lambda values are obtained in the exhaust tract with regard to emission limit values are characterized in that the injection times (Ti) of the injection valves are controlled as a function of the total air quantity (M) and preferably other operating parameters are taken into account in the control. 2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß die Gesamtluft­ menge (M) im Sekundärluftbetrieb der Brennkraftmaschine die Summe der eingeblasenen Sekundärluftmenge (Ms) und der Ansaugluftmenge (Ma) ist.2. The method according to claim 1, characterized in that the total air quantity (M) in the secondary air mode of the internal combustion engine is the sum of the injected secondary air volume (Ms) and the intake air volume (Ma). 3. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Motor­ drehzahl (n) ein weiterer Betriebsparameter ist.3. The method according to claim 1 or 2, characterized in that the motor speed (n) is another operating parameter. 4. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekenn­ zeichnet, daß die Einspritzventilkonstante (k) weitere Betriebsparameter ist.4. The method according to any one of the preceding claims, characterized indicates that the injector constant (k) is another operating parameter. 5. Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekenn­ zeichnet, daß die Anzahl der Zylinder (i) ein weiterer Betriebsparameter ist.5. The method according to any one of the preceding claims, characterized records that the number of cylinders (i) is another operating parameter. 6. Verfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß die Einspritzzeiten (Ti, i = 10, 11, 12 oder 13) für die einzelnen Zylinder (5, 6, 7, 8) nach der folgenden Formel berechnet werden: Ti = 2M/ (14,5 Lambda ·k·i·n),wobei M die Gesamtluftmenge, Lambda der erwünschte Lambda-Wert, k die Einspritzventilkonstante, i die Anzahl der Zylinder und n die Drehzahl ist.6. The method according to claim 1 or 2, characterized in that the injection times (Ti, i = 10 , 11 , 12 or 13 ) for the individual cylinders ( 5 , 6 , 7 , 8 ) are calculated according to the following formula: Ti = 2M / (14.5 lambda · k · i · n), where M is the total air volume, lambda the desired lambda value, k the injector constant, i the number of cylinders and n the speed.
DE19505687A 1995-02-20 1995-02-20 Control of fuel-injected IC engine, with exhaust catalyst, in secondary-air mode Ceased DE19505687A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19505687A DE19505687A1 (en) 1995-02-20 1995-02-20 Control of fuel-injected IC engine, with exhaust catalyst, in secondary-air mode

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19505687A DE19505687A1 (en) 1995-02-20 1995-02-20 Control of fuel-injected IC engine, with exhaust catalyst, in secondary-air mode

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DE19505687A1 true DE19505687A1 (en) 1996-08-22

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19819481A1 (en) * 1998-04-30 1999-11-04 Volkswagen Ag Powertrain management function of a vehicle with CVT transmission
US6085517A (en) * 1995-10-26 2000-07-11 Siemens Aktiengesellschaft Process for controlling a fuel-oxygen ratio in exhaust gas upstream of a catalytic converter

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DE2715951A1 (en) * 1977-04-09 1978-10-12 Bayerische Motoren Werke Ag Engine with premixing and afterburning units - has fuel controller for constant air to fuel ratio, varying air proportion to burner
DE3623195A1 (en) * 1986-07-10 1988-01-14 Volkswagen Ag FUEL TREATMENT SYSTEM
EP0106348B1 (en) * 1982-10-18 1989-01-11 Hitachi, Ltd. Method of air-fuel ratio control of internal combustion engines of automobiles
EP0326065A2 (en) * 1988-01-29 1989-08-02 Hitachi, Ltd. Controlling engine fuel injection
US4887216A (en) * 1986-09-03 1989-12-12 Hitachi, Ltd. Method of engine control timed to engine revolution
DE3924025A1 (en) * 1988-07-21 1990-01-25 Fuji Heavy Ind Ltd DEVICE FOR REGULATING THE FUEL AMOUNT FOR A TWO-STROKE ENGINE
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EP0106348B1 (en) * 1982-10-18 1989-01-11 Hitachi, Ltd. Method of air-fuel ratio control of internal combustion engines of automobiles
DE3623195A1 (en) * 1986-07-10 1988-01-14 Volkswagen Ag FUEL TREATMENT SYSTEM
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US5235956A (en) * 1991-08-07 1993-08-17 Toyota Jidosha Kabushiki Kaisha Secondary air feed device of an engine
DE4231575A1 (en) * 1991-09-20 1993-04-01 Hitachi Ltd IC engine control with cold start projection for exhaust catalyser - uses secondary catalyser between main catalyser and engine to burn excess fuel during warm=up period.
DE4322361A1 (en) * 1992-07-03 1994-01-05 Nippon Denso Co IC engine exhaust control system with catalyser - monitors exhaust gases on either side of catalyser and controls inlet mixture with processor control
DE4344892A1 (en) * 1992-12-29 1994-07-07 Honda Motor Co Ltd Air-fuel ratio control device for an internal combustion engine
DE4327882C1 (en) * 1993-08-19 1994-09-29 Audi Ag Secondary air reserve system

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6085517A (en) * 1995-10-26 2000-07-11 Siemens Aktiengesellschaft Process for controlling a fuel-oxygen ratio in exhaust gas upstream of a catalytic converter
DE19819481A1 (en) * 1998-04-30 1999-11-04 Volkswagen Ag Powertrain management function of a vehicle with CVT transmission
US6442471B1 (en) 1998-04-30 2002-08-27 Volkswagen Ag Drive train control of a vehicle having continuously variable transmission

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