[go: up one dir, main page]

EP0948711B1 - Verfahren zum regeln des krafstoff/luft -verhaltnisses einer brennkraftmaschine mit adaptiverkrafstoff/luft -verhaltnis-sollwert - Google Patents

Verfahren zum regeln des krafstoff/luft -verhaltnisses einer brennkraftmaschine mit adaptiverkrafstoff/luft -verhaltnis-sollwert Download PDF

Info

Publication number
EP0948711B1
EP0948711B1 EP97912271A EP97912271A EP0948711B1 EP 0948711 B1 EP0948711 B1 EP 0948711B1 EP 97912271 A EP97912271 A EP 97912271A EP 97912271 A EP97912271 A EP 97912271A EP 0948711 B1 EP0948711 B1 EP 0948711B1
Authority
EP
European Patent Office
Prior art keywords
richness
insta
engine
varia
top dead
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.)
Expired - Lifetime
Application number
EP97912271A
Other languages
English (en)
French (fr)
Other versions
EP0948711A1 (de
Inventor
Stéphan BEURTHEY
Xavier Moine
Jean-Claude Mollet
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Publication of EP0948711A1 publication Critical patent/EP0948711A1/de
Application granted granted Critical
Publication of EP0948711B1 publication Critical patent/EP0948711B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

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
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • 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
    • F02D41/008—Controlling each cylinder individually
    • 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
    • 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
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1477—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation circuit or part of it,(e.g. comparator, PI regulator, output)
    • F02D41/1479—Using a comparator with variable reference
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
    • 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
    • F02D41/1497—With detection of the mechanical response of the engine
    • 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
    • F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
    • 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
    • F02D2041/1426—Controller structures or design taking into account control stability
    • 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
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • 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
    • 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
    • F02D2250/28—Control for reducing torsional vibrations, e.g. at acceleration

Definitions

  • the invention relates to a system for regulating the richness of the air-fuel mixture which is injected into the cylinders of an injection thermal engine controlled, so that the motor operates at the limit of the lowest wealth acceptable to the engine.
  • Thermal engines of the electronic controlled injection type operate with air-fuel ratios, called wealth, varying from 0.4 for so-called poor mixtures to 1.3 for so-called rich mixtures, the value 1 corresponding to the stoichiometric mixture for which the the quantity of oxygen contained in the air-fuel mixture is exactly equal to that necessary for the complete oxidation of the fuel.
  • the aim of richness regulation is to enslave the richness of the injected mixture to a variable setpoint richness in the presence of possible disturbances and transient phases due, for example, to a pressure change collector, a change in operating mode from the poor regime to the rich regime and vice versa ....
  • the richness of the mixture must not be less than a critical threshold depending on the operating conditions.
  • the setpoint richness chosen in order to ensure complete combustion throughout the lifetime of the engine, must be greater than the limit measured in order to be free from any dispersions between engines of the same family on the one hand and aging engines on the other hand.
  • this richness regulation must take into account other constraints relating to comfort and driveability and to standards concerning the emissions of polluting gases resulting from the combustion of the air-fuel mixture.
  • the richness regulation can be carried out by a closed loop control device of the "Smith predictor” type, using the concept of setpoint monitoring and the function of which is for example described in chapter 5 of the book entitled “CONTROL OF TIME DELAY SYSTEMS "by JE MARSHALL and published in 1979 by PETER PEREGRINOS LTD and THE INSTITUTION OF ELECTRICAL ENGINEERS.
  • the essential effect of such a "Smith predictor” device is to take into account the transfer time introduced by the engine by calculating a delayed predicted richness, which is compared with the richness measured at the output of the engine to obtain an error of wealth value prediction, prediction error which is introduced into the feedback loop of the control system at the input of the system controller.
  • Such a regulation device which makes it possible to obtain better behavior of the controller in the transient phases, is described in patent application No. 96 06810 filed in the name of the Applicant.
  • the aim of the present invention is to develop a direct adaptive control of the setpoint richness of the air-fuel mixture injected into a internal combustion, from a regulation loop main, using a Smith predictor by example.
  • This adaptation is made according to engine torque instabilities to stay at value the lowest tolerable wealth limit by the engine without degrading driving comfort, and whatever the state of the engine or the type of engine, thanks to an estimation of combustion instabilities which lead to couple instability.
  • This regulation makes it possible to achieve a good compromise between speed, precision and robustness in all engine operating conditions.
  • the system for regulating the richness of the air-fuel mixture injected into a heat engine 1 comprises, as shown in FIG. 1, a first so-called fast loop which makes it possible to determine a richness value to follow RS from of the RIC setpoint richness value by means of a device 2 for modeling the transfer function of the motor 1.
  • the RIC setpoint richness is determined by a second so-called slow loop, an essential characteristic of the invention, which will be described later.
  • a proportional probe 3, of the UEGO type which is placed on the exhaust gas duct, measures the oxygen concentration of the exhaust gases from which the real richness RI of the ignited air-fuel mixture in the cylinders.
  • the fast loop then comprises a regulator 5 of the Proportional Integral Derivative PID type for example or which performs a function called "Smith predictor", at the input terminal of which the value ⁇ is applied and which supplies the correction U d at add to the setpoint richness RIC, via an adder 6.
  • the value U m of the richness of the air-fuel mixture to be injected into the engine cylinders is obtained.
  • a converter 7 transforms the value U m into a fuel injection time T m into the engine cylinders.
  • the complete regulation system comprises, in addition to this fast loop, of time constant of the order of a few milliseconds, a so-called slow loop for adjusting the richness setpoint as a function of the combustion instabilities, of which the time constant is of the order of a second ( Figure 1).
  • This slow loop consists first of all of a device 8 for measuring the engine torque, in particular a software torque meter TRZ, which delivers the value of the engine torque C k at each top dead center (TDC) of order k, k being a positive integer.
  • a device 9 for estimating the instabilities of the torque will calculate the values of an instability estimator VAL, representative of the combustion instabilities of the N cylinders of the engine at each top dead center.
  • this estimator has the expression VAL k-1 , at top dead center of order k-1, as a function of the respective values of the engine torque at consecutive top dead centers of order k-1 to k-2P ( 4, N): with P (4, N) being the smallest common multiple of 4 and N, and j being a positive integer.
  • the instability estimator can have as preferential expression, at top dead center of order k-1, as a function of the respective values of the engine torque at consecutive top dead centers of order k-1, k-4P (4, N):
  • This instability estimator is representative even. during the transient phases of engine speed and pressure in the intake manifold, the accelerations and decelerations.
  • the output signal VAL of the estimation device 9 instability is filtered in a filter 10 of first order, performing a constant filtering of time of about a second, to deliver a signal INSTA guaranteeing good system stability.
  • this additive correction is saturated at [-0.1, +0.1] so as not to degrade the driving pleasure.
  • the three thresholds INSTA 1 , INSTA 2 and INSTA 3 are chosen so that the VARIA correction is stable and ensures driving comfort even at low richness.
  • FIG. 2 which is a diagram of variation of the instabilities of the motor torque over time, shows the changes in the signal INSTA over time. Between the second and third thresholds INSTA 2 and INSTA 3 , there is a dead band in which no correction is made.
  • FIGS. 3a and 3b are respective diagrams of the temporal variation of the VARIA correction, added to the desired richness to increase the set richness, as a function of the value of the signal INSTA with respect to the thresholds, in the particular case where the two thresholds INSTA 1 and INSTA 3 are equal.
  • Figures 4a and 4b are respective diagrams of temporal variation of the VARIA correction, added to the wealth desired to decrease the wealth of setpoint, depending on the value of the INSTA signal by compared to the thresholds, for the same particular case.
  • the adder circuit 12 then delivers the richness of RIC setpoint applied to the control loop fast.
  • This slow regulation loop object of the invention, used to determine the setpoint richness used in the rapid regulation loop, which is based on a Smith regulator.
  • the wealth of instructions is adapted to the combustion instabilities of the engine.

Landscapes

  • 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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (6)

  1. System zur Regelung des Luftverhältnisses des Kraftstoff-Luft-Gemischs in einer Wärmekraftmaschine mit gesteuerter Einspritzung mit einer Anzahl N Zylinder, das einerseits aus einem schnellen Regelkreis besteht, der folgende Elemente umfasst:
    eine Sonde (2) zur Messung der Sauerstoffkonzentration der Abgase, mit der das Luftverhältnis (LV) des Kraftstoff-Luft-Gemischs berechnet wird,
    eine Vorrichtung (5) zur Regelung des Luftverhältnisses des in den Motor eingespritzten Kraftstoff-Luft-Gemischs, ausgehend von einem Sollwert für dieses Luftverhältnis (SWLV),
       dadurch gekennzeichnet, dass es andererseits aus einem langsamen Regelkreis besteht, das Mittel zur Berechnung des auf die Verbrennungsinstabilität der N Zylinder des Motors abgestimmten Sollwerts für das Luftverhältnis (SWLV) ausbildet und folgende Elemente umfasst:
    eine Vorrichtung (8) zur Messung des Motormoments (Ck) bei jedem oberen Totpunkt k, wobei k eine ganze positive Zahl ist;
    eine Vorrichtung (9) zur Schätzung der Instabilitäten des Motormoments, die bei jedem oberen Totpunkt eine Schätzfunktion (VAL) liefert, deren Ausdruck (VALk-1) im oberen Totpunkt k-1, in Abhängigkeit der jeweiligen Werte des Motormoments in den aufeinanderfolgenden oberen Totpunkten k-1 bis k-2P(4, N) im Absolutwert gegeben ist durch:
    Figure 00160001
    wobei P (4, N) das kleinste gemeinsame Vielfache von 4 und von N und j eine ganze positive Zahl ist;
    einen Filter (10) des ersten Grads der ein Signal /INSTA/ liefernden Schätzfunktion (VAL);
    ein Expertensystem (11), das eine heuristischartige Korrektur (VARIA) des Luftverhältnisses aufgrund des Signals /INSTA/ berechnet,
    eine Vorrichtung (13) zur Bestimmung des gewünschten Luftverhältnisses (GLV) aufgrund von Motorparametem;
    eine Additionsschaltung (12), die dazu ausgebildet ist, dem gewünschten Luftverhältnis (GLV) die Korrektur (VARIA) hinzuzufügen, um so den Sollwert für das Luftverhältnis (SWLV) zu liefern.
  2. System zur Regelung des Luftverhältnisses des Kraftstoff-Luft-Gemischs in einer Wärmekraftmaschine mit gesteuerter Einspritzung mit einer Anzahl N Zylinder, das einerseits aus einem schnellen Regelkreis besteht, der folgende Elemente umfasst:
    eine Sonde (2) zur Messung der Sauerstoffkonzentration der Abgase, mit der das Luftverhältnis (LV) des Kraftstoff-Luft-Gemischs berechnet wird,
    eine Vorrichtung (5) zur Regelung des Luftverhältnisses des in den Motor eingespritzten Kraftstoff-Luft-Gemischs, ausgehend von einem Sollwert für dieses Luftverhältnis (SWLV),
       dadurch gekennzeichnet, dass es andererseits aus einem langsamen Regelkreis besteht, das Mittel zur Berechnung des auf die Verbrennungsinstabilität der N Zylinder des Motors abgestimmten Sollwerts für das Luftverhältnis (SWLV) ausbildet und folgende Elemente umfasst:
    eine Vorrichtung (8) zur Messung des Motormoments (Ck) bei jedem oberen Totpunkt k, wobei k eine ganze positive Zahl ist;
    eine Vorrichtung (9) zur Schätzung der Instabilitäten des Motormoments, die bei jedem oberen Totpunkt eine Schätzfunktion (VAL) liefert, deren Ausdruck (VALk-1) im oberen Totpunkt k-1, in Abhängigkeit der jeweiligen Werte des Motormoments in den aufeinanderfolgenden oberen Totpunkten k-1 bis k-2P(4, N) im Absolutwert gegeben ist durch:
    Figure 00170001
    wobei P (4, N) das kleinste gemeinsame Vielfache von 4 und von N und j eine ganze positive Zahl ist;
    einen Filter (10) des ersten Grads der ein Signal /INSTA/ liefernden Schätzfunktion (VAL);
    ein Expertensystem (11), das eine heuristischartige Korrektur (VARIA) des Luftverhältnisses aufgrund des Signals /INSTA/ berechnet,
    eine Vorrichtung (13) zur Bestimmung des gewünschten Luftverhältnisses (GLV) aufgrund von Motorparametern;
    eine Additionsschaltung (12), die dazu ausgebildet ist, dem gewünschten Luftverhältnis (GLV) die Korrektur (VARIA) hinzuzufügen, um so den Sollwert für das Luftverhältnis (SWLV) zu liefern.
  3. System nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass das Expertensystem (11) eine Korrektur (VARIA) liefert, die dem gewünschten Luftverhältnis (GLV) hinzuzufügen ist, so dass
    wenn das Signal (INSTA) einen ersten Schwellenwert (INSTA1) überschreitet, der Wert (VARIA) um einen Wert (VARIA1) vergrößert wird, der einer Erhöhung des Sollwerts für das Luftverhältnis von 0,03 entspricht;
    wenn das Signal (INSTA) unter einem zweiten Schwellenwert (INSTA2) liegt, der geringer ist als der Schwellenwert (INSTA1), dann wird der Wert (VARIA) um einen Wert (VARIA2) verringert, der einer Verringerung des Sollwerts für das Luftverhältnis von 0,01 entspricht;
    wenn das Signal (INSTA) zwischen dem ersten Schwellenwert (INSTA1) und einem dritten, zwischen dem ersten und dem zweiten Schwellenwert liegenden Schwellenwert (INSTA3) liegt, so wird der Wert (VARIA) um einen Wert (VARIA3) erhöht, der einer Erhöhung des Sollwerts für das Luftverhältnis von 0,02 entspricht;
    wenn das Signal (INSTA) zwischen dem zweiten und dem. dritten Schwellenwert (INSTA2) und (INSTA3) liegt, dann wird keine Korrektur des Werts (VARIA) vorgenommen.
  4. System nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass die Vorrichtung (5) zur Regelung des Luftverhältnisses des in den Motor eingespritzten Kraftstoff-Luft-Gemischs aus einem Smith-Prädiktor besteht.
  5. System nach einem der Ansprüche 1 oder 2, dadurch gekennzeichnet, dass die Vorrichtung (8) zur Messung des Motormoments (ck) eine Drehmomentmessersoftware TRZ ist.
  6. System nach Anspruch 1, dadurch gekennzeichnet, dass die Vorrichtung (9) zur Schätzung der Momentinstabilitäten eines Vierzylinder-Motors eine Schätzfunktion (VAL) liefert, deren Ausdruck (VALk) im oberen Totpunkt k in Abhängigkeit der jeweiligen Werte (ck-7) bis (ck) des Motormoments in den aufeinanderfolgenden vorangegangenen oberen Totpunkten k-7 bis k gegeben ist durch: VALk = ck - ck-1 - ck-2 + ck-3 - ck-4 + ck-5 + ck-6 - ck-7
EP97912271A 1996-10-31 1997-10-28 Verfahren zum regeln des krafstoff/luft -verhaltnisses einer brennkraftmaschine mit adaptiverkrafstoff/luft -verhaltnis-sollwert Expired - Lifetime EP0948711B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9613369 1996-10-31
FR9613369A FR2755184B1 (fr) 1996-10-31 1996-10-31 Systeme de regulation de la richesse d'un moteur thermique a injection avec consigne de richesse adaptative
PCT/FR1997/001931 WO1998019062A1 (fr) 1996-10-31 1997-10-28 Systeme de regulation de la richesse d'un moteur thermique a injection avec consigne de richesse adaptative

Publications (2)

Publication Number Publication Date
EP0948711A1 EP0948711A1 (de) 1999-10-13
EP0948711B1 true EP0948711B1 (de) 2002-11-27

Family

ID=9497264

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97912271A Expired - Lifetime EP0948711B1 (de) 1996-10-31 1997-10-28 Verfahren zum regeln des krafstoff/luft -verhaltnisses einer brennkraftmaschine mit adaptiverkrafstoff/luft -verhaltnis-sollwert

Country Status (5)

Country Link
EP (1) EP0948711B1 (de)
AU (1) AU4952597A (de)
DE (1) DE69717491T2 (de)
FR (1) FR2755184B1 (de)
WO (1) WO1998019062A1 (de)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2783565B1 (fr) * 1998-09-17 2000-12-15 Renault Dispositif de regulation de la richesse en carburant du melange air/carburant admis dans un moteur a combustion interne
FR2945078B1 (fr) * 2009-04-29 2011-04-29 Peugeot Citroen Automobiles Sa Procede de controle du fonctionnement d'un moteur
FR3064027B1 (fr) * 2017-03-14 2019-03-22 Peugeot Citroen Automobiles Sa Procede d’estimation du couple d’un moteur a combustion interne en fonctionnement
CN112834161B (zh) * 2021-02-04 2024-02-23 中国空气动力研究与发展中心空天技术研究所 基于特征提取的风洞测量数据处理方法

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4513721A (en) * 1981-08-11 1985-04-30 Nippon Soken, Inc. Air-fuel ratio control device for internal combustion engines
JPH04214947A (ja) * 1990-12-14 1992-08-05 Toyota Motor Corp 内燃機関のトルク変動制御装置
US5265575A (en) * 1990-12-25 1993-11-30 Toyota Jidosha Kabushiki Kaisha Apparatus for controlling internal combustion engine
JP2924547B2 (ja) * 1993-03-19 1999-07-26 日産自動車株式会社 内燃機関の空燃比制御装置

Also Published As

Publication number Publication date
EP0948711A1 (de) 1999-10-13
WO1998019062A1 (fr) 1998-05-07
AU4952597A (en) 1998-05-22
DE69717491T2 (de) 2003-07-24
FR2755184A1 (fr) 1998-04-30
FR2755184B1 (fr) 1999-01-15
DE69717491D1 (de) 2003-01-09

Similar Documents

Publication Publication Date Title
FR2721351A1 (fr) Système de commande de dosage de carburant d'un moteur combustion interne.
FR3033364A1 (fr) Dispositif et procede de regulation de la richesse d'un moteur a combustion interne
EP1049862A1 (de) Vorrichtung zur abschätzung des luft/kraftstoffverhältnisses für ein kraftstoffeinspritzsystem einer brennkraftmaschine
EP2092168B1 (de) Verfahren zur bestimmung der in eine auslassleitung einzuspritzenden kraftstoffmenge zur regeneration eines teilchenfilters
EP0948711B1 (de) Verfahren zum regeln des krafstoff/luft -verhaltnisses einer brennkraftmaschine mit adaptiverkrafstoff/luft -verhaltnis-sollwert
EP0954689B1 (de) Steuervorrichtung für eine brennkraftmaschine mit gesteuerter zündung und direkter einspritzung
EP0236207B1 (de) Elektronisches Einspritzverfahren und -system mit Lambdasondenregelung für Brennkraftmaschinen
EP0904485B1 (de) System zur regelung des luft/kraftstoff-verhältnisses in einem verbrennungsmotor
EP0856099B1 (de) System und verfahren mit einem doppelten regelungskreis für brennkraftmaschine
FR2749350A1 (fr) Systeme de regulation de la richesse par mode de glissement
FR2814775A1 (fr) Procede et installation de commande et de regulation pour la mise en oeuvre d'un moteur a combustion interne
EP4048884A1 (de) Verfahren zur druckregelung in einer wassereinspritzanlage für einen verbrennungsmotor
EP4031759A1 (de) Verfahren zur einstellung der fettheit in einem verbrennungsmotor mit kontrollierter zündung
EP0636778B1 (de) Verfahren und Vorrichtung zum korrigieren der Kraftstoffeinspritzungsdauer in Abhängigkeit des Durchflusses einer Tankentlüftungsanlage für einen Einspritzmotor
FR2882787A1 (fr) Systeme de commande d'injection de carburant pour un moteur
FR2634824A1 (fr) Procede de regulation de la richesse d'un melange air-carburant d'alimentation d'un moteur a combustion interne, du type boucle fermee, sans exploitation de mesure physique de richesse
EP2807353B1 (de) Verfahren zum thermischen schutz der abgasleitung eines verbrennungsmotors
WO2004079176A1 (fr) Procede de determination du gain d’un injecteur de carburant
FR2908463A1 (fr) Procede d'adaptation d'un champ de caracteristiques.
EP1760295A1 (de) Regelvorrichtung für eine Diesel-Brennkraftmaschine mit Abgasrückführung
EP0964988A1 (de) Verfahren zur kontrolle der gemischanreicherung bei indirekt eingespritzten verbrennungsmotoren
FR2772078A1 (fr) Procede de controle de l'injection d'un moteur a combustion interne
WO1998035149A1 (fr) Procede de commande d'un moteur a combustion interne equipe d'un dispositif de recirculation des gaz d'echappement
FR2916231A1 (fr) Procede et dispositif d'adaptation d'un estimateur de temperature d'un systeme de post-traitement des gaz d'echappement
JPS6260942A (ja) 内燃機関の空燃比制御装置

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19990421

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE ES GB IT

17Q First examination report despatched

Effective date: 20010525

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAG Despatch of communication of intention to grant

Free format text: ORIGINAL CODE: EPIDOS AGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

GRAH Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOS IGRA

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: RENAULT S.A.S.

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): DE ES GB IT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRE;WARNING: LAPSES OF ITALIAN PATENTS WITH EFFECTIVE DATE BEFORE 2007 MAY HAVE OCCURRED AT ANY TIME BEFORE 2007. THE CORRECT EFFECTIVE DATE MAY BE DIFFERENT FROM THE ONE RECORDED.SCRIBED TIME-LIMIT

Effective date: 20021127

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REF Corresponds to:

Ref document number: 69717491

Country of ref document: DE

Date of ref document: 20030109

GBT Gb: translation of ep patent filed (gb section 77(6)(a)/1977)

Effective date: 20030414

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20030529

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20030828

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20131021

Year of fee payment: 17

Ref country code: DE

Payment date: 20131021

Year of fee payment: 17

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 69717491

Country of ref document: DE

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20141028

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20150501

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20141028