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WO2008110422A1 - Procédé pour la détermination et le réglage du débit massique d'air dans un tuyau d'admission d'un moteur à combustion interne ainsi que l'organe de commande associé - Google Patents

Procédé pour la détermination et le réglage du débit massique d'air dans un tuyau d'admission d'un moteur à combustion interne ainsi que l'organe de commande associé Download PDF

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Publication number
WO2008110422A1
WO2008110422A1 PCT/EP2008/051710 EP2008051710W WO2008110422A1 WO 2008110422 A1 WO2008110422 A1 WO 2008110422A1 EP 2008051710 W EP2008051710 W EP 2008051710W WO 2008110422 A1 WO2008110422 A1 WO 2008110422A1
Authority
WO
WIPO (PCT)
Prior art keywords
mass flow
air mass
air
intake manifold
ami
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
PCT/EP2008/051710
Other languages
German (de)
English (en)
Inventor
Johannes Beer
Rainer Hannbeck Von Hanwehr
Markus Teiner
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.)
Continental Automotive GmbH
Original Assignee
Continental Automotive 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 Continental Automotive GmbH filed Critical Continental Automotive GmbH
Publication of WO2008110422A1 publication Critical patent/WO2008110422A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0402—Engine intake system parameters the parameter being determined by using a model of the engine intake or its components
    • 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
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0404—Throttle position
    • 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

Definitions

  • the currently flowing in the intake manifold air mass flow is calculated in the engine control of the respective internal combustion engine by means of a Heilmassenstrommodells and determined model air mass flow via appropriate sensors in or on the intake manifold - such as with the aid of a H explicatfiluuftmassenmessers or Saugrohrbuchsen- sensor - with the reality, that is in particular with a measured by measurement in the air intake upstream of the intake manifold at a predetermined distance or distance to the throttle device, in particular throttle, detected air mass value or a corresponding thereto Heilansaug Cosmetic parameter.
  • the stored in the engine control of the respective internal combustion engine air mass flow model usually calculates the air mass flow through the throttle device, in particular throttle, the air intake tract.
  • the air intake tract between mass air flow sensor and throttle has a relatively large volume.
  • the mass flow at the air mass sensor with the mass flow through the throttle valve is substantially identical.
  • the air mass flow model of the throttle valve can be directly compared with the measured mass flow of the air mass meter.
  • the invention is based on the object to show a way, as in the dynamic case, an improved balance of the air mass flow model is possible. This object is achieved by the following process according to the invention:
  • a model air mass flow through the throttle device of the intake manifold is modeled in a control unit via an air mass flow model, the mass air flow of fresh air entering the air intake tract is measured by means of a sensor at a measuring position at a distance in front of the throttle device, the air mass flow measured there in the air intake tract upstream of the intake manifold is transformed via an intermediate model in a fictitious measured at the location of the throttle device air mass flow, and this converted air mass flow is compared with the model air mass flow through the throttle device.
  • the invention also relates to a control unit having at least one evaluation / arithmetic unit for determining and adjusting the air mass flow in the intake manifold of an internal combustion engine, wherein the evaluation / arithmetic unit uses a control circuit for an air mass flow model for modeling a model air mass flow in the intake manifold, - wherein for the Fuhrungsgroße this loop one
  • Intermodal pilot control which converts the air mass flow measured in the entry region of the air intake tract in front of the intake manifold into an air mass flow fictitiously measured at the location of the throttle device of the intake manifold,
  • control deviation determination unit is provided at the input of the control loop, which forms a control deviation from the difference or the ratio between the converted, notionally measured air mass flow and the model air mass flow, and
  • an adaptation unit is provided in the control loop as a controller, which is supplied to this control deviation as an input signal.
  • FIG. 1 in a schematic representation of an exemplary
  • Air intake tract of an internal combustion engine in particular a gasoline engine, for which the air mass flow is determined and regulated according to an advantageous embodiment variant of the method according to the invention
  • 2 shows a schematic representation of an advantageous control system for an air mass flow model in the evaluation / arithmetic unit of the engine control unit of the internal combustion engine of Figure 1, wherein the control loop of this control system is acted upon by a pilot control, the determination of a determination of the air mass flow in the intake manifold according to an embodiment of the erfindungestein Procedure allows, and
  • FIG. 1 shows a schematic illustration of an exemplary air intake tract IS of an internal combustion engine COE, in particular a gasoline engine.
  • the internal combustion engine COE is for the sake of clarity only indicated by one of its cylinders CY.
  • the air intake tract IS has a suction tube IM behind its throttle valve TH as the downstream end section close to the engine.
  • the tubular section of the air intake tract IS between the throttle valve TH and the finger-shaped intake manifold of each cylinder CY is understood as the intake manifold IM.
  • another throttle device may be provided with which the air supply in the intake manifold IM can be variably regulated as a function of load application and / or rotational speed of the crankshaft of the internal combustion engine.
  • the throttle direction can be replaced in particular by a so-called impulse charger.
  • the combustion process of a fuel / air mixture introduced into the respective cylinder of the internal combustion engine and the emission composition of the exhaust gas flow EG in the exhaust gas tract ES of the internal combustion engine COE are controlled and adjusted by means of an engine control unit ECU.
  • a predeterminable amount of fuel can be metered or allocated via the intake manifold IM by channel injection and / or by direct injection to the combustion chamber of the respective cylinder. It serves in the
  • Intake manifold IM of the air intake tract IS respectively provided air mass flow for adjusting the combustion behavior of the introduced into the respective cylinder CY of the internal combustion engine COE amount of fuel and the Emissionszusammenset- tion of the exhaust stream EG, which is ejected from the respective cylinder in the exhaust tract ES after the respective combustion process. For this reason, the most accurate knowledge of the air mass flow is desired, which is provided in the intake manifold IM at a given time for filling the respective cylinder.
  • the throttle valve TH is used in the entrance area of the tubular intake manifold IM.
  • the position of the throttle valve TH is preferably regulated by means of an electric actuator AC via a control line L6 by the engine control unit ECU in accordance with a desired torque or load requirement.
  • the engine control unit ECU can optionally control at least one cylinder inlet device for filling the combustion chamber of the respective cylinder CY with air and / or at least one cylinder inlet device for metering fuel into the combustion chamber of this cylinder via a control line not shown in FIG.
  • the engine control unit ECU may possibly also control a cylinder outlet device for emptying the combustion chamber of this cylinder via a control line.
  • the intake manifold IM is assigned an injector IN for port injection of a fuel quantity suitable for the respective torque request in order to prepare a cylinder filling with fuel.
  • the intake valve IV of the respective cylinder CY is turned on during its intake stroke, e.g. Opened via a camshaft, the premixed air / fuel mixture from the intake manifold IM flows through the open intake valve IV into the respective cylinder CY of the internal combustion engine COE, which is in the intake stroke.
  • these camshaft and associated control lines for any camshaft phasing have been omitted by the engine control unit of the drawing simplicity.
  • a fresh air stream is drawn in via an air filter AF.
  • the throttle valve TH serves to throttle or regulation. Possibly. It may be appropriate, downstream of the throttle valve TH to provide a compressor.
  • This is additionally drawn here in the present exemplary embodiment and designated CH. It can be designed in particular as a turbocharger or compressor. With the help of the compressor CH, it is possible to compress or compress the incoming fresh air. It may be advantageous to the Compressor CH in air intake section IS downstream of a CAC intercooler unit.
  • the control of the compressor CH by the engine control unit ECU is indicated in FIG. 1 by an action arrow L2 and the activation of the charge air cooling unit CAC by the engine control unit ECU by an action arrow L3.
  • an air mass flow model MO based on the so-called St. Venant equation has hitherto been used. It describes the flow of a gas through a throttle point of a pipe.
  • the throttle valve TH forms this throttle point. It may possibly be replaced in its function by at least one other, equally effective throttle element.
  • This air mass flow model MO is stored or implemented in the evaluation / computation unit PU of the engine control unit ECU. It acts as a kind of controlled system in a control system CL for determining and adjusting a desired air mass flow in the intake manifold IM.
  • the overall control system CL for the air mass flow model MO is shown schematically in FIG.
  • the air mass flow model MO as the input parameter IP in particular the gas temperature T3 of the fresh air flow in the throttle valve TH, the Adiabatenexponent K of the incoming fresh air, the pressure P a in the intake manifold IM after the throttle TH, and the pressure P b in the air intake tract IS before the throttle TH fed.
  • a pressure sensor PS b is preferably provided there, which supplies corresponding pressure measurement signals SP b to the engine control unit ECU via a measuring line L41.
  • a pressure sensor PS a is provided downstream of the throttle valve TH, in the intake manifold IM which transmits pressure-measuring signals SP a via the pressure P a to the throttle valve TH via a measuring line L42 to the engine control unit ECU.
  • the temperature ST3 in the region of the throttle valve TH is preferably measured with the aid of a temperature sensor TS mounted there and correspondingly corrected.
  • ponding temperature measuring signals TS3 sent via a measuring line L5 to the engine control unit ECU for processing in the air mass model MO.
  • the mass flow model MO then calculates according to the equation of St.Venant the model air mass flow AMF, which flows through the throttle valve TH in the intake manifold IM to
  • AMF A red -P b - ⁇ -C x
  • Ci is a temperature-dependent constant
  • ⁇ is a Psi function, where the following applies to the temperature-dependent constant Ci:
  • T 3 is the temperature of the air mass flow in the region of the throttle valve TH of the intake manifold IM
  • Rg is the general gas constant of the fresh air AMI flowing into the air intake tract IS
  • K is the adiabatic exponent of the air mass in the intake manifold IM.
  • ⁇ function is defined as follows: Itnisse
  • P a is the pressure of the air mass flow after the throttle valve (TH) of the intake manifold (IM).
  • This Gutmodellberechung for the air mass flow in the intake manifold is preferably made because a direct measurement of the air mass flow in the intake manifold with available air mass sensors is difficult or impossible.
  • Gangy air mass sensors are in fact too sensitive to pressure and under the high pressure conditions in the intake manifold would not function properly or not at all.
  • the model air mass flow AMF is compared in the evaluation processing unit PU of the engine control unit ECU with the measured air mass flow AMI in the air intake tract upstream of the throttle valve TH.
  • an air mass sensor AMS is provided which measures the incoming fresh air mass AMI in the inlet area of the air intake tract and transmits corresponding measurement signals SAMS to the engine control unit ECU via a line L1.
  • Air mass sensor AMS in this case has a distance DI to the position of the downstream in the air intake tract positioned, downstream throttle TH (see Figure 1).
  • the rotational speed of the supercharger of any turbocharger, such as CH is spontaneously increased, first of all the air mass flow AMI at the air mass meter increases, while the mass flow through the throttle valve changes only slightly , Such a loader speed increase is triggered, for example, at a desired vehicle acceleration by passing the accelerator pedal.
  • FIG. 3 illustrates this dynamic case with regard to the incoming fresh air mass flow on the basis of a schematic air mass flow / time diagram.
  • the abscissa is the time t in seconds
  • the air mass AM is given in kg / h. If it comes, for example, by an acceleration process for further opening of the throttle valve TH, fresh air is increasingly sucked through the air filter AF in the air intake tract IS. Then, an overshoot of the mass air flow, which is measured by the air mass sensor AMS, by the Befulungsvorgang the volume of the
  • FIG. 3 illustrates the curve for the modeled air mass flow AMF for this case with the aid of the curve MW. It deviates from the actual course MR of the air mass flow through the throttle valve TH.
  • an intermediate model pilot control ZM is advantageously provided for the control system of the control circuit CL, which predetermines the one in the inlet region of the air intake system IS the air mass flow AMI measured by the air mass sensor AMS in the intake manifold IM into a fictitious air mass flow AMI * at the location of the throttle valve TH of the intake manifold IM.
  • This intermediate model feedforward control ZM thus transforms the air mass flow AMI measured at the location of the air mass sensor AMS into a corrected air mass flow AMI * measured fictitiously at the location of the throttle valve TH, using further parameters of the air intake tract IS.
  • the input of the intermediate model pilot control ZM as further parameters, the pressure Pb of the fresh air mass flow upstream of the throttle valve TH, which is measured by means of the air pressure sensor PS b , and the measured air temperature T3 in the region of the throttle valve TH supplied. Due to a mass flow balance in the volume between the measuring location of the air mass sensor AMS and the spatial position of the throttle valve TH, it is possible from the mass difference
  • T3 is the gas temperature of the air mass flow in the region of the throttle valve TH
  • K is the adiabatic exponent of the air mass flow through the intake manifold IM
  • R a is the general gas constant of the fresh air mass flow through the air intake tract IS, and f represents a function as a function of the parameters T3, R a , K.
  • the intermediate model pilot control ZM generates an air mass flow AMI * which is measured fictitiously at the location of the throttle valve TH, in which dynamic changes in the air mass flow conditions in the input-side section of the air intake tract IS are better taken into account.
  • the intermediate model ZM thus provides measurement information about conditional variables. conditions with respect to the intake fresh air mass at the entrance of Beereingangansaug Consumers IS transported to the location of the throttle valve TH by means of a transfer function in the intermediate model ZM or transformed, ie transmitted.
  • dynamic changes in the mass air flow in the inlet section of the air intake tract can be better adapted when comparing the model air mass flow AMF to the actual conditions in the intake manifold IM.
  • the subtractor DIF as a control deviation determination unit at the input of the control loop CL
  • the difference between the corrected fictitious measured at the location of the throttle TH air mass flow AMI * and the currently modeled air mass flow AMF is formed and this difference as a control deviation signal to the adaptation controller AD of the control loop CL fed.
  • This receives as another input size the respective engine operating point OP for further settings of its adaptation mechanism. He then generates a manipulated variable signal CV for adjusting or regulating the mass flow model MO. This is fed back to the subtractor DIF via the feedback branch RK.
  • a ratio generator or divider as a control deviation determination unit which forms the ratio or quotient between the fictitious measured air mass flow AMI * and the modeled air mass flow AMI and uses it as the control deviation signal CE.
  • the flow conditions in the air intake tract can be determined dynamically modeled air mass flow AMF with the actual conditions in the intake manifold faster and with higher accuracy than without intermediate model or adjusted. So it is a quick adaptation possible, which is positive for a reduced emissions setting of the engine and also improves the Fahrlesgefuhl for the driver of the motor vehicle with this engine in an advantageous manner. Because changes in the Stromungsverhaltnisse in the air intake tract due to load requirements of the driver can be determined and adjusted more precisely directly the air mass flow in the intake manifold. In other words, it is possible to better emulate the actual course of the air mass flow in the intake manifold.

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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)

Abstract

L'invention porte sur un procédé pour la détermination et le réglage du débit massique d'air dans le tuyau d'admission d'un moteur à combustion interne ainsi que l'organe de commande associé. Pour la détermination et le réglage du débit massique d'air dans le tuyau d'admission (IM) d'un moteur à combustion interne (COE), un débit massique d'air modèle (AMF) est modélisé par le dispositif d'étranglement (TH) du tuyau d'admission dans un organe de commande (ECU) par l'intermédiaire d'un modèle de débit massique d'air (MO), le débit massique d'air (AMI) d'air frais entrant dans la section d'admission d'air (IS) est mesuré au moyen d'un détecteur (AMS) à une position de mesure située à une certaine distance (DI) en amont du dispositif d'étranglement (TH), le débit massique d'air (AMI) mesuré là dans la section d'admission d'air (IS) en amont du tuyau d'admission (IM) est transformé par l'intermédiaire d'un modèle intermédiaire (ZM) en un débit massique d'air (AMI*) mesuré fictivement à l'endroit du dispositif d'étranglement (TH) et ce débit massique d'air (AMI*) converti est comparé avec le débit massique d'air modèle (AMI*) par le dispositif d'étranglement (TH).
PCT/EP2008/051710 2007-03-15 2008-02-13 Procédé pour la détermination et le réglage du débit massique d'air dans un tuyau d'admission d'un moteur à combustion interne ainsi que l'organe de commande associé Ceased WO2008110422A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007012506.4 2007-03-15
DE200710012506 DE102007012506B4 (de) 2007-03-15 2007-03-15 Verfahren zum Ermitteln und Einregeln des Luftmassenstroms im Saugrohr eines Verbrennungsmotors sowie zugehöriges Steuergerät

Publications (1)

Publication Number Publication Date
WO2008110422A1 true WO2008110422A1 (fr) 2008-09-18

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PCT/EP2008/051710 Ceased WO2008110422A1 (fr) 2007-03-15 2008-02-13 Procédé pour la détermination et le réglage du débit massique d'air dans un tuyau d'admission d'un moteur à combustion interne ainsi que l'organe de commande associé

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DE (1) DE102007012506B4 (fr)
WO (1) WO2008110422A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015210761A1 (de) 2015-06-12 2016-12-15 Volkswagen Aktiengesellschaft Luftfüllungsbestimmung, Motorsteuergerät und Verbrennungskraftmaschine

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996032579A1 (fr) * 1995-04-10 1996-10-17 Siemens Aktiengesellschaft Procede pour determiner a l'aide d'un modele le volume d'air admis dans le cylindre d'un moteur a combustion interne
EP1076166A2 (fr) * 1999-08-12 2001-02-14 Volkswagen Aktiengesellschaft Méthode et dispositif pour la determination de la quantité d'air d'admission d'un moteur à combustion interne
EP1443199A1 (fr) * 2001-10-15 2004-08-04 Toyota Jidosha Kabushiki Kaisha Dispositif d'estimation du volume d'air aspire destine a un moteur a combustion interne

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10129037A1 (de) * 2001-06-15 2002-12-19 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung einer aufgeladenen Brennkraftmaschine
DE10215361B4 (de) * 2002-04-08 2008-12-24 Continental Automotive Gmbh Verfahren zur Modellierung eines Massenstroms durch eine Umgehungsleitung zu einem Abgasturbolader
DE102005004319A1 (de) * 2005-01-31 2006-08-03 Robert Bosch Gmbh Bestimmung des Luftmassenstroms in Kraftfahrzeugen

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1996032579A1 (fr) * 1995-04-10 1996-10-17 Siemens Aktiengesellschaft Procede pour determiner a l'aide d'un modele le volume d'air admis dans le cylindre d'un moteur a combustion interne
EP1076166A2 (fr) * 1999-08-12 2001-02-14 Volkswagen Aktiengesellschaft Méthode et dispositif pour la determination de la quantité d'air d'admission d'un moteur à combustion interne
EP1443199A1 (fr) * 2001-10-15 2004-08-04 Toyota Jidosha Kabushiki Kaisha Dispositif d'estimation du volume d'air aspire destine a un moteur a combustion interne

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DE102007012506B4 (de) 2009-02-26
DE102007012506A1 (de) 2008-09-18

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