EP0349811B1 - Feed-back control system for a combustion engine - Google Patents

Feed-back control system for a combustion engine Download PDF

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Publication number
EP0349811B1
EP0349811B1 EP89111045A EP89111045A EP0349811B1 EP 0349811 B1 EP0349811 B1 EP 0349811B1 EP 89111045 A EP89111045 A EP 89111045A EP 89111045 A EP89111045 A EP 89111045A EP 0349811 B1 EP0349811 B1 EP 0349811B1
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EP
European Patent Office
Prior art keywords
exhaust gas
gas temperature
feed
control system
back control
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EP89111045A
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German (de)
French (fr)
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EP0349811A1 (en
Inventor
Heinz Ing. Möller
Josef Dipl.-Ing. Wahl
Hermann Dipl.-Ing. Eisele (Fh)
Wolfgang Dipl.-Ing. Löwl (FH)
Bernhard Dipl.-Ing. Ebinger
Günter Dr. Dipl.-Phys. Bechtold
Rolf Dipl.-Ing. Niethammer (Fh)
Udo Dipl.-Ing. Diehl (Fh)
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1446—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being exhaust temperatures

Definitions

  • the invention relates to a control system for a self-igniting internal combustion engine according to the preamble of claim 1, see GB-A-2 111 255.
  • a further system for controlling operating parameters of an internal combustion engine is known from SAE paper 800167 "Electronic Control of Diesel Passenger Cars.
  • SAE paper 800167 Electric Control of Diesel Passenger Cars.
  • a control system for a self-igniting internal combustion engine which contains sensors for operating parameters, an electronic control unit and an actuator for the amount of fuel to be metered to the engine.
  • the control unit calculates the amount of fuel to be metered to the engine depending on various operating parameters.
  • DE-OS 33 03 617 describes a control system for controlling operating parameters of a self-igniting internal combustion engine, depending on the difference between a target value of the exhaust gas temperature and one which is dependent on the operating state of the internal combustion engine Actual value controlled a quantity-determining setting element. Furthermore, from DE-OS-31 49 095 a device is known which determines the amount of fuel to be injected depending on various operating parameters. The fuel quantity signal is limited to a maximum permissible value depending on an exhaust gas temperature signal.
  • the invention has for its object to correct harmful interference in a control system for a self-igniting internal combustion engine of the type mentioned.
  • the control system according to the invention with the features of claim 1 has the advantage that the exhaust gas temperature is obtained from the measured exhaust gas temperature by means of a correction method.
  • Various operating parameters, which are influenced by interference, are included in the correction process. This makes it possible to correct external and internal interference.
  • FIG. 1 shows schematically the principle of the fuel mass control of a self-igniting internal combustion engine
  • FIG. 2 shows a diagram to illustrate the correction of the time behavior of the measured exhaust gas temperature
  • FIG. 3 shows a detailed representation of the stationary measurement value processing
  • FIG. 4 shows a detailed representation of the dynamic exhaust gas temperature correction
  • FIG of controller 56 shows schematically the principle of the fuel mass control of a self-igniting internal combustion engine
  • the exemplary embodiment relates to an electronic control system for the fuel mass to be injected per stroke of a self-igniting fuel Internal combustion engine.
  • a fuel mass controller 12 known per se is supplied with signals depending on the accelerator pedal position FP and on various operating parameters y.
  • This fuel mass controller 12 generates a basic fuel mass value ME.
  • ME basic fuel mass value
  • the output signal MEA of the correction element is applied to a quantity-determining actuator 15 of the internal combustion engine 16, on which various external and internal interference influences 18 act.
  • Two output signals from the measurement data acquisition and standardization arrive at a characteristic diagram 50.
  • the output signals of the exhaust gas temperature correction element 30 and the characteristic diagram 50 are forwarded to the controller 56 via a comparator 54.
  • the controller 56 receives another signal directly from the measurement data acquisition and standardization 25.
  • the output signals from the controller 56 reach the correction element 14.
  • the control system shown in FIG. 1 now works as follows:
  • the fuel mass controller 12 calculates the basic fuel mass value ME as a function of the accelerator pedal position, which reflects the driver's desired travel speed and other operating parameters.
  • This signal ME is forwarded on the one hand to the measurement data acquisition and standardization 25 and on the other hand to the correction element 14.
  • the correction element calculates a signal MEA for controlling the actuator 15 by means of adaptation variables AF1 and AF2, which are supplied by the controller 56.
  • This signal is fed to the quantity-determining actuator 15 of the internal combustion engine.
  • the actuator measures the internal combustion engine 16 the fuel mass corresponding to the output signal of the correction element 14.
  • On the internal combustion engine act different external and internal interference 18 such as air pressure, aging and other influences.
  • Various operating parameters such as engine temperature, exhaust manifold temperature, measured exhaust gas temperature, engine speed and other variables are determined by sensors and recorded and processed by the measurement data acquisition and standardization 25.
  • the data recorded by measurement data acquisition and standardization 25 are processed in such a way that they can be processed further by an electronic system.
  • the standardized measurement data are forwarded to the exhaust gas temperature correction element 30.
  • This exhaust gas temperature correction element 30 calculates the corrected exhaust gas temperature TA ⁇ from the measured exhaust gas temperature TA as a function of the other recorded operating parameters of the internal combustion engine.
  • This corrected exhaust gas temperature serves as an actual variable and is compared with the target variable of the exhaust gas temperature.
  • the target variable is taken from a characteristic diagram 50, which contains the target relationship between the target exhaust gas temperature and various operating parameters, in particular the fuel mass ME to be injected and the engine speed n.
  • a target characteristic map can be defined using engine test bench tests representative of a specific engine type using defined environmental and operating conditions.
  • the control deviation which is obtained by comparing the actual and target exhaust gas temperatures, is fed to the controller 56.
  • the additive or multiplicative adjustment variables are generated by the controller 56.
  • An adaptation variable AF1 is determined in the lower load range and has an additive effect in the entire load range. It should preferably compensate for the influence of aging and drift phenomena in the injection system.
  • the other adaptation variable AF2 is determined in the upper load range and has a multiplicative effect in the entire load range. It is primarily intended to compensate for external influences such as air pressure and air temperature.
  • adaptation variables are not generated in every period and every operating state, the adaptation variables for controlling the fuel mass to be injected per stroke, which were determined before this period, are used.
  • the adaptation variables are preferably stored by the controller 56 such that they are available even after the vehicle has been switched off. In this way, the last adjustment values determined are immediately available again when the device is switched on again.
  • FIG. 2 is used to illustrate the exhaust gas correction method.
  • the diagram shows the temperature profile of various temperature sensors and the true exhaust gas temperature in the event of a sudden positive load change.
  • the installation locations of the exhaust gas temperature sensor 37 and the exhaust manifold temperature sensor 38 in the exhaust manifold 40 are shown in the sketch.
  • the exhaust gas temperature TA ' follows the change in load immediately.
  • the exhaust gas temperature TA measured in the exhaust gas flow follows the load change only with a delay.
  • the exhaust manifold temperature TAK is lower than the measured exhaust gas temperature after a positive load jump.
  • the exhaust gas temperature TA ' is calculated from the difference between the measured exhaust gas temperature TA and the exhaust manifold temperature TAK.
  • the correction factor F depends on the load and speed of the internal combustion engine. It is determined experimentally.
  • FIG. 3 shows a special embodiment of the exhaust gas temperature correction element 30.
  • the input signals such as measured exhaust gas temperature TA, speed n, basic fuel mass value ME, exhaust manifold temperature TAK and engine temperature TM go directly to averaging 33.
  • the speed signal and a signal about the fuel mass ME to be injected are fed to control range search 31 .
  • the output signal of the control range search, the measured exhaust gas temperature TA and possibly other variables such as time serve as an input signal for the measurement window search 32.
  • Their output signals go directly to the averaging 33.
  • a part of the output signals of the averaging reaches the first correction element 34. Its output signal and the remaining output signals averaging is fed to a second correction element 36. Its output signal serves as the output signal of the exhaust gas temperature correction element 30.
  • the exhaust gas temperature correction member 30 has the following function. All output signals of the measurement data acquisition and standardization 25 serve as input signals of the correction element.
  • the control range search 31 selects a control range which is predetermined by lower and upper speed and load limits. The upper speed limit and, or the upper load limit can also be omitted. The internal combustion engine is only controlled within these limit values (control range), it is controlled outside the control range, the controller manipulated variable is retained even when the controller is switched off.
  • the measurement window search 32 searches in the course of the measured exhaust gas temperature TA for a measurement window with a quasi-steady state in the range of seconds.
  • a measurement window is only formed when the engine temperature exceeds a certain threshold value and the speed and the load are within defined limits within the control range. This can prevent the activation of the exhaust gas temperature control in unfavorable operating conditions.
  • a range is selected in which the exhaust gas temperature has a quasi-steady state.
  • a certain period of time is specified for the measurement window search and a check is carried out to determine whether the exhaust gas temperature exceeds predetermined limits in this period. If the limits are not exceeded, one speaks of a measurement window with a quasi-steady state of the measurement signal.
  • the measuring window is defined by the specified period (length of the measuring window) and by the temperature range covered during this period (height of the measuring window).
  • the measurement window is defined by the temperature range and the period in which the temperature lies within the selected temperature range.
  • the classes are classified based on various criteria. These are the length, area or height of the measuring window the gradient of the exhaust gas temperature curve or the number of turning points occurring in the exhaust gas temperature curve. Measuring windows of the same classes can have the same length in time with different heights, the same height with different lengths or with the same area different lengths with correspondingly different heights.
  • the usability of the measurement window can also be made dependent on its history, for example the course of the exhaust gas temperature or other recorded operating parameters. If a usable measurement window is found, the signals required for the control, such as e.g. B. speed, basic fuel mass value exhaust gas manifold temperature, engine temperature and possibly other quantities, in the averaging 33 formed the arithmetic mean values. All measurement data recorded within the measurement window limits can be used for averaging, or only part of the data is used.
  • the first correction element 34 calculates the exhaust gas temperature TA 'from the average measured exhaust gas temperature TAM, the average speed nM, the average fuel mass basic value MEM and the average exhaust manifold temperature TAKM.
  • This correction element includes the correction of the time behavior of the measured exhaust gas temperature.
  • the correction factor F is dependent on the load and speed. It is determined empirically and, if necessary, adjusted for long-term changes in the self-igniting internal combustion engine.
  • the correction element 42 in FIG. 4 has the same task as the correction element 34 in FIG. 3. From the measured exhaust gas temperature TA, speed n, basic fuel mass value ME and exhaust manifold temperature TAK, the correction element 42 calculates the exhaust gas temperature TA '. The calculation is carried out continuously via a model feedback, so that the control can also be carried out continuously. The measured variables are not averaged.
  • the adaptation to the current operating state of the engine is carried out by taking the average engine temperature TMM into account. Other variables such as the intake air temperature can also be taken into account.
  • the second correction element 36 supplies the corrected exhaust gas temperature TA ⁇ .
  • FIG. 4 shows a further possible embodiment of the exhaust gas temperature correction element 30.
  • All output signals of the measurement data acquisition and standardization 25 serve as input signals of the exhaust gas temperature correction element.
  • Four input signals are fed to the first correction element 42.
  • the second correction element 44 is acted upon by the output signal of the first correction element and the other input signals. It fulfills the same function as the correction element 36 in FIG. 3.
  • the output signal of the second correction element 44 also serves as the output signal of the exhaust gas temperature correction element 30.
  • the correction takes place depending on the class of the measurement window found.
  • the control parameters are selected depending on the class of the measurement window.
  • the exhaust manifold exchanges thermal energy with the exhaust gas. On the other hand, it releases thermal energy into the environment.
  • the exhaust manifold changes its temperature with the time constant zkr, which depends on the speed and the load.
  • the exhaust gas temperature TABG at the installation location of the thermocouple is lower in the steady state than the exhaust gas temperature TA 'at the exhaust valve, since part of the heat energy flows through the exhaust manifold to the environment.
  • the factor kkr describes this proportion. Because the exhaust gas exchanges heat energy with the exhaust manifold, the exhaust gas temperature at the installation location of the temperature sensor does not reach its steady-state value immediately after a load change, but rather a value which is determined by the factor x.
  • the factor (1 - x) denotes the exhaust gas temperature component that is missing from the stationary value. This value is reached when the heat energy inflow from the exhaust gas to the exhaust manifold is equal to the outflow from the manifold to the surroundings (see FIG. 2). When this flow equilibrium is reached, the exhaust manifold temperature also no longer changes.
  • the exhaust gas temperature TA measured by the temperature sensor is delayed by the inertia of the sensor. The time constant for this temperature change in the sensor is designated zf.
  • the correction model can thus be described by the following equations in the Laplace area.
  • TA TABG / (1 + zf * s)
  • TABG (1 - x) * TAK + x + TA ′
  • TAK kkr * TA ′ / (1 + zkr * s)
  • the calculation of the exhaust gas temperature TA ' is carried out in two stages. First TABG is determined from TA, then TA ′ is calculated from TABG and TAK. In order to reduce excessive noise when evaluating the recursion formula for TABG, the measured exhaust gas temperature signal is filtered in the measurement data acquisition and standardization 25. The recursion formula for TABG is obtained by transforming equation 3 into the time domain and by introducing the backward difference quotient. This is how you get the recursion formula.
  • TABG (k) TA (k) * (1 + zf / t) - TA (k-1) * zf / t
  • Equations 6 and 7 are evaluated in each calculation step.
  • the values of the previous calculation step k-1 are used for each calculation step k.
  • the model also contains the exhaust manifold temperature TAK as a state variable, the hardware expenditure can be reduced by dispensing with the measurement of TAK.
  • the exhaust manifold temperature TAK is calculated from the measured exhaust gas temperature TA. This means that the measurement of TAK can be dispensed with and TA 'can be determined from TA alone. Since two differentiations have to be made in the back calculation, an exact determination of the model parameters is kkr, x, zkr and zf and a smooth measurement signal of the thermocouple necessary.
  • TA ′ k (x * zkr / t * TA ′ k-1 + [(1 + (zkr + zf) / t + (zkr * zf) / t2)] * TA k + [(zkr + zf) / t + 2 * (zkr * zf) / t2] * TA k-1 + (zkr * zf) / t2) * TA k-2 ) / (kkr - x * kkr + x + x * zkr / t)
  • the exhaust gas temperature TA ' k is therefore a function of the last calculated exhaust gas temperature TA' k-1 and the three last measured exhaust gas temperatures TA k , TA k-1 and TA k-2 .
  • the model is adapted to the motor-vehicle combination using the four parameters zkr, zf, x and kkr.
  • the two time constants zkr and zf as well as the parameter x are determined from load jumps on the test bench, where x, as shown in Figure 2, is determined directly from the initial jump height. All parameters vary depending on the speed and load.
  • the continuously calculated exhaust gas temperature TA ' is adapted in the second correction element 44 to the engine temperature TM. This gives the corrected exhaust gas temperature TA ⁇ .
  • FIG. 5 shows possible exemplary embodiments of the controller 56.
  • the output signal T of the comparator 54 (FIG. 1) is supplied to either the controller 71 or the controller 72 depending on a load-dependent signal ME. These generate the adaptation variables AF1 or AF2 for the corresponding load range.
  • the controller 71 determines the adaptation variable AF1 as a function of T.
  • the controller 72 determines the adaptation variable AF2 as a function of T.
  • a separate controller is available for the upper and the lower load range, which calculates the adjustment variable which is most effective for this load range.
  • the adaptation variables are then used in all load ranges to calculate the fuel mass MEA to be injected.
  • a self-adjusting controller can also be used in each case.
  • Figure 5b shows such a self-adjusting controller. This can take the place of controller 71 or 72 of Figure 5a.
  • the controller 70 generates one of the adaptation variables which are supplied to the node 63 on the one hand and to the map 61 on the other.
  • the adaptation variable is stored weighted in the map 61 at the associated operating point.
  • the average speed nM and the average fuel mass value MEM define this operating point.
  • the evaluation circuit 60 processes the values of the map 61 according to a suitable strategy and stores the values in the map 62 and at the same time corrects the integral negotiation of the PI controller 70.
  • the evaluation circuit 60 can operate according to the following strategy, for example.
  • the evaluation circuit 60 is activated after a certain number of control windows found or a certain number of entries in the characteristic diagram 61.
  • the mean value is first formed from all the adjustment variables stored in the characteristic map 61, weighted.
  • This mean value forms the new integral value of the controller 70.
  • the difference between the mean value and all the adaptation variables stored in the map 61 at a specific operating point is stored in the map 62 at the same operating point. Map 61 is then deleted.
  • An operating point in the map 62 is defined by the fuel mass ME and the speed n.
  • the characteristic diagram 62 delivers an output signal depending on the instantaneous speed n and the load ME, which is led to the node 63 and is superimposed there on the respective adaptation variable.
  • This evaluation of the exhaust gas temperature can be used for one as well as for several signals, e.g. also for one or more exhaust gas temperature signals per cylinder, or separately for each cylinder. Special correction methods, which are adapted to the conditions of the respective installation site, can be used.
  • control can also be extended to the sequential influencing of certain cylinders.

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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)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

Stand der TechnikState of the art

Die Erfindung betrifft ein Refgelsystem für eine selbstzündende Brennkraftmaschine gemäß dem Oberbegriff des Anspruchs 1 vergleiche GB-A-2 111 255. Ein weiteres System zur Regelung von Betriebsparametern einer Brennkraftmaschine ist aus dem SAE-Paper 800167 "Electronic Control of Diesel Passenger Cars bekannt. Dort wird ein Regelsystem für eine selbstzündende Brennkraftmaschine beschrieben. Dieses enthält Sensoren für Betriebskenngrößen, ein elektronisches Steuergerät und ein Stellglied für die der Brennkraftmaschine zuzumessende Kraftstoffmenge. Dabei berechnet das Steuergerät abhängig von verschiedenen Betriebskenngrößen die der Brennkraftmaschine zuzumessende Kraftstoffmenge. Des weiteren ist aus der DE-OS 33 03 617 ein Regelsystem zur Regelung von Betriebsparametern einer selbstzündenden Brennkraftmaschine beschrieben. Dabei wird abhängig von der Differenz zwischen einem Sollwert der Abgastemperatur und einem vom Betriebszustand der Brennkraftmaschine abhängigen Istwert ein mengenbestimmendes Einstellorgan angesteuert. Ferner ist aus der DE-OS-31 49 095 eine Einrichtung bekannt, die abhängig von verschiedenen Betriebkenngrößen die einzuspritzende Kraftstoffmenge bestimmt. Dabei wird das Kraftstoffmengensignal abhängig von einem Abgastemperatursignal auf einen höchstzulässigen Wert begrenzt.The invention relates to a control system for a self-igniting internal combustion engine according to the preamble of claim 1, see GB-A-2 111 255. A further system for controlling operating parameters of an internal combustion engine is known from SAE paper 800167 "Electronic Control of Diesel Passenger Cars. There A control system for a self-igniting internal combustion engine is described, which contains sensors for operating parameters, an electronic control unit and an actuator for the amount of fuel to be metered to the engine. The control unit calculates the amount of fuel to be metered to the engine depending on various operating parameters. Furthermore, from DE-OS 33 03 617 describes a control system for controlling operating parameters of a self-igniting internal combustion engine, depending on the difference between a target value of the exhaust gas temperature and one which is dependent on the operating state of the internal combustion engine Actual value controlled a quantity-determining setting element. Furthermore, from DE-OS-31 49 095 a device is known which determines the amount of fuel to be injected depending on various operating parameters. The fuel quantity signal is limited to a maximum permissible value depending on an exhaust gas temperature signal.

Bei diesen Verfahren können keinerlei Störeinflüsse, die die Betriebskenngrößen der Brennkraftmaschine beeinflussen, korrigiert werden.With these methods, no interference influences that influence the operating parameters of the internal combustion engine can be corrected.

Der Erfindung liegt die Aufgabe zugrunde, bei einem Regelsystem für eine selbstzündende Brennkraftmaschine der eingangs genannten Art, schädliche Störeinflüsse zu korrigieren.The invention has for its object to correct harmful interference in a control system for a self-igniting internal combustion engine of the type mentioned.

Diese Aufgabe wird durch die im Anspruch 1 gekennzeichneten Merkmale gelöst.This object is achieved by the features characterized in claim 1.

Vorteile der ErfindungAdvantages of the invention

Das erfindungsgemäße Regelsystem mit den Merkmalen des Anspruchs 1 hat den Vorteil, daß mittels eines Korrekturverfahrens die Abgastemperatur aus der gemessenen Abgastemperatur gewonnen wird. In das Korrekturverfahren gehen dabei verschiedene Betriebskenngrößen ein, die durch Störeinflüsse beeinflußt werden. Dadurch ist es möglich, äußere und innere Störeinflüsse auszuregeln.The control system according to the invention with the features of claim 1 has the advantage that the exhaust gas temperature is obtained from the measured exhaust gas temperature by means of a correction method. Various operating parameters, which are influenced by interference, are included in the correction process. This makes it possible to correct external and internal interference.

Vorteilhafte Ausgestaltungen und Weiterbildungen der Erfindung sind in den Unteransprüchen gekennzeichnet.Advantageous refinements and developments of the invention are characterized in the subclaims.

Zeichnungdrawing

Ein Ausführungsbeispiel der Erfindung wird in den Zeichnungen dargestellt und im Beschreibungsteil näher erläutert. Es zeigen Figur 1 schematisch das Prinzip der Kraftstoffmassenregelung einer selbstzündenden Brennkraftmaschine, Figur 2 ein Schaubild zur Verdeutlichung der Korrektur des Zeitverhaltens der gemessenen Abgastemperatur, Figur 3 eine detaillierte Darstellung der stationären Meßwertverarbeitung, Figur 4 eine detallierte Darstellung der dynamischen Abgastemperaturkorrektur, Figur 5 zeigt mögliche Realisierungen des Reglers 56.An embodiment of the invention is illustrated in the drawings and explained in more detail in the description part. FIG. 1 shows schematically the principle of the fuel mass control of a self-igniting internal combustion engine, FIG. 2 shows a diagram to illustrate the correction of the time behavior of the measured exhaust gas temperature, FIG. 3 shows a detailed representation of the stationary measurement value processing, FIG. 4 shows a detailed representation of the dynamic exhaust gas temperature correction, and FIG of controller 56.

Beschreibung des AusführungsbeispielsDescription of the embodiment

Das Ausführungsbeispiel betrifft ein elektronisches Regelsystem für die pro Hub einzuspritzende Kraftstoffmasse einer selbstzündenden Brennkraftmaschine. Einem an sich bekannten Kraftstoffmassenregler 12 werden Signale abhängig von der Fahrpedalstellung FP und von verschiedenen Betriebskenngrößen y zugeführt. Dieser Kraftstoffmassenregler 12 erzeugt einen Kraftstoffmassengrundwert ME. Dieser wird zum einen der Meßdatenerfassung und Normierung 25 und zum anderen dem Korrekturglied 14 zugeführt. Mit dem Ausgangssignal MEA des Korrekturglieds wird ein mengenbestimmendes Stellglied 15 der Brennkraftmaschine 16, auf die verschiedene äußere und innere Störeinflüsse 18 einwirken, beaufschlagt. Von Sensoren erzeugte Signale von Betriebskenngrößen wie Motortemperatur TM, Abgaskrümmertemperatur TAK, Drehzahl n, gemessene Abgastemperatur TA und weitere Betriebskenngrößen x, wie z.B. die Ansauglufttemperatur, gelangen zur Meßdatenerfassung und Normierung 25, von wo sie zu einem Abgastemperaturkorrekturglied 30 weitergeleitet werden. Zwei Ausgangssignale der Meßdatenerfassung und Normierung gelangen zu einem Kennfeld 50. Die Ausgangssignale des Abgastemperaturkorrekturglieds 30 und des Kennfeldes 50 werden über einen Vergleicher 54 zum Regler 56 weitergeleitet. Der Regler 56 erhält ein weiteres Signal direkt von der Meßdatenerfassung und Normierung 25. Die Ausgangssignale des Reglers 56 gelangen zum Korrekturglied 14.The exemplary embodiment relates to an electronic control system for the fuel mass to be injected per stroke of a self-igniting fuel Internal combustion engine. A fuel mass controller 12 known per se is supplied with signals depending on the accelerator pedal position FP and on various operating parameters y. This fuel mass controller 12 generates a basic fuel mass value ME. This is supplied on the one hand to the measurement data acquisition and standardization 25 and on the other hand to the correction element 14. The output signal MEA of the correction element is applied to a quantity-determining actuator 15 of the internal combustion engine 16, on which various external and internal interference influences 18 act. Signals generated by sensors of operating parameters such as engine temperature TM, exhaust manifold temperature TAK, speed n, measured exhaust gas temperature TA and other operating parameters x, such as the intake air temperature, arrive at the measurement data acquisition and standardization 25, from where they are forwarded to an exhaust gas temperature correction element 30. Two output signals from the measurement data acquisition and standardization arrive at a characteristic diagram 50. The output signals of the exhaust gas temperature correction element 30 and the characteristic diagram 50 are forwarded to the controller 56 via a comparator 54. The controller 56 receives another signal directly from the measurement data acquisition and standardization 25. The output signals from the controller 56 reach the correction element 14.

Die in Figur 1 dargestellte Regelung funktioniert nun wie folgt: Der Kraftstoffmassenregler 12 berechnet in Abhängigkeit von der Fahrpedalstellung, die den Fahrgeschwindigkeitswunsch des Fahrers wiederspiegelt und weiteren Betriebskenngrößen den Kraftstoffmassengrundwert ME. Dieses Signal ME wird zum einen zu der Meßdatenerfassung und Normierung 25 und zum anderen zu dem Korrekturglied 14 weitergeleitet. Das Korrekturglied berechnet mittels Anpaßgrößen AF1 und AF2, die von dem Regler 56 geliefert werden, ein Signal MEA zur Ansteuerung des Stellglieds 15. Dieses Signal wird dem mengenbestimmenden Stellglied 15 der Brennkraftmaschine zugeführt. Das Stellglied mißt der Brennkraftmaschine 16 die dem Ausgangssignal des Korrekturglieds 14 entsprechende Kraftstoffmasse zu. Auf die Brennkraftmaschine wirken verschiedene äußere und innere Störeinflüsse 18 wie Luftdruck, Alterung und weitere Einflüsse ein. Verschiedene Betriebskenngrößen wie Motortemperatur, Abgaskrümmertemperatur, gemessene Abgastemperatur, Motordrehzahl und weitere Größen werden durch Sensoren ermittelt und von der Meßdatenerfassung und Normierung 25 erfaßt und aufgearbeitet. Die von Meßdatenerfassung und Normierung 25 erfaßten Daten werden so aufgearbeitet, daß sie von einem elektronischen System weiterverarbeitet werden können. Die normierten Meßdaten werden zu dem Abgastemperaturkorrekturglied 30 weitergeleitet. Dieses Abgastemperaturkorrekturglied 30 berechnet aus der gemessenen Abgastemperatur TA die korrigierte Abgastemperatur TA˝ in Abhängigkeit der übrigen erfaßten Betriebskenngrößen der Brennkraftmaschine. Diese korrigierte Abgastemperatur dient als Istgröße und wird mit der Sollgröße der Abgastemperatur verglichen. Die Sollgröße wird einem Kennfeld 50 entnommen, das den Sollzusammenhang zwischen Sollabgastemperatur und verschiedenen Betriebskenngrößen, insbesondere der einzuspritzenden Kraftstoffmasse ME und der Motordrehzahl n, enthält. Ein solches Sollkennfeld kann, unter Verwendung definierter Umgebungs- und Betriebsbedingungen, durch Motor-Prüfstandsversuche repräsentativ für einen bestimmten Motortyp festgelegt werden.The control system shown in FIG. 1 now works as follows: The fuel mass controller 12 calculates the basic fuel mass value ME as a function of the accelerator pedal position, which reflects the driver's desired travel speed and other operating parameters. This signal ME is forwarded on the one hand to the measurement data acquisition and standardization 25 and on the other hand to the correction element 14. The correction element calculates a signal MEA for controlling the actuator 15 by means of adaptation variables AF1 and AF2, which are supplied by the controller 56. This signal is fed to the quantity-determining actuator 15 of the internal combustion engine. The actuator measures the internal combustion engine 16 the fuel mass corresponding to the output signal of the correction element 14. On the internal combustion engine act different external and internal interference 18 such as air pressure, aging and other influences. Various operating parameters such as engine temperature, exhaust manifold temperature, measured exhaust gas temperature, engine speed and other variables are determined by sensors and recorded and processed by the measurement data acquisition and standardization 25. The data recorded by measurement data acquisition and standardization 25 are processed in such a way that they can be processed further by an electronic system. The standardized measurement data are forwarded to the exhaust gas temperature correction element 30. This exhaust gas temperature correction element 30 calculates the corrected exhaust gas temperature TA˝ from the measured exhaust gas temperature TA as a function of the other recorded operating parameters of the internal combustion engine. This corrected exhaust gas temperature serves as an actual variable and is compared with the target variable of the exhaust gas temperature. The target variable is taken from a characteristic diagram 50, which contains the target relationship between the target exhaust gas temperature and various operating parameters, in particular the fuel mass ME to be injected and the engine speed n. Such a target characteristic map can be defined using engine test bench tests representative of a specific engine type using defined environmental and operating conditions.

Die Regelabweichung, die man durch den Vergleich von Ist- und Sollabgastemperatur erhält, wird dem Regler 56 zugeführt. Abhängig von der Regelabweichung und dem aktuellen Lastbereich, werden durch den Regler 56 additiv bzw. multiplikativ wirkende Anpaßgrößen erzeugt. In diesem Ausführungsbeispiel wirken zwei Größen. Eine Anpassungsgröße AF1 wird im unteren Lastbereich ermittelt und wirkt im gesamten Lastbereich additiv. Sie soll vorzugsweise den Einfluß von Alterungs- und Drifterscheinungen des Einspritzsystems ausgleichen. Die andere Anpaßgröße AF2 wird im oberen Lastbereich ermittelt und wirkt im gesamten Lastbereich multiplikativ. Sie soll vorwiegend äußere Einflüsse, wie Luftdruck und Lufttemperatur, ausgleichen. Das Korrekturglied 14 bestimmt in Abhängigkeit von dem vom Regler 12 berechneten Kraftstoffmassengrundwert ME und den Anpaßgrößen die angepaßte einzuspritzende Kraftstoffmasse MEA, nach folgender Formel: MEA = AF2 * ME + AF1

Figure imgb0001
The control deviation, which is obtained by comparing the actual and target exhaust gas temperatures, is fed to the controller 56. Depending on the control deviation and the current load range, the additive or multiplicative adjustment variables are generated by the controller 56. In this embodiment, two sizes work. An adaptation variable AF1 is determined in the lower load range and has an additive effect in the entire load range. It should preferably compensate for the influence of aging and drift phenomena in the injection system. The other adaptation variable AF2 is determined in the upper load range and has a multiplicative effect in the entire load range. It is primarily intended to compensate for external influences such as air pressure and air temperature. The Correction element 14 determines the adjusted fuel mass MEA to be injected, depending on the fuel mass value ME calculated by the controller 12 and the adaptation variables, according to the following formula: MEA = AF2 * ME + AF1
Figure imgb0001

Werden nicht in jedem Zeitraum und jedem Betriebszustand Anpassungsgrößen erzeugt, so werden die Anpaßgrößen zur Steuerung der einzuspritzenden Kraftstoffmasse pro Hub verwendet, die vor diesem Zeitraum ermittelt wurden. Die Anpassungsgrößen werden vorzugsweise so von dem Regler 56 gespeichert, daß sie auch nach dem Ausschalten des Fahrzeuges zur Verfügung stehen. Auf diese Weise stehen die zuletzt ermittelten Anpassungsgrößen bei erneutem Einschalten sofort wieder zur Verfügung.If adaptation variables are not generated in every period and every operating state, the adaptation variables for controlling the fuel mass to be injected per stroke, which were determined before this period, are used. The adaptation variables are preferably stored by the controller 56 such that they are available even after the vehicle has been switched off. In this way, the last adjustment values determined are immediately available again when the device is switched on again.

Figur 2 dient zur Verdeutlichung des Abgaskorrekturverfahrens. Das Diagramm zeigt den Temperaturverlauf verschiedener Temperatursensoren und der wahren Abgastemperatur bei plötzlicher positiver Laständerung. In der Skizze sind die Einbauorte des Abgastemperatursensors 37 und des Abgaskrümmertemperatursensors 38 im Abgaskrümmer 40 eingezeichnet. Die Abgastemperatur TA′ folgt der Laständerung unverzüglich. Die im Abgasstrom gemessene Abgastemperatur TA folgt der Laständerung nur mit einer Verzögerung. Die Abgaskrümmertemperatur TAK ist nach positivem Lastsprung kleiner als die gemessene Abgastemperatur. Aus der Differenz zwischen gemessener Abgastemperatur TA und der Abgaskrümmertemperatur TAK wird die Abgastemperatur TA′ berechnet. Der Korrekturfaktor F ist abhängig von Last und Drehzahl der Brennkraftmaschine. Er wird experimentiell ermittelt. Die Berechnung der Abgastemperatur TA′ erfolgt mit folgender Formel: TA′ = TA + F * (TA - TAK)

Figure imgb0002
Figure 2 is used to illustrate the exhaust gas correction method. The diagram shows the temperature profile of various temperature sensors and the true exhaust gas temperature in the event of a sudden positive load change. The installation locations of the exhaust gas temperature sensor 37 and the exhaust manifold temperature sensor 38 in the exhaust manifold 40 are shown in the sketch. The exhaust gas temperature TA 'follows the change in load immediately. The exhaust gas temperature TA measured in the exhaust gas flow follows the load change only with a delay. The exhaust manifold temperature TAK is lower than the measured exhaust gas temperature after a positive load jump. The exhaust gas temperature TA 'is calculated from the difference between the measured exhaust gas temperature TA and the exhaust manifold temperature TAK. The correction factor F depends on the load and speed of the internal combustion engine. It is determined experimentally. The exhaust gas temperature TA ′ is calculated using the following formula: TA ′ = TA + F * (TA - TAK)
Figure imgb0002

Diese Formel gilt sowohl für die gemessenen Größen als auch die gemittelten Größen (TAM, TAKM)This formula applies to both the measured sizes and the averaged sizes (TAM, TAKM)

Figur 3 zeigt eine spezielle Ausführung des Abgastemperaturkorrekturgliedes 30. Die Eingangssignale wie gemessene Abgastemperatur TA, Drehzahl n, Kraftstoffmassengrundwert ME, Abgaskrümmertemperatur TAK und der Motortemperatur TM gelangen direkt zur Mittelwertbildung 33. Das Drehzahlsignal und ein Signal über die einzuspritzende Kraftstoffmasse ME werden der Regelbereichsuche 31 zugeführt. Das Ausgangssignal der Regelbereichsuche, die gemessene Abgastemperatur TA und eventuel weitere Größen wie die Zeit dienen als Eingangssignal für die Meßfenstersuche 32. Deren Ausgangssignale gelangen direkt zur Mittelwertbildung 33. Ein Teil der Ausgangssignale der Mittelwertbildung gelangt zum ersten Korrekturglied 34. Dessen Ausgangssignal und die restlichen Ausgangssignale der Mittelwertbildung werden einem zweiten Korrekturglied 36 zugeführt. Dessen Ausgangssignal dient als Ausgangssignal des Abgastemperaturkorrekturgliedes 30.FIG. 3 shows a special embodiment of the exhaust gas temperature correction element 30. The input signals such as measured exhaust gas temperature TA, speed n, basic fuel mass value ME, exhaust manifold temperature TAK and engine temperature TM go directly to averaging 33. The speed signal and a signal about the fuel mass ME to be injected are fed to control range search 31 . The output signal of the control range search, the measured exhaust gas temperature TA and possibly other variables such as time serve as an input signal for the measurement window search 32. Their output signals go directly to the averaging 33. A part of the output signals of the averaging reaches the first correction element 34. Its output signal and the remaining output signals averaging is fed to a second correction element 36. Its output signal serves as the output signal of the exhaust gas temperature correction element 30.

Das Abgastemperaturkorrekturglied 30 hat folgende Funktion. Als Eingangssignale des Korrekturgliedes dienen alle Ausgangssignale der Meßdatenerfassung und Normierung 25. Die Regelbereichsuche 31 wählt einen durch untere und obere Drehzahl- und Lastgrenzen vorgegebenen Regelbereich aus. Die obere Drehzahlgrenze und, oder die obere Lastgrenze kann auch entfallen. Nur innerhalb dieser Grenzwerte (Regelbereich) wird die Brennkraftmaschine geregelt, außerhalb des Regelbereichs wird sie gesteuert, die Reglerstellgröße bleibt auch bei ausgeschaltetem Regler erhalten.The exhaust gas temperature correction member 30 has the following function. All output signals of the measurement data acquisition and standardization 25 serve as input signals of the correction element. The control range search 31 selects a control range which is predetermined by lower and upper speed and load limits. The upper speed limit and, or the upper load limit can also be omitted. The internal combustion engine is only controlled within these limit values (control range), it is controlled outside the control range, the controller manipulated variable is retained even when the controller is switched off.

Die Meßfenstersuche 32 sucht im Verlauf der gemessenen Abgastemperatur TA nach einem Meßfenster mit quasistationärem Zustand im Sekundenbereich. Die Bildung eines Meßfensters erfolgt erst, wenn die Motortemperatur einen bestimmten Schwellwert übersteigt, und die Drehzahl und die Last innerhalb festgelegter Grenzwerte dem Regelbereich liegen. Dadurch kann die Aktivierung der Abgastemperaturregelung bei ungünstigen Betriebsbedingungen verhindert werden. Es wird ein Bereich ausgewählt in dem die Abgastemperatur einen quasistationären Zustand besitzt.The measurement window search 32 searches in the course of the measured exhaust gas temperature TA for a measurement window with a quasi-steady state in the range of seconds. A measurement window is only formed when the engine temperature exceeds a certain threshold value and the speed and the load are within defined limits within the control range. This can prevent the activation of the exhaust gas temperature control in unfavorable operating conditions. A range is selected in which the exhaust gas temperature has a quasi-steady state.

Zur Meßfenstersuche wird ein bestimmter Zeitraum vorgegeben und überprüft ob in diesem Zeitraum die Abgastemperatur vorgegebene Grenzen überschreited. Werden die Grenzen nicht überschritten, so spricht man von einem Meßfenster mit quasistationärem Zustand des Meßsignals. Das Meßfenster ist durch den vorgegebenen Zeitraum (Länge des Meßfensters) und durch den in diesem Zeitraum überstrichenen Temperaturbereich (Höhe des Meßfensters) definiert.A certain period of time is specified for the measurement window search and a check is carried out to determine whether the exhaust gas temperature exceeds predetermined limits in this period. If the limits are not exceeded, one speaks of a measurement window with a quasi-steady state of the measurement signal. The measuring window is defined by the specified period (length of the measuring window) and by the temperature range covered during this period (height of the measuring window).

Es ist aber auch möglich einen bestimmten Temperaturbereich für die Bildung des Meßfensters vorzugeben und die Zeit zu erfassen, während der die Abgastemperatur in dem bestimmten Bereich liegt. Auch in diesem Fall ist das Meßfenster durch den Temperaturbereich und den Zeitraum, in dem die Temperatur innerhalb des gewählten Temperaturbereichs liegt, definiert.However, it is also possible to specify a specific temperature range for the formation of the measuring window and to record the time during which the exhaust gas temperature lies in the specific range. In this case too, the measurement window is defined by the temperature range and the period in which the temperature lies within the selected temperature range.

Besonders vorteilhaft ist es, die Meßfenster in verschiedene Klassen einzuteilen. Die Einteilung der Klassen erfolgt anhand verschiedener Kriterien. Dies sind die Länge, Fläche oder die Höhe des Meßfensters b.z.w. die Steigung des Abgastemperaturverlaufs oder die Anzahl der im Abgastemperaturverlauf auftretenden Wendepunkte. Meßfenster der gleichen Klassen können die gleiche zeitliche Länge bei unterschiedlicher Höhe, die gleiche Höhe bei unterschiedlicher Länge oder bei gleicher Fläche unterschiedliche Längen bei entsprechend unterschiedlichen Höhen haben.It is particularly advantageous to divide the measurement windows into different classes. The classes are classified based on various criteria. These are the length, area or height of the measuring window the gradient of the exhaust gas temperature curve or the number of turning points occurring in the exhaust gas temperature curve. Measuring windows of the same classes can have the same length in time with different heights, the same height with different lengths or with the same area different lengths with correspondingly different heights.

Die Verwendbarkeit des Meßfensters kann zusätzlich von dessen Vorgeschichte, z.B. dem Verlauf der Abgastemperatur oder weiterer erfaßter Betriebskenngrößen, abhängig gemacht werden. Ist ein verwendbares Meßfenster gefunden, werden von den für die Regelung benötigten Signalen, wie z. B. Drehzahl, Kraftstoffmassengrundwert Abgaskrümmertemperatur,der Motortemperatur und eventuel weiterer Größen, in der Mittelwertbildung 33 die arithmetischen Mittelwerte gebildet. Zur Mittelwertbildung können alle innerhalb der Meßfenstergrenzen erfaßten Meßdaten verwendet werden, oder es findet nur ein Teil der Daten Verwendung.The usability of the measurement window can also be made dependent on its history, for example the course of the exhaust gas temperature or other recorded operating parameters. If a usable measurement window is found, the signals required for the control, such as e.g. B. speed, basic fuel mass value exhaust gas manifold temperature, engine temperature and possibly other quantities, in the averaging 33 formed the arithmetic mean values. All measurement data recorded within the measurement window limits can be used for averaging, or only part of the data is used.

Aus der gemittelten gemessenen Abgastemperatur TAM, der mittleren Drehzahl nM, dem mittleren Kraftstoffmassengrundwerts MEM und der mittleren Abgaskrümmertempertur TAKM errechnet das erste Korrekturglied 34 die Abgastemperatur TA′. Dieses Korrekturglied beinhaltet die Korrektur des Zeitverhaltens der gemessenen Abgastemperatur. Mit Hilfe des Korrekturfaktors F und der Temperaturdifferenz zwischen mittlerer Abgastemperatur TAM und der mittleren Abgaskrümmertemperatur TAKM wird mittels der Formel 2 die Abgastemperatur TA′ errechnet. Der Korrekturfaktor F ist last- und drehzahlabhängig. Er wird empirisch ermittelt und bei Bedarf an Langzeitänderungen der selbstzündenden Brennkraftmaschine angeglichen.The first correction element 34 calculates the exhaust gas temperature TA 'from the average measured exhaust gas temperature TAM, the average speed nM, the average fuel mass basic value MEM and the average exhaust manifold temperature TAKM. This correction element includes the correction of the time behavior of the measured exhaust gas temperature. With the help of the correction factor F and the temperature difference between the average exhaust gas temperature TAM and the average exhaust manifold temperature TAKM, the exhaust gas temperature TA 'is calculated using Formula 2. The correction factor F is dependent on the load and speed. It is determined empirically and, if necessary, adjusted for long-term changes in the self-igniting internal combustion engine.

Das Korrekturglied 42 in Figur 4 hat diesselbe Aufgabe wie das Korrekturglied 34 in Figur 3. Aus gemessener Abgastemperatur TA, Drehzahl n, Kraftstoffmassengrundwert ME und Abgaskrümmertemperatur TAK berechnet das Korrekturglied 42 die Abgastemperatur TA′. Die Berechnung erfolgt kontinuierlich über eine Modellrückführung, so daß auch die Regelung kontinuierlich erfolgen kann. Es folgt keine Mittelwertbildung der Meßgrößen.The correction element 42 in FIG. 4 has the same task as the correction element 34 in FIG. 3. From the measured exhaust gas temperature TA, speed n, basic fuel mass value ME and exhaust manifold temperature TAK, the correction element 42 calculates the exhaust gas temperature TA '. The calculation is carried out continuously via a model feedback, so that the control can also be carried out continuously. The measured variables are not averaged.

Im zweiten Korrekturglied 36 wird durch Berücksichtigung der mittleren Motortemperatur TMM die Anpassung an den aktuellen Betriebszustand des Motors vorgenommen. Es können auch weitere Größen wie die Ansauglufttemperatur berücksichtigt werden. Das zweite Korrekturglied 36 liefert die korrigierte Abgastemperatur TA˝.In the second correction element 36, the adaptation to the current operating state of the engine is carried out by taking the average engine temperature TMM into account. Other variables such as the intake air temperature can also be taken into account. The second correction element 36 supplies the corrected exhaust gas temperature TA˝.

Figur 4 zeigt eine weitere mögliche Ausgestaltung des Abgastemperaturkorrekturgliedes 30. Alle Ausgangssignale der Meßdatenerfassung und Normierung 25 dienen als Eingangssignale des Abgastemperaturkorrekturgliedes. Vier Eingangssignale werden dem ersten Korrekturglied 42 zugeleitet. Das zweite Korrekturglied 44 wird mit dem Ausgangssignal des ersten Korrekturglieds und den übrigen Eingangssignalen beaufschlagt. Es erfüllt die gleiche Funktion wie das Korrekturglied 36 der Figur 3. Das Ausgangssignal des zweiten Korrekturgliedes 44 dient gleichzeitig auch als Ausgangssignal des Abgastemperaturkorrekturgliedes 30. Die Korrektur erfolgt abhängig von der Klasse des gefundenen Meßfensters. Die Regelparameter werden abhängig von der Klasse des Meßfensters gewählt.FIG. 4 shows a further possible embodiment of the exhaust gas temperature correction element 30. All output signals of the measurement data acquisition and standardization 25 serve as input signals of the exhaust gas temperature correction element. Four input signals are fed to the first correction element 42. The second correction element 44 is acted upon by the output signal of the first correction element and the other input signals. It fulfills the same function as the correction element 36 in FIG. 3. The output signal of the second correction element 44 also serves as the output signal of the exhaust gas temperature correction element 30. The correction takes place depending on the class of the measurement window found. The control parameters are selected depending on the class of the measurement window.

Den Gleichungen liegt folgendes Modell zugrunde:The equations are based on the following model:

Der Abgaskrümmer tauscht mit dem Abgas Wärmeenergie us. Auf der anderen Seite gibt er Wärmeenergie an die Umgebung ab. Der Abgaskrümmer ändert seine Temperatur mit der Zeitkonstanten zkr, die von der Drehzahl und der Last abhängt. Die Abgastemperatur TABG am Einbauort des Thermoelements ist im eingeschwungenen Zustand niedriger als die Abgastemperatur TA′ am Auslaßventil, da ein Teil der Wärmeenergie über den Abgaskrümmer an die Umgebung abfließt. Diesen Anteil beschreibt der Faktor kkr. Dadurch, daß das Abgas mit dem Abgaskrümmer Wärmeenergie austauscht, erreicht die Abgastemperatur am Einbauort des Temperaturssensors nicht sofort nach einer Laständerung ihren Stationärwert, sondern einen Wert, der durch den Faktor x bestimmt wird. Der Faktor (1 - x) bezeichnet den Abgastemperaturanteil, der zum stationären Wert fehlt. Dieser Wert ist dann erreicht, wenn der Wärmeenergiezufluß vom Abgas zum Abgaskrümmer gleich dem Abfluß vom Krümmer zur Umgebung ist (siehe Figur 2). Wenn dieses Fließgleichgewicht erreicht ist, ändert sich auch die Abgaskrümmertemperatur nicht mehr. Die vom Temperatursensor gemessene Abgastemperatur TA wird durch die Trägheit des Sensors verzögert. Die Zeitkonstante für diese Temperaturänderung des Sensors wird mit zf bezeichnet. Das Korrekturmodell läßt sich damit durch folgende Gleichungen im Laplace-Bereich beschreiben. TA = TABG/(1 + zf * s)

Figure imgb0003
TABG = (1 - x) * TAK + x + TA′
Figure imgb0004
 TAK = kkr * TA′/(1 + zkr * s)
Figure imgb0005
 The exhaust manifold exchanges thermal energy with the exhaust gas. On the other hand, it releases thermal energy into the environment. The exhaust manifold changes its temperature with the time constant zkr, which depends on the speed and the load. The exhaust gas temperature TABG at the installation location of the thermocouple is lower in the steady state than the exhaust gas temperature TA 'at the exhaust valve, since part of the heat energy flows through the exhaust manifold to the environment. The factor kkr describes this proportion. Because the exhaust gas exchanges heat energy with the exhaust manifold, the exhaust gas temperature at the installation location of the temperature sensor does not reach its steady-state value immediately after a load change, but rather a value which is determined by the factor x. The factor (1 - x) denotes the exhaust gas temperature component that is missing from the stationary value. This value is reached when the heat energy inflow from the exhaust gas to the exhaust manifold is equal to the outflow from the manifold to the surroundings (see FIG. 2). When this flow equilibrium is reached, the exhaust manifold temperature also no longer changes. The exhaust gas temperature TA measured by the temperature sensor is delayed by the inertia of the sensor. The time constant for this temperature change in the sensor is designated zf. The correction model can thus be described by the following equations in the Laplace area. TA = TABG / (1 + zf * s)
Figure imgb0003
 TABG = (1 - x) * TAK + x + TA ′
Figure imgb0004
 TAK = kkr * TA ′ / (1 + zkr * s)
Figure imgb0005

Die Berechnung der Abgastemperatur TA′ wird in zwei Stufen durchgeführt. Zunächst wird TABG aus TA bestimmt, danach erfolgt die Berechnung von TA′ aus TABG und TAK. Um ein zu großes Rauschen bei der Auswertung der Rekursionsformel für TABG zu verringern, wird das gemessene Abgastemperatursignal in der Meßdatenerfassung und Normierung 25 gefiltert. Die Rekursionsformel für TABG erhält man durch Transformation der Gleichung 3 in den Zeitbereich, und durch Einführen des rückwärtigen Differenzenquotienten. So erhält man die Rekursionsformel. TABG(k) = TA(k) * (1 + zf/ t) - TA(k-1) * zf/ t

Figure imgb0006
The calculation of the exhaust gas temperature TA 'is carried out in two stages. First TABG is determined from TA, then TA ′ is calculated from TABG and TAK. In order to reduce excessive noise when evaluating the recursion formula for TABG, the measured exhaust gas temperature signal is filtered in the measurement data acquisition and standardization 25. The recursion formula for TABG is obtained by transforming equation 3 into the time domain and by introducing the backward difference quotient. This is how you get the recursion formula. TABG (k) = TA (k) * (1 + zf / t) - TA (k-1) * zf / t
Figure imgb0006

Aus Gleichung 4 ergibt sich: TA′ = (TABG - (1 - x) * TAK) / x

Figure imgb0007
From equation 4 we get: TA ′ = (TABG - (1 - x) * TAK) / x
Figure imgb0007

In jedem Rechenschritt werden die Gleichungen 6 und 7 ausgewertet. Dabei werden für jeden Rechenschritt k die Werte des vorhergehenden Rechenschritts k-1 verwendet.Equations 6 and 7 are evaluated in each calculation step. The values of the previous calculation step k-1 are used for each calculation step k.

Da das Modell auch die Abgaskrümmertemperatur TAK als Zustandsgröße enthält, kann der Hardwareaufwand dadurch reduziert werden, daß man auf die Messung von TAK verzichtet. Dazu wird die Abgaskrümmertemperatur TAK aus der gemessenen Abgastemperatur TA berechnet. Damit kann auf die Messung von TAK verzichtet und TA′ allein aus TA bestimmt werden. Da bei der Rückrechnung zweimal differenziert werden muß, ist eine genaue Bestimmung der Modellparameter kkr, x, zkr und zf sowie ein möglichst glattes Meßsignal des Thermoelements notwendig. Dann kann aus den Gleichungen 3 bis 5 eine Bestimmungsgleichung 8 für TA′ abgeleitet werden: TA′ k = (x * zkr/ t * TA′ k-1 + [(1 + (zkr + zf)/ t + (zkr * zf)/ t²)] * TA k + [(zkr + zf)/ t + 2 * (zkr * zf)/ t²] * TA k-1 + (zkr * zf)/ t²) * TA k-2 )/(kkr - x * kkr + x + x * zkr/ t)

Figure imgb0008
Since the model also contains the exhaust manifold temperature TAK as a state variable, the hardware expenditure can be reduced by dispensing with the measurement of TAK. For this purpose, the exhaust manifold temperature TAK is calculated from the measured exhaust gas temperature TA. This means that the measurement of TAK can be dispensed with and TA 'can be determined from TA alone. Since two differentiations have to be made in the back calculation, an exact determination of the model parameters is kkr, x, zkr and zf and a smooth measurement signal of the thermocouple necessary. Then an equation 8 for TA 'can be derived from equations 3 to 5: TA ′ k = (x * zkr / t * TA ′ k-1 + [(1 + (zkr + zf) / t + (zkr * zf) / t²)] * TA k + [(zkr + zf) / t + 2 * (zkr * zf) / t²] * TA k-1 + (zkr * zf) / t²) * TA k-2 ) / (kkr - x * kkr + x + x * zkr / t)
Figure imgb0008

Die Abgastemperatur TA′k ist also eine Funktion der letzten berechnten Abgastemperatur TA′k-1 sowie der drei letzten gemessenen Abgastemperaturen TAk, TAk-1 und TAk-2.The exhaust gas temperature TA ' k is therefore a function of the last calculated exhaust gas temperature TA' k-1 and the three last measured exhaust gas temperatures TA k , TA k-1 and TA k-2 .

Mit Hilfe der vier Parameter zkr, zf, x und kkr wird das Modell an die Motor-Fahrzeug-Kombination angepaßt. Die beiden Zeitkonstanten zkr und zf sowie der Parameter x werden aus Lastsprüngen am Prüfstand bestimmt, wobei x, wie in Figur 2 gezeigt, direkt aus der Anfangssprunghöhe bestimmt wird. Alle Parameter variieren drehzahl- und lastabhängig. Der Faktor kkr in Formel 8 wird aus den Stationärwerten von Krümmertemperatur TAK und gemessener Abgastemperatur TA bestimmt. Im eingeschwungenen Zustand vereinfacht sich das Modell wie folgt: TABG = TA = x * TA′ + (1 - x) * TAK

Figure imgb0009
The model is adapted to the motor-vehicle combination using the four parameters zkr, zf, x and kkr. The two time constants zkr and zf as well as the parameter x are determined from load jumps on the test bench, where x, as shown in Figure 2, is determined directly from the initial jump height. All parameters vary depending on the speed and load. The factor kkr in formula 8 is determined from the stationary values of manifold temperature TAK and measured exhaust gas temperature TA. In the steady state, the model is simplified as follows: TABG = TA = x * TA ′ + (1 - x) * TAK
Figure imgb0009

Daraus ergibt sich die Bestimmungsgleichung für den Parameter kkr: TA = (x/kkr + 1 - x) * TAK

Figure imgb0010
This results in the equation for the parameter kkr: TA = (x / kkr + 1 - x) * TAK
Figure imgb0010

Die kontinuierlich berechnete Abgastemperatur TA′ wird im zweiten Korrekturglied 44 an die Motortemperatur TM angepaßt. Dadurch erhält man die korrigierter Abgastemperatur TA˝.The continuously calculated exhaust gas temperature TA 'is adapted in the second correction element 44 to the engine temperature TM. This gives the corrected exhaust gas temperature TA˝.

Figur 5 zeigt mögliche Ausführungsbeispiele des Reglers 56. Das Ausgangssignal T des Vergleichers 54 (Figur 1) wird abhängig von einem lastabhängigen Signal ME, entweder dem Regler 71 oder dem Regler 72 zugeführt. Diese erzeugen die Anpaßgrößen AF1 oder AF2 für den entsprechenden Lastbereich. Bei großer Last, der Mittelwert des Kraftstoffmassengrundwertes MEM liegt über einer bestimmten Schwelle, bestimmt der Regler 71 abhängig von T die Anpaßgröße AF1. Bei kleiner Last, der Mittelwert des Kraftstoffmassengrundwertes liegt unterhalb der Schwelle, bestimmt der Regler 72 abhängig von T die Anpaßgröße AF2. Für den oberen und den unteren Lastbereich ist ein separater Regler vorhanden, der die für diesen Lastbereich am stärksten wirkende Anpaßgröße berechnet. Die Anpaßgrößen werden dann in allen Lastbereichen zur Berechnung der einzuspritzenden Kraftstoffmasse MEA verwendet.FIG. 5 shows possible exemplary embodiments of the controller 56. The output signal T of the comparator 54 (FIG. 1) is supplied to either the controller 71 or the controller 72 depending on a load-dependent signal ME. These generate the adaptation variables AF1 or AF2 for the corresponding load range. At high load, the average value of the basic fuel mass value MEM is above a certain threshold, the controller 71 determines the adaptation variable AF1 as a function of T. At low load, the mean value of the basic fuel mass value lies below the threshold, the controller 72 determines the adaptation variable AF2 as a function of T. A separate controller is available for the upper and the lower load range, which calculates the adjustment variable which is most effective for this load range. The adaptation variables are then used in all load ranges to calculate the fuel mass MEA to be injected.

Statt der PI-Regler 71 und 72 kann auch jeweils ein selbstanpassender Regler verwendet werden. Figur 5b zeigt einen solchen selbstanpassenden Regler. Dieser kann an die Stelle der Regler 71 oder 72 von Figur 5a treten. Der Regler 70 erzeugt eine der Anpaßgrößen die zum einen dem Verknüpfungspunkt 63 und zum anderen dem Kennfeld 61 zugeführt werden. Die Anpaßgröße wird in dem Kennfeld 61 an dem zugehörigen Betriebspunkt gewichtet abgespeichert. Die mittlere Drehzahl nM und der mittlere Kraftstoffmassengrundwert MEM definieren diesen Betriebspunkt. Die Auswerteschaltung 60 arbeitet die Werte des Kennfeldes 61 nach einer geeigneten Strategie um und speichert die Werte ins Kennfeld 62 ab und korrigiert gleichzeitig das integrale Verhanden des PI-Reglers 70.Instead of the PI controllers 71 and 72, a self-adjusting controller can also be used in each case. Figure 5b shows such a self-adjusting controller. This can take the place of controller 71 or 72 of Figure 5a. The controller 70 generates one of the adaptation variables which are supplied to the node 63 on the one hand and to the map 61 on the other. The adaptation variable is stored weighted in the map 61 at the associated operating point. The average speed nM and the average fuel mass value MEM define this operating point. The evaluation circuit 60 processes the values of the map 61 according to a suitable strategy and stores the values in the map 62 and at the same time corrects the integral negotiation of the PI controller 70.

Die Auswerteschaltung 60 kann z.B. nach folgender Strategie arbeiten. Die Auswerteschaltung 60 wird nach einer bestimmten Anzahl von gefundenen Regelfenstern, oder einer bestimmten Anzahl von Einträgen in das Kennfeld 61 aktiviert. Es wird zuerst von allen im Kennfeld 61 gewichtet abgespeicherten Anpaßgrößen der Mittelwert gebildet.The evaluation circuit 60 can operate according to the following strategy, for example. The evaluation circuit 60 is activated after a certain number of control windows found or a certain number of entries in the characteristic diagram 61. The mean value is first formed from all the adjustment variables stored in the characteristic map 61, weighted.

Dieser Mittelwert bildet den neuen Integralwert des Reglers 70. Die Differenz zwischen Mittelwert und allen im Kennfeld 61 an einem bestimmten Betriebspunkt abgespeicherten Anpaßgrößen wird am gleichen Betriebspunkt im Kennfeld 62 gespeichert. Anschließend wird Kennfeld 61 gelöscht. Durch die Kraftstoffmasse ME und die Drehzahl n wird ein Betriebspunkt im Kennfeld 62 definiert. Das Kennfeld 62 liefert abhängig von Momentandrehzahl n und Last ME ein Ausgangssignal das zum Verknüpfungspunkt 63 geführt wird, und dort der jeweiligen Anpaßgröße überlagert wird.This mean value forms the new integral value of the controller 70. The difference between the mean value and all the adaptation variables stored in the map 61 at a specific operating point is stored in the map 62 at the same operating point. Map 61 is then deleted. An operating point in the map 62 is defined by the fuel mass ME and the speed n. The characteristic diagram 62 delivers an output signal depending on the instantaneous speed n and the load ME, which is led to the node 63 and is superimposed there on the respective adaptation variable.

Diese Auswertung der Abgastemperatur kann sowohl für ein als auch für mehrere Signale angewendet werden, so z.B. auch für ein oder mehrere Abgastemperatursignale pro Zylinder, oder auch für jeden Zylinder separat. Dabei können spezielle Korrekturverfahren, die den Verhältnissen der jeweiligen Einbaustelle angepaßt sind, zur Verwendung kommen.This evaluation of the exhaust gas temperature can be used for one as well as for several signals, e.g. also for one or more exhaust gas temperature signals per cylinder, or separately for each cylinder. Special correction methods, which are adapted to the conditions of the respective installation site, can be used.

Die Realisierung des beschriebenen Regelsystems mit diskreten Bauteilen oder mit einem Mikrocomputer stellt für den Fachmann kein Problem dar.The implementation of the control system described with discrete components or with a microcomputer is not a problem for the person skilled in the art.

Der Aufgabenbereich der Regelung kann auch auf die sequentielle Beeinflussung bestimmter Zylinder ausgedehnt werden.The scope of the control can also be extended to the sequential influencing of certain cylinders.

Claims (13)

1. Feed-back control system for an internal combustion engine with compression ignition, having sensors for operating parameters, an electronic control unit (12) and a downstream actuator (15) for the fuel mass to be fed to the internal combustion engine (16), wherein a fuel mass basic value (ME) is calculated in the control unit (12) as a function of at least the engine speed and the accelerator pedal position, this fuel mass basic value (ME) being subsequently corrected, wherein the correction takes place as a function of an exhaust gas temperature signal influenced by operating parameters, wherein the exhaust gas temperature signal is obtained from the comparison between a corrected exhaust gas temperature signal (TA˝) and a required exhaust gas temperature value (TA), characterised in that the required exhaust gas temperature value (TA) is taken from a characteristic diagram (50) which contains the required relationship between the fuel mass (ME) to be injected, the resulting exhaust gas temperature (TA) and at least one other operating parameter (n).
2. Feed-back control system according to Claim 1, characterised in that a feed-back control unit (56) having at least PI behaviour generates from the control deviation arising from the comparison, as a function of the current load, at least one adjustment parameter (AF1, AF2), by means of which the fuel mass to be injected per stroke is influenced.
3. Feed-back control system according to Claims 1 and 2, characterised in that an additive adjustment parameter, by means of which compensation is provided preferably for internal influences, is determined in the lower load range and acts additively over the whole load range.
4. Feed-back control system according to Claims 1 and 2, characterised in that a multiplicative adjustment parameter, by means of which compensation is provided preferably for external influences, is determined in the upper load range and acts multiplicatively over the whole load range.
5. Feed-back control system according to at least one of Claims 1 to 4, characterised in that the adjustment parameters are preferably stored in such a way that they retain their information after the vehicle is switched off or after the voltage supply fails, and are immediately available again when the vehicle is put into operation once more.
6. Feed-back control system according to at least one of Claims 1 to 5, characterised in that, in a steady-state correction method, a search is made for a control range and a measurement window in the course of which the measured exhaust gas temperature is quasi-steady-state (measurement window search 32).
7. Feed-back control system according to at least one of Claims 1 to 5, characterised in that a measurement window is formed as a function of at least one of the parameters: desired period, magnitude of the exhaust gas temperature, variation in the exhaust gas temperature or the previous history of the exhaust gas temperature.
8. Feed-back control system according to Claim 7, characterised in that the measurement windows are subdivided into various classes, and the correction takes place as a function of these classes.
9. Feed-back control system according to one of Claims 6 to 8, characterised in that arithmetic averages are formed from the operating parameters necessary for the feed-back control, using at least some of the operating parameters recorded within the measurement window.
10. Feed-back control system according to at least one of Claims 6 to 9, characterised in that an exhaust gas temperature is calculated in a first step of the correction method by means of at least one correction factor, which can be empirically determined, which exhaust gas temperature is adjusted in a second step to at least one further current operating parameter.
11. Feed-back control system according to at least one of Claims 1 to 5, characterised in that, in a dynamic correction method, the exhaust gas temperature instantaneously measured by the exhaust gas temperature sensor is continuously analysed by means of a thermodynamic model, and the corrected exhaust gas temperature is obtained by adjustment to further operating parameters.
12. Feed-back control system according to at least one of Claims 2 to 11, characterised in that the adjustment parameters are stored in a characteristic diagram and are therefore available at any operating point.
13. Feed-back control system according to Claim 12, characterised in that the integral behaviour of the control unit depends on the adjustment parameters.
EP89111045A 1988-07-01 1989-06-19 Feed-back control system for a combustion engine Expired - Lifetime EP0349811B1 (en)

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EP0447646B1 (en) * 1990-03-17 1995-08-30 Robert Bosch Gmbh Error-corrected control system
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JPH08270477A (en) * 1995-03-31 1996-10-15 Yamaha Motor Co Ltd Exhaust pulsation control device for engine
US7024301B1 (en) * 2005-01-14 2006-04-04 Delphi Technologies, Inc. Method and apparatus to control fuel metering in an internal combustion engine

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DE102007000432B4 (en) * 2006-08-09 2014-08-07 Denso Corporation Unburned fuel quantity estimating device in an engine

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