EP0925433A1 - Verfahren zur regelung des kraftstoff-luft-verhältnisses einer brennkraftmaschine - Google Patents
Verfahren zur regelung des kraftstoff-luft-verhältnisses einer brennkraftmaschineInfo
- Publication number
- EP0925433A1 EP0925433A1 EP97928228A EP97928228A EP0925433A1 EP 0925433 A1 EP0925433 A1 EP 0925433A1 EP 97928228 A EP97928228 A EP 97928228A EP 97928228 A EP97928228 A EP 97928228A EP 0925433 A1 EP0925433 A1 EP 0925433A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- lambda probe
- output signal
- signal
- probe
- controller
- 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.)
- Granted
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1486—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor with correction for particular operating conditions
- F02D41/1487—Correcting the instantaneous control value
-
- 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
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/1441—Plural sensors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
- F02D41/1474—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method by detecting the commutation time of the sensor
Definitions
- the invention relates to a method for regulating the fuel-air ratio of an internal combustion engine, the output signal of a first lambda probe, which is arranged in the exhaust gas duct of the internal combustion engine upstream of a catalytic converter, being fed to a controller and the controller being a manipulated variable for the fuel-air ratio emits and that the controller is supplied with a correction signal which is obtained from the output signal of a second lambda probe arranged downstream of the catalytic converter.
- oxygen measuring probes so-called lambda probes
- lambda probes which, for. B. work on the principle of ion conduction through a solid electrolyte due to an oxygen partial pressure difference and emit a voltage signal corresponding to the oxygen partial pressure present in the exhaust gas, which has a voltage jump during the transition from lack of oxygen to excess oxygen or vice versa.
- the output signal of the lambda probe is evaluated by a controller, which in turn regulates the fuel-air mixture via an actuator.
- the primary aim of the regulation of the fuel-air ratio is to reduce harmful portions of the exhaust gas emissions from internal combustion engines.
- the signal of the first lambda probe is corrected, since the probe is subject to signs of aging.
- the invention is therefore based on the object of specifying a method which enables precise and adaptable regulation, so that the fuel-air ratio is further improved in terms of reducing the exhaust gas emission.
- the object is achieved in that the correction signal is weighted as a function of the period of the signal of the first lambda probe.
- the advantage of the invention is that a control variable is superimposed on the controlled system containing the first lambda probe, which is dependent on the actually lasting period of the output signal of the first lambda probe, i. H. the actual fault can be corrected.
- a weighting factor is advantageously determined from the ratio of the actually measured period of the first lambda probe to the period of the first lambda probe in idle.
- the correction signal is obtained from the comparison of the actually measured output signal of the second lambda probe with a reference value.
- the formation of the rectification signal occurs with each change of the lambda probe arranged in front of the catalytic converter.
- the correction signal is advantageously a hold time through which the output signal of the controller is delayed, in particular delayed.
- a difference is formed from the actually measured output signal of the second lambda probe and the reference value, which is integrated in a sign-related manner at the time when the first oxygen measuring probe is turned over, the integrator value being converted into a time.
- the setpoint advantageously corresponds approximately to the mean value of the output signal of the second lambda probe when the first lambda probe is in trouble-free operation.
- the time obtained from the signal of the second lambda sensor is corrected as a function of the load and the speed of the internal combustion engine and is fed to the controlled system in which the fuel injection is adapted.
- Fig. 1 schematic representation of a device for controlling the fuel-air mixture for an internal combustion engine.
- Fig. 2 Voltage curve of a lambda sensor over the fuel-air mixture ( ⁇ factor).
- the device consists of an internal combustion engine 1 with a catalytic converter 2. Air is supplied to the engine 1 via an intake manifold 3.
- the fuel is injected into the intake manifold 3 via injection valves 4.
- a first lambda probe 5 for detecting the engine exhaust gas is arranged between engine 1 and catalytic converter 2.
- a further lambda probe 6 is provided in the exhaust gas duct behind the catalytic converter 2.
- the lambda probes 5 and 6 measure the respective lambda value of the exhaust gas upstream and downstream of the catalytic converter 2.
- Both signals supplied by the lambda probes 5 and 6 are fed to a controller with PI characteristic 8, which is usually arranged in a control unit (not shown in the motor vehicle) .
- the controller 8 uses setpoints 9 and 13 to form an actuating signal which is fed to the injection valves 4.
- This control signal leads to a change in the fuel metering, which, together with the intake air mass (air mass meter 7), results in a specific lambda value of the exhaust gas.
- Each lambda probe delivers a signal curve as shown in FIG. 2 via the ⁇ factor representing the respective fuel-air mixture.
- the resistance or the voltage over the ⁇ factor can be considered.
- the probe If the probe is active, it has a signal voltage that is outside the range (ULSU, ULSO). During the lean deflection, the lambda sensor delivers a minimal output signal that is below ULSU lies. During the fat swing, a maximum voltage signal above ULSO is measured in a range of 600 - 800 mV. This maximum value is subject to certain variations due to manufacturing tolerances and signs of aging, which are corrected by a probe correction factor.
- a second control circuit which contains the second lambda probe 6 downstream of the catalytic converter 2 and which is explained in more detail in FIG. 3.
- the control path 11 contains, as shown in FIG. 1, the injection valves 4, the engine 1, the catalytic converter 2, the lambda probe 5 and the lambda probe 6.
- the controller 8 evaluates both the 1st control circuit of the lambda probe 5 (comparison with setpoint 9) as also the second control loop of the lambda probe 6 (comparison with setpoint 13) and as a result generates the control signal described above.
- the lambda probe 6 arranged in the exhaust gas duct behind the catalytic converter 2 supplies a lambda value in the form of a signal voltage.
- This setpoint U 6S0L is formed from the mean value measured by the lambda probe 6 if the lambda probe 5 arranged in front of the catalytic converter works without problems.
- a signal counter 14 with an upstream comparator 14a increments by 1 if the actual value U 6 , s ⁇ is greater than the target value U 6S0LL . It decrements by 1 if the actual value U 6 , s ⁇ is less than the target value U 6SO LL i st - If both values are the same, the counter reading is not changed.
- the counter 14 is processed each time the lambda probe 5 arranged in front of the catalytic converter is turned over and is therefore clock-controlled by the latter.
- the count value is multiplied by a proportionality constant in the value of (0.5 - a few 100) ms / probe change of the first lambda probe, whereby an absolute holding time TH raw is determined.
- the holding time TH raw obtained in this way is evaluated in a second multiplication point 16 with a weighting factor WF, which is determined by dividing 17 the actually measured period of the first lambda probe by a constant.
- the constant is a function of the period of the first lambda probe at idle.
- the actual disturbance is now corrected regardless of its size, since the larger factor achieves a kind of self-reinforcement.
- the holding time TH obtained in this way is fed as a controlled variable to the controller 8 for adapting the controlled system 11.
- the holding time TH delays the P jump of the controller 8.
- the ⁇ control factor is plotted against time.
- the curves labeled I (dark areas in FIG. 4a) show the change over time in the ⁇ control factor without the influence of the second lambda probe control loop, while the curves labeled II (hatched area in FIG. 4a) show the change over time in the lambda control factor below Represent the influence of the control loop of the lambda probe arranged behind the catalytic converter.
- This representation is not intended to illustrate a closed control loop, but merely serves to illustrate the effect of the holding time TH on the first control loop.
- the holding time TH is signed, positive times delaying the P jump of the controller after a lean / rich probe change and negative times delaying the P jump of the controller after a rich / lean change of the lambda sensor arranged in front of the catalytic converter.
- FIG. 4b also shows the digitized signal which is sent from the first lambda probe to the controller input.
- the comparison of curves I and II shows that the pulse duration of the output signal of the first lambda probe is extended under the influence of the second control loop. The result of this is that the mixture enrichment behind the catalytic converter increases continuously under the action of the second ⁇ control loop (FIG. 4c).
- the results of the described method are stored in the non-volatile memory of the control device and are taken into account in the subsequent control cycles.
- the maximum voltage signal of a lambda probe is subject to certain variations which are corrected by a probe correction factor.
- the probe correction factors are determined for both lambda probes 5 and 6 independently of one another using the method described below. Under full load (ie ⁇ ⁇ 1), a first settles after a first settling time
- Measuring time started in which the maximum probe voltage LS AX is determined from the arithmetic mean of the measured values.
- the minimum probe voltage LS M) N is determined in a second measurement time from the arithmetic mean of the measurement values obtained during a second measurement time.
- the second measurement time follows a second settling time.
- the first and second measurement times can be the same.
- a correction value is determined separately for each probe once per driving cycle.
- LS AA represents a reference value that is stored in the control electronics.
- This probe correction factor LS6 Kor is used to determine the corrected setpoint U SOLLKor for the lambda probe 6 arranged behind the catalytic converter:
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19636465A DE19636465C1 (de) | 1996-09-07 | 1996-09-07 | Verfahren zur Regelung des Kraftstoff-Luft-Verhältnisses einer Brennkraftmaschine |
DE19636465 | 1996-09-07 | ||
PCT/EP1997/003166 WO1998010183A1 (de) | 1996-09-07 | 1997-06-18 | Verfahren zur regelung des kraftstoff-luft-verhältnisses einer brennkraftmaschine |
Publications (2)
Publication Number | Publication Date |
---|---|
EP0925433A1 true EP0925433A1 (de) | 1999-06-30 |
EP0925433B1 EP0925433B1 (de) | 2001-05-16 |
Family
ID=7804982
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97928228A Expired - Lifetime EP0925433B1 (de) | 1996-09-07 | 1997-06-18 | Verfahren zur regelung des kraftstoff-luft-verhältnisses einer brennkraftmaschine |
Country Status (5)
Country | Link |
---|---|
US (1) | US6209314B1 (de) |
EP (1) | EP0925433B1 (de) |
BR (1) | BR9713196A (de) |
DE (2) | DE19636465C1 (de) |
WO (1) | WO1998010183A1 (de) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19947364A1 (de) * | 1999-10-01 | 2001-04-12 | Volkswagen Ag | Verfahren zur Bestimmung des Abgas-Lambdawertes einer Brennkraftmaschine |
US6380377B1 (en) | 2000-07-14 | 2002-04-30 | Applied Gene Technologies, Inc. | Nucleic acid hairpin probes and uses thereof |
DE102004060125B4 (de) * | 2004-12-13 | 2007-11-08 | Audi Ag | Verfahren zur Steuerung der Be- und Entladung des Sauerstoffspeichers eines Abgaskatalysators |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS5848755A (ja) * | 1981-09-18 | 1983-03-22 | Toyota Motor Corp | エンジンの空燃比制御方法 |
JPS5872647A (ja) | 1981-10-26 | 1983-04-30 | Toyota Motor Corp | 内燃機関の空燃比制御方法 |
JPS6397851A (ja) | 1986-10-13 | 1988-04-28 | Toyota Motor Corp | 内燃機関の空燃比制御装置 |
JPH0718368B2 (ja) * | 1990-04-02 | 1995-03-06 | トヨタ自動車株式会社 | 内燃機関の触媒劣化検出装置 |
DE4125154C2 (de) * | 1991-07-30 | 2001-02-22 | Bosch Gmbh Robert | Verfahren und Einrichtung zur Lambdasonden-Überwachung bei einer Brennkraftmaschine |
DE4128823C2 (de) * | 1991-08-30 | 2000-06-29 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Bestimmen des Speichervermögens eines Katalysators |
DE4139560C2 (de) * | 1991-11-30 | 2001-02-22 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Gewinnen eines Beurteilungswertes für den Alterungszustand eines Katalysators |
JP3331650B2 (ja) * | 1992-12-28 | 2002-10-07 | スズキ株式会社 | 内燃機関の空燃比制御装置 |
JPH06229292A (ja) * | 1993-01-29 | 1994-08-16 | Honda Motor Co Ltd | 内燃機関の空燃比制御装置 |
JP3188579B2 (ja) * | 1994-02-15 | 2001-07-16 | 三菱電機株式会社 | 空燃比センサの故障検出装置 |
DE19545694C2 (de) * | 1995-12-07 | 2001-07-26 | Mannesmann Vdo Ag | Verfahren zur Regelung des Kraftstoff-Luft-Verhältnisses einer Brennkraftmaschine |
US5839274A (en) * | 1997-04-21 | 1998-11-24 | Motorola, Inc. | Method for monitoring the performance of a catalytic converter using post catalyst methane measurements |
-
1996
- 1996-09-07 DE DE19636465A patent/DE19636465C1/de not_active Expired - Fee Related
-
1997
- 1997-06-18 US US09/254,053 patent/US6209314B1/en not_active Expired - Fee Related
- 1997-06-18 BR BR9713196-2A patent/BR9713196A/pt not_active IP Right Cessation
- 1997-06-18 EP EP97928228A patent/EP0925433B1/de not_active Expired - Lifetime
- 1997-06-18 WO PCT/EP1997/003166 patent/WO1998010183A1/de active IP Right Grant
- 1997-06-18 DE DE59703562T patent/DE59703562D1/de not_active Expired - Fee Related
Non-Patent Citations (1)
Title |
---|
See references of WO9810183A1 * |
Also Published As
Publication number | Publication date |
---|---|
US6209314B1 (en) | 2001-04-03 |
DE59703562D1 (de) | 2001-06-21 |
WO1998010183A1 (de) | 1998-03-12 |
DE19636465C1 (de) | 1998-04-30 |
EP0925433B1 (de) | 2001-05-16 |
BR9713196A (pt) | 1999-11-03 |
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