EP1178202B1 - Verfahren und Vorrichtung zur Regelung einer Brennkraftmaschine - Google Patents

Verfahren und Vorrichtung zur Regelung einer Brennkraftmaschine Download PDF

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Publication number
EP1178202B1
EP1178202B1 EP01112510A EP01112510A EP1178202B1 EP 1178202 B1 EP1178202 B1 EP 1178202B1 EP 01112510 A EP01112510 A EP 01112510A EP 01112510 A EP01112510 A EP 01112510A EP 1178202 B1 EP1178202 B1 EP 1178202B1
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EP
European Patent Office
Prior art keywords
variable
filter means
basis
internal combustion
combustion engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01112510A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1178202A2 (de
EP1178202A3 (de
Inventor
Peter Skala
Dirk Samuelsen
Rüdiger FEHRMANN
Markus Jung
Gabriel Scolan
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP1178202A3 publication Critical patent/EP1178202A3/de
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Publication of EP1178202B1 publication Critical patent/EP1178202B1/de
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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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D41/1408—Dithering techniques
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1497—With detection of the mechanical response of the engine
    • F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1432—Controller structures or design the system including a filter, e.g. a low pass or high pass filter
    • 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
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1015—Engines misfires

Definitions

  • the invention relates to a method and a device for controlling an internal combustion engine according to the preambles of the independent claims.
  • Such a method and such a device for controlling an internal combustion engine is known from DE 195 27 218. There, a method and a device for controlling the smoothness of an internal combustion engine will be described.
  • a manipulated variable Based on at least one measured variable, which is here the speed of the internal combustion engine, a manipulated variable can be specified.
  • the measured variable is filtered with at least one filter medium.
  • each cylinder of the internal combustion engine is assigned a control which, depending on a control deviation assigned to it, forms an actuating variable for the cylinder assigned to it.
  • the control deviation results from the actual values and setpoints assigned to the individual cylinders.
  • the actual values are the time intervals between two burns or the duration of at least one segment that is defined by a segment wheel.
  • the setpoints preferably result from an averaging over all actual values.
  • the segment usually refers to the distance between two pulses on a so-called segment wheel.
  • the segmented wheel can be mounted on the camshaft or the crankshaft and delivers two pulses per combustion process. Alternatively, it can also be provided that the segment pulses are generated on the basis of other signals.
  • the actual and setpoint values are determined frequency-specifically, ie the output signal of the speed sensor is filtered with bandpass filters and, based on this filtered signal, the actual and setpoint values for a frequency are formed. It is provided that the gain of the bandpasses and / or the frequency-specific Regefabweichung is weighted. These weighting factors are usually specified within the scope of the application. Furthermore, it is provided that different segments are selected to form the frequency-specific actual values for different frequencies and different vehicle types, which takes into account the frequency- and vehicle-specific phase shifts between quantity and speed oscillation. In the context of the application, it is therefore also determined which segments are used for actual value formation or setpoint formation.
  • the effort in the application can be significantly reduced.
  • the time required and the expenditure on measuring technology can be reduced since no external measuring devices are necessary.
  • the properties of the filter medium can be adapted individually to the respective vehicle.
  • the determination of the properties of the filter medium in preferred operating conditions preferably takes place at the end of the production of the vehicle and / or as part of the maintenance of the vehicle. As a result, the properties over the entire life of the vehicle can be optimally selected.
  • the filter means are designed as a bandpass with adjustable gain.
  • the gain of the bandpass is adapted.
  • the filter means determine an actual value and / or a desired value by evaluating specific rotational speed segments, then this segment selection is referred to as a property of the filter medium.
  • the gain and the segment selection essentially determine the properties of a running restraint. By precisely adapting these variables to the respective vehicle, the driving behavior of the vehicle can be favorably influenced.
  • Figure 1 is a block diagram of the device according to the invention
  • Figure 2 is a detailed representation as a block diagram of the actual value
  • Figure 3 is a flow chart illustrating the procedure of the invention.
  • the procedure according to the invention is illustrated below using the example of a truing control.
  • the procedure according to the invention is not limited to this exemplary embodiment; it can also be used in other controls and / or regulation for internal combustion engines. It can be used in particular if, based on at least one measured variable, a manipulated variable can be predetermined. If the internal combustion engine is acted upon by this manipulated variable, this results in a corresponding change in the measured variable.
  • FIG. 1 shows a rough-running scheme for an internal combustion engine as a block diagram.
  • the internal combustion engine is designated 100.
  • a desired quantity 110 specifies a desired quantity MW via a node 115 to a quantity control station of the internal combustion engine 100, not shown.
  • the rotational speed N the internal combustion engine is detected by means of a transmitter 125.
  • a corresponding signal reaches a tiller control 130.
  • the speed signal is evaluated by the filter 140, which then in turn acts on a control variable determination 145 with a corresponding signal.
  • the manipulated variable determination 145 determines a correction quantity K, which is linked in the node 115 to the desired quantity MW.
  • a desired quantity MW is determined by the desired quantity input 110. With this size or a size corresponding to this size is the quantity of the internal combustion engine 100 is supplied, said quantity control then sets the amount of fuel to be injected according to this signal.
  • Solenoids, piezo actuators or other actuators are usually used as a quantity control device, which, depending on their control signal, determine the start of injection, the end of injection and thus also the injection quantity.
  • a running restraint system which, on the basis of the speed signal, provides a corresponding correction value K, which is determined in such a way that all cylinders contribute the same torque to the total torque.
  • a cylinder-specific actual value and setpoint value are calculated and the actual value is set to the desired value adjusted.
  • a corresponding filtering 140 is shown in more detail in FIG.
  • the filter means includes at least one adjustable gain bandpass. Furthermore, the filter means 140 determines at least one actual value and / or at least one desired value by evaluating certain segments of a rotational speed signal. The properties of the filter medium are determined by the gain of the bandpass and the segments used to form the actual values and / or setpoints.
  • the output signal of the sensor 125 is supplied to a first filter 210 and a second filter 220.
  • the output signal of the first filter 210 passes through a node 215 to a first reference value determination 212 and a first actual value determination 214.
  • the output signal of the second filter 220 passes through a node 225 to a second reference value determination 222 and a second actual value determination 224th
  • connection points 215 and 225 are acted upon by a gain factor input 230, each with a predefinable amplification factor. With this, the outputs of the bandpass filters 210 and 220 are multiplicatively linked. As a result, bandpasses with adjustable gain can be realized.
  • the output signal NWS of the first setpoint determination 212 passes with a positive sign and the output signal NWI of the first actual value determination 214 with a negative sign to a connection point 216.
  • the first control deviation NWL arrives at a summing point 240 and from there to block 145.
  • the output signal KWS of the second setpoint determination 222 arrives with a positive sign and the output signal KWI of the second actual value determination 224 with a negative sign reaches a connection point 226.
  • the second control deviation KWL reaches the summation point 240
  • control deviation L is available, which is forwarded to the manipulated variable determination 145, which essentially includes the actual impeller.
  • the filters 210 and 220 are bandpass filters whose center frequencies are at the camshaft frequency at the filter 210 and at the crankshaft frequency at the filter 220. In embodiments of the invention, further filters may be provided with integer multiples of the crankshaft frequency and / or the camshaft frequency.
  • the center frequencies are at an integer multiple of the camshaft frequency.
  • the speed signal is separated into spectral components.
  • the first, second and third actual value formers and the first, second and third setpoint formers determine frequency-specific desired and actual values. The calculation of the desired and actual values preferably takes place differently for the individual spectral components.
  • the speed signal for the individual frequencies is separated.
  • the first actual value specification 214 and the second actual value specification 224 calculate a frequency-specific actual value. Accordingly, it can be provided that for each frequency, the first setpoint input 212 and the second setpoint input 220 calculates a frequency-specific setpoint value.
  • the frequency-specific system deviations can be weighted by means of weighting factors.
  • the weighting factors and / or the gain of the bandpasses are chosen so that the loop gain is the same for all frequencies.
  • the segment selection is frequency-specific. This means that different segments are used for calculating the actual values and / or the setpoint values for the individual frequencies. In the connection points 216 and 226, the frequency-specific control deviation is then determined. Furthermore, the segment selection can be specified almost arbitrarily.
  • the properties of the filter means are determined in the context of the application and stored in the control unit. A correction of these application sizes is no longer done. As a result, due to aging effects, the rest control system no longer works optimally.
  • the properties of the filter means which are also referred to below as control parameters, are adapted. This applies in particular to the reinforcement of bandpasses and for the Segment selection.
  • the procedure according to the invention is as follows.
  • the assignment of a speed response to the causative cylinder is crucial for the function of the tiller control. This is namely to receive correspondingly more or less fuel.
  • the assignment can be determined from the frequency response. In the frequency response, the phase shift between fuel quantity and speed is decisive.
  • the segments are calculated, in which the reaction falls. These segments are evaluated to form the actual values.
  • the actual value determinations 214 and 224 and / or the set value determinations 212 and 222 evaluate the segments thus determined to form the actual values and / or setpoint values. That the segment selection is calculated as a function of the phase shift of the controlled system.
  • one or more segments result, in which the reaction following the injection falls.
  • the segments are usually different for each frequency.
  • the manipulated variable which is applied to the quantity actuator, an excitation quantity is superimposed.
  • a periodic signal is superimposed on the fuel quantity signal.
  • This quantity excitation generates speed oscillations that have a similar effect as the tolerances of the system, ie there are speed oscillations.
  • the transmission behavior of the internal combustion engine 100 can be determined.
  • the transmission behavior of the internal combustion engine is in essentially defined by the phase shift and the path gain.
  • control parameters are then calculated. These are essentially the bandpass gain and the segment selection.
  • FIG. 3 shows a corresponding procedure as a flow chart.
  • a first step 300 it is checked whether there is an operating state in which the adaptation can take place. It is particularly advantageous if the adaptation is triggered by external influences.
  • the adaptation can preferably be carried out after the assembly of the internal combustion engine during the first operation thereof. Furthermore, it is advantageous if the adaptation takes place at regular intervals in the maintenance of the internal combustion engine or the vehicle.
  • the normal operation of the internal combustion engine is not hindered. Furthermore, it is possible that in certain stationary operating states, such as idling, the adaptation takes place.
  • this additional signal which is also referred to as the excitation variable, is a periodic signal whose frequency preferably corresponds to the crankshaft frequency, the camshaft frequency and / or an integer multiple of these frequencies.
  • the subsequent query 320 checks whether a waiting time since the quantity request in step 310 has expired. If this is not the case, then the amount of excitation is superimposed on the excitation quantity. If the waiting time has expired, the resulting speed oscillations are detected in step 330. In the subsequent step 340, a counter Z is increased. The query 350 checks if the counter Z is greater than a value K. The value K corresponds to the number of different quantity excitations.
  • step 360 the transmission behavior of the motor is determined.
  • the Drehrahschwingungen are determined in particular by the gain, the amplitude response and the phase shift by the motor. Based on these variables, the control parameters are determined in step 370.
  • the analysis phase is subdivided into a transient process, which is defined by the waiting time in step 320, in which the internal combustion engine and the operating parameters reach stationary states again. Subsequently, the measurement of the engine speed amplitudes takes place. Starting from the quantity excitation and the rotational speed amplitude, the calculation of the path gain and the phase shift caused by the internal combustion engine takes place.
  • the calculated Running control 130 Based on these values for the path gain and the phase shift, which may differ from internal combustion engine to internal combustion engine, the calculated Running control 130, the control parameters for the tether control, in particular the segment selection and the gain of the band pass filters 210 and 220.
  • control automatically determines the control parameters that are required for the truing control.

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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)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP01112510A 2000-08-05 2001-05-23 Verfahren und Vorrichtung zur Regelung einer Brennkraftmaschine Expired - Lifetime EP1178202B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10038339A DE10038339A1 (de) 2000-08-05 2000-08-05 Verfahren und Vorrichtung zur Überwachung eines Sensors
DE10038339 2000-08-05

Publications (3)

Publication Number Publication Date
EP1178202A2 EP1178202A2 (de) 2002-02-06
EP1178202A3 EP1178202A3 (de) 2004-06-30
EP1178202B1 true EP1178202B1 (de) 2006-05-17

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ID=7651490

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Application Number Title Priority Date Filing Date
EP01112510A Expired - Lifetime EP1178202B1 (de) 2000-08-05 2001-05-23 Verfahren und Vorrichtung zur Regelung einer Brennkraftmaschine

Country Status (4)

Country Link
US (1) US6665607B2 (ja)
EP (1) EP1178202B1 (ja)
JP (1) JP2002097991A (ja)
DE (2) DE10038339A1 (ja)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015202949A1 (de) 2015-02-18 2016-08-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern eines mehrere Zylinder umfassenden Hubkolbenmotors

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10221681B4 (de) * 2002-05-16 2005-12-08 Mtu Friedrichshafen Gmbh Verfahren zur Regelung einer Brennkraftmaschinen-Generator-Einheit
DE102004005325A1 (de) * 2004-02-04 2005-08-25 Conti Temic Microelectronic Gmbh Verfahren zur Detektion des Brennbeginns einer Brennkraftmaschine
DE102005027650B4 (de) * 2005-06-15 2018-02-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine
DE102006056860A1 (de) * 2006-12-01 2008-06-05 Conti Temic Microelectronic Gmbh Verfahren und Vorrichtung zur Steuerung der Betriebsweise einer Brennkraftmaschine
DE102007002782A1 (de) 2007-01-18 2008-07-31 Siemens Ag Drehantrieb mit geraden Primärteilsegmenten
GB2463022B (en) * 2008-08-28 2012-04-11 Gm Global Tech Operations Inc A method for correcting the cylinder unbalancing in an internal combustion engine
FR2955387B1 (fr) * 2010-01-21 2012-03-09 Commissariat Energie Atomique Mesure d'un mouvement cyclique d'une piece ferromagnetique
CN113093705B (zh) * 2021-04-02 2022-02-11 宁夏大学 激励信号的发生方法及激励信号发生***

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DE3243235A1 (de) * 1982-11-23 1984-05-24 Robert Bosch Gmbh, 7000 Stuttgart Einrichtung zum daempfen von ruckelschwingungen bei einer brennkraftmaschine in einem kraftfahrzeug
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102015202949A1 (de) 2015-02-18 2016-08-18 Robert Bosch Gmbh Verfahren und Vorrichtung zum Steuern eines mehrere Zylinder umfassenden Hubkolbenmotors

Also Published As

Publication number Publication date
JP2002097991A (ja) 2002-04-05
DE50109789D1 (de) 2006-06-22
DE10038339A1 (de) 2002-02-14
EP1178202A2 (de) 2002-02-06
EP1178202A3 (de) 2004-06-30
US20020120387A1 (en) 2002-08-29
US6665607B2 (en) 2003-12-16

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