EP1186765B1 - Method for controlling an engine during a regeneration cycle - Google Patents
Method for controlling an engine during a regeneration cycle Download PDFInfo
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- EP1186765B1 EP1186765B1 EP20010118933 EP01118933A EP1186765B1 EP 1186765 B1 EP1186765 B1 EP 1186765B1 EP 20010118933 EP20010118933 EP 20010118933 EP 01118933 A EP01118933 A EP 01118933A EP 1186765 B1 EP1186765 B1 EP 1186765B1
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- rotational speed
- determined
- air mass
- determining
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Classifications
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/002—Electric control of rotation speed controlling air supply
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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
- F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
- F02D31/001—Electric control of rotation speed
- F02D31/007—Electric control of rotation speed controlling fuel supply
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
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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
- F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
- F02D2041/1409—Introducing closed-loop corrections characterised by the control or regulation method using at least a proportional, integral or derivative controller
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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
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/21—Control of the engine output torque during a transition between engine operation modes or states
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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
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
Definitions
- the invention relates to a method for controlling an internal combustion engine, which is operated predominantly in an operating mode with a lean air-fuel mixture, for the regeneration of its storage catalyst but cyclically with a rich air-fuel mixture.
- a method for operating a speed-controlled lean-burn engine in which the engine is provided with a three-way catalyst in the exhaust system so that NOx emissions at or near a stoichiometric air / fuel ratio can be minimized.
- a three-way catalyst for exhaust gas purification is not suitable.
- NO x storage catalyst As is known, the necessary nitrogen oxide reduction can be achieved by means of a so-called NO x storage catalyst.
- the same catalysts must be cleaned cyclically in a so-called regeneration phase of the stored and stored pollutants. In these regeneration phases, the internal combustion engine is briefly operated with a rich air-fuel ratio ( ⁇ ⁇ 1).
- the object of the present invention is to provide a method for controlling an internal combustion engine, with which the loss of comfort due to the efficiency change when switching from a mode with a lean air-fuel mixture in an operation with a rich air-fuel mixture can be avoided.
- the speed setpoint course is compared with the actual speed actual value, and a correction value is generated such that, with a change in the injection quantity or air mass, a speed is set in accordance with the speed setpoint course.
- the manipulated variables in this control method are therefore the amount of fuel and / or the amount of air.
- the actuators used are the fuel injection system and / or an intake throttle valve or an exhaust gas recirculation valve.
- the driver's request is determined at least from the accelerator pedal operation.
- other parameters can be used that provide information about the driver's request, such as downshifts in the transmission gear.
- a simple embodiment of the invention is characterized in that the speed setpoint value is read from a characteristic curve or a characteristic map in which the data are specified at least in dependence on the driver's request. On the basis of the present driver request, it is thus possible to obtain the speed setpoint curve to be adjusted, possibly as a function of other additional conditions.
- a particular embodiment is characterized in that the controller is designed as a so-called PI controller, that is to say with a proportional and an integral element whose output values indicate the correction variable.
- a correction quantity is determined so that it simply has to be added to a normal value for the injection quantity and / or a normal value for the air mass.
- Normal operation refers to lean operation.
- the correction value indicates just the in fueling changing fuel or Heilanfalt.
- a feedforward control can be performed in which a Pre-control value is determined, which is added to the normal value for the injection quantity and / or the target air mass at the transition of the operating modes. This can avoid a regulation delay.
- the control which is symbolically indicated by the dashed box 58, comprises as input variables a regeneration signal R, an actual speed signal n and a signal which denotes the fuel quantity KM.
- the regeneration signal R indicates the presence of a regeneration phase. From the two variables speed n and fuel quantity KM, a correction value for the rich operation is determined via a map 50, to which the aforementioned variables are made available as input variables. This correction value represents an additional amount of fuel that is supplied to the cylinders in addition to the amount of fuel allocated during normal lean operation.
- a zero signal 52 or the correction signal is forwarded to the output of the changeover switch 54.
- the nominal value for normal operation is changed in an adder 56. From the adder one then obtains the corrected fuel injection value with which the internal combustion engine is driven in the rich operating mode.
- FIG. 1 A control method according to the present invention is shown in FIG. This method allows closed-loop control.
- the controller is also shown as a dashed box and designated by the reference numeral 10.
- the controller 10 receives as input variables again the regeneration signal R and a speed actual value n.
- the controller 10 receives information about the driver's request FW, which is determined in this case from the Fahrpedafbetuschist. Methods for this are known from the prior art. Due to the driver request signal FW is read from a map 12, a speed setpoint. From this speed setpoint actual actual speed value n is subtracted, resulting in a differential speed. This differential speed is supplied to an input of a changeover switch 18. At the other input of the switch 18 is - as in the embodiment of the prior art shown in FIG. 2 - a zero signal 16 at.
- the switch 18 switches one of the two inputs to its output. If there is a regeneration cycle, the differential speed is switched through. This information is now supplied to the input of a proportional element 20 and an integral element 22 whose output signals are in turn fed to a summer 24. In the summer 24 results in a correcting manipulated variable with which the setpoint value of the air quantity or the fuel quantity is corrected in a further summer 26. This leads to the corresponding setpoint for the rich mode.
- a pre-control value for the rich operation is supplied to a summer 28, so that the transition phase between the two operating modes can be compensated for lean and rich without regulation delay.
- the present control method ensures - and this is also shown in the various FIG. 3 - that due to the adjusted engine speed n motor, a continuous engine torque can be realized.
- the engine quantities occurring during the various phases of operation are air mass (Figure 3a), fuel quantity (Figure 3b), ⁇ value (Figure 3c), engine speed (Figure 3d) and engine torque (Figure 3e). shown. It can be seen in FIGS. 3 and 3 how the air and fuel data change during the regeneration phases RP during constant operation and during operation with a low load requirement. Due to the control according to the invention, however, no change occurs in the engine speed n engine , resulting in a total of a steady motor torque M motor . This means that there is no loss of comfort in the transition between the individual operating modes.
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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)
Description
Die Erfindung betrifft ein Verfahren zur Steuerung eines Verbrennungsmotors, der überwiegend in einer Betriebsart mit einem mageren Luft-Kraftstoff-Gemisch, zur Regeneration seines Speicherkatalysators jedoch zyklisch mit einem fetten Luft-Kraftstoff-Gemisch betrieben wird.The invention relates to a method for controlling an internal combustion engine, which is operated predominantly in an operating mode with a lean air-fuel mixture, for the regeneration of its storage catalyst but cyclically with a rich air-fuel mixture.
Aus der DE 197 54 915 A1 ist ein Verfahren zum Betreiben eines drehzahlgesteuerten Magerverbrennungsmotors bekannt, bei dem der Motor mit einem Dreiwegekatalysator im Abgassystem versehen ist, so dass Nox-Emissionen auf oder nahe einem stöchiometrischen Luft/Kraftstoffverhältnis minimiert werden können. Für mager betriebene Verbrennungskraftmaschinen (λ>>1), insbesondere im geschichteten Betrieb, ist ein Dreiwegekatalysator zur Abgasreinigung nicht geeignet. Bekannterweise kann man die notwendige Stickoxidreduktion mittels eines sog. NOx-Speicherkatalysators erreichen. Sotche Katalysatoren müssen zyklisch in einer sog. Regenerierungsphase von den darin aufgenommenen und gespeicherten Schadstoffen gereinigt werden. In diesen Regenerierungsphasen wird der Verbrennungsmotor kurzzeitig mit einem fetten Luft-Kraftstoffverhältnis (λ < 1) betrieben.From DE 197 54 915 A1 a method for operating a speed-controlled lean-burn engine is known in which the engine is provided with a three-way catalyst in the exhaust system so that NOx emissions at or near a stoichiometric air / fuel ratio can be minimized. For lean-burn internal combustion engines (λ >> 1), especially in stratified operation, a three-way catalyst for exhaust gas purification is not suitable. As is known, the necessary nitrogen oxide reduction can be achieved by means of a so-called NO x storage catalyst. The same catalysts must be cleaned cyclically in a so-called regeneration phase of the stored and stored pollutants. In these regeneration phases, the internal combustion engine is briefly operated with a rich air-fuel ratio (λ <1).
Der Wechsel zwischen den beiden Betriebsarten "Mager" und "Fett" hat jedoch eine Wirkungsgradänderung des Motors zur Folge. Da zur Vermeidung einer übermäßigen Verbrauchsverschlechterung bzw. Verschlechterung von Emissionsdaten, die Perioden für den "fetten" Betrieb der Brennkraftmaschine sowie die Übergangszeiten möglichst kurz sein sollen, kann es bei bisherigen Systemen zu Komforteinbußen kommen, die sich insbesondere in Form von Unstetigkeiten im Motormomentenverlauf zeigen. Herkömmlicherweise werden während der Umschaltphasen zwischen den verschiedenen Betriebsarten Steuerungsverfahren verwendet, die sich in Ermangelung von Momentensensören auf Kennfeld- und Rechengrößen stützen. Diese Verfahren sind jedoch in hohem Masse gegen Störgrößen empfindlich.The change between the two operating modes "lean" and "rich", however, results in an efficiency change of the engine. Since the periods for the "rich" operation of the internal combustion engine and the transitional periods should be as short as possible to avoid an excessive deterioration in consumption or deterioration of emission data, it can lead to comfort losses in previous systems, which show up in particular in the form of discontinuities in the engine torque curve. Conventionally, during the switching phases between the different operating modes, control methods are used which, in the absence of torque sensors, are based on map and calculation variables. However, these methods are highly sensitive to disturbances.
Aus der EP 0 860 594 A1 ist ein Verfahren zur Regeneration einer Stickoxidfalle im Abgassystem eines Verbrennungsmotors bekannt, bei dem im Regenerationsbetrieb der zugeführte Luftstoffmassenstrom derart verändert wird, dass die Drehmomentabgabe während des Regenerationszyklus im Vergleich zur Drehmomentabgabe unmittelbar vor bzw. nach dem Regenerationszyklus im wesentlichen unverändert bleibt. Das dazu erforderliche Luft/Kraftstoffverhältnis wird mittels eines funktionalen Zusammenhangs in Abhängigkeit von der Abgastemperatur im Bereich der Stickoxidfalle und dem Abgasmassenstrom bestimmt.From EP 0 860 594 A1 a method for the regeneration of a nitrogen oxide trap in the exhaust system of an internal combustion engine is known, in which the supplied air mass flow is changed in the regeneration mode such that the torque output substantially during the regeneration cycle compared to the torque output immediately before or after the regeneration cycle remains unchanged. The required air / fuel ratio is determined by means of a functional relationship as a function of the exhaust gas temperature in the region of the nitrogen oxide trap and the exhaust gas mass flow.
Zum weiteren technischen Umfeld wird auf die DE 199 39 050 A1 hingewiesen.For further technical environment, reference is made to DE 199 39 050 A1.
Aufgabe der vorliegenden Erfindung ist es, ein Verfahren zur Steuerung eines Verbrennungsmotors anzugeben, mit dem Komforteinbußen infolge der Wirkungsgradänderung beim Umschalten von einer Betriebsart mit einem mageren Luft-Kraftstoff-Gemisch in einem Betrieb mit einem fetten Luft-Kraftstoff-Gemisch vermieden werden.The object of the present invention is to provide a method for controlling an internal combustion engine, with which the loss of comfort due to the efficiency change when switching from a mode with a lean air-fuel mixture in an operation with a rich air-fuel mixture can be avoided.
Diese Aufgabe wird durch die im Anspruch 1 angegebenen Merkmale gelöst.This object is achieved by the features specified in claim 1.
Mit der vorliegenden Erfindung wird vorgeschlagen, die Motordrehzahl im Fettbetrieb als Regelgröße zu verwenden. Dafür ist es notwendig, aus dem Fahrerwunsch zunächst einen Drehzahl-Sollwertverlauf abzuleiten. Dieser Drehzahl- Sollwertverlauf dient als Führungsgröße.With the present invention it is proposed to use the engine speed in rich operation as a controlled variable. For this it is necessary to derive from the driver's request initially a speed setpoint course. This speed setpoint curve serves as a reference variable.
Der Drehzahl-Sollwertverlauf wird mit dem tatsächlichen Drehzahl-Istwert verglichen, und es wird ein Korrekturwert derart erzeugt, dass bei einer damit geänderten Einspritzmenge oder Luftmasse sich eine Drehzahl gemäß dem Drehzahl-Sollwertverlauf einstellt. Die Stellgrößen bei diesem Regelungsverfahren sind also die Kraftstoffmenge und/oder die Luftmenge. Als Stellglieder dienen die Kraftstoffeinspritzanlage und/oder eine Ansaugdrosselklappe bzw. ein Abgasrückführventil.The speed setpoint course is compared with the actual speed actual value, and a correction value is generated such that, with a change in the injection quantity or air mass, a speed is set in accordance with the speed setpoint course. The manipulated variables in this control method are therefore the amount of fuel and / or the amount of air. The actuators used are the fuel injection system and / or an intake throttle valve or an exhaust gas recirculation valve.
Durch die vorliegende Erfindung wird eine sogenannte "Closed-Loop"-Regelung möglich, mit der sich durch genaue Einregelung der Drehzahl auf einen Drehzahl-Sollwertverlauf Komforteinbußen vermeiden lassen. Als vorteilhaft wirkt sich dabei aus, dass Drehzahlsensoren in der Regel recht zuverlässig arbeiten. Überdies sind sie meist im Fahrzeug vorhanden. Damit fallen keine zusätzlichen Kosten an, wie dies beispielsweise bei einer Lambda-Regelung notwendig wäre, die einen zusätzlichen Lambda-Sensor vor den Katalysatoren erfordert.By the present invention, a so-called "closed-loop" control is possible with which can be avoided by accurate adjustment of the speed to a speed setpoint course comfort losses. The advantage here is that speed sensors usually work quite reliably. Moreover, they are usually present in the vehicle. There are no additional costs, as would be necessary, for example, in a lambda control, which requires an additional lambda sensor before the catalysts.
Gemäß einer bevorzugten Ausführungsform wird der Fahrerwunsch zumindest aus der Fahrpedalbetätigung ermittelt. Natürlich können auch andere Parameter herangezogen werden, die über den Fahrerwunsch Aufschluß geben, wie beispielsweise Rückschaltvorgänge beim Übersetzungsgetriebe.According to a preferred embodiment, the driver's request is determined at least from the accelerator pedal operation. Of course, other parameters can be used that provide information about the driver's request, such as downshifts in the transmission gear.
Eine einfache Ausführungsform der Erfindung ist dadurch gekennzeichnet, dass der Drehzahl-Sollwert aus einer Kennlinie oder einem Kennfeld ausgelesen wird, in dem die Daten zumindest in Abhängigkeit von dem Fahrerwunsch angegeben sind. Aufgrund des vorliegenden Fahrerwunsches erhält man somit, möglicherweise in Abhängigkeit von anderen Zusatzbedingungen, den einzuregelnden Drehzahl-Sollwertverlauf.A simple embodiment of the invention is characterized in that the speed setpoint value is read from a characteristic curve or a characteristic map in which the data are specified at least in dependence on the driver's request. On the basis of the present driver request, it is thus possible to obtain the speed setpoint curve to be adjusted, possibly as a function of other additional conditions.
Eine besondere Ausführungsform ist dadurch gekennzeichnet, dass der Regler als sog. Pl-Regler ausgebildet ist, also mit einem Proportional- und einem integralglied, deren Ausgangswerte die Korrekturgröße angeben.A particular embodiment is characterized in that the controller is designed as a so-called PI controller, that is to say with a proportional and an integral element whose output values indicate the correction variable.
In einer einfachen Ausführungsform wird eine Korrekturgröße so bestimmt, dass sie einfach einem Normalwert für die Einspritzmenge und/oder einem Normalwert für die Luftmasse hinzuaddiert werden muss. Als Normalbetrieb ist dabei der magere Betrieb bezeichnet. Damit gibt die Korrekturgröße gerade den im fetten Betrieb sich verändernden Kraftstoff- oder Luftanfalt an.In a simple embodiment, a correction quantity is determined so that it simply has to be added to a normal value for the injection quantity and / or a normal value for the air mass. Normal operation refers to lean operation. Thus, the correction value indicates just the in fueling changing fuel or Luftanfalt.
Um insbesondere den Übergang von der mageren Betriebsphase in den fetten Betrieb ohne Unstetigkeiten im Momenten- oder Drehzahlverlauf realisieren zu können, kann zudem eine Vorsteuerung durchgeführt werden, bei der ein Vorsteuerwert bestimmt wird, der zu dem Normalwert für die Einspritzmenge und/oder die Sollluftmasse beim Übergang der Betriebsarten hinzugefügt wird. Damit lässt sich eine Regelverzögerung vermeiden.In particular, to be able to realize the transition from the lean phase of operation in the rich operation without discontinuities in the torque or speed curve, also a feedforward control can be performed in which a Pre-control value is determined, which is added to the normal value for the injection quantity and / or the target air mass at the transition of the operating modes. This can avoid a regulation delay.
Weitere Vorteile und Merkmale sind den übrigen Unteransprüchen zu entnehmen.Further advantages and features can be found in the remaining subclaims.
Ein Ausführungsbeispiel der vorliegenden Erfindung wird mit Bezug auf die beiliegenden Zeichnungen näher erläutert. Die Zeichnungen zeigen in
- Fig. 1
- ein Regeldiagramm für ein Regelverfahren gemäß der vorliegenden Erfindung,
- Fig. 2
- ein Diagramm, welches eine Steuerung gemäß dem Stand der Technik darstellt und
- Fig. 3a bis 3e
- Diagramme, welche die Luftmasse, den Kraftstoff, den λ-Wert, die Motordrehzahl und das Motormoment über einen bestimmten zeitlichen Verlauf zeigen.
- Fig. 1
- a control diagram for a control method according to the present invention,
- Fig. 2
- a diagram illustrating a control according to the prior art and
- Fig. 3a to 3e
- Diagrams showing the air mass, the fuel, the λ-value, the engine speed and the engine torque over a certain time course.
Zunächst wird das Steuerverfahren gemäß dem Stand der Technik, welches in Figur 2 dargestellt ist, erläutert.First, the control method according to the prior art shown in FIG. 2 will be explained.
Die Steuerung, welche symbolhaft durch das strichlinierte Kästchen 58 angegeben ist, umfasst als Eingangsgrößen ein Regenerationssignal R, ein Drehzahl-Ist-Signal n sowie ein Signal, welches die Kraftstoffmenge KM bezeichnet. Das Regenerationssignal R gibt das Vorliegen einer Regenerationsphase an. Aus den beiden Größen Drehzahl n und Kraftstoffmenge KM wird über ein Kennfeld 50, dem die vorgenannten Größen als Eingangsgrößen zur Verfügung gestellt werden, ein Korrekturwert für den Fettbetrieb ermittelt. Dieser Korrekturwert stellt eine zusätzliche Kraftstoffmenge dar, die den Zylindern zusätzlich zu der beim normalen mageren Betrieb zugeteilten Kraftstoffmenge zugeführt wird.The control, which is symbolically indicated by the
Je nachdem, ob ein Regenerationssignal R an einem Umschalter 54 anliegt, wird entweder ein Nullsignal 52 oder das Korrektursignal an den Ausgang des Umschalters 54 weitergeleitet. Mit diesem Ausgangssignal wird in einem Addierer 56 der Sollwert für den Normalbetrieb verändert. Aus dem Addierer erhält man dann den korrigierten Kraftstoffeinspritzwert, mit dem der Verbrennungsmotor in der fetten Betriebsart gefahren wird.Depending on whether a regeneration signal R is present at a
Liegt dagegen kein Regenerationssignal R am Umschalter 54 an, so befindet sich das Fahrzeug nicht in einer Regenerationsphase und am Ausgang des Addierers 56 liegt der Kraftstoffeinspritzwert für den normalen mageren Betrieb an.On the other hand, if no regeneration signal R is present at the
Dieses Steuerfahren ist jedoch empfindlich gegenüber Störgrößen, so dass Unstetigkeiten im Motormomentenverlauf auftreten können.However, this control is sensitive to disturbances, so that discontinuities in the engine torque curve can occur.
Ein Regelverfahren gemäß der vorliegenden Erfindung ist in Fig. 1 dargestellt. Dieses Verfahren ermöglicht eine "Closed-Looping"-Regelung. Der Regler ist dabei ebenfalls als strichliniertes Kästchen dargestellt und mit der Bezugsziffer 10 gekennzeichnet. Der Regler 10 erhält als Eingangsgrößen wiederum das Regenerationssignal R sowie einen Drehzahl-Istwert n. Zusätzlich erhält der Regler 10 eine Information über den Fahrerwunsch FW, welcher vorliegend aus der Fahrpedafbetätigung ermittelt wird. Verfahren dafür sind aus dem Stand der Technik bekannt. Aufgrund des Fahrerwunsch-Signals FW wird aus einem Kennfeld 12 ein Drehzahl-Sollwert ausgelesen. Von diesem Drehzahl-Sollwert wird der tatsächlich vorliegende Drehzahl-Istwert n abgezogen, was zu einer Differenzdrehzahl führt. Diese Differenzdrehzahl wird einem Eingang eines Umschalters 18 zugeführt. An dem anderen Eingang des Umschalters 18 liegt - wie beim Ausführungsbeispiel aus dem Stand der Technik gemäß Fig. 2 - ein Nullsignal 16 an.A control method according to the present invention is shown in FIG. This method allows closed-loop control. The controller is also shown as a dashed box and designated by the
Abhängig von dem Regenerationssignal R schaltet der Umschalter 18 einen der beiden Eingänge auf seinen Ausgang. Liegt ein Regenerationszyklus vor, so wird die Differenzdrehzahl durchgeschaltet. Diese Information wird nun dem Eingang eines Proportionalgliedes 20 sowie eines Integralgliedes 22 zugeführt, deren Ausgangssignale wiederum einem Summierer 24 zugeleitet werden. Im Summierer 24 ergibt sich damit eine Korrekturstellgröße, mit der in einem weiteren Summierer 26 der Sollwert der Luftmenge oder der Kraftstoffmenge korrigiert wird. Dies führt zu dem entsprechenden Sollwert für die fette Betriebsart.Depending on the regeneration signal R, the switch 18 switches one of the two inputs to its output. If there is a regeneration cycle, the differential speed is switched through. This information is now supplied to the input of a
Zusätzlich ist in Fig. 1 noch ein Vorsteuerwert für den Fettbetrieb einem Summierer 28 zugeführt, so dass die Übergangsphase zwischen den beiden Betriebsarten mager und fett ohne Regelungsverzögerung kompensiert werden kann.In addition, in FIG. 1, a pre-control value for the rich operation is supplied to a
Insgesamt stellt das vorliegende Regelverfahren sicher - und dies ist in den verschiedenen Fig. 3 auch dargestellt -, dass aufgrund der eingeregelten Motordrehzahl nMotor ein stetiges Motormoment realisierbar ist. In den Figuren 3a bis 3e sind die während den verschiedenen Betriebsphasen auftretenden Motorgrößen Luftmasse (Fig. 3a), Kraftstoffmenge (Fig. 3b), λ-Wert (Fig. 3c), Motordrehzahl (Fig. 3d) und Motormoment (Fig. 3e) dargestellt. In den Figuren 3 ist zu erkennen, wie sich die Luft- und Kraftstoffdaten während der Regenerationsphasen RP bei einem Konstantbetrieb sowie bei einem Betrieb mit geringer Lastanforderung verändern. Aufgrund der erfindungsgemäßen Steuerung tritt jedoch keine Veränderung in der Motordrehzahl nMotor auf, was insgesamt zu einem stetigen Motormoment Mmotor führt. Dies bedeutet, dass keine Komforteinbußen beim Übergang zwischen den einzelnen Betriebsarten hinzunehmen sind.Overall, the present control method ensures - and this is also shown in the various FIG. 3 - that due to the adjusted engine speed n motor, a continuous engine torque can be realized. In Figures 3a to 3e, the engine quantities occurring during the various phases of operation are air mass (Figure 3a), fuel quantity (Figure 3b), λ value (Figure 3c), engine speed (Figure 3d) and engine torque (Figure 3e). shown. It can be seen in FIGS. 3 and 3 how the air and fuel data change during the regeneration phases RP during constant operation and during operation with a low load requirement. Due to the control according to the invention, however, no change occurs in the engine speed n engine , resulting in a total of a steady motor torque M motor . This means that there is no loss of comfort in the transition between the individual operating modes.
Claims (8)
- A method for controlling an internal-combustion engine which is predominantly operated in an operating mode with a lean air/fuel mixture (λ >> 1), but which is operated cyclically with a rich air/fuel mixture (λ < 1) to regenerate its storage catalyst, in which, in regeneration operation, a correction variable is determined to correct a value for the air mass and/or the injection quantity as a function of engine parameters, characterised in that the following steps are carried out during regeneration operation:- determining a driver's intention,- determining a desired rotational speed value from the driver's intention,- determining an actual rotational speed value,- determining a differential speed from the desired rotational speed value and the actual rotational speed value,- determining the correction variable as a function of the differential speed and- correcting a value for the injection quantity and/or the air mass as a function of the correction variable, so a rotational speed is adjusted in accordance with the desired rotational speed value through an injection quantity or air mass changed with the correction value.
- A method according to claim 1, characterised in that the driver's intention is determined at least from actuation of the accelerator pedal.
- A method according to claim 1 or 2, characterised in that the desired rotational speed value is read off from a characteristic curve or characteristic map, which contains at least the driver's intention as the input variable.
- A method according to any one of claims 1 to 3, characterised in that the correction variable is determined as the output value of a proportional element and/or integral element, to which the differential speed is supplied as the input value.
- A method according to claim 4, characterised in that the correction variable is determined as a sum of the output values of the proportional and integral element.
- A method according to any one of the preceding claims, characterised in that the correction variable is added to a normal value for the injection quantity and/or the desired air mass.
- A method according to any one of the preceding claims, characterised in that a pre-control value is determined, which is added at the beginning of the regeneration phase to the normal value for the injection quantity and/or the desired air mass.
- A method according to any one of the preceding claims, characterised in that the rotational speed difference is supplied as an input signal to a change-over switch, at the other input of which is a zero signal and in that the switching state is determined as a function of information about a regeneration which is taking place.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE2000144411 DE10044411A1 (en) | 2000-09-08 | 2000-09-08 | Method for controlling an internal combustion engine in a regeneration cycle |
DE10044411 | 2000-09-08 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1186765A2 EP1186765A2 (en) | 2002-03-13 |
EP1186765A3 EP1186765A3 (en) | 2003-12-10 |
EP1186765B1 true EP1186765B1 (en) | 2006-03-01 |
Family
ID=7655490
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP20010118933 Expired - Lifetime EP1186765B1 (en) | 2000-09-08 | 2001-08-04 | Method for controlling an engine during a regeneration cycle |
Country Status (2)
Country | Link |
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EP (1) | EP1186765B1 (en) |
DE (2) | DE10044411A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN101438043B (en) | 2006-05-12 | 2012-10-10 | 胡斯华纳有限公司 | Method for regulating air-fuel ratio of internal combustion engine |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO1993025805A1 (en) * | 1992-06-12 | 1993-12-23 | Toyota Jidosha Kabushiki Kaisha | Exhaust emission control system for internal combustion engine |
JP3656777B2 (en) * | 1996-05-17 | 2005-06-08 | 本田技研工業株式会社 | Idle operation control device for internal combustion engine |
DE19626536C2 (en) * | 1996-07-02 | 2000-07-06 | Daimler Chrysler Ag | Method for regulating the injection quantity of the fuel supplied to the cylinders of an internal combustion engine and a device for carrying out this method |
US5738070A (en) * | 1996-12-11 | 1998-04-14 | Caterpillar Inc. | Method and apparatus for operation of a speed-governed lean burn engine to improve load response |
DE19706607B4 (en) * | 1997-02-20 | 2004-04-08 | Ford Global Technologies, LLC (n.d.Ges.d. Staates Delaware), Dearborn | Process for the regeneration of a nitrogen oxide trap with reduced torque jump in the exhaust system of an internal combustion engine and device for carrying out the process |
DE19744409C2 (en) * | 1997-10-08 | 2001-11-08 | Ford Global Tech Inc | Process for the regeneration of a nitrogen oxide trap in the exhaust system of an internal combustion engine and device for carrying out the process |
DE19753718C1 (en) * | 1997-12-04 | 1999-07-08 | Daimler Chrysler Ag | Method for operating a diesel engine |
DE19758018A1 (en) * | 1997-12-29 | 1999-07-01 | Volkswagen Ag | Regeneration of a NOx storage catalytic converter of an internal combustion engine |
DE19802631C1 (en) * | 1998-01-24 | 1999-07-22 | Daimler Chrysler Ag | Method and device for cleaning exhaust gases from an internal combustion engine |
DE19844745C1 (en) * | 1998-09-29 | 1999-12-30 | Siemens Ag | Regeneration of nitrogen oxides storage catalyst |
DE19939050B4 (en) * | 1999-08-18 | 2013-01-31 | Volkswagen Ag | Method for controlling a working mode of an internal combustion engine of motor vehicles during a regeneration of a storage catalytic converter |
DE10004001A1 (en) * | 2000-01-29 | 2001-08-02 | Bosch Gmbh Robert | Controling an internal combustion engine involves influencing characteristics of regular/controller using parameter characteristic of effect of injected quantity of fuel |
-
2000
- 2000-09-08 DE DE2000144411 patent/DE10044411A1/en not_active Withdrawn
-
2001
- 2001-08-04 DE DE50109039T patent/DE50109039D1/en not_active Expired - Lifetime
- 2001-08-04 EP EP20010118933 patent/EP1186765B1/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
DE10044411A1 (en) | 2002-03-21 |
EP1186765A3 (en) | 2003-12-10 |
EP1186765A2 (en) | 2002-03-13 |
DE50109039D1 (en) | 2006-04-27 |
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