WO1999043939A1 - Procede et dispositif d'autoadaptation rapide de richesse pour moteur a combustion interne - Google Patents
Procede et dispositif d'autoadaptation rapide de richesse pour moteur a combustion interne Download PDFInfo
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- WO1999043939A1 WO1999043939A1 PCT/FR1999/000390 FR9900390W WO9943939A1 WO 1999043939 A1 WO1999043939 A1 WO 1999043939A1 FR 9900390 W FR9900390 W FR 9900390W WO 9943939 A1 WO9943939 A1 WO 9943939A1
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- 230000006978 adaptation Effects 0.000 title claims abstract description 122
- 238000000034 method Methods 0.000 title claims abstract description 53
- 238000002485 combustion reaction Methods 0.000 title description 3
- 238000002347 injection Methods 0.000 claims abstract description 42
- 239000007924 injection Substances 0.000 claims abstract description 42
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 claims abstract description 12
- 229910052760 oxygen Inorganic materials 0.000 claims abstract description 12
- 239000001301 oxygen Substances 0.000 claims abstract description 12
- 239000007789 gas Substances 0.000 claims abstract description 9
- 238000010926 purge Methods 0.000 claims description 38
- 230000006870 function Effects 0.000 claims description 32
- 239000000446 fuel Substances 0.000 claims description 29
- 238000012937 correction Methods 0.000 claims description 22
- 238000004364 calculation method Methods 0.000 claims description 21
- 238000005259 measurement Methods 0.000 claims description 16
- 230000007704 transition Effects 0.000 claims description 9
- 230000033228 biological regulation Effects 0.000 claims description 6
- 125000004122 cyclic group Chemical group 0.000 claims description 6
- 238000001914 filtration Methods 0.000 claims description 6
- 230000003247 decreasing effect Effects 0.000 claims description 3
- 238000012886 linear function Methods 0.000 claims description 3
- 230000008569 process Effects 0.000 claims description 3
- 230000001131 transforming effect Effects 0.000 claims 1
- 239000000523 sample Substances 0.000 abstract description 10
- 230000001276 controlling effect Effects 0.000 description 4
- 230000004048 modification Effects 0.000 description 4
- 238000012986 modification Methods 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 239000004020 conductor Substances 0.000 description 2
- 239000006185 dispersion Substances 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000006641 stabilisation Effects 0.000 description 2
- 238000011105 stabilization Methods 0.000 description 2
- 238000013459 approach Methods 0.000 description 1
- 238000005352 clarification Methods 0.000 description 1
- 230000000295 complement effect Effects 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000008030 elimination Effects 0.000 description 1
- 238000003379 elimination reaction Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000010363 phase shift Effects 0.000 description 1
- 238000011084 recovery Methods 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000003252 repetitive effect Effects 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
- 238000010200 validation analysis Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
-
- 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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
- F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
- F02D41/2412—One-parameter addressing technique
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
- F02D41/2448—Prohibition of learning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2454—Learning of the air-fuel ratio control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2477—Methods of calibrating or learning characterised by the method used for learning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2425—Particular ways of programming the data
- F02D41/2429—Methods of calibrating or learning
- F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
- F02D41/2464—Characteristics of actuators
- F02D41/2467—Characteristics of actuators for injectors
Definitions
- the invention relates to a method and a device for rapid self-adaptation of the richness for an injection engine, that is to say an internal combustion engine of the spark-ignition type equipped with a fuel supply installation.
- fuel by injection and with an oxygen probe, commonly called a ⁇ probe to detect the oxygen content in the exhaust gases.
- the invention therefore relates to the field of supplying injection engines, in particular for cars, and proposes a method of self-adaptation of the control characteristics of their fuel supply, that is to say self-adaptation of the filling parameters. of the engine cylinders, and which is an improvement on the self-adaptation method known by FR-A-2 708 047.
- the rapid self-adaptation method of the invention can simultaneously also be a method of authorizing the purging of a canister purge circuit associated with the motor.
- the invention also relates to a self-adaptation device, for implementing the improved method of the invention, and comprising a computer, which is at least an injection computer, but preferably a computer engine control, also controlling at least one ignition.
- a computer which is at least an injection computer, but preferably a computer engine control, also controlling at least one ignition.
- a suitable parameter or quantity for controlling the engine such as the quantity of fuel injected or the duration of injection, since the characteristic fuel flow-duration d injection of the injectors is known, and referred to hereinafter as a control variable, is a known characteristic function of parameters representative of the unit filling of the cylinders of the engine, called filling parameters in the following description, and such as the absolute pressure at the air intake manifold, the air flow rate at the engine or the opening angle of a throttle valve in a throttle body on the air intake pipe to the engine, in combination with the engine speed or rotation speed.
- the basic fuel injection duration from which the injection duration actually applied to the injectors is obtained, is defined as a function of the absolute pressure in the manifold 'air intake to the engine by a characteristic curve comparable, in steady state and in most of the engine operating range, to a straight line with slope G, called gain, and abscissa at the origin D, called offset, for a speed of given rotation of the motor.
- the increasing linear relationship between the basic injection duration TinjB and the absolute intake pressure P can therefore be written: (1) TinjB ⁇ (PD) x G, where the intake pressure P represents the torque requested from the engine, or load, at a given speed.
- a richness coefficient K02 used to correct the basic injection time TinjB.
- This richness coefficient K02 comes from a richness control loop R of the air-fuel mixture, from the oxygen sensor placed in the flow of engine exhaust gases.
- the richness coefficient K02 is between 0.75 and 1.25, and constitutes a multiplicative correction coefficient of the basic injection time TinjB which is thus corrected by action on K02 to maintain a richness R equal to 1.
- the action on K02 generally consists in applying to this coefficient value transitions, on either side of an average value, generally fixed equal to 1, for the operation of the motor in open loop.
- the aforementioned document teaches in particular to authorize, for a stabilized engine and as a function of certain previous operating conditions of the engine, the self-adaptation of the richness by modification of at least the offset D and, preferably, only of the offset, in a first engine operating range, at low intake pressure [for low filling parameter values], and by modifying at least the gain G, and preferably only the gain, in a second operating range of the engine, at high intake pressure (for high values of the filling parameter), these pressure ranges being fixed.
- This self-adaptation has the disadvantage that its realization is made difficult in practice, by the fact that the frequency of occurrence of the operating range at high pressure, of the order of 70 Pa, and therefore the possibility of making measurements there. real and multiple operating parameters of the engine in service, are low in a standard urban driving cycle of a motor vehicle equipped with this engine.
- the problem underlying the invention is to remedy the aforementioned drawback, and to propose an improved method of self-adaptation, capable of dynamically determining the characteristic or straight line of work of the motor in its linear part, by allowing the simultaneous calculation of gain G and offset D, which are the coefficients of the engine filling line.
- Another object of the invention is to propose an improved self-adaptation method which allows advantageous control of the purge of a canister purge circuit associated with the motor, as also known by
- the method according to the invention is characterized in that it comprises the steps consisting, in each new self-adaptation cycle of order n, in defining a new straight line characteristic of the control quantity Tinj as a function of the parameter of filling P using new coefficients Dnew and Gne, calculated from the coordinates of filling parameter and control quantity of two points, one of which has value high Ph and the other at low value Pb of the filling parameter, and to which there correspond corrected values of the control quantity TinjCORh and TinjCORb, by applying the formulas:
- TinjCORh - TinjCORb Gnew
- TinjCORb Dnew Pb -
- every new engine working right 7 is defined by its new filtered coefficients GFil, n and DFil, n calculated from the coordinates (filling parameter and corrected control quantity, necessary to obtain the stoichiometric richness) of two operating points acquired during stable operating phases of the motor, and one of which, with coordinates (Pb, n-1, TinjCORb, n-1) or, as the case may be, (Ph, n-1, TinjCORh, n-1), is known and located on the previous one filtered working line, with DFil, nl and GFil, nl coefficients, stored during the previous cycle n-1, following the last acquisition, while the other point corresponds to a value of the filling parameter Pk, n actual measured and validated, in steady state, and at a value of the control variable TinjBk, n noted on said previous filtered working line, then replaced by a corrected value Tinj- C0Rk, n to take into account the value acquired simultaneously from K02, the new
- the values of the new filtered coefficients GFil, n and DFil, n are substituted in memory for the previous coefficients GFil, nl and DFil, nl, and the coordinates of the newly acquired point (Pk, n, TinjCORk, n) are also memorized and become the coordinates of one of the two points for the next measurement cycle.
- the method also consists in validating the measured value of the filling parameter Pk, n as a new value respectively high Ph, n or low Pb, n only if Pk, n is respectively greater than a band d forbidden adaptation of predetermined width and having the low value point stored in the previous cycle (Pb, n-1) as a lower bound, or less than said adaptation band prohibited and having the high value point stored in the previous cycle (Ph , n-1) as an upper bound.
- a minimum distance between the two retained points necessary for the precision of the calculation, defines the allowed adaptation zones.
- the condition for validating the value of the newly acquired filling parameter (Pk, n) is that this value is external to the so-called prohibited adaptation band ⁇ P, the width of which is predetermined.
- the method further consists in making a new forbidden adaptation band contiguous with the value entered of the filling parameter Pk, n and in comparing this latter value with the terminal.
- Pk becomes the new high point Ph or respectively new low point Pb which determines the upper or lower limit respectively of the new prohibited adaptation band ⁇ P.
- the method also consists in not validating the measured value of this parameter Pk, n as a new low value Pb, n only if, in addition, Pk, n is less than or equal to a threshold value of the filling parameter, for example of the order of 50 kPa, in calibration, if this filling parameter is the absolute pressure in the air intake manifold, downstream of the throttle member.
- the coefficients of the working line of the engine are stored in the computer and then continuously updated during engine operation, during repetitive measurement cycles restarted with each new engine entry in a phase of stabilized operation, at a value of the filling parameter which is outside the forbidden band.
- the new coefficients from the current measurement are substituted for the previous ones in the computer memory.
- an iterative correction of the coefficients defining the characteristic of the motor is applied more or less progressively according to a logical filtering algorithm, so as to avoid excessively sudden variations in the operating parameters when they are put up to date, and gradually approach an average characteristic.
- the method also consists in defining the new filtered working line, of coefficients DFil, n and GFil, n, by applying to the new calculated coefficients Dnew and Gnew a logical filtering consisting in taking into account only a fraction of the deviation between Dnew and respectively Gnew and the previous filtered coefficients DFil, nl and respectively GFil, nl, according to a first order approximation, using adaptation correction coefficients KD and KG, between 0 and 1 , and can be equal, such as:
- the filtering rate applied can comprise several levels depending on the rate of adaptation of the engine, according to the values taken by the richness coefficient K02 and observed in particular in each of the high and low ranges of adaptation, that is to say say outside the forbidden adapter band.
- the method also consists in applying adaptation correction coefficients KD and KG at several levels, as a function of the engine regulation rate translated by the value of the richness coefficient K02, the level of the coefficients KD and KG being chosen as a function of the value of K02 observed in each of the ranges of high and low values of the filling parameter respectively higher and lower than the corresponding forbidden adaptation band.
- a value is chosen for at least one of the coefficients KD and KG 11 tively strong, medium or weak, depending on whether the richness coefficient K02 is measured outside a band of the richness coefficient centered on the average value of K02 and of predetermined width, in the two ranges of the filling parameter which are greater and less than said prohibited adaptation band, or measured outside said band of the richness coefficient in one of said ranges of the filling parameter greater or less than said prohibited adaptation band, but at 1 ' inside said band of the richness coefficient in the other of said upper and lower ranges of the filling parameter, or finally measured inside said band of the richness coefficient in the two upper and lower ranges of the filling parameter.
- the memory of the computer saves in particular the last memorized DFil and GFil coefficients, which will define the initial working line of the engine during the next restart. of the computer, in practice on the next restart of the engine.
- a specific initialization regime makes it possible to load typical coefficients each time the computer is returned to service.
- the method advantageously also consists, at each restart of the engine, to determine using the filtered working line and in memory at restart, of coefficients DFil and GFil, two theoretical values of the control quantity TinjCORh and TinjCORb corresponding to two values of the filling parameter chosen outside the usual value range of said filling parameter, and which are respectively a high initialization value PhINIT, and a low initialization value PbINIT, to choose a adaptation band prohibited substantially centered between PbINIT and PhINIT, from lower bound Pb greater than PbINIT, and from upper bound Ph less than PhINIT, the cycle of measurements and calculations then taking place as in steady state, with acquisition 12 tion of a new validated value of the filling parameter if said new value is outside the prohibited adaptation band, and calculation of the coefficients DFil, n and GFil, n of the new filtered working line from the new value measured and filtered from the filling parameter PkFil and one of the two initialization value points PhINIT or PbIN
- the filtered value of the richness coefficient K02 is its mean value, that is to say 1 if K02 is a multiplicative coefficient for correcting the basic values in corrected values of the control quantity.
- K02 is inside the band of the aforementioned richness coefficient for each of the high and low bands of the filling parameter which are respectively higher and lower than the forbidden adaptation band.
- the method before the computer is put into service for the first time, the method also consists in preloading the memory of the computer with initial values GINIT and DINIT of the coefficients of the working line which are defined experimentally for the type of engine considered, and substitute them for the GFil and DFil coefficients memorized for the restart, and which do not yet exist.
- a purge circuit comprising a canister collecting fuel vapors from at least one tank and connected to the engine intake manifold by a canister purge valve, electrically controlled and whose flow is controlled by the computer, which prohibits the flow of the purge valve simultaneously with self-adaptation, as known by
- stages of the 13 method of the invention it is advantageous to provide stages of the 13 method of the invention to complete it by associating with the self-adaptation strategy a canister purge strategy, priority being given to one or the other of the two strategies according to the level of adaptation of the motor and the rate canister load. If the canister is heavily loaded with fuel vapors, self-adaptation is prohibited. Otherwise, and if the adaptation of the motor is insufficient in a high or low range of the filling parameter, that is to say if K02 is not in the band of the aforementioned richness coefficient in this high range or low, the adaptation has priority in this considered range of the filling parameter.
- the priority between adaptation and purging of the canister is managed by modulating the width of the prohibited adaptation band.
- This forbidden adaptation strip is entirely reserved for purging the canister, and the wider this forbidden strip, the higher the purging of the canister. According to the method, it is therefore sufficient to modulate this width with respect to a nominal value of the prohibited adaptation strip to manage the priority between the adaptation and the purging of the canister.
- the method also consists in widening the forbidden adaptation band respectively towards the high values or towards the low values of the filling parameter when the regulation rate of the engine is satisfactory, as a function of the value of the richness coefficient.
- K02 in the respectively high or low range of the filling parameter which is respectively higher or lower than said adaptation band prohibited before its widening.
- the method advantageously also consists in making the widening of the forbidden adaptation band effective only during a predetermined time interval, using a counter restarted at each cycle. of self - adaptation to count down said time interval.
- the method can consist in defining a coefficient KCAN of estimation of the fuel content of the purge circuit, in the manner described in FR-A-2 708 049, to which reference will be made for d advantages of clarification on this subject. It is simply recalled that this coefficient KCAN can be worked out when purging is authorized, from the drift of the richness coefficient K02, so that KCAN is increased or respectively decreased if K02 is less than or respectively greater than its average value. The method therefore consists of entering the self-adaptation phase if KCAN becomes below a predetermined fuel content threshold.
- the invention also relates to a device for self-adaptation of the richness of an injection engine
- a device for self-adaptation of the richness of an injection engine comprising a computer connected to sensors for operating parameters of the engine as well as to an oxygen sensor in the exhaust gases of the engine, said computer calculating values of a control quantity, such as the injection duration, intended to be applied to at least one fuel injector in the engine, and obtained from basic values TinjB expressed as functions increasing linearity of an engine filling parameter, such as the pressure P in an air intake manifold to the engine, with a shift D of the filling parameter at the origin and a gain G corresponding to the slope of the corresponding characteristic line, said basic values TinjB of the control quantity being corrected using a richness coefficient K02 determined by the computer as a function of the signal of richness R of the oxygen sensor in closed loop operation and equal to an average value in open loop operation, to center the engine operation on a richness equal to 1, the computer performing a cyclic self-adaptation of the offset D and gain G
- FIG. 1 schematically represents an injection engine with a canister purge circuit, a control computer and a ⁇ probe
- FIG. 2 represents curves expressing the duration of injection, chosen as an example of the engine control quantity, as a function of the absolute pressure in the intake manifold, chosen as an example of the engine filling parameter, and
- FIG. 3 is a schematic flowchart of one self-adaptation.
- FIG. 1 is schematically shown in 1, an injection engine, four-cylinder four-stroke, and spark ignition, equipped with a fuel injection installation, for example of multipoint type.
- This installation comprises four injectors 2 each mounted in one respectively of the four branches 3 downstream of an intake manifold 4, and each opening into the cylinder head of the engine 1, at the level of the valve (s) admission of a corresponding cylinder.
- a throttle valve 5 for controlling the intake air flow is rotatably mounted in a throttle body 6 in the upstream part of the pipe 4, the throttle body 6 having a bypass pipe 7 on the throttle valve 5, and the cross section of which passage is regulated by a valve shown diagrammatically at 8 and controlled for example by a stepping motor 9.
- the injectors 2 are supplied with fuel under a pressure defined by a regulator 10, itself supplied from a tank 11, closed by a sealed cap, by means of a pump 12 on a pipe. 16 supply 13 on which is also mounted a filter 14.
- the additional amount of fuel derived by the regulator 10 to the injectors 2 is returned to the tank 11 by a return line 15.
- the fuel vapors being formed in particular in the reservoir 11 is collected by a canister 16, containing a charge absorbing these vapors, for example activated carbon, and connected to the reservoir by a recovery line 17.
- the canister 16 has a vent 18, by which the reservoir is brought to the open air, and the canister 16 is connected to the intake manifold 4, downstream of the throttle valve 5, by a suction pipe 19 on which is mounted an electrically controlled valve 20, for purging the canister 16 when the valve 20 is commanded to open.
- This valve 20 is a solenoid valve normally closed at rest and with controlled opening with variable cyclic opening ratio (RCO).
- the R.C.O. variable of this valve 20 therefore the purge flow of the canister 16 of the fuel vapors which it contains, as well as the position of the electric stepping motor 9 are controlled by electric orders transmitted to the valve 20 and to the motor 9 from a computer 21 by conductors 22 and 23.
- the duration of opening or injection of the injectors 2 which is a function of the amount of fuel injected by each injector 2 into the corresponding cylinder (since the pressure difference of fuel applied to the injectors 2 is constant and fixed by the regulator 10), is controlled by electrical orders applied by the computer 21 to the injectors 2 by a conductor 24.
- injection duration variable RCO, stepping motor control
- electrical orders are produced by the computer 21 from signals received from various sensors of engine operating parameters, including an air temperature signal of inlet 25, delivered by a temperature probe 26 placed in the air stream, a 17 absolute signal of intake air pressure 27 delivered by a pressure probe 28 in the pipe 4, a temperature signal 29 of engine cooling water 1, supplied by a sensor not shown, and a signal 30 of rotation of the engine, making it possible to determine the speed of the engine N, as well as the engine phases of the different cylinders for determining the instants of injection, and also of ignition if the computer 21 is an engine control computer.
- various sensors of engine operating parameters including an air temperature signal of inlet 25, delivered by a temperature probe 26 placed in the air stream, a 17 absolute signal of intake air pressure 27 delivered by a pressure probe 28 in the pipe 4, a temperature signal 29 of engine cooling water 1, supplied by a sensor not shown, and a signal 30 of rotation of the engine, making it possible to determine the speed of the engine N, as well as the engine phases of the different cylinder
- the computer 21 also receives a signal 31 of the butterfly opening angle 5 supplied by an appropriate sensor, such as a potentiometer for copying the angular position of the butterfly 5, and mounted on the axis of rotation of the latter.
- the computer 21 also receives at 32 a richness signal R delivered, in the form of electrical voltage, by an oxygen probe 33 called the ⁇ probe, placed in the exhaust gases 34 of the engine 1, and of which it indicates the content of oxygen.
- the richness signal R is used by the computer 21 to center the operation of the motor on a richness equal to 1.
- the computer 21 first calculates a control quantity of the motor , for example a basic fuel injection duration, by referring to a curve which gives, for an engine speed and for a given engine type, the basic injection duration Tinj B as a function of a parameter of filling of the engine, for example the absolute pressure P of air intake in the pipe 4, this characteristic curve being, in steady state and over most of the useful operating range of the engine, comparable to a defined increasing linear function by a pressure offset D at the origin and by a gain G corresponding to the slope of the line representative of this function.
- a control quantity of the motor for example a basic fuel injection duration
- the curve shows 18 rounded parts in S obtained from the right after multiplicative correction by a cartographic coefficient K carto, function in particular of the engine speed N, and of the pressure P of manifold or of the opening angle of the butterfly 5.
- TinjB (P - D) x G.
- the computer 21 increases or reduces TinjB to obtain a richness signal R equal to 1.
- the richness coefficient K02 is chosen equal to 1. These zones correspond in particular to operation with a faulty ⁇ probe, or with an air temperature below an input threshold in a closed loop, for example in the event of a cold engine start, or when the open loop is imposed by the engine speed or the throttle opening angle, for example when decelerating or at full load, or if the engine speed N is greater than a given high threshold, for example 4500 rpm, and, in general, each time the targeted richness differs from 1.
- a given high threshold for example 4500 rpm
- the memory of the computer 21 contains the following data, stored during the previous measurement and calculation cycle, of order n-1: the filtered coefficients, as explained below, GFil, nl and DFil, nl of the previous filtered working line of the engine, represented at 35 in FIG.
- the computer also has in memory a certain number of parameters and coefficients which can take one or more constant values and specified below.
- a new cycle of measurements and calculations of order n for the self-adaptation begins with a search and acquisition of an engine operating point in steady state, outside of the prohibited adaptation band ⁇ P.
- the computer continuously compares the pressure Pk in the intake manifold 4 with a filtered value PkFil of this pressure to overcome small pressure fluctuations by first-order filtering, known per se, and with a delayed phase shift of a cycle, according to the formula:
- PkFil, n PkFil, n-1 + k (Pk, n - PkFil, n-1), where k is a coefficient between 0 and 1, and PkFil, n-1 was stored in the computer in the previous cycle d 'order n-1.
- the new cycle of measurements and calculations of order n of the coefficients of the new filtered working line (DFil, n and GFil, n) is launched.
- the values of the intake pressure Pk, n, of its 21 filtered value PkFil, n and an average or filtered value K02Fil, n corresponding to K02 are entered and stored in the computer, with:
- K02Fil, n K02Fil, n-l + (K02, n - K02Fil, n-l), where a is a coefficient between 0 and 1.
- a new prohibited band of the same width ⁇ P, is positioned so as to be contiguous with the entered pressure Pk, n, which is compared to the lower pressure terminal Pb, n-1 of the previous forbidden adaptation band (Pb, n-1 - Ph, n-1).
- the measured pressure Pk, n is only validated as a new high pressure Ph, n only if Pk, n is greater than a pressure band ⁇ P of predetermined width, corresponding to a prohibited adaptation, and having Pb, n-1 as the lower bound, while Pk, n is only validated as a new low pressure Pb, n only if Pk, n is less than the pressure band ⁇ P and having Ph, n-1 as the upper bound and if, in addition, Pk, n is less than or equal to said pressure threshold Psb.
- TinjCORh, n TinjBh, n x K02Fil, n and
- TinjCORb, n TinjBb, n x K02Fil, n.
- the new working line 36 is defined using the coordinates of the newly acquired point (Ph, n; TinjCORh, n) or (Pb, n; TinjCORb, n) and those of the last complementary point previously acquired in the previous cycle n- 1. To simplify the description of this exemplary implementation of the invention, it will be assumed in what follows that the newly acquired point is a high pressure point.
- TinjCORh TinjCORb
- TinjCORb Dnew Pb -
- a new working line 37 stored of order n is adopted as a new so-called filtered working line, defined by new filtered coefficients DFil, n and GFil, n and which is a line 37 intermediate between the stored line 35 of order n-1 and of coefficients DFil, nl and GFil, nl and the new line 36 defined by the new calculated coefficients Dnew and Gnew.
- the new filtered coefficients GFil, n and DFil, n are then stored and substituted for the previous filtered coefficients GFil, n-l and DFil, n-l for the determination of the next working line, in the following self-adaptation cycle of order n + 1.
- the engine then operates on the right (GFil, n; DFil, n) until 1 Occurrence of a new measurement cycle starting with a new measurement of Pk and its possible validation, which defines a new line.
- the different lines thus defined form a dynamic cloud around an average line.
- coefficients are applied at several levels, as a function of the engine regulation rate translated by the value of the richness coefficient K02.
- the level of the coefficients KD and KG is chosen as a function of the value of K02 observed in each of the high and low pressure ranges, which are respectively higher and lower than the corresponding band ⁇ P of prohibited adaptation, as explained below. .
- the method can consist in choosing, for each of the two coefficients KD and KG, three different values, which are a high value, for example 0.5, a mean value, for example 0.1, and a low value, for example 0.05, depending on the value of the richness coefficient K02 measured in the high and low pressure ranges, on either side of this prohibited pressure range.
- Fb or respectively of Fh is updated and memorized, as well as the corresponding value of K02Fil, during each validated measurement of the pressure PkFil.
- a filtered working line with coefficients DFil and GFil stored at the end of the last adaptation cycle before stopping the engine.
- theoretical corrected injection durations TinjCORh and TinjCORb are determined corresponding to two inlet pressures chosen outside the usual pressure range, and which are respectively a pressure high initialization PhINIT, for example of the order of 90 kPa, and a low initialization pressure PbINIT, for example of the order of 30 kPa.
- a prohibited adaptation band ⁇ pINIT is also chosen, substantially centered between PbINIT and PhINIT, and having a lower bound corresponding for example to the low pressure threshold Psb, for example of 50 kPa, and a width ⁇ pINIT of 20 kPa for example, this which gives an upper bound or high pressure threshold of 70 kPa for this example.
- K02Fil 1.
- the measurement and calculation cycle then takes place as for the steady state, with acquisition of a new pressure point Pk, validated if it is outside the forbidden band ⁇ pINIT, and calculation of the coefficients DFil, n and GFil, n of the new filtered working line from the new measured and filtered pressure PkFil, n and from one of the two initialization pressure points PhINIT or PbINIT.
- the computer 21 is gradually adapted to the real conditions by fixing the initial values of the adaptation correction coefficients KD and KG as a function of a fictitious degree of adaptation of the engine. We consider, for example, that when the engine is restarted it is well suited, so the flags Fb and Fh are equal to 1, and KG and KD are, in the example above- 27 tooth, from 0.05.
- the computer memory 21 is preloaded with initial values GINIT and DINIT of the coefficients of the working line which are defined experimentally for the type of engine considered.
- GINIT and DINIT initial values of the coefficients of the working line which are defined experimentally for the type of engine considered.
- GFil and DFil are initialized to the GINIT and DINIT calibration values. These calibration values are therefore substituted for the coefficients GFil and DFil when the engine is started for the first time. The process then proceeds as described above after a restart.
- the adaptation of the motor is insufficient in the high or low pressure range, that is to say if Fh or Fb is equal to 0, the adaptation has priority in the pressure range considered.
- Priority is managed by modulating the width of the adaptation prohibition band. Indeed, inside this band, adaptation is prohibited and, as mentioned above, it is natural to dedicate this band entirely to the purge. However, the wider this band, the more priority is given to purging.
- the method of the invention therefore proposes to modulate the width of this adaptation prohibition band with respect to a nominal value, in order to manage the priority between the purge and the adaptation.
- the self-adaptation prohibition band can take three distinct values which are 20 kPa, if the two margins are zero, 30 kPa if only one margin is 29 added to ⁇ PINIT, or 40 kPa if ⁇ PINIT is widened by the two margins. This more or less wide band being entirely dedicated to the purge, the purge is therefore more or less priority depending on the width of this band.
- the margins are zero and the adaptation prohibition band is limited to the value of ⁇ PINIT, so that adaptation takes priority. But the bounding of Pb to the maximum value of low pressure Psb is always applied.
- This widening of the adaptation prohibition strip on the side or sides to which the motor is well adapted saves time for the purge to operate.
- this widening of the adaptation prohibition band is effective only during a predetermined time interval, for example three minutes, which is counted down using a restarted counter. at each self-adaptation cycle, so as to relaunch the possibilities of adaptation at the end of this predetermined time interval.
- the power-up step 38 implies, when it is the first power-up of the computer 21, taking into account the initialization values GINIT and DINIT for the coefficients GFil and DFil of the working line memorized during the first initialization at 39.
- the next step 40 is the step of defining the adaptation ranges on either side of the forbidden adaptation band from the nominal value and initial ⁇ PINIT, of the maximum low pressure threshold Psb and of flags indicating the adaptation of the engine Fb and Fh 30 chosen equal to 1 in 41.
- L 'next step is to check at 44 the conditions for entry into adaptation. Adaptation is entered if the current pressure in the tubing Pk is within one of the authorized adaptation ranges, and if the stability of the motor is verified, that is to say if the motor is operating in stabilized mode with Pk - PkFil ⁇ SI (pressure threshold), and if the temperatures of air, on the one hand, and, on the other hand, of an engine coolant (in general of water) are above respective thresholds, as indicated in 45.
- Pk - PkFil ⁇ SI pressure threshold
- the angle of the throttle valve 5 will be memorized in 46.
- a prohibited purge order is transmitted at 47, as well as orders prohibiting the operation of a shut-off valve.
- adaptation will be exited if at least one of the conditions for entering adaptation at 44 is no longer verified or if the variation of the angle of the butterfly 5 relative to the angle memorized at 46 is greater than a threshold or even if the number of transitions of the signal K02 since the entry into adaptation at 44 is greater than a threshold SK02max.
- the adaptation is validated if the number of transitions of the signal K02 since the entry into adaptation in 44 is greater than a minimum threshold SK02min, as indicated in 50.
- the minimum and maximum threshold conditions SK02min and SK02max of the transitions of K02 limit the time spent in adaptation while guaranteeing good stability of the acquisitions necessary for the calculations, the stabilization of K02, Fil being significant of the drift of the richness and the stabilization of the filtered pressure PkFil being representative of the engine load.
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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)
- Feedback Control In General (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE69903271T DE69903271T2 (de) | 1998-02-25 | 1999-02-22 | Verfahren und einrichtung zum schnellen selbstanpassen des luft/kraftstoffverhältnisses in einer brennkraftmaschine |
BRPI9908241-1A BR9908241B1 (pt) | 1998-02-25 | 1999-02-22 | processo de auto-adaptação rápida da riqueza da mistura para motor de combustão interna. |
EP99904923A EP1058781B1 (fr) | 1998-02-25 | 1999-02-22 | Procede et dispositif d'autoadaptation rapide de richesse pour moteur a combustion interne |
US09/622,963 US6415779B1 (en) | 1998-02-25 | 1999-02-22 | Method and device for fast automatic adaptation of richness for internal combustion engine |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9802273A FR2775315B1 (fr) | 1998-02-25 | 1998-02-25 | Procede et dispositif d'autoadaptation rapide de richesse pour moteur a injection avec sonde d'oxygene dans les gaz d'echappement |
FR98/02273 | 1998-02-25 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999043939A1 true WO1999043939A1 (fr) | 1999-09-02 |
Family
ID=9523349
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR1999/000390 WO1999043939A1 (fr) | 1998-02-25 | 1999-02-22 | Procede et dispositif d'autoadaptation rapide de richesse pour moteur a combustion interne |
Country Status (7)
Country | Link |
---|---|
US (1) | US6415779B1 (fr) |
EP (1) | EP1058781B1 (fr) |
BR (1) | BR9908241B1 (fr) |
DE (1) | DE69903271T2 (fr) |
ES (1) | ES2184411T3 (fr) |
FR (1) | FR2775315B1 (fr) |
WO (1) | WO1999043939A1 (fr) |
Families Citing this family (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10144337B4 (de) * | 2001-09-10 | 2007-04-19 | Siemens Ag | Adaptives Regelverfahren |
DE10311011B4 (de) * | 2003-03-13 | 2016-10-20 | Robert Bosch Gmbh | Verfahren zum Erfassen eines individuellen Offsetwertes einer elektrischen Größe zum Ansteuern eines Einspritzventils einer Brennkraftmaschine |
US6850832B1 (en) * | 2003-10-24 | 2005-02-01 | International Engine Intellectual Property Company, Llc | Map-scheduled gains for closed-loop control of fuel injection pressure |
DE10358988B3 (de) * | 2003-12-16 | 2005-05-04 | Siemens Ag | Vorrichtung zum Steuern einer Brennkraftmaschine |
WO2005116427A1 (fr) * | 2004-04-30 | 2005-12-08 | Volkswagen Aktiengesellschaft | Procede de commande de deroulement de phases de ventilation de reservoir et d'adaptation du melange dans un moteur a combustion interne et moteur a combustion interne equipe d'une commande de deroulement |
DE102005009101B3 (de) * | 2005-02-28 | 2006-03-09 | Siemens Ag | Verfahren und Vorrichtung zum Ermitteln eines Korrekturwertes zum Beeinflussen eines Luft/Kraftstoff-Verhältnisses |
DE102006062213B4 (de) * | 2006-12-22 | 2018-07-26 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Steuerung einer Aufladeeinrichtung eines Verbrennungsmotors im Aufladebetrieb |
JP4976901B2 (ja) * | 2007-04-02 | 2012-07-18 | トヨタ自動車株式会社 | エンジン特性の推定方法 |
JP4782759B2 (ja) * | 2007-10-24 | 2011-09-28 | 株式会社デンソー | 内燃機関制御装置および内燃機関制御システム |
EP2304325B1 (fr) * | 2008-07-25 | 2017-04-05 | Belimo Holding AG | Procédé d'égalisation et de réglage hydrauliques d'une installation de chauffage ou de refroidissement et soupape d'égalisation et de réglage correspondante |
JP5287839B2 (ja) * | 2010-12-15 | 2013-09-11 | 株式会社デンソー | 燃料噴射特性学習装置 |
DE102014111409B4 (de) | 2013-08-15 | 2023-08-17 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Verfahren zum Kompensieren von Druckschwankungen eines Sauerstoffsensors |
JP2018159305A (ja) * | 2017-03-22 | 2018-10-11 | トヨタ自動車株式会社 | 蒸発燃料処理装置 |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2567962A1 (fr) * | 1984-07-23 | 1986-01-24 | Renault | Procede adaptatif de regulation de l'injection d'un moteur a injection |
EP0637685A1 (fr) * | 1993-07-20 | 1995-02-08 | Magneti Marelli France | Procédé et dispositif d'auto adaptation de richesse pour moteur à combustion interne avec système de purge de canister |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4029537A1 (de) * | 1990-09-18 | 1992-03-19 | Bosch Gmbh Robert | Verfahren und vorrichtung zur steuerung und/oder regelung einer betriebsgroesse einer brennkraftmaschine |
US5638802A (en) * | 1995-02-25 | 1997-06-17 | Honda Giken Kogyo Kabushiki Kaisha | Fuel metering control system for internal combustion engine |
-
1998
- 1998-02-25 FR FR9802273A patent/FR2775315B1/fr not_active Expired - Fee Related
-
1999
- 1999-02-22 EP EP99904923A patent/EP1058781B1/fr not_active Expired - Lifetime
- 1999-02-22 US US09/622,963 patent/US6415779B1/en not_active Expired - Fee Related
- 1999-02-22 DE DE69903271T patent/DE69903271T2/de not_active Expired - Lifetime
- 1999-02-22 BR BRPI9908241-1A patent/BR9908241B1/pt not_active IP Right Cessation
- 1999-02-22 WO PCT/FR1999/000390 patent/WO1999043939A1/fr active IP Right Grant
- 1999-02-22 ES ES99904923T patent/ES2184411T3/es not_active Expired - Lifetime
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2567962A1 (fr) * | 1984-07-23 | 1986-01-24 | Renault | Procede adaptatif de regulation de l'injection d'un moteur a injection |
EP0637685A1 (fr) * | 1993-07-20 | 1995-02-08 | Magneti Marelli France | Procédé et dispositif d'auto adaptation de richesse pour moteur à combustion interne avec système de purge de canister |
Also Published As
Publication number | Publication date |
---|---|
FR2775315A1 (fr) | 1999-08-27 |
US6415779B1 (en) | 2002-07-09 |
BR9908241A (pt) | 2000-10-31 |
EP1058781B1 (fr) | 2002-10-02 |
ES2184411T3 (es) | 2003-04-01 |
EP1058781A1 (fr) | 2000-12-13 |
BR9908241B1 (pt) | 2012-02-07 |
FR2775315B1 (fr) | 2000-05-05 |
DE69903271D1 (de) | 2002-11-07 |
DE69903271T2 (de) | 2003-07-24 |
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