EP0826100B1 - Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre - Google Patents

Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre Download PDF

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Publication number
EP0826100B1
EP0826100B1 EP96913453A EP96913453A EP0826100B1 EP 0826100 B1 EP0826100 B1 EP 0826100B1 EP 96913453 A EP96913453 A EP 96913453A EP 96913453 A EP96913453 A EP 96913453A EP 0826100 B1 EP0826100 B1 EP 0826100B1
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European Patent Office
Prior art keywords
lam
lambda
cylinder
controller
accordance
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English (en)
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EP0826100A1 (fr
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Willibald SCHÜRZ
Florian Tisch
Erwin Achleitner
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Siemens AG
Siemens Corp
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Siemens AG
Siemens Corp
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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
    • F02D41/008—Controlling each cylinder individually
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F02D41/1443—Plural sensors with one sensor per cylinder or group of cylinders
    • 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
    • F02D2041/1418—Several control loops, either as alternatives or simultaneous
    • 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
    • F02D41/008—Controlling each cylinder individually
    • F02D41/0082—Controlling each cylinder individually per groups or banks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F02D41/1456—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio with sensor output signal being linear or quasi-linear with the concentration of oxygen

Definitions

  • the invention relates to a method for cylinder-selective Lambda control according to a multi-cylinder internal combustion engine the preamble of claim 1.
  • the lambda control connects to the three-way catalytic converter today the most effective emission control method for Internal combustion engines.
  • One delivers in the exhaust pipe oxygen sensor located upstream of the catalytic converter, usually referred to as a lambda probe, one of oxygen content in the exhaust gas dependent signal that the lambda controller so further processed that by means of a metering device, like injectors or carburetor the cylinders of the Fuel-air mixture supplied to the internal combustion engine almost complete combustion ( ⁇ 1.00).
  • so-called jump probes are used as lambda probes, whose output signal jumps both at the transition from a fat to a lean, as well as at the transition changes from a lean to a rich exhaust state.
  • Such lambda probes based on zirconium oxide or titanium oxide have response times of around 100 ms and record therefore only the oxygen content in the total exhaust gas resulting from the individual exhaust gas packs of the individual cylinders of the internal combustion engine put together.
  • variable suction systems switching suction pipes
  • variable Valve timing a balanced cylinder charge in all operating points of the internal combustion engine with the conventional means difficult to realize.
  • each individual cylinder has its own lambda sensor with jump characteristics assign in a corresponding exhaust pipe.
  • One lambda probe each records the composition of the exhaust gas from the respective cylinder and delivers an output signal to an electronic control unit. This touches the Output signals of the two lambda probes when the respective cylinders in question are in the extension stroke or during a period that is slightly later than this and increases or decreases the fuel supply amount for the individual cylinders.
  • the oxygen sensors for cylinder-specific mixture control are also known as linear lambda sensors and are for example based on strontium titanate (SrTiO3) in Thin-film technology built up (VDI reports 939, Düsseldorf 1992, "Comparison of the response speed of automotive exhaust gas sensors for quick lambda measurement based on selected metal oxide thin films ").
  • the present invention is based on the object of specifying a method for cylinder-selective lambda control of a multi-cylinder internal combustion engine of the type mentioned at the outset, so that the deviation of the individual cylinder air numbers from the desired value is limited to a minimum at all operating points of the internal combustion engine.
  • the single-cylinder lambda control consists of two control loops, an outer control loop for control the global lambda mean and an internal control loop, in which the air ratio is controlled cylinder-selectively.
  • a linear proportional integral controller is used to regulate the mean air ratio (PI controller) used.
  • PI controller mean air ratio
  • the controlled system can be with sufficient accuracy by Dead time element and two first order delay elements replicate. With the help of this route model one can Design the controller structure, whose parameters depend on the dead time of the Lambda control loop, the time constants of the delay elements and the speed are dependent. Because these system sizes the effort can be easily determined by measurements reduce significantly for the application of the lambda controller.
  • the single-cylinder lambda controller as a two-point controller.
  • a PI controller is also used for the single-cylinder air figures used, in which the proportional and integral part set depending on the load and speed become.
  • Deviations of the single-cylinder air figures from the setpoint reduce less than 1%.
  • the air ratio amplitude in the total exhaust gas is significantly reduced compared to that of a conventional two-point lambda regulator and the conversion rate for CO and NO x of an aged catalytic converter is significantly increased.
  • the detection and evaluation of the single-cylinder air figures makes it possible to detect defects in the injection valves which are associated with a change in the dynamic properties of the flow rate, which supports on-board diagnosis (OBD II).
  • FIG. 1 with the reference numeral 10 is only schematic shown internal combustion engine BKM with 6 cylinders, 3 cylinders combined to form a cylinder bank are.
  • the cylinders are a first cylinder bank ZB1 1,2,3 assigned, the exhaust gas in a common exhaust line AST1 opens.
  • the cylinders 4,5,6 are a second cylinder bank ZB2 assigned to which an exhaust line AST2 common is.
  • the Internal combustion engine 10 has a linear lambda probe LS1 in the exhaust line AST2 a linear lambda probe LS2 is provided.
  • a positioning of the two lambda sensors LS1, LS2 near the internal combustion engine 10 favors the detectability of single-cylinder air deviations, because with increasing distance the installation location of the lambda probes LS1, LS2 from the Internal combustion engine 10 the degree of mixing of each Exhaust gas packs increased and thereby cylinder-selective detection is difficult.
  • the signals from the two lambda sensors LS1, LS2 become one Circuit block 11 supplied, the signal detection and a Controls linearization of these signals. This is due to Circuit block 11 as further input variables a cylinder identification signal ZID and a time signal, namely the Waiting time TEZ on.
  • the value for the waiting time TEZ is made up of a Map KF depends on one that represents the engine load Size, for example the air mass LM and the Speed N read out.
  • the dependence of the probe voltage is linear Lambda probe represented by the air ratio ⁇ .
  • the air ratio ⁇ In one narrow range of 0.97 ⁇ ⁇ 1.03 results in an almost linear relationship between probe voltage ULS and air ratio ⁇ .
  • the probe voltage is by means of a stored characteristic curve or a one-dimensional one Map converted into an actual lambda value LAM_IST.
  • a separate map can be made for each of the two lambda sensors are provided, with the aid of which the values of the sensor voltages be converted into air ratio values.
  • Figure 3 shows the position of the sampling points in the first two lines AP for the sensor signals of the two cylinder banks ZB1, ZB2 in relation to the push-out cycles AT of the individual Cylinder.
  • the 3rd line of Fig.3 are the push-out cycles AT of cylinders 4, 5 and 6 of cylinder bank ZB 2, in the 4th Row are the extension strokes AT of cylinders 1, 2 and 3 the cylinder bank ZB 1 shown.
  • the value of the probe signal which contains the information about the air ratio of a cylinder, is only recorded after a specific waiting time TEZ after the exhaust valve has closed (the end of the push-out cycle).
  • This waiting time TEZ depends on the load and the speed of the internal combustion engine.
  • the waiting time TEZ is stored in a map that is spanned over the air mass LM and the speed N.
  • TEZ time between reference mark and sampling time
  • the values of the sensor signals of the lambda sensors assigned to the two cylinder banks ZB1, ZB2 are queried.
  • the time interval between the signal acquisition is therefore predefined in relation to a trigger mark (tooth number) fixed to the crankshaft, depending on the load and the speed.
  • a lambda voltage value per cylinder bank is determined for each segment.
  • the setpoint LAM_SOLL is one Map dependent on the load, for example on the air mass LM and the speed N of the internal combustion engine filed.
  • LAMMW_IST_i 1.2 for the two lambda probes
  • n-6 n-5 n-4 n-3 n-2 n-1 n number of the measured value
  • LAMMW_i LAM_SUM_i (n) / 6
  • the control gain factor LAM_KPI_FAK is selected depending on a dead time LAM_TOTZ_GR in the lambda control loop, which results from the fuel storage period, the Duration of the intake, compression, work and extension cycle as well as the gas running time for the respective lambda probe.
  • This dead time LAM_TOTZ_GR is load- a map and taken depending on the speed.
  • LAM_GR_i (n) LAM_P_i (n) + LAM_I_i (n)
  • This controller output of the global lambda controller is preferably limited to ⁇ 25% of the basic injection time, ie -0.25 ⁇ LAM_GR_i ⁇ 0.25.
  • the integral component can also be limited to ⁇ 25% of the basic injection time, ie - 0.25 ⁇ LAM_I_i ⁇ 0.25.
  • a gradient method is used to identify the individual cylinder air numbers used.
  • the slope behavior of the lambda probe signal after the expiration cycle a qualitative assessment of the individual cylinder air numbers carried out, i.e. it is determined whether the exhaust gas of the current Cycle is richer or leaner than that exhaust gas from the previous cycle.
  • the air ratio gradients are calculated segment-synchronously cylinder-selective from the actual lambda values LAM_IST_i, whereby only every second measured value per cylinder bank for the gradient calculation is taken into account.
  • Tooth point scanning point Gradient for cylinder No.x Probe No.i 15 2nd 1 35 4th 2nd 55 1 1 75 5 2nd 95 3rd 1 115 6 2nd
  • Air ratio gradients can lead to false detections introduced a hysteresis LAM_ZST_HYS, the width of which can be applied is.
  • Lies is the air ratio gradient calculated using formula (1) LAM_GRD_ZYL_x within the range ⁇ LAM_ZST_HYS, so is the result of the gradient evaluation from the previous state dependent in the relevant exhaust line. To the procedure two more state variables are easier to design VOR_ZST 1, VOR_ZST 2 introduced.
  • the state variable VOR_ZST 1 saves the previous one Condition in the exhaust system of the first cylinder bank with the Probe 1, the state variable VOR_ZST 2 the previous state in the exhaust line of the second cylinder bank with the probe 2.
  • the state variables VOR_ZST 1,2 there is a sequence for determining the values (1 or 0) for LAM_ZST_1.2, as shown in Figure 5.
  • LAM_ZST_i are used to control the individual cylinder air numbers used. They serve as input variables for a single cylinder lambda controller (circuit block 15 in Fig. 1), which is used as a proportional integral controller (PI controller) is trained.
  • PI controller proportional integral controller
  • circuit blocks 11-15 in Fig. 1 are preferably in one known electronic control device 16 integrated, as used for control in modern motor vehicles anyway and control of various operating parameters such as e.g. Injection time calculation, ignition control, diagnosis, etc. is used. Also those mentioned in the description Characteristic maps are stored in memories of the control device 16.
  • LAM_I_SUM_EZ_i (n + 1) LAM_I_SUM_EZ_I (n) - LAM_I_EZ_i (n-2) + LAM_I_EZ_x (n)
  • LAM_I_EZ_x (n) is entered in a memory LAM_I_EZ_i.
  • LAM_I_EZ_i n-2 n-1 n LAMMW_I_EZ_i (n + 1) LAM_I_SUM_EZ_i (n + 1) / 3
  • LAM_P_EZ and LAM_I_EZ are each in a map filed over the load size LM and the speed N of the Internal combustion engine are clamped.
  • the integration component LAM_I_EZ_x of the single cylinder lambda controller is, for example, ⁇ 10% of the basic injection time TI_B limited, i.e. -0.1 ⁇ LAM_I_EZ_x ⁇ 0.1.
  • the invention was explained on the basis of an exemplary embodiment in which the internal combustion engine has 6 cylinders and in each case 3 cylinders are combined to form a group (cylinder bank ZB1, ZB2).
  • Each group or cylinder bank is assigned an exhaust line containing a linear lambda probe. It is also possible within the scope of the invention, for example, to provide a single exhaust line in a 4-cylinder internal combustion engine, in which a single linear lambda probe is arranged, or to form 2 groups of 4 cylinders in an 8-cylinder internal combustion engine, or in a 12 Cylinder internal combustion engine to form 3 groups of 4 cylinders or 4 groups of 3 cylinders.
  • the number of exhaust gas lines and thus the number of linear lambda sensors are then determined in accordance with the number of groups.

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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)

Claims (15)

  1. Procédé de régulation sélective par cylindre du rapport air/carburant d'un moteur à combustion interne (10) présentant plusieurs cylindres (x), comportant
    un dispositif de commande (16), qui, sur la base d'une grandeur (LM) représentant la charge du moteur à combustion interne (10), et de la vitesse de rotation (N) du moteur à combustion interne (10), calcule un signal de base pour l'injection (TI_B), et
    un dispositif de régulation lambda, avec au moins un trajet de gaz d'échappement (AST1, AST2), un détecteur d'oxygène (LS1, LS2) étant associé à chaque trajet de gaz d'échappement (AST1, AST2), et émettant un signal de détecteur (ULS1, ULS2) représentatif, en fonction de la teneur en oxygène, de la somme des gaz d'échappement résultant des différents groupages de gaz d'échappement des différents cylindres (x), et,
    pour chaque valeur du signal de détecteur (ULS1, ULS2) , est déterminée, à l'aide d'une courbe caractéristique, la valeur réelle lambda associée (LAM_IST_i(n)),
    à partir de ces valeurs (LAM_IST_i(n)), pour chaque détecteur d'oxygène (LS1, LS2), est formée une valeur moyenne lambda (LAMMW_IST_i(n)), et
    on en déduit, comme valeur d'entrée d'un régulateur lambda global (14), la différence (LAM_DIF_i(n)) entre une valeur de consigne lambda (LAM_SOLL_i(n)), prédéterminée en fonction de la charge du moteur à combustion interne (10), et la valeur moyenne lambda (LAMMW_IST_i(n)), et on l'envoie à un régulateur lambda global (14) du dispositif de régulation lambda pour corriger le signal d'injection de base (TI_B), de façon à pouvoir régler un rapport air/carburant théorique (λ =1), et,
    comme régulateur lambda global (14), on se sert d'un régulateur proportionnel-intégral comprenant une composante proportionnelle LAM_P_i(n) = LAM_KPI_FAK(n).P_FAK_LAM_GR. (T_LS+TN) . LAM_DIF_1(n) et d'une composante intégrale LAM_I_i(n)= LAM_I_i(n-1)+LAM_KPI_FAK(n).I_FAK_LAM_GR. 2.TN.LAM_DIF_i(n), avec
    LAM_KPI_FAK =
    facteur d'amplification du régulateur
    P_FAK_LAM_GR =
    constante applicable
    I_FAK_LAM_GR =
    constante applicable
    T_LS =
    constante de temps applicable [sec]
    TN =
    Durée du segment [sec]
    le dispositif de régulation lambda présente, de plus, un régulateur lambda pour cylindre individuel (15) pour la régulation de la proportion individuelle air/carburant des différents cylindres(x), et
    la grandeur de sortie sélective par cylindre (LAM_P_EZ_x, LAM_I_EZ_x) de ce régulateur lambda pour cylindre individuel (15) est superposée à la grandeur de sortie (LAM_GR_i) du régulateur lambda global (14), et
    le signal d'injection de base (TI_B) est corrigé avec la valeur (TIM_LAM_x) ainsi obtenue.
  2. Procédé suivant la revendication 1, caractérisé en ce que:
    les cylindres (x) sont réunis pour former au moins un groupe (ZB1, ZB2),
    à chaque groupe de cylindre (x) (ZB1, ZB2), est associé un trajet de gaz d'échappement (AST1, AST2),
    dans chaque trajet de gaz d'échappement (AST1, AST2), est disposé un détecteur linéaire d'oxygène (LS1, LS2), qui émet un signal (ULS1, ULS2) correspondant à la teneur en oxygène des gaz d'échappement des différents cylindres (x), et
    les signaux (ULS1, ULS2) des détecteurs d'oxygène (LS1, LS2) sont échantillonnés en fonction de positions déterminée (AP), définie par rapport à l'angle du vilebrequin.
  3. Procédé suivant la revendication 2, caractérisé en ce que, comme point de référence pour la position dans le temps du point d'échantillonnage (AP), on fait appel aux points morts hauts lors de l'allumage (ZOT), et les signaux de détecteur (ULS1, ULS2) sont échantillonnés après l'écoulement d'un temps d'attente (TEZ) après dépassement du point mort haut lors de l'allumage (ZOT).
  4. Procédé suivant la revendication 3, caractérisé en ce que le temps d'attente (TEZ) est choisi en fonction d'un paramètre (LM) représentant la charge du moteur à combustion interne (10), et en fonction de la vitesse de rotation (N) du moteur à combustion interne (10).
  5. Procédé suivant la revendication 1, caractérisé en ce que le facteur d'amplification de régulation (LAM_KPI_FAK) est choisi en fonction d'un temps mort (LAM_TOTZ_GR), facteur qui, pour chaque détecteur d'oxygène concerné, est déterminé par la durée de mise à disposition du carburant, par la durée des temps d'admission, de compression, moteur et d'échappement, ainsi que par le temps de parcours des gaz, et est tiré d'un champ de caractéristiques en fonction de la charge et de la vitesse de rotation.
  6. Procédé suivant la revendication 1, caractérisé en ce que la valeur de la grandeur de sortie (LAM_GR_i) du régulateur global (14) et la composante intégrale (LAM_I_i) du régulateur global (14) sont limitée à ± 25% du signal d'injection de base (TI_B).
  7. Procédé suivant la revendication 1, caractérisé en ce qu'à partir des valeurs réelles lambda relevées (LAM_IST_i), on calcule, d'une façon sélective par cylindre, des gradients de rapport air/carburant (LAM_GRD_ZYL_x) par établissement de différence entre les valeurs réelles lambda (LAM_IST_I), étant entendu qu'on fait seulement appel à chaque deuxième valeur réelle lambda par groupe (ZB1, ZB2) pour le calcul du gradient de rapport air/carburant, et que, dans le cas de gradients de rapport air/carburant positives (LAM_GRD_ZYL_x) dans le cycle actuel, on conclue que les gaz d'échappement sont plus pauvres par référence au cycle précédent, et, dans le cas de gradients de rapport air/carburant négatifs (LAM_GRD_ZYL_x) dans le cycle actuel, on conclue que les gaz d'échappement de chaque cylindre (x) concerné sont plus riches, par référence au cycle précédent.
  8. Procédé suivant la revendication 7, caractérisé en ce que, suivant le signe des différents gradients de rapport air/carburant (LAM_GRD_ZYL_i), on associe à ceux-ci des grandeurs d'état (LAM_ZST_ZYL_x) qui prennent soit la valeur 1, soit la valeur 0.
  9. Procédé suivant la revendication 8, caractérisé en ce que l'affectation des grandeurs d'état (LAM_ZST_ZYL_i) se fait au moyen d'une hystérésis (LAM_ZYST_HYS), dont ont peut déterminer la largeur, puis, quand le gradient de rapport air/carburant calculé (LAM_GRD_ZYL_x) se trouve à l'intérieur du double de la largeur de l'hystérésis ( ± LAM_ZST_HYS), on décide que le résultat de l'interprétation dépend du gradient de l'état précédent dans le trajet de gaz d'échappement (AST1, AST2) concerné, et cet état est pris en compte pour l'affectation de la grandeurs d'état (LAM_ZST_ZYL_i).
  10. Procédé suivant la revendication 9, caractérisé en ce que la composante intégrale (LAM_I_EZ_x) et la composante proportionnelle (LAM_P_EZ_x) du régulateur lambda de cylindre individuel (15) sont calculées séparément, en fonction de la valeur de la grandeurs d'état (LAM_ZST_x).
  11. Procédé suivant la revendication 10, caractérisé en ce que, quand la grandeur d'état (LAM_ZST _x) présente la valeur 0, la composante proportionnelle (LAM_P_EZ_x) du régulateur est formée d'après la relation suivante:
       LAM_P_EZ_x(n) = - LAM_P_EZ(n),
       et la composante intégrale (LAM_I_EZ_x) du régulateur est formée d'après la relation suivante: LAM_I_EZ_x(n)=LAM_I_EZ_x(n-1)-LAM_I_EZ(n)-LAMMW_I_EZ(n)    avec n = Indice courant de la valeur de mesure
       LAMMW_I_EZ_i(n) = valeur moyenne lambda.
  12. Procédé suivant la revendication 10, caractérisé en ce que, quand la grandeur d'état (LAM_ZST_x) présente la valeur 1, la composante proportionnelle (LAM_P_EZ_x) du régulateur est formée d'après la relation suivante: LAM_P_EZ_x(n) = LAM_P_EZ(n),    et la composante intégrale (LAM_I_EZ_x) du régulateur est formée d'après la relation suivante: LAM_I_EZ_x(n)=LAM_I_EZ_x(n-1)+LAM_I_EZ(n)-LAMMW_I_EZ(n)    avec n = Indice courant de la valeur de mesure
       LAMMW_I_EZ_i(n) = valeur moyenne lambda.
  13. Procédé suivant l'une des revendications 11 ou 12, caractérisé en ce que la valeur moyenne lambda (LAMMW_I_EZ_i) des composantes intégrales (LAM_I_EZ) d'un groupe (ZB1, ZB2) est formée d'après la relation suivante: LAMMW_I_EZ_i(n+1) = LAM_I_SUM_EZ_i(n+1)/3,    avec LAM_I_SUM_EZ_i(n+1)=LAM_I_SUM_EZ_i(n)-LAM_I_SUM_EZ_i (n-2)+ LAM_I _EZ_x(n),    avec
       LAM_I_SUM_EZ_i(n+1) = nouvelle valeur de la somme
       LAMMW_I_EZ_i(n) = ancienne valeur de la somme.
  14. Procédé suivant la revendication 10, caractérisé en ce que la composante intégrale (LAM_I_EZ_x) du régulateur lambda par cylindre individuel (15) est limitée à ± 10 % du signal d'injection de base (TI_B).
  15. Procédé suivant la revendication 10, caractérisé en ce que la composante intégrale (LAM_I_EZ_x) et la composante proportionnelle (LAM_P_EZ_x) du régulateur lambda pour cylindre individuel (15) sont mises en mémoire dans des champs de caractéristiques, en fonction de la charge et de la vitesse de rotation.
EP96913453A 1995-05-03 1996-05-02 Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre Expired - Lifetime EP0826100B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19516209 1995-05-03
DE19516209 1995-05-03
PCT/DE1996/000760 WO1996035048A1 (fr) 1995-05-03 1996-05-02 Procede de regulation lambda d'un cylindre individuel d'un moteur a combustion interne multi-cylindre

Publications (2)

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EP0826100A1 EP0826100A1 (fr) 1998-03-04
EP0826100B1 true EP0826100B1 (fr) 1999-11-03

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EP (1) EP0826100B1 (fr)
DE (1) DE59603569D1 (fr)
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DE10338775B4 (de) * 2003-08-23 2010-12-30 GM Global Technology Operations, Inc., Detroit Diagnoseeinrichtung für einen Verbrennungsmotor
DE102004026176B3 (de) * 2004-05-28 2005-08-25 Siemens Ag Verfahren zum Erfassen eines zylinderindividuellen Luft/Kraftstoff-Verhältnisses bei einer Brennkraftmaschine
DE102005009101B3 (de) 2005-02-28 2006-03-09 Siemens Ag Verfahren und Vorrichtung zum Ermitteln eines Korrekturwertes zum Beeinflussen eines Luft/Kraftstoff-Verhältnisses
DE102006020349A1 (de) * 2006-04-28 2007-10-31 Mahle International Gmbh Kolbenmotor und zugehöriges Betriebsverfahren
DE102006026390B4 (de) * 2006-06-07 2017-04-27 Bayerische Motoren Werke Aktiengesellschaft Elektronische Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
DE102006033869B3 (de) * 2006-07-21 2008-01-31 Siemens Ag Verfahren und Vorrichtung zur Diagnose der zylinderselektiven Ungleichverteilung eines Kraftstoff-Luftgemisches, das den Zylindern eines Verbrennungsmotors zugeführt wird
DE102006044073B4 (de) * 2006-09-20 2017-02-23 Bayerische Motoren Werke Aktiengesellschaft Verwendung einer elektronischen Steuereinrichtung zur Steuerung der Brennkraftmaschine in einem Kraftfahrzeug
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DE102011084630B4 (de) 2011-10-17 2023-12-14 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit
DE102011084635B4 (de) 2011-10-17 2025-06-12 Robert Bosch Gmbh Verfahren zum Betrieb einer Brennkraftmaschine und Recheneinheit

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DE102008058008B3 (de) * 2008-11-19 2010-02-18 Continental Automotive Gmbh Vorrichtung zum Betreiben einer Brennkraftmaschine

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EP0826100A1 (fr) 1998-03-04
DE59603569D1 (de) 1999-12-09
WO1996035048A1 (fr) 1996-11-07

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