EP1336728A2 - Procédé et dispositif pour régler le rapport air-carburant d'un moteur à combustion - Google Patents

Procédé et dispositif pour régler le rapport air-carburant d'un moteur à combustion Download PDF

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Publication number
EP1336728A2
EP1336728A2 EP02020196A EP02020196A EP1336728A2 EP 1336728 A2 EP1336728 A2 EP 1336728A2 EP 02020196 A EP02020196 A EP 02020196A EP 02020196 A EP02020196 A EP 02020196A EP 1336728 A2 EP1336728 A2 EP 1336728A2
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EP
European Patent Office
Prior art keywords
oxygen
air
excess
lack
probe
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP02020196A
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German (de)
English (en)
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EP1336728A3 (fr
EP1336728B1 (fr
Inventor
Eberhard Schnaibel
Kersen Wehmeier
Klaus Hirschmann
Richard Hotzel
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP1336728A3 publication Critical patent/EP1336728A3/fr
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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
    • F02D41/0295—Control according to the amount of oxygen that is stored on the exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL-COMBUSTION ENGINES
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/16—Oxygen
    • 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
    • F02D41/02—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
    • F02D2041/1422—Variable gain or coefficients
    • 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
    • F02D2250/36—Control for minimising NOx emissions
    • 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

Definitions

  • the invention relates to a method for controlling the Fuel / air ratio of a combustion process, which operated alternately with excess air and lack of air is, with at least one catalyst volume in the exhaust gas of the Combustion process that occurs when there is an excess of oxygen in the exhaust gas Stores oxygen and releases it when there is a lack of oxygen, in which procedure the ones that take place with excess air Oxygen inputs into the catalyst volume and at A lack of air discharges oxygen from the Catalyst volume can be determined and at which the Air / fuel ratio is controlled so that the sum that determined at a predetermined interval Oxygen inputs and oxygen discharges assumes a predetermined value.
  • the invention further relates an electronic control device for performing the Process. Such a procedure and one Devices are known from DE 40 01 616 C2.
  • the invention relates to the regulation of Air / fuel ratio or air ratio Lambda of a combustion process.
  • Lambda is known to exist the ratio of actually in the combustion process air volume involved to the air volume that for a stoichiometric combustion of a particular one Amount of fuel is required.
  • Exhaust gases from Combustion processes are often catalyzed led to exhaust gas components such as nitrogen oxides (NOx), unburned hydrocarbons (HC) and carbon monoxide (CO) convert to nitrogen, water and carbon dioxide.
  • NOx nitrogen oxides
  • HC unburned hydrocarbons
  • CO carbon monoxide
  • An optimal conversion efficiency which at defined entries of NOx, HC and CO in the catalyst by a minimum of NOx, HC and CO behind the catalytic converter is characterized as precise as possible Setting a desired fuel / air ratio for the combustion process. This can also be the most possible precise setting of a desired temporal behavior include, for example, a periodic variation in Lambda around an average setpoint.
  • Two-point control includes a regulation at which is an actual value of the probe signal, that of an actual oxygen concentration in the exhaust gas and thus a certain one Corresponds to the actual lambda value, compared with a setpoint and in which, depending on the sign of the deviation, a An increase in fat or an emaciation of the Air / fuel ratio is generated.
  • This regulation is characterized by the fact that only that Sign, but not the amount of deviation by one Control algorithm is processed.
  • two-point regulations are used both with regard to Two-point probes in front of a catalytic converter and behind one Catalyst applied. These procedures have in common that with the steep transition of the probe signal a sudden change in the manipulated variable, for example respond to an injection pulse width.
  • the leaping Adjustment follows an approximately constant change the manipulated variable, the time course of a ramp (linear) corresponds.
  • the lambda value of the optimal Pollutant conversion in the catalytic converter does not correspond exactly the lambda value of the steep change in Nernstsondensignals.
  • the optimal lambda value for the catalytic converter can, depending on the direction of the sign change different and thus asymmetrical jump height, one following a jump and regarding the jump direction unbalanced ramp or a predetermined delay time between a probe signal change and one Manipulated variable change can be used.
  • This will make the Average value of the manipulated variable over time shifted that the catalyst in its optimal Operating point is operated. This is usually easy the fat side, since this is especially a Safety distance from that with regard to unwanted NOx emissions more critical lean side is avoided.
  • This The type of two-point control is often based on the Signals from an exhaust gas probe arranged in front of the catalytic converter.
  • the vibration that occurs with a jump ramp control in the oxygen content of the exhaust gas is due to the catalyst, if this is functional, averaged.
  • This Averaging results from the fact that the catalyst during the half-wave of vibration with an excess of oxygen Excess oxygen from the exhaust gas stores and the stored oxygen in the half wave of the vibration with Lack of oxygen returns to the exhaust gas.
  • One behind the (Sufficiently large) catalytic converter arranged exhaust gas probe registers the mean value of the vibration.
  • the upstream catalyst precedes the rear probe protects excessive temperature fluctuations and also the Setting the thermodynamic equilibrium Conveying exhaust gas components is the signal from the rear probe less due to temperature influences and cross-sensitivities affects the exhaust gas probe.
  • the probe therefore measures more precisely and can be used as a guide the front probe. If, for example the front probe due to a shift in the characteristic regulates an incorrect setpoint, this is done via the Rear exhaust probe signal detected and setpoint for the control loop of the front probe is made accordingly corrected.
  • Another group of processes is based on an optimized one Filling strategy of the catalyst.
  • the procedures of this group balance the entered components and try one Compensate for the imbalance before moving on to the one behind to measure certain catalyst volume arranged probe is.
  • the Nernst probe is also in your fat branch here operated and is just like a wrong one Balance zero point.
  • the above-mentioned DE 40 01 616 A1 shows such a method of regulating the fuel / air ratio of a combustion process that takes turns is operated with excess air and lack of air.
  • Catalyst volume in the exhaust gas of the combustion process stores oxygen in the exhaust gas if there is an excess of oxygen and releases it when there is a lack of oxygen.
  • the method according to the invention enables the required optimized catalyst operation while improving the above procedures mentioned regarding robustness and Control speed crucial in working points, in which the above methods do not have sufficient robustness have or in which these procedures by Cross-sensitivity can be impaired.
  • This improvement results from the fact that the invention Contains partial aspects of the methods described above and this supplemented by shares, which is a significant increase of robustness.
  • the inventive method uses the Two-point characteristic of a Nernst probe behind the Catalyst in connection with a balancing, i.e. one Taking into account related to the catalyst Oxygen inputs and oxygen discharges.
  • the regulating part connected to a regulating part.
  • This Part is based on a balance sheet optimum for the Catalyst operation. Because of the necessary Balance sheet optimization of the regulating phase becomes one regarding Balance zero point necessary additional quantity determined. Based at the zero point of the balance, fat-lean or Lean fat of the jump probe a controlled proportion of fat or Lean attached. This proportion is to be measured in such a way that behind an overall catalyst system, a pollutant optimum established.
  • a development of the invention therefore provides that the Alternation between excess oxygen and lack of oxygen is controlled during operation of the internal combustion engine so that the difference between the excess air Oxygen inputs into the catalyst volume and at A lack of air discharges oxygen from the Catalyst volume assumes a predetermined value.
  • Another embodiment provides that for determination the oxygen inputs into the air in excess Catalyst volume and that in the absence of air Oxygen discharges from the catalyst volume one size is used, the fuel flow to the internal combustion engine at least co-determined.
  • the mentioned size depending on the signal one before Exhaust gas probe arranged catalyst volume formed.
  • Another embodiment provides that the aforementioned Size is an input value for a second control loop, in which the air / fuel ratio is compared with one smaller time constant is regulated for the first control loop.
  • Another embodiment is characterized in that the formation of the size mentioned is changed when the Oxygen inputs and oxygen outputs from each other differ.
  • the change becomes a function of the integral of the mentioned deviation formed.
  • the Air / fuel ratio through a superimposed Control loop specified.
  • Another embodiment provides that the values of the certain oxygen inputs and oxygen outputs used be between a real zero value Determine excess oxygen and lack of oxygen.
  • the invention can also as a method of controlling the air-fuel ratio a combustion process with a lambda sensor behind a partial catalyst volume
  • the Lambda sensor indicates when the degree of filling of the Partial catalyst volume with oxygen a first exceeds a predetermined value or a second falls below a predetermined value.
  • the second predetermined value is the air / fuel ratio defined leaner on average (less fuel) set. If the resulting excess is exceeded second predetermined value is correspondingly averaged defined greased. This results in one for the Operating point of the combustion process and the catalyst characteristic frequency of emaciation and enrichment.
  • An internal combustion engine becomes an operating point for example by a certain value of Defined combustion chamber filling at a certain speed.
  • the fuel metering takes place in such a way that the balance of the oxygen inputs and of oxygen discharges on average over a period (a Oxygen contribution and an oxygen discharge) predetermined value, preferably the value zero gives what corresponds to a defined mean lambda value.
  • a defined delay in switching between on average rich and lean fuel / air mixture can be Set any average lambda value since each Sort of delay an additional entry of Oxygen (if there is a delay in switching to a rich mixture) or Discharge of oxygen (with a delayed change to lean Mixture).
  • the defined delay takes place preferably so that the resulting additional entry or Additional discharge based on a period a predetermined Value corresponds.
  • the invention also relates to a Control device, preferably an electronic one Control device for carrying out at least one of the above specified procedures, further training and Embodiments.
  • FIG. 1 shows the structure of a first technical environment, in which the invention takes effect.
  • Fig. 2 discloses one related to this structure Embodiment of the invention in the form of a Function block diagram.
  • 3 and 4 show waveforms for illustration the effect of the above embodiment.
  • Fig. 6 discloses an embodiment related thereto the invention in functional block diagram.
  • Fig. 7 discloses the structure of one for fulfilling the above. SULEV demands preferred technical environment of the Invention.
  • Fig. 8 shows a corresponding embodiment of the Invention in functional block representation.
  • Figures 9 to 13 represent temporal courses of signals to illustrate the effect of the invention in the context of preferred technical environment.
  • Numeral 10 in FIG. 1 denotes an internal combustion engine that burns a mixture of fuel and air in a combustion process.
  • the amount or mass of the air flowing to the combustion process is recorded by an air flow meter 14.
  • the signal from the air flow meter 14 is fed to an electronic control device 18.
  • the electronic control device 18 calculates a fuel metering signal from this and, if appropriate, from further operating parameters of the combustion process, with which a fuel metering means 16 is activated.
  • the fuel metering means 16 for example an injection valve or an arrangement of injection valves, is arranged in an intake manifold 12 of the internal combustion engine.
  • the mixture formation that is, the mixing of the intake air and the metered fuel takes place in the intake manifold.
  • the mixture formation can also take place directly in the combustion chambers of the internal combustion engine, as is known from the diesel engine and from the gasoline engine with direct petrol injection.
  • the exhaust gases from the combustion process in the internal combustion engine are passed through an exhaust pipe 20 to a catalyst volume 22.
  • An exhaust gas probe 24 arranged in front of the catalyst volume 22 preferably detects the oxygen concentration in the exhaust gas between the combustion process and the catalyst volume 22.
  • the exhaust gas probe 24 is also referred to as a pre-catalyst probe 24.
  • Another exhaust gas probe is arranged behind the catalyst volume 22. This exhaust gas probe is preferably a so-called Nernst probe 26, while the pre-cat probe 24 is preferably implemented as a broadband probe.
  • a broadband probe is also disclosed as an exemplary embodiment of the pre-cat probe 24.
  • the broadband probe 24 has a measuring gap which is connected to the exhaust gas via a gas inlet opening.
  • the measuring gap is further equipped with an electrochemical pump cell with which oxygen can be pumped out of the measuring gap or into the measuring gap ..
  • the pump current Isvk required for this provides a measure of the oxygen content of the exhaust gas, in other words: the broadband probe supplies a current si gnal I S V onde- or- K at.
  • the Nernst 26 provides a voltage signal U S onde- H inter- K at.
  • the signals of the two exhaust gas sensors 24 and 26 of the electronic control means 18 are also supplied to and influence the additional fuel metering.
  • the internal combustion engine 10 effectively represents a controlled system as a component of a first control circuit comprising the internal combustion engine 10, the exhaust gas probe 24, the electronic control device 18 and the fuel metering device 16.
  • a lack of oxygen in the exhaust gas is registered by the exhaust gas probe 24 and leads through appropriate processing by a control algorithm in the electronic control device 18 to an increase in the injection pulse width with which the fuel metering means 16 is controlled.
  • a further control loop which is based on the signal of the Nernst probe 26, is superimposed on this control loop.
  • the interaction of the two control loops according to the invention is explained below with reference to the structure of FIG. 2.
  • the dashed line 27 in FIG. 2 separates the functional structure of the electronic control device according to the invention designated by the number 18 from the other components of the structure of FIG. 1, in particular from the internal combustion engine 10, the pre-cat probe 24, the catalyst volume 22 and the Nernst probe 26.
  • the number 28 designates a characteristic diagram which is addressed, for example, by input variables such as the measured air quantity and the speed of the internal combustion engine and which supplies a base pulse width t_base as an output value for the fuel metering.
  • This output value is linked in the control link 30 to a control factor fr from a first controller 34.
  • the result of this combination determines, as the injection pulse width ti, the amount of fuel that is supplied to the combustion process in the internal combustion engine 10.
  • the combustion process results in a certain oxygen concentration in the exhaust gas, which is reflected in the signal Ushk of the Nernst probe 26.
  • This signal Ushk of the Nernst probe 26 is fed to a two-point controller 36.
  • This two-point controller 36 represents a real two-point controller in the classic sense, in which the manipulated variable can only correspond to one of two values.
  • the signal Ushk of the exhaust gas probe 26 is compared with a threshold value of 450 millivolts, for example. If there is an excess of oxygen behind the catalytic converter 22, the signal Ushk has an order of magnitude of approximately 100 millivolts.
  • the two-point controller 36 is enriched by, for example, outputting a factor of 1.02 by which the manipulated variable formed in the first controller is multiplied, which ultimately leads to an increase in the injection pulse width and thus to an enrichment of the mixture.
  • the signal Ushk has an order of magnitude of approximately 900 millivolts and the two-point controller 36 lean accordingly, for example by outputting a factor of 0.98.
  • This factor 0.98 reduces the manipulated variable fr in the first controller 34, which ultimately leads to a shortening of the injection pulse widths ti and thus to a thinning.
  • the Nernst probe 26 thus forms a second control loop in connection with the two-point controller 36 and the remaining control system (34, 30, 10, 24, 22). This second control circuit ensures that the catalyst volume 22 is filled with an average lean mixture when the probe behind the catalyst volume 22 indicates a lack of oxygen.
  • FIG. 2 shows structure 38, 40, 42, 44, 46 and 32. Inscribed the number 38 a trigger signal path with which a Signal integrator 40 is set to zero and triggered.
  • the Signal integrator 40 becomes parallel to trigger signal 38 the signal Isvk of the pre-cat probe 24, or a corrected signal Isvk_korr the pre-cat probe 24 is supplied.
  • This signal integrator is wired and designed that it is only the excess oxygen part of the Isvk signal integrated.
  • the integration is triggered when the Two-point controller 36 outputs a lean signal and it is stopped when the two-point controller 36 is at the greasing Mixture switches.
  • the final value of the Oxygen storage integrators 40 thus provide a measure of the oxygen storage capacity of the catalyst (Oxygen Storage Capacity OSC).
  • the integrator 42 in calculates analogously Oxygen deficiency phases a negative oxygen deficiency one Oxygen discharge -OSC.
  • the output signals of the integrators 40 and 42 are subtracted from one another in the differential link 44. Since they must be physically the same by definition, a non-zero result of the difference link 44 indicates a calculation error to a certain extent. In the context of this invention, it is assumed that such a calculation error is based on a characteristic curve shift of the signal Isvk of the pre-cat probe 24. A shift in the characteristic curve results, for example, in a signal that the mixture is already rich, even though the mixture is actually still lean. As a result, the value of the MINUS_OSC integrator 42 will be greater than the value of the OSC integrator 40.
  • FIG. 3 shows the time profile of the signal Isvk over time t.
  • the dashed line 48 marks the (wrong) measurement zero value of the pre-cat probe 24.
  • the zero value that is to say the value which separates the excess of oxygen from the lack of oxygen, is of fundamental importance for the formation of the stated OSC and MINUS_OSC quantities.
  • This "zero value" between the excess of oxygen and the lack of oxygen is supplied by a probe in front of the catalytic converter or a stored value is used, for example an injection time, in which a stoichiometric mixture composition is assumed. However, this zero value can be incorrect.
  • the excess oxygen or oxygen deficiency amounts are determined based on this - possibly faulty zero value. The relative deviation from the assumed zero value is known.
  • the absolute value for the oxygen input or output can be determined. Since the oxygen store can only deliver the amount of oxygen that it has previously stored, the real amounts of excess oxygen and oxygen deficiency must be the same. If the calculated quantities are not the same, this can only be because the assumed zero value does not correspond to the real zero value, so that, for example, a real entry was evaluated as a discharge during the calculation. Then the assumed zero value is changed in the direction of the larger quantity. That is, if, in the previous calculation, the excess oxygen quantity was greater than the insufficient oxygen quantity, the zero value is shifted in the direction of the excess oxygen. Starting from this new zero value, the same amounts are greased and emaciated again. This procedure is repeated until the calculated quantities mentioned are the same.
  • the associated zero value corresponds to the real zero value.
  • the values of the determined oxygen inputs and oxygen outputs are used to determine a real zero value between excess oxygen and lack of oxygen. This can be used to correct either a front probe or a pre-controlled zero value. This procedure is explained further with continuous reference to FIG. 3.
  • the dashed line 50 denotes the real zero value.
  • the broadband probe the low signal level corresponds to a rich mixture, i.e. lack of oxygen, and the high signal level corresponds to a lean mixture, i.e. an excess of oxygen.
  • the hatched area 64 represents the integral of an oxygen excess period above the real zero value 50.
  • the hatched area 66 accordingly represents the integral of an oxygen deficiency period above the real zero value 50.
  • the hatched area 68 corresponds to the integral over the (incorrect) measurement zero value of the exhaust gas probe 24 during an oxygen excess period and the area 70 corresponds to the integral of an oxygen deficiency over the incorrect measurement zero value during an oxygen deficiency period. Areas 68 and 70 are measured by integrators 40 and 42, respectively. It is clearly evident that the OSC value (68) deviates greatly from the MINUS_OSC value (70) in the non-steady state. The second time period (54) shows the steady state.
  • FIG. 4 shows the signal Ushk of the Nernst probe 26 corresponding to the signal curve in FIG. 3.
  • the signal Isvk indicates the oxygen concentration upstream of the catalytic converter and the signal Ushk indicates the oxygen concentration downstream of the catalytic converter. It can be seen from the comparison of FIGS.
  • an excess of oxygen is generated in front of the catalytic converter as long as the rear exhaust gas probe 26 registers a lack of oxygen.
  • oxygen deficiency is generated in front of the catalytic converter as long as the exhaust gas probe 26 arranged behind the catalytic converter signals a lean mixture.
  • the rear exhaust gas probe measures the transition from a rich to a lean mixture and vice versa very precisely, since it shows the steep signal level change between 900 and 100 millivolts. It also measures very precisely because the upstream catalytic converter 22 protects the exhaust gas probe 26 against major temperature fluctuations and also brings the exhaust gas components into thermodynamic equilibrium.
  • FIG. 5 shows a modification of the structure of FIG. 1.
  • the structure of FIG. 5 is no pre-cat probe 24 is provided.
  • the structure of Figure 6 discloses an embodiment of the invention without Precat probe 24.
  • the injection pulse widths ti the amount of fuel that fits the engine 10 to the measured air volume.
  • the behind the Catalyst volume 22 arranged Nernst probe 26 delivers again the voltage signal Ushk to the two-point controller 36.
  • the two-point controller 36 modulates by a multiplicative Link 30 supplied by a pilot control map 28 Base pulse widths t_basis. He extends it Base pulse widths, for example, by at lean mixture behind the catalyst volume 22 a outputs an enriching factor of 1.02.
  • the injection pulse widths ti are also fed to a difference link 58 which in addition, comparison pulse widths ti_L1 are supplied.
  • the ti_L1 values represent assumed zero values in the sense that at ti> ti_L1 rich mixture and at ti_L1> ti lean mixture is assumed.
  • Analogous to The integrator 40 also provides an explanation of FIG. 2 a measure of the oxygen storage capacity of the Catalyst volume and integrator 42 provides a measure for the reducing agent storage capacity of the catalyst. Again, the difference between the two values in the Difference link 44 formed and in integrator 46 integrated.
  • the integrator output works via the Offset correction link 32 on the injection times.
  • the mode of operation of the structure according to FIGS. 5 and 6 largely corresponds to the way the structures work according to Figures 1 and 2.
  • Figure 3 can also be read the structure of Figure 5 and Figure 6. This is in the Figure 3 only the value Isvk by the injection time ti to replace.
  • the zero line 48 corresponds to then a value ti_L1. If this value ti_L1 is not the provides the actual Lambdal value, the result is the first Time range 52 of Figure 3 relationships. By the settling of the correction then results in the conditions shown in the second time range 54.
  • FIGS. 7 and 8 represents a currently preferred exemplary embodiment.
  • This exemplary embodiment differs from the subject matter of FIGS. 1 and 2 by a main catalyst volume 60 behind the Nernst probe 26 and by a further Nernst probe 62 behind the main catalyst volume 60.
  • the main catalyst volume 60 basically has that Function to compensate for the oscillation inevitably occurring in this control concept in the oxygen content of the exhaust gas behind the partial catalyst volume 22. Since, on average, a slightly rich operation is desired for optimal catalytic converter operation, the structure described so far has to be expanded by a component which provides this desired fat shift or, in other cases, possibly a desired lean shift.
  • the further Nernst probe 62 is used in the context of this preferred exemplary embodiment.
  • FIGS. 9 and 10 show the signals Ushk and Isvk previously explained in the steady state.
  • FIG. 11 shows the course of the signal Ushk in the context of this exemplary embodiment. It can be seen from FIG. 12 that a change from lean to rich in the signal Ushk is only forwarded to the controller 34 with a time delay tv by a delay period tv, which is shown in the time profile of the Isvk signal.
  • the shaded areas 76 thus represent a desired additional MINUS_OSC entry into the catalyst volumes, which ultimately results in the signal of the further Nernst probe 62 shown in FIG. 13, which runs relatively evenly in the fat region above 450 millivolts.

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  • 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)
  • Exhaust Gas After Treatment (AREA)
EP02020196A 2002-02-13 2002-09-10 Procédé et dispositif pour régler le rapport air-carburant d'un moteur à combustion Expired - Lifetime EP1336728B1 (fr)

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WO2005124128A1 (fr) * 2004-06-19 2005-12-29 Audi Ag Procede et dispositif pour reguler le rapport air/carburant achemine a un moteur a combustion interne en fonction du niveau de remplissage moyen de l'accumulateur d'oxygene d'un pot catalytique
DE102004055231B3 (de) * 2004-11-16 2006-07-20 Siemens Ag Verfahren und Vorrichtung zur Lambda-Regelung bei einer Brennkraftmaschine
DE102005044729A1 (de) * 2005-09-19 2007-03-22 Volkswagen Ag Lambdaregelung mit Sauerstoffmengenbilanzierung
DE102006059587A1 (de) * 2006-12-16 2008-06-19 Volkswagen Ag Ermittlung eines Zustandswertes eines Katalysators
DE102006062516A1 (de) 2006-12-29 2008-07-03 Volkswagen Ag Ermittlung der Sauerstoffspeicherfähigkeit mit Katalysatorreferenzzustand
FR2910935A1 (fr) * 2006-12-28 2008-07-04 Bosch Gmbh Robert Procede de regulation du niveau de remplissage en oxygene d'une installation de nettoyage de gaz d'echappement
DE102008005110A1 (de) 2008-01-15 2009-07-16 Volkswagen Ag Verfahren und Steuerung zum Betreiben und Einstellen einer Lambda-Sonde
WO2016120190A1 (fr) * 2015-01-28 2016-08-04 Robert Bosch Gmbh Procédé de détermination de valeurs limites d'un décalage d'une caractéristique tension-lambda d'une sonde lambda
DE102015222022B4 (de) 2015-11-09 2019-04-18 Volkswagen Ag Verfahren und Vorrichtung zur Korrektur einer Kennlinie einer Lambdasonde
EP3680472A1 (fr) * 2019-01-09 2020-07-15 Toyota Jidosha Kabushiki Kaisha Organe de commande pour moteur à combustion interne et procédé de commande de moteur à combustion interne

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DE10351590A1 (de) * 2003-11-05 2005-06-02 Audi Ag Verfahren zum Betreiben einer Brennkraftmaschine eines Fahrzeuges, insbesondere eines Kraftfahrzeuges
JP4710615B2 (ja) * 2006-01-10 2011-06-29 株式会社デンソー ガスセンサ用のヒータ制御装置
DE102010002586A1 (de) * 2010-03-04 2011-09-08 Robert Bosch Gmbh Verfahren zum Betreiben eines Verbrennungsmotors
EP2739839B1 (fr) * 2011-08-05 2018-10-10 Husqvarna AB Ajustement du rapport air-carburant d'un moteur à combustion interne à deux temps
US10563606B2 (en) * 2012-03-01 2020-02-18 Ford Global Technologies, Llc Post catalyst dynamic scheduling and control
RU2612194C1 (ru) * 2013-01-29 2017-03-03 Тойота Дзидося Кабусики Кайся Система управления двигателем внутреннего сгорания
DE102013201734A1 (de) 2013-02-04 2014-08-07 Robert Bosch Gmbh Verfahren zum Betreiben einer Lambdasondenanordnung im Abgassystem einer Brennkraftmaschine
JP6094438B2 (ja) * 2013-09-27 2017-03-15 トヨタ自動車株式会社 内燃機関の制御装置
JP6183295B2 (ja) * 2014-05-30 2017-08-23 トヨタ自動車株式会社 内燃機関の制御装置
JP6308150B2 (ja) * 2015-03-12 2018-04-11 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE102018208034B4 (de) * 2018-05-23 2021-01-14 Audi Ag Verfahren zum Betreiben einer Antriebseinrichtung sowie entsprechende Antriebseinrichtung
DE102018208683A1 (de) * 2018-06-01 2019-12-05 Robert Bosch Gmbh Verfahren und Steuergerät zur Regelung eines Füllstands eines Speichers eines Katalysators für eine Abgaskomponente
DE102018210739A1 (de) * 2018-06-29 2020-01-02 Robert Bosch Gmbh Verfahren zur Regelung einer Füllung eines Abgaskomponentenspeichers eines Katalysators im Abgas eines Verbrennungsmotors
DE102020212725A1 (de) * 2020-10-08 2022-04-14 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben einer Brennkraftmaschine, Recheneinheit und Computerprogramm
DE102020128753A1 (de) 2020-11-02 2022-05-05 Volkswagen Aktiengesellschaft Abgasnachbehandlungssystem für einen Verbrennungsmotor sowie Verfahren zur Abgasnachbehandlung

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Publication number Priority date Publication date Assignee Title
WO2005124128A1 (fr) * 2004-06-19 2005-12-29 Audi Ag Procede et dispositif pour reguler le rapport air/carburant achemine a un moteur a combustion interne en fonction du niveau de remplissage moyen de l'accumulateur d'oxygene d'un pot catalytique
DE102004055231B3 (de) * 2004-11-16 2006-07-20 Siemens Ag Verfahren und Vorrichtung zur Lambda-Regelung bei einer Brennkraftmaschine
DE102005044729A1 (de) * 2005-09-19 2007-03-22 Volkswagen Ag Lambdaregelung mit Sauerstoffmengenbilanzierung
DE102006059587A1 (de) * 2006-12-16 2008-06-19 Volkswagen Ag Ermittlung eines Zustandswertes eines Katalysators
FR2910935A1 (fr) * 2006-12-28 2008-07-04 Bosch Gmbh Robert Procede de regulation du niveau de remplissage en oxygene d'une installation de nettoyage de gaz d'echappement
DE102006062516A1 (de) 2006-12-29 2008-07-03 Volkswagen Ag Ermittlung der Sauerstoffspeicherfähigkeit mit Katalysatorreferenzzustand
DE102008005110A1 (de) 2008-01-15 2009-07-16 Volkswagen Ag Verfahren und Steuerung zum Betreiben und Einstellen einer Lambda-Sonde
DE102008005110B4 (de) 2008-01-15 2018-10-25 Volkswagen Ag Verfahren und Steuerung zum Betreiben und Einstellen einer Lambda-Sonde
WO2016120190A1 (fr) * 2015-01-28 2016-08-04 Robert Bosch Gmbh Procédé de détermination de valeurs limites d'un décalage d'une caractéristique tension-lambda d'une sonde lambda
DE102015222022B4 (de) 2015-11-09 2019-04-18 Volkswagen Ag Verfahren und Vorrichtung zur Korrektur einer Kennlinie einer Lambdasonde
EP3680472A1 (fr) * 2019-01-09 2020-07-15 Toyota Jidosha Kabushiki Kaisha Organe de commande pour moteur à combustion interne et procédé de commande de moteur à combustion interne
CN111502844A (zh) * 2019-01-09 2020-08-07 丰田自动车株式会社 内燃机的控制装置及方法
CN111502844B (zh) * 2019-01-09 2022-06-24 丰田自动车株式会社 内燃机的控制装置及方法

Also Published As

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DE10205817A1 (de) 2003-08-14
EP1336728A3 (fr) 2006-04-05
US8141345B2 (en) 2012-03-27
US20100212291A1 (en) 2010-08-26
US20030150209A1 (en) 2003-08-14
EP1336728B1 (fr) 2012-03-21

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